2006 Regina Development Plan Part A-I

REGINA DEVELOPMENT PLAN

PART A POLICY PLAN

PLANNING AND DEVELOPMENT DIVISION PLANNING AND SUSTAINABILITY DEPARTMENT

REGINA DEVELOPMENT PLAN PART A POLICY PLAN

Date First Published: April 2006 Date of Last Revision: April 5, 2011 (Bylaw No. 2011-21) Additional copies available from: City of Regina Planning and Sustainability Department 9th Floor, City Hall 2476 Victoria Avenue Regina, Saskatchewan S4P 3C8 (306) 777-7551

Bylaw No: Bylaw 2006-1 (amending Bylaw 7877) Approved by City Council: March 9, 2011 Approved by the Province of Saskatchewan: April 13, 2006

Office consolidation only. For bylaws referenced in this document, contact the City Clerk's Office, 15th Floor, City Hall.

TABLE OF CONTENTS Chapter

1.0

INTRODUCTION ..................................................................................................... 2 1.1 1.2 1.3

2.0

2.4 2.5 2.6

Population Growth, but Lower Than Projected .............................................. 3 Implications for Land: Less Land Area Required for New Housing.............. 4 Servicing Capacity Will be adequate to Meet the Reduced Demand for Residential Land Beyond 300,000 Population................................................ 5 Future Land Requirements .............................................................................. 7 General Constraints ......................................................................................... 7 There is Sufficient Land and Servicing Capacity to Accommodate Most of Regina’s Growth Needs Beyond 300,000 Population ...................... 8

PRINCIPLES FOR DEVELOPMENT................................................................. 11 3.1 3.2 3.3

4.0

The Regina Development Plan is the City's Official Policy Guide for the Use and Development of Land ............................................................ 2 Community Involvement................................................................................. 2 Implementation................................................................................................ 2

POPULATION AND LAND PROJECTIONS ...................................................... 3 2.1 2.2 2.3

3.0

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General Planning Approach: Sustainable Development.............................. 11 Principles for Planning .................................................................................. 11 General Objectives ........................................................................................ 11

GROWTH MANAGEMENT AND ECONOMIC DEVELOPMENT ............. 13 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 4.11

Growth Management and Economic Development Objectives ................... 13 Policies to Promote Population Growth........................................................ 14 Policies to Direct New Urban Growth .......................................................... 14 Policies for Enhancing Regina's Role as the Capital of Saskatchewan and Regional Centre .............................................................. 15 Policies to Promote Aboriginal Economic Development ............................. 15 Policies to Expand Regina's Trade Area and Maintain a Viable Downtown ..................................................................................................... 21 Industrial Land Utilization ............................................................................ 21 Location of Industrial Lands ......................................................................... 22 Industrial/Commercial Development at Regina Airport............................... 23 Downtown ..................................................................................................... 23 Neighbourhood Commercial Facilities ......................................................... 23

4.12 4.13 4.14 5.0

URBAN ENVIRONMENT..................................................................................... 25 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 5.10 5.11 5.12 5.13 5.14 5.15 5.16 5.17 5.18 5.19 5.20 5.21

6.0

Biophysical Environment Objectives............................................................ 25 Recreation, Parks and Public Places Objectives ........................................... 25 Built Environment Objectives....................................................................... 26 Energy Conservation Policies ....................................................................... 27 Protection of Groundwater ............................................................................ 28 Water Conservation ....................................................................................... 29 Areas for the Safe Use and Disposal of Hazardous Materials ...................... 29 Floodplains .................................................................................................... 30 Wildlife Habitat ............................................................................................. 31 Pipeline Corridors and Utilities ..................................................................... 32 Transportation Impacts.................................................................................. 32 Management of Solid Waste ......................................................................... 33 Policies to Promote New Industry Which is Sustainable.............................. 33 Parks and Open Space ................................................................................... 34 Recreation Facilities ...................................................................................... 35 Recreation Programs ..................................................................................... 36 Other Public Spaces....................................................................................... 36 Urban Design Controls.................................................................................. 37 Neighbourhood Environmental Renewal and Maintenance......................... 37 Pedestrian Environment................................................................................. 38 Crime and Safety ........................................................................................... 38

TRANSPORTATION AND INFRASTRUCTURE ............................................ 40 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10

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Research Park ................................................................................................ 24 Home Occupations ........................................................................................ 24 Economic Development Strategy.................................................................. 24

Transportation and Infrastructure Objectives................................................ 40 Projection and Monitoring of Growth Requirements ................................... 41 Servicing Areas of Growth............................................................................ 41 Development Impacts and Transportation Requirements............................. 41 Policies to Integrate Land Use and Transportation Planning........................ 41 Policies to Support an Arterial Grid Roadway Network .............................. 42 Improvements to Existing Infrastructure....................................................... 42 Management of Domestic Water Use and Storm Water Drainage............... 43 Management of Solid Waste ......................................................................... 43 Public Transit................................................................................................. 43

HOUSING................................................................................................................. 46 7.1 7.2

Housing Objectives ....................................................................................... 46 Fast Tracking for Residential Housing Projects............................................ 46

7.3 7.4 7.5 7.6 7.7 7.8 7.9 7.10 7.11 7.12 7.13 7.14 7.15 7.16 7.17 7.18 7.19 7.20 7.21 7.22 7.23 7.24 8.0

HERITAGE, ARTS, CULTURE & ENTERTAINMENT ................................. 56 8.1 8.2 8.3 8.4 8.5 8.6 8.7 8.8

9.0

Limit Mobile Home Dwelling Units............................................................. 47 Housing Conversions..................................................................................... 47 Condominium Conversions........................................................................... 47 Development of Vacant Residential Lots ..................................................... 47 Transfer of Municipal Lands and Buildings for Social Housing in Regina........................................................................................................ 48 Improvements in Housing Affordability....................................................... 48 Increase Number of Rent Supplement Units................................................. 50 Encouragement of Homesharing................................................................... 50 Directing the Growth of Major New Residential Development................... 50 Policies to Promote the Development of Sustainable Residential Suburbs .......................................................................................................... 51 Policies to Achieve Optimal Neighbourhood Size ....................................... 51 Higher Density Housing Adjacent to Major Arterial Streets........................ 51 Ensure Compatible Development Associated with Housing........................ 52 Improve Neighbourhood Property and Building Maintenance .................... 52 Residential Demolitions ................................................................................ 52 Encourage Conservation and Renewal of Housing ...................................... 52 Encourage Residential Infill Development in the Downtown...................... 53 Encourage Infill Development in the Inner City........................................... 53 Integrating Services for Elderly Households ................................................ 53 Housing the Homeless................................................................................... 54 Special Needs Housing.................................................................................. 54 Improve Research and Monitoring of Housing............................................. 55

Heritage, Arts, Culture & Entertainment Objectives .................................... 56 Identification and Documentation of the City's Heritage Resources............ 57 Alternative Methods of Encouraging the Maintenance, Preservation and Adaptive Reuse of Heritage Properties ............................. 58 Municipal Financial Incentives Program ...................................................... 58 Tourism Development and Cultural Appreciation........................................ 58 Policies to Support Arts, Culture and Entertainment.................................... 59 Policies to Support and Promote Arts, Culture and Entertainment Industries in Regina....................................................................................... 60 Polices to Support the Identification of Geographic Areas for Arts, Culture and Entertainment Activities................................................... 60

IMPLEMENTATION............................................................................................. 62 9.1 9.2 9.3 9.4 9.5

Implementation Objectives............................................................................ 62 Development Plan Adoption, Review and Amendment............................... 62 Secondary Plans............................................................................................. 62 Special Studies............................................................................................... 63 Concept Plans ................................................................................................ 63

9.6 9.7 9.8 9.9 9.10 9.11 9.12 9.13 9.14 9.15 9.16 9.17 9.18 10.0

SPECIFIC LAND USE POLICIES....................................................................... 74 10.1

11.0

Public Participation........................................................................................ 64 Capital Works Program ................................................................................. 64 Regina Planning Commission ....................................................................... 65 Inter-Municipal Co-operation........................................................................ 65 Zoning Bylaw ................................................................................................ 66 Contract Zoning Guidelines .......................................................................... 66 Direct Control District Guidelines ................................................................ 67 Exceptions to Development Standards.......................................................... 69 Other Bylaws ................................................................................................. 70 Older Neighbourhood Zones......................................................................... 70 Major Arterial Commercial and Highway Commercial Zones .................... 71 Mixed Residential Business Zone................................................................. 72 Architectural Control District Guidelines ..................................................... 73

Reuse Options for Closed School Sites......................................................... 74

SPECIFIC AREA POLICIES................................................................................ 83 11.1 11.2 11.3 11.4 11.5 11.6 11.7

Areas Not Included in the Inner City Development Plan or Suburban Growth Section ............................................................................. 83 Former Diocese of Qu'Appelle Lands Secondary Plan ................................ 83 Lakeview/Albert Park Secondary Plan ......................................................... 96 Northeast Neighbourhood Secondary Plan ................................................... 98 General Hospital Area Secondary Plan....................................................... 102 East Regina Industrial Lands Secondary Plan ............................................ 107 West Industrial Lands Secondary Plan ......................................................116

LIST OF MAPS, FIGURES AND TABLES Chapter 1.0

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INTRODUCTION..................................................................................................2 Map 1.1 The Regina Development Plan…In a Nutshell............................................ 1

2.0

POPULATION AND LAND PROJECTIONS ...................................................3 Map 2.1 Regina Generalized Land Use - 1993........................................................6 Map 2.2 Constraints and Opportunities ...................................................................9 Map 2.3 Potential Long Term Residential Growth Areas .....................................10 Table 2.1 Regina Land Projections: 1986 – 2016...................................................7

4.0

GROWTH MANAGEMENT AND ECONOMIC DEVELOPMENT............13 Map 4.1 Growth Scenario 235,000 Population......................................................17 Map 4.2 Growth Scenario 300,000 Population......................................................19 Map 4.3 Growth Scenario 300,000+ Population ...................................................20 Table 4.1 Supporting Data – 235,000 Population Scenario...................................16 Table 4.2 Supporting Data – 300,000 Population Scenario...................................18

5.0

URBAN ENVIRONMENT .................................................................................25 Table 5.1 Sustainability Criteria ............................................................................33

7.0

HOUSING.............................................................................................................46 Map 7.1 Regina Neighbourhood Areas ..................................................................... 49

8.0

HERITAGE, ARTS, CULTURE & ENTERTAINMENT...............................56 Map 8.1 Arts, Culture and Entertainment..............................................................61

9.0

IMPLEMENTATION .........................................................................................62 Map 9.1 Boundaries of Older Neighbourhoods .....................................................71 Table 9.1 Residential Density Categories ..............................................................64

10.0

SPECIFIC LAND USE POLICIES....................................................................74 Table 10.1 Development Criteria Summary .........................................................78

11.0

SPECIFIC AREA POLICIES ............................................................................83 Map 11.1 Secondary Plan for the Former Diocese of Qu’Appelle Property............................................................................94 Map 11.2 Land Use Concept for Vacant Lands in Lakeview/Albert Park ..........................................................................95 Map 11.3 Northeast Neighbourhood – Generalized Land Use............................101 Map 11.4 General Hospital Neighbourhood Future Land Use – General ...........103 Map 11.5 General Hospital Gateway...................................................................104 Map 11.6 Visitor/Admission and Emergency Routes..........................................105 Map 11.7 Landscaping Opportunities..................................................................107 Map 11.8 Land Use Concept for the East Regina Industrial Lands.....................115

Map 11.9 Plan Area for the West Industrial Lands .............................................117 Map 11.10 Land Use Strategy for the West Industrial Lands..............................120 Map 11.11 Transportation Strategy for the West Industrial Lands .....................132 Map 11.12 Servicing Strategy for the West Industrial Lands..............................135 Figure 11.1 Design Examples for Lot Configuration Ÿ Section Scale................123 Table 11.1 Possible Reuse Options for the Heritage Buildings on the Former Diocese of Qu’Appelle Site ................................................................87

Map 1.1 - The Regina Development Plan … In a Nutshell •

The Regina Development Plan is a framework for land use and development decisions. It contains general development policies, implementation and detailed plans for active areas of change.

•

Its guiding principles are to promote development which contributes to the quality of urban life and is: - sustainable over time; environmentally responsible; cost efficient; and socially equitable.

•

Infill residential development is promoted in the inner city and older suburban residential neighbourhoods to assist in the continuing revitalization process and to help reduce the rate of peripheral expansion.

•

The need for suburban development is also recognized and planned for. The southeast, southwest and northwest sectors are the least costly to service to accommodate additional residential growth.

•

Ross Industrial Park is the main area designated for industrial development. Standards and requirements for environmental protection have been strengthened.

•

The downtown remains the focus of commercial activity in the city. Other major commercial development includes big box retail centres which are complemented by specialty retailing downtown. Public transit is oriented downtown.

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1.0

Introduction 1.1

The Regina Development Plan is the City’s Official Policy Guide for the Use and Development of Land In the preparation of the Development Plan, consideration is given to the future physical, social and economic characteristics of the community and how the needs of the community can best be met with respect to the development of land.

The Development Plan facilitates short-term decisions by Council regarding: • • •

Approval of development applications; Capital works (e.g. roadway construction); and Other City operations related to land development.

The Development Plan guides these short term decisions to cumulatively move the development of the city toward the desired long-term future.

In preparing the Development Plan for the City, it is necessary to: • • • 1.2

Examine development priorities in order to focus detailed planning; Identify trends and conditions important to future community development; and, Assess and provide policy direction to meet the present and future aspirations of the community.

Community Involvement In preparing the Development Plan, citizens and interest groups were requested to identify concerns relating to the future of Regina in order to ensure that policies were responsive to the needs and aspirations of the community. Broader interest in planning was fostered with active community involvement. This interest and involvement provided an effective means by which to gauge public attitudes relating to development.

Major initiatives have and will be taken to involve the community in substantiating issues and obtaining feedback on the planning priorities and directions that will serve as the basis for directing Regina’s on-going development. Information acquired through community involvement is combined with technical data in formulating and implementing planning policies.

1.3

Implementation Implementation of the Development Plan policies will require monitoring and careful allocation of resources on an on-going basis. Budgetary priorities will affect the timing and extent of implementation of its policies.

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2.0

Population and Land Projections 2.1

Population Growth, but Lower Than Projected Previous population projections were based on 1986 Census information, and anticipated a continuation of the high growth rate occurring in the 1976 – 1986 period. The population has in fact grown at a slower pace because of net outmigration from both Regina and Saskatchewan.

According to CMHC, migration has been steadily improving since 1992 and they project continued improvement leading to net in-migration in the latter part of the forecast period (2009 - 2016). The rates of migration are largely independent of local planning policies and are primarily responsive to provincial, national or even international economic factors. However, planning affects some aspects of quality of life such as housing availability, choice and cost; neighbourhood and downtown amenity; traffic and taxes indirectly through the efficiency of providing services related to development. Those may, in turn, influence locational decisions and therefore population growth. Planning in Regina has always striven to improve quality of life, and this will continue with potential positive impact on population growth.

A comparison of population forecasts made in 1979, 1990 and 1996 is shown on the following graph: 220 210 200 190 180 170 160 150 140 130 120 1966 1971 1976 1981 1986 1991 1996 2001 2006 2011 2016 2021

Year 1990 Projections

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1979 Projections

1996 Projections

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Natural increase (births and deaths) is the other component of population growth.

This has been steadily declining as the population ages – births decrease and deaths increase. However, births are expected to begin increasing again after 2006 as the children of the "baby boom" in turn enter the child-bearing years.

In the forecast period (1996 – 2016), population growth will be a fairly constant 1,000 to 1,200 persons per year, increasing to 1,300 persons per year by the end of the forecast period.

2.2

Implications for Land: Less Land Area Required for New Housing In comparison to the 1991 Development Plan analysis, less land has been required for new housing in the past 10 years, due to: •

Lower population, as discussed in Section 2.1;

•

Higher density of development, shown by recent trends in the development industry. Since 1991 average density for new subdivisions has increased steadily each year, from 11.37 lots per hectare in 1992 to 15.47 lots per hectare in 1999; and

•

Increasing popularity of condominium housing, which has increased from 34 new units constructed in 1991 to more than 200 new units constructed each year since 1997.

As a result, demand for residential land has declined from an average of 55 hectares per year in the period 1986 – 1990, to less than 30 hectares per year in the period 1991 - 1999. These trends are consistent with the Development Plan policies of promoting a more compact urban form and are expected to continue to 2020. CMHC projects that demand for new detached dwellings in Regina will decline from 520 in 1997 to 480 in 2020, while demand for apartment units will increase from 140 to 323 during the same period.

The level of demand for new residential development beyond 300,000 population could be accommodated by completion of neighbourhoods in the northwest and southeast sectors, commencement of new neighbourhoods in these sectors and the southwest sector, and by infill development which has surged in recent years, especially new infill apartment developments and single family homes under the Inner City Housing Stimulation Strategy. In 1999, 91 housing units were constructed in inner city areas, representing more than 17 percent of all housing starts in Regina.

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2.3

Servicing Capacity will be Adequate to Meet the Reduced Demand for Residential Land Beyond 300,000 Population Since 1991, the estimates of servicing capacity for underground utilities have decreased in the northwest and southeast sectors. This is due to unanticipated infiltration of storm water, through drainage tiles around houses, into the domestic sewer system.

It is expected that, with revisions to building standards to reduce this infiltration for new houses, service capacity will be sufficient to complete existing neighbourhoods, commence a new neighbourhood in the southwest, and with a wastewater detention facility to reduce peak demand, allow new neighbourhoods in the southeast.

In conjunction with expected infill development, completion of these existing neighbourhoods will cover new housing needs to 235,000 population.

Beyond this stage of development, a new wastewater collection trunk would be needed to expand capacity for development in the southwest and southeast sectors to accommodate an overall city population beyond 300,000. An engineering review will be required to determine options for servicing beyond this time frame, and should consider a range of transportation and other planning factors.

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MAP 2.1: REGINA GENERALIZED LAND USE – 1993

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2.4

Future Land Requirements Table 2.1 summarizes the total projected land requirements for Regina to the year 2031. Residential land consumption, the major land use in Regina, relates to projected population increase on the city’s periphery. Requirements for major commercial and parks and open space uses are based on the ratio of current residential land use to other land uses projected according to future population growth. Figures derived from this method were refined based on relevant factors specific to the particular land use in question. [2007-90] Industrial land requirements were derived from economic forecasts for the City of Regina that determined expected employment increases by sector. The economic forecasts took into account expected changing production, productivity and employment trends at the national, provincial and regional level. These external trends were combined with an assessment of the existing economic base of the city to develop reasonable alternatives regarding the potential for expansion of the city’s economic base in the future. Land need forecasts were derived from the employment projections using assumptions concerning the percentage of employment in each sector that is likely to be housed on industrial land, and the density of employment in different sectors. [2007-90]

TABLE 2.1: REGINA LAND NEED PROJECTIONS (ha): 2006 – 2031 [2007-90] Northeast ---

Northwest 278 15

Total 891 110

89 – 170* 17 – 66* --* 21

13 48 20 – 33 --

34 --28

136 – 217 65 – 114 20 – 33 89

Total 489 386 – 516 Average Annual Absorption 19.5 15.4 – 20.6 1 Including local roads, schools, neighbourhood commercial.

81 – 94 3.2 – 3.7

355 14.2

1311 – 1454 52.4 – 58.1

1

Residential Major Commercial Industrial Light Medium Heavy Parks and Open Space

Southeast 399 50 ---40

Southwest 214 45

*This figure does not include additional land that may be required to accommodate development in the Global Transportation Hub. (Section 11.7 – West Industrial Lands Secondary Plan) [2011-21] 2.5

General Constraints The general constraints to future development of Regina are illustrated on Map 2.2. These constraints result from servicing limitations and/or the need for compatibility between potential types of new development relative to existing land use patterns.

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Infrastructure constraints include: •

The poor drainage of the land to the south of the city; and

•

Escalating transportation infrastructure costs and traffic impacts associated with the extension of development in the southeast or northwest sectors of the city.

Conflicting land uses which restrict residential land development include: •

The noise from Regina Airport;

•

The transmission of odours from the city’s sewage lagoons in the west; and

•

The flood hazard areas found along the four major water courses in the city.

In addition the location of heavy industry in several sectors also constrains residential development. In the northeast the Ross Industrial Park and the Co-op Heavy Oil Upgrader preclude residential development in this area. Similarly IPSCO and the Sherwood Industrial Park located outside of the city limits also restrict future residential development. West of the city several industrial developments in the Rural Municipality of Sherwood and the future West Industrial Lands, which includes the Global Transportation Hub (GTH), limit the potential for residential development. [2007-90] [2010-19] 2.6

There is Sufficient Land and Servicing Capacity to Accommodate Most of Regina’s Growth Needs Beyond 300,000 Population Infill residential development will be promoted in the inner city and older suburban residential neighbourhoods to assist in the continuing revitalization process and to help reduce the rate of peripheral expansion. Renewal and improvement of existing infrastructure will continue on an on-going basis in older developed areas of the city.

Residential growth will continue in the city’s northwest, southwest and southeast in the short- to medium-term (to 235,000 population). Growth areas beyond existing city limits have been identified (Map 2.3) based on relative costs and benefits of such development. In determining the optimal direction of growth in the mid- to long-term (beyond 300,000 population) the use of, and impacts on, capacities of existing infrastructure in the northwest, southwest and southeast (roads, sewer, water, etc.) were compared. Major new infrastructure (wastewater trunk, arterial roads and community facilities) will be needed to support continued development, the details of which will be addressed in sector plans and the cost of which will be reflected in the applicable development charges.

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Industrial land consumption is forecast to be between 8.9 and 14.6 hectares per year. The lower end of the range is based on an assumption of continued moderate growth while the upper end reflects a more aggressive growth scenario.

Given the volatility of demand for industrial land and the difficulty in predicting the pace of development, long-term planning should ensure that, at a minimum, the higher end of the range can be accommodated to maximize opportunities for economic development. Future industrial growth areas, east and west of the city, have been identified to meet these projected land requirements (Map 2.3). [200790] [2010-19] Projected total land consumption is estimated to be between 1,311 and 1,454 hectares for the 2006 – 2031 period. Short-term fluctuations in more immediate land requirements will require monitoring and adjustment of longer term forecasts. [2007-90] MAP 2.2: CONSTRAINTS AND OPPORTUNITIES LEGEND

SERVICING CONSTRAINTS

EXISTING DEVELOPMENT

CONSTRAINED LAND

OPORTUNITIES

INDUSTRY

EXISTING CITY LIMITS

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MAP 2.3: POTENTIAL LONG TERM GROWTH AREAS

LEGEND 24

19

20

21

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23

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24

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24

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RESIDENTIAL GROWTH INDUSTRIAL GROWTH

6

EXISTING CITY LIMITS 13

18

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18

12

7

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7

8

9

1

6

5

4

11

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8

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3

2

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IPSCO Buffer Lands Light Industrial 34 ha. by 2031

5

46

34

36

East35of Ross Industrial Park Mixed Industrial 14 – 26 ha. by 2031

31

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25 West Industrial Lands 30 Light and Medium Industrial 597 ha. by 2031

29

28

26

23

24

14

13

11

12

36

1

24

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21

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AIRPORT

12

7

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25

33

Airport Abutting Lands Light Industrial 80 ha. by 2031 1

6

5

4

3

4

3

2

1

33

34

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36

1

36

31

32

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3.0

Principles for Development The Development Plan provides a policy framework for making decisions respecting the physical use and development of land. The Development Plan is general enough to be encompassing and long range in its perspective. Finally the Development Plan reflects Regina’s intentions for its long range future development based on an integration of planning principles, public interest and a realistic assessment of its potential.

3.1

General Planning Approach: Sustainable Development The general planning approach for Regina is based on the concept of sustainable development. Despite periodic fluctuations resulting from migration to and from the city, Regina’s population growth has been relatively slow and steady over the last 30 years. Projection of population growth to the year 2016 indicates a general slowing of the rate of growth. While the rate of growth in the community may not be sustainable, the environmental quality of the city’s development may be sustainable. Growth of the local economy and population may enhance the potential for achieving sustained environmental quality but it will not determine or assure it. Sustainable development is development that contributes to the maintenance or improvement of the quality of the urban environment over the long term, irrespective of the rate of growth or size of the community. Growth in the local economy must be considered in terms of its effect on environmental quality in addition to its effect on employment and population size, both in the short and long term.

The overall approach to the Development Plan emphasizes major issues within a long term policy framework. Public involvement in formulation of the Development Plan and its implementation underlie the approach to planning for Regina’s future development.

3.2

Principles for Planning Two fundamental principles form the basic framework of the Development Plan: a) To promote a sustainable community and encourage development that contributes to maintenance or improvements to the quality of urban life. b) To ensure that development occurs in a cost efficient, environmentally responsible and socially equitable manner.

3.3

General Objectives The following objectives provide general guidance to the formulation of specific areas of Development Plan policy:

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a) To promote the downtown as the key element of city life containing the widest range of goods and services and the largest concentration of commercial employment opportunities for Regina residents. b) To encourage the revitalization and redevelopment trends of the inner city residential neighbourhoods. c) To achieve a mix of housing types and densities to suit different lifestyles, income levels and special needs in existing and future neighbourhoods. d) To facilitate public participation in the planning process. e) To promote community association involvement at both neighbourhood and city-wide levels. f) To ensure that people have convenient access to and choice of transportation options. g) To provide suitable open space and recreation opportunities that serve both neighbourhood and city-wide needs. h) To facilitate economic development (including commercial and industrial development) that will expand and diversify Regina’s tax base. i) To safeguard the natural environment and improve the quality of the manmade environment. j) To increase the energy efficiency of the city through the land use planning process. k) To identify Regina’s heritage resources and through legislative, planning, economic and public awareness strategies; ensure the conservation, restoration and reuse of these resources.

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4.0

Growth Management and Economic Development 4.1

Growth Management and Economic Development Objectives a) To promote the growth of population in Regina by increasing the opportunity for employment and enhancing the quality of life which will attract new residents and retain existing residents. b) To direct new urban growth in a sustainable manner, which supports economic sustainability by minimizing the cost of developing and maintaining services, social sustainability by giving proper emphasis to neighbourhood renewal and revitalization, and environmental sustainability by promoting a compact, balanced urban form that minimizes travel distances and supports transit. c) To enhance Regina’s role as the provincial capital and leading regional centre. d) To support aboriginal economic development through complementary development policies wherever possible. e) To expand Regina’s retail market trade area, while maintaining a viable downtown retail sector. f) To ensure that Regina’s existing and future land supply is adequate in relation to the requirements of industrial and commercial development in the city by: i) Facilitating the implementation of an economic development strategy from a land use perspective; ii) Ensuring that there is sufficient availability and variety of serviced industrial land in advance of demand; iii) Identifying the locations of areas for future industrial development; iv) Integrating non-aviation industrial and commercial development of Regina Airport with the city’s overall development; v) Promoting the continued development of the downtown as Regina’s primary business, office, cultural and administrative centre; vi) Identifying opportunities for new forms of development specific to potential for economic development (e.g. office business park, low service industrial area); and vii) Enabling the integration of neighbourhood shopping facilities in residential areas.

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g) To address potential environmental impacts associated with industrial and commercial development by: i) Ensuring industrial and commercial development meets acceptable environmental standards; and ii) Improving the environmental quality of the urban environment by reducing the potential conflict between industrial and non-industrial uses.

4.2

Policies to Promote Population Growth a) That the City endeavours to maintain an environment for business that is cost competitive with other major western Canadian centres through elimination of business tax and the consideration of licensing and fees, industrial land costs, the provision of suitable infrastructure to support business and development approval costs and timeframes.

4.3

Policies to Direct New Urban Growth a) That the potential extent of urban development be defined by the potential growth areas shown on Map 2.3. [2010-19] b) That within this area, the type, density and phasing of development be reviewed based on consideration of cost effectiveness to promote economic sustainability, quality of life and housing choice to promote social sustainability, and compact balanced growth which minimizes travel and supports transit to promote environmental sustainability. The staging of development to 235,000 population, 300,000 population and 300,000+ population is as shown on Maps 4.1, 4.2 and 4.3 respectively. Supporting data for the 235,000 population scenario and the 300,000 population scenario are provided in Tables 4.1 and 4.2.

The infrastructure elements shown on these maps are for illustrative purposes only, and the definitive servicing plans are to be detailed in the Sector Plans. c) That Sector Plans be reviewed and revised to reflect policies 4.3 a) and 4.3 b).

The Sector Plans will detail the development pattern, staging and servicing networks consistent with the principles of sustainability. Development charges will be established for each sector based in part on the servicing networks identified in each sector plan, and in part on the proportionate cost of services required to support development in more than one sector or by development generally. The City is authorized to collect development charges through the use of development levies or servicing fees in accordance with The Planning and Development Act, 2007. [2009-27] d) That a strategy for annexation of the lands lying outside the City of Regina shown on Map 2.3 be undertaken in consultation with the R.M. of Sherwood and the applicable provincial government departments. [2007-90] [2010-19]

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e) That the annexation of lands for future industrial growth areas be sufficient to accommodate at least the Ambitious Case scenario outlined in the August 2007 Industrial Growth Study Final Report. [2007-90] 4.4

Policies for Enhancing Regina’s Role as the Capital of Saskatchewan and Regional Centre a) That the Province of Saskatchewan and the Government of Canada be encouraged to adopt a highway strategy that established Regina as the crossroads of a divided highway network, including the twinning of the Trans Canada Highway No. 1 throughout Saskatchewan and the twinning of Highway 11/Yellowhead Highway from Regina to Lloydminster. b) That the Province of Saskatchewan be encouraged to support and develop the Can-Am Highway as a major north/south, mid-continental trade route. c) That a perimeter road system around Regina be promoted to facilitate the movement of goods through the area, and that supporting land uses such as truck terminals, service facilities and warehouses be accommodated at key intersections and road/rail transfer points. d) That the significant presence of the RCMP in Regina be capitalized on and the City collaborate with the RCMP on the National Heritage Centre project and other similar activities to enhance their mutual identity for residents and visitors. e) That the location of the RCMP National Heritage Centre in Regina be enhanced through the development of streetscape enhancement, signage, and entry ways on Dewdney Avenue, McCarthy Boulevard and future development of Pinkie Road and the extension of Saskatchewan Drive. f) That an historic “Northwest Territories” theme be adopted for the enhancement of Dewdney Avenue and promotion of the Territorial Building, Government House and the RCMP grounds. g) That the City promote, in consultation with the provincial government and other affected municipalities, to the formation of a Capital Region within the Regina C.M.A., to coordinate urban development, economic development, environmental issues, transportation, tourism and eco-tourism.

4.5

Policies to Promote Aboriginal Economic Development a) That urban reserves that are developed in keeping with overall land use and growth policies, and with equitable payment for services consistent with property tax levels, are strongly supported.

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TABLE 4.1: SUPPORTING DATA – 235,000 POPULATION SCENARIO

Land Area and Population Land Area (ha) Maple Ridge Lakeridge/Garden Ridge Fairways West Kensington North of Argyle Park North of Lakeridge/Maple Ridge Parkridge/Creekside Windsor Park Wascana View New Southeast Neighbourhoods New Southwest Neighbourhood

35 68 37 33 70 60 16 48 21 330 220

Greenfield Subtotal x 80%** Riverside Gardiner Park Addition (BACM) Riverbend Other Infill

1,500 4,300 2,100 1,300 3,100 2,600 700 2,200 900 14,500 9,700 750

37 9 13 58

Infill Subtotal

Population

34,300 1,600 800 1,500 5,100

117

9,000

Current Population

192,000

TOTAL

235,300

** Note: The population target of 235,000 will be achieved when 80% of the new (greenfield) land identified in this scenario has been developed. Market demand will affect the pace of development in the respective sectors, and will determine where the 80% occurs. The reason for targeting 80% completion for the scenario rather than 100% completion is to provide flexibility to allow the next stage of development to be triggered in the fastest growing sector(s) without having to await total build-out of the slower growing sector(s). Upon completion of all areas identified for residential development in this scenario, the estimated population will be 243,500.

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MAP 4.1 - GROWTH SCENARIO – 235,000 POPULATION

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TABLE 4.2: SUPPORTING DATA – 300,000 POPULATION SCENARIO

Land Area and Population Land Area (ha) New Northwest Neighbourhoods (44 pers/ha) New Southwest Neighbourhoods New Southeast Neighbourhoods Greenfield Subtotal x 80%** Infill Subtotal (88 pers/ha)

Population

425 450 425

18,700 19,800 18,700

1,300

45,700

130

11,400

Previous Population Scenario @ 100% completion of greenfield areas

243,500**

TOTAL

300,600

** See note for 235,000 Population Growth Scenario

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Revised April 2011 Policy Plan Bylaw 2006-1

MAP 4.2: GROWTH SCENARIO – 300,000 POPULATION

24

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MAP 4.3: GROWTH SCENARIO – 300,000+ POPULATION

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LEGEND 21 LEGEND

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INTERCHANGE INTERCHANGE COMMUNITY FOCAL POINT COMMUNITY FOCAL POINT

9

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11 10 HIGHWAY HIGHWAY

EXISTING CITY LIMITS EXISTING CITY LIMITS 1

6

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3

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10 33

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4.6

Policies to Expand Regina’s Trade Area and Maintain a Viable Downtown a) That Regina Development Plan retail policies be based on the principle that downtown retail and suburban retail can be complementary, serving different areas of the market, with positive economic results and growth for the city as a whole. b) That a specialty niche orientation based on middle to upper end specialty and one-of-a-kind retail, in combination with “unique to the market” restaurants and entertainment, be developed for the downtown to differentiate it from shopping experiences available in other areas of the city. c) That Regina Downtown be encouraged to facilitate the development of the downtown as a specialty retail area by undertaking ongoing retail marketing planning for the downtown that identifies target specialty businesses and strategies to attract them to the downtown area. d) That 11th Avenue between Lorne and Albert Streets be identified as an area for “incubator retail” for new/emerging retail niches, especially nontraditional and avant-garde types of retail. e) That Regina Downtown be encouraged to work with downtown retailers to market the entire downtown as one shopping district, emphasizing the unique aspects of the area as a shopping destination. f) That former retail locations such as the Bay Department Store and the Army and Navy Department Store be repositioned for non-retail uses such as entertainment or office uses. g) That consideration be given to supporting niche sub-areas within the downtown through street enhancement, special signage and other amenities. h) That high value-added manufacturing and assembly uses which do not require large shipments of materials or involve processes which create significant noise, odor or hazardous wastes be encouraged to locate in the downtown.

4.7

Industrial Land Utilization a) To provide the flexibility to respond to market conditions and the needs of potential large users, the City should undertake facilitation efforts to ensure that at least a five year supply of serviced industrial land (45 hectares) is available to the market within the City limits at all times. [2007-90] b) That the City of Regina undertake facilitation efforts to ensure that at least one large parcel of 10 hectares or greater in size is available within the City limits to accommodate a potential large industrial user. [2007-90]

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c) That the Aquifer Protection Overlay Zone and development standards that have been superimposed on industrial areas of the city situated on the Regina aquifer system be maintained on existing industrial areas and applied to future industrial areas to ensure the protection of groundwater resources. [2007-90] 4.8

Location of Industrial Lands a) That the city facilitate the provision of a range of choice of industrial locations and parcel sizes for firms searching for industrial lands within the City to meet various market needs, including industrial uses that have outdoor operations and create impacts, industrial park uses that have primarily indoor operations, and warehousing and distribution facilities that need large areas of land and excellent trucking and/or rail access. [2007-90] b) That the primary area for industrial development shall continue to be the Ross Industrial Park. [2007-90] c) That light industrial development be established within the IPSCO buffer area north of Argyle Park and Uplands in the short to medium term where serviceable. [2007-90] d) That the medium-term light industrial development be accommodated on parcels within the existing City limits adjacent to the airport as outlined in Part B of the Regina Development Plan Bylaw No. 7877 (Southwest Sector Plan).

[2007-90] e) That heavy industrial uses be accommodated on lands presently zoned Heavy Industrial (IC) within Ross Industrial Park; on the portion of the lands east of Ross Industrial Park (east of Fleet Street), which is not located above the aquifer system, and within Sub-Area B of the West Industrial Lands Secondary Plan. [2007-90] [2011-21] f) That the City consider identifying additional areas for heavy industry in Regina or the Regina region to ensure that the Regina area can accommodate demand for this type of land use in the long term. [2007-90] g) That new areas for industrial growth be designated east of Ross Industrial Park (east of Fleet Street) for short to medium term mixed industry and for the West Industrial Lands (including the GTH) for immediate to long-term light and medium industrial uses. [2007-90] [2010-19] h) That new industrial areas shall require City Council approval of detailed area concept plans that demonstrate compliance with City policies and regulations, and address elements such as access, serviceability, servicing efficiency, staging, compatibility with existing and proposed surrounding land uses, aquifer

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protection, environmental impacts, and impact on the existing transportation and servicing infrastructure, except where a Secondary Plan or Sector Plan may waive the requirement of a concept plan. [2007-90] [2011-21] i) That a minimum separation distance or buffer area shall be established in the City of Regina Zoning Bylaw to separate heavy industrial uses from existing and future residential development, and that requirements for separation should include consideration of existing natural and man made features which may be affected by heavy industrial uses. [2007-90] 4.9

Industrial/Commercial Development Near Regina Airport [2007-90] a) That the City of Regina should negotiate with Transport Canada to ensure nonaviation development at Regina Airport is compatible with the goals of economic development for the City of Regina. b) That uses with emissions that may affect airport visibility be prohibited in any new industrial lands adjacent to the airport. [2007-90] c) That all industrial uses west of, or adjacent to, the airport be required to comply with the recommendations outlined in the most recent version of the Transport Canada publication Land Use in the Vicinity of Airports. [2007-90]

4.10

Downtown a) That the City of Regina shall encourage the retention and enhancement of the downtown as the primary business, office, cultural and administrative centre of the city. b) That major office uses, hotels, convention centres, government buildings, entertainment uses and cultural facilities shall be encouraged to locate in the downtown.

4.11

Neighbourhood Commercial Facilities a) That neighbourhood commercial development in residential areas shall be located on major arterial or collector streets. b) That development standards shall be applied to minimize the negative impacts of commercial development on residential neighbourhoods. c) That development applications for Neighbourhood Convenience (NC) or Local Commercial (LC) zones be reviewed in accordance with the “Location and Site Design Guidelines for Neighbourhood Convenience (NC) and Local Commercial (LC) Zones�.

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d) That the City Administration monitor applications for licensed facilities as advertised by the Saskatchewan Liquor and Gaming Authority to ensure that applications are in accordance with municipal policy. e) That the cooperation of the Saskatchewan Liquor and Gaming Authority be sought to ensure that the issuance of special live entertainment authorization is in accordance with municipal policy. f) That the cooperation of the school boards be sought in developing education programs to reduce littering. g) That confectionery stores and dwelling units in the same building no longer be allowed as a discretionary use in residential zones. h) That eating establishments, including licensed restaurants and licensed dining rooms, be recognized as an appropriate neighbourhood use, but that seating restrictions be placed on neighbourhood restaurants to ensure that the concept of neighbourhood restaurants is enhanced. i) That electronic game establishments not be allowed in NC or LC zones. j) That confectionery stores with or without accessory fast food outlets be permitted in Neighbourhood Convenience and Local Commercial zones. k) That convenience stores be required to provide parking in both Neighbourhood Convenience (NC) and Local Commercial (LC) zones.

4.12

Research Park a) That the City of Regina shall designate an area in the Knowledge Corridor for the establishment of a research park. b) That the physical features of selected sites and the development standards to be applied to area(s) designated for a research park should be conducive to development of a high quality park-like environment.

4.13

Home Occupations a) That the City of Regina should regulate home occupations to ensure that they do not unduly compete with business activity in commercial areas and do not negatively impact on the quality of life in the residential neighbourhoods in which they are located.

4.14

Economic Development Strategy a) That the Development Plan shall reflect the intent of the economic development strategy as it relates to land use and development.

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5.0

Urban Environment 5.1

Biophysical Environment Objectives Objectives of the Development Plan relating to the biophysical environment include: a) To promote energy conscious land development practices and development of an energy efficient urban form. b) To protect groundwater resources from contamination in order to ensure a safe supply of drinking water. c) To promote development practices which reduce the consumption of water. d) To identify areas suitable for the safe use and disposal of hazardous materials. e) To minimize the potential for flood damage. f) To protect wildlife habitat through the preservation of key natural areas. g) To protect development from hazard associated with pipeline and utility corridors. h) To protect development from hazards associated with airport operations, railway operations and other transportation corridors. i) To minimize the environmental impact of disposal and diversion of solid wastes. j) To promote new industry in Regina which is sustainable. k) To encourage and support community gardens as important land uses that promote social and environmental sustainability, build communities and provide local food sources. [2006-64]

5.2

Recreation, Parks and Public Places Objectives Objectives of the Development Plan relating to parks and open space include: a) To manage all forms of the open space resource in a comprehensive and environmentally sensitive manner. b) To ensure the effective and equitable distribution of parks and open space. c) To develop or upgrade all public recreational open space to meet or exceed minimum standards for quantity and quality. d) To improve the efficiency, effectiveness and quality of open space through responsive planning, design, development, and maintenance practices.

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e) To address the critical needs, unique constraints and special opportunities for public open space development in the inner city. f) To locate and design parks and open space to provide appropriate space and layout for recreational needs, including active and passive activities such as organized sports, jogging, cycling, walking and gardening. [2006-64] Objectives of the Development Plan relative to recreation facilities include: g) To promote and provide a complete range of major public recreation facilities throughout the city for the use and enjoyment of all residents and visitors. h) To provide facilities which make the most effective use of public resources. i) To eliminate or significantly reduce any real or perceived physical, financial, cultural or other barrier to the use of facilities, programs or services. j) To inform residents of recreation facilities and encourage public use of facilities.

Objectives of the Development Plan relating to recreation programs include: k) To provide a comprehensive system to facilitate recreation program and service organization, delivery and evaluation. l) To facilitate public recreation and leisure opportunities to achieve cooperative, efficient and cost-effective service. m) To address and facilitate recreation programs which meet the needs of special interest groups and special populations.

An objective of the Development Plan relating to other public spaces is: n) To promote the development of public spaces including street rights-of-way and the Exhibition Grounds that contribute to the amenity of the urban environment.

5.3

Built Environment Objectives Objectives of the Development Plan relating to the built environment include: a) To encourage the review of the design of new development in relation to its development context, particularly in areas identified as having special design characteristics or constraints. b) To encourage the maintenance and revitalization of inner city neighbourhoods. c) To facilitate the development of pedestrian systems which respond to the unique characteristics of the natural and built environments, particularly in the downtown.

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d) To ensure that residential neighbourhoods and commercial areas are designed to facilitate crime prevention and promote security of person and property. e) To improve community safety and security by incorporating Crime Prevention Through Environmental Design (CPTED) principles in design guidelines.

5.4

Energy Conservation Policies a) That a compact urban form should be achieved by: i) Reducing the proportion of land dedicated to roads through efficient subdivision design; ii) Discouraging leapfrog development; iii) Favouring continued development of new areas with higher densities; and iv) Promoting infill redevelopment and rehabilitation. b) That residential densities should be allocated through the process of subdivision design and zoning (e.g. mixed uses) in a manner which places higher densities closest to the principal employment centres. c) That vacant inner city sites should be redeveloped in a manner which enhances the amenity of the neighbourhood. d) That higher density residential development in new areas should be located on or near major arterial roads. e) That the downtown shall be maintained and enhanced as the principal office employment centre. f) That employment nodes outside the downtown should be limited to local services or uses which are otherwise inappropriate downtown. g) That commercial uses should be allocated through the process of subdivision design and zoning in a manner which facilitates combined trips. h) That higher density development should be encouraged along transit routes. i) That shopping and recreational uses in neighbourhoods should be located to maximize the number of residents who live within walking distance. j) That pedestrian routes should be designed to encourage residents to walk or bicycle rather than drive to neighbourhood facilities. k) That larger neighbourhood or district scale facilities should be located on transit routes in order to provide an alternative to automobile use.

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l) That streets in residential areas should provide convenient pedestrian access to bus stops. m) That all new subdivisions should ensure that as many lots as possible are oriented within 15 degrees of the north/south axis. Where concept plans are approved after the adoption of this policy, a minimum of 75 percent of lots for detached dwellings in each neighbourhood should be oriented within 15 degrees of the north/south axis. n) That concept plans should ensure that constraints to providing north/south oriented lots in subdivisions are minimized. o) That where north/south orientation of lots is not possible, zoning relaxations of side yard requirements which enable reorienting the house on the lot to maximize solar heat gains should be considered. p) That the provision of narrower but deeper lots which increases separation between rows of houses should be encouraged through subdivision standards. q) That relatively uniform setback of houses should be encouraged to reduce overshadowing. r) That two storey, semi-detached and townhouse units having less outside surface area, and therefore less heat loss than a bungalow of the same floor area, should be promoted. s) That landscaping standards should encourage the planting of coniferous trees on the north and west sides of houses and deciduous trees on the south and east sides.

5.5

Protection of Groundwater a) That developments which use, store or warehouse hazardous materials shall be approved only if appropriate measures are undertaken to prevent possible contamination of the aquifer. Such developments shall only be approved at the discretion of City Council. b) That the establishment of a Regina Aquifer Planning Authority, as recommended in the Aquifer Contamination Risk Evaluation Study, and involving the City, other affected municipalities and the Provincial Government should be pursued. c) That methods to address the potential impact of existing industries should be considered, including: i) Review and monitoring of environmental impacts;

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ii) Providing advice and assistance to existing industries in undertaking remedial measures; iii) Formation of industrial improvement associations; iv) Facilitating the selective relocation of industries where remedial measures are not possible; v) Identifying and planning for areas in the region where industries utilizing hazardous materials can be best developed; and vi) Establishing a public education program to inform the public regarding the value and sensitivity of the Regina Aquifers.

5.6

Water Conservation a) That the City shall establish a water conservation strategy for application to city parks, buildings, properties and other public spaces. b) That every measure to encourage water conservation in private development should be pursued, including: i) Providing advice to homeowners on drought resistant plant materials; ii) Encouraging the increased use of groundcover alternatives (e.g. use of natural or indigenous vegetation) other than fine turf through the City’s landscaping standards; iii) Examining the potential for waste water recovery for use in irrigation; iv) Provision of gentle slopes in subdivision grading plans to reduce runoff; and v) Encouraging smaller lots, including reduced front yard setbacks.

5.7

Areas for the Safe Use and Disposal of Hazardous Materials a) That the City should identify and provide for the industrial development of alternative areas which are environmentally suited to the use and disposal of hazardous materials. These areas should be at locations which: i) Are in proximity to rail and highway corridors or the airport in order to minimize the distance hazardous materials would need to be moved; ii) Are not over a sensitive portion of any aquifer; iii) Do not drain into surface water bodies or channels or into an aquifer recharge area unless overland drainage can be readily controlled;

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iv) Do not lie upwind along prevailing wind directions from current or future residential development; v) Are otherwise constrained for residential development by such factors as aircraft noise, odour, existing industrial use, etc; vi) Have access to sufficient water for industrial use and fire protection; vii) Have provision for the safe disposal of waste water; and viii) Are visually screened from through destined traffic.

In addition consideration should be given to a range of other factors affecting the economic viability of the area for industry and the jurisdictional aspects affecting control of development.

5.8

Floodplains a) That zoning regulations for floodplain areas shall be based on a two zone concept incorporating floodway areas and floodway fringe areas as provided for in the Flood Damage Reduction Program (FDRP) Study. b) That in the floodway, land may be used for recreation or any other use that the Minister of Government Relations may, by regulation, specify or may be left in its natural state. c) That in the floodway fringe, if development is approved, it shall incorporate flood proofing measures specified in the Zoning Bylaw and the Building Bylaw, as appropriate, in order to minimize damage from floods. d) Those regulations specifying uses permitted in the floodway and floodway fringe areas and specifying flood proofing measures shall be incorporated into the Zoning Bylaw and the Building Bylaw as appropriate. e) That in the CPR Annex area, zoning and regulations shall permit normal occupancy of the existing buildings but prevent further development until the City and senior governments undertake measures to reduce flood hazards in this area. f) That the floodplain management plan for Was Cana Creek, Pilot Butte Creek, Chuka Creek and the storm channels shall be based on a design flood having a probability of occurrence in any one year in 1:500. g) That all proposed road and bridge crossings and all landscaping proposals shall be designed to maintain the existing conveyance capacities of the creeks and channels and, if practical, to improve the conveyance capacity.

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h) That major arterial road crossings and bridges over the city’s major watercourses shall be designed to function in the 1:500 year flood. Minor or local roads may be designed for lower service levels but they should not obstruct flows in the 1:500 year flood. i) That the design of subdivisions shall take into account the flood hazard of the lands under consideration. j) That improvements shall be considered to upgrade the Riverside and Dieppe dykes to Flood Damage Reduction Program (FDRP) standards and provide an appropriate storm water management system for the lands behind these dykes. k) That regular inspection and maintenance shall be undertaken to ensure that the dykes function as intended during flood events. Inspection and maintenance is required for the existing dykes and for any proposed improved dykes. l) That an emergency response plan should be designed to manage flood events along all the surface water courses in the city. The plan should detail the areas requiring attention and the types of action required to mitigate flood damages.

5.9

Wildlife Habitat a) That the City should facilitate the preservation of key natural areas. b) That no subdivision or development shall be permitted which interferes with the continuing function of the following sites as wildlife habitat: i) ii) iii) iv) v) vi)

Wascana Waterfowl Park; Wascana Creek East; Regina Cemetery; A. E. Wilson Park; Pilot Butte Creek; and Other significant wildlife habitat.

c) That consideration should be given to the preservation of natural areas as an integral part of the open space system in new developing areas. d) That the City consult with the Wascana Centre Authority, Province of Saskatchewan, R.M. of Sherwood and other affected parties to protect wildlife habitat in the Wascana Creek East area by extending Wascana Centre Authority’s eastern boundary on lands north and south of Wascana Creek. e) That the expanded boundaries of Wascana Centre Authority include the floodway zone. f) That the City conduct a study of parks and open space land use options for the interface between the proposed Wascana Centre Authority expansion and adjacent neighbourhoods.

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5.10

Pipeline Corridors and Utilities a) That rights-of-way shall be well secured at street crossings to restrict vehicles. b) That the right-of-way shall be accessible to emergency and maintenance vehicles. c) That places of public assembly, including but not limited to churches, schools and hospitals, should not be located in close proximity to pipeline corridors. d) That residential development and sewage lagoons or sanitary landfill operations should not be located so that residents are adversely affected by odours or other annoyances. This principle shall be reflected in the administration of the Subdivision Bylaw and Zoning Bylaw. e) That consideration should be given in planning of pipeline routes and power transmission corridors to avoid areas where future residential development may occur. Consideration may also be given to using railway or other major corridors which already restrict residential development in their vicinity. f) That the City should support the burying of utilities (power, telephone) wherever feasible, for safety and aesthetic reasons.

5.11

Transportation Impacts a) That any amendment to the Zoning Bylaw which would allow residential development in areas where aircraft noise levels are NEF 30 or higher, as projected for 2024 and shown on Map 2.3 – Potential Long Term Growth Areas, be prohibited. b) That Sector Plans establish policies for areas between the NEF 25 and 30 contours as projected for 2024 and shown on Map 2.3 – Potential Long Term Growth Areas, which would minimize the noise impact on new development by seeking alternatives to noise sensitive land uses, and establishing standards for noise insulation and other abatement measures for development within the affected areas. c) That the height of structures within the airport environs shall conform to height regulations set out in Regina Airport Zoning Regulations of Transport Canada. d) That the community interface and land use recommendations of the Regina Airport Master Plan 2001 – 2021 (as amended by the Runway Configuration and Noise Abatement Study) shall be applied to protect the safe and efficient operations of the airport and aircraft.

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e) That no residential development in previously unsubdivided lands or rezonings to residential shall take place within 300 metres of the CNR or CPR Mainline, except in areas with existing approved concept plans.

5.12

Management of Solid Waste a) That sanitary landfill operations shall be managed to minimize negative impacts on surrounding land uses and the natural environment including surface and subsurface hydrological systems. b) That preventative measures shall be incorporated into the design and operation of the sanitary landfill site to ensure the safe, disposal and processing of wastes. c) That a solid waste management plan shall be developed to encourage: i) ii) iii) iv)

Reducing of waste generation at its origin; Reusing waste; Recycling waste for other purposes; and Recovery and marketing of resources derived from waste.

d) That a public education program shall be implemented to encourage voluntary actions which will reduce the need for waste disposal at the sanitary landfill site. e) That the eventual use of the landfill site shall be considered and facilitated by appropriate contouring and landscaping of completed portions of the site.

5.13

Policies to Promote New Industry Which is Sustainable a) That the City employ the sustainability criteria included in Table 5.1 to assess development proposals.

TABLE 5.1: SUSTAINABILITY CRITERIA

1.

2.

3.

4.

5.

6.

7.

Environmental Use of natural capital Waste management Impact on natural habitat Effect on City infrastructure Environmental record of company Public input Internal reporting and environmental incentives City of Regina Planning & Sustainability

1.

2.

3.

4.

5.

6.

Economic Impact on the local economy Contribution to municipal, provincial and federal tax base Contribution to diversity of local/regional economy Levels and quality of employment Accountability for external costs Local control and accountability - 33 -

1.

2.

3.

4.

5.

Social Quality of employment Employee safety Community involvement and support Global responsibility and security Social auditing and information sharing

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5.14

Parks and Open Space a) That the planning, organization and development of open space shall be based on a three-tiered hierarchy of a) neighbourhood, b) zone and c) municipal levels of open space, as defined in the Open Space Management Strategy. b) That the programs for acquisition, disposal, upgrading and development of open space shall be guided by principles in the Open Space Management Strategy. c) That public safety and security, cost effective maintenance and ecological principles shall be an integral part of the design process. d) That neighbourhood plans should identify the future needs of a potentially ageing population in each neighbourhood and consider park changes which may be needed to provide more passive recreational opportunities. e) That in new subdivisions, consideration should be given to the actual park land needs of the area, as established by the standards of the Open Space Management Strategy, and cash in lieu of the required 10 percent public reserve dedication should be encouraged where the land dedication would exceed the actual need. f) That a priority shall be given to the upgrading of existing park lands which are below acceptable standards, utilizing funds which may be derived from cash taken in lieu of the required 10 percent land dedication in new subdivisions or through the sale of surplus park lands. g) That strategies to reduce the consumption of water shall be considered to help conserve this resource including: i) Increased use of hard landscaping instead of fine turf and locating turf only in areas where it provides a functional benefit; ii) Increased development and use of drought resistant plant materials; iii) Grouping of landscaping materials according to watering needs; iv) Selecting soils for appropriate absorption characteristics; v) Considering micro climatic effects to reduce evaporation; vi) Using mulches to reduce evaporation and inhibit weed growth; and vii) Reusing waste water/storm water for irrigation through on-site detention. h) That alternative strategies to decrease the use of pesticides, herbicides and chemical fertilizers should be considered. i) That consideration should be given to establishing a City program for composting residential waste by the City for use in parks.

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j) That natural areas should be maintained, to the greatest extent possible, as an environmental resource and as an educational resource to facilitate understanding and appreciation of the natural environment. k) That consideration should be given to the winter appearance, use and lighting of park landscaping. l) That the Wascana Centre Master Plan should be formally recognized in the Regina Development Plan to address aspects which have implications beyond the boundaries of Wascana Centre, including: i) The role of Wascana Centre in providing local recreation for adjacent neighbourhoods; ii) The role of Wascana Centre in providing city wide recreation activity such as in Douglas Park, Wascana Lake and the portion of the Devonian Pathway system; and, iii) The visual impact of Wascana Centre from adjacent roadways and the need to integrate Wascana Centre into the city’s overall landscape plan. m) That consideration be given to integrating community gardens into existing parks and open space subject to policies, guidelines and public consultation requirements governing community gardens on City property. [2006-64] 5.15

Recreation Facilities a) That the number and type of recreation facilities needed for the City of Regina shall be determined by the quantitative and qualitative standards outlined in the Major Recreation Facilities Study (PERC Study). b) That the guidelines for the development of recreation facilities should be specific to Regina and based upon the size of the population needed to support the facility. c) That the timing for provisions of future facilities shall be guided by population increases and shall consider user trends and factors unique to each facility. If the supply of a particular facility type is insufficient for current needs, additional facilities should be considered based on the standards of the PERC Study. d) That additional emphasis on recreational facilities oriented towards seniors should be encouraged to be located on transit routes. e) That the Zoning Bylaw should, through bonusing provisions, encourage the provision of recreational facilities in multifamily developments.

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5.16

Recreation Programs a) That the City shall continue to maintain and improve communications with other major providers of public recreation. b) That the primary emphasis in program delivery shall be to facilitate decentralized programming by other recreational associations. c) That increasing emphasis should be given to developing additional programming for seniors in response to changing demographic trends.

5.17

Other Public Spaces a) That the provision of landscaped vistas should be considered in the design and development of major roadways. b) That tree canopies and other boulevard landscaping should be maintained and used to enhance the amenities of streetscapes. c) That walls and berms be considered as a buffer along arterial roadways on the perimeters of new neighbourhoods where proposed by developers and standards for development and maintenance be ensured through servicing agreements. d)

That walls may be allowed at the entrances to, and on the major collector streets of, new neighbourhoods subject to 5.17e) and a clear demonstration of need in the concept plan.

e) That preference be given to landscaping, berms or other alternatives to walls along major collector streets in order to provide buffering from traffic. f) That walls not be allowed at any other location within new neighbourhoods. g) That consideration should be given to the design and appearance of major entrance points to Regina which reinforce its identification as the capital city of Saskatchewan, including: i) Clearly defined entry points or gateways; ii) Signage to identify Regina as Saskatchewan’s capital city; iii) Protection of views of the dome of the legislative building from entry points; and iv) Landscaping at the gateways and along the routes leading into the city in order to reinforce the prestige image of the capital. h) That an emphasis should be given to the creation of ceremonial routes, including: i) airport to Legislative Grounds; ii) downtown (Victoria Park) to Legislative Grounds; iii) downtown to Exhibition Park; and City of Regina Planning & Sustainability

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iv) Territorial administration area (RCMP and Government House) to Legislative Grounds. i) That the attributes of each ceremonial route should be detailed in consultation with affected agencies (e.g. Provincial Government, Wascana Centre Authority, Regina Exhibition Association Limited, Regina Downtown, community associations, Regina Regional Economic Development Authority, etc.).

Consideration may be given to: i) ii) iii) iv) v)

Roadway design; Boulevard landscaping, including provision for flags, banners, lighting etc.; Treatment given to key nodes such as entrances to Legislative Grounds; Traffic control plans and security during ceremonial functions; Supporting facilities along the route such as viewing areas and assembly areas; and vi) Architectural and signage control along ceremonial routes.

5.18

Urban Design Controls a) That the City should provide for an advisory design review process for development in the inner city along major arterial roadways and at the periphery of Wascana Centre.

5.19

Neighbourhood Environmental Renewal and Maintenance [2006-64] a) That the City shall continue to pursue the social and physical revitalization of residential neighbourhoods with improvements to community facilities, support for community associations and neighbourhood initiatives such as community gardens, upgrading of municipal services such as sidewalks, sewer and watermain replacement, lighting, and lane paving. b) That the City shall administer the Regina Property Maintenance Bylaw in concert with the community associations in an effort to improve the quality of housing and commercial establishments. c) That neighbourhood plans should be prepared for inner city residential neighbourhoods for the purpose of guiding municipal decisions affecting these neighbourhoods. d) That incentives to encourage new infill development and the rehabilitation of older structures should be evaluated. e) That the City should affirm its commitment to inner city residential neighbourhoods by: i) Supporting residential rehabilitation programs;

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ii) Protecting residential areas from non-local traffic intrusions through appropriate management techniques and the development approval process; iii) Reviewing building code standards as they affect rehabilitation and new infill development; and iv) Improving the quality of neighbourhood open space to work towards increasing the supply where there are deficiencies and accommodating amenities such as community gardens. f) That community gardens on vacant lots be facilitated through appropriate amendments to the Zoning Bylaw. g) That community gardens be considered as short-term options for vacant and surplus City property. h) That provisions be made in secondary plans to identify space for community gardens where neighbourhood residents have identified the need for a community garden. i) That the option of providing space for allotment gardens as part of multi-unit residential developments and developments in institutional zones be facilitated through appropriate amendments to the Zoning Bylaw.

5.20

Pedestrian Environment a) That the policies of the Downtown Plan regarding climate controlled pedestrian linkages, wind and shade impacts, public art displays, pocket parks, continuity of retail frontage in the shopping area and street enhancement shall be continued.

5.21

Crime and Safety a) That all new developments be reviewed with reference to CPTED principles. b) That road patterns which establish a sense of territoriality and which minimize through traffic in residential areas should be encouraged through the subdivision approval and neighbourhood planning processes. c) That major commercial facilities and parking areas, especially in the downtown, should adhere to design principles which promote safety through public surveillance and adequate lighting levels in all areas. d) That the Regina Police Service shall review all residential and commercial developments which require City Council approval and recommend measures to enhance safety on a site-specific basis. e) That Regina Police Service should continue to work with community associations to establish appropriate crime prevention programmes.

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f) That CPTED principles be incorporated into a joint strategy by the City of Regina and Regina Downtown to improve safety and security in the downtown area.

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6.0

Transportation and Infrastructure 6.1

Transportation and Infrastructure Objectives Objectives of the Development Plan relating to transportation include: a) To provide transportation alternatives aside from the private automobile particularly those serving the downtown. b) To encourage greater use of alternate forms of transportation. c) To provide a hierarchy of transportation arteries designed to carry high volumes of automobiles and buses. This transportation system should avoid intrusion into existing neighbourhood areas. d) To encourage vehicles to travel on arterial and collector streets to minimize through traffic on local streets. e) To balance private and public transportation needs by integrating systems and modes of travel where possible and separating them where required. f) To facilitate safe, efficient and convenient movement throughout the urban area, and particularly to and from the downtown. g) To provide for safe movement of people and goods throughout the city. h) To provide transportation for special needs groups. i) To encourage the use of public transit. j) To reduce the need to widen or build new roads. k) To promote land use that supports a sustainable transportation system. l) To reduce the amount of energy consumed by transportation.

Objectives of the Development Plan relating to infrastructure include: m) To identify long range capital works requirements accounting for the projected needs and financial capabilities of the City. n) To provide and maintain water and sanitation systems to ensure proper public health and sanitation. o) To facilitate the collection and disposal of storm water through subdivision design, improved management and infrastructure development. p) To stage new installation or replacement of existing infrastructure according to short and long term development requirements of the city.

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6.2

Projection and Monitoring of Growth Requirements a) That monitoring and shorter term forecasting of growth requirements shall continue to be undertaken annually in order that investment in infrastructure can occur in economic increments that provide sufficient lead time to service development. The five year capital works program should be adjusted, as appropriate, to reflect the effect of shorter term forecasts on long term growth requirements.

6.3

Servicing Areas of Growth a) Servicing of potential future development not contemplated in the Sector Plans, and industrial development west of Courtney Street, shall not be supported or considered without a full review of the relevant sector’s servicing capacity and cost. [2007-90]

6.4

Development Impacts and Transportation Requirements a) That impacts on the transportation system, including all modes of travel, shall be evaluated prior to the approval of any major development. b) That the development of major roadways and related commercial land uses shall be undertaken in a manner which is compatible with other land uses in the urban environment.

6.5

Policies to Integrate Land Use and Transportation Planning a) That new development be in a manner which facilitates implementation of the objectives of the Transportation Strategy. b) That a recommended roadway network plan be prepared which coordinates land use and transportation objectives. c) That the recommended roadway network be incorporated into sector and neighbourhood plans. d) That no new development shall be permitted which conflicts with the recommended roadway network plan as shown in the sector and neighbourhood plans. e) That neighbourhood concept plans submitted for approval through the subdivision approval process include, in addition to requirements otherwise stated in the Development Plan, the Subdivision Bylaw and The Planning and Development Act, 1983, the following:

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i) The context which shows the entire neighbourhood and its relation to employment, shopping, recreation and other areas of the city; ii) Bus routes, which are to be located on collector and arterial roadways; iii) Safe, convenient pedestrian routes to bus stops and the neighbourhood centre; iv) Bicycle routes; and v) The phasing of roadways and transit service as the neighbourhood develops.

6.6

Policies to Support an Arterial Grid Roadway Network a) That in new developing areas, a grid roadway network of arterial and collector streets be established in sector and neighbourhood plans, with a spacing appropriate to ensure that at least 90 percent of the population is within 365 m walking distance of transit. b) That the model of an arterial grid with a spacing of roads at approximately 1.6 km intervals be adopted as the basis for overall roadway network for the city. c) That a perimeter road system may be considered provided that the alignment is generally in keeping with that shown on Map 1.1. d) That land previously acquired for future interchanges which are no longer required be consolidated with adjacent lands, whenever possible, prior to development occurring, in order to allow for the appropriate integration of these lands for development.

6.7

Improvements to Existing Infrastructure a) That programs for upgrading and renewal of existing infrastructure (roads, sidewalks, pathways, domestic water, sanitary sewer, storm water and transit systems) shall be undertaken on a continuous basis and prioritized according to condition and projected redevelopment activity. b) That storm water and sanitary sewer systems shall be separated through the course of redevelopment in the downtown and inner city neighbourhoods. c) That city domestic water supply and sewage disposal systems shall be maintained and monitored to ensure acceptable standards for public health. d) That the quality of storm water drainage shall be considered in the design of programs for renewal of existing storm water drainage systems.

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6.8

Management of Domestic Water Use and Storm Water Drainage a) That the demand for city water shall be monitored particularly during periods of peak use (e.g. summer months) and that conservation measures shall be encouraged or required, as appropriate, on the part of residential households. b) That a program should be developed to encourage on-site in-ground (e.g. dutch wells, holding tanks) retention of storm water runoff by retrofitting existing residential development. c) That residential subdivisions should incorporate storm water peak flow reduction in their design and servicing. d) That the quality of storm water drainage shall be considered in the design of storm water management systems in subdivision design.

6.9

Management of Solid Waste a) That sanitary landfill operations shall be managed to minimize negative impacts on surrounding land uses and the natural environment including surface and subsurface hydrological systems. b) That water quality shall be monitored on a regular basis to determine the significance of any identifiable changes relative to the safety of its use. c) That the design and operation of the sanitary landfill site shall ensure the safe transport, disposal and processing of solid wastes. d) That a solid waste management plan shall be developed to encourage: i) Reducing of waste generation at its origin; ii) Reusing waste; iii) Recycling waste for other purposes; and/or iv) Recovery and marketing of resources derived from waste. e) That a public education program shall be implemented to encourage voluntary actions which will reduce the need for solid waste disposal at the sanitary landfill.

6.10

Public Transit a) That the public transit system shall be oriented around service to the downtown.

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b) That an inventory of public and private parking spaces in the downtown shall be conducted and reviewed with respect to achieving a more desirable balance of use between downtown employees and shoppers. c) That provision of long term public parking in the downtown shall be limited to its periphery and that incentives should be implemented that encourage new development to provide on-site short term public parking. d) That provision of long term parking should be discouraged in the downtown in conjunction with the encouragement of transit use incentives for work trips. e) That the City shall utilize exclusive bus lanes on appropriate major arterial streets. f) That the City shall improve and expand upon the provision of adequate public transit shelters particularly in the downtown and residential areas. g) That a business plan shall be utilized to implement initiatives to encourage the general use of public transit and ensure that transportation is available to special needs groups. The business plan shall be reviewed periodically, at least once every five years, and amended as necessary. h) That the following guidelines shall be applied to residential development and subdivision design: i) To achieve maximum transit demand, high density development and high activity uses should be located at focal points along transit routes; ii) Local street design should be direct, avoid backtracking and be oriented towards bus stop locations. The shortest walking distance along a road is preferable to a pedestrian walkway; iii) Development should be continuous along both sides of a bus route. Long stretches of undeveloped land which do not generate demand should be avoided; iv) Walking distances to transit stops may be reduced by concentrating development, in general, and by: • • • •

Minimizing length of roadway per dwelling unit.

Locating bus stops at foci in pedestrian networks and at activity nodes.

Encouraging higher density development particularly around bus stops.

Encouraging bus penetration of local shopping precincts.

v) Walking distance and bus stop spacing may be optimized by: • Increasing residential densities around a minimum number of bus stops.

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• Radiating pedestrian routes from bus stops. • Planning cul-de-sacs, loops and p-loops perpendicular to bus routes. vi) Transit services should be introduced early in the development, anticipating developing demand and staging increased service accordingly. vii) Parking areas should not be located between residential buildings and transit routes/stops. i) That zoning standards and subdivision designs for major commercial, industrial and institutional development shall be reviewed with the objective of facilitating access to building entrances without requiring transit vehicles to leave public roadways. j) That improvements should be made to enhance the use of bicycles as a means of transportation. Improvements may include: i) Widening or remarking of curb lanes on arterial and collector streets, where feasible, and removal of on-street automobile parking both done on a selective basis (e.g. along one side of a street, along a designated bicycle route); ii) Elimination or modification of bottlenecks or squeeze points (e.g. Albert Street, Lewvan Drive and Broad Street); iii) Designation and signage (e.g. caution, route path) of bicycle routes; iv) Physical separation of bicycle paths and roadways, where possible (e.g. on portion of abandoned right of way following rail relocation; along watercourses, environmental reserve, and/or public reserve lands); and v) Provision of bicycle stands in the downtown and the workplace.

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7.0

Housing 7.1

Housing Objectives Objectives of the Development Plan relating to housing include: a) To accommodate the demand for a variety of housing types throughout the city. b) To encourage the provision of affordable housing particularly for low and moderate income households and special needs groups. c) To direct major residential growth and development in a logical and phased manner consistent with the efficient provision and use of the city’s transportation and infrastructure systems. d) To promote the development of sustainable suburban neighbourhoods. e) To achieve optimal neighbourhood size based on sustainability of a central community node. f) To stabilize older neighbourhoods through community development strategies, the efficient use and maintenance of existing housing stock and sustainable redevelopment. g) To encourage higher density housing and mixed use development along or adjacent to major arterial streets. h) To ensure that residential development and redevelopment is compatible with adjacent residential and non-residential development. i) To encourage the maintenance, conservation, renewal and retrofitting for greater energy efficiency in the use of existing housing. j) To facilitate choice and integration of housing for special needs groups in the community. k) To support seniors remaining in their homes throughout their life cycle. l) To ensure on-going research, monitoring and consultation respecting housing needs and availability in Regina.

7.2

Fast Tracking for Residential Housing Projects a) That the City should consider the feasibility of a fast tracking option for residential development proposals which have addressed all concerns in the completed application.

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b) That the City should review current policies and procedures to identify where additional improvements could be effected in the regulation of residential housing development.

7.3

Limit Mobile Home Dwelling Units a) That the City should limit the development of new mobile home parks and that the existing mobile home parks should not be expanded.

7.4

Housing Conversions a) That the City may consider allowing housing conversions in the Residential Suburban Detached (R1) and Residential Older Neighbourhood (R1A) zones. b) That the City should monitor housing conversions in the city and amend the Zoning Bylaw as required to facilitate this action where deemed beneficial to a specific neighbourhood.

7.5

Condominium Conversions a) That the City should define the term “hardship� to include or consider the following: i) Income level; ii) Ability to acquire other accommodation; iii) Access to services; and iv) Neighbourhood displacement. b) That the City should utilize the five neighbourhood vacancy rate zones used by Canada Mortgage and Housing Corporation rather than a city-wide vacancy rate when considering conversions.

7.6

Development of Vacant Residential Lots a) That the City should study various means of decreasing the number of vacant and non-taxable residential lots within the city. b) That the City should ensure that all vacant residential lots are properly maintained through enforcement of the Regina Property Maintenance Bylaw while awaiting development or redevelopment.

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7.7

Transfer of Municipal Lands and Buildings for Social Housing in Regina a) That the City should review the inventory of suitable City-owned lands and buildings for social housing, determine which properties might be made available through agreement and then transfer them to the public and private housing sector, as appropriate, for social housing. b) That the City should coordinate its review of City-owned lands and buildings for social housing purposes with the federal and provincial governments to ensure that the most applicable program subsidies are maximized. c) That the City should promote long term housing for single parent households, low-income households and the physically disabled who require affordable housing in the city.

7.8

Improvements in Housing Affordability a) That the City should encourage the provision of low and moderate income housing in each of the four major neighbourhood areas. b) That the City should encourage the provision of affordable housing through: i) The construction of new units by the developer or builder; and ii) Utilizing other arrangements which may be available. c) That the City should encourage a sensitive distribution of affordable housing in all four neighbourhood areas of the city over the next 25 years. d) That the City should encourage interest groups, special needs groups and the private sector to provide affordable housing. Such encouragement may include technical assistance, the provision of subsidies and incentives, partnership arrangements and other forms of assistance that may be appropriate. e) That the City may consider the option of acquiring property in all four neighbourhood areas for the purpose of developing low to moderate income housing, or making City-owned land available to other interest groups to develop low to moderate income housing. f) That the City should promote the location of daycare centres near or within larger social housing and non-profit housing projects to assist single parent households and working couple households of low to moderate income. g) That the City should seek to maximize funding by senior levels of government for the development of affordable housing and the rehabilitation of existing affordable housing in the city.

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MAP 7.1: REGINA NEIGHBOURHOOD AREAS

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h) That the City should encourage the federal and provincial governments to increase the level of specific program funding to meet the current and future housing demand for low income households in Regina. i) That the City should continue to work with the existing non-profit housing authorities to assist in the allocation of land and other measures to support the provision of low income housing. j) That the City should consider providing capital assistance, where appropriate, to non-profit housing authorities by: i) Cash grant; ii) Tax exemption; and/or iii) Municipal land. k) That the City include bonuses or incentives in the Zoning Bylaw for the construction and rehabilitation of moderate and low income housing. l) That the City should encourage the provincial government to amend The Planning and Development Act, 1983 to provide for inclusionary zoning to strengthen the City’s authority to develop affordable housing, provide adequate housing mix in the four neighbourhood areas of the city and assist with the rehabilitation of existing housing stock.

7.9

Increase Number of Rent Supplement Units a) That the City should request the senior governments to increase their level of funding for the rent supplement housing programs.

7.10

Encouragement of Homesharing a) That the City should consider the benefits of homesharing as a low cost private housing option and promote it, where desirable and feasible, through regular public information channels and to seniors groups within the city.

7.11

Directing the Growth of Major New Residential Development a) That the City should encourage developers of new residential subdivisions to locate higher density development in a manner which will reduce high servicing costs, preserve prime agricultural land and support both public transit and neighbourhood school populations.

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b) That the City should ensure that a minimum 10 year supply of land is maintained within city limits to allow for the efficient medium term planning of future residential subdivisions. c) That the City should require the preparation of sector development plans, where necessary, and/or more detailed neighbourhood plans as required. d) That the City should increase the City’s role in land development through promoting the development of new forms of low to moderate income housing via the use of existing housing programs. e) That the City should promote the efficient use of public transit as a means of conserving energy, reducing pollution and making transportation available for all citizens. f) That the City should encourage residential development in new neighbourhood areas for low and medium income households and the physically disabled.

7.12

Policies to Promote the Development of Sustainable Residential Suburbs a) That the City should encourage/require developers to provide a greater mix of housing to accommodate households of different incomes, types, stages of life and capabilities within each new neighbourhood. b) That the City consider incorporating neo-traditional planning principles as a design option. c) That the City consider land banking to promote sustainable development.

7.13

Policies to Achieve Optimal Neighbourhood Size a) That new residential neighbourhoods be regular in shape (approximately equal width and length) and 1.6 kilometres across. b) That the City establish new residential neighbourhoods around centrally located community nodes. c) That a comprehensive plan be prepared for each community node which shows the integration of uses proposed, phasing and timing of development and contingency in the event that planned elements do not proceed.

7.14

Higher Density Housing Adjacent to Major Arterial Streets a) That the City shall establish criteria to facilitate residential intensification along and adjacent to selected major arterial streets in the city.

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b) That the City shall ensure that higher density residential development along major arterial streets is compatible with the overall urban street design and will not impair general traffic. c) That the City shall ensure that higher density residential development is compatible with adjacent land uses and will not be affected by noise from industrial uses or major truck transportation routes.

7.15

Ensure Compatible Development Associated with Housing a) That the City should develop general criteria to ensure that all new housing development is compatible with existing development. These criteria should address mass, height, setback of development, traffic, land use and any other item that may affect compatibility.

7.16

Improve Neighbourhood Property and Building Maintenance a) That the City should encourage close cooperation with the local community associations to implement any bylaws which govern property maintenance. b) That the City should provide both local community associations and local residents with information regarding any federal, provincial or municipal programs that are available for the maintenance or renovation of properties.

7.17

Residential Demolitions a) That the City should more closely monitor the number of residential demolitions in each neighbourhood area and ensure that redevelopment of the demolished sites occurs in a timely fashion. b) That the City should continue to monitor historic and architecturally significant residential properties to ensure that they are not unnecessarily lost to demolition.

7.18

Encourage Conservation and Renewal of Housing a) That the City shall promote maintenance and rehabilitation of the existing housing stock through enforcement of the Regina Property Maintenance Bylaw. b) That the City shall continue to administer the available residential rehabilitation housing programs. c) That the City should limit the loss of housing units through conversion to other uses, demolition or reduction of units within a structure where it will have a detrimental effect on a specific neighbourhood area.

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7.19

Encourage Residential Infill Development in the Downtown a) That the City should consider appropriate incentives to encourage new high density, affordable residential development in the downtown. b) That the City should continue to maintain and improve public amenities in the downtown area to attract new residents into the area. c) That the City, Regina Downtown and other downtown area interest groups should actively consider the design aspects of proposed mixed use developments and promote designs which are sensitive to existing downtown development.

7.20

Encourage Infill Development in the Inner City a) That the City should encourage construction of housing units in the inner city neighbourhood area for households of all social and economic characteristics. b) That the City should encourage the construction and/or renovation of affordable housing for purchase or rent for low and moderate income households in the inner city neighbourhoods. c) That the City should direct the preparation of an inventory of sites available for infill development in the inner city neighbourhoods and actively promote the redevelopment of these sites. d) That the City shall encourage infill development to minimize the need for annexing additional land on the periphery of the city. e) That the City should promote residential infill development to ensure the longterm viability of remaining inner city schools. f) That the City should enhance the Inner City Housing Stimulation Strategy (ICHSS) in certain neighbourhoods to further stimulate residential redevelopment. g) That the City consider greater flexibility in the types and combinations of uses and housing densities accommodated in older neighbourhoods.

7.21

Integrating Services for Elderly Households a) That the City should continue to encourage senior levels of government for funding and the development of cost efficient programs to integrate the services required to support a growing senior’s population in the city.

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b) That the City should investigate the feasibility of municipal coordination of such a program with the financial support of the federal and provincial governments. c) That where appropriate the City designate and promote the development of “senior-friendly� neighbourhoods. d) That the City, in coordination with senior governments and aboriginal groups, develop strategies to accommodate the needs of aboriginal seniors.

7.22

Housing the Homeless a) That the City should ensure that the homeless are included in all segments of publicly supported social housing programs. b) That the City should continue to perform a coordinating role between local institutions and agencies (public, private, non-profit) to establish linkages between income support, housing support and social support services for the homeless. c) That the City should encourage federal and provincial governments to address the immediate and long term housing needs of the homeless in Regina. d) That the City should encourage the senior governments to consider a transitional house program for the homeless, victims of domestic violence, low income single persons and the mentally and physically disabled.

7.23

Special Needs Housing a) That the City shall encourage housing for people with special needs to be located in all areas where residential uses are permitted. b) That the City shall implement, through the Zoning Bylaw, regulations relating to the location and number of residents in special needs housing and related parking provisions. Specifically: i) The location of various sizes of special needs housing will be determined by residential densities in the City, with the intention of permitting smaller sized homes in areas of low residential density and directing larger sized homes to areas of high residential density and in appropriate commercial areas; ii) Separation distances between existing and new homes for people with special needs will be used to encourage a distribution of homes throughout the city; and

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iii) Parking requirements will be established on the basis of floor area and shall ensure that on-site parking supply meets the needs of residents, support staff and visitors. c) That the City shall ensure that physically disabled persons are afforded a wide range of choice in housing in terms of the type, location, affordability and design requirements to achieve independent living. d) That the City should require that all new multi-unit developers to make provisions for access to the structure for the disabled and to provide special dwelling unit designs to facilitate independent living. e) That the City should encourage Canada Mortgage and Housing Corporation and the Saskatchewan Housing Corporation to conduct research and develop programs to promote housing for the physically disabled in Regina. f) That the City may encourage existing multi-unit residential developments to retrofit the physical access and to retrofit a minimum number of dwelling units to accommodate physically disabled persons. g) That the City shall maximize the application of senior government funding for housing and associated support programs for persons with special needs.

7.24

Improve Research and Monitoring of Housing a) That the City should encourage the senior governments and the housing development sector to coordinate research and monitoring and to share housing data and information on a more regular basis. b) That the City should actively participate in and coordinate the collection and analysis of land use data, land consumption, housing and household projections between City departments and the housing development sector in order to improve both the monitoring of current conditions and the projection of future housing requirements. c) That the City should examine the concept of the “garden suite� (a separate, semi-permanent dwelling unit located on an existing developed residential lot to accommodate another household) as an alternative housing form.

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8.0

Heritage, Arts, Culture & Entertainment 8.1

Heritage, Arts, Culture & Entertainment Objectives Identification and Documentation of the City’s Heritage Resources: a) To develop and maintain a comprehensive database for potential heritage properties which are protected under the Heritage Holding Bylaw. b) To re-evaluate properties having historic and/or architectural merit at regular intervals. c) To survey the City of Regina to ensure a complete inventory of existing building sites and structures having heritage significance. d) To prioritize the inventory of heritage properties in terms of heritage value.

Alternative Methods of Encouraging Maintenance, Preservation and Adaptive Reuse: e) To identify alternative methods of encouraging the maintenance, preservation and adaptive reuse of heritage resources. f) To permit more restrictive or less restrictive zoning for heritage properties with the consent of the owners when it is considered that a change in zoning will assist in their effective restoration or rehabilitation. g) To encourage the adaptive reuse of heritage properties through zoning relaxations.

Municipal Financial Incentives Program: h) To develop a municipal incentives policy for municipal heritage properties to encourage their sensitive restoration and adaptive reuse. i) To develop a municipal incentives program for designated heritage properties. j) To formulate a financial incentives program that is financially responsible. k) To develop a financial incentives program that offers sufficient support for restoration activities.

Tourism Development and Cultural Appreciation:

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l) To foster tourism development and cultural appreciation in the City of Regina through the innovative reuse of heritage buildings and the preservation of historic streetscape environments and other historic sites and structures. m) To retain and promote the reuse of City-owned properties of heritage value. n) To promote and publicize the heritage of the City of Regina. o) To identify areas of the city that have the potential to be designated as Heritage Conservation Districts or may benefit from street improvement programs. p) To develop a municipal heritage program which promotes tourism in coordination with related programs and initiatives of the Province of Saskatchewan.

Arts, Culture and Entertainment: q) To recognize the role of arts, culture and entertainment as an important aspect of community life and to support the strengthening and enrichment of its culture and entertainment through development policies which will reinforce Regina’s role as the arts capital of Saskatchewan. r) To support and promote arts, culture and entertainment industries in Regina. s) To provide guidance for the establishment of identified geographic areas for arts, culture and entertainment activities.

8.2

Identification and Documentation of the City’s Heritage Resources a) That the inventory of potential heritage properties, approved by City Council in September 1989, shall be appended to the Development Plan and form the basis for consideration of future heritage designations. b) That any proposed demolitions or any alterations to properties protected under the under the Heritage Holding Bylaw or proposed demolitions or alterations located in a designated Heritage Conservation District shall be forwarded to the City of Regina Municipal Heritage Advisory Committee for review. c) That the City of Regina should review and update the inventory of potential heritage properties on an annual basis. d) That the City of Regina should expand the database for potential heritage properties using photographic documentation, measured drawings, architectural/historical documentation and other suitable techniques.

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e) That the City of Regina should prioritize its list of potential heritage properties for the purpose of municipal financial incentives.

8.3

Alternative Methods of Encouraging the Maintenance, Preservation and Adaptive Reuse of Heritage Properties a) That a program of monetary and non-monetary incentives shall be developed and promoted by the City of Regina in order to encourage the sensitive rehabilitation of significant heritage properties in the City of Regina. b) That the City should investigate the feasibility of rezoning heritage sites in the city on a case-by-case basis when it is determined that the rezoning of the site will assist in the effective restoration, reuse and/or rehabilitation of the building. c) That the City should investigate the feasibility of incorporating exceptions to development standards to assist in the rehabilitation of designated heritage properties and those properties listed under the under the Heritage Holding Bylaw. d) That the City should require the provision of public or private amenity space, as defined in the Zoning Bylaw, as a condition of permitting an exception to the development standards in rehabilitating a heritage property. e) That the City should incorporate a list of heritage properties in the Development Plan and Zoning Bylaw that would be eligible for a defined set of exceptions to the development standards. f) That the City should develop a rehabilitation code to assist in the rehabilitation of heritage properties which is consistent with existing legislation. g) That the Federal, Provincial and Municipal governments should be encouraged to lease space in rehabilitated municipally designated structures.

8.4

Municipal Financial Incentives Program a) That a financial incentives policy for designated heritage properties should be developed, adopted by City Council and promoted in the City of Regina.

8.5

Tourism Development and Cultural Appreciation a) That the City of Regina should promote the adaptive reuse of significant heritage buildings that are in danger of demolition or redevelopment through restoration and adaptive reuse.

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b) That any City-owned properties of heritage value, which are in good structural condition, should be placed under the Heritage Holding Bylaw unless previously approved by City Council for sale to private interest groups. c) That the City of Regina should promote the heritage of the city through the promotion and development of heritage sites, trails, interpretive plaques, public archives, awards and by any other means considered appropriate. d) That the City of Regina should consider incentives to maintain and enhance public archives in support of heritage and cultural awareness. e) That the City of Regina may investigate the feasibility of designating the following areas and/or streetscapes as Heritage Conservation Districts: i) Scarth Street - 11th Avenue to Victoria Avenue; ii) 12th Avenue - between McIntyre Street and Scarth Street; iii) Dewdney Avenue - Warehouse District; iv) General Hospital Neighbourhood; and v) Cathedral Neighbourhood. f) That the City of Regina may identify heritage areas of the city that may benefit from street enhancement programs under the Business Improvement District Program or financed as local improvements for residential areas.

8.6

Policies to Support Arts, Culture and Entertainment a) That the Zoning Bylaw provide attractive bonus provisions for developments that provide public art in the downtown. b) That the City take a proactive role in creating and utilizing public spaces for art display and performing art activity. c) That the City, in partnership with Regina Downtown and the Wascana Centre Authority, provide suitable public spaces and encourage the staging of festivals throughout the year. d) That the City develop a coordinated program to encourage public arts activities combining development policies, grants, direct provision of services and use of civic property and public spaces for activities.

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8.7

Policies to Support and Promote Arts, Culture and Entertainment Industries in Regina a) That the Zoning Bylaw contain provisions to facilitate the development of home based arts businesses and artist live/work spaces, in particular to: i) Allow client visitations for sale of art produced on the site, and; ii) Extend residential incentive programs to include artist live/work spaces. b) That favourable consideration be given to leasing or selling publicly owned properties for use as artist live/work spaces, studio space and offices for arts organizations. c) That film production be encouraged by establishing location shoots in the temporary use provisions of the Zoning Bylaw as a permitted use.

8.8

Policies to Support the Identification of Geographic Areas for Arts, Culture and Entertainment Activities a) That the area within proximity to Wascana Parkway, Broad Street and Dewdney Avenue as shown on Map 8.1 be established as the principal location for future major art, culture and entertainment venues in Regina. b) That new art, culture and entertainment venues outside the defined area include those serving a local population, those which cannot be accommodated in the identified area or those which support existing arts and culture venues such as the Performing Arts Centre. c) That consideration be given to establishing an organization similar to a business improvement district to coordinate the development and promotion of the defined area with a distinct identity and theme. d) That in the next revision to the Wascana Centre Master Plan, consideration be given to concentrating arts and culture facilities in Wascana Centre to the area in proximity to Wascana Parkway. e) That the City, in conjunction with Regina Downtown, endeavour to attract entertainment facilities to support the establishment of an entertainment district in the downtown and consideration be given to appropriate inducements such as supporting streetscape improvements, parking, security, lighting, signage and other promotion.

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MAP 8.1: ARTS, CULTURE AND ENTERTAINMENT

Community Services Department Urban Planning Division

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9.0

Implementation 9.1

Implementation Objectives a) To evaluate the effectiveness of Development Plan policies and programs and to ensure their continued relevance in relation to changing circumstances over time; b) To provide a consistent framework and systematic approach to guide the undertaking of area-specific and issue based planning; c) To ensure that the public has an adequate opportunity to provide input and become involved in the community planning and decision-making process; d) To co-ordinate and prioritize the implementation of Development Plan policies and programs through the annual operating budget and the Five-Year Capital Works Program; and e) To provide the City with a range of implementation mechanisms with which to effectively manage land use and development issues on a site or areaspecific basis.

9.2

Development Plan Adoption, Review and Amendment The Planning and Development Act, 1983 prescribes the contents, procedures for adoption and the municipal powers and responsibilities regarding to the adoption of a development plan. All new development plans require the approval of the municipality and the Provincial Government. Ministerial approval is also required for any subsequent amendments to a development plan. a) The City Administration shall conduct a comprehensive review of the Development Plan at least once every five (5) years, to ensure that all objectives, policies and program and project proposals remain relevant in the context of changing times and conditions. Based on the review, the Development Plan shall be amended as necessary.

9.3

Secondary Plans The Development Plan contains land use and development policies which will be applied on either a city-wide or an area-specific basis. The 1984 Plan incorporated secondary plans as a means of providing more detailed direction for the management of development planning and related socio-economic issues in the downtown, in suburban growth areas (e.g. the northwest and southeast sectors) and in inner city neighbourhoods. The preparation, adoption and implementation of new or revised secondary plans will be continued as an important part of the City’s overall development planning strategy.

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a) The secondary plans which were adopted as components of the 1984 Development Plan (i.e. Parts C to K inclusive) shall also be adopted as components of the new Development Plan. Where the objectives and policies of these secondary plans are inconsistent with the new Development Plan, or otherwise require updating or revision, they shall be amended accordingly. b) Secondary plans for other sectors or neighbourhoods shall be prepared and adopted as required.

9.4

Special Studies a) The City shall initiate and/or participate in the preparation or revision of special studies, strategies or plans to address physical, social and economic conditions or issues relating to the city’s overall development, where such initiatives are deemed necessary. b) The City may amend its Development Plan, Zoning Bylaw or any other statutory document, as appropriate, to incorporate certain or all of the results of special studies (i.e. policies, regulations, standards or procedures), where such action will facilitate or ensure the achievement of relevant city goals and objectives.

9.5

Concept Plans The use or adoption of concept plans facilitates orderly, longer term subdivision design and development in areas proposed for future urban growth. In cases where a large tract of land is involved, a concept plan is useful to set out the overall development scheme in general terms. Such plans normally consist of a layout of major arterial and collector streets or the entire street system, spatial allocations for the various land uses (including Municipal or Environmental Reserve dedications) and any other required or optional subdivision element. a) The City shall encourage the preparation of concept plans for areas scheduled for future longer term development and may require concept plans to be submitted as a condition for subdivision approval of a portion of a larger parcel. b) New concept plans shall identify residential areas by density category in accordance with Table 9.1: Residential Density Categories. Each individual development proposal shall adhere to the range of densities as identified on the concept plan. The Table also provides guidance for the residential zoning designation for development within the concept plan. c) Net residential density shall be calculated by using the area of residential lots and local streets having residential frontage.

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Table 9.1: Residential Density Categories Density Category Low Medium

Range of Net Density <25 dwelling units per net hectare 25 â&#x20AC;&#x201C; 50 dwelling units per net hectare >50 dwelling units per net hectare

High

9.6

Associated Zones for New Development R1, R2 R2, R5, R6U50 R6

Typical Dwelling Types (examples) Single detached, semi-detached, duplex Semi-detached, duplex, triplex, fourplex, townhouse, low-rise apartment Low-rise apartment, high-rise apartment

Public Participation The Development Plan is an important community document. A public willingness to contribute and the Cityâ&#x20AC;&#x2122;s commitment to address community based concerns, goals and objectives are necessary factors for the successful implementation of the Development Plan. Such willingness and commitment can only be achieved through continued co-operation and communication involving City Council, the City Administration, relevant City appointed committees, community and special interest groups and individual citizens. The encouragement of public participation in the resolution of community planning issues has been a priority of the City of Regina for many years. In preparing the new Development Plan, the City has stressed the importance of public consultation and has provided a number of opportunities for individual and community based input. This commitment to public participation will continue in regards to any subsequent review and amendment of Development Plan policies and programs, including the secondary planning process. a) The Development Plan shall be adopted and its constituent provisions implemented in consultation with the residents of the City of Regina and other interested parties, in accordance with the relevant provisions of The Planning and Development Act, 1983, and in particular with Part IX of the Act (Public Participation in Bylaws). b) City Council, through the Regina Planning Commission and/or the City Administration, should support the creation of opportunities for public participation in planning related issues programs and proposals on a regular basis.

c) Community associations and zone boards should be encouraged to identify and undertake alternative means of providing effective, constructive public input regarding area-specific and broader community issues and concerns.

9.7

Capital Works Program The Capital Works Program is one of the most important instruments for implementing the policies, programs and projects identified in the Development

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Plan. The allocation of funds for and timing of capital works and improvements establishes the Cityâ&#x20AC;&#x2122;s commitment to a prioritized program of development.

The annual review and revisions of the Capital Works Program will be based on due consideration of changing priorities, fiscal capabilities and emerging opportunities and technologies, particularly in relation to those Development Plan provisions which have budgetary implications.

9.8

Regina Planning Commission Section 14 of The Planning and Development Act, 1983 enables a municipal council to establish a municipal planning commission. The role of the commission is to advise and assist the council with respect to all matters pertaining to community planning and development within the municipality.

The Regina Planning Commission has been in place for many years and continues to provide valuable assistance to City Council on planning related matters. a) The City shall maintain the Regina Planning Commission to perform any duties that Council may refer to it, including those duties which are considered necessary to achieve or facilitate the effective, orderly planning and development of the city.

9.9

Inter-Municipal Co-Operation In 1958 the City of Regina and the Rural Municipality (R.M.) of Sherwood No. 159 entered into an agreement to establish the Regina Planning District. The purpose of the District was to better manage and co-ordinate the interests and objectives of the two affiliated municipalities with respect to land use and development in the whole of the R.M. This agreement was replaced with the Sherwood-Regina Planning District Agreement of 1990. The Sherwood-Regina District Planning Commission, established under the new agreement, is currently preparing a new District Development Plan for adoption by both the City and the R.M. Councils. In conjunction with the adoption of that Plan, the R.M. Council will adopt a new zoning bylaw pursuant to Section 124(6) of The Planning and Development Act, 1983. a) The City Council shall adopt the Sherwood-Regina Planning District Development Plan in accordance with section 124(2) of The Planning and Development Act, 1983. b) The City shall consult with the R.M. of Sherwood No. 159 regarding such matters as boundary alterations, annexation proposals and the development of land adjacent to the city.

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c) The City should consult with any or all proximate urban and rural municipalities regarding planning related matters of mutual concern.

9.10

Zoning Bylaw The Planning and Development Act, 1983 requires that a zoning bylaw be prepared in conjunction with the Development Plan. The zoning bylaw is the primary instrument for managing land use and development within the city. It is intended to provide reasonable protection to individuals and their property to counteract or mitigate the undesirable effects of development, while ensuring compliance or conformity with community determined standards. a) In conjunction with the adoption of this Development Plan, the City shall prepare and adopt a new Zoning Bylaw to achieve the goals and objectives and implement the relevant policies of the Development Plan. b) Any subsequent amendments to the Zoning Bylaw shall be in conformity with the Development Plan and in compliance with the relevant provisions of The Planning and Development Act, 1983. c) The Zoning Bylaw shall provide for land use districts (zones), permitted and discretionary uses, site regulations, general and specific development standards, special land use and development control mechanisms (e.g. contract zoning), administrative procedures and any other matter that City Council determines to be appropriate or necessary to achieve the intent of the Development Plan. d) The City should encourage the Province of Saskatchewan to accommodate the possible use of additional innovative zoning techniques (e.g. inclusionary zoning, design controls, transfer of development rights), in any future amendment to The Planning and Development Act, 1983.

9.11

Contract Zoning Guidelines The City of Regina has used contract zoning as a means of accommodating developments that otherwise would not have been allowed under existing conventional land use districts. In recent years many major developments have been approved by City Council under the contract zoning provisions. The use of contract zoning enables City Council to exercise flexibility in the accommodation of specific development and subdivision proposals, which: i) Conform to the general intent of a particular land use designation; ii) May not otherwise conform to established site, development and/or servicing standards for that land use designation; iii) Represent a unique and positive development opportunity; and

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iv) May require special consideration or protection of an identified public interest.

City Council may enter into a zoning contract or agreement with an individual or individuals, for the purpose of accommodating a request for the rezoning of land to permit the carrying out of a specified proposal, where the said proposal is consistent with the following guidelines: i) The rezoning would accommodate specific use(s) and/or development which would be reasonably compatible with adjacent land uses and development: A) For a limited time period, in view of long range planning policy which may eventually preclude such a use; or, B) In an existing building or lot which, because of its shape, size or some other unusual condition, could not reasonably or practically be utilized for a purpose allowed under the existing zoning; or, C) Subject to specified conditions which are, in Councilâ&#x20AC;&#x2122;s opinion, necessary to ensure that an appropriate interface with surrounding development; ii) The types of conditions which may be included in a zoning contract shall be limited to the following as specified in The Planning and Development Act, 1983: A) the uses of land and buildings or the forms of development; B) the site layout and external design, including parking areas, landscaping and entry and exit ways, but not including the colour, texture or type of materials and architectural detail; C) time limits within which any part of the described proposal or the terms and conditions imposed by subclauses a) and b) above shall be carried out; D) that on the rezoning of the land, none of the land or buildings shall be developed or used except in accordance with the proposal, terms and conditions and time limits prescribed in the agreement.

9.12

Direct Control District Guidelines The designation of direct control districts should be considered by City Council in areas which may require a more sensitive, flexible means of land use and development control in order to establish, preserve, mitigate or enhance:

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â&#x20AC;˘ â&#x20AC;˘ â&#x20AC;˘

A unique physical, historic or cultural character or ambience; A significant environmental condition or concern; and Special historic, cultural, archaeological, natural, scientific or aesthetic sites identified under municipal, provincial or federal legislation.

Sections 77 to 81, inclusive, of The Planning and Development Act, 1983 establish parameters for the designation and administration of direct control districts. This technique is to be used in accordance with guidelines respecting the development of designated areas, which must be stated in the Development Plan. a) Direct Control Districts are likely to be applied to the following types of locations: i) Lots subject to physical barriers or limitations (e.g. water courses or bodies, excessive slopes, railway lines or yards); ii) Large parcels that are proposed for phased and/or preplanned development (e.g. suburban areas); iii) Infill sites in higher density residential areas, or in transitional areas between different classes of use or development. b) Criteria utilized in the evaluation of development in Direct Control Districts shall include, but not be limited to the following: i) The development shall provide for a reasonably compatible interface with adjacent land use and development; ii) The development shall provide for adequate vehicular and pedestrian access, giving consideration to surrounding traffic circulation patterns; iii) The development shall contain an amenity area for the use and enjoyment of its occupants (i.e., landscaping, recreational facilities); iv) The development shall accommodate and coordinate with all relevant public service facilities (i.e., sanitation, transportation, communication, energy, emergency services); v) The development shall be designed in a manner which addresses applicable environmental concerns (i.e., pollution, noise, sun-shadows, wind, etc.). c) The City shall encourage the Province of Saskatchewan to amend The Planning and Development Act, 1983, to provide for the statutory recognition of area concept plans as an alternative means of land use and development City of Regina Planning & Sustainability

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control in direct control districts, in addition to the Cityâ&#x20AC;&#x2122;s current authority to require development agreements pursuant to Section 79 of the Act. 9.13

Exceptions to Development Standards Section 83 of The Planning and Development Act, 1983 enables the City to provide for specific exceptions to or relaxations of established development standards, where a developer agrees to provide certain facilities, services or uses.

The use of this mechanism must be based on Development Plan provisions relating to City Councilâ&#x20AC;&#x2122;s authorization of such exceptions.

Further, the Zoning Bylaw must set out what exceptions will be considered, as well as the facilities or services which may be provided in exchange for the exceptions.

Exceptions to development standards normally take the form of increases in allowable floor area ratio or development density. In exchange, a developer would be required to provide a recognized public amenity or an improvement to the built environment on either an on-site or off-site basis. Examples of amenities which might be provided include open space or landscaping, street level retail space, the retention of heritage buildings or facades, day care or fitness facilities, underground parking, climate controlled walkways and the inclusion of social housing units in mixed-use developments.

To ensure that this mechanism is used effectively in a manner which achieves a significant benefit to the public and/or the physical environment, it is necessary to identify what exceptions will be considered, under what circumstances they may be granted and to establish the nature and extent of amenities or improvements which may be acceptable in exchange for a given exception. a) The Zoning Bylaw may provide for the relaxation of specific development standards in cases where: i) the relaxation will not be contrary to the general purpose of the zone; and ii) the Bylaw establishes the facilities, services or other matters which will be provided where the general standards have been relaxed. b) The Zoning Bylaw shall set out the following information regarding the authorization of exceptions to development standards: i) The circumstances and/or general locations (e.g. downtown) where exceptions to development standards may be authorized; ii) The nature and extent of exceptions that may be allowed, including limits to their application; and

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iii) The type, number or amount of public amenities or improvements to the built environment that may be accepted in exchange for a given exception in a particular location. c) Where a person elects to provide the facilities or services in accordance with clause a) ii), Council shall require the person to enter into an agreement with respect to the facilities or services to be provided.

9.14

Other Bylaws In addition to the Zoning Bylaw, the City has adopted other regulatory mechanisms (e.g. the Subdivision Bylaw, the Building Bylaw and the Regina Property Maintenance Bylaw) to manage the use and development of land, and thereby achieve the objectives of the Development Plan. The authority to adopt these bylaws and their required content is set out in Provincial legislation. a) The City shall review its Subdivision, Building and Property Maintenance Bylaws on a regular basis and undertake amendments as required, to ensure their continued consistency with the provisions of the relevant enabling legislation (i.e. The Planning and Development Act, 1983 and The Cities Act) and any applicable provisions of the Development Plan.

9.15

Older Neighbourhood Zones The older neighbourhoods of Regina have been developed on smaller lots than have the new suburban areas. Small commercial uses serving a neighbourhood that rely a great deal on a walk-in trade are also found in these older residential neighbourhoods. For these reasons, the zoning bylaw differentiates between the older neighbourhood area and the newer areas of the City. Special residential commercial zones have been designed for each type of neighbourhood.

For the purpose of the zoning bylaw, the older neighbourhood area is defined as that area subdivided prior to 1935 and that has been developed on a small lot scale. (See Map 9.1) This older neighbourhood is larger than the area within the boundaries of the Inner City because it includes the majority of the residential areas that have been developed on a lot frontage of twenty-five feet.

The following seven zones are designated as older neighbourhood zones: R1A - Residential Older Neighbourhood Detached R3 - Residential Older Neighbourhood R4 - Residential Older Neighbourhood R4A - Residential Infill Housing IIT - Innismore Industrial Transitional Overlay NC - Neighbourhood Convenience TAR - Transitional Area Residential

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a) That the R1A – Residential Older Neighbourhood Detached, R3 – Residential Older Neighbourhood, R4 – Residential Older Neighbourhood, R4A – Residential Infill Housing, IIT – Innismore Industrial Transitional Overlay, NC – Neighbourhood Convenience, and TAR – Transitional Area Residential zones are designed for use only in the older residential neighbourhoods with special site and parking regulations and shall not be applied to any suburban area in the City (with the exception of the NC zone).

MAP 9.1: BOUNDARIES OF OLDER NEIGHBOURHOODS

9.16

Major Arterial Commercial and Highway Commercial Zones The application of the MAC, MAC3 – Major Arterial Commercial and HC – Highway Commercial Zones shall be in accordance with the following policies: a) The MAC, MAC3 – Major Arterial Commercial Zones shall be applied only to the following arterial street commercial corridors or parts thereof. In accordance with Zoning Bylaw No. 9250 an arterial street is defined as “a street with controlled access and intended to provide travel to and from collector streets and expressways.” It should also be noted that these areas have been defined so that all existing residential areas located on these streets have been excluded. (i) (ii)

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(iii) (iv) (v) (vi) (vii) (viii) (ix) (x) (xi)

Dewdney Avenue (Garnet Street to Smith Street) Park Street (north of 13th Avenue to CPR Mainline) Saskatchewan Drive (between Broad Street and Winnipeg Street) Victoria Avenue (east of Winnipeg Street) Winnipeg Street (between 11th Avenue and Saskatchewan Drive) Pasqua Street at Rochdale Boulevard Quance Street Eastgate Drive May be applied on the west side of University Park Drive from Quance Street to a point approximately 60 metres north of the Arens Road right-of-way. (xii) North side of Harbour Landing Drive, between Lewvan Drive and Harvard Way. [2007-64] (xiii) Neville Drive [2008-57] (xiv) Dakota Drive [2008-57]

b) There shall be no extension of the MAC, MAC3 zoning for areas not included in subsection (a) of this section. c) The nature of the uses permitted or discretionary in MAC, MAC3 zones shall be such that they do not conflict with the role and function of the downtown. d) MAC, MAC3 zoned lots which face (frontage or flankage) or abut onto residential properties shall provide a landscape buffer or screen along the interfacing property line, in conformance with applicable zoning regulations. e) The HC zone may be applied to provide retail, business and personal services to the travelling public using the controlled-access arterials leading into the City.

9.17

Mixed Residential Business Zone a) The MX – Mixed Residential Business Zone shall be used as a transition or buffer between high traffic generating commercial zones and residential neighbourhoods. b) The MX – Mixed Residential Business zone shall be limited to low density, low traffic generating commercial and multiple unit residential development. c) The MX – Mixed Residential Business Zone shall be applied in a manner which will support the stability and viability of adjacent residential areas. d) The MX – Mixed Residential Business Zone shall be restricted to locations on minor arterials and collector streets adjacent to residential areas and to locations between existing MAC Zones and residential areas. e) For the purpose of this section, a minor arterial shall be defined as an undivided street or road which carries traffic from a collector street or road to a major arterial street or road.

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f) For the purpose of this section, a collector shall be defined as a street or road designed to intercept, collect and distribute traffic between local and arterial streets or roads with direct access to abutting properties.

9.18

Architectural Control District Guidelines [2007-46] a) Where it is considered desirable to preserve the physical character of an area or to promote an established theme for an area, City Council may designate the area as an Architectural Control District in the Zoning Bylaw, using the symbol â&#x20AC;&#x153;ACâ&#x20AC;? in conjunction with any other zoning designation. b) An Architectural Control district may be used to control building sites and the architectural detail of the buildings within that area. c) The Zoning Bylaw shall delegate to the Development Officer the responsibility for reviewing and issuing development permits in Architectural Control Districts. d) The Zoning Bylaw shall set out the application process, review mechanisms and any applicable fees related to development permits in Architectural Control Districts.

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10.0 Specific Land Use Policies 10.1

Reuse Options For Closed School Sites The reuse and redevelopment of closed school sites can have a major impact on the surrounding residential neighbourhood. To address this issue, the Determining Reuse Options for Closed School Sites study established a process for determining a range of appropriate uses and specific site design criteria before an actual development proposal is submitted for a school site. Community input forms an integral part of this process.

In the review of closed school sites, the following process outlined in the Reuse Options study shall apply. a) Development Criteria For Determining Reuse Options A hierarchy of steps is to be employed in determining appropriate reuse options, as follows: 1. The City determines if it requires the site and/or building for a civic use.

Civic uses (e.g., community centres) are determined based on their need and the appropriateness of the site for the use. Open space needs are identified using the criteria in the Open Space Management Study.

2. If no civic use is identified, the general locational criteria in this section shall be used to determine other appropriate uses.

3. The specific development criteria in subsection 10.1(b) shall be used to refine the site design characteristics taking into account the land use patterns in the surrounding neighbourhood.

The following criteria should be used to formulate recommendations for the use, type and intensity of use for any specific school site that is available for redevelopment. In particular, prospective developers of a site will find guidance from these criteria as to the suitability of sites for particular land uses as well as guidelines regarding the form and appropriate site design for development. The criteria will apply whether the City, another public agency, or the private sector develops the site.

The following sections identify, for each potential use, the site characteristics which are recommended in order for the site to be acceptable. Using these criteria, a range of potential reuse options can be developed for any given site.

For all uses, particularly where all or a portion of the school building is or can be retained, every effort should be made to accommodate existing community programs which may be using the school facilities.

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i)

Institutional Uses Institutional uses are often appropriate reuse options for closed schools, and can frequently adapt the existing school building to their use.

However, certain institutional uses which generate heavy traffic or which may otherwise adversely impact upon the adjoining neighbourhood should be carefully examined to ensure that problems do not occur.

Churches, day care centres and educational facilities are widely acceptable, but consideration should be given to the level of traffic generation if located on local streets, the interface of day cares with arterial streets, and the need for bus service.

Other institutional uses may include libraries, art galleries and other community facilities. These uses should be located along major collector or arterial roadways and where transit service is provided on the roadway.

ii)

Residential Uses School sites, which are located in residential areas, are generally appropriate for residential redevelopment. Exceptions can occur when redevelopment would create a present or future shortage of open space as identified in the Open Space Management Study and the land should be reserved for open space use..

There are several different types of residential development, each of which will be more or less appropriate to the specific context of a given site. The general policy is to establish residential infill development at densities which are slightly higher than the surrounding neighbourhood; further elaboration of applicable densities is in clause 10.1(b)(iii).

Detached and semi-detached dwellings are appropriate for sites located on local or collector roadways abutting other detached dwellings.

Multi-unit housing consisting of townhouse and low rise apartment dwellings is appropriate on collector or arterial roadways, and on local streets other than short crescents or cul-de-sacs where located within 40m of the intersection with a major collector or arterial roadway.

High rise apartments should be located on collector or arterial roadways where there are abutting multi-unit or commercial developments. Transit should be available within 200m.

Note that the density of development and type of housing unit that can be placed on a site is subject to not only planning and environmental considerations, but economic factors as well. A developer is faced with several items of expense in any development including servicing costs,

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interest payments, administration costs, and of course the cost of land. On the revenue side, the developer must determine expected sale prices for lots and/or dwelling units.

Examination of individual closed school sites reveals important variations in both cost and revenue factors. In some cases, use of the site for traditional detached dwellings on individual lots may not be economically feasible. In all cases, the expected densities and housing types that can be achieved determine the value of the land. Thus, the criteria for determining appropriate residential uses should include an economic feasibility examination.

Senior citizenâ&#x20AC;&#x2122;s apartments and low income housing are special cases which should be located near a bus route and within 400m of local or neighbourhood shopping. In addition, the proximity of schools and day care centres should be a significant factor in determining the appropriateness of a site for any type of family housing. iii)

Commercial Uses Neighbourhood commercial uses may be considered for sites located on collector or higher level roadways at the periphery of neighbourhoods, especially where higher density residential or commercial uses are located nearby. Bus service should be provided, with a bus stop within 200m of the site.

Other commercial uses may be considered on sites located on major collector or arterial streets which meet the above criteria, where it can be demonstrated that no adverse impact on the neighbourhood or other commercial areas will result.

iv)

Other Uses Although residential, institutional or commercial uses are the most likely reuse options for school site redevelopment which do not have an educational or civic use, other uses may be appropriate for a given site, and can be examined giving consideration to: 1.

2.

3.

4.

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the impact on traffic patterns; noise or other impacts generated by the use; compatibility with surrounding land uses; and policies expressed in neighbourhood plans.

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v)

Joint Uses Developments which incorporate two or more uses, such as residential with a commercial component, should meet all the criteria applicable to each of the uses.

vi)

Summary Table 10.1 summarizes the relationship between potential land uses and the specific characteristics of the site. The site characteristics appropriate for specific land uses are indicated by a circle on the table. A triangle indicates that the site may be appropriate for the use under certain circumstances as described in the text. A blank indicates that, for sites which have the applicable characteristic, the corresponding potential use should not be considered. Only uses which have black circles or triangles for all of the characteristics applicable to a given site are appropriate for that site.

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Street Classification Bus Service Site Cont ext

Local Street

Minor Collector

Other Commercial Uses*

Neighbourhood Commercial

Other Institutional *

Churches, Daycare, Schools

High Rise Residential

Major Collector

Arterial

More than 200 m

More than 400 m

Neighbourhood Interior

Commercial Abutting

Services â&#x20AC;˘

Senior Citizenâ&#x20AC;&#x2122;s Apts.

Surrounding Residential Type

Low Rise Residential (under 13m)

High Rise Apts

Site Characteristics

Low-Rise Apts. and Townhouses

Potential Uses

Detached and SemiDetached Houses

TABLE 10.1: DEVELOPMENT CRITERIA SUMMARY

No Commercial Nearby

Note: The range of other institutional and commercial uses can, depending upon the specific use proposed, affect adjacent areas in different ways; each should be carefully examined to ensure compatibility with the neighbourhood.

Site characteristic is appropriate for the use.

Uses may be permitted under appropriate circumstances. Consult text for details.

Use should not be considered for site which has the indicated characteristics.

b) Site Specific Development Criteria The following are performance standards, intended to determine the appropriate scale and site design appropriate given the characteristics of the site and its context.

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i)

Servicing The developer shall submit an engineering report on the impact of the proposed development on existing services such as water supply, storm sewer and domestic sewer. The developer must receive approval by the Director of Engineering and Works for provision of such services to the development.

Underground services should be able to accommodate the redevelopment.

If the existing services are inadequate, the developer shall be responsible for the cost of upgrading them to the required level.

ii)

Heritage Conservation Every effort should be made to retain buildings identified as having heritage significance. Where retention has been examined and found to be not viable, the building elements of greatest heritage value, such as the façade, should be preserved and incorporated into the new development.

iii)

Net Density Densities are proposed to be higher than the surrounding area to reflect increased land and servicing costs that have occurred since the neighbourhood was originally developed. This criteria is also consistent with the Regina Development Plan policies which encourage higher density new development and a mix of dwelling unit types in all neighbourhoods.

The proposed density of residential reuse options should be at least 10% higher than the surrounding area1, but should not exceed 2.5 times existing densities. The higher density ranges, from 2.0 to 2.5 times existing densities, should only be permitted where the public program opportunities provided by the school are retained or replaced by the developer. Replacement can also occur on another site acceptable to the City of Regina within the Recreation Zone.

All other criteria such as height, coverage, setbacks and parking will still apply in order to ensure compatibility with the surrounding area. In many cases, density will be constrained by these other site design criteria. If the maximum density can be achieved, it is likely that the redevelopment will have minimal impact on the surrounding area.

An exception is given for senior citizens’ apartments as defined in the zoning bylaw, which have less impact on an area than family housing of

1

Net Density is calculated using the area of lots and local streets having lot frontage. The “surrounding” density is calculated as the net density of the residential area within 75m of the site. Where there is a mix of densities surrounding the site, the development should distribute densities to ensure compatibility with adjacent development.

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the same density. Senior citizensâ&#x20AC;&#x2122; apartments may be developed up to 3.5 times existing densities in the surrounding neighbourhood. Densities above 3.5 times existing densities are permitted where the public program opportunities provided by the school are retained or replaced by the developer. All other criteria such as height, setbacks and coverage will still apply, and these will restrict the development on the site to a level which is compatible with the neighbourhood. iv)

Access Where a corner site borders on two streets of different classifications, the main access should normally be to the higher street classification.

Redevelopment should consider the impact on traffic volumes and minimize increases in traffic on the adjacent streets. The potential need for additional traffic controls or improvements should also be considered and the developer will be responsible for the costs associated with such improvements.

v)

Parking The off-street parking requirements of the Zoning Bylaw must be provided. In the case of multi-unit developments, parking lots shall be located internally on the site and be screened to minimize the impact on the surrounding residential area. Multiple residential reuse options should also make provision for on site guest parking.

vi)

Design and Streetscape Buildings which have a direct interface with the adjacent residential area should be sensitive to general design characteristics (e.g., bungalows, twostoreys) of the existing dwellings in the neighbourhood. Orientation, landscaped area and setback should also reflect the surrounding neighbourhood.

Where possible, existing playground space on the school site should be retained and enhanced for use by neighbourhood residents. Where circumstances permit, consideration should be similarly given to possible retention of the school gymnasium for community use. The retention of playground and gymnasium facilities would be subject to City consideration regarding the need for the facilities, alternate sites, the financial feasibility and operational costs, and other factors.

vii)

Height of Reuse Options Internal buildings not having an interface with the surrounding residential area may be developed to the permitted height in the zone if the

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windows/balconies of the building are oriented to respect the privacy of existing dwelling units.

Buildings on the edge of the site – interfacing with existing development – should have a height consistent with that of adjacent development. The configuration of the site is also a factor as a long narrow site would be less suitable for higher buildings than one which has sufficient depth to screen those buildings from adjacent residential areas. c) Site Planning Process And Public Participation The process leading to the reuse and redevelopment of a closed school site involves neighbourhood residents, the City, the School Board, and, of course, the prospective developer of the property. Full exchange of information and cooperation among all of the participants is essential if the aspirations of all groups are to be met.

Steps in the process include the following: 1. When the City is advised of a School Board’s intention to dispose of a closed school site, the City Administration meets with neighbourhood residents to provide information to them on the status of the site and to seek the input of residents regarding the future use of the site. The City also conducts an initial analysis of the site and neighbourhood.

2. The City Administration prepares a report for City Council, through the Regina Planning Commission, which recommends the general land use which is appropriate for the site. The report is prepared in accordance with the development criteria contained in subsection 10.1(a) and contains information regarding resident’s views.

Normally, steps 1 and 2 will be completed within a two month period.

However, that time period could be flexible in order to accommodate special circumstances. If the City is aware of a disposal decision well in advance, the time period can be correspondingly longer.

3. The School Board tenders the property, seeking interest from potential purchasers. The tender call is based on Council’s resolution on land use resulting from Step 2.

4. Property is purchased by private interests, normally a developer who wishes to pursue the reuse and/or redevelopment of the property.

5. The developer prepares a development application based on: a) the Council resolution on land use and; b) the site specific development criteria contained in subsection 10.1(b).

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6. The developer is encouraged to meet with neighbourhood residents, through the community association and involving the City, for the purposes of reaching a consensus on the form of any reuse or redevelopment proposal. Such a consensus is termed a â&#x20AC;&#x153;site development resolutionâ&#x20AC;? and must follow the guidelines of subsections 10.1(a) and 10.1(b). Where the developer does not wish to initiate such meetings, the City will bring forward to the community any proposal submitted by the developer.

7. The developer submits an application to the City for rezoning and/or subdivision, as appropriate. The developer may submit the application whether or not a site development resolution has been reached.

8. The City Administration prepares a report for the Regina Planning Commission and Council on the rezoning/subdivision application.

Council decides on approval or denial of the application.

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11.0 Specific Area Policies 11.1

Areas Not Included in the Inner City Development Plan or Suburban Growth Section These areas were not specifically mentioned in any of the development plan documents as they were viewed as being stable in terms of land use and not subject to the development pressures of the inner city neighbourhoods. However, insensitive commercial encroachment or higher density developments will be considered a contravention of the intent of Regina’s Development Plan. The objective is to maintain the present land use pattern in Regina’s existing suburban neighbourhoods. a) That the predominantly single family character of these neighbourhoods be maintained. Any new multi-family development shall require a rezoning and be assessed in terms of its impact on the neighbourhood. b) That existing commercial developments in these neighbourhoods be recognized. Any further commercial developments shall require a rezoning and be examined in light of its impact on the neighbourhood. c) That except as provided for in clause (d), there shall be no commercial rezonings on the north side of Dewdney Avenue between Lewvan Drive and Courtney Street. Properties which are zoned MX – Mixed Residential Business are intended to continue in their present use and be provided with a reasonable range of reuse options including offices and personal service uses, but retail stores are discouraged. d) That properties on the north side of the 6200 Block of Dewdney Avenue may be considered for rezoning to MX or any residential zone. Consideration should be given to the impact of potential development on the amenity of the neighbourhood including, but not limited to, concerns regarding the impact of retail uses.

11.2

Former Diocese of Qu’Appelle Lands Secondary Plan

[2007-46]

A. Background The former Diocese of Qu’Appelle site was designated in 1980 as a Provincial Heritage Property and has played a significant role in Regina’s and Saskatchewan’s past. In 1912 and 1914, the Anglican Church of Canada purchased the property from the Province of Saskatchewan for education and missionary activities across southern Saskatchewan. Constructed between 1912 and 1926, the five buildings – St. Cuthbert’s House, St. Chad’s College, Anson House, Bishop’s Court, and Harding House – were designed by the prominent architects Brown and Vallance, Story and Van Egmond, and Francis Portnall, and bear a close resemblance to the original buildings of the University of Saskatchewan in Saskatoon. The elaborate landscape plan for the grounds, patterned after the Union Jack flag, complemented the stately nature of the buildings and reflected the British heritage of the Anglican Church.

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The centrally-located site is situated on the southeast corner of Broad Street and College Avenue, and is adjacent to the General Hospital Area and Centre Square neighbourhood, both of which contain numerous historically significant buildings that date from the early 1900s. The Diocese site is home to a few of the many heritage buildings that front onto College Avenue, including the former Normal School (Teachers College) constructed in 1913, the former Regina College dating from 1912, and several restored residences.

The 8.19 hectare site is surrounded by low to medium density residential uses to the north, a high school and seniors’ residence to the east, Wascana Centre (containing park and institutional uses) to the west, and a mix of commercial, recreational and institutional uses to the south.

The portion of the site south of the existing heritage buildings is presently vacant, and infill development on this site offers the potential to create a new inner city development that respects the value of the site’s heritage buildings as well as the character of the site and the surrounding neighbourhood.

The site is a strategic location in terms of achieving the purposes of the Regina Development Plan, including: • • • • • • • • • •

enhancement of the downtown area through increased residential population and compact urban form that can facilitate efficient use of infrastructure and transportation systems; ensuring the conservation, restoration and reuse of Regina’s heritage resources; fostering cultural appreciation through the innovative reuse of heritage buildings and the preservation of historic streetscapes and other historic sites and structures; achieving a mix of housing types and densities; encouraging infill development to minimize the need for annexing additional land on the periphery of the city; encouraging the revitalization and redevelopment of inner city residential neighbourhoods; promoting energy conscious land development practices and development of an energy efficient urban form; safeguarding the natural environment and improving the quality of the man-made environment; encouraging the review of the design of new development in relation to its development context, particularly in areas identified as having special design characteristics or constraints; and encouraging the adaptive reuse of heritage properties through zoning relaxations.

This secondary plan will assist in ensuring that these purposes are achieved.

B. Goal The overall goal of this secondary plan is to establish the optimum design and relationship of uses for the entire site, which includes:

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• • •

the conservation and reuse of the existing heritage buildings; the provision of complementary amenity areas and a pedestrian-oriented form that will integrate and enhance the site in its relationship with the surrounding community; and the development of an urban fabric that places priority on the pedestrian and reflects a degree of urbanity while respecting the open atmosphere of the site.

C. Land Use and Development Form Objectives •

To ensure that development of the site complements, links, and forms part of surrounding residential neighbourhoods, the Broadway Avenue commercial precinct, and adjacent lands within Wascana Centre.

•

To assist with the retention of the heritage buildings by allowing for a wide range of adaptive reuse opportunities.

•

To ensure that a mix of uses and densities are developed to accommodate and promote pedestrian activity, and to serve as a place-making function.

Policies 1) Land Use Policy Areas include a Low-Density Residential Policy Area, MediumDensity Residential Policy Area, Mixed-Use Policy Area, Heritage Policy Area, and two High-Rise Residential Policy Areas. They are illustrated on Map 11.1.

2) The required degree of flexibility and the need for site-specific considerations shall be achieved through the application of a Direct Control District (DCD) zoning designation to the site, and if required, Contract Zoning designations to smaller, individual sites that contain heritage buildings.

3) While a variety of housing types shall be allowed in the Residential Policy Areas – including detached, semi-detached, townhouses, and apartment buildings – multi-unit residential development shall be the predominant land use since it is the highest and best use for this site. As such, individual parcels shall be configured to allow for a range of building forms and densities.

4) The provision of rental accommodation, affordable housing and housing for seniors is encouraged.

5) Buildings within the Mixed-Use Policy Area may contain a mix of residential, live/work and commercial uses. Commercial uses shall be small in scale and local in nature, and confined to the ground floor of the mixed-use buildings. Uses such as restaurants and small-scale retail will provide services for residents on the site and in surrounding areas, and serve as a place-making function. Except for the existing heritage buildings and home occupations, no other commercial development shall be allowed outside of this Policy Area.

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6) Vehicle-oriented commercial uses such as drive-in or drive-through businesses, fast food outlets, gas bars, service stations, and convenience stores are inappropriate for the site and shall be prohibited as part of the DCD zoning designation.

7) Development at the intersection of Broad Street and College Avenue (the northwest corner of the site) is encouraged, and shall be at a scale that is compatible with existing development on the north side of the intersection and the nearby heritage buildings. Development should enhance the function of this intersection as an important gateway to the adjacent neighbourhoods and Downtown.

8) Density on the site shall be as follows: Low-Density Residential Policy Area Medium-Density Residential Policy Area High-Rise Residential Policy Area

< 25 dwelling units per net hectare 25-50 dwelling units per net hectare >50 dwelling units per net hectare

9) The maximum height of the buildings along Broad Street Area shall be 13 metres to comply with the guidelines in the Wascana Centre Master Plan for development on the periphery of Wascana Centre.

10) Building height and massing surrounding heritage buildings shall not overpower the existing heritage buildings and shall ensure they maintain their prominence.

Increased heights and density shall be allowed in areas of the site that will not interfere with views to the heritage buildings but will benefit the overall density of the development.

11) High-rise buildings (i.e. greater than 13 metres in height) shall be located within the site’s interior, away from College Avenue and Broad Street, and in designated areas on Map 11.1.

12) All buildings – with the exception of the towers – shall be no higher than four stories.

13) A wide range of commercial, institutional, and residential adaptive options for the five heritage buildings will be accommodated through zoning, in order to assist in their reuse and restoration. Examples of possible uses are identified in Table 11.1, and are based on an appropriateness of occupancy of the buildings relative to their size and footprint, discussions with various stakeholder groups, and a review of tangible market material. Greater detail concerning the reuse of these buildings is provided in the October 2000 final report of the Former Diocese of Qu’Appelle Property Development Study conducted by Saunders Evans Architects.

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Table 11.1: Possible Reuse Options for the Heritage Buildings on the Former Diocese of Qu’Appelle Site Building

Reuse Options

St. Cuthbert’s (Synod House) St. Chad’s College Anson House

continued use as offices of the Synod-Anglican Diocese of Qu’Appelle

Bishop’s Court Harding House

inter-faith chapel, seniors’ lodge/enriched living facility, banquet and reception facility, private school/academy small office, interpretive centre, centre for artists’ guild (studio), thematic shop (books, antiques), museum, Montessori school, day care facility, detached dwelling bed and breakfast, small corporate office, hospice, Ronald McDonald House, detached dwelling hostel, multi-unit residence, restaurant, health/fitness centre D. Urban Design Objectives •

To foster a sense of place that borrows strongly from the heritage buildings and the urban fabric of adjacent neighbourhoods.

•

To create a safe, walkable environment that elevates the enjoyment and status of pedestrians through the application of neo-traditional planning and design principles.

•

To significantly reduce vehicular dominance.

•

To ensure design incorporates important environmental considerations, including energy conservation.

Policies 1) Urban design codes as prepared by Jenkins and Associates Architecture & Town Planning Inc. shall be established as the development standards for the Direct Control District (DCD).

2) Except for College Avenue, buildings shall be built up or close to the sidewalk in order to establish an urban character, enhance the pedestrian experience, improve streetscape aesthetics, and bring activities closer to the sidewalk. Standards vary between Policy Areas.

3) Short frontage widths and regularly spaced entry points shall be provided in mixed-use and multi-unit residential buildings for increased surveillance and an active streetscape.

4) All buildings and primary entrances shall be oriented toward adjacent streets to define the streetscape, reinforce pedestrian activity and promote a sense of continuity. Main entrances shall not be oriented to the interior of blocks or to parking lots.

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5) Attached garages with access from the street, and front yard parking, shall be prohibited unless it is impractical to provide rear access. In those situations where rear access is not practical, garage design shall aim to reduce the dominance of the garage on the streetscape. Map 11.1 illustrates how rear yard access may be accommodated.

6) A distinct street enhancement style shall be developed to address the decorative treatment of features such as paving, sidewalks, landscaping, lighting, street furniture and tree grates, and shall be provided by the developer through a servicing agreement with the City of Regina.

7) Designated spaces for public art shall be incorporated into the concept plan and considered in the design of buildings, streets and open spaces.

8) The design of public spaces, parks, pathways, buildings and parking areas shall incorporate the principles of Crime Prevention Through Environmental Design (CPTED) to ensure a safe and secure environment. In this respect, the building and site design should includes solutions which encourage “eyes on the street” through placement of windows, porches, balconies, reduced setbacks and street level activities.

9) In order to reduce fossil fuel consumption and greenhouse gas emissions, buildings shall be designed to optimize the effects of solar exposure and reduce overshadowing effects on surrounding buildings and public spaces.

E. Heritage Objectives •

To support the preservation of significant heritage buildings and landscaping without unduly restricting the area of new development.

•

To ensure that all new development is sympathetic to heritage elements on the site.

•

To ensure that architectural styles and materials used in the construction of new building façades and roofs are complementary to the original buildings.

•

To ensure that new development enhances the quality of the streetscapes on College Avenue and Broad Street, and is sympathetic to heritage architectural elements in adjacent neighbourhoods.

Policies 1) In order to ensure that new development on the site is complementary to heritage elements and adjacent neighbourhoods, an Architectural Control District (ACD) shall be established for the site. The ACD will ensure that development responds to the existing heritage buildings and defining character of the adjacent properties.

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2) The ACD shall be implemented through the use of architectural, material and color codes that will complement the design of the heritage buildings on the site as well as the defining character of the General Hospital and Centre Square neighbourhoods.

3) The majority of new development shall occur outside of the Heritage Policy Area.

4) Visual corridors and physical connections between and among the heritage buildings, in groupings and/or in sequence, should be maintained and reinforced.

This involves the provision of generous parcels to contain each heritage building and in order to avoid view obstructions and crowding, and thereby maintain the integrity of its setting.

5) Any new development along College Avenue frontage shall minimize negative impacts on significant landscape features.

6) The architectural styles and materials used in the construction of new building façades and roofs that are to be complementary to the original buildings shall be listed in the ACD. F. Landscaping and Open Space Objectives •

To provide landscaped open areas that are conducive to pedestrian use, safety, and enjoyment, and that will provide focal points for vistas to significant heritage features on the site.

•

To ensure that planting in the general areas of the existing buildings and along College Avenue is preserved wherever possible, while allowing some flexibility for development to occur.

• • •

To provide for landscaped buffers and other areas of landscaping in keeping with the general ambience of the existing development on the site.

To encourage the incorporation of urban agriculture into the site design in order to reduce energy consumption, enhance quality of life, strengthen social networks, increase amenities and aesthetics, contribute to local food security, reflect the Core Neighbourhood Sustainability Action Plan process, and address public interest in urban agriculture given its former use on the site.

Policies 1) A landscape plan shall form part of the Concept Plan and will protect and maintain as much of the existing site landscaping as possible, particularly along the College Avenue frontage, while addressing the age and condition of individual plantings and the need to simplify and open up areas that have experienced overgrowth.

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2) The landscape plan shall retain any substantial planting areas, especially where they contribute to the overall heritage significance of the site, as may be determined by the Provincial Heritage Branch. To the extent possible, the integrity of the major grove plantings, located northeast and northwest of St. Chad’s College, should be protected. Plantings on public property (e.g. street trees, hedges) shall be retained, but may also be replaced or enhanced where appropriate.

3) Mature trees and their root systems shall be protected during construction through the use of appropriate techniques and processes, including barricades, fencing and on-site consultations.

4) The area shown as “Public Open Space” on the Map 11.1 shall be dedicated as a Municipal Reserve.

5) Crime Prevention Through Environmental Design (CPTED) principles shall be employed in the design of landscaped and open spaces.

6) In general, landscaped areas that are conducive to pedestrian use and enjoyment should also provide focal points for vistas to heritage features. The tower block of the former St. Chad’s College building has been identified as an element of major significance in this regard.

7) Parking areas shall generally be buffered by landscaping, while adhering to CPTED principles.

8) Urban agriculture could be incorporated into new development as a means to reflect previous use of the site and related community values, and to help meet a number of environmental and social objectives. Urban agriculture may be developed in the following ways: a) Provision of space and water access for community gardens and/or a allotment gardens, wherever it is most feasible; b) Provision of edible landscaping, which includes the planting of fruit or nutbearing trees/shrubbery into new required landscaping; and c) Provision of raised beds for gardening along sidewalks.

G. Transportation and Circulation Objectives •

To focus on the pedestrian rather than the vehicle as the primary user of the site.

•

To ensure parking is concealed, and roadways and vehicular access points are designed in a pedestrian-oriented manner.

•

To ensure suitable vehicular access to the site and internal site circulation, which will provide the greatest opportunity for marketing and sale of the site through subdivision as may be required.

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â&#x20AC;˘

To ensure safe, efficient, and enjoyable pedestrian access and circulation through the entirety of the site.

Policies 1) A cohesive pedestrian network shall be shown on the concept plan, which shall include the provision of pedestrian connectivity and circulation routes in both public and private spaces.

2) Pedestrian movement shall be facilitated between College Avenue, Broad Street and the southeast corner of the site in order to allow for pedestrian access through the site from adjacent neighbourhoods. Pedestrian connections along College Avenue should invite pedestrians to get a closer look at the heritage buildings.

3) Safe and direct pedestrian connections to bus stops and shelters shall be provided.

4) All streetscapes shall be pedestrian-friendly and not dominated by vehicular access points.

5) Public sidewalks shall be provided on both sides of all internal streets.

6) Pedestrian connections shall be developed in accordance with Crime Prevention Through Environmental Design (CPTED) principles, which includes the overlooking of sidewalks and streets from adjacent buildings.

7) A safe and attractive pedestrian connection shall be provided near the southeast corner to accommodate pedestrian movement to and from destinations further to the south, including the Broadway Avenue commercial precinct.

8) The site layout shall maintain the opportunity for establishing a direct roadway connection between Broadway Avenue and the southeast corner of the site. This would require further study, and would necessarily involve acquisition of a portion of the Balfour Collegiate property from the Public School Board.

9) Street tree planting shall occur along both sides of all streets to soften the street environment and enhance the pedestrian experience.

10) The site layout shall minimize the amount of paved surfaces, including streets, while maintaining efficient vehicular access and circulation.

11) On-street parking should be provided on both sides of all internal collector streets and generally on one side of local streets to increase parking opportunities and to serve as a traffic-calming measure. Exceptions may occur to help preserve existing trees or for traffic safety reasons.

12) All off-street parking shall be underground or enclosed, except for a minimal amount of parking stalls which shall be situated in rear yards or in the interior of lots, behind buildings and screened from the street. Parking standards shall be established as part of the DCD zoning for the site.

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13) As a general rule, vehicular access to properties shall be afforded via the rear or side yard.

14) At-grade, indoor parking on the ground floor of buildings shall be prohibited unless it is concealed behind habitable spaces. All other parking for multi-unit residential developments shall be provided underground.

15) Parking shall not be permitted in front yards.

16) Total site planning with respect to on-site (shared) parking and traffic circulation is encouraged for parcels encompassing the Mixed-Use Policy Area on the west side of the property.

17) Vehicular access and on-street parking shall be prohibited for 30 metres from the intersection at Broad Street and College Avenue, to ensure internal functions are safe for pedestrians and drivers.

18) Traffic islands and centre medians should not be incorporated into the design of public streets.

19) In order to create a more pedestrian-oriented environment, street widths shall be designed to no greater than minimum standards, which will be determined after the completion of a Site Impact Transportation Study.

H. Phasing Objectives â&#x20AC;˘

To ensure that site services and utilities are provided in accordance with the City of Reginaâ&#x20AC;&#x2122;s requirements.

â&#x20AC;˘

To ensure development proceeds in a timely and logical manner, and is complimentary to the reuse and restoration of the heritage buildings.

Policies 1) The reuse and restoration of existing buildings shall be concurrent with the development of new buildings.

2) Phasing of services shall occur from west to east to help reduce front-end costs related to the sanitary sewer system and storm drainage. While there may be some flexibility in phasing approaches, the design of the entire system must occur at the beginning of the project.

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Map 11.1: Secondary Plan for the Former Diocese of Quâ&#x20AC;&#x2122;Appelle Property The overall site configuration and land use districts shown on this map are generally consistent with the concept plan proposed for this site by the owner. The detailed depiction of buildings, parking areas and driveways is for illustrative purposes to show an option for development which is in keeping with the policies in this Secondary Plan, including the related Urban Design Codes referenced in the first policy of Section 11.2.D. Variance from the buildings, parking and driveways as depicted in this map will be considered through the normal development review and approval process (i.e. concept plan, Zoning Bylaw, discretionary use approval, development permit), and will be approved where in keeping with policies of this Secondary Plan.

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MAP 11.1: SECONDARY PLAN FOR THE FORMER DIOCESE OF QU’APPELLE PROPERTY

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MAP 11.2: LAND USE CONCEPT FOR VACANT LANDS IN LAKEVIEW/ALBERT PARK

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11.3

Lakeview/Albert Park Secondary Plan The Regina Development Plan identifies the need to prepare a Secondary Plan for Lakeview. Interest in development of vacant lands near the Regina Airport in Lakeview and Albert Park has highlighted the need for a plan to guide the orderly development of this area. A public opinion survey was conducted which provided information and confirmed that development of vacant lands is the single significant planning issue in Lakeview/Albert Park.

The areas north, south and east of the vacant lands in Lakeview/Albert Park consist of stable low-density residential development and related neighbourhood parks and schools. Lewvan Drive and the Regina Airport are located to the west.

Development along Pasqua Street is constrained for residential development by airport noise, and includes non-residential uses such as offices, recreational uses and churches.

At the time areas in Lakeview and Albert Park were being developed in the 1950s and 1960s, vacant lands were retained to protect aircraft approach routes to the Regina Airport. Over time, development of offices, the Regina Court and Fitness Club, rugby fields and churches have occurred at the edges of the vacant lands.

These developments were reviewed individually to determine their suitability.

This Plan provides for a more coordinated approach, based on the following general planning considerations. a) General Planning Considerations The following general planning considerations are applied to: i) respect airport operations and prohibit residential infill development in high noise areas exceeding 30 NEF projected for 2024 as shown on Map11.2. ii) ensure compatibility of new infill development with existing residential neighbourhoods in terms of use, development form and adequate buffering; iii) reflect existing and approved plans for parks and for roadway extensions; and, iv) generate revenue from the sale of surplus City-owned lands. b) Land Use Guidelines The following land use guidelines shall apply to the infill development of the respective areas shown on Map 11.2:

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Area a): Prestige Office, Institutional, or Limited Service and Retail Uses [2008-52] • • • • • •

buffer from houses via landscaping and setback of buildings. maximum 2 storey height. architectural control through agreements for sale to ensure compatible design. access from Pasqua Street. consult with Transport Canada regarding possible electronic navigation equipment interface.

Limited Service and Retail Uses consistent with General Planning Considerations above be considered for 3775 and 3725 Pasqua Street (being Lots 1 and 2, Block E, Plan No. 101879860. [2008-52]

Area b) Residential – Single Family Housing •

Development Plan policies permit new housing only where aircraft noise is less than the 30 NEF projected for 2024 as shown on Map11.2

Area c) Open Space • • •

develop in consultation with Community Associations and South Zone Board. buffer passive park areas (Hudson Park and Rawlinson Crescent Park) via landscaping from athletic fields and prestige office developments. maintain linkage between park areas by ensuring common frontage on both sides of Parliament Avenue.

Area d) Prestige Offices • • • •

office development guidelines are as per a) above. access from Parliament Avenue or Pasqua Street. contingent upon extension of roadways. minimum building setback, 120m from back of lots on Rawlinson Crescent.

Area e) Vacant Land • • •

City of Regina Planning & Sustainability

development subject to further review of uses compatible with adjacent housing.

Area f) Parliament Avenue and Queen Street Extension approved roadway plans, development subject to the availability of capital funding.

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c) Policies And Implementation i) That vacant lands identified on Map 11.2 be developed consistent with subsection 11.3(b) – Land Use Guidelines - of this Plan.

11.4

Northeast Neighbourhood Secondary Plan a) Context The Regina Development Plan (Part A – Policy Plan), under the authority of The Planning and Development Act, 1983, provides for the adoption of secondary plans to address specific issues affecting individual neighbourhoods. This Secondary Plan is prepared to address issues affecting the Northeast Neighbourhood. b) Background The Northeast Neighbourhood began as a settlement for railway and industrial workers. The area, once known as North Regina, remained a village until 1951 when it became part of the City of Regina.

Currently, the Northeast Neighbourhood is a mature area in transition. In addition to a growing segment of senior citizens living in the area, some new and younger households are taking residence as first time home buyers and as tenants in more recently constructed rental accommodations. Between 1971 and 1991, the area’s population has declined from 9,160 to 7,615. The decrease averaged approximately 0.8 percent annually. This population change is often typical of mature neighbourhoods.

Housing varies in age and quality in the neighbourhood. Generally, older housing is found in its southern part while newer development tends to be located in the north. Since 1976, the Residential Rehabilitation Assistance Program (RRAP) has helped to upgrade older housing stock with over $1.3 million being spent on improving nearly 300 residences of the area. More rigorous enforcement of property standards bylaws in recent years has also helped to improve neighbourhood quality.

Strips of commercial development along Albert, Broad and Winnipeg Streets generate both local and City-wide automobile traffic. Industrial development is located on the southern and eastern edges of the neighbourhood. Map 11.3 illustrates general land use in the area. c) Issues, Goal And Objectives i) Issues Issues that have been identified in consultation with the Northeast Community Association are:

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A) vacant residential lots in the southern part of the neighbourhood; B) potential for land use conflicts between residential and industrial uses; and C) the present and future need for the reuse and/or redevelopment of the Dover School and North Highland Community Centre sites. ii) Goal The goal of this Plan is to stabilize and enhance the residential character of the Northeast Neighbourhood. iii) Objectives The objectives of this Plan are: A) to promote residential infill development on vacant lots zoned for residential use; B) to minimize the negative impacts of industrial development and restrict its encroachment on residential areas; and C) to ensure that the future uses of the Dover School and North Highland Community Centre sites are compatible with the surrounding neighbourhood. d) Policies i) Infill Housing The area of the Northeast Neighbourhood bounded by Albert Street, 2nd Avenue North, Broad Street, 5th Avenue North, Winnipeg Street and the Canadian National Railway right-of-way includes approximately 27 residentially zoned vacant sites. Historically, this area has also shown an incidence of placarded homes. Stimulation of residential infill development through the application of the Inner City Housing Stimulation Strategy will enhance the neighbourhoodâ&#x20AC;&#x2122;s physical environment and also assist in stabilizing its population. Other initiatives which foster general neighbourhood improvement may encourage investment in housing construction, renovation and maintenance.

A) That opportunities to facilitate development of infill housing and general residential improvement be identified and encouraged through promotion, voluntarism and the coordination of mutually supportive initiatives of individuals, service and government organizations, private industry and other interest groups.

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ii) Industrial/Residential Interface Potential for land use conflicts between industrial and residential zones had been identified as follows: •

the light industrial zone on the west side of the 100 and 200 blocks of Winnipeg Street North;

•

the medium industrial zone south of First Avenue North, east of Albert Street; and

•

the medium industrial zone south of First Avenue North fronting on Winnipeg Street.

Rezoning of the industrial land on the west side of Winnipeg Street North has occurred to ensure greater compatibility between existing and future uses in relation to existing residential development located immediately adjacent across the lane. While the latter two locations are not currently viewed as problems, the need to safeguard against potential conflicts remains.

A) That any amendment to the Zoning Bylaw which would allow further expansion of industrial development in the established residential areas of the Northeast Neighbourhood shall be prohibited.

B) That industrial development located adjacent to residentially zoned land shall be subject to screening and buffering requirements as specified in the Zoning Bylaw. iii) Future Use Of The Dover School And North Highland Community Centre Sites In 1993, City Council identified Imperial School as the location for a new community centre to replace the existing North Highland Community Centre. In addition to the future reuse of the North Highland site, Dover School remains available for reuse.

A) That the City of Regina facilitate redevelopment of the Dover School and North Highland Community Centre sites in a manner which is compatible with the surrounding residential neighbourhood. In assessing compatibility, specific consideration shall be given to mass, height, density, development setbacks, and open space.

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MAP 11.3: NORTHEAST NEIGHBOURHOOD - GENERALIZED LAND USE

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11.5

General Hospital Area Secondary Plan a) Goal The goal of this secondary plan is to strike a balance between enhancing the viability of the residential community while enabling the hospital to meet the needs of the Regina Quâ&#x20AC;&#x2122;Appelle Health Region in accordance with its mandate to provide tertiary health services to residents of Regina and southern Saskatchewan. b) Objectives The following objectives have been developed to address the specific needs of the General Hospital area: i) To direct the location of future medical related development to locations consistent with preservation of the residential character of the area; ii) To enable the redevelopment of the former St. Joseph school site for residential use; iii) To minimize the parking impacts generated by General Hospital staff and visitors; iv) To improve traffic circulation in the area by finding better ways to direct hospital related traffic to their appropriate destinations; and v) To improve the interface between the hospital and adjacent residential properties. c) Medical District This plan proposes the creation of a Medical District to provide guidance for the location of hospital expansion and other medical related uses (eg. medical offices, clinics and short term accommodations for hospital visitors) that may be proposed in the future. These uses will be directed to locations that are primarily non-residential at the periphery of the area, and will therefore not jeopardize the viability of the existing residential community.

The Medical District is shown on Map 11.4. This area is comprised of the Regina General Hospital, and a range of commercial, mixed uses and vacant lots. The lands within the medical district are zoned institutional (I), commercial (MAC, NC, D, C), or mixed use (MX). Most medical uses such as doctorâ&#x20AC;&#x2122;s offices and clinics are accommodated within these zones, in addition to the other permitted residential and commercial uses which are allowed. However, future rezoning applications for land uses which are not currently accommodated such as medical laboratories in the MX zone would be considered on a case by case basis. Off-site parking for the hospital may

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be considered on the site at the northeast corner of 13th Avenue and Halifax Street, but not elsewhere.

This plan preserves future growth options for the hospital on their existing site, expanding the building onto the adjacent Block 422, and construction of standalone medical facilities elsewhere in the Medical District.

i) That future medical related uses be directed to the Medical District shown on Map 11.4. ii) That there be no encroachment of medical related land uses into the residential neighbourhood as shown on Map 11.4. d) Hospital Access The General Hospital is located in the centre of the neighbourhood, and does not have direct access to arterial streets such as Broad Street, Victoria Avenue, College Avenue and Winnipeg Street. Hospital traffic therefore impacts on the local residential streets within the neighbourhood.

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This plan proposes to enhance the portion of 14th Avenue between Broad Street and the General Hospital as the gateway for visitors to the hospital, in order to direct visitor traffic to the main entrance, while limiting traffic on residential streets. In order to implement the gateway concept, co-operation between the City, Core Community Association and the Regina Quâ&#x20AC;&#x2122;Appelle Health Region will be required. An example of the type of elements that may be considered is shown on Map 11.5. Supporting the gateway function for 14th Avenue will mean that priority be given for some municipal services (snow removal and landscaping). Existing emergency routes would be maintained and are appropriately marked. i)

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That a Hospital Gateway be established as part of the Medical District, along 14th Avenue using banners, signs, street furniture and architectural cues to direct visitors to the General Hospital.

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ii) That emergency routes as shown on Map 11.6 be recognized as the preferred routes for emergency vehicles

e) Former St. Josephâ&#x20AC;&#x2122;s School Site This plan recognizes and anticipates the reuse of the former St. Josephâ&#x20AC;&#x2122;s school site as shown on Map 11.6 on Toronto Street for residential redevelopment. i) That the former St. Josephâ&#x20AC;&#x2122;s school site accommodate medium density residential development. f) Parking On-street parking in the neighbourhood is an issue affected by insufficient onsite parking for hospital staff and visitors as well as downtown users. Onstreet parking can be managed through parking enforcement and the residential parking permit system. The provision of an off-site hospital parking lot on the northeast corner of Halifax Street and 13th Avenue can be considered. Applications for off-site parking lots elsewhere in the Secondary Plan area are impractical or detrimental to the residential area and will not be considered.

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i) That sustained rigorous enforcement of parking near the General Hospital be maintained to discourage long term staff and visitor parking on the streets. ii) That the Regina Qu’Appelle Health Region be encouraged to increase the supply of available off street parking for hospital employees and visitors within the Medical District as shown on Map 11.4. iii) That the City’s residential parking permit program be promoted in this neighbourhood. g) Hospital/Residential Interface This plan recognizes the need to improve the interface between the hospital and the adjacent residential properties to enhance the residential character of the neighbourhood. A sample of landscaping opportunities identifying some possible landscape enhancements was prepared by the city and reviewed with the Regina Qu’Appelle Health Region (Map 11.7). If any additional development occurs on the hospital site, these enhancements would form the basis of a landscape plan. Development in Block 422 would require high standards of landscaping to ensure compatibility with the houses facing this site on Toronto Street. i) That the Regina Qu’Appelle Health Region be encouraged to install consistent fencing, paving and landscaping around the perimeter of the hospital site. ii) That the Regina Qu’Appelle Health Region be encouraged to recognize and replace informal pathways throughout the site with pedestrian pathways. iii) That the Medical District, which includes lands directly abutting the hospital on the west side of Toronto Street will require high standards of landscaping to ensure compatibility with the nearby residential uses.

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11.6

East Regina Industrial Lands Secondary Plan a) Application and Objectives The following policies and guidelines apply to the area referred to as the East Regina Industrial and Business Lands located in northeast Regina. The area is located east of Ross Industrial and north of the Glencairn neighbourhood.

Ross Industrial has a traditional industrial character with limited visual or pedestrian amenities and lacks a clear identity or image. A mix of production, distribution and storage services, surrounded by parking, dominate the landscape. Glencairn is a mature, predominantly single family residential neighbourhood that is located across the CP and CN rail lines to the south.

The purpose of these policies and guidelines is to assist applicants in preparing, and staff, Planning Commission and Council in assessing development applications and approving Concept Plans and zoning regulations. The guidelines reflect the desire to establish an appropriate level of design quality and environmental sensitivity in both the public and private realms.

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b) General Considerations i) Land Use There will be five key land use sub-areas as identified on the Map 11.8 – Land Use Concept for the East Regina Industrial Lands including: • • • • •

the Light Industrial and Business District; the Mixed Industrial and Business District; the Rail Service District; an interconnected open space system; and a Commercial Service District.

ii) Overall Character New development should improve and enhance the quality of the public realm and help create a distinct and coherent area image through careful site planning, strategic building placement, public and private landscaping and appropriate vehicular and pedestrian circulation. The policies and guidelines also seek to foster sustainable and contemporary building design. iii) Commercial Service The opportunity for a centralized commercial service node within the development should be provided to enable the provision of local services for the surrounding areas of employment, such as cafes, coffee shops, banks, specialty/small-scale retail and amenities such as daycare facilities, etc. It could be a focus for transit should Regina Transit extend service to this area. iv) Open Space Character Open space linkages should be developed along existing pipeline corridors and right-of-ways as identified in Map 11.8. A multi-use (walking/bicycle) path should be developed to encourage alternate forms of transportation throughout the site and from other areas of the city. The pathway should be designed to integrate into and become part of the storm channel pathway system and along the major east/west pipeline corridor. Natural landscaping should be utilized to ensure low maintenance costs. Seating areas should be strategically placed along the pathway. v) Transportation Highway 46 runs along the northern edge of the site and is a major route that connects to several communities east of Regina. Views from Highway traffic along Hwy 46 into the area should be identified within the Concept Plan City of Regina Planning & Sustainability

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where consideration is given to a higher level of urban design and landscaping treatments within highly visible sites and public right-of-way.

The area is served by a hierarchy of roads that will be extended into the area.

There will be no direct access to Highway 46. Access to Prince of Wales Drive and Fleet Street is generally limited to properly spaced arterial or collector intersections (generally 400m spacing and set back from the rail crossing) to provide access to each of the identified land use districts.

The internal roadway system shall be determined by a concept plan that will strive to maintain flexibility to create development sites of various sizes and shapes with an appropriate level of access. It is desirable to have at least one north/south crossing of the pipeline. c) Land Use Policy i) Light Industrial and Business District A)

Intent

The Light Industrial District, located north of the pipeline corridor, will be made up of industrial development with little to no off-site impacts or nuisances (noise, odour, visual or hazardous impacts). The area will incorporate higher standards of design, landscaping and open space, especially along high traffic corridors and within nodes/corridors/clusters of increased employment density, than the Mixed Industrial and Business District, and Rail Service District.

B)

Uses

The Light Industrial and Business District will provide for a broad range of industrial and business uses. Appropriate uses include production, distribution, storage, and repair facilities that may incorporate accessory office or retail services. It will also include limited office uses not appropriate for the downtown such as business and office support, engineering and contractors offices. Inappropriate uses include outdoor storage, large scale logistics and distribution, or â&#x20AC;&#x2DC;big boxâ&#x20AC;&#x2122; retail. This area also includes the existing Saskatchewan Power Corporation electrical substation.

C)

Policy â&#x20AC;˘

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Outdoor storage is not encouraged but if developed, should not be visible from walkways, pathways or roadways.

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•

Development applications that include outdoor storage should submit plans showing the location of outdoor storage and loading areas in addition to the types of materials being stored and/or loaded.

•

All nuisance or impact (odour, visual, noise or dust) associated with the proposed use should be entirely contained within the subject property. Under no circumstances should nuisances or impacts associated with the proposed use be allowed to extend beyond the property line.

ii) Mixed Industrial and Business District A)

Intent

The Mixed Industrial and Business District is intended to provide for a wide range of industrial and business uses that may have some outdoor operations. It transitions between the Light Industrial and Business District to the north and the Rail Service District to the south.

B)

Uses

The Mixed Industrial and Business District will include manufacturing, processing, assembly, distribution, service and repair activities that carry out some of their operations outdoors or require outdoor storage.

Appropriate uses include most of the uses in the Light Industrial and Business District plus other uses such as concrete plants and materials handling, small scale logistics and distribution, welding shops, construction service yards, and light manufacturing and fabrication.

Inappropriate uses include a petrochemical facility, steel mill, meat packing plant, large scale logistics and distribution or stand-alone offices that are more appropriate downtown.

C)

City of Regina Planning & Sustainability

Policy •

Outdoor storage should generally be at the rear of a site and be screened from arterial or collector roadways.

•

An Industrial Use Application will be required for all new development within the Rail Service District to identify any potential environmental impacts that could result from the development.

•

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or nuisances related to odour, noise or dust. The applicant should then be responsible for preparing and submitting an impact mitigation plan that ensures nuisances do not impact other business operations, residents in residential areas to the south, the Commercial Service District or the multi-use pathways prior to receiving development approval. iii) Rail Service District A)

Intent

This area is located on the southern portion of the site adjacent to the CN Rail line where potential for a rail spur(s) exists if/when needed.

Therefore, industrial uses locating within this area should be compatible with, or be able to utilize rail access provided the opportunity exists. Over time, if rail service is not required, the area will evolve similar to the Mixed Industrial and Business District.

B)

Uses

The Rail Service District will provide opportunity for production, distribution and repair uses that carry out a portion of their operations outdoors, require outdoor storage areas or require frequent truck or rail transportation service. Appropriate uses include food manufacturing, machinery manufacturing, pre-fabricated home assembly, rail and/or truck transportation centres or industrial and commercial machinery or equipment repair or maintenance. Inappropriate uses include meat packing plant, petro-chemical processing facility, steel mill, major offices or office related services.

C)

City of Regina Planning & Sustainability

Policy •

Uses shall not include any nuisance that would extend beyond the boundaries of the district.

•

Outdoor storage areas should be located at the rear of the site.

•

An Industrial Use Application will be required for all new development within the Rail Service District to identify any potential environmental impacts that could result from the development.

•

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responsible for preparing and submitting an impact mitigation plan that ensures nuisances do not impact other business operations, residents in residential areas to the south, the Commercial Service District or the multi-use pathways prior to receiving development approval. iv) Commercial Service District A)

Intent

The Commercial Service District will provide an opportunity for a Commercial Service District that would provide a mix of local services to the businesses and employees of the general area as well as some services to the broader community. It is shown as an asterisk on the plan and its extent will be confirmed through a concept plan process.

B)

Uses

Appropriate uses include personal services, cafes, coffee shops, financial services, office and business support services, recreation, specialty/smallscale retail, and other services. Inappropriate uses would be largeformat/district level retail. d) Guidelines i) Site Design and Urban Design Building and site design is a priority and should be addressed through design guidelines, to be included in the concept plan and administered by the developer. ii) Public Realm The public realm should encourage alternate forms of movement in addition to vehicular and truck traffic. Accessibility for transit, bicycles and pedestrian movement should be facilitated through appropriate area, site and building design set out in the concept plan and regulated through zoning.

Public realm treatments should be consistent with the character of the area.

For example, within the Light Industrial and Business District, a higher level of public realm improvement is appropriate as compared to the Rail Service District where a lower level of public realm improvements may be appropriate.

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iii) Density The density of development should be maximized to ensure efficient and effective use of industrial land. Strategically placed nodes, corridors or clusters of employment that foster higher densities of development will encourage alternate forms of mobility, higher levels of public realm improvements and should express a unique sense of place. These areas should be identified within the concept plan and regulated through zoning.

Where possible, industrial and business density should be maximized along park and open space, possible transit routes or pedestrian and bicycle corridors. e) Concept Plan i) Overview A concept plan, consistent with the policy and guidelines found in this Secondary Plan, shall be submitted to the City for review and approval.

The concept plan will provide an overall framework for which future stages of rezoning and subdivision must conform, shall include the location of various land uses and transportation connections. The concept plan shall also demonstrate compliance with other City policies and regulations, and address elements such as access, serviceability, servicing efficiency, staging, compatibility with existing and proposed surrounding land uses, aquifer protection, environmental impacts and impact on the existing transportation and servicing infrastructure. It shall indicate the location and configuration of the various industrial and business areas, other non-industrial commercial areas, open spaces and other dedicated spaces such as pipeline corridors, drainage corridors and others that may exist or be proposed. ii) Vision The concept plan shall be accompanied by any supporting information that articulates the developerâ&#x20AC;&#x2122;s objectives and vision for development of the area. iii) Sustainability The concept plan shall include sustainability principles (Social, Economic, and Environmental) that are demonstrated through site design and layout, a servicing strategy and through any other means deemed appropriate.

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iv) Servicing Submission of a servicing strategy will be required as part of the concept plan review. Innovative approaches to this are encouraged to facilitate a reduction in overall infrastructure investment where possible. If required, alternative interim servicing techniques, such as storage and off-peak pumping, should be explored to facilitate the first stages of subdivision through existing servicing capacity prior to major new infrastructure being developed. v) Mobility Submission of a traffic impact study will be required as part of the concept plan review. The concept plan shall demonstrate accommodation of alternate forms of transportation and indicate the location of collector and arterial streets, possible transit routes, greenways, bicycle routes, and pedestrian connections. vi) Buffering and Screening The concept plan shall include a strategy to address visual impacts that could potentially result from outdoor storage and loading, primarily from the vantage point of the Glencairn residents. The strategy should address and mitigate potential noise or visual impacts that could arise from outdoor storage areas, loading areas and potential rail spur lines within the Rail Service District through appropriate site design and screening. This may include building positioning on site, tree planting, fencing, berming or any other means of screening deemed appropriate by the approving authority. vii) Supporting Information The concept plan submission shall include a strategy(s) to address concerns such as mitigating potential impacts (in addition to those outlined above regarding Buffering and Screening) on nearby residential areas (Glencairn), ensuring development is sensitive towards the Regina Aquifer, and environmental protection.

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11.7

WEST INDUSTRIAL LANDS SECONDARY PLAN (2011-21)

11.7.1 Introduction Background In March 2010, the Regina City Council directed the Administration to prepare a secondary plan for 1300 hectares of land located west of Courtney Street, adjacent to Dewdney Avenue. The intent of the West Industrial Lands Secondary Plan (WIL Secondary Plan) is to provide a policy framework for directing the development, land-use and servicing of lands located within the Plan Area of the WIL Secondary Plan.

In 2007, an industrial growth study was completed for the City of Regina (City), which identified a need for additional land for industrial expansion, including land located beyond the City’s west boundary. Following the completion of the Industrial Growth Study, the Federal Government and the Province of Saskatchewan (Province) announced that funding would be provided for a new intermodal terminal west of the City, as part of the Asia-Pacific Gateway and Corridor initiative. In February of 2009, the Province authorized the annexation of land form the RM of Sherwood in order to accommodate the proposed intermodal terminal and the City’s industrial expansion. Following annexation, an amendment of the City’s Official Community Plan (Regina Development Plan) was undertaken, and direction was given to proceed with the WIL Secondary Plan.

This Secondary Plan forms a component of the Regina Development Plan, Part A, and derives its statutory legitimacy through Part IV of the Planning and Development Act, 2007. The WIL Secondary Plan provides direction for more detailed planning: namely, direction regarding Concept Plan, zoning, subdivision and development applications.

Plan Area The Plan Area for the WIL Secondary Plan comprises approximately 1300 hectares of land, extending four miles west from Courtney Street, and is bounded by Dewdney Avenue to the north and the Canadian Pacific (CP) main line to the south, except for Section 28-17-20-W2M, which extends north of Dewdney Avenue (see Map 11.9). In terms of physical character, the Plan Area is generally flat with few natural constraints.

Cultivated farmland and associated farmsteads comprise the primary recent historical use of the Plan Area lands.

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Cultivated farmland constitutes the primary land-use surrounding the Plan Area, with the following exceptions: the Dieppe Place community is situated along the east boundary of the Plan Area, north of Dewdney Avenue; pockets of commercial and industrial development are located north and south of the Plan Area, within the RM of Sherwood; the City wastewater treatment plant is located one mile north of Dewdney Avenue and the Regina Airport is located near the south-east corner of the Plan Area. It is important to note that the east portion of the Plan Area is affected by the Regina Airport Flight path and Noise Exposure Forecast contours, which will impact land-use opportunities and building design within affected areas.

The majority of the Plan Area is surrounded by the RM of Sherwood, except for the east boundary, which abuts City development. Furthermore, the Plan Area surrounds lands owned by the Sakimay First Nations, which are located in the east ½ of Section 20-1720-W2M, north of the CP main line. The Sakimay First Nations lands are not located within the City, and the policies of the WIL Secondary do not apply to this area.

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11.7.2 Vision and Objectives Plan Vision The intent of the WIL Secondary Plan is to support comprehensively planned and fully serviced industrial and logistics park development within the majority of the Plan Area, and to reserve other portions of the Plan Area for future development, in accordance with the City’s servicing and land-use objectives.

A new intermodal terminal and logistics park complex will occupy the west half of the Plan Area, subject to market forces and timing. Heavy industrial lands-uses will be supported within the west ½ of Section 20-17-20-W2M. The West Industrial Lands area will serve as the premier hub for the City’s intermodal and logistics development, and will provide an optimal location for carefully planned heavy industrial development that requires immediate rail and highway access.

Objectives i) To help ensure that the City maintains an adequate supply of land to accommodate the City’s long-term industrial growth requirements. ii) To facilitate the orderly and sequential development of comprehensively planned, and sustainable, intermodal, logistics park and industrial park development. iii) To ensure that land and services are maximized by supporting a compact arrangement of buildings and infrastructure, and through the sequential staging of development. iv) To support the incorporation of best management practises relating to servicing infrastructure, land-use, and building and site design for industrial park development. v) To identify the most suitable types of industrial and commercial development for the Plan Area, and to distinguish the Plan Area from other industrial areas within the City. vi) To support safety and security through appropriate site design, and through an integrated, efficient and carefully managed transportation network.

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11.7.3 Land-Use Policies The intent of the land-use policies of the WIL Secondary Plan is to support the key landuse objectives outlined in Section 11.7.2. In order to better regulate specific areas within the Plan Area, the WIL Secondary Plan recognizes three sub-areas, as shown on Map 11.10. Separate policies have been established for each sub-area according to location, land-use and servicing considerations.

A.

General Land-Use Policies i) The term â&#x20AC;&#x153;Plan Areaâ&#x20AC;? refers to all lands contained within the boundary of the WIL Secondary Plan, as shown on Map 11.9. ii) Development within the Plan Area shall be in accordance with the sub-area policies of the WIL Secondary Plan, in addition to all other applicable regulations and policies. Furthermore, the location of the sub-areas shall be limited to the areas identified on Map 11.10, unless an amendment to the WIL Secondary Plan is undertaken. iii) The City shall support existing agricultural operations within the Plan Area as an interim land-use, until the land supporting the agricultural use transitions to a nonagricultural use, or until the land is rezoned to a designation that precludes agricultural activity. iv) In order to control invasive weeds and to minimize potential unsightliness, land not used for agricultural purposes or for buildings, parking, landscaping, storage areas, or any other form of development, should be planted with trees or native vegetation, such as prairie grass. v) As a prerequisite or condition for subdivision or development approval, City may, where permissible, require that an applicant for an industrial development submit an Industrial Use Application form and/or Community Impact Conformation Analysis that has been prepared to the Cityâ&#x20AC;&#x2122;s satisfaction.

B.

General Design Policies (for Sub-Areas A and B) It is the intent of the WIL Secondary Plan that land, transportation and utility services are maximized through the compact placement of lots and buildings and through the strategic placement of public infrastructure. Additionally, it is important that the configurations of lots and buildings facilitate the orderly and efficient movement of traffic, including the movement of traffic from the intermodal terminal. Aesthetic considerations are also deemed to be important; landscaping and tree planting adjacent to, and within, road rightof-ways and parking areas will be encouraged, in addition to quality architectural design and energy efficient building design. The following policies are intended to promote the aforementioned objectives. Figure 11.1 illustrates the design principles relating to lot configuration and road access.

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Policies i) The policies outlined in Section 11.7.3B shall apply to Sub-Area A and Sub-Area B of the WIL Secondary Plan. ii) The placement, form and design of the following site elements: lot configuration, buildings, landscaping, open space, signage, lighting, fencing, parking, outdoor storage areas, etc, should contribute to the following objectives, where appropriate and permissible: a) the maximization of site coverage and efficient use of utility infrastructure in order to promote a more sustainable land-use pattern; b) enhanced quality-of-life through building design, landscaping, tree planting and the provision of amenity space; c) enhanced wayfinding and the safe, efficient movement of vehicle and pedestrian traffic; d) the minimization of off-site impacts resulting from noise, odour, light spillage, etc. e) the screening of parking areas, outdoor storage areas and utility structures from the view of Dewdney Avenue, the West Bypass and Fleming Road; and, f) energy and water conservation and the maintenance of healthy ecosystems. iii) The road system within the Plan Area will be based on a grid pattern and classification hierarchy, and the quarter section shall form the basic block unit, excepting: a) blocks within a quarter section defined by local access roads; b) development in the context of Service Hubs; and, c) appropriate deviations, where approved by the City. iv) In order to support the safe and efficient movement of traffic, access to the transportation network within the Plan Area, from lots, shall be regulated as follows: a) access onto Dewdney Avenue and the West Bypass shall be prohibited; and, b) access onto Fleming Road shall be limited to strategically located access points and accesses relating to Service Hub developments.

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v) Where smaller lots (less than 16 hectares in size) are proposed, the following policies (illustrated in Figure 11.1) shall apply: a) smaller lots should be clustered to better maximize land coverage and the efficient use of utility services, and to establish an orderly and integrated land-use pattern and street system; b) smaller lots that are clustered together should generally have the same lot depth in order to maximize the efficient use of land and to ensure that interior lots and flag lots are unencumbered; and, c) smaller lots should have frontage priority along local and minor collector roads, where larger lots are also proposed within the same quarter section. vi) In order to support the safe and efficient movement of traffic; the maximization of site coverage; the efficient use of utility infrastructure and quality building and landscaping design, especially on lots containing more than one principal building, the City may require, as a condition or prerequisite of development approval, that a Master Site Plan be submitted, which shows any or all of the following: a) context plan showing existing development, natural features, topography, etc; b) building location, orientation, massing and design; c) loading areas, turning areas, streets, aisles and parking; d) outdoor storage areas, waste receptacle areas, utility areas; e) site circulation and access; f) landscape design (including amenity areas, lighting, signage, fencing); g) phasing and staging of development; h) easements, ROWs, utility infrastructure strategy; and, i) any additional information deemed necessary by the approving authority. vii) For large-scale master planned developments, or where more than one principal building is proposed on the same lot, a unified architectural and landscaping theme should be employed.

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C.

Sub-Area A â&#x20AC;&#x201C; Global Transportation Hub (GTH) The intent of Sub-Area A is to accommodate the development of a rail/truck intermodal terminal and associated logistics park complex. The majority of development within SubArea A will consist of transportation, warehouse, distribution and logistics development.

Additionally, Sub-Area A may accommodate manufacturing and processing related industries that are generally connected to the intermodal supply chain.

It is the intent of this Secondary Plan that the GTH evolves into a modern and state-ofthe-art logistics complex that incorporates best practices relating to water conservation, energy efficiency, storm water management and building, landscaping and site design.

Furthermore, the policies herein shall support the efficient use of land and infrastructure through the compact placement of buildings, parking and storage, and through comprehensive and detailed planning.

Policies i) The policies outlined in Section 11.7.3C of the WIL Secondary Plan shall apply to the area identified as Sub-Area A (Global Transportation Hub) on Map 11.10. ii) Within all of Sub-Area A, appropriate land uses shall include: structures associated with security apparatuses; vehicular queuing areas; administrative offices that are accessory to an industrial use; cargo container, truck trailer and chassis loading, unloading and storage; indoor and outdoor storage of goods in transit; public and quasi-public buildings and utilities; district energy facilities. iii) Within all of Sub-Area A, except for the Intermodal Area, appropriate land uses shall include: industrial warehouse, logistics and distribution facilities; manufacturing and assembly; truck dispatch yards, including truck storage, fuelling and repair facilities. iv) Within the area identified as Intermodal Area on Map 11.10, appropriate land uses shall include: switching and freight yards; lift and storage tracks; outdoor overhead cranes and gantries; railroad rights-of- way and all associated track improvements, including tracks, ties, switches, lead tracks, connecting tracks, spur tracks, gates and signals; train fuelling and maintenance facilities; grain elevators. v) A Concept Plan shall not be required for Sub-Area A, excepting the following situations, where the City may, at its discretion, require that a Concept Plan be submitted and approved as a prerequisite for rezoning, subdivision or development: a) where the applicant proposes a servicing strategy that differs from the servicing strategy supported by the WIL Secondary Plan; b) where the applicant proposes a subdivision that includes the development of local access roads, or a Service Hub development; and,

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c) where the City, at its discretion, requires the preparation of a Concept Plan. vi) Land within Sub-Area A should be developed according to the following principles, in addition to the general design policies outlined in Section 11.7.3B: a) land located immediately adjacent to the Intermodal Area should generally be reserved for large lots that are over 16 hectares in size in order to accommodate large distribution and warehouse type development that require frontage with the intermodal terminal; and, b) large buildings should generally be oriented north-south in order to maximize frontage to the intermodal terminal and to better accommodate vehicle access, unless an east-west orientation is deemed appropriate for logistical reasons or to maximize site coverage. vii) Land-use zoning for Sub-Area A shall be in accordance with Section 11.7.5B.

D.

Sub-Area B – West Regina Industrial Park The intent of Sub-Area B is to accommodate the development of an industrial park that caters to appropriate and carefully planned heavy industrial and manufacturing land-uses.

The industrial park shall be comprehensively planned through the Concept Plan review process and may include one or more “clusters” of industrial development. The intent of “clustering” is to ensure that the industrial park evolves into a unified, integrated and distinguishable development(s). Furthermore, land-use and site design shall be regulated in order to minimize aerial and groundwater pollution, and to minimize negative off-site impacts generally.

The planning process for Sub-Area B must include an analysis of the potential impacts that may result from existing, and future, utility lines and transportation infrastructure, and must identify a strategy for integrating with adjacent infrastructure.

Policies i) The policies outlined in Section 11.7.3D of the WIL Secondary Plan shall apply to the area identified as Sub-Area B (West Regina Industrial Park) on Map 11.10. ii) Within Sub Area B, appropriate land-uses shall include: heavy industrial and manufacturing related land-uses that will not have an undue negative impact on the aquifer, Regina Airport flight path or residential areas. iii) Land within Sub-Area B should be developed in accordance with the design policies outlined in Section 11.7.3B.

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iv) A Concept Plan shall be required for the entirety of Sub-Area B as a prerequisite for rezoning, in accordance with Section 11.7.5A. v) Land-use zoning for Sub-Area B shall be in accordance with Section 11.7.5B.

E.

Sub-Area C – Future Development Area The intent of the WIL Secondary Plan is to limit development within Sub-Area C until a detailed land-use and servicing analysis for this area, and an amendment to the WIL Secondary Plan, is undertaken in accordance with the City’s land-use and servicing objectives.

Sub-Area C offers unique opportunities and challenges due to its proximity to the airport, Wascana Creek, Dewdney Avenue and adjacent residential development. Future planning should include detailed and comprehensive solutions, through the Concept Plan process, and should support an optimal land-use strategy. Incremental, ad hoc development should be discouraged; however, the City may consider development applications in accordance with the Urban Holding zone, until further analysis and an amendment to the WIL Secondary Plan is completed.

Policies i) The City shall not approve an amendment to the Zoning Bylaw to accommodate development within Sub-Area C, except in accordance with Section 11.7.5B, until the WIL Secondary Plan is amended in order to provide a policy framework for guiding the land-use, development and servicing of lands within Sub-Area C. ii) The City shall not approve an amendment to the WIL Secondary Plan in order to accommodate development within Sub-Area C until a solution for public water and sewer servicing, satisfactory to the City, has been prepared for Sub-Area C. iii) An amendment to the WIL Secondary Plan in order to facilitate development in Sub-Area C shall be predicted on a detailed servicing and land-use analysis, and shall include: a) an assessment of the impact of: the airport; the GTH; proposed Courtney Street realignment; Wascana Creek; potentially contaminated sites; residential interface issues; any other matter the City’s deem appropriate; b) a transportation and servicing strategy; and, c) an assessment of potential optimal land-use scenarios, including: business campuses, eco-industrial parks, mixed-use transit-oriented development.

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iv) Development within Sub-Area C shall be in accordance with the Regina Airport Zoning Regulations, where applicable.

F.

Service Hub(s) The intent of the Service Hub policies is to facilitate the development of commercial nodes in strategic locations that provide amenities and services (e.g. fuelling stations, hotels, restaurants, etc). Service Hub developments shall be comprehensively planned and should accommodate the safe and efficient movement of vehicular traffic, including trucks, tractor trailers and tandem trailers. Development within Service Hubs should be clustered, wherever possible, to better maximize the efficient use of land and infrastructures, and to support the safe and efficient movement of traffic. Landscaping shall be required to enhance the outdoor environment.

The appropriate locations for Service Hubs are shown conceptually on Map 11.10.

Service Hub developments shall be in conformity with an approved Concept Plan or Site Plan, and shall be regulated through Direct Control District zoning. Where possible, developments should be located in close proximity to each other and shared parking areas for large vehicles and trucks should be provided.

Policies i)

Notwithstanding any other policy contained in the WIL Secondary Plan, Service Hub developments, in accordance with Section 11.7.3F, may be considered for approval within Sub-Areas A and B, within, or close to, the locations conceptually defined on Map 11.9.

ii)

Within Service Hub areas, appropriate land uses shall include: hotels and motels; restaurants, and drive-thrus; banks or other financial institutions with drive-up facilities; automobile and truck fuelling centres and service stations; travel plazas; convenience stores; parks and outdoor amenity areas.

iii) Service Hubs should be developed according to the following principles: a) site design, and the location of buildings, accesses, driveways, parking areas, etc, shall facilitate the safe and efficient movement of vehicular traffic, including truck traffic, and, where applicable, pedestrian movement; b) lots and buildings should be clustered to better maximize land coverage and the efficient use of utility services, and to establish an orderly and integrated landuse pattern and street system; c) buildings, except for developments associated with automotive related uses, should, where possible and appropriate, front internal streets, with modest setbacks, unless it can be demonstrated that another design is required for practical or technical reasons; City of Regina Planning & Sustainability

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d) landscaping shall be provided along the perimeter of parking areas, within parking areas and key entranceways, and shall be used as screening for outdoor waste disposal and utility structures and as buffers between lots and public roadways; e) lighting shall be directed toward the subject lot and shall be designed to reduce upward glare and off-site spillage; and, f) outdoor amenity space should be provided where there is a demonstrable need. iv) Service Hub development shall be in conformity with an approved Concept Plan or Site Plan. v)

G.

Land-use zoning for Service Hub developments shall be in accordance with Section 11.7.5B.

The Natural Environment The intent of the WIL Secondary Plan is to support the protection of the natural environment. Significant natural features within the Plan Area are negligible; however, future industrial development will have the potential to impact ground water, air quality and adjacent creek systems; therefore, the WIL Secondary Plan will promote appropriate land-use policies, engineering standards and site, building and landscaping design, where appropriate.

Policies i) Notwithstanding any other policy in the WIL Secondary Plan, the Aquifer Protection Overlay zone shall apply to lands within the Plan Area, where applicable. ii) Landowners are encouraged to plant trees and/or native vegetation, such as local grass species, within unutilized open space areas and vacant lands and lots. iii) Consideration should be given to protecting existing wetlands, and incorporating wetlands into the storm-water system, where the health of the wetland can be maintained. iv) Consideration should be given to incorporating existing tree stands into developments. v) The City should undertake tree planting, at regular intervals, along both sides of Dewdney Avenue and Fleming Road, adjacent to the Plan Area, where appropriate. vi) Low impact design measures, in accordance with standard practise, for industrial development shall be encouraged, in accordance with Policy 11.7.4Bvii.

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H.

Dewdney Avenue Corridor It is the intent of the WIL Secondary Plan that Dewdney Avenue be recognized as an important gateway into the City, and into the GTH. Landscaping and/or tree planting will be required within the road right-of-way and/or along the edge of adjacent parcels, and the design and placement of buildings, parking areas, outdoor storage and signs, on lots abutting Dewdney Avenue, will respect the natural ambience created through landscaping and tree planting. The gateway status of Dewdney Avenue will be further highlighted through the strategic placement of appropriate signage.

It is expected that Dewdney Avenue will eventually transition to a four-lane divided arterial, in accordance with future traffic demand requirements.

Policies i) Landscaping and tree planting shall be required within lots abutting Dewdney Avenue and/or within Dewdney Avenue right-of-way, and should generally reflect a uniform planting pattern. ii) Outdoor storage and parking on lots abutting Dewdney Avenue shall be substantially screened from view from Dewdney Avenue. iii) Signage along Dewdney Avenue, on abutting lots, shall be regulated in order to promote the visual character and natural aesthetics of Dewdney Avenue. iv) The design and placement of buildings abutting Dewdney Avenue should contribute to the visual integrity of the Dewdney Avenue corridor; wherever possible, prestige building should be located adjacent to Dewdney Avenue.

11.7.4 Servicing Policies A.

Transportation Servicing The intent of the Transportation Servicing policies is to provide a policy framework for guiding the implementation of an integrated and efficient transportation network within the Plan Area. The Plan Area will incorporate a hierarchy of road types based on function, character and capacity. The road infrastructure, including intersections and traffic signaling, will evolve over time, according to traffic demands. A key objective will be the safe movement of truck traffic in and out of the Plan Area while minimizing the impact on residential areas. The West Bypass will provide the primary route in and out of the Plan Area. Within the Plan Area, the road pattern will be based on a grid system and classification hierarchy. (Map 11.11)

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Policies i)

The road system within the Plan Area will be based on a grid pattern and classification hierarchy, and the quarter section shall form the basic block unit, excepting: a) blocks within a quarter section defined by local access roads; b) development in the context of Service Hubs; and, c) appropriate deviations, where approved by the City.

ii)

In order to support the safe and efficient movement of traffic, access to the transportation network within the Plan Area, from lots, shall be regulated as follows: a) access onto Dewdney Avenue and the West Bypass shall be prohibited; and, b) access onto Fleming Road shall be limited to strategically located access points and accesses relating to Service Hub developments.

iii) Access to and from lots shall be strategically located in order to support the safe and efficient movement of traffic; shared access points should be used where appropriate. iv)

Road rights-of-way shall generally be designed to accommodate public utilities, and should include, where appropriate, bio-swales for storm water treatment and conveyance and regular tree planting.

v)

A transportation analysis for the Plan Area shall be prepared by the City, which identifies the following: a) a road classification hierarchy, showing the general location of arterial and collectors, and describing the character cross sections and function of all road types; b) standards pertaining to access and setback requirements, which relate to the various road classifications of the transportation hierarchy; c) a strategy for extending public road right-of-ways, sufficient to provide transportation and/or utility servicing opportunities in the near-term, to lands within Sub-Areas A and B; d) a strategy for restricting freight traffic on Dewdney Avenue east of Courtney Street, and for routing traffic out of Plan Area via the West Bypass; and, e) any other matter, as per City requirements;

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vi) Any realignment and configuration of Courtney Street shall ensure that: a) the impact on existing residential areas and the Wascana Creek riparian area is minimized through the strategic location of the new alignment and the placement of landscaping and buffer treatment; b) the realignment will integrate with any future street networks within the Plan Area, with the intention that such networks contribute to an orderly urban fabric that supports vehicular, pedestrian and transit mobility; and, c) where stretches of the Courtney realignment passes over or along Wascana Creek, that the design of the road realignment reflect the characteristics and cross section of a drive or parkway, including appropriate landscaping and pedestrian infrastructure. vii) The City shall review the feasibility of implementing alternative modes of transportation within the Plan Area, including transit and cycling. viii) A Transportation and Utility Corridor (TUC) providing a conduit for the existing and future highway, railway and utility line development, shall be located within W ½-20-17-10-W2M, as shown conceptually on Map 11.11.

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B.

Utility Servicing The intent of the Utility Servicing policies is to provide a policy framework for guiding the implementation of utility (water, sewer and storm water) infrastructure within the Plan Area. Based on the 2008 Servicing Study (Intermodal Facility and Industrial Lands Servicing Study), the intent of the WIL Secondary Plan is to direct servicing to Sub-Areas A and B, and to defer servicing within Sub-Area C until a detailed servicing analysis and an amendment to the WIL Secondary Plan is undertaken. Storm water will be managed via detention ponds, roadway ditches and a City overland drainage channel (GTH Storm Water Channel), which traverses the Plan Area from east to west, ultimately discharging to Cottonwood Creek.

Developers are encouraged to incorporate best management practices whenever possible, including water conservation and reuse, and â&#x20AC;&#x153;greenâ&#x20AC;? storm water infrastructure: bioswales and constructed wetlands, which can provide eco-services and private amenity space.

Policies i) The City may require, as a condition or prerequisite of subdivision or development approval, or as a Concept Plan requirement, that the following studies be prepared by a qualified professional, in accordance with City engineering standards: a) A water and sewer strategy, which includes a strategy for addressing fire suppression, and a phasing strategy, if applicable; b) A storm water strategy, which identifies on-site facilities, as well as linkages, where applicable, to adjacent systems. ii) Water and sewer utilities, and, where applicable, storm water ditches, shall generally be located within the right-of-ways of City roads, except where connecting to a development, or where the City has approved an alternative route via a utility or drainage easement. iii) Prior to an amendment to the WIL Secondary Plan occurring in relation Sub-Area C, in accordance with Section 11.7.3E, a servicing study for Sub-Area C shall be prepared. iv) Interim servicing shall generally not be supported; however, the City may consider developer funded interim servicing to accommodate development on lands zoned Urban Holding. v) The City may require, as a condition of subdivision or development approval, that servicing fees and/or development levies be remitted in accordance with the Cityâ&#x20AC;&#x2122;s bylaws.

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vi)

Electrical, telecommunication, and shallow utilities, generally, should be placed underground, wherever possible.

vii) The City shall support best management practices for water and storm water services, including: low impact development principles, water conservation and re-use, bio-swales and constructed wetlands, rain gardens, permeable pavement and the use of grey-water for irrigation. viii) Landowners may be required to construct, own and manage on-site storm water detention ponds, which are designed according to the Cityâ&#x20AC;&#x2122;s engineering standards. ix)

Storm water should be retained on-site where possible, within individual or shared facilities, and post-development flows should be equal to or less than predevelopment flows in all cases.

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C.

Community and Protective Services The intent of the Community and Protective Services policies is to provide a policy framework respecting emergency and protective services and parks and recreation.

Industrial and logistic park development offer unique safety related issues, including: the movement of hazardous and volatile materials, chemical spills, fire, crime prevention and security. Safety will be promoted through site design measures, emergency response resources and traffic regulations. Parks and recreation, while generally not a priority within industrial landscapes, may be considered within identified Service Hubs, and the strategic location of regional and local paths and trails may be supported.

Policies Protective Services i)

The City shall encourage the use of CPTED (Crime Prevention Through Environmental Design) principles as a crime mitigation tool.

ii)

An emergency response strategy shall be prepared for Sub-Areas A and B, in accordance with the Cityâ&#x20AC;&#x2122;s requirements.

iii)

Buildings associated with emergency and protective services that are to be developed within the Plan Area should be built within areas reserved for Service Hub development, wherever possible, and should contribute to the overall quality of Service Hubs through the strategic placement of buildings, architectural design and landscaping.

iv)

All new roads within the Plan Area, and the site design of lots, shall be developed to accommodate the safe movement of emergency vehicles.

v)

Conspicuous signage and civic numbering shall be incorporated into all new developments, where applicable, to help expedite response times.

Parks and Recreation vi)

The City may support City owned and operated park or amenity space within the context of Service Hub developments where: a) the City and the landowner determine that there is a demonstrable need for a public park or amenity space; and, b) development of the park or the amenity space is paid for by the developer or landowner and the transfer of the park or the amenity space to the City is in accordance with terms and conditions satisfactory to the City.

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vii) Where park or amenity space is to be provided, the park or amenity space should: a) be strategically located in order to support pedestrian safety, user convenience and to enhance the overall design of the Service Hub; and, b) include hard surfacing, seating areas, ample tree coverage, landscaping, ornamental lighting, and waste receptacles. viii) The City should study the feasibility of developing a pathway through the Plan Area via the following route: along, or within, Dewdney Avenue, and then connecting to the Transportation and Utility Corridor, as shown on Map 11.11, and then connecting to, and following, the City storm water drainage channel, as shown on Map 11.12. ix)

Where a lot abuts an existing or proposed trail corridor, the City may require, where permissible, appropriate setbacks and landscaping in order to support the integrity and visual character of the trail and the safety of trail users.

11.7.5 Implementation Policies A.

Concept Plan Requirements i)

Concept Plans shall be required by the City in accordance with the applicable policy requirements of the WIL Secondary Plan.

ii)

Concept Plans shall apply to at least 160 acres of land, or a lesser area where land has been severed or removed due to a road, railway, utility ROW, etc.

iii)

Notwithstanding Policy 11.7.5Ai, the City may approve an application for rezoning without a Concept Plan being required where the application is meant to accommodate a public utility or facility, or where an exception is made elsewhere in these policies.

iv)

Concept Plans may be required to address all of the applicable requirements outlined in the WIL Secondary Plan, in addition to the requirements provided for in the City of Regina Development Standards Manual â&#x20AC;&#x201C; 2010 (as amended), and any other permissible matter required to implement the WIL Secondary Plan.

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B.

Zoning Requirements i)

The City may rezone land within the Plan Area to the Direct Control District zone for the following purposes: a) to facilitate development that is an accordance with the various land-use, development and design principles set forth in the WIL Secondary Plan; b) to provide the City an opportunity to negotiate an optimal land-use and design solution for complex developments, in accordance with the policies of the WIL Secondary Plan; c) to identify and support optimal land-use typologies for the Plan Area, in accordance with the WIL Secondary Plan, and to facilitate and support unique development types and land-use concepts; and, d) to allow for planned groups of buildings (two or more principal buildings) on the same lot.

ii)

In order to implement the policies of the WIL Secondary Plan, the Cityâ&#x20AC;&#x2122;s Zoning Bylaw should be amended as follows: a) the area identified on Map 11.10 as Intermodal Areas should be zoned Railway Zone; b) sub-Area A, excepting the area identified on Map 11.10 as Intermodal Area, should be zoned Direct Control District; c) sub-Area B may be zoned Direct Control District or as a standard industrial zone depending on the nature of the proposed development; d) sub-Area C shall be zoned as Urban Holding until such time as the WIL Secondary Plan is amended and an alternative land-use and zoning strategy is identified for Sub-Area C; e) service Hub developments shall be zoned Direct Control District; f) land located atop a sensitive aquifer area, and land located within the Regina Airport Noise Exposure Forecast area, shall be zoned as Aquifer Protection Overlay, or as Airport Noise Attenuation Overlay, if applicable.

iii.

Notwithstanding Policy 11.7.5B ii d, the City may consider a rezoning to a designation other than Urban Holding in order to accommodate an existing commercial development within Sub-Area C, with the proviso that the rezoning only apply to the parcel containing the commercial development.

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REGINA DEVELOPMENT PLAN PART B SOUTHWEST SECTOR PLAN

PLANNING AND DEVELOPMENT DIVISION PLANNING AND SUSTAINABILITY DEPARTMENT

REGINA DEVELOPMENT PLAN PART B SOUTHWEST SECTOR PLAN

Date First Published: October 16, 2006 Date of Last Revision: April 5, 2011 (Bylaw 2011-21) Additional copies available from: City of Regina Planning and Sustainability Department 9th Floor, City Hall 2476 Victoria Avenue Regina, Saskatchewan S4P 3C8 (306) 777-7551

Bylaw No: 2006-68 Approved by City Council: October 16, 2006 Approved by the Province of Saskatchewan: December 4, 2006

Office consolidation only. For bylaws referenced in this document, contact the City Clerk's Office, 15th Floor, City Hall.

TABLE OF CONTENTS 1. INTRODUCTION ...............................................................................................................2 1.1 Background .................................................................................................................2 1.2 Role and Function of Southwest Sector......................................................................2 2. SECTOR PLAN AREA CHARACTERISTICS .................................................................5 2.1 Physical Geography ....................................................................................................5 2.2 Development Constraints............................................................................................5 2.3 Population and Development Trends..........................................................................6 2.4 Emerging Issues ..........................................................................................................7 3. OBJECTIVES ..................................................................................................................... 9 3.1 Provide Services in a Cost Effective Manner ............................................................ 9 3.2 Enhance Quality of Life............................................................................................. 9 3.3 Promote Sustainable Development Forms............................................................... 10 3.4 Facilitate Housing Choice........................................................................................ 10 4. SOUTHWEST SECTOR PLAN OVERVIEW .................................................................12 4.1 Development Strategy...............................................................................................12 4.2 Sector Concept ..........................................................................................................15 4.3 Community Concept .................................................................................................17 4.4 Neighbourhood Concept ..........................................................................................19 5. LAND USE AND DEVELOPMENT POLICIES .............................................................20 5.1 Residential Development ..........................................................................................20 5.2 Residential Density and Types..................................................................................21 5.3 Community Design ...................................................................................................22 5.4 Commercial Development ........................................................................................24 5.5 Parks and Open Space...............................................................................................27 6. URBAN TRANSPORTATION POLICIES ......................................................................29 6.1 Road Network ...........................................................................................................29 6.2 Transit .......................................................................................................................33 6.3 Pedestrians and Cyclists............................................................................................34 7. SERVICES AND UTILITIES ...........................................................................................36 7.1 Community Services.................................................................................................36 7.2 Public Safety .............................................................................................................37 7.3 Stormwater Management ..........................................................................................38 7.4 Wastewater System ..................................................................................................40 7.5 Water Supply System ...............................................................................................40

8. SPECIAL AREA ..............................................................................................................43 8.1 Airport Vicinity.........................................................................................................43 8.2 Transportation Corridors...........................................................................................44 8.3 Roadway Tree Planting.............................................................................................44 8.4 Pipeline Corridors .....................................................................................................45 8.5 Existing Residential Communities............................................................................45 8.6 Town Centre..............................................................................................................46 8.7 Lewvan Drive Commercial Corridor ........................................................................47 9. IMPLEMENTATION........................................................................................................49 9.1 Responsibility ...........................................................................................................49 9.2 Annexation Requirements.........................................................................................50 9.3 Preparation of Community Concept Plans................................................................50 9.4 Development Staging................................................................................................51

LIST OF MAPS Map 1.1 Map 2.1 Map 4.1 Map 4.2 Map 4.3 Map 4.4 Map 8.1

Southwest Sector Plan Area..................................................................................1 Constraints and Opportunities.............................................................................. 4 Southwest Sector Development Strategy........................................................... 11 Southwest Sector Concept ..................................................................................14 Southwest Sector Community Concept ..............................................................16 Neighbourhood Concept .....................................................................................18 Airport Vicinity...................................................................................................42

LIST OF TABLES AND FIGURES Table 3.1 Figure 6.1

Future Residential Areas ....................................................................................21 Onstreet Greenways ...........................................................................................35

Map 1.1 â&#x20AC;&#x201C; Southwest Sector Plan Area

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1.0

Introduction 1.1

Background The southwest sector (Map 1.1) is one of the three major residential growth sectors identified in the Regina Development Plan. The other two, the southeast and northwest, are long established as strategic growth directions, and sector plans have been adopted to guide their development.

The Southwest Sector Plan (which may be referred hereafter as the Plan) provides the general framework for future development in the recently identified southwest sector. Development proponents will work towards fulfillment of the Plan through preparation of concept plans and development proposals in line with the Planâ&#x20AC;&#x2122;s guiding principles and policies.

The Southwest Sector Plan, as part of the Regina Development Plan, acts as a guide to the City administration, City Council and the development industry when preparing, reviewing and making decisions with respect to land use and provision of commercial and community facilities and services in the southwest. The Plan also gives the public an indication of what type of development to expect in the southwest sector.

The Plan should not be viewed as a rigid master plan. Urban growth is influenced by a number of factors that are subject to change. Consequently, the Plan will regularly require monitoring, review and amendment in response to societal changes. However, while the Plan affords considerable flexibility, certain fundamental principles which underlie the Plan (e.g., walkability and community identity), cannot be arbitrarily altered without a clear understanding of their impact on the overall development of the area.

1.2

Role and Function of Southwest Sector The Regina Development Plan identifies the southwest, southeast and the northwest areas as Reginaâ&#x20AC;&#x2122;s main peripheral residential growth areas. Although 20 to 25% of new population growth is intended to be accommodated within existing developed areas through infill and intensification of development, there will also be a need for peripheral expansion to reach population levels of 235,000 and 300,000. The southwest has a significant advantage in terms of commuting time and roadway infrastructure, due in large part to the existence of Lewvan Drive to serve this area. Other services can be provided to create a quality of urban environment for residents which is comparable to the other growth areas of the city. The southwest sector will be part of the solution to accommodate demand for Reginaâ&#x20AC;&#x2122;s urban expansion for the foreseeable future in a controlled and cost effective manner.

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The Southwest Sector will offer an array of commercial, recreational and institutional services. A major commercial corridor on Lewvan Drive will serve the growing needs of residents of the sector as well as the south Regina market and beyond. The development will also respect the potential for new transportation related to industry to be developed in conjunction with the Regina International Airport, CPR mainline and future highway bypass which will all intersect near the northwest portion of the sector. [2011-21]

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Map 2.1 â&#x20AC;&#x201C; Constraints and Opportunities

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2.0

Sector Plan Area Characteristics 2.1

Physical Geography The southwest sector is bounded by is bounded by Courtney Street on the west, Hwy #1 on the south, and Dewdney Avenue, Wascana Creek and Wascana Centre on the north and east as shown on Map1.1 The extent of lands to which the policies of the Sector Plan apply are based on the expected extent of residential and other urban development identified in the Long Term Residential Growth Strategy to a city population of 300,000.

The Plan boundary encompasses existing neighbourhoods in four community associations (Albert Park, Hillsdale, Lakeview and Whitmore Park), as well as the RCMP lands, the Regina International Airport and lands for future development of new residential neighbourhoods south of the airport. Since the purpose of this Plan is to guide future development, focus will be placed on policies pertaining to new neighbourhoods, and reference to existing developed areas will be primarily to provide context and to evaluate the impact which new development will have on them.

The land in the southwest sector has very little topographic relief. A ridge of slightly higher elevation transects the area in a northwest/southeast direction, with land sloping away from this line to the Wascana Creek drainage area to the northeast, and to the Cottonwood Creek drainage area to the southwest. The undeveloped land within the southwest sector consists largely of high quality agricultural land.

2.2

Development Constraints The southwest sector and surrounding area contain a number of natural and built features that restrict geographical expansion of the city. These constraints are briefly described below and shown on Map2.1.

Infrastructure Development Limitations: The capacity of existing domestic wastewater infrastructure will limit development, and a new trunk sewer may be required to serve the continued residential development in the sector. The low elevation of land to the west and the associated servicing costs will constrain urban growth beyond the identified limits in the southwest sector.

Rail lines: The CPR mainline line runs through the northern portion of the sector.

In accordance with the Regina Development Plan, residential development on previously unsubdivided land is prohibited within 300 metres of any rail mainline.

Underground Pipelines: There are two pipeline corridors that transect the southern region of the southwest sector. Transgas and TransCanada pipelines

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runs east to west north of and parallel with Highway # 1. It is necessary to restrict development on and within close proximity to these pipeline corridors to prevent damage to the pipelines and minimize danger to prospective residents.

Airport: Aircraft using the Regina International Airport create noise which restricts residential and other noise sensitive land uses in proximity to the flight paths. A study undertaken in 2005 by the Regina Airport Authority projected future aircraft volumes, identified needed runway configurations and calculated the resulting noise impacts. This study forms the basis for determining the appropriate 30 NEF noise contour limit for residential and other noise sensitive uses in the sector, as shown on Map 2.1. Other operational requirements of the airport require restrictions on height, location, and development form of structures that may create a hazard or interfere with navigational aids.

Lewvan Drive: Lewvan Drive offers the benefit of accommodating large traffic volumes, but the physical form of its development inhibits pedestrian crossing.

Consequently, at a time when increasing emphasis is placed on creating walkable communities for health, environmental and quality of life reasons, residents of new development west of Lewvan Drive will be impeded in walking to existing community facilities, schools and playing fields in Albert Park, while similarly residents of existing communities east of Lewvan Drive will be challenged to walk to new commercial facilities west of this roadway.

Land Ownership: Land ownership in potential new residential areas is limited to a few private owners. Cooperation among these owners will be required to submit community concept plans prior to development of these areas.

2.3

Population and Development Trends Population The predominant trend shaping the demographic landscape of the city is population aging. This aging is a result of the progression of the baby-boom generation as well as declining birth rates, increased longevity and fewer women in their child bearing years. The aging of the baby-boom generation will lead to a dramatic increase in the 55 to 74 age group over the next 20 years. A consistent absolute and relative increase in the 75 plus population is also expected. In contrast, both the under 15 and 15 to 39 groups will decline in number and relative significance. In terms of housing needs, the importance of children will diminish and the housing market will be affected by a general decrease in the first time home buying market. Barring an unexpected change in migration rates, these trends should continue.

The most significant changes in the age groupings of the sector between 1991 and 2001 have been the general decrease in significance of the 0-14 age group (25.4% to 21.1%) and the increase in significance of the population 65 and over (6.4% to

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9.9%). In absolute terms, the 0-14 group decreased by 15 while the population of those over 65 increased by 845 and those between 15 - 64 increased by 1,675.

This trend will impact the provision of educational services and influence the housing market.

Between 1991 and 2001, the average household size decreased from 2.95 to 2.7 as the proportion of single person and lone parent households increased at the expense of the traditional husband and wife households. The trend towards smaller households suggests a shift in housing demand away from large single detached housing towards smaller more appropriate dwelling types.

Housing Regina’s residential development is characterized mainly by single detached dwellings (68 percent of total housing stock). Historically, much of the city’s residential development occurred during the 1970’s as the baby-boom generation entered the household formation stage and housing starts averaged over 2,000 per year. Due to slow population growth, especially among the household formation cohorts, housing starts in the 1990’s averaged just over 400 units per year, with an increasing number of these consisting of multiple units. Overall, these trends suggest that the single detached dwelling will decrease in significance, but will remain the predominant dwelling form and that rehabilitation of an aging housing stock will become an increasingly relevant issue.

The predominant dwelling type in the southwest sector is the single detached house, which comprised 63.1% of the housing stock in 2001. The variation between neighbourhoods ranges from 44.5% in Hillsdale to 88.8% in Whitmore Park. The percentage of single detached dwellings in the southwest sector experienced a marginal decrease of 1.8%, with more significant variations within the individual neighbourhoods. During the timeline of this Plan, the single detached dwelling form will remain the predominant dwelling type, but should decrease in relative significance through provision of new medium-high density housing in new neighbourhoods, in response to the general aging of population and smaller household sizes.

2.4

Emerging Issues Within the timeframe of this Plan a number of issues and trends will emerge that will shape the future development of Regina and as such require attention in this Plan. These issues include:

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demographic change, infrastructure capacity, community size, changes in retail trends, revision of school board student catchment area,

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walkability of communities as a preferred lifestyle choice access to transit, sustainability and changes in existing and planned roadway and highway systems.

These issues and trends will dominate the urban development agenda and shape the future pattern of development in Regina. A detailed description of these issues and policies to address them are contained in Chapters 5 to 8 of this Plan.

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3.0

Objectives The Southwest Sector Plan is based on a set of defined objectives which were derived from principles set out in the Regina Development Plan Part A. They reflect the values of the community as identified from public input received through the planning process, and also correspond with cutting edge new urbanist principles.

The objectives provide a context and set out the standards by which the policies can be evaluated.

3.1

Provide Services in a Cost Effective Manner The first objective is to be cost effective in the provision of services. This speaks to the economic sustainability of the community, the ability to continue to provide and maintain the infrastructure and other municipal services on which residents depend.

The specific objectives are: a) To make full use of existing infrastructure and facilities before expanding (eg roads, sewer, community sport and leisure facilities), b) To maximize the efficiency of existing and new infrastructure and transit service through good design c) To coordinate elements to reduce overall cost while maintaining the integrity of each, to the extent possible (e.g., combined park/stormwater facilities, designing multi-modal rights of way), d) To maintain or enhance existing level of water, wastewater and drainage services to existing developments

3.2

Enhance Quality of Life The second objective is to enhance the quality of life for residents and visitors by creating communities which respond to human needs and aspirations.

The specific objectives are: a) To reduce commuting time for a variety of travel modes b) To facilitate the sense of community by providing the elements which foster identity of place, providing areas for social interaction and design of streets for an active vibrant community

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c) To create picturesque places which have high quality urban landscapes and vistas d) To promote safe neighbourhoods by minimizing adverse impacts such as noise, speeding and traffic shortcutting, providing protective services and applying CPTED principles at every level of design e) To provide a hierarchy of shopping opportunities for residents, and better integrate commercial developments with adjacent land use, transportation modes and supporting infrastructure 3.3

Promote Sustainable Development Forms The third objective is to promote development forms which are sustainable and contribute to the maintenance and improvement of the urban environment over the long term, irrespective of the rate of growth.

The specific objectives are: a) To facilitate and promote sustainable transportation modes: transit, walking and cycling, b) To encourage solar orientation of buildings and landscaping, provide flexibility and adaptability in neighbourhoods to respond to changing future needs, c) To promote conservation of water, energy and other resources whenever possible through good design which allows for efficiency in carrying out everyday activities, d) To promote the clustering of services to facilitate combined trips to a single destination.

3.4

Facilitate Housing Choice The fourth objective is to facilitate housing choice.

The specific objectives are: a) To facilitate the development and integration of a range of housing types and prices, b) To ensure that there is an adequate supply of serviced residential land, c) To locate higher density and mixed uses along major roads, d) To ensure compatibility between residential development and adjacent land use.

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Map 4.1 - Southwest Sector Development Strategy (2011-21)

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4.0

Southwest Sector Plan Overview The Southwest Sector Plan has been prepared to guide development of the area in a manner intended to achieve the objectives identified in Chapter 3. The following outlines the overall intent of the Plan and the integration of key elements at several different scales and levels of detail; the overall strategy, sector, community, and neighbourhood levels. In this way, the integration of elements to achieve the objectives are illustrated, and the interrelationship between the various elements, such as land use and transportation, parks and servicing are clarified.

This overview will provide the framework and context for the examination of detailed policies for each individual element in Chapter 5, 6 and 7, Special Area Policies in Chapter 8 and Implementation Policies in Chapter 9.

4.1

Development Strategy •

The Plan provides for residential and related development of the area between Lewvan Drive and Courtney Street, north of Hwy #1. Three communities are identified, each comprised of 4-5 neighbourhoods of 2,500 population each (10,000 - 12,500 per community, and 35,000 in total). At this scale, residents retain a sense of community identity, and community scale facilities are accessible to pedestrians and cyclists.

•

Development proceeds in two stages. Community 1 is the first stage, consisting of 12,500 population and corresponding with the 235,000 population stage for Regina. Two additional communities (2 and 3) form the second stage, totalling an additional 22,500 population and corresponding with the 300,000 population stage for Regina.

•

For Community 1, wastewater servicing is accommodated through connections to the existing system with flow control devices and on-line storage as well as well as existing system upgrades. Communities 2 and 3 require a new servicing plan before their development.

•

Communities are bounded by roads and other form-makers such as the airport and related industrial development. Higher traffic generating uses such as district shopping facilities are located at the perimeter of communities. Roads which define the edges of communities reduce the need for through-traffic shortcutting through communities and disrupting pedestrian movement.

•

Commuting time to downtown is minimized by making full use of Lewvan Drive and new roads which correspond to desire lines of travel.

•

Near the geographic centre of the sector, a node of uniquely high accessibility for a variety of travel modes forms the Town Centre, serving the 3 communities in the sector. Community facilities such as schools, public health facilities, community centre, fire, library and multi seasonal zone level

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athletic parks are combined with commercial and higher density residential uses in the Town Centre. It establishes a distinct identity of place for the sector, provides opportunity for community and social interaction, and facilitates the creation of a unique, picturesque, high quality urban landscape. â&#x20AC;˘

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Industrial development is focused in locations adjacent to the airport where residential development is not permitted due to Noise Exposure Forecast regulations and the development of airport-related light industrial uses is logical. [2011-21]

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Map 4.2

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Southwest Sector Concept (2011-21)

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4.2

Sector Concept •

The area for new residential development is divided into neighbourhoods by roads which are arrayed in an approximately 0.8 km. grid, each with a centrally located pedestrian accessible park.

•

Noise sensitive land uses are minimized in the higher aircraft noise areas.

•

An array of onstreet greenways and neighbourhood parks provides the opportunity for overland drainage and storm water detention throughout the area, combined with a high level of pedestrian and cyclist accessibility.

Pedestrian connectivity is thus enhanced to transit, shopping, recreation and other destinations, as well as linking to other communities and destinations elsewhere in the city via multi-use pathways.

•

The urban stormwater conveyance system is integrated with pedestrian greenways and the current Sherwood Conservation Development Area Authority (SCDAA) channel. Stormwater drainage for Communities 2 and 3, which are within a separate watershed, require a separate stormwater management plan.

•

Edges of the sector are buffered from highway corridors and the airport lands.

Gateways to the city and the sector are defined through landscaping treatment.

•

Pedestrian, bicycle and transit links to existing community facilities in Albert Park (e.g. school, leisure centre, library, arena, community sports facilities) are established in the first stage of development (Community 1) since these facilities are not replicated until later stages of development, in the Town Centre.

•

District level shopping (eg. large format retail, lifestyle centres, malls) totalling 90,000 square metres is arrayed adjacent to Lewvan Drive, to serve the sector, the south Regina market and beyond. Commercial development is distributed along this corridor to balance traffic demand at intersections, and reduce congestion and the need for additional roadway infrastructure which would otherwise be required to accommodate a large concentration at any one location. Good access is provided by transit using a road along the west side of the commercial properties, and also by pedestrian and bicycle connections to the new neighbourhoods to the west.

•

Community hubs provide a pedestrian oriented mixed use area in communities including local commercial services, community uses, recreation, and medium density residential development. The community hub provides opportunity for community and social interaction and creates a sense of place.

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Map 4.3 â&#x20AC;&#x201C; Community Concept

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4.3

Community Concept •

Communities are bounded by roads and other form-makers, range from 1.6 km square to 1.6 x 2 km. in area, and are each comprised of 4 - 5 neighbourhoods for a total of 10,000 to 12,500 population for the community.

•

Roads which traverse the community in a grid at approximately 0.8 km spacing define the edges of neighbourhoods. Medium density residential development is arrayed along these roads and provides for sufficient land needed for this type of housing (50% of units, utilizing 25-30% of the residential land area) without undue concentration.

•

Transit is provided along these roads, and thus is within 400m of most properties with a minimum of overlap, directly serves medium density residential corridors and community hubs, and is tied in at a sector scale to the Town Centre and the regional shopping corridor.

•

Residential frontage and flankage on these roads maintains “eyes on the street” and sense of ownership as per CPTED principles, and minimizes the need for walled collectors which are contrary to these CPTED principles.

•

Each community has a central mixed-use hub located at a key intersection, with higher density residential development, services for that community (eg. local shopping, religious institution, daycare, etc.), and a high level of transit and pedestrian accessibility. Some community hubs are developed as a village square, to provide a sense of identity, opportunity for social interaction, street life, and create a picturesque setting.

•

The Town Centre is adjacent to all of the communities.

•

With the establishment of onstreet greenways and pedestrian corridors, and with the application of CPTED principles, a safe pedestrian friendly environment is created.

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Map 4.4 â&#x20AC;&#x201C; Neighbourhood Concept

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4.4

Neighbourhood Concept •

Neighbourhoods are the cohesive 2,500 population “building blocks” for communities.

•

Medium density residential development is located along the roads which define the edges of the neighbourhoods.

•

A network of onstreet greenways serves as minor collectors and facilitates a variety of travel modes including pedestrian and bicycle. The grid of onstreet greenways divides each neighbourhood into approximately 16 ha. units, and converge at centrally located neighbourhood parks. They also connect to community hubs, district shopping, multi-use paths and other destinations in the sector.

•

The onstreet greenways and stormwater management system is integrated, providing the routes for overland drainage and converging at parks which are used for stormwater detention.

•

Each residential neighbourhood sub-unit created by the onstreet greenways is served with a series of local streets, crescents and cul-de-sacs to create a walkable entity which minimizes street crossings to access the neighbourhood park. The variety of street configurations and lot sizes allows for individual identity of each neighbourhood sub-unit.

•

Onstreet greenways are sometimes discontinuous through the neighbourhood, and surround the neighbourhood park in a circle or square, thus reducing speeding and creating visual amenity of street end vistas.

•

The grid of onstreet greenways supports east-west local streets, and solar oriented north-south lots.

•

The onstreet greenways and neighbourhood sub-units enhance walkability, which is reinforced with standards for sidewalks, pedestrian crossings and pedestrian access to and through commercial, park and institutional sites.

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5.0

Land Use and Development Policies The following sections detail the specific policies to guide development in a manner which will give effect to the objectives, development strategy and sector, community and neighbourhood concepts outlined in the previous chapters.

5.1

Residential Development The development concepts described in the previous section contain a number of elements related to residential development intended to achieve the objectives of this Plan. These include the extent and staging of residential areas, delineation of communities and neighbourhoods, distribution of higher densities along transit corridors, the Town Centre and community hubs, subdivision design and interface with airport, highway and pipeline corridors.

Development of new communities in the southwest sector are established in the Development Strategy (Map 4.1). These development areas are consistent with the Long Term Residential Growth Study and represent contiguous, sequential cost-efficient urban expansion.

The staging of development is guided by the orderly provision of services. Major infrastructure such as arterial roads, sewer trunks and water mains is funded out of servicing charges paid by developers on a per-hectare basis at the time the land is subdivided. Efficient use of these funds will ensure that needed services can be provided while minimizing costs which are reflected ultimately in housing costs paid by consumers.

To achieve these efficiencies, the provision of services will generally commence from east to west (starting at Lewvan Drive and proceeding west) and north to south following topography from high to low areas. The staging is described in more detail in Chapter 8.

Community size has typically been based on the premise that a community should be large enough to support an elementary school. Traditionally, a population of 4,000 to 7,500 has been required. However, owing to demographic trends including, an aging population, slow population growth and fewer children per household as well as fiscal realities, School Boards concede that a larger catchment population is now required to support an elementary school and that a school is not promised to every community.

In light of the noted trends, the City has determined that whenever possible, new residential communities should be bounded by arterial roads, which are spaced at 1.6 km (2.56 km2 in area) and not necessarily accommodate a population capable of supporting an elementary school. In the southwest sector, it is anticipated that one centrally located joint school site may serve all 3 communities. A grid of 1.6km major roads or other form makers define community boundaries and

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would, where interspersed with collector roadways within the community, be in keeping with 0.8 km spacing appropriate for transit routes.

Communities should be developed around a pedestrian oriented mixed use community hub which may include other community uses and local services, and would function as the central community space and enhance the design of new communities by combining uses at a central, accessible location. If school expectations emerge and a school is developed in the centrally located mixed use hub it would result in a maximum walking distance of 1 km, in keeping with School Board criteria. To ensure sustainability the community hub could adapt over time to meet the changing needs and circumstances of the community.

Table 3.1 shows the projected population of each new residential area under both the 235,000 and 300,000 development stages for Regina. Annexation of approximately 512 hectares is required to complete urban development beyond the current city limits.

Table 3.1: Future Residential Areas Residential Area 235,000 Stage Community 1

Projected Population 12,500

300,000 Stage Community 2 Community 3

12,500 10,000

TOTAL

35,000

The following policy is intended to guide residential development in the southwest sector to achieve the objectives of the Plan: a) The extent and staging of residential development and the delineation of communities and neighbourhoods shall be generally as per the development strategy and sector concept in Chapter 4.

5.2

Residential Density and Types Although market forces will ensure that the single detached dwelling remains the predominant form of housing in the southwest sector, this Plan recognizes the need to provide a mix of dwelling types within new communities to meet the needs of a variety of household types and endeavour to achieve a compact urban form. Higher density development lowers the per unit cost of developing and maintaining infrastructure and community services and also decreases the rate of peripheral expansion.

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A variety of housing types will be accommodated in new development areas.

Higher density housing along the roads defining the edges of neighbourhoods may consist of townhouses, apartments and planned groups of dwellings.

Lower densities in the interior of neighbourhoods may consist of detached dwellings, and new standards for reduced front yard setbacks and street orientation can be considered.

The highest densities, and housing targeted for seniors, may be integrated into the Town Centre to provide an urban atmosphere, enhance access to services and support transit. Mixed use buildings, with housing above street-level shops can create an attractive housing option.

The location of medium-higher density housing should take advantage of areas of higher activity and traffic. To this end, medium-higher density housing should create corridors to support transit on major roadways, near commercial sites, the mixed use community hub and on the edges of neighbourhoods.

The following policies are intended to guide the density and type of residential development in the southwest sector to achieve the objectives of the Plan: a) Residential densities shall predominantly be distributed as per the development strategy and community concept in Chapter 4. b) Residential development in the Town Centre and community hubs may consist of high density apartment buildings exceeding 50 dwelling units per hectare, and mixed use commercial/residential buildings are encouraged along the pedestrian oriented streets in these areas. c) Residential development within medium density areas shall be between 25 and 50 dwelling units per hectare. This development should, maintain frontage on the abutting collector or arterial roadway to avoid the need for double frontage and walled streetscapes, and may consist of planned groups of dwelling units and ground oriented multi family buildings with driveway crossings spaced appropriately for the type of road from which access is derived. d) Residential development within designated low density areas shall not exceed 25 dwelling units per hectare.

5.3

Community Design Subdivision design contributes significantly to the quality and character of a community as well as to the efficiency of land use. Appropriate community design can create safe, vibrant and healthy environments for its residents as the physical components help shape the social aspects of a community. Through proper subdivision design, a sustainable community can be achieved.

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A sustainable community is one that has been developed in such a way that the fiscal, social and environmental activities that take place within it are capable of being sustained far into the future. More specifically, sustainability means that: fiscally, the costs of building and operating the supportive infrastructure must be affordable; socially communities must be diverse and adaptable to changing lifestyles; and environmentally, communities should be designed to minimize their impact upon the surrounding environment.

Flexibility in the design of neighbourhoods is provided and individual expression of neighbourhood identity is encouraged through design, as long as the following elements are maintained: • •

• • • •

Neighbourhoods are delineated by roads spaced at approximately 800m.

Pedestrian network extends through each neighbourhood via a centrally intersecting onstreet greenway grid, and diagonal connections where noted on Map 4.2 and 4.3 Centrally located neighbourhood park of 2-4ha Higher density housing, commercial or park frontage along the perimeter roadways Predominant solar orientation of new housing to achieve energy efficiency Exceptions are neighbourhoods of irregular size and/or shape bordering the commercial corridor and Town Centre, where strict adherence to these elements is not possible. The underlying intent of the design elements noted above (ie, pedestrian connectivity, park accessibility, land use compatibility with adjacent roadways) should be maintained to the extent possible.

The following policies shall guide the development of all new community concept plans and subdivision plans in order to accommodate a variety of densities, improve the sense of community and place, control vehicular circulation, promote energy conservation, and achieve a cost-efficient sustainable community and sector. a) Community concept plans and subdivision designs shall be guided by the design elements identified in the community and neighbourhood concepts outlined in Chapter 4. b) Each residential neighbourhood sub-unit created by the onstreet greenways shall be served with a series of local streets, crescents and cul-de-sacs to create a walkable entity which minimizes street crossings to access the neighbourhood park. East-west local streets to support north-south oriented lots which facilitate passive solar gains shall be encouraged, and the policies in Part A - Section 5.4m) shall apply. Subdivision design should also minimize through traffic on local streets through the use of crescents and culde-sacs for safety, tranquility and land use efficiency.

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c) The onstreet greenways may be discontinuous through the neighbourhood and surround the park in a circle or square, thus reducing speeding and creating visual amenity of street end vistas. d) Direct frontage of single detached dwellings shall not be allowed on arterial roads. e) To minimize the use of continuous walls along both sides of collector roads, double frontage lots shall be discouraged in favour of a mix of flankage lots, frontage lots, placement of park and institutional sites on collector roads and other innovative subdivision design elements. f) Incorporation of neo-traditional design elements should be encouraged to provide a mix of design elements. g) In accordance with transit policy, 90 percent of residential lots shall be within 365m walking distance to bus stops along designated bus routes. This can be optimized by radiating pedestrian routes from bus stops. h) The use of traditional, narrow walkways shall be discouraged due to safety and maintenance concerns. Other means of pedestrian linkages should be utilized.

5.4

Commercial and Industrial Development The development concepts described in Chapter 4 contain a number of elements related to commercial development intended to achieve the objectives of this Plan. These include the extent of commercial areas, distribution of district commercial uses along Lewvan Drive, and local commercial uses in the Town Centre and community hubs.

Future population growth in the southwest sector, together with latent existing demand in the sector (now met by outflow to the Victoria Avenue East corridor) will generate demand for approximately 90,000 square metres or retail space. In addition, the accessibility and availability of land in proximity to the airport may create the opportunity for additional non-retail commercial and light industrial space comprising up to an additional 90,000 square metres.

This calculation of retail demand assumes that 25% will be met by stores within the downtown, which is the unique shopping area serving the entire city market.

In addition, the downtown will continue to serve as the location for major new office uses, hotels, convention centres, government buildings, entertainment uses and cultural facilities as provided in section 4.10 of The Regina Development Plan â&#x20AC;&#x201C; Part A. Within the southwest sector, the distribution of commercial space is outlined in Chapter 4 and provides for the majority of the retail space to be in the form of district commercial consisting of large format retail, lifestyle centres and

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shopping malls arrayed along Lewvan Drive. This will provide a central location within the market area (south Regina), good accessibility from Lewvan Drive, with traffic distributed between four intersections to avoid excessive congestion at any one point. In addition to vehicular access from Lewvan Drive, the Plan also emphasizes the need for good transit access and pedestrian and cyclist access from the adjacent communities. The form of the commercial development should accommodate these modes by providing a transit corridor on the west side of the commercial sites, and maintaining high quality pedestrian linkages from this corridor and the residential areas further west to the store entrances by clustering of buildings with proximity to the street and careful consideration of walking routes through the sites.

Local commercial uses in the Town Centre and community hubs will provide the opportunity for residents to walk for day-to-day shopping and services, as well as providing a focus for the community and sector when these areas are combined with community facilities, higher density housing and public amenity areas. With respect to highway commercial development demand, used such as hotels and other travel related uses may be developed within the Lewvan Drive commercial area. [2007-90] [2011-21] As shown on Map 4.1, two areas to the south and northwest of the airport site have been identified for light industrial uses and associated uses. Industrial use for the two parcels abutting the airport is a logical choice for these lands given their unsuitability for residential due to the high Noise Exposure Forecast ratings and the potential for development of airport-related services. Economic forecasts for Regina suggest that the wholesale trade, warehouse, and transportation sectors will experience the strongest growth in the coming years. These sectors require strong transportation links to air, rail and trucking which this area provides through optimal proximity to the airport, the TransCanada Highways, rail lines, and possible future transportation infrastructure. [2007-90] [2011-21] For all of the identified industrial lands in the Southwest Sector, only light or medium industrial uses such as warehousing or distribution facilities are appropriate given the need for compatibility with airport operations and residential neighbourhoods and protection of the underlying aquifer zone. Light and medium industrial uses are typically characterized by few, if any, impacts such as noise, emissions, or groundwater contamination. Development of any of the identified industrial lands will be subject to the submission of area concept plans by the affected developers. The concept plans will be required to address matters such as serviceability, land use compatibility, rationale for development timing and compliance with City land use policies. [2007-90] The following policies are intended to guide commercial and industrial development in the southwest sector to achieve the objectives of the Plan: [200790]

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a) Higher traffic generating uses, such as district shopping facilities, shall be located at the perimeter of communities b) Commercial uses may be developed to support higher density residential uses in the Town Centre, and may be combined with other community facilities located there such as public health facilities, community centre, fire, library, multi seasonal zone level athletic parks, town square and other public gathering places. c) District level shopping (e.g. large format retail, lifestyle centres, malls) totalling 90,000 square metres may be arrayed adjacent to Lewvan Drive, to serve the sector, the south Regina market and beyond. Commercial development shall be distributed along this corridor to balance traffic demand at intersections. Access shall be provided by transit using a road along the west side of the commercial properties, and also by pedestrian and bicycle connections to stores from the new neighbourhoods to the west. d) Each community shall have a central mixed-use hub located at a key intersection, which may consist of higher density residential development, services for that community (e.g. local shopping, religious institution, daycare, etc.), and have a high level of transit and pedestrian accessibility.

The community hub may be developed around a village square, to provide a sense of identity, opportunity for social interaction, street life, and create a picturesque setting. e) Industrial development shall be restricted to light and medium industrial uses to ensure compatibility with airport operations and residential neighbourhoods, and protection of the aquifer. [2007-90] f) That the two areas within the existing City limits that are identified for industrial use on Map 4.1 (south and northwest of the airport) be developed for light industrial uses in the medium term. [2007-90] g) The staging of industrial development shall be dependent upon the completion of infrastructure and roadway improvements identified in this Sector Plan that are required to accommodate industrial development. [2007-90] [2010-19 former 5.4g repealed] h) Consistent with the policies in Part A of the Regina Development Plan Bylaw No. 7877, industrial development in the Southwest Sector shall be subject to City Council approval of detailed area concept plans that demonstrate compliance with City policies and regulations, and address elements such as access, serviceability, servicing efficiency, staging, compatibility with existing and proposed surrounding land uses, aquifer protection, environmental impacts, and impact on the existing transportation and servicing infrastructure. [2007-90]

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5.5

Parks and Open Space The development concepts described in Chapter 4 contain a number of elements related to parks and open space development intended to achieve the objectives of this Plan. These include the equitable distribution, appropriate size and location to promote integration of neighbourhood parks to serve each neighbourhood, zone level parks in the Town Centre, other public gathering places, buffering for transportation corridors and facilities, linear open space networks and links to city-wide recreation.

Recreation and access to open space contributes to the quality of life in the southwest sector. Features including water courses, open spaces and parks provide opportunities for active and passive enjoyment of the outdoors. The recreation and open space system is based on a hierarchy of neighbourhood, zone (4 - 10 neighbourhoods) and municipal (city-wide) level of open space as defined by the Open Space Management Strategy (OSMS).

A fundamental goal of park development is to ensure that residents receive a range of equitably distributed recreational opportunities and active and passive park space. To achieve this goal the following concepts are followed: • • • •

A centralized park in each neighbourhoods.

Incorporation of active and passive open space.

Open space linkages via onstreet greenways.

Community safety and crime prevention.

Additional zone level open spaces will be required during the timeframe of this Plan. The details of this space will be determined through further study and will be accommodated in the Town Centre. Zone level facilities should be easily accessible to pedestrians and cyclists.

The Plan recognizes the need to provide greater accessibility to, and linkages between, open spaces within communities. This will be accomplished through a fully linked open space system that utilizes a combination of onstreet greenways, neighbourhood parks, pocket parks, and local streets. Onstreet greenways utilize neighbourhood collector streets by providing a distinct and safe pedestrian and cyclist environment alongside the road through effective and aesthetically pleasing design elements within road rights-of-way. They will provide enhanced pedestrian amenities such as widened sidewalks and pathways, landscaping to provide separation from the street and designated bicycle lanes, and will connect key destinations in the community such as neighbourhood parks and community hubs.

The following policies are intended to guide park and open space development in the southwest sector to achieve the objectives of the Plan:

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a) Development and location of open space shall be in accordance with the guidelines of the Open Space Management Strategy and be generally consistent with the locations identified in the Southwest Sector Concept in Map 4.2. b) Joint use agreements with school authorities shall be encouraged in order to enable the use of school facilities for community purposes. c) The use of pipeline corridors for recreational purposes shall be encouraged. d) Where appropriate, the City may require and utilize cash in lieu of required municipal reserve land dedication to upgrade or re-adapt existing recreational and open spaces to meet the changing needs of the residents of the southwest sector. e) Multi seasonal zone level athletic facilities may be developed in the Town Centre, based on an evaluation of need. f) Each neighbourhood shall have a centrally located pedestrian accessible park. g) The grid of onstreet greenways shall divide each neighbourhood into approximately 16 ha. units, and converge at the centrally located neighbourhood park. h) The Rowatt flood channel shall be integrated with the urban stormwater conveyance system and may be accommodated adjacent to pedestrian greenways i) Edges of the sector shall be buffered by landscaping from highway corridors and the airport lands. Gateways to the city and the sector shall be defined through landscaping treatment as per the standards in the RUFMS. j) Pedestrian, bicycle and transit links to existing community facilities in Albert Park (e.g. schools, leisure centre, library, arena, community sports facilities) shall be established in the first stage of development (Community 1) and be reflected in the community concept plan for this area, since these facilities will not be replicated until later stages of development, in the Town Centre.

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6.0

Urban Transportation This Plan addresses transportation in a holistic manner, relating not just the different modes of transportation, but the interrelationship with land uses and densities of development as they affect the generation of trips. The intent is to create sustainable communities by minimizing the number and length of trips, and supporting walking, cycling and transit modes wherever possible. The land use policies in Chapter 5 are coordinated with transportation objectives to help achieve this.

The road network analysis in this chapter excludes lands west of Courtney Street that are identified for potential industrial development. Detailed transportation studies will be required prior to those lands being developed. [2007-90] In addition, the following policies are intended to guide transportation infrastructure and services in the southwest sector to achieve the objectives of the Plan.

6.1

Road Network The road network provides the major infrastructure to support all urban transportation modes. It is based on a three level hierarchy consisting of arterials, collectors and local roads. The major roads in the southwest sector have been constructed in a general grid pattern. The street system also provides servicing routes for sewer, water, telephone and power facilities.

The Southwest Sector Road Network Study, undertaken as part of the sector plan review, involved detailed analysis of future travel demand and corresponding roadway plans, as well as stakeholder and public consultation. The findings of this study largely confirmed the recommendations in the Regina Road Network Plan, although some key connections will now be required sooner than previously anticipated, and others will not be required.

The recommended road network describes the transportation requirements to provide good mobility to, from and within future development in the southwest sector. It does not include all of the transportation infrastructure required to develop this sector. There remain a variety of design options to accommodate local and collector traffic, cyclists, pedestrians, and transit use which can be proposed as part of the community concept and subdivision plans. It is, however, desirable to include some general principles regarding these transportation requirements including: Compatibility of Roadside Land Use and Road Function: Operational problems and safety concerns, both real and perceived, tend to be most common where roadside land use and necessary road function are incompatible. Examples of this incongruity include locating schools and parks on higher-volume roads, providing pedestrian crossings where sightlines are limited, and constructing high parking generators on local streets.

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Asset Management and Sustainable Infrastructure: The design features of the transportation network should balance form and function in such as way as to minimize unnecessary maintenance costs in the future. For example, the construction of a wider sidewalk and onstreet bicycle route on a local street that carries very little traffic will provide limited benefit to users, but will increase maintenance costs. Similar facilities on a busier collector, however, can provide a benefit to users of non-motorized modes that is meaningful enough to justify the additional expense and effort required to maintain these features.

Walking, Cycling and Transit Accommodation: The new communities should provide safe and comfortable accommodation of cyclists, pedestrians, and transit users. Developers should include accommodation of non-motorized modes in community concept and subdivision plans through a combination of greenways, onstreet bicycle routes, off-street bikeways, multi-use paths, and well-designed and located crossing opportunities. There are a variety of creative and interesting ways in which these features can be incorporated into the sector at the community concept plan and subdivision level.

Inclusive Site Design: It is desirable to have new commercial and institutional sites easily accessed by transit, cyclists and pedestrians, and also important to ensure that these modes are thoughtfully accommodated within the site layout for each development in addition to automobile travel.

Future Upgrades: Future right-of-way requirements, including those associated with future four-laning and intersection requirements, have been identified as part of the sector study. Where the full facility is not required immediately, the full right-of-way should be dedicated at the time of subdivision. No construction, including utility installation, will be permitted within these areas.

Calm Streets Through Design: The network of local streets and lower volume collectors should be configured so as to minimize short-cutting and speeding and to distribute traffic appropriately to streets that are designed to carry higher volumes and accommodate higher speeds.

The following policies are established for road network development in the southwest sector: a) The major road network shall be based on grid of collector and arterial streets. b) The road network shall be designed to facilitate the efficient and timely movement of vehicles from the southwest to other parts of the city, especially the downtown.

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c) Road right-of-way requirements shall be protected for long-term road network needs. d) Infrastructure including water and sewer systems shall be included within road rights-of-way to ensure that public investment is optimized and ongoing operation and maintenance costs are minimized.

The other recommendations for road network are divided into three stages; short term, medium term and long term.

Short Term Short term recommendations include changes to the existing infrastructure which are needed in order to better accommodate traffic independent of any development in the southwest sector or those that are associated with the start of development. The following roadway development projects shall be undertaken upon initiation of new development in the southwest sector: e) Connect Parliament Avenue west to Lewvan Drive: This connection is currently approved in the Regina Road Network Plan. This connection would provide easier travel to and from the west end of Parliament Avenue for residents living in the immediate area and would carry only small volumes of traffic. This improvement shall include the extension of Queen Street to Parliament Avenue and the rerouting of a portion of Pasqua Street to the east to provide better separation from Lewvan Drive. f) Construct an Interchange at Highway No. 1 and Lewvan Drive: An interchange is desirable at this location in order to address existing capacity and safety issues. g) Continue Gordon Road west of Lewvan Drive: The approved Regina Road Network Plan includes the continuation of Gordon Road west of Lewvan Drive in order to permit development. h) Continue Parliament Avenue west of Lewvan Drive: The approved Regina Road Network Plan includes the continuation of Parliament Avenue west of Lewvan Drive in order to permit development. This connection is expected to provide access to new commercial development west of Lewvan Drive for residents living near or on Parliament Avenue. i) Construct Two New T-Intersections on Lewvan Drive: In order to accommodate traffic that will be generated by the new development west of Lewvan Drive, new signalized T-intersections are required between Highway No.1 and Gordon Road and between Gordon Road and Parliament Avenue.

Providing additional access from Lewvan Drive also reduces the demand on both Gordon Road and Parliament Avenue and provides for an additional cyclist and pedestrian connection to existing communities to the east.

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Medium Term Medium term recommendations include the new infrastructure and changes to existing facilities that are required at approximately the 235,000 population. The exact timing for the construction of these facilities and improvements is tied to the rate and location of development. The following roadway projects shall be undertaken within Stage 1 as described in Section 9.4 of this Plan: j) Optimize Signal Timing on Albert Street: In order to better accommodate the increased traffic from the southwest sector, traffic signal timing modifications are required on Albert Street. A parking ban is also recommended for Albert Street during peak traffic times. k) Extend Courtney Street and Saskatchewan Drive: As the southwest sector develops, there will be a need to provide an additional route to the downtown as an alternative to Lewvan Drive. Note that while this connection is only needed to serve the southwest sector as Regina approaches the 235,000 population, there is strong existing demand from northwest areas of the city to connect the north leg of Courtney Street to Saskatchewan Drive. l) Construct an Interchange at Saskatchewan Drive and Lewvan Drive: Once Courtney Street is connected to Saskatchewan Drive, an interchange is required at Saskatchewan Drive and Lewvan Drive in order to ensure the safe and efficient operations of this important junction. m) Improve the Intersection of Lewvan Drive and 13th Avenue: The planned development in the southwest sector will increase congestion on Lewvan Drive. Auxiliary lanes will be required in order to reduce congestion and delay at 13th Avenue and Lewvan Drive. The final configuration of this intersection is dependent on the design of a future interchange at Lewvan Drive and Saskatchewan Drive and will be the subject of a future functional design study. n) Provide the new roads within the southwest sector that are needed as part of the development.

Long Term Long term recommendations include the new infrastructure and changes to existing facilities that are required at the 300,000 population. Similar to the changes recommended in the medium term timeframe, the timing for these recommendations is tied to the rate and location of development. The following roadway improvements shall be undertaken in Stage 2 as described in Section 9.4 of this Plan: o) Provide the new roads within the southwest sector that are needed as part of the development.

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p) Construct an additional interchange on Highway No. 1 west of Lewvan Drive.

The current Regina Road Network Plan shows this interchange at Courtney Street, where it provides joint use to both city-bound traffic on that road and highway traffic destined for a future west side bypass that is expected to be constructed by the Province.

6.2

Transit City transit service is provided, at varying levels of service, to all neighbourhoods within the southwest sector. This Plan recognizes the benefits that public transit offers, but also acknowledges the reality that transit cannot offer those benefits universally, at all times of the day, for all trips and for all people throughout the southwest sector. In light of this, it is important that public transit meets the basic transportation needs of people who have no other alternative, offers a viable and competitive alternative to private automobiles during peak periods of travel and contributes towards expanding the carrying-capacity of the road network.

The conceptual road network system in the southwest sector, based on collectors spaced at 0.8 km and connecting several communities, is supportive of transit policy and planning. Other transit supportive guidelines applied to this Plan include location of high activity, institutional and higher density residential land uses in close proximity to bus routes.

The following policies are intended to guide development to support transit service in the southwest sector to achieve the objectives of the Plan: a) Probable transit route(s) and approximate bus stop locations shall be identified at the community concept plan stage in the planning process. b) Community concept plans shall ensure that 90% of residents will be located within 365m of a bus stop. c) Transit shall be provided along roads at the perimeter of neighbourhoods, and thus be within 400m of most properties with a minimum of overlap, directly serve medium density residential corridors and community hubs, and be tied in at a sector scale to the Town Centre and the regional shopping corridor. d) Commercial development shall be oriented to align business entrances with transit stops wherever possible, and maintain pedestrian connectivity between transit stops and business entrances. An on-site bus stop shall be required for all large format commercial developments if the bulk of parking is located between the street used for transit service and the primary building on site. e) Commuting time to the downtown and knowledge corridor shall be minimized by using Lewvan Drive, Ring Road and other roads which correspond to desire lines of travel for transit routes. Transit service shall be provided in a

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manner which continues to reinforce the downtown as the major office employment centre in the city.

6.3

Pedestrians and Cyclists Increasing awareness of health and environmental issues has resulted in an increased interest in both walking and bicycling. The Regina Development Plan encourages alternative forms of transportation to the automobile and the Open Space Management Strategy promotes the development of a linked open space system convenient to pedestrians and cyclists. In general, walking is a localized form of transportation and recreation, while bicycle transport offers greater range of travel.

Because pedestrian trips are generally localized, it is important to provide a pleasing and purposeful environment within neighbourhoods. Policies in Section 5.5 Parks and Open Space are supportive of a more pedestrian friendly neighbourhood via the creation of a continuous, aesthetically pleasing system linking open spaces and community amenities. Walking is also encouraged through the provision of destinations, including a mixed use community hub, neighbourhood parks, and sector level destinations.

A system of onstreet greenways is proposed to provide convenient walking routes from homes to parks, schools, shopping, transit and other destinations in the community. Onstreet greenways will have wide walkways separated from traffic and bicycle lanes by tree lined boulevards to enhance comfort and safety for a variety of travel modes. Onstreet greenways will serve as collector roads, and neighbourhood parks can provide attractive street end vistas. They are a key element in creating walkable communities which enhance health, environmental sustainability and quality of life.

The City of Regina Bikeway Study of 1993 identifies two types of bicycle routes: destination oriented and recreational pathways. Destination oriented routes follow the established road network while recreational pathways typically follow water courses and link many of the cityâ&#x20AC;&#x2122;s open spaces. The Bikeway Study proposes phased development of destination oriented routes. The Bikeway Study will be reviewed in the near future to determine upgrading and extension of both destination and recreational routes.

The following policies are intended to guide development in the southwest sector to support walking and cycling in accordance with the objectives of the Plan: a) The design of pedestrian friendly streets where the streetscape is visually appealing, free of objects that impede pedestrian movement and has adequate lighting shall be encouraged at all stages of the planning and development process.

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b) Community concept plans shall show local destinations, such as commercial facilities and parks, located within reasonable walking distance of all neighbourhood residents. c) The Bikeway Study recommendations shall be applied to improve both destination and recreational bicycle routes. d) A network of onstreet greenways shall be developed in general conformity with Map 4.2, to serve as minor collectors and facilitate a variety of travel modes including pedestrian and bicycle. The grid of onstreet greenways will divide each neighbourhood into approximately 16 ha. units, and converge at a centrally located neighbourhood park. They will also connect to transit stops, community hubs, district shopping, multi-use paths and other communities and destinations in the sector. The design of onstreet greenways shall be as shown on Figure 6.1 or an acceptable variation thereof, and shall be included in approved community concept plans. e) Pedestrian, bicycle and transit links to existing community facilities in Albert Park (eg. school, leisure centre, library, arena, community sports facilities) shall be established in the first stage of development (Community 1) since these facilities will not be replicated until later stages of development, in the Town Centre. f) Each residential neighbourhood sub-unit created by the onstreet greenways should be served with a series of local streets, crescents and cul-de-sacs to create a walkable entity which minimizes street crossings to access the neighbourhood park. g) Community concept plans and development applications shall reinforce the concept of walkability by providing pedestrian continuity via sidewalks, pedestrian crossings and continuous pedestrian access to and through commercial, park and institutional sites.

Figure 6.1 â&#x20AC;&#x201C; Onstreet Greenway Option

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7.0

Services and Utilities [2007-90] [2011-21 - repealed] 7.1

Community Services The development concepts described in Chapter 4 contain a number of elements related to the provision of community services and facilities intended to achieve the objectives of this Plan. These include the location of community facilities along transit corridors, the Town Centre and community hubs, and links to existing facilities to provide service to residents.

The existing area east of Lewvan Drive is well served by institutional and community services including schools, library, churches, a fire station, a leisure centre and community centres. It is anticipated that the City will not undertake development of new community facilities in the southwest sector within the context of Community 1.

A fire station was constructed on 31st Avenue. Fire service levels should be acceptable during the first stage of this Plan, but in the long term a new fire hall may be needed in conjunction with the Town Centre development. There is a library branch located within the sector with no plans for additional branch development in the southwest sector (Regina Public Libraryâ&#x20AC;&#x2122;s Strategic Plan).

However, if the need for an additional library is identified, the location should be within the Town Centre.

Provision of educational services is the responsibility of the Public and Separate School Boards. Currently, there are 12 elementary schools and three high schools within the southwest sector boundaries. Due to slowly declining enrolment levels, slow population growth, financial limitations and the increased popularity of student bussing, the construction of new schools (elementary and secondary) in the southwest sector within the context of Community 1 is unlikely. It is anticipated that population growth in the southwest will enhance the viability of the existing schools near the growth areas.

In the event new schools are warranted, this Plan provides opportunity (available land) for elementary school development within the Town Centre, which will also be well situated to serve in future communities. If possible, a joint use facility would be encouraged at this location. Opportunity also exists in community hubs for school locations if warranted.

The location of private institutional services (for example â&#x20AC;&#x201C; churches and day cares) should consider locating on highly accessible and convenient sites.

Specifically, these uses would benefit by locating in the Town Centre and community hubs which are well served with transit.

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In addition, the following policies are intended to guide the provision of community service facilities in the southwest sector to achieve the objectives of the Plan: a) The City shall encourage joint use facilities for new elementary school development. b) The Town Centre Secondary Plan shall show school site(s), and provide a shadow plan indicating alternative development in the event that the schools do not proceed or are subsequently closed. c) The Plan shall encourage institutional uses to locate near or adjacent to arterial and/or collector roads and near transit routes. d) Whenever possible, institutional land uses should provide a transition between commercial and residential uses.. e) Community facilities such as schools, public health facilities, community centre, fire, library and multi seasonal zone level athletic parks shall be combined with commercial and higher density residential uses in the Town Centre. f) Pedestrian, bicycle and transit links to existing community facilities in Albert Park (eg. school, leisure centre, library, arena, community sports facilities) shall be established in the first stage of development (Community 1) since these facilities will not be replicated until later stages of development, in the Town Centre. g) A community hub shall be developed in each community to provide opportunity for community and social interaction and create a sense of place.

Community hubs may include community uses and recreation, integrated with local commercial services and medium density residential development.

School sites within the community hub, if shown, shall include a shadow plan for redevelopment if the school does not proceed.

7.2

Public Safety Elements of public safety, including design features and police protection have impacts on land use and quality of life for residents. The fear of crime affects peopleâ&#x20AC;&#x2122;s behaviour, activity patterns and community perceptions. In the long term, this affects neighbourhoods and may lead to economic decay of perceived undesirable locations of the city.

The design of the physical environment can either support or deter crime. In other words, crime can be reduced through proper design. With principles rooted in environmental psychology, Crime Prevention Through Environmental Design (CPTED) is based upon the premise that the proper design and effective use of the built environment can lead to a reduction in the incidence and fear of crime, and

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an improvement in the quality of life. The Regina Development Plan requires new developments be reviewed with reference to the CPTED principles.

Similarly, existing establishments should be encouraged to review their site design and wherever possible incorporate CPTED design principles.

In addition, the following policies are intended to guide development in the southwest sector to promote safe communities in accordance with the objectives of the Plan: a) CPTED principles shall be considered at the community concept plan, subdivision and permit review stages in the planning process. b) Through roads shall define the edges of communities in order to reduce the need for traffic shortcutting through communities and disrupting pedestrian movement. c) Noise sensitive land uses shall be minimized in the higher aircraft noise areas.

Places of public assembly shall be excluded from areas of high risk from aircraft, pipelines, railway or highway hazards. d) Fire services may be enhanced by the provision of fire sprinkler systems in all buildings to reduce or eliminate loss of life and reduce property damage. e) Residential frontage and flankage shall be maintained on perimeter roads to maintain â&#x20AC;&#x153;eyes on the streetâ&#x20AC;? and sense of ownership as per CPTED principles, and eliminate the need for walled collectors which are contrary to these CPTED principles. f) Each residential neighbourhood sub-unit created by the onstreet greenways shall be served with a series of local streets, crescents and cul-de-sacs to create a walkable entity which minimizes street crossings to access the neighbourhood park.

7.3

Stormwater Management The topography of the new development area west of Lewvan Drive and north of Highway #1 is relatively flat. The stormwater management system includes a minor (piped) system and a major (overland) system. The minor system provides a reasonable level of service and conveys runoff from low intensity rainstorm events. The major system conveys runoff from the high intensity rainstorm events that exceed the capacity of the minor system. Dry bottom detention facilities provide attenuation of the peak runoff and release flows to channels and creeks at a reduced rate.

The area is nearly evenly split into east and west catchments by a natural drainage divide approximately at Campbell Street. Overland drainage from contributing rural areas to the west and south must be addressed in the stormwater

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management plan and accommodated in each stage of the stormwater management system.

The east catchment including most of the lands between Lewvan Drive and Campbell Street north of Highway #1 generally drains to the SCDAA/Rowatt Channel and then north to the South Storm Channel and then into Wascana Creek.

Outflow from the SCDAA Channel will be controlled to the extent necessary to ensure priority use of the South Storm Channel for existing urban drainage. The type and degree of controls required will impact the size of the storm water detention facilities. The stormwater system will include 6 dry bottom detention facilities that will be integrated with open space/park facilities for temporary storage of flows and an upgraded channel section along Lewvan Drive that will be deepened and widened to convey flows. The upgraded channel will also drain agricultural lands south of the city as previously identified by the Rowatt Flood Control Project. A piped system will be provided to accommodate low intensity storm events.

The west catchment including most of the lands between Campbell Street and Courtney Street north of Highway #1 has relatively flat topography and drains west to agricultural land and then to Cottonwood Creek and Wascana Creek. The stormwater system will include 5 dry bottom detention facilities within the area and a channel outletting into Cottonwood Creek or Wascana Creek depending on future development growth and staging. A piped system will be provided to accommodate low intensity storm events.

In addition, the following policies are intended to guide provision of stormwater services in accordance with the objectives of the Plan: a) The City shall endeavour to optimize the use of existing servicing systems by phasing development accordingly. b) The Rowatt flood channel shall be integrated with the urban stormwater conveyance system and can be accommodated adjacent to pedestrian greenways and the current SCDAA channel. c) The onstreet greenways and stormwater management system may be integrated, providing the routes for overland drainage and converging at parks which can be used for detention. d) An overall servicing plan for the area west of Campbell Street shall be required to determine the service requirements of each new community prior to initiating development of this area. e) Servicing of potential future development not contemplated in this Plan shall not be supported or considered, without a full review of the sectorâ&#x20AC;&#x2122;s servicing capacity and cost. [2007-90] [2011-21]

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7.4

Wastewater System The wastewater system consists of a collection system including trunk sewers to collect and convey flows to the McCarthy Boulevard Pump Station and the Wastewater Treatment Plant. For neighbourhoods between Lewvan Drive and Campbell Street, wastewater will be directed to the South Trunk sewer via connections to the existing system. The development of this area will proceed in two stages with one connection to the Pasqua Trunk sewer and one to the South Trunk sewer. The connections require flow regulators with on-line storage to limit additional loading to the existing system so that the flows from new development do not exacerbate current service levels in adjacent existing areas.

The requirement for on-line storage to accommodate further development may change if the existing system is improved and more downstream capacity becomes available. A gravity collection system will service the area with considerable earthen fill placement in the southern area of the development.

There are two general options for wastewater servicing west of Campbell Street to Courtney Street. First, wastewater could discharge to the South Trunk sewer if the existing system is substantially upgraded and additional downstream capacity becomes available. Without additional capacity, a new trunk sewer connected directly to the Wastewater Treatment Plant could be constructed. A pump station will be required to pump wastewater collected in this development area. a) Policies 7.3 a), d) and e) shall apply equally to the provision of wastewater service in the southwest sector. b) The level of wastewater service to existing areas of development shall be maintained or improved as service is extended to developing areas in the sector c) For Community 1, wastewater servicing shall be accommodated through connections to the existing system with flow control devices and on-line storage as well as well as existing system upgrades.

7.5

Water Supply System Water supply to new development in this sector will be provided from the existing distribution system. Sufficient pressure will be provided from the existing North and Farrell Pumping Stations. Water storage for high water use during fire fighting and peak day requirements will be provided in the existing storage reservoirs. The water provided to new development areas will meet all provincial water quality regulations.

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Primary water supply will be from the City loop watermain located on Lewvan Drive. Connections can be made at Gordon Road and Parliament Avenue and extended west to serve new development. Watermains must be looped to provide sufficient reliability.

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Map 8.1 â&#x20AC;&#x201C; Airport Vicinity

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8.0

Special Areas 8.1

Airport Vicinity Development in the vicinity of the Regina International Airport warrants special consideration in order to address several unique issues associated with the operation of the airport.

The Southwest Sector Concept as shown on Map 4.2 eliminates noise sensitive land uses, such as housing and schools, from the area projected to exceed 30 NEF for 2024, as required by Part A Section 5.11 a) of the Development Plan. In addition, noise sensitive land uses have been minimized in the area between the 25 and 30 NEF contour by utilizing commercial, industrial, park and other less noise sensitive land uses to the extent practical given the expected demand for these uses, impact on traffic and the overall development pattern of the sector.

Where residential development is identified in this area, a significant proportion will be medium or higher density forms which can readily apply noise attenuation measures. The combination of these less noise sensitive uses would account for more than 90% of the development land subject to noise exceeding the 25 NEF level.

The following additional policies are applied to address issues related to development in the vicinity of the airport: a) The noise attenuation standards set out by CMHC shall be applied to new residential development in the area between 25 and 30 NEF for 2024. b) Development in the airport vicinity shall minimize the potential to attract migratory birds which can create a hazard for aircraft. The storm water management plan shall not include retention lakes, and should significantly reduce the amount of ponding which naturally occurs, and thus benefit airport operations by reducing the attraction of birds. c) Interface between the airport and adjacent residential areas shall be addressed by the provision of compatible land uses. Most of the new development area at the airport perimeter shall be commercial and industrial uses. A residential area adjacent to the westerly portion of the airport site shall be separated by a landscaped buffer. Berming of this buffer area shall be required to help to reduce ground generated noise and soften the visual impact of the airport. d) The road network shall respect the need for potential expansion of runway 1331 and allow sufficient space for this to occur. In addition, roadway access shall be maintained to the airport site from the existing 25th Avenue gate. e) Navigation aids shall be protected by applying the development standards set out by Transport Canada and detailed in the publication Land Use in the

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Vicinity of Airports. This will apply to development in the area shown on Map 8.1, including any future industrial development south, west or northwest of the airport. [2007-90] f) Land lying to the south and northwest of the airport site may be developed for related industrial uses including a multi-modal cargo facility and associated industry. [2007-90] The details of this development shall be subject to further study and adoption of a secondary plan as an amendment to the Development Plan. In the meantime, the land shall remain zoned UH in order to protect the full range of options for its future development. g) Uses with emissions that may affect airport visibility shall be prohibited on lands adjacent to the airport. [2007-90] h) Development of groundside commercial and industrial uses on airport lands shall be governed by the Regina Airport Master Plan. [2007-90] 8.2

Transportation Corridors The CPR mainline and the future west bypass are critical form-makers shaping development in the southwest sector. Consideration needs to be given to addressing environmental and aesthetic impacts posed by these transportation corridors including noise and transportation of dangerous goods.

Noise associated with highway traffic needs to be shielded from adjacent residential areas. The provision of a landscaped buffer, combined with berm and/or noise fence is an effective way of addressing this interface a) The policies contained within Section 5.11 e) of Part A – Policy Plan of Regina Development Plan shall apply to consideration of development in close proximity to the rail corridor in the southwest sector. b) A noise and visual landscaped berm/barrier shall be required between new residential communities and the highway corridors. The location and form of the landscaped berm/barrier shall be determined during consideration of community concept plans.

8.3

Roadways Tree Planting The Regina Urban Forest Management Strategy (RUFMS) “provides a comprehensive strategy for managing Regina’s urban forest in an arboricultural sound and cost effective manner.” A part of this master plan is identification of tree-planting projects to replenish and enhance Regina’s urban forest. The RUFMS identifies a list of priority tree planting projects relevant in the southwest sector with respect to ceremonial routes, gateways (main entry points to the city), major arterial intersections, and major arterial roadways.

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The priority of tree planting projects will take into consideration adjacent land uses and the extent of public visibility. In addition to tree planting, the above categories may also benefit from a combination of landscape architecture, architecture, traffic planning, lighting, signage, flags and banners. The combination of these design elements will create a distinct, aesthetically pleasing and highly visible marker. a) The goals and objectives of RUFMS shall be considered in all development and redevelopment projects in close proximity to designated ceremonial routes, gateways, major arterial intersections and major arterials in the southwest sector.

8.4

Pipelines Corridors Underground pipeline corridors transect the southwest sector. Development on these pipeline corridor is prohibited. Development near the pipelines elicits concerns about public safety and land use conflicts. Public safety will be optimized through a combination of high standards and monitoring by the pipeline companies and appropriate land use planning by the City. A cooperative and collaborative approach is essential to maintaining optimal public safety.

As development is considered in close proximity to pipeline right-of-ways, the Plan proposes to provide a collaborative land use planning approach to ensure public safety. In accordance with recommendations in Land Use Planning With Respect To Pipelines new development applications within 200 metres of the pipeline right-of-way will be subject to review and comment by the pipeline companies. Through cooperative land use planning, public safety will be optimized. a) Application for new development upon land within 200 metres of the pipeline right-of-way shall be reviewed for comment by the pipeline companies to optimize public safety and land use planning in close proximity to pipeline right-of-ways. b) Where applicable pipeline and utility corridors shall serve a dual purpose as pedestrian routes through communities.

8.5

Existing Residential Communities Redevelopment proposals in existing communities will give due consideration to impacts on adjacent land use and the community as a whole. These proposals will require engagement with the community and consideration under zoning amendment and discretionary use review processes. a) Infill development in existing communities shall demonstrate integration with existing community facilities and transportation and pedestrian networks.

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b) Redevelopment of sites in established communities shall give due consideration to impact on adjacent land uses and the overall communities in which they area proposed.

8.6

Town Centre The convergence of roads with pedestrian links creates a node of uniquely high accessibility for a variety of travel modes near the geographic centre of the sector.

This node will form the Town Centre serving the 3 communities in the sector.

The Town Centre will be a pedestrian oriented mixed use area which will provide the focal point for a wide range of commercial and community facilities for the sector. It is meant to serve as an attractive gathering place for residents and is strategically located with excellent connectivity from everywhere in the sector by car, transit, pedestrian and bicycle modes. Community facilities such as schools, public health facilities, community centre, churches, fire, library, multi seasonal zone level athletic parks, town square and other community gathering places will be combined with commercial and higher density residential uses in the Town Centre. It will establish a distinct identity of place for the sector, provides opportunity for community and social interaction, and create a unique, picturesque, high quality urban landscape.

The design will be further detailed in consultation with the stakeholders and a secondary plan will be prepared to amend this Plan and guide the detailed development of the Town Centre. In considering the secondary plan, the intent as described above and the following principles shall be applied: a) The Town Centre shall be designed and developed as a pedestrian oriented mixed use area which will provide the focal point for a wide range of commercial and community facilities for the sector. b) The Town Centre shall be subject to a detailed secondary plan which will include the participation of all stakeholders such as developers, community associations, school boards, library, RQHR, RFD and other service delivery agencies. c) The principles of place making, CPTED, year round activity, pedestrian comfort, support for transit, and the integration of high intensity land uses should guide the planning process for this area. d) The highest densities, and housing targeted for seniors, may be integrated into the Town Centre to provide an urban atmosphere, enhance access to services and support transit. Mixed use buildings with housing above street level shops can create an attractive housing option. e) The Town Centre may be developed as a one way couplet or with a wide centre median, and be lined with high density residential mixed use buildings, ground floor commercial, parks and other public spaces.

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f) The accessibility to the Town Centre via a variety of travel modes shall be capitalized on by continuing pedestrian, cyclist and transit linkages throughout the area as a priority, and providing sufficient parking in a manner which does not disrupt the urban character or pedestrian street environment of the area. g) Street oriented retail uses should be provided in a compact, walkable area which supports other land uses and facilities in the Town Centre. h) Streetscape design, street furniture and the provision of public art should consider pedestrian comfort and visual amenity, and street crossings should be given emphasis through pavement design. i) The street design should be simple, easy to navigate, and provide vistas to key sites and landmarks in the Town Centre. j)

Building massing should be street oriented, human scale and preserve views of landmark buildings and sites. There should be a gradual transition to lower density developments adjacent to the Town Centre.

k) Building design should be addressed through the development process and include details such as maintaining attractive street level design, avoiding blank walls, providing balconies on upper levels, minimizing and landscaping setbacks from streets and avoiding the intrusion of parking on pedestrian spaces.

8.7

Lewvan Drive Commercial Corridor District level shopping (e.g. large format retail, lifestyle centres, malls) totalling 90,000 square metres will be arrayed adjacent to Lewvan Drive, to serve the sector, the south Regina market and beyond. Development will be distributed uniformly along this corridor in order to minimize the need for additional roadway infrastructure to accommodate large concentration at any one location, and good access will be provided by transit using a collector road along the west side of the commercial properties, and also pedestrian and bicycle connections to the new neighbourhoods to the west.

Automobile access to district shopping has been emphasized almost to the point of excluding other modes of travel. While auto access is important, attention needs to be paid to pedestrian access from the adjacent community, cyclists, and especially transit for commercial customers and staff. The Plan provides greenway links and adjacent bus routes to serve future district commercial corridor developments.

In addition, the following policies are intended to guide development of the district commercial corridor in the southwest sector in accordance with the objectives of the Plan:

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a) The extent and type of commercial uses along this corridor shall be distributed to divide traffic appropriately between the four intersections at Lewvan Drive, b) The west side of the commercial sites shall be bounded by a continuous north/south roadway serving the commercial corridor and supporting transit.

This roadway shall be a minimum of 250 metres from Lewvan Drive at points along the intersecting east/west roads. c) Retail buildings shall be clustered in proximity to the pedestrian network serving the sector, and pedestrian continuity shall be maintained from this network throughout the commercial sites to the front entrances of each store.

The provision of transit stops shall also be coordinated with the pedestrian network and provide good access to store entrances. d) Commercial uses may be integrated with high density residential to create mixed use developments.

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9.0

Implementation 9.1

Responsibility The implementation of the Plan will require a mutual effort of both the public and the private sectors. The Plan presents the overall physical structure for future development within the southwest sector.

City Responsibility The Regina Planning Commission and City Council will be responsible for overseeing planning recommendations necessary to fulfill the objectives of this Plan. Responsibility for the implementation of this Sector Plan lies primarily with City Council.

The Development Officer shall assume primary responsibility for the initial review of all community concept plan, subdivision and development proposals and also ensure the participation of relevant government agencies, private groups and municipal departments during the review process, prior to submission to the appropriate City Committees and City Council.

The Plan will require monitoring to ensure that the goals and objectives of this Plan are consistent with changing needs and aspirations of the community.

Accordingly, Council may consider possible amendments to this Plan from time to time to respond to changing or unforeseen circumstances.

The success of this Plan will require diligent application of planning tools in a manner consistent with the policies contained within the Plan. Consequently, proposed changes or amendments should not be arbitrary and should have regard for the need and the impact of the proposed change upon overall development within the sector.

Private Involvement The private sector is responsible for preparing community concept plans and subdivision and development proposals that are consistent with the policies contained in this Plan. Multiple property owners within a community concept plan area must co-ordinate the preparation of a community concept plan.

Plan Interpretation Each of the policy sections contained in this Plan is shown in italics and is preceded by an introduction, preamble or statement of intent, which must be read in conjunction with the policies in those sections. These statements have the same force, effect and intent as the policies of the Plan.

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In the case of a discrepancy between the text and the related map, policy statements will take precedent. The maps in Section 4 of this Plan are intended to provide a general illustration of the policies contained in the Plan, but should be utilized only in conjunction with specific policies.

9.2

Annexation Requirements At the time this Plan is being prepared, an annexation proposal is being made which will encompass all of the lands needed for development of the southwest sector as detailed in this Plan. Further consideration of annexation may need to be undertaken: â&#x20AC;˘ â&#x20AC;˘ â&#x20AC;˘

9.3

in the event that the proposed annexation is not approved in full, in the very long term to encompass lands needed for further development outside the area of this Plan, if new circumstances arise such as the need for additional airport related commercial development which requires full municipal services.

Preparation of Community Concept Plans Prior to subdivision of land in the southwest sector, formal community concept plans shall be submitted to City Council in accordance with City of Regina Subdivision Bylaw No. 7748. In addition to items required by the Subdivision Bylaw, the Plan proposes that the following items be required in community concept plans for residential areas in the southwest sector: [2007-90] a) A centrally located community hub shall be indicated in community concept plans in accordance with Map 4.2. b) A pedestrian linkage plan showing a continuous linked open space system using a variety of onstreet greenways, parks, and drainage systems shall be indicated in the community concept plan. c) Potential bus routes and bus stops shall be included in community concept plans to tie into the proposed road system and linked pedestrian system. d) Potential bicycle routes should be identified in community concept plans. e) Location and timing of development of required landscape berms shall be included in community concept plans.

Community concept plans are required to provide for a comprehensive review of the total development area. This prevents piecemeal development and allows for compatible integration of new areas with existing neighbourhoods in an efficient and cost-effective manner.

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9.4

Development Staging This Plan supports contiguous development that is adjacent to existing development in order to accommodate growth in an orderly and economical fashion. This includes encouraging the completion or near completion of undeveloped lands in areas with approved community concept plans before undertaking expansion to prevent the premature fragmentation of land prior to the extension of cost-effective urban services.

The staging of development is very important to achieve the cost-effective provision of services as development proceeds. These elements are addressed in the Plan and are summarized as follows: Stage 1 Stage 1 will consist of a portion of the commercial development along Lewvan Drive and Community No. 1 as shown on Map 4.1. Most of the required infrastructure is already in place or easily connected. Development of commercial establishments will be dependent upon developer initiative and market forces. The detailed staging of development within this community will be contained in the community concept plan which is required before development can be initiated.

Stage 2 This stage consists of a residential area west of Campbell Street (Communities 2 and 3 as shown on Map 4.1). Development of this area will only commence when there has been substantial completion of Stage 1. A community concept plan will be required for each of these two new communities prior to that development.

Services to the area and detailed staging within each community will be determined in the community concept plan.

Not Subject to Development Staging Areas south, northwest and west of the Regina International Airport are identified for industrial use, and servicing will depend on the specific nature of the developments. Concept plans, servicing feasibility studies and determination of the timing of development in these areas will need to be undertaken prior to development proceeding. [2007-90] Infill development is also not subject to development staging and may be undertaken at any time subject to normal development review procedures.

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REGINA DEVELOPMENT PLAN PART C NORTHWEST SECTOR PLAN

PLANNING AND DEVELOPMENT DIVISION PLANNING AND SUSTAINABILITY DEPARTMENT

REGINA DEVELOPMENT PLAN PART C NORTHWEST SECTOR PLAN

Date First Published: September 2001 Date of Last Revision: August 5, 2011 [2011-39] Additional copies available from: City of Regina Planning and Sustainability Department 9th Floor, City Hall 2476 Victoria Avenue Regina, Saskatchewan S4P 3C8 (306) 777-7551

Bylaw No: 2001-62 Approved by City Council: July 30, 2001 Approved by the Province of Saskatchewan: August 24, 2001

Office consolidation only. For bylaws referenced in this document, contact the City Clerk's Office, 15th Floor, City Hall.

TABLE OF CONTENTS 1. INTRODUCTION ............................................................................................................1 1.1 Background ..............................................................................................................1 1.2 Role and Function of Northwest Sector...................................................................1 2. SECTOR PLAN AREA CHARACTERISTICS ..............................................................2 2.1 Northwest Sector Boundaries ..................................................................................2 2.2 Physical Geography .................................................................................................2 2.3 Development Constraints.........................................................................................2 2.4 Land Ownership.......................................................................................................4 2.5 Population and Housing...........................................................................................4 3. RESIDENTIAL DEVELOPMENT ................................................................................. 6 3.1 Residential Areas and Neighbourhood Size ........................................................... 6 Objectives ............................................................................................................... 9 Policies.................................................................................................................... 9 3.2 Residential Densities............................................................................................... 9 Objectives ..............................................................................................................10 Policies...................................................................................................................10 3.3 Subdivision Design ................................................................................................12 Objectives ..............................................................................................................12 Policies...................................................................................................................12 4. COMMERCIAL DEVELOPMENT...............................................................................14 Objectives ..............................................................................................................14 Policies...................................................................................................................16 5. PARKS AND OPEN SPACE .........................................................................................17 Objectives ..............................................................................................................17 Policies...................................................................................................................18 6. INSTITUTIONAL AND COMMUNITY SERVICES ..................................................19 6.1 Educational Services..............................................................................................19 Objectives ..............................................................................................................19 Policies...................................................................................................................19 6.2 Community Services..............................................................................................19 Objectives ..............................................................................................................20 Policies...................................................................................................................20 7. PUBLIC SAFETY ..........................................................................................................22 Objectives ..............................................................................................................22 Policies...................................................................................................................22

8. TRANSPORTATION AND INFRASTRUCTURE.......................................................23 8.1 Utility Services.......................................................................................................23 Objectives ..............................................................................................................26 Policies...................................................................................................................26 8.2 Public Transit .........................................................................................................26 Objectives ..............................................................................................................27 Policies...................................................................................................................27 8.3 Road Network ........................................................................................................27 Objectives ..............................................................................................................28 Policies...................................................................................................................30 8.4 Bicycle and Pedestrian Transportation ..................................................................30 Objectives ..............................................................................................................31 Policies...................................................................................................................31 9. SPECIAL AREAS AND POLICIES ..............................................................................33 9.1 Major Tree Planting Projects .................................................................................33 Objectives ..............................................................................................................33 Policies...................................................................................................................33 9.2 Treaty Land Entitlements.......................................................................................33 Objectives ..............................................................................................................35 Policies...................................................................................................................35 9.3 Underground Pipelines...........................................................................................35 Objectives ..............................................................................................................35 Policies...................................................................................................................36 9.4 Residential â&#x20AC;&#x201C; Industrial Interface ...........................................................................36 Objectives ..............................................................................................................36 Policies...................................................................................................................36 10. IMPLEMENTATION.....................................................................................................39 10.1 Responsibility ........................................................................................................39 10.2 Annexation Requirements......................................................................................40 10.3 Preparation of Concept Plans.................................................................................40 10.4 Development Staging.............................................................................................42

APPENDIX A The Northwest Sector Plan...........................................................................45 APPENDIX B Neighbourhood Unit Model .........................................................................46

LIST OF MAPS 2.0

Northwest Sector Boundaries .........................................................................3

2.1

Land Ownership..............................................................................................5

3.0

Residential Neighbourhoods...........................................................................7

3.1

Residential Density .......................................................................................11

4.0

Commercial Development ............................................................................15

6.0

Northwest Sector School Sites......................................................................21

8.0

Stormwater Drainage System .......................................................................24

8.1

Domestic Sewer System ...............................................................................25

8.2

Northwest Sector Road Network ..................................................................29

8.3

Northwest Sector Bikeway Routes ...............................................................32

9.0

Northwest Sector Conceptual Tree Planting Plan.........................................34

9.1

Residential/Industrial Buffer.........................................................................38

10.0

Annexation Requirements.............................................................................41

10.1

Development Staging....................................................................................44

LIST OF TABLES 2.0

Northwest Sector Communities ......................................................................2

3.0

Future Residential Areas/Neighbourhoods .....................................................8

1.0

Introduction 1.1

Background The current Northwest Sector Plan, developed in 1977, provides for future land development on the northwest edge of the City. The northwest is one of the two major residential growth areas for future development over the next 20 years.

The Plan, as part of the Regina Development Plan, acts as a guide to the City Administration, City Council and the development industry when preparing, reviewing and making decisions with respect to land use and provision of commercial and community facilities in the northwest. The Plan also gives the public an indication of what type of development to expect in the northwest sector.

The Plan provides the general framework for future development in the Northwest. Development proponents work towards fulfillment of the Plan through preparation of concept plans and development proposals that are in line with the Planâ&#x20AC;&#x2122;s general principles.

The Plan should not be viewed as a rigid Master Plan. Urban growth is influenced by a number of factors that are subject to change. Consequently, the Plan will regularly require monitoring, review and amendment in response to societal changes. However, while the Plan affords considerable flexibility, certain fundamental principles, which underlie the Plan (e.g. road and open space networks), cannot be arbitrarily altered without a clear understanding of their impact on the overall development of the area.

1.2

Role and Function of Northwest Sector The Regina Development Plan identifies the southeast and the northwest areas as the two main residential growth areas within the City. As such, the northwest sector will continue to accommodate demand for urban expansion in a controlled and cost effective manner. The northwest sector offers an array of commercial, recreational and institutional services used primarily, but not exclusively, by residents within the sector.

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2.0

Sector Plan Area Characteristics 2.1

Northwest Sector Boundaries The northwest sector encompasses the area north of Dewdney Avenue from Pinkie Road on the west, to Lewvan Drive and the portion north of the CNR mainline from Lewvan Drive to Winnipeg Street. The northern boundary of the sector lies 0.8 km north of the existing city limit, corresponding with an east-west grid road (Map 2.0).

The extensive sector boundaries include 13 communities that vary in neighbourhood life cycle stages. Table 2.0 displays the existing communities in two separate categories: growth communities and mature communities. Growth communities are relatively youthful and are growing. Mature communities are fully built aging communities. Since the purpose of this plan is to guide future development, more focus is placed on growth communities and undeveloped areas.

Table 2.0 Northwest Sector Communities

2.2

Growth Communities

Mature Communities

Twin Lakes (Maple Ridge) Walsh Acres (Garden Ridge/Lakeridge) Prairie View (Westhill Park)

Sherwood McCarthy Argyle Park/Englewood Uplands Normanview Normanview West Regent Park Rosemont/Mount Royal Dieppe Coronation Park Northeast

Physical Geography The land in the northwest sector has very little topographic relief. The elevation falls from its highest point north of Uplands to its lowest point at Wascana Creek in the southwest corner of the sector. As a result, the predominant surface drainage patterns generally flow north to south and east to west. The undeveloped land within the sector consists largely of high quality agricultural land.

2.3

Development Constraints The northwest sector and surrounding area contain a number of natural and built features that restrict geographical expansion of the City. Included are rail lines, pipelines, Wascana Creek, Regina Airport, sewage settling ponds, high infrastructure costs associated with relief and existing industrial development in

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the R.M. of Sherwood (these features are shown on the Northwest Sector Plan Map in Appendix A).

2.4

Land Ownership Map 2.1 shows the distribution of public and private land holdings in the northwest sector. Land ownership in future residential areas is limited to a few private owners, the City of Regina and Sask Housing Corporation. Cooperation among these owners will be required to submit concept plans prior to development of the neighbourhoods.

2.5

Population and Housing Population The predominant trend shaping the demographic landscape of the city is population aging. This aging is a result of the progression of the baby-boom generation as well as declining birth rates, increased longevity and fewer women in their child bearing years. It follows that in terms of housing needs, the importance of children will diminish and the housing market will be affected by a general decrease in the first time home buying market. Barring an unexpected change in migration rates, these trends should continue.

The most significant change in the age structure of the northwest sector between 1991 and 1996 has been the general decrease in significance of the 0-14 age group (26.6% to 24.5%) and the increase in significance of the population 65 and over (6.3% to 7.8%). In absolute terms, the 0-14 group decreased by 1,645 while the population of those over 65 increased by 995. This trend should impact the provision of educational services and influence the housing market.

While the population in the northwest declined slightly, the number of households increased 3.3 percent from 24,350 to 25,145. Consequently, average household size decreased from 2.96 to 2.83 as the proportion of single person and lone parent households increased at the expense of the traditional husband and wife households. The trend towards smaller households would suggest a shift in housing demand away from large single detached housing towards smaller more appropriate dwelling types.

Housing The predominant dwelling type in the northwest sector is the single detached house, which comprised 76.6 percent of the housing stock in 1996. During the timeline of this Plan, the single detached form will remain the predominant dwelling type, but should decrease in relative significance through provision of new medium-high density housing in new neighbourhoods.

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3.0

Residential Development 3.1

Residential Areas and Neighbourhood Size Residential Areas Six new residential areas, consisting of two new neighbourhoods, a neighbourhood addition and three neighbourhood extensions are established in this Plan (Map 3.0). These areas represent contiguous, cost-efficient urban expansion. [2007-90] Neighbourhood Size Neighbourhood size has typically been based on the premise that a neighbourhood should be large enough to support an elementary school. Traditionally, a population of between 4,000 â&#x20AC;&#x201C; 7,500 has been required. However, owing to demographic trends including, an aging population, slow population growth and fewer children per household as well as fiscal realities, School Boards concede that a larger catchment population (approximately 10,000) is now required to support an elementary school and that a school is not promised to every neighbourhood.

In light of the noted trends, the City has determined that whenever possible, new neighbourhoods should be bounded by arterial roads, which are spaced at 1.6 km (2.56 km2 in area) and accommodate a population capable of supporting an elementary school (10,000). A grid of 1.6km arterial roads to define neighbourhood boundaries would, where interspersed with a collector roadway within the neighbourhood, be in keeping with a 0.8 km spacing appropriate for transit routes.

These communities should be developed around a community focal point, which may at some time include an elementary school or other community uses, but would at least function as the central neighbourhood park and enhance the design of new neighbourhoods by combining uses at a central, accessible location. A centrally located school would result in a maximum walking distance of 1 km, in keeping with School Board criteria. To ensure sustainability the community focal point could adapt over time to meet the changing needs and circumstances of the neighbourhood.

The size of new neighbourhoods in the northwest is largely dictated by the layout of major roadways. Arterials are spaced at approximately 1.6km. These neighbourhoods will be bounded by major roads and be as regular in shape as possible. Table 3.0 shows the land area and projected population of each new residential area. Annexation of approximately 130 hectares would be required to complete the neighbourhoods west of Courtney Street. [2007-90] [2010-19]

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Table 3.0: Future Residential Areas/Neighbourhoods [2007-90] New Residential Area 1 2 3 4 5 6 TOTAL

Land Area (Ha) 70 33

Projected Population 3,100 1,300

425

18,700

60

2,600

588

25,700

1. North of Argyle Park/Englewood.

This area is located within City limits and is bounded by Pasqua Street on the west, Albert Street to the east, the pipeline corridor to the south and the IPSCO buffer to the north. [2007-90] Although the prospective population and land area warrant a community focal point, this area will best be viewed as an addition to the Argyle Park/Englewood community. This area will be subject to development phasing.

2. North of Uplands.

This small parcel of land within City limits does not warrant a new neighbourhood due to its limited size and would be an extension of the Uplands community. Residential development within this area is restricted to the north by the IPSCO buffer. [2007-90] Because of its isolation with respect to other new development and limited size, this area will not be subject to development phasing. This area will tie directly into the services of Uplands community.

3. West of Sherwood McCarthy.

These 190 hectares would comprise a new neighbourhood bounded by 9th Avenue North on the south, Pinkie Road on the west, Courtney Street on the east and an extended Rochdale Boulevard on the north.

4. West of Twin Lakes.

These 190 hectares would comprise a new neighbourhood bounded by an extended Rochdale Boulevard on the south, Pinkie Road on the west, Courtney Street on the east and the City limit to the north.

5. Twin Lakes and Lakeridge Extensions [2007-90] The Twin Lakes and Lakeridge extensions include all land approximately 300 metres north of the existing drainage channel but south of Diefenbaker Drive.

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Objectives a) To accommodate future residential growth within defined areas and ensure lands are developed in an orderly and cost-effective manner. b) To ensure future residential neighbourhoods are of optimal size based on sustainability of a centrally located community focal point.

Policies 1. That new residential areas in the northwest sector be restricted to the areas specifically identified in Map 3.0.

2. To ensure cost efficient urban expansion new residential areas shall develop in accordance with Section 10.4 Development Staging.

3. That new residential neighbourhoods be as regular in shape as possible and bounded by arterial roads.

4. That concept plans for new residential neighbourhoods include a centrally located community focal point.

3.2

Residential Densities Although market forces will ensure that the single detached dwelling remains the predominant form of housing in the northwest sector, this Plan recognizes the need to provide a mix of dwelling types within new neighbourhoods to meet the needs of a variety of household types and endeavor to achieve a compact urban form. Higher density development lowers the per unit cost of developing and maintaining infrastructure and community services and also decreases the rate of urban sprawl.

The location of higher density housing should take advantage of areas of higher activity and traffic. To this end, medium density housing should be located near arterial roadways, commercial sites, bus routes and on the neighbourhoodâ&#x20AC;&#x2122;s periphery to minimize traffic throughout the neighbourhood.

This Plan proposes a density target of 16.0 du/ha in new neighbourhoods. [200790]. This can be achieved through a dedication of 20 percent of residential land to medium-high density development (average density of > 25.0 du/ha). Lowdensity development will account for the remaining 80 percent of residential land area (average density of >15.0 du/ha). Low-density development will consist primarily of single detached dwellings. Medium density regions will include a mix of townhouse and apartment dwellings. Map 3.1 identifies the proposed density areas in the northwest sector.

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Objectives a) To provide a mix of housing types and densities to suit different lifestyles and income levels and reduce urban sprawl. b) To identify regions appropriate for medium density development forms including duplex, semi-detached, townhouse and low rise apartment development.

Policies 1. Establish a residential density pattern in new neighbourhoods that is highest near the arterial and collector roadways at the neighbourhood periphery, near transit routes and near commercial centres.

2. Residential density within designated medium density areas should be no less than 25 dwelling units per hectare (refer to Map 3.1).

3. Residential density within designated low density areas should be no less than 15 dwelling units per hectare (refer to Map 3.1).

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3.3

Subdivision Design Subdivision design contributes significantly to the quality and character of a neighbourhood as well as to the efficiency of land use. Appropriate neighbourhood design can create safe, vibrant and healthy environments for its residents as the physical components help shape the social aspects of a neighbourhood. Through proper subdivision design, a sustainable community can be achieved.

A sustainable community is one that has been developed in such a way that the fiscal, social and environmental activities that take place within it are capable of being sustained far into the future. More specifically, sustainability means that: fiscally, the costs of building and operating the supportive infrastructure must be affordable; socially, communities must be diverse and adaptable to changing lifestyles; and environmentally, communities should be designed to minimize their impact upon the surrounding environment.

The following objectives and policies shall guide the development of all new concept and subdivision plans in order to accommodate a variety of densities, improve the sense of community, control vehicular circulation, promote energy conservation, and achieve a cost-efficient sustainable neighbourhood.

Objectives a) To provide a safe environment and sense of community to the residents within a neighbourhood. b) To develop highly sustainable and cost efficient neighbourhoods. c) To accommodate and promote non-vehicular modes of transportation to community amenities within the neighbourhood through the use of pathway linkages. d) To enhance accessibility to public transit through supportive subdivision design.

Policies 1. Providing for local recreational and commercial opportunities for residents in the area will encourage a sense of community.

2. Direct frontage of single detached dwellings shall not be allowed on arterial roads.

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3. To minimize the use of continuous walls along both sides of collector roads, double frontage lots are to be discouraged in favour of a mix of flankage lots, frontage lots, placement of park and institutional sites on collector roads and other innovative subdivision design elements.

4. Medium density residential development is to be located at the edge of the neighbourhood along major arterial and collector roads, transportation corridors and near commercial sites.

5. Subdivision design should minimize through traffic on local streets through the use of crescents and cul-de-sacs for safety, tranquility and land use efficiency.

6. Incorporation of neo-traditional design elements is encouraged to enhance community sustainability and encourage a mix of design elements.

7. In keeping with the established road network, east west collector streets in the northwest should be spaced at approximately 400 metres to service transit routes. North- south collectors should be spaced at approximately 800 metres.

(Refer to Appendix B â&#x20AC;&#x201C; Neighbourhood Unit Model).

8. Curvilinear collector streets are to be avoided to minimize walking distances and reduce vehicular sightline problems.

9. In accordance with transit policy, 90 percent of residential lots shall be within 365m walking distance to bus stops along designated bus routes. This can be optimized by radiating pedestrian routes from bus stops.

10. Whenever possible a high percentage of lots should have north-south orientation to conserve energy.

11. New subdivisions should have a linked open space system focusing on a centrally located community focal point and consisting of a combination of community promenades, parkways, green lanes, pocket parks and linear parks to minimize walking distances to community amenities and bus stops. (Refer to Appendix B â&#x20AC;&#x201C; Neighbourhood Unit Model).

12. The use of traditional, narrow walkways is discouraged due to safety and maintenance concerns. Other means of pedestrian linkages should be utilized.

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4.0

Commercial Development The northwest sector is presently served by one regional shopping centre (Northgate Mall), three district shopping centres (Sherwood Village Mall, Regent Mall and Normanview Mall) a mixed use corridor (‘Mainstreet’ - Rochdale Boulevard) providing local and district services and several local and neighbourhood commercial sites.

Current retail trends and city-wide commercial demand suggest that the northwest sector will require additional district, highway commercial and local commercial sites to meet demand. In view of this, the Plan supports: (Map 4.0) • • •

Continued development of a large format retail centre at the intersection of Pasqua Street and Rochdale Boulevard.

Development of a highway commercial site on the west side of Pasqua Street North.

Development of two local commercial sites at the intersection of Courtney Street and Rochdale Boulevard.

The Mainstreet commercial concept in this Plan provides for commercial development only at major intersections along Rochdale Boulevard. On this basis, the Mainstreet Zone should no longer be applied. Instead, Local Commercial, Highway Commercial and Major Arterial Commercial zoning designations should be utilized for future commercial sites.

Long term commercial requirements are uncertain at this time. In light of the competitive, ever-changing nature of the retail industry, regular monitoring of supply and demand will be required over the timeline of this Plan. However, two reasonable long-term options are identified. First, land located on Albert Street North could become available with the relocation of the Highway #6 and #11 interchange. As an alternative, future commercial demand could be satisfied on Pasqua Street North, north of Rochdale Boulevard.

Objectives a) To maintain Mainstreet as a key commercial corridor. b) To support the development of a large format centre, anchoring Mainstreet, that would improve commercial service in the northwest and not detract from Downtown retail objectives. c) To better serve the travelling public in the northwest by providing opportunity for a Highway Commercial site. d) To provide opportunity for local commercial services for residents in new neighbourhoods.

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Policies 1. To restrict future commercial development, other than highway commercial, to arterial intersections along Rochdale Boulevard.

2. Major (District scale) commercial development will be accommodated at the intersection of Pasqua Street and Rochdale Boulevard to take advantage of existing infrastructure investment and to create an economy of scale (refer to Map 4.0).

3. Two potential long-term commercial development sites are considered: Albert Street North (only upon relocation of the Highway # 6 and 11 interchange) or Pasqua Street North.

4. Highway Commercial development will be encouraged at a site located on the west side of Pasqua Street North to take advantage of proximity to the Pasqua Street and Highway # 11 interchange (refer to Map 4.0).

5. Local commercial development will be encouraged at the intersection of Courtney Street and Rochdale Boulevard (refer to Map 4.0).

6. That major commercial development be considered for expansion along an eastward extension of Rochdale Boulevard to Argyle Street and along the east side of Pasqua Street North (refer to Map 4.0). [2011-39]

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5.0

Parks and Open Space Recreation and access to open space contribute to the quality of life available in the northwest sector. Natural features, open spaces and parks provide opportunities for active and passive enjoyment of the outdoors. The recreation and open space system is based on a hierarchy of neighbourhood, zone (4 - 10 neighbourhoods) and municipal (city-wide) level of open space as defined by the City of Regina Open Space Management Strategy (OSMS).

A fundamental goal of park development is to ensure that residents receive a range of equitably distributed recreational opportunities and active and passive park space. To achieve this goal the following concepts are followed: • • • •

A centralized park.

Incorporation of active and passive open space.

Open space linkages.

Community safety and crime prevention.

No additional municipal level open spaces will be required during the timeframe of this Plan. There may be demand for additional zone level facilities as new neighbourhoods develop. This will be determined through further study in conjunction with a review of the OSMS. Zone level facilities should be located near arterial or collector roads and be easily accessible to pedestrians and cyclists. Neighbourhood park space is required in all neighbourhoods.

The Plan recognizes the need to provide greater accessibility to, and linkages between, open spaces within neighbourhoods. This will be accomplished through a fully linked open space system that utilizes a combination of promenades, parkways, green lanes and pocket and linear parks. Promenades, parkways and green lanes utilize neighbourhood collector and local streets by providing a distinct and safe pedestrian environment alongside the road through effective and aesthetically pleasing design elements.

Objectives a) To provide open space in accordance with the Open Space Management Strategy and the Regina Athletic Fields System. b) To accommodate and promote safe pedestrian, bicycle and wheelchair transport to community open space. c) To develop a fully linked open space system within new neighbourhoods. d) To ensure that each new neighbourhood contains a centrally located community focal point.

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Policies 1. That development and location of open space be in accordance with the guidelines of the Open Space Management Strategy and be generally consistent with the locations identified in the Northwest Sector Plan Map in Appendix A. 2. To encourage pedestrian and bicycle travel to and between open spaces through the development of a pathway network utilizing a variety of design options including promenades, parkways, green lanes, linear and pocket parks and natural systems such as environmental reserves. This continuous system should be identified at the concept plan stage in the planning process.

3. That a centralized community focal point be established in all new residential neighbourhoods.

4. To encourage the continuation of joint use agreements with school authorities on the use of school facilities for community purposes.

5. To encourage the development of the pipeline corridor for recreational purposes.

6. Dry bottom detention ponds are encouraged in favour of storm water retention ponds as a means of controlling drainage.

7. Where appropriate, utilize cash in lieu to upgrade or re-adapt existing recreational and open spaces to meet the changing needs of the residents of the northwest sector.

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6.0

Institutional and Community Services 6.1

Educational Services Provision of educational services is the responsibility of the Public and Separate School Boards. Currently, there are 30 elementary schools and 6 high schools within the northwest sector boundaries. Due to slowly declining enrolment levels, slow population growth, financial limitations and the increased popularity of student busing, the construction of new schools (elementary and secondary) in the northwest sector over the next 20-25 years is unlikely. It is anticipated that population growth in the northwest will enhance the viability of the existing schools near the growth areas. In the event new schools are warranted, this Plan provides opportunity (available land) for elementary school development within the centralized community focal point (Map 6.0). Whenever possible, a joint use facility would be encouraged at this location.

Objective a) To support current school board educational practices through adaptive and flexible land use planning.

Policies 1. To establish an appropriately sized community focal point as a potential school site.

2. Encourage joint use facilities for new elementary school development.

3. Concept Plans which show school site(s) provide a shadow plan indicating alternative development in the event that the school does not proceed or is subsequently closed.

6.2

Community Services The northwest sector is well served by institutional and community services including schools, libraries, churches, fire stations, a leisure centre and community centres. It is anticipated that the City will not undertake development of new community or leisure centres in the northwest sector over the next 25 years.

Regina City Council recently approved the construction of a new fire hall at the northeast corner of 9th Avenue North and Broad Street. Fire service in the northwest will be improved, especially in the Uplands and Argyle Park/Englewood communities. Service levels should be acceptable during the life of this Plan. The Regina Public Libraryâ&#x20AC;&#x2122;s Strategic Plan identifies the possibility

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of improving service in the northwest sector through several strategic branch relocations and a possible additional northwest branch.

The location of private institutional services (for example â&#x20AC;&#x201C; churches and day cares) should consider locating on highly accessible and convenient sites.

Specifically, these uses would benefit by locating near or adjacent to arterial and/or collector roads and near transit routes.

Objectives a) To maintain a high level of community service provision in the northwest sector. b) To assist in the locational decisions of all institutional and community service land uses.

Policies 1. Encourage the involvement of the Urban Planning Division in locational decisions of City facilities and services.

2. Encourage institutional uses to locate near or adjacent to arterial and/or collector roads and near transit routes.

3. Whenever possible, encourage institutional land uses to provide a transition between commercial and residential uses and/or between high and medium density residential.

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7.0

Public Safety Elements of public safety, including design features and police protection have impacts on land use and quality of life for residents. The fear of crime affects peopleâ&#x20AC;&#x2122;s behaviour, activity patterns and community perceptions. In the long term, this affects neighbourhoods and may lead to economic decay of perceived undesirable locations of the City.

The design of the physical environment can either support or deter crime. In other words, crime can be prevented through proper design. With principles rooted in environmental psychology, Crime Prevention Through Environmental Design (CPTED) is based upon the premise that the proper design and effective use of the built environment can lead to a reduction in the incidence and fear of crime, and an improvement in the quality of life.

The Regina Development Plan requires new developments be reviewed with reference to the CPTED principles. Similarly, existing establishments should be encouraged to review their site design and wherever possible incorporate CPTED design principles.

Objectives a) To provide a safe environment and high quality of life to residents of the northwest sector.

Policies 1. That CPTED principles be considered at the concept plan, subdivision and permit review stages in the planning process.

2. That CPTED principles be considered for all new developments.

3. Whenever possible, encourage retrofitting of CPTED principles to established sites and buildings.

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8.0

Transportation and Infrastructure 8.1

Utility Services The Municipal Engineering Department has recently determined the required infrastructure needs of the City over the next 25 years. It was concluded that there is sufficient capacity in the northwest to accommodate the next 25 years of growth. Comment on requirements for growth areas not considered in their study or for growth beyond 25 years is based on reasoned estimation. Additional knowledge of domestic and storm sewer capacity will be provided in the near future when the Wastewater Collection Study is completed.

Storm Sewer System Much of the overland drainage is to the Craik Storm Trunk and to the North Storm Channel, and then into Wascana Creek. A piped sewer system was designed in 1977 to accommodate storm drainage in the northwest. This trunk extends east-west through the communities north of 9th Avenue North. This line will continue east of Pasqua Street as development progresses.

Additional storm sewer support is provided in the northwest by three water retention lakes. Due to environmental and maintenance concerns, the use of dry bottom retention ponds as a means of storm water control is now preferred. Map 8.0 shows the predominant existing and future locations of storm water facilities.

Domestic Sewer System The northwest sector domestic sewer system is serviced by the Craik Trunk, for neighbourhoods north of 9th Avenue North, and the North Trunk, for neighbourhoods south of 9th Avenue North. All domestic sewer lines converge at the McCarthy Avenue Pump Station from where the sewage is pumped to the Sewage Treatment Plant. (Map 8.1).

The Municipal Engineering 25-year infrastructure service plan indicates that the domestic sewer system in the northwest has enough capacity to properly service development over this time. During this time, the domestic sewer trunk will be extended east of Pasqua Street to service the future neighbourhood.

Two servicing options will be available for long-term development west of Courtney Street. First, services could tie into the Craik Trunk line if capacity exists. Without capacity, a new line directly to the Sewage Treatment Plant could be constructed.

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Water System As recognized in the Municipal Engineering 25 year Infrastructure Plan, the northwest water system will adequately meet development demand. As a selffinancing utility, the pressurized water system should effectively meet the needs of the proposed residential areas through expansion of the current system. Water service to regions above 590.0m would require booster pumping.

Objectives a) To ensure that water, domestic sewer and storm water management facilities are adequately and safely provided to all northwest sector neighbourhoods in a cost effective manner. b) To promote the phased delivery of infrastructure services concurrent with urban growth in the northwest sector.

Policies 1. The City shall endeavour to optimize the use of existing servicing systems by phasing development accordingly.

2. The region identified for development north of Uplands will require a servicing study prior to development. The cost of this study shall be borne by the developer. This region was not identified in the City's 25-year infrastructure plan.

3. A servicing study of the area west of Courtney Street will be required prior to development to determine the service requirements of each new neighbourhood. An overall plan for the two neighbourhoods should be developed.

4. Servicing of potential future development not contemplated in this Plan will not be supported or considered, unless there is no cost to the City and the sectorâ&#x20AC;&#x2122;s servicing capacity is not compromised.

8.2

Public Transit City transit service is provided, at varying levels of service, to all neighbourhoods within the northwest sector. This Plan recognizes the benefits that public transit offers, but also acknowledges the reality that transit cannot offer those benefits universally, at all times of the day, for all trips, for all people, throughout the northwest sector. In light of this, it is important that public transit meets the basic transportation needs of people who have no other alternative, offers a viable and competitive alternative to private automobiles during peak periods of travel and contributes towards expanding the carrying-capacity of the road network.

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The conceptual road network system in the northwest sector, east-west collectors spaced at 0.4 km and connecting several communities, is supportive of transit policy and planning. Other transit supportive guidelines applied to this Plan include location of high activity, institutional and higher density residential land uses in close proximity to bus routes.

Short-term transit improvements in the northwest may include the utilization of McIntosh Street to Rochdale Boulevard as well as provision of transit service to the Superstore at Pasqua Street and Rochdale Boulevard. Long-term transit needs may include new routes in future residential neighbourhoods located north of Argyle Park/Englewood and west of Courtney Street.

Objectives a) To contribute towards an efficient and effective transit system in the northwest sector through supportive land use planning. b) To provide opportunity for transit planning to be an integral component in the concept plan stage in the planning process.

Policies 1. Maintain a 400 metre spacing between east-west collector streets.

2. Encourage the use of collector streets to connect neighbourhoods.

3. Identify probable transit route(s) and approximate bus stop locations at the concept plan stage in the planning process.

4. Ensure that 90% of residents in new neighbourhoods will be located within 365m of a bus stop.

5. An on-site bus stop will be required for all large format commercial developments if the bulk of parking is located between the street used for transit service and the primary building on site.

8.3

Road Network Northwest Sector Road Network The road network in the City is based on a three level hierarchy consisting of arterials, collectors and local roads. The major roads in the northwest sector have been constructed in a general grid pattern. The street system also provides servicing routes for sewer, water, telephone and power facilities.

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Future road requirements in the northwest sector include upgrading and new construction of arterials and collectors as well as new local streets. The following recommendations have been extracted from the Regina Road Network Plan (Map 8.2).

Stage 1 (1-10 years) •

No major road upgrading or construction projects are proposed in the Regina Road Network Plan Review. Road construction will occur primarily in areas with approved concept plans. The initial phase of the Rochdale Boulevard extension east of Pasqua Street will occur as required to accommodate anticipated commercial development.

Stage 2 (11-25 years) •

Pasqua Street and Ring Road Upgrading – Widening of Pasqua Street between Rochdale Boulevard and Ring Road.

•

New East-West Arterial Between Courtney Street and Pasqua Street north of City limits.

Stage 3 (beyond 25 years) •

Pasqua Street and Ring Road – Construction of an interchange.

•

Courtney Street Extension to Highway # 1

•

Loop Collector North of Argyle Park/Connection to Argyle Street North Rochdale Boulevard would extend east of Pasqua Street and loop to connect with McIntosh Street at Pasqua Street. Argyle Street North would connect to the looped collector in an offset manner to discourage shortcutting through the existing neighbourhood.

•

Widening of Courtney Street north of 9th Avenue North.

•

Widening of 9th Avenue North west of Courtney Street.

•

Extension of Rochdale Boulevard between Courtney Street and Pinkie Road.

•

Extension of existing collector system to region west of Courtney Street and north of 9th Avenue North.

Objectives a) To develop a cost effective and efficient internal collector road network based on a grid pattern that supports intra-area movement and public transit.

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b) To facilitate the efficient and timely movement of vehicles from the northwest to other parts of the City, especially the downtown. c) To encourage road alignments that follow existing road rights-of-way. d) To develop a road network that is supportive of existing and future land uses.

Policies 1. The road network shall be developed in accordance with Map 8.2 to support the land use development strategy outlined in this Plan.

2. Road right-of-way requirements will be protected for long-term road network needs.

3. Infrastructure including water and sewer systems shall be included within road rights-of-way to ensure that public investment is optimized and ongoing operation and maintenance costs are minimized.

4. The road network will be developed in accordance with the developmentstaging plan in Section 10.4 to ensure cost efficiency and prevent premature construction and maintenance costs.

5. Low-density residential frontage shall be prohibited on arterial roads.

8.4

Bicycle and Pedestrian Transportation Increasing awareness of health and environmental issues has resulted in an increased interest in both walking and bicycling. The Regina Development Plan encourages alternative forms of transportation to the automobile and the Open Space Management Strategy promotes the development of a linked open space system convenient to pedestrians and cyclists. In general, walking is a localized form of transportation and recreation, while bicycle transport offers greater range of travel.

Because pedestrian trips are generally localized, it is important to provide a pleasing and purposeful environment within neighbourhoods. Policies in Section 3.3 Parks and Open Space are supportive of a more pedestrian friendly neighbourhood via the creation of a continuous, aesthetically pleasing parkway/path system linking open spaces and community amenities. Walking is also encouraged through the provision of destinations, including a community focal point and commercial facilities.

The City of Regina Bikeway Study of 1993 identifies two types of bicycle routes: destination oriented and recreational pathways. Destination oriented routes follow the established road network while recreational pathways typically follow

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water courses and link many of the Cityâ&#x20AC;&#x2122;s open spaces (Map 8.3). The Bikeway Study proposes phased development of destination oriented routes. The Bikeway Study will be reviewed in the near future to determine upgrading and extension of both destination and recreational routes.

Objectives a) To encourage walking and cycling as alternative forms of transportation to the automobile and provide an environment that encourages walking and cycling as recreational activities.

Policies 1. Provide local destinations, including commercial facilities and parks, within reasonable walking distance of all neighbourhood residents.

2. Encourage design of pedestrian friendly streets where the streetscape is visually appealing, free of objects that impede pedestrian movement and has adequate lighting.

3. Ensure implementation of the Bikeway Study to improve both destination and recreational bike routes.

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9.0

Special Areas and Policies 9.1

Major Tree Planting Projects The Regina Urban Forest Management Strategy (RUFMS) “provides a comprehensive strategy for managing Regina’s urban forest in an arboricultural sound and cost-effective manner.” A part of this master plan is identification of tree-planting projects to replenish and enhance Regina’s urban forest. The RUFMS identifies a list of priority tree planting projects relevant in the northwest sector under the following classifications (Map 9.0): • • • •

Ceremonial route.

Gateways (main entry points into the City).

Major arterial intersections.

Major arterials.

The priority of tree planting projects will take into consideration adjacent land uses and the extent of public visibility. In addition to tree planting, the above categories may also benefit from a combination of landscape architecture, architecture, traffic planning, lighting, signage, flags and banners. The combination of these design elements will create a distinct, aesthetically pleasing and highly visible marker.

Objectives a) To recognize the goals of Regina’s Urban Forest Management Strategy in all future development and redevelopment projects in the northwest sector.

Policies 1. The RUFMS shall be considered in all development and redevelopment projects in close proximity to designated ceremonial routes, gateways, major arterial intersections and major arterials.

2. An overlay zone concerning landscape and aesthetic treatment of significant gateways to the City, intersections, major roads and ceremonial routes be implemented to ensure that the objectives of the Regina Urban Forest Management Strategy are respected.

9.2

Treaty Land Entitlements In the northwest, two TLE parcels abut City limits (north of Twin Lakes and west of Dieppe Place – refer to Map 2.1). Intimations have been made that these properties may at some point be developed for residential purposes. If reserve status for these lands is sought, the City must encourage a joint planning effort to negotiate a mutually acceptable agreement.

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Development north of the current City limits, including TLE property was considered, however, owing to the aforementioned servicing issues, proposed development north of the City limits has been restricted to a single highway commercial site and a new east-west arterial. Further development in this area would require an amendment of the Plan and development of TLE property would require consultation with both the R.M. of Sherwood No. 159 and the City of Regina to ensure that an equitable agreement is reached.

Objectives a) To ensure that the interests of the City of Regina and the Sherwood-Regina Planning District are addressed in potential development proposals for TLE property.

Policies 1. Provide for early consultative opportunities by maintaining communication with TLE property owners and the R.M. of Sherwood No. 159 regarding prospective development of TLE land adjacent to or nearby the City of Regina.

9.3

Underground Pipelines The underground natural gas pipeline corridor in the northwest forms a significant area of undeveloped open space. Development on the pipeline corridor is prohibited. Development near the pipelines elicits concerns about public safety and land use conflicts. Public safety will be optimized through a combination of high standards and monitoring by the pipeline companies and appropriate land use planning by the City. A cooperative and collaborative approach is essential to maintaining optimal public safety.

Presently, the pipeline right-of-way has adjacent residential and commercial development in several neighbourhoods. This Plan proposes additional development adjacent to the right-of-way. To ensure public safety, the Plan proposes to provide a collaborative land use planning approach. In accordance with recommendations in Land Use Planning With Respect To Pipelines new development applications within 200 metres of the pipeline right-of-way will be subject to review and comment by the pipeline companies. Through cooperative land use planning, public safety will be optimized.

Objective a) To optimize public safety and land use planning for regions in close proximity to the pipeline right-of-way through a consultative development process.

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Policies 1. Applications for new development upon land within 200 metres of the pipeline right-of-way shall be reviewed for comment by the pipeline companies.

9.4

Residential / Industrial Interface [2004-72] The location of Sherwood Industrial Park north of the City restricts future residential development north of Highway #11. Specific concerns relating to the proximity of heavy industrial development include nuisances such as noise, fog, dust and excessive light. [2007-90] To ameliorate these concerns, this Plan proposes to restrict new residential development within 1,000 metres of the currently industrial zoned site of the primary industrial user (IPSCO Inc.) and apply other related policies including a noise and visual landscaped berm/barrier. The landscaped berm/barrier will provide audible and visual relief from both industrial uses and Highway #11 for the residents north of Argyle Park and Uplands. The exact location and form of the landscaped berm/barrier will be determined in consultation with IPSCO, the City of Regina and the respective developer(s) during development of the individual concept plans. In any event, the landscaped berm/barrier shall be in place prior to the completion of neighbourhood development.

Lands within the IPSCO buffer area north of Argyle Park and north of Uplands may be used for a range of compatible non-residential uses including commercial, low impact light industrial, and institutional. The development of these lands for predominantly light industrial uses would be appropriate as light industrial uses typically have few negative land use impacts and are a logical transition between the heavy industry to the north (IPSCO) and the residential and commercial to the south. Development within the buffer area will require City Council approval of concept plans that will address elements such as transportation access, aquifer protection, serviceability and compatibility with the adjacent residential neighbourhood. [2007-90] Objective a) To mitigate potential negative impacts of noise and fog, and to provide visual relief, from proximity of residential development to Sherwood Industrial Park and more specifically IPSCO Inc. Policies 1. New residential development in future urban development and concept plan areas located north of Argyle Park and north of Uplands between Pasqua Street and Winnipeg Street will be prohibited within 1,000 metres of the industrial boundary of IPSCO Inc. as identified on Map 9.1. This policy does

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not apply to the Lakeridge neighbourhood, located west of Pasqua Street, which has had an approved concept plan in place since 1988.

2. That the affected property owners and/or developers register an interest, at a time before or during the subdivision stage, on all residential, or potentially affected non-residential, property titles within the identified concept plan areas in Map 9.1, to notify future residents/users of existing and proposed industrial land uses related to IPSCO Inc. within Sherwood Industrial Park and the potential for noise from industrial sources north of the concept plan areas.

3. The following policies will apply to the design of concept plans for the two concept plan areas identified in Map 9.1.

4. That light industrial development be established within the IPSCO buffer area in the short to medium term, where serviceable. [2007-90] 5. Consistent with the policies in Part A of the Regina Development Plan, development of lands within the buffer area north of Argyle Park and north of Uplands shall be subject to City Council approval of detailed area concept plans that demonstrate compliance with City policies and regulations, and address elements such as access, serviceability, servicing efficiency, staging, compatibility with existing and proposed surrounding land uses, aquifer protection, environmental impacts, and impact on the existing transportation and servicing infrastructure. [2007-90]

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A noise and visual landscaped berm/barrier shall be required between new residential development in the concept plan areas and industrial development to the north, to provide both visual and audible relief from industrial operations. The location and form of the landscaped berm/barrier shall be determined during development of the concept plan and shall consist of landscaping and at least one of the following: a berm, a fence and/or intervening land uses with structures.

â&#x20AC;˘

Developers of housing in the concept plan areas should utilize acoustic insulation construction techniques, particularly for housing in close proximity to the 1,000 metre buffer interface, consistent with CMHC noise insulation standards, or equivalent standards, to mitigate noise dissemination through residential units.

â&#x20AC;˘

Dwelling units adjacent to the noise/visual buffer should be predominantly bungalow style to minimize potential noise disturbances that could occur on second storey development.

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10.0 Implementation 10.1

Responsibility The implementation of the Plan will require a mutual effort of both the public and the private sectors. The Plan presents the overall physical structure for future development within the northwest sector.

City Responsibility The Regina Planning Commission and City Council will be responsible for overseeing planning recommendations necessary to fulfill the objectives of this Plan. Responsibility for the implementation of this Sector Plan lies primarily with City Council.

The Development Officer shall assume primary responsibility for the initial review of all concept plan, subdivision and development proposals and also ensure the participation of relevant government agencies, private groups and municipal departments during the review process, prior to submission to the appropriate City Committees and City Council.

The Plan will require monitoring to ensure that the goals and objectives of this Plan are consistent with changing needs and aspirations of the community.

Accordingly, Council may consider possible amendments to this Plan from time to time to respond to changing or unforeseen circumstances.

The success of this Plan will require assiduous application of planning tools in a manner consistent with the policies contained within the Plan. Consequently, proposed changes or amendments should not be arbitrary and should have regard for the need and the impact of the proposed change upon overall development within the sector.

Private Involvement The private sector is responsible for preparing concept plans and subdivision and development proposals that are consistent with the policies contained in this Plan.

Multiple property owners within a concept plan area must co-ordinate the preparation of a concept plan.

Plan Interpretation Each of the policy sections contained in this Plan is preceded by an introduction, preamble or statement of intent, which must be read in conjunction with the policies in those sections. These statements have the same force, effect and intent as the policies of the Plan.

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In the case of a discrepancy between the text and the related map, policy statements will take precedent. The map in Appendix A, illustrating the overall structure of the northwest sector, provides a general illustration of the policies contained in the Plan, but should be utilized in conjunction with specific maps and policies.

10.2

Annexation Requirements Annexation of land outside of City boundaries will be required to fully realize the policies contained in this Plan. These annexations are justified to support the anticipated urban growth. All annexations will be initiated in accordance with the City of Regina Annexation Strategy currently under development.

The northwest sector currently has within its boundaries land sufficient for approximately 40 years of development. The Plan proposes annexation of lands adjacent to the northwest corner of the city (W ½ 4-18-20 W2 and portions of 918-20 W2) to accommodate appropriately sized future residential neighbourhoods (Map 10.0). [2007-90] The Plan identifies a relocation option regarding the Highway No. 11 and 6 interchange to a location farther north. This relocation would make available additional land for future development and annexation (a portion of SW Ÿ 12-1820 W2). No annexation would be required if the interchange remains in its current location.

[2007-90] [2010-19 Paragraph repealed] The above noted annexation strategy corresponds with the policies contained within this Plan. Amendments proposing development outside of the contemplated regions will require annexation consideration.

10.3

Preparation of Concept Plans Prior to subdivision of land in the northwest sector, formal concept plans shall be submitted to City Council in accordance with City of Regina Subdivision Bylaw No. 7748. In addition to items required by the Subdivision Bylaw, the Plan proposes that the following items be required in concept plans for areas in the northwest sector: i. A centrally located community focal point should be indicated in concept plans for areas requiring one in accordance with Appendix A - Map. ii. A pedestrian linkage plan showing a continuous linked open space system using a variety of street pathways, pocket parks, linear parks and natural systems shall be indicated in the concept plan.

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iii. Potential bus routes and bus stops shall be included in concept plans to tie into the proposed road system and linked pathway system. iv. Wherever appropriate, potential bike routes should be identified in concept plans. v. Location and timing of development of required landscape berms shall be included in concept plans.

Concept plans are required to provide for a comprehensive review of the total development area. This prevents piecemeal development and allows for compatible integration of new areas with existing neighbourhoods in an efficient and cost-effective manner.

10.4

Development Staging This Plan supports contiguous development that is adjacent to existing development in order to accommodate growth in an orderly and economical fashion. This will include encouraging the completion or near completion of undeveloped lands in areas with approved concept plans before undertaking expansion to prevent the premature fragmentation of land prior to the extension of cost-effective urban services.

Based on the above principles, the following phasing of development is proposed (Map 10.1).

Priority Placed on Approved Concept Plans Residential development should continue in areas with approved concept plans and the Twin Lakes/Lakeridge neighbourhood extensions until these areas are near completion before major residential development occurs in areas identified in phases 2 â&#x20AC;&#x201C; 4.

[2007-90] Phase 1 Phase 1 will consist of commercial development. Most of the required infrastructure is already in place or easily connected. Development of commercial establishments on site will be dependent upon developer initiative and market forces. Due to the singular nature of land use and limited site size no concept plan will be required during this phase.

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Phase 2 This phase consists of a residential area and non-residential uses developed east of Pasqua Street. [2007-90] An approved concept Plan will be required prior to development of this area. Services to the area will be developed from west to east.

Phase 3 This phase consists of a new residential neighbourhood west of Courtney Street.

An approved concept plan will be required prior to development. Development will occur contiguously from east to west in line with service extensions.

Phase 4 This phase consists of a new residential neighbourhood west of Courtney Street.

An approved concept plan will be required prior to development. Development will occur contiguously from east to west in line with service extensions and from Rochdale Boulevard north. Phases 3 and 4 will likely experience concurrent development along Rochdale Boulevard as it extends between Courtney Street and Pinkie Road.

Not Subject to Development Phasing The area north of Uplands will likely consist of limited residential development and be viewed as an extension of the Uplands community. Services will likely be tied into existing services to the south and will not be dependent upon service extension from the west. This area is generally isolated from other developing areas in the northwest sector. Consequently, if services are able to tie into existing services in Uplands, development of this area will not be subject to this staging plan. Instead, development will be determined by developer initiative and servicing costs will be borne by the developer. An approved concept plan will be required prior to development.

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Appendix B

NEIGHBOURHOOD UNIT MODEL

LEGEND

Neighbourhood Elements • • • • • • •

•

Arterials spaced at approx. 1.6 km (1 mile) forming the neighbourhood boundaries.

Collector streets spaced at approximately 0.4 km (1,300 ft.) from arterials and used for public transit.

Local commercial site located at the periphery of neighbourhood on arterial street.

Medium density residential (e.g. apartments and townhouses) located along arterial and collector streets near transit service.

Low density residential comprises most of neighbourhood.

Community focal point, a potential mixed-use site, centrally located in neighbourhood.

Neighbourhood park system within walking distance of all residents.

Pedestrian linked open space system utilizing a pathway network of parks and enhanced street design to provide a distinct and safe pedestrian environment.

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REGINA DEVELOPMENT PLAN PART D SOUTHEAST SECTOR PLAN

PLANNING AND DEVELOPMENT DIVISION PLANNING AND SUSTAINABILITY DEPARTMENT

REGINA DEVELOPMENT PLAN PART D SOUTHEAST SECTOR PLAN

Date First Published: October 16, 2006 Date of Last Revision: October 19, 2010 [2010-19] Additional copies available from: City of Regina Planning and Sustainability Department 9th Floor, City Hall 2476 Victoria Avenue Regina, Saskatchewan S4P 3C8 (306) 777-7551

Bylaw No: 2006-81 Approved by City Council: November 20, 2006 Approved by the Province of Saskatchewan: December 22, 2006

Office consolidation only. For bylaws referenced in this document, contact the City Clerk's Office, 15th Floor, City Hall.

TABLE OF CONTENTS 1. INTRODUCTION ............................................................................................................2 1.1 Background ..............................................................................................................2 1.2 Role and Function of Southeast Sector....................................................................2 2. SECTOR PLAN AREA CHARACTERISTICS ..............................................................5 2.1 Physical Geography .................................................................................................5 2.2 Development Constraints .........................................................................................5 2.3 Population and Development Trends .......................................................................6 2.4 Emerging Issues .......................................................................................................7 3. OBJECTIVES ...................................................................................................................9 3.1 Provide Services in a Cost Effective Manner ..........................................................9 3.2 Enhance Quality of Life ...........................................................................................9 3.3 Promote Sustainable Development Forms .............................................................10 3.4 Facilitate Housing Choice ......................................................................................10 4. PLAN OVERVIEW........................................................................................................12 4.1 Development Strategy……………………………………………………………12 4.2 Sector Concept .......................................................................................................14 4.3 Community Concept ..............................................................................................16 4.4 Neighbourhood Concept ........................................................................................18 5. DEVELOPMENT POLICIES ....................................................................................... 19 5.1 Residential Development ...................................................................................... 19 5.2 Residential Density ............................................................................................... 20 5.3 Community Design ............................................................................................... 21 5.4 Commercial Development .................................................................................... 22 5.5 Parks and Open Space........................................................................................... 26 6. URBAN TRANSPORATATION...................................................................................28 6.1 Road Network ...................................................................................................... 28 6.2 Transit ................................................................................................................... 31 6.3 Pedestrians and Cyclists........................................................................................ 32 7. SERVICES AND UTILITIES ........................................................................................34 7.1 Community Services .............................................................................................34 7.2 Public Safety ..........................................................................................................35 7.3 Utility Services.......................................................................................................36 8. SPECIAL AREA POLICIES..........................................................................................39 8.1 Transportation Corridors ........................................................................................39 8.2 Roadways Tree Planting ........................................................................................39 8.3 Pipeline Corridors ..................................................................................................40

8.4 Existing Residential Communities.........................................................................40 8.5 Water Courses ........................................................................................................41 9. IMPLEMENTATION.....................................................................................................42 9.1 Responsibility.........................................................................................................42 9.2 Annexation Requirements......................................................................................43 9.3 Preparation of Community Concept Plans .............................................................43

LIST OF MAPS 1.1

Southeast Sector Plan Area............................................................................ 1

2.1

Development Constraints............................................................................... 4

4.1

Southeast Sector Development Strategy...................................................... 11

4.2

Southeast Sector Concept .............................................................................13

4.3

Southeast Sector Community Concept .........................................................15

4.4

Southeast Sector Neighbourhood Concept ..................................................17

5.1

Land Use Concept â&#x20AC;&#x201C; East Victoria Avenue ..................................................24

LIST OF FIGURES AND TABLES 3.0

Future Residential Areas/Neighbourhoods ...................................................20

6.1

Onstreet Greenways Option..........................................................................33

Map 1.1

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1.0

Introduction 1.1

Background The current Southeast Sector Plan, developed in 1979 and revised in 1987, provides for future land development on the southeast edge of the City (Map 1.1).

The Plan, as part of The Regina Development Plan, acts as a guide to the City administration, City Council and the development industry when preparing, reviewing and making decisions with respect to land use and provision of commercial and community facilities in the southeast. The Plan also gives the public an indication of what type of development to expect in the southeast sector.

The southeast is one of the three major residential growth areas identified in the Regina Development Plan for future development. The other two identified growth areas include the northwest and southwest sectors. The northwest has been long established as a strategic growth area while the southwest sector has recently been identified as a new growth sector to accommodate Reginaâ&#x20AC;&#x2122;s longterm development needs to a population of 300,000. A sector plan to guide development in the northwest is contained in the Regina Development Plan and a new sector plan will be adopted into the development plan for the southwest sector. This Plan provides the general framework for completion of development in the southeast sector. Development proponents work towards fulfillment of the Plan through preparation of community concept plans and development proposals that are in line with the Planâ&#x20AC;&#x2122;s general principles.

The Plan should not be viewed as a rigid master plan. Urban growth is influenced by a number of factors that are subject to change. Consequently, the Plan will regularly require monitoring, review and amendment in response to societal changes. However, while the Plan affords considerable flexibility, certain fundamental principles which underlie the Plan (e.g. walkability and community identity), cannot be arbitrarily altered without a clear understanding of their impact on the overall development of the area.

The fundamental objective of this Plan is to provide the framework to accommodate long-term efficient and sustainable growth in this sector. The overriding principles in the review of the sector plan included provision of cost effective servicing, high quality of life, good housing choice and the objective of a compact city form. The Plan is consistent with, and reflective of, the findings of the Long-Term Residential Growth Study and current development trends.

1.2

Role and Function of Southeast Sector The Regina Development Plan identifies the southeast, southwest and the northwest areas as Reginaâ&#x20AC;&#x2122;s main peripheral residential growth areas. Although 20 to 25% of new population growth is intended to be accommodated within existing developed areas through infill and intensification of development, there

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will also be a need for peripheral expansion to reach population levels of 235,000 to 300,000. Services can be provided to create a quality of urban environment for residents which are comparable to the other growth areas of the city. As such, the southeast sector will accommodate demand for urban expansion in a controlled and cost effective manner.

The southeast sector offers an array of commercial, recreational and institutional services used primarily, but not exclusively, by residents within the sector.

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Map 2.1

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2.0

Sector Plan Area Characteristics 2.1

Physical Geography The southeast sector study area (Map 1.1) is bounded by the future bypass route along the eastern and southern edges of the sector, the CPR mainline to the north, and the Ring Road to the west (with the exception of the Glen Elm and Boothill communities located to the west of the Ring Road). The southeast sector has developed as an ongoing growth sector over the last 30 to 40 years. The current review of the sector plan addresses future development of the eastern and southern edges of the sector.

The sector plan boundary encompasses existing neighbourhoods in three community associations (Arcola East, Dewdney East, and Boothill), and lands for future development of new residential communities east and south of developing communities in the sector. Since the purpose of this Plan is to guide future development, focus will be placed on policies pertaining to new communities, and reference to existing communities will be primarily to provide context and to evaluate the impact which new development will have on them.

The land in the southeast sector has very little topographic relief. The elevation falls from its highest point in the north portion of the sector to its lowest point at Wascana and Pilot Butte Creeks. As a result, the predominant surface drainage patterns generally flow towards Pilot Butte Creek (north of Arcola Avenue) and towards Wascana Creek (south of Arcola Avenue). The undeveloped land within the sector consists largely of high quality agricultural land.

2.2

Development Constraints The southeast sector and surrounding area contains a number of natural and built features that restrict geographical expansion of the City. Included are rail lines, underground pipelines, water bodies (floodplains), highway commercial development, the future southeast bypass, and infrastructure development considerations. These constraints are briefly described below and shown on Map 2.1.

Infrastructure Development Limitations The capacity of existing domestic waste water infrastructure during wet weather events needs to be addressed. Under the 235,000 population development stage a potential solution is temporary storage of waste water so that the existing domestic system is not surcharged during wet weather events. In the long-term under the 300,000 population development stage, a new trunk sewer will be required to serve the continued residential development in the sector.

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Rail Lines The CPR mainline line runs along the northern boundary of the sector. In accordance with the Regina Development Plan, residential development on previously unsubdivided land is prohibited within 300 metres of the CPR and CNR mainlines.

Underground Pipelines There are two pipelines that transect the southern region of the southeast sector study area and one located in the northeastern portion of the sector. A SaskPower pipeline runs east to west south of Wascana Creek. A TransCanada pipeline runs east to west south of and parallel with Highway # 1. Another pipeline corridor runs east to west north of Victoria Avenue near the CPR mainline. It is necessary to restrict development on the pipeline corridor to prevent damage to the pipelines and minimize danger to prospective residents.

Water Bodies (Floodplains) There are several water bodies transecting the southeast sector including Pilot Butte, Chuka, and Wascana Creeks. The extent of the respective floodplains restricts nearby development. Consideration will be given to the protection of these riparian habitats and systems as an important community and environmental amenity.

Future Southeast Bypass The future southeast bypass will be the critical form-maker shaping development along the eastern and southern edges of the sector. Consideration will be given to appropriate buffering and screening to mitigate impacts associated with noise and transport of dangerous goods between this corridor and future residential development. This route will serve as the main east-west highway corridor around Regina.

Land Ownership There are a variety of public and private land holdings in the southeast sector.

Land ownership in future residential areas is limited to a few private owners, the City of Regina, the Government of Canada and Saskatchewan Housing Corporation. Cooperation among these owners will be required to submit community concept plans prior to development of the future communities.

2.3

Population and Development Trends The predominant trend shaping the demographic landscape of the city is population aging. This aging is a result of the progression of the baby-boom

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generation as well as declining birth rates, increased longevity and fewer women in their child bearing years. The aging of the baby-boom generation will lead to a dramatic increase in the 55 to 74 age group over the next 20 years. A consistent absolute and relative increase in the 75 plus population is also expected. In contrast, both the under 15 and 15 to 39 groups will decline in number and relative significance. It follows that in terms of housing needs, the importance of children will diminish and the housing market will be affected by a general decrease in the first time home buying market. Barring an unexpected change in migration rates, these trends should continue.

The most significant change in the age structure of the southeast sector between 1991 and 2001 has been the general decrease in significance of the 0-14 age group (27.3% to 22.3%) and the increase in significance of the population 65 and over (4.9% to 8.1%). In absolute terms, the 0-14 group decreased by 895, while the population of those over 65 increased by 1,325. This trend should impact the provision of educational services and influence the housing market.

Between 1991 and 2001, the southeast experienced an increase in population (increased by 9.6%) and the number of households (increased by 18.3%).

Consequently, the average household size decreased from 3.1 to 2.8 as the proportion of single person and lone parent households increased at the expense of the traditional husband and wife households. The trend towards smaller households suggests a shift in housing demand away from large single detached housing towards smaller more appropriate dwelling types.

Regina’s residential development is characterized mainly by single detached dwellings (68 percent of total housing stock). Historically, much of the city’s residential development occurred during the 1970’s as the baby-boom generation entered the household formation stage and housing starts averaged over 2,000 per year. Due to slow population growth, especially among the household formation cohorts, housing starts in the 1990’s averaged just over 400 units per year, with an increasing number of these consisting of multiple units. Overall, these trends suggest that the single detached dwelling will decrease in significance, but will remain the predominant dwelling form and that rehabilitation of an aging housing stock will become an increasingly relevant issue.

The predominant dwelling type in the southeast sector is the single detached house, which comprised 79.9 percent of the housing stock in 2001. During the timeline of this Plan, the single detached form will remain the predominant dwelling type, but should decrease in relative significance through provision of new medium-high density housing in new residential communities.

2.4

Emerging Issues Within the timeframe of this Plan a number of issues and trends will emerge that will shape the future development of Regina and as such require attention in this

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Plan. These issues include: • • • • • • • • •

demographic change, infrastructure capacity, community size, changes in retail trends, revision of school board student catchment area, walkability of communities, access to transit, sustainability and changes in existing and planned roadway and highway systems.

These issues and trends will dominate the urban development agenda and shape the future pattern of development in Regina. A detailed description of these issues and policies to address them are contained in Chapters 5 to 8 of this Plan.

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3.0

Objectives The Southeast Sector Plan is based on a set of defined objectives which were derived from principles set out in the Regina Development Plan Part A. They reflect the values of the community as identified from public input received through the planning process, and also correspond with leading practice new urbanist principles.

The objectives provide a context and set out the standards by which the policies can be evaluated.

3.1

Provide Services in a Cost Effective Manner The first objective is to be cost effective in the provision of services. This speaks to the economic sustainability of the community, the ability to continue to provide and maintain the infrastructure and other municipal services on which residents depend.

The specific objectives are: a) To make full use of existing infrastructure and facilities before expanding (e.g. roads, sewer, community sport and leisure facilities); b) To maximize the efficiency of existing and new infrastructure and transit service through good design; c) To coordinate elements to reduce overall cost while maintaining the integrity of each, to the extent possible (e.g. combined park/stormwater facilities, designing multi-modal rights of way); and d) To maintain or enhance existing level of water, wastewater and drainage services to existing developments.

3.2

Enhance Quality of Life The second objective is to enhance the quality of life for residents and visitors by creating communities which respond to human needs and aspirations.

The specific objectives are: a) To minimize commuting time for a variety of travel modes; b) To facilitate the sense of community by providing the elements which foster identity of place, areas for social interaction and streets for an active vibrant community;

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c) To create picturesque places which have high quality urban landscapes and vistas; d) To promote safe neighbourhoods by minimizing adverse impacts such as noise, speeding and traffic shortcutting, providing protective services and applying CPTED principles at every level of design; and e) To provide a hierarchy of shopping opportunities for residents, and better integrate commercial developments with adjacent land use, transportation modes and supporting infrastructure.

3.3

Promote Sustainable Development Forms The third objective is to promote development forms which are sustainable and contribute to the maintenance and improvement of the urban environment over the long term, irrespective of the rate of growth.

The specific objectives are: a) To facilitate and promote sustainable transportation modes: transit, walking and cycling; b) To encourage solar orientation of buildings and landscaping; c) To provide flexibility and adaptability in neighbourhoods to respond to changing future needs; d) To promote conservation of water, energy and other resources whenever possible through good design which allows for efficiency in carrying out everyday activities; and e) To promote the clustering of services to facilitate combined trips to a single destination.

3.4

Facilitate Housing Choice The fourth objective is to facilitate housing choice.

The specific objectives are: a) To facilitate the development and integration of a range of housing types; b) To ensure that there is an adequate supply of serviced residential land; c) To locate higher density and mixed uses along major roads; and d) To ensure compatibility between residential development and adjacent land uses.

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Map 4.1 Southeast Sector Development Strategy

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4.0

Plan Overview The Southeast Sector Plan has been prepared to guide development of the area in a manner intended to achieve the objectives identified in Chapter 3. The following outlines the overall intent of the Plan and the integration of key elements at several different scales and levels of detail; the overall strategy, sector, community, and neighbourhood levels. In this way, the integration of elements to achieve the objectives is illustrated, and the interrelationship between the various elements, such as land use and transportation, parks and servicing are clarified.

This overview will provide the framework and context for the examination of detailed policies for each individual element in Chapter 5, 6 and 7, Special Area Policies in Chapter 8 and Implementation Policies in Chapter 9.

4.1

Development Strategy •

The Plan provides for residential and related development of the area east of existing developing communities to the future southeast bypass and south of Wascana Creek. Four new communities are identified; each comprised of 3 5 neighbourhoods of 2,500 population each (7,500 - 12,500 per community).

At this scale, residents retain a sense of community identity, and community scale facilities are accessible to pedestrians and cyclists.

•

Development proceeds in two stages. The first stage consists of completion of existing communities (A-G) and new Community 1, corresponding to the 235,000 population stage for Regina. The second stage consists of three additional new communities (2, 3 and 4), corresponding with the 300,000 population stage for Regina.

•

For Community 1 and area G, detention of waste water flows during wet weather events is required to minimize surcharging of the existing wastewater collection system. Communities 2, 3, and 4 will require new servicing plans.

Water servicing can be readily provided to all communities.

•

Communities are bounded by roads and other form-makers such as Wascana Creek. High traffic generating uses such as district shopping facilities, are located at the perimeter of communities. Roads which define the edges of communities reduce the need for through-traffic shortcutting through communities and disrupting pedestrian movement.

•

Major commercial and public service facilities for the sector already exist, in schools, the east Victoria Avenue commercial corridor, the new fire hall on Arens Road, the Sandra Schmirler Leisure Centre, community centres and public libraries. Connection to these facilities by a variety of travel modes is maintained or enhanced in the development of new communities.

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Map 4.2

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4.2

Sector Concept •

The area is divided into neighbourhoods by roads which are arrayed in an approximately 0.8 km. grid, each with a centrally located pedestrian accessible park.

•

Major constraints are recognized, including pipeline corridors, railways, waterways (floodways), and the future bypass. The flood plains of Pilot Butte, Chuka, and Wascana Creeks are used as linear greenways. The Ducks Unlimited McKell Conservation Area is recognized along Wascana Creek south of the Wascana View Community.

•

Throughout the area, edges of the sector are buffered from the future bypass and a separation is provided from the rail corridor. Gateways to the city and the sector are defined through landscaping treatment.

•

An array of onstreet greenways and neighbourhood parks provides the opportunity for overland drainage and storm water detention throughout the area, combined with a high level of pedestrian and cyclist accessibility.

Pedestrian connectivity is thus enhanced through these new communities to transit, shopping, recreation and other destinations, as well as linking to other communities and destinations elsewhere in the city via multi-use pathways.

•

Pedestrian, transit and cycle links to existing community facilities in adjacent residential communities are provided, such as the joint-use school and Sandra Schmirler Leisure Centre in Windsor Park.

•

District level shopping (eg. large format retail, malls) is provided along the east Victoria Avenue corridor to serve the sector, the east Regina market and regional trade area. A potential district scale commercial or highway commercial location is considered east of Regina Memorial Gardens.

•

Community hubs provide a pedestrian oriented mixed use area in communities, including local commercial services, community uses, recreation, and medium density residential development. The community hub provides opportunity for community and social interaction and creates a sense of place.

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Map 4.3

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4.3

Community Concept •

Communities are bounded by roads and natural form-makers, range from 1.6 km square to 1.6 x 2 km. in area, and are each comprised of 3 to 5 neighbourhoods for a total of between 7,500 - 12,500 population for the community.

•

Roads traverse the community in a grid at approximately 0.8 km spacing and define the edges of neighbourhoods. Medium density residential development is arrayed along these roads and provides for sufficient land needed for this type of housing (50% of units, utilizing 25-30% of the residential land area) without undue concentration.

•

Transit is provided along these roads, and is within 400m of most properties with a minimum of overlap, directly serves medium density residential corridors and community hubs, and is tied in at a sector scale to the regional shopping corridor.

•

Residential frontage and flankage on these roads maintains “eyes on the street” and sense of ownership as per CPTED principles, and minimizes the need for walled collectors which are contrary to these CPTED principles.

•

Each community has a central mixed-use hub located at a key intersection, with higher density residential development, services for that community (eg. local shopping, religious institution, daycare, etc.), and a high level of transit and pedestrian accessibility. Some community hubs are developed as a village square, to provide a sense of identity, opportunity for social interaction, street life, and create a picturesque setting.

•

A zone level park is developed along Chuka Creek in Community 1.

•

With the establishment of onstreet greenways and pedestrian corridors, and with the application of CPTED principles, a safe pedestrian friendly environment is created.

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Map 4.4

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4.4

Neighbourhood Concept •

Neighbourhoods are the cohesive 2,500 population “building blocks” for communities.

•

Medium density residential development is located along the roads which define the edges of the neighbourhoods.

•

A network of onstreet greenways serve as minor collectors and facilitate a variety of travel modes including pedestrian and bicycle. The grid of onstreet greenways divides each neighbourhood into approximately 16 ha. units, and converge at centrally located neighbourhood parks. They also connect to community hubs, district shopping, multi-use paths and other destinations in the sector.

•

The onstreet greenways and stormwater management system is integrated, providing the routes for overland drainage and converging at parks which are used for detention.

•

Each residential neighbourhood sub-unit created by the onstreet greenways is served with a series of local streets, crescents and cul-de-sacs to create a walkable entity which minimizes street crossings to access the neighbourhood park.

•

The onstreet greenways are sometimes discontinuous through the neighbourhood and surround the neighbourhood park in a circle or square, thus reducing speeding and creating visual amenity of street end vistas.

•

The grid of onstreet greenways supports east-west local streets, and solar oriented north-south lots.

•

The onstreet greenways help create walkable neighbourhoods, which is reinforced with standards for sidewalks, pedestrian crossings and pedestrian access to and through commercial, park and institutional sites.

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5.0

Development Policies The following sections detail the specific policies to guide development in a manner which will give effect to the objectives, development strategy and sector, community and neighbourhood concepts outlined in the previous chapters.

5.1

Residential Development The development concepts described in the previous section contain a number of elements related to residential development intended to achieve the objectives of this Plan. These include the extent and staging of residential areas, delineation of communities and neighbourhoods, distribution of higher densities along transit corridors and community hubs, subdivision design, and interface with the bypass and pipeline corridors.

New residential development consists of the completion of existing communities and development of new communities in the southeast sector as established in the Development Strategy (Map 4.1). These development areas are consistent with the Long Term Residential Growth Study and represent contiguous, sequential cost-efficient urban expansion.

Community size has typically been based on the premise that a community should be large enough to support an elementary school, which has been a population of between 4,000 â&#x20AC;&#x201C; 7,500. However, owing to demographic trends including, an aging population, slow population growth and fewer children per household as well as fiscal realities, school boards concede that a larger catchment population is now required to support an elementary school and that a school is not promised to every community.

In light of the noted trends, the City has determined that whenever possible, new residential communities should be bounded by arterial roads which are spaced at 1.6 km (2.56 km2 in area) and would accommodate a population of 10,000. This grid of major roads and other form makers define community boundaries, and where interspersed with collector roadways within the community, are in keeping with the spacing appropriate for transit routes.

Communities should be developed around a pedestrian oriented mixed use community hub which may at some time include an elementary school or other community uses and local services, and function as the central community space and enhance the design of new communities by combining uses at a central, accessible location. If a school is developed in the centrally located mixed use hub it would result in a maximum walking distance of 1 km, in keeping with School Board criteria. To ensure sustainability the community hub could adapt over time to meet the changing needs and circumstances of the community.

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Table 3.0 shows the projected population of each new residential area under both the 235,000 and 300,000 development stages for Regina. Annexation of approximately 1,350 hectares would be required to complete urban development.

Table 3.0: Future Residential Areas/Neighbourhoods Residential Area 235,000 Stage A â&#x20AC;&#x201C;G Community 1

Projected Population 8,920 11,680

300,000 Stage Community 2 Community 3 Community 4

7,400 6,300 7,400

TOTAL

41,700

The following policy is intended top guide residential development in the southeast sector to achieve the objectives of the Plan: a) The extent and staging of residential development areas and the delineation of residential communities and neighbourhoods shall be generally as per the Development Strategy and Sector Concept in Chapter 4.

5.2

Residential Density and Types Although market forces will ensure that the single detached dwelling remains the predominant form of housing in the Southeast Sector, this Plan recognizes the need to provide a mix of dwelling types within new communities to meet the needs of a variety of household types and endeavor to achieve a compact urban form. Higher density development lowers the per-unit cost of developing and maintaining infrastructure and community services and also decreases the rate of urban expansion.

A variety of housing types will be accommodated in new development areas.

Higher density housing along the roads defining the edges of neighbourhoods may consist of townhouses, apartments and planned groups of dwellings. Lower densities in the interior of neighbourhoods may consist of detached dwellings, and new standards for reduced front yard setbacks and street orientation can be considered.

The location of medium-higher density housing should take advantage of areas of higher activity and traffic. To this end, medium-higher density housing should create corridors to support transit routes along major roadways, near commercial sites, the mixed use community hub and at the edges of neighbourhoods.

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The following policies are intended to guide residential density and housing types in the southeast sector to achieve the objectives of the Plan: a) Residential densities shall predominantly be distributed as per the Development Strategy and Community Concept in Chapter 4. b) Residential density within designated medium density areas shall be between 25 and 50 dwelling units per hectare. This development should, maintain frontage on the abutting collector or arterial roadway to avoid the need for double frontage and walled streetscapes, and may consist of planned groups of dwelling units and ground oriented multi family buildings with driveway crossings spaced appropriately for the type of road from which access is derived. c) Residential density within designated low density areas shall not exceed 25 dwelling units per hectare.

5.3

Community Design Subdivision design contributes significantly to the quality and character of a community as well as to the efficiency of land use. Appropriate community design can create safe, vibrant and healthy environments for its residents as the physical components help shape the social aspects of a community. Through proper subdivision design, a sustainable community can be achieved.

A sustainable community is one that has been developed in such a way that the fiscal, social and environmental activities that take place within it are capable of being sustained far into the future. More specifically, sustainability means that: fiscally, the costs of building and operating the supportive infrastructure must be affordable; socially communities must be diverse and adaptable to changing lifestyles; and environmentally, communities should be designed to minimize their impact upon the surrounding environment.

The following policies shall guide the development of all new community concept plans and subdivision plans in order to accommodate a variety of densities, improve the sense of community and place, control vehicular circulation, promote energy conservation, and achieve a cost-efficient sustainable community and sector.

The following policies shall guide community design in the southeast sector to achieve the objectives of the Plan. a) Community concept plans and subdivision designs shall be guided by the design elements outlined in Chapter 4.

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b) Local recreational and commercial opportunities shall be encouraged to create a sense of place and opportunity for social interaction and sense of community for local residents. c) Direct frontage of single detached dwellings shall not be allowed on arterial roads. d) To minimize the use of continuous walls along both sides of major roads, double frontage lots shall be discouraged in favour of a mix of flankage lots, frontage lots, placement of park and institutional sites on major roads and other innovative subdivision design elements. e) Subdivision design should minimize through traffic on local streets through the use of crescents and cul-de-sacs for safety, tranquility and land use efficiency. East-west local streets to support north-south oriented lots which facilitate passive solar gains shall be encouraged, and the policies in Part A Section 5.4m) shall apply. f) Incorporation of neo-traditional design elements should be encouraged provide a mix of design elements. g) In accordance with transit policy, 90 percent of residential lots shall be within 365m walking distance to bus stops along designated bus routes. This can be optimized by radiating pedestrian routes from bus stops. h) New communities shall have a linked open space system focusing on a centrally located community hub and consisting of a combination of onstreet greenways, neighbourhood parks, and pocket parks to minimize walking distances to community amenities and bus stops. i) The use of traditional, narrow walkways shall be discouraged due to safety and maintenance concerns. Other means of pedestrian linkages should be utilized.

5.4

Commercial Development The Southeast Sector is presently served by a wide variety of commercial activities/uses. The focus of commercial activity is along the east Victoria Avenue Corridor. This commercial corridor includes one regional shopping centre (Victoria Square Mall) and numerous large format single use retail developments (big boxes). Local commercial services are provided throughout several communities in the sector.

The original Southeast Sector Plan did not contemplate the large format type of retailing that has emerged along the Victoria Avenue corridor. In response to this new format, an amendment was made to the Plan in 1998. The Land Use

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Concept â&#x20AC;&#x201C; East Victoria Avenue amendment provides policies for the sensitive integration of commercial land uses through the identification of a commercial/residential interface region and provides general policies to accommodate future development and transportation system modifications. This amendment has effectively regulated commercial development in the sector to the point where development is near completion.

In the short-term, The Land Use Concept â&#x20AC;&#x201C; East Victoria Avenue Corridor will continue to guide the remaining development along the corridor to existing city limits. In the long term, commercial development in the sector will be limited by land availability. Continued expansion east of the city is largely restricted by highway commercial development on the north service road and a cemetery and church on the south side of Highway #1 adjacent to the city. One potential site for future district scale commercial development is the future intersection east of the cemetery at Highway #1. The site of the future intersection is currently signalized (for access to the cemetery and a church) and should be able to accommodate commercial development. This site may be designated for long term commercial development and/or highway commercial use given the near proximity to the future bypass, subject to policies to ensure the development is scaled appropriately with respect to retail needs and traffic considerations and is brought into the city limits before development.

With respect to highway commercial development in the sector, significant hotel and travel related uses exist on the north side of Victoria Avenue in addition to other uses outside of the city limits in the R.M. of Sherwood. However, with the pending construction of a southeast bypass approximately 1.6km east of the current city limits the demand for highway commercial services (e.g. truck stop) may shift from the current locations within city limits to sites located in the vicinity of the proposed southeast bypass outside of the city. Configuration and design of the future bypass intersection at Highway #1 should take into account the possible demand for highway commercial development in the vicinity.

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Map 5.1

Land Use Concept - East Victoria Avenue

The current zoning along the East Victoria Avenue commercial corridor is a mix of MAC and MAC3 -Major Arterial Commercial, HC-Highway Commercial, DSC-Designated Shopping Centre and C-Contract (Costco). The mix of zoning in the area resulted from the evolution of Victoria Avenue East from a Highway with limited access and highway commercial services, to an urban arterial with major commercial users. The MAC 3 zone was created especially for the Victoria Avenue and University Park Drive intersection to control access. Over time, the portion of Highway #1 from the Ring Road to Prince of Wales Drive has become an urban arterial with the introduction of several signalized intersections accommodating significant access to numerous commercial parcels.

Today, the nature of development along the corridor is relatively consistent.

However, there are differences in performance standards and permitted and discretionary land uses between the existing zones. The nature of development in the corridor is most consistent with the intent of the MAC zone. On this basis, it is recommended that a widespread rezoning be undertaken by the City to rezone all HC and MAC3 zones between the Ring Road and the eastern city limit, to MAC. Due to its function as a shopping centre, the Victoria Square mall shall City of Regina Planning & Sustainability

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retain its DSC zone designation and COSTCO wholesale club shall retain its Contract zone.

New communities will contain a central mixed use hub providing opportunity for pedestrian oriented local commercial services.

The following policies are intended to guide commercial development in the southeast sector to achieve the objectives of the Plan: a) The East Victoria Avenue commercial corridor shall accommodate commercial development and redevelopment for the sector in accordance with Map 5.1. b) Commercial development/redevelopment proposals located within the commercial/residential interface area as shown on Map 5.1 shall provide for the sensitive integration of commercial land uses adjacent to existing and proposed residential and/or commercial-residential interface areas and include consideration of the following: •

Medium and higher density residential uses

•

Appropriate screening from adjacent residential use including, but not limited to, visual screening of buildings, signage and service areas, noise attenuation, especially from parking and loading areas and elimination of glare from site lighting.

.

c) The intersection east of Regina Memorial Gardens shall be a potential site for long-term commercial or highway commercial development. Development of this site for commercial purposes shall proceed only after the following conditions/requirements have been satisfied: •

The developer shall be responsible for construction of the major road south from Victoria Avenue (Highway #1) to southern end of the property development.

•

The developer, depending on the type and extent of commercial development proposed, may be required to submit a Community Impact Statement which shall consider the impact of the proposed development with respect to: - traffic in the immediate and surrounding area (SITS); - the retail environment in the city; - the capital and maintenance cost of infrastructure required to support development; - economic benefits of the proposed development

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d) Redevelopment proposals in the East Victoria Avenue corridor that are likely to increase traffic shall be accompanied by a Transportation Impact Study demonstrating the impact on the area road network. e) Highway commercial uses may locate near the future southeast bypass. f) The City shall undertake to rezone all Highway Commercial (HC) and Major Arterial Commercial 3 (MAC3) zones located in the East Victoria Avenue corridor to Major Arterial Commercial (MAC) zone designation, to establish a consistent zone designation that is more reflective of current development. g) Local commercial services oriented to the pedestrian and serving a community catchment area should locate in the mixed use community hubs. h) Exemptions: [2009-30]

5.5

•

Lot 5, Block E, Plan 101957081 (3730 Eastgate Drive) be considered for low-rise apartment development.

•

Lot 7, Block A, Plan No. 84R59480 (3351 Eastgate Bay) be considered for low-rise apartment development. [2009-30]

Parks and Open Space Recreation and access to open space contribute to the quality of life available in the southeast sector. Natural features including water courses, open spaces and parks provide opportunities for active and passive enjoyment of the outdoors. The recreation and open space system is based on a hierarchy of neighbourhood, zone (4 to 10 neighbourhoods) and municipal (city-wide) level of open space as defined by the Open Space Management Strategy (OSMS).

A fundamental goal of park development is to ensure that residents receive a range of equitably distributed recreational opportunities and active and passive park space. To achieve this goal the following concepts are followed: • • • •

A centralized park in neighbourhoods.

Incorporation of active and passive open space.

Open space linkages.

Community safety and crime prevention.

No additional municipal level open spaces will be required during the timeframe of this Plan. There is demand for an additional zone level facility which would be located in future Community 1. The exact location of the future zone level space will be determined through further study but is likely to be located in proximity to Chuka Creek. Zone level facilities should be easily accessible to pedestrians and cyclists and in the case of Community 1 there is opportunity to integrate this City of Regina Planning & Sustainability

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space with the mixed use community hub. Neighbourhood park space is required in all future neighbourhoods in the new communities.

The Plan recognizes the need to provide greater accessibility to, and linkages between, open spaces within communities. This will be accomplished through a fully linked open space system that utilizes a combination of onstreet greenways, neighbourhood parks, pocket parks, and local streets. Onstreet greenways utilize neighbourhood collector and local streets by providing a distinct and safe pedestrian and cyclist environment alongside the road through effective and aesthetically pleasing design elements within road rights-of-way. They will incorporate enhanced pedestrian amenities such as widened sidewalks and landscaping to provide separation from the street and designated bike lanes, and will connect key destinations in the community such as neighbourhood parks and community hubs.

The following policies are intended to guide parks and open space development in the southeast sector to achieve the objectives of the Plan. a) Park and open space development shall be as per the Sector Concept, Community Concept and Neighbourhood Concept in Chapter 4. b) The development and location of open space shall be in accordance with the guidelines of the Open Space Management Strategy and be generally consistent with the locations identified in the Sector Concept in Chapter 4. c) Joint use agreements with school authorities shall be encouraged to enable the use of school facilities for community purposes. d) The use of pipeline corridors for recreational purposes shall be encouraged. e) Where appropriate, the City may require and utilize cash in lieu of municipal reserve land dedication to upgrade or re-adapt existing recreational and open spaces to meet the changing needs of the residents of the southeast sector. f) A multi-seasonal zone level athletic park shall be developed near Chuka Creek in Community 1 and be integrated with the mixed used community hub.

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6.0

Urban Transportation This Plan addresses transportation in a holistic manner, relating not just the different modes of transportation, but the interrelationship with land uses and densities of development as they affect the generation of trips. The intent is to create sustainable communities by minimizing the number and length of trips and support walking, cycling and transit modes wherever possible. The land use policies are coordinated with transportation objectives to help achieve this intent.

In addition, the following policies are intended to guide transportation infrastructure and services in the southeast sector to achieve the objectives of the Plan.

6.1

Road Network The Southeast Sector Road Network Study, undertaken as part of the sector plan review, involved detailed analysis of future travel demand and corresponding roadway plans as well as stakeholder and public consultation. The findings of this study largely confirmed the Regina Road Network Plan, although some key connections have now been identified as being required sooner than previously anticipated, and others are not required.

The recommended road network is reflected in this Plan and includes the transportation requirements to provide good mobility to, from and within future development in the southeast sector. The recommendations are grouped according to three timeframes (Immediate, Medium and Long Term) and do not include all of the transportation infrastructure required to be developed in this sector. There are a variety of design options to accommodate local and collector traffic, cyclists, pedestrians, and transit use which can be proposed as part of their concept and subdivision plans. It is, however, desirable to include some general principles regarding these transportation requirements including: -

Compatibility of Roadside Land Use and Road Function: Operational problems and safety concerns, both real and perceived, tend to be most common where roadside land use and necessary road function are incompatible. Examples of this incongruity include locating schools and parks on higher-volume roads, providing pedestrian crossings where sightlines are limited, and constructing high parking generators on local streets.

-

Asset Management and Sustainable Infrastructure: The design features of the transportation network should balance form and function in such as way as to minimize unnecessary maintenance costs in the future. For example, the construction of a wider sidewalk and onstreet bike route on a local street that carries very little traffic will provide limited benefit to users, but will increase maintenance costs. Similar facilities on a busier collector, however, can provide a benefit to users of non-motorized modes that is meaningful enough to justify the additional expense and effort required to maintain these features.

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-

Walking, Cycling and Transit Accommodation: The new communities should provide safe and comfortable accommodation of cyclists, pedestrians, and transit users. Developers should include accommodation of non-motorized modes in community concept and subdivision plans through a combination of greenways, onstreet bicycle routes, off-street bikeways, multi-use paths, and well-designed and located crossing opportunities. There are a variety of creative and interesting ways in which these features can be incorporated into the sector at the community concept plans and subdivision level.

-

Inclusive Site Design: If it is desirable to have new commercial and institutional sites easily accessed by transit, cyclists and pedestrians, it is also important to ensure that these modes are thoughtfully accommodated within the site layout for each development in addition to automobile travel.

-

Future Upgrades: Future right-of-way requirements, including those associated with future four-laning and intersection requirements, have been identified as part of the sector study. Where the full facility is not required immediately, the full right-of-way should be dedicated at the time of subdivision. No construction, including utility installation, will be permitted within these areas.

-

Calm Streets Through Design: The network of local streets and lower volume collectors should be configured to minimize short-cutting and speeding and to distribute traffic to streets that are designed to carry higher volumes and accommodate higher speeds.

The following policies are established for road network development in the southeast sector: a) The major road network shall be based on a grid of arterial and collector streets. b) Road right-of-way requirements will be protected for long-term road network needs c) Infrastructure including water and sewer systems shall be included within road rights-of-way to ensure that public investment is optimized and ongoing operation and maintenance costs are minimized.

The other recommendations for roadways are divided into three stages; immediate, medium term, and long term.

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Immediate Immediate recommendations include changes to the existing infrastructure which are currently needed in order to better accommodate traffic independent of any future development. The following roadway development projects shall be undertaken as soon as possible: a) Connect Wascana View Drive to Arcola Avenue: The study confirmed the need to provide alternate access to this community, as well as a direct route for residents of the area to access commercial development to the north via Woodland Grove Drive and Haughton Road. b) Connect Prince of Wales Drive to Wascana Parkway: If this connection were built today, it would carry 7,300 vehicles per day. These are not new trips, so they are currently being accommodated elsewhere on the road network.

Providing a proper connection between Prince of Wales Drive and Wascana Parkway reassigns traffic from residential areas to this major arterial link. It reduces volumes on Edinburgh Drive, University Park Drive, Assiniboine Avenue, and increases safety and capacity on the existing Highway No. 1 bypass and its interchanges. c) Connect Fleet Street to Ross Avenue: Glencairn and its neighbouring communities are limited in terms of access. Most traffic entering or leaving the area must use Victoria Avenue, Dewdney Avenue or Ring Road. All of these roads experience significant congestion and collision rates. Providing a connection between the Glencairn area and the industrial park will reduce volumes and improve operations on Ring Road, Dewdney Avenue, and Victoria Avenue. d) Widening Victoria Avenue between Coleman Street and City Limits: To accommodate increased development in the area, an additional lane is required in each direction on Victoria Avenue between Coleman Street and the east city limits.

Medium Term Medium term recommendations include the new infrastructure and changes to existing facilities that are required at approximately the 235,000 population. The exact timing for the construction of these facilities and improvements is tied to the rate and location of development. The following roadway projects shall be undertaken within Stage 1 of development as described in Section 4.1: a) Construct the Southeast Highway No. 1 Bypass: Saskatchewan Highways and Transportationâ&#x20AC;&#x2122;s bypass is required within the 235,000 population stage. b) Interchange Improvements: The Wascana Parkway, Assiniboine Avenue and Ross Avenue interchanges are all expected to require improvements within the City of Regina Planning & Sustainability

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235,000 population stage. The provision of additional movements and the construction of new loops and ramps are needed to support mobility and reduce conflict and congestion.

Long Term Long term recommendations include the new infrastructure and changes to existing facilities that are required to accommodate the 300,000 population level for Regina. Similar to the changes recommended in the medium term timeframe, the timing for these recommendations is tied to the rate and location of development. The following roadway projects shall be undertaken within the second stage of development as described in Section 4.1: a) Connect Prince of Wales Drive to Southeast Highway No. 1 Bypass: This connection is required at approximately the 300,000 population level in order to provide access to and from the provincial highway system for residents in southeast Regina. b) Extend Ross Avenue to Prince of Wales Drive: This roadway will provide another access into the northeast and provide an important link between the industrial park and residential development north of Victoria Avenue. c) Widen Ring Road: An additional lane in each direction will be required to accommodate growing traffic 6.2

Transit City transit service is provided, at varying levels of service, to all neighbourhoods within the Southeast Sector. This Plan recognizes the benefits that public transit offers, but also acknowledges the reality that transit cannot offer those benefits universally, at all times of the day, for all trips, for all people, throughout the Southeast Sector. In light of this, it is important that public transit meets the basic transportation needs of people who have no other alternative, offers a viable and competitive alternative to private automobiles during peak periods of travel and contributes towards expanding the carrying-capacity of the road network.

The conceptual road network system in the Southeast Sector, east-west collectors spaced at 0.4 km and connecting several communities, is supportive of transit policy and planning. Other transit supportive guidelines applied to this Plan include location of high activity, institutional and higher density residential land uses in close proximity to bus routes. a) Probable transit route(s) and approximate bus stop locations shall be identified at the community concept plan stage in the planning process.

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b) Community concept plans shall ensure that 90% of residents in new neighbourhoods will be located within 365m of a bus stop. c) An on-site bus stop shall be required for all large format commercial developments if the bulk of parking is located between the street used for transit service and the primary building. d) Transit shall be provided along roads at the perimeter of neighbourhoods, and thus be within 400 m of most properties with a minimum of overlap, directly serve medium density residential corridors and community hubs, and be tied in at a sector scale to the regional shopping corridor.

6.3

Pedestrians and Cyclists Increasing awareness of health and environmental issues has resulted in an increased interest in both walking and bicycling. The Regina Development Plan encourages alternative forms of transportation to the automobile and the Open Space Management Strategy promotes the development of a linked open space system convenient to pedestrians and cyclists. In general, walking is a localized form of transportation and recreation, while bicycle transport offers greater range of travel.

Because pedestrian trips are generally localized, it is important to provide a pleasing and purposeful environment within neighbourhoods. Policies in Section 5.5 Parks and Open Space are supportive of a more pedestrian friendly neighbourhood via the creation of a continuous, aesthetically pleasing parkway/path system linking open spaces and community amenities. Walking is also encouraged through the provision of destinations, including a mixed use community hub, neighbourhood parks, and sector level destinations.

The City of Regina Bikeway Study of 1993 identifies two types of bicycle routes: destination oriented and recreational pathways. Destination oriented routes follow the established road network while recreational pathways typically follow water courses and link many of the cityâ&#x20AC;&#x2122;s open spaces. The Bikeway Study proposes phased development of destination oriented routes. The Bikeway Study was reviewed to determine upgrading and extension of both destination and recreational routes.

The following policies area intended to guide pedestrian and cyclist policy in the southeast sector to achieve the objectives of the Plan. a) Community concept plans shall identify local destination such as commercial facilities and parks, within reasonable walking distance of all neighbourhood residents.

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b) The design of pedestrian friendly streets where the streetscape is visually appealing, free of objects that impede pedestrian movement and has adequate lighting shall be encouraged at all stages of the planning process. c) A network of onstreet greenways shall be developed as shown on Map 4.2.

The design shall be as shown on Figure 6.1 or an acceptable variation thereof and shall be included in community concept plans.

Figure 6.1 â&#x20AC;&#x201C; Onstreet Greenway Option

d) The Bikeway Study recommendations shall be applied to development in the southeast sector to improve both destination and recreational bike routes. e) Pedestrian, cycle and transit links to existing community facilities in Windsor Park (eg. Joint use school, Sandra Schmirler Leisure Centre, community centres and public libraries shall be established in the first stage of development (Community 1) since these facilities will not likely be replicated.

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7.0

Services and Utilities The following sections detail the specific policies to guide the provision of urban services in a cost effective manner and give effect to the objectives, development strategy and sector, community and neighbourhood concepts outlined in the previous chapters.

7.1

Community Services The Southeast Sector is well served by institutional and community services including schools, libraries, churches, a fire station, a leisure centre and community centres. It is anticipated that the City will not undertake development of new community or leisure centres in the Southeast Sector over the next 25 years.

A fire station was constructed on Arens Road east of University Park Drive in 2001 to improve fire service levels. There are two library branches located within the sector with no plans for additional branch development in the southeast sector (Regina Public Libraryâ&#x20AC;&#x2122;s Strategic Plan).

Provision of educational services is the responsibility of the Public and Separate School Boards. Currently, there are 17 elementary schools and one high school within the southeast sector boundaries. Due to the recent construction of the joint use school (MacKenzie and St. Gabriel) in Windsor Park, slowly declining enrolment levels, slow population growth, financial limitations and the increased popularity of student busing, the construction of new schools (elementary and secondary) in the southeast sector over the next 20-25 years is unlikely. It is anticipated that population growth in the southeast will enhance the viability of the existing schools near the growth areas. In the event new schools are warranted, this Plan provides opportunity (available land) for elementary school development in close proximity to the centralized mixed use hubs in future communities. Whenever possible, a joint use facility would be encouraged at these locations.

The location of private institutional services (for example â&#x20AC;&#x201C; churches and day cares) should consider locating on highly accessible and convenient sites.

Specifically, these uses would benefit by locating near or adjacent to arterial and/or collector roads and near transit routes.

The following policies are intended to guide the development of community services in the southeast sector to achieve the objectives of the Plan. a) New schools and other institutional uses shall be encouraged to locate in near proximity to mixed use community hubs in new communities. b) Joint use educational facilities shall be encouraged should new schools be proposed.

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c) Community concept plans showing school site locations shall provide a shadow plan indicating alternative development in the event that the school does not proceed or is subsequently closed. d) Whenever possible, institutional land uses should provide a transition between commercial and residential uses and/or between high and medium density residential.

7.2

Public Safety Elements of public safety, including design features and police protection have impacts on land use and quality of life for residents. The fear of crime affects peopleâ&#x20AC;&#x2122;s behaviour, activity patterns and community perceptions. In the long term, this affects neighbourhoods and may lead to economic decay of perceived undesirable locations of the City.

The design of the physical environment can either support or deter crime. In other words, crime can be prevented through proper design. With principles rooted in environmental psychology, Crime Prevention Through Environmental Design (CPTED) is based upon the premise that the proper design and effective use of the built environment can lead to a reduction in the incidence and fear of crime, and an improvement in the quality of life. The Regina Development Plan requires new developments be reviewed with reference to the CPTED principles.

Similarly, existing establishments should be encouraged to review their site design and wherever possible incorporate CPTED design principles.

The following policies are intended to apply to public safety considerations in the southeast sector to achieve the objectives of the Plan. a) CPTED principles shall be considered at the community concept plan, subdivision and permit review stages in the planning process. b) Through-roads shall define the edges of communities in order to reduce the need for traffic shortcutting through communities and disrupting pedestrian movement. c) Adequate buffering and noise attenuation shall be provided between the future southeast bypass and residential land use in future communities. d) Fire services may be enhanced by the provision of sprinkling systems in all buildings to reduce or eliminate loss of life and reduce property damage.

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7.3

Utility Services Wastewater Wastewater from the Southeast Sector is collected in the Arcola Avenue trunk sewer and conveyed west though the City to the McCarthy Boulevard Pumping Station which directs the flow to the wastewater treatment plant. The capacity of the wastewater collection system within the Southeast Sector is limited by the conveyance capacity of the Arcola Avenue trunk sewer itself and the capacity of the downstream system. In dry weather conditions the Arcola Avenue trunk sewer performs well.

During wet weather extraneous flows enter the sewers and can cause overloading of the wastewater collection system. Surcharging of the downstream system can occur and also contributes to overloading. The capacity of the Arcola Avenue trunk sewer during wet weather events is limited to flows from a contributing population of approximately 28,000. Detaining the peak wet weather flows will be required when the contributing population reaches 28,000. It is currently approximately 24,000. Peak volumes may be detained in online and/or offline facilities. Offline facilities would be linked to a lift station in the area, while online facilities may be used when the grades of the contributing trunk sewers permit their use.

In order to service the Southeast Sector beyond an additional population of approximately 20,000, additional flow capacity is expected to be required.

Additional capacity may be in the form a relief trunk sewer around the south end of the city. All detention facilities constructed in the short term must be compatible with a long term relief trunk sewer.

Modifications may be made to this Plan as a result of future studies undertaken for this area and changes in flow volumes and patterns.

Drainage The Southeast Sector is served by well-defined natural water courses, namely Wascana Creek along the south flowing east to west, and Pilot Butte Creek flowing north to south through the middle of the sector. Chuka Creek is a lessdefined drainage course which exists on the east. Natural drainage shall be maintained where possible with accommodations made for high intensity storm flows. Chuka Creek will require some grading and cross sectional improvements to increase capacity.

Retention of storm flows will be required to reduce peak run-off rates. Retention sites may be distributed throughout a development or concentrated in a few locations. Retention and detention sites can be integrated with other recreational

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facilities. Overland flows from outside areas must be accommodated as each stage of development proceeds.

Drainage retention is required for the area north of Arcola Avenue and East of Prince of Wales Drive. Operational issues and costs as well as land use and overall detention effectiveness will be the main considerations in locating the detention facilities.

Additional storm sewer support is provided in the southeast by a water retention lake in Windsor Park and a constructed wetland in Windsor Park North. Due to environmental and maintenance concerns, the use of dry bottom retention ponds as a means of storm water control is now preferred. Overland drainage in the southeast sector flows south to Wascana Creek.

Water Water supply to new development in this sector will be provided from the existing distribution system. Sufficient pressure will be provided from the existing North and Farrell Pumping Stations. Water storage for high water use during fire fighting and peak day requirements will be provided for using the existing storage reservoirs. The water provided to new development areas will meet all provincial water quality regulations.

Primary water supply will be from the City loop watermain located on Prince of Wales Drive. The construction of approximately 4300 metres of 400 mm diameter trunk water mains is required to service new development within the sector.

Water service can be readily provided to all future communities and existing developing communities.

The following policies are intended to guide utility service development in the southeast sector to achieve the objectives of the Plan. a) Provision of utility services shall be as per the Development Strategy and Sector Concept in Chapter 4. b) The City shall endeavour to optimize the use of existing servicing systems by phasing development accordingly. c) Demand on the storm water management system shall be minimized by encouraging water conservation, and by enacting building standards and construction practices to reduce or eliminate storm water infiltration into the domestic sewer system.

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d) Servicing of potential future development not contemplated in this Plan shall not be supported or considered, unless there is no cost to the City and the sectorâ&#x20AC;&#x2122;s servicing capacity is not compromised. e) For Community 1, and development area G, detention of waste water flows during wet weather events shall be required to minimize surcharging of the existing waste water collection system. f) New servicing studies shall be required for Communities 2, 3, and 4 prior to development to determine the service requirements of each new community.

An overall servicing plan for all three communities is required. g) Onstreet greenways and storm water management system may be integrated, providing the routes for overland drainage and converging at parks which can be used for detention.

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8.0

Special Area Policies 8.1

Transportation Corridors The CPR mainline and the future southeast bypass are critical form-makers shaping development in the southeast sector. The CPR rail line forms the north boundary of the sector and transects the City of Regina on an east-west axis. The future bypass route forms the eastern and southern edges of the sector.

Consideration needs to be given to addressing environmental and aesthetic impacts posed by these transportation corridors including noise and transportation of dangerous goods.

Current development plan policy restricts development in previously unsubdivided lands or rezoning to residential within 300 metres of the CNR or CPR mainline except in areas with existing approved community concept plans.

This policy will be applied in the southeast sector. a) A noise and visual landscaped berm/berrier shall be required between new residential communities and the future southeast bypass corridor. The location and form of the landscaped berm/barrier shall be determined during consideration of community concept plans.

8.2

Roadways Tree Planting The Regina Urban Forest Management Strategy (RUFMS) “provides a comprehensive strategy for managing Regina’s urban forest in an arboriculturally sound and cost effective manner.” A part of this master plan is identification of tree-planting projects to replenish and enhance Regina’s urban forest. The RUFMS identifies a list of priority tree planting projects relevant in the southeast sector with respect to ceremonial routes, gateways (main entry points to the city), major arterial intersections, and major arterial roadways.

The priority of tree planting projects will take into consideration adjacent land uses and the extent of public visibility. In addition to tree planting, the above categories may also benefit from a combination of landscape architecture, architecture, traffic planning, lighting, signage, flags and banners. The combination of these design elements will create a distinct, aesthetically pleasing and highly visible marker. a) The goals and objectives of RUFMS shall be considered in all development and redevelopment projects in close proximity to designated ceremonial routes, gateways, major arterial intersections and major arterials in the southeast sector.

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8.3

Pipeline Corridors Underground natural gas pipeline corridors transect the southeast sector.

Development on the pipeline corridor is prohibited. Development near the pipelines elicits concerns about public safety and land use conflicts. Public safety will be optimized through a combination of high standards and monitoring by the pipeline companies and appropriate land use planning by the City. A cooperative and collaborative approach is essential to maintaining optimal public safety.

As development is considered in close proximity to pipeline right-of-ways, the Plan proposes to provide a collaborative land use planning approach to ensure public safety. In accordance with recommendations in Land Use Planning With Respect To Pipelines new development applications within 200 metres of the pipeline right-of-way will be subject to review and comment by the pipeline companies. Through cooperative land use planning, public safety will be optimized. a) Application for new development upon land within 200 metres of the pipeline right-of-way shall be reviewed for comment by the pipeline companies to optimize public safety and land use planning in close proximity to pipeline right-of-ways. b) Where applicable pipeline and utility corridors shall serve a dual purpose as pedestrian routes through communities.

8.4

Existing Residential Communities There are several communities/areas currently under development in the southeast sector. These areas are within the 235,000 population development stage for Regina and are identified as areas A â&#x20AC;&#x201C; G in the Development Strategy in Chapter 4. Existing approved community concept plans, or where required, new community concept plans for additions to communities will guide development in the areas in the short-term.

Redevelopment proposals in existing communities will give due consideration to impacts on adjacent land use and the community as a whole. These proposals will require engagement with the community and consideration under zoning amendment and discretionary use review processes. a) Existing approved community concept plans shall guide development of the applicable developing communities. b) Additions proposed to existing community concept plans shall demonstrate integration with existing community facilities and transportation and pedestrian networks.

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c) Redevelopment of sites in established and maturing communities shall give due consideration to impact on adjacent land uses and the overall communities in which they are proposed.

8.5

Water Courses The southeast sector has three water courses transecting the sector plan area including Pilot Butte, Chuka, and Wascana Creeks. These water courses provided an important amenity for the sector providing opportunity for development of pedestrian and ecological corridors.

Ducks Unlimited is establishing a conservation area south of the Wascana View community within the Wascana Creek floodplain. The goal of the project would be to restore the floodplain ecosystem to its natural prairie state by reintroducing indigenous plants. The location of the conservation area is incorporated into the Sector Concept in Chapter 4. Future development in proximity to the conservation area shall give consideration to protection of this important community and sector amenity. a) Floodway areas shall be designated as environmental reserve (ER) to protect natural riparian habitats. b) The provisions of Part A of The Regina Development Plan, Section 5.8 pertaining to Floodplains, shall be diligently applied to all lands within the 1:500 flood plain and flood fringe areas within the southeast sector. c) The Ducks Unlimited conservation area shall be accommodated and that future land use in the vicinity shall give consideration to the maintenance of this area as an important amenity to the sector and community as a whole. d) Water courses shall provide pedestrian corridors between communities and throughout the sector.

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9.0

Implementation 9.1

Responsibility The implementation of the Plan will require a mutual effort of both the public and the private sectors. The Plan presents the overall physical structure for future development within the southeast sector.

City Responsibility The Regina Planning Commission and City Council will be responsible for overseeing planning recommendations necessary to fulfill the objectives of this Plan. Responsibility for the implementation of this Sector Plan lies primarily with City Council.

The Development Officer shall assume primary responsibility for the initial review of all community concept plans, subdivision and development proposals and also ensure the participation of relevant government agencies, private groups and municipal departments during the review process, prior to submission to the appropriate City Committees and City Council.

The Plan will require monitoring to ensure that the goals and objectives of this Plan are consistent with changing needs and aspirations of the community.

Accordingly, Council may consider possible amendments to this Plan from time to time to respond to changing or unforeseen circumstances.

The success of this Plan will require diligent application of planning tools in a manner consistent with the policies contained within the Plan. Consequently, proposed changes or amendments should not be arbitrary and should have regard for the need and the impact of the proposed change upon overall development within the sector.

Private Involvement The private sector is responsible for preparing community concept plans and subdivision and development proposals that are consistent with the policies contained in this Plan. Multiple property owners within a community concept plan area must co-ordinate the preparation of a community concept plan.

Plan Interpretation Each of the policy sections contained in this Plan is shown in italics and is preceded by an introduction, preamble or statement of intent, which must be read in conjunction with the policies in those sections. These statements have the same force, effect and intent as the policies of the Plan.

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In the case of a discrepancy between the text and the related map, policy statements will take precedent. The maps in this Plan illustrating the overall structure of the Southeast Sector, provides a general illustration of the policies contained in the Plan, but should be utilized in conjunction with specific policies.

9.2

Annexation Requirements Annexation of land outside of City boundaries will be required to fully realize the policies contained in this Plan. These annexations are justified to support the anticipated urban growth. All annexations will be initiated in accordance with the long-term residential development objectives of the City of Regina as stipulated in Part A â&#x20AC;&#x201C; Policy Plan.

The southeast sector currently has within its boundaries limited land for development. At the time this Plan is being prepared, an annexation proposal for a lands needed to accommodate the first stage of development and a portion of the second stage of development as identified in Section 4.1 is being undertaken.

Further annexation will need to be undertaken in the future to complete the development of the areas identified in this Plan.

9.3

Preparation of Community Concept Plans Prior to subdivision of land in the southeast sector, formal community concept plans shall be submitted to City Council in accordance with City of Regina Subdivision Bylaw No. 7748. In addition to items required by the Subdivision Bylaw, the following items are required in community concept plans for areas in the southeast sector: a) A centrally located mixed use community hub shall be indicated in community concept plans for each new community. b) A pedestrian linkage plan showing a continuous linked open space system using a variety of treed pathways, pocket parks, linear parks and natural systems shall be indicated in the community concept plan. c) Potential bus routes and bus stops shall be included in community concept plans to tie into the proposed road system and linked pathway system. d) Potential bike routes shall be identified in community concept plans. e) Location and timing of development of required landscape berms shall be included in community concept plans.

Community concept plans are required to provide for a comprehensive review of the total development area. This prevents piecemeal development and allows for compatible integration of new areas with existing communities in an efficient and cost-effective manner.

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REGINA DEVELOPMENT PLAN

PART E INNER CITY DEVELOPMENT PLAN

PLANNING & SUSTAINABILITY DEPARTMENT PLANNING & DEVELOPMENT DIVISION

REGINA DEVELOPMENT PLAN PART E INNER CITY DEVELOPMENT PLAN

Date First Published: August 1984 Date of Last Revision: September 1994 Additional copies available from: City of Regina Planning & Sustainability Department P.O. Box 1790 Regina, Saskatchewan S4P 3C8 (306) 777-7551

Bylaw No: 7877 Approved by City Council: November 26, 1984 Approved by the Province of Saskatchewan: January 16, 1985

Office consolidation only. For bylaws referenced in this document, contact the City Clerk's Office, 15th Floor, City Hall.

TABLE OF CONTENTS Page Introduction..................................................................................................... 1 Transitional Neighbourhood……..................................................................... 2 Cathedral Neighbourhood............................................................................ 3 General Hospital Neighbourhood (deleted - Bylaw No. 9618)

11 th Avenue East Neighbourhood (deleted - Bylaw No. 9618) Albert-Scott Neighbourhood............................................................................ 4 Eastview Neighbourhood …............................................................................ 5 North Highland Neighbourhood....………........................................................ 6 Innismore................................................................................................... 8 Regina East (deleted - Bylaw No. 9618)

INNER CITY DEVELOPMENT PLAN This report is intended to outline general objectives and more specific implementation recommendations for potential development in eight older neighbourhoods of Regina. It will also provide the basis for the zoning in older neighbourhoods contained in the Zoning Bylaw.

The older neighbourhoods, especially those that have been defined as the lnner City, are experiencing tremendous pressures for redevelopment as commercial or office uses. However, these areas also have many advantages for people who want a residential alternative to the suburbs such as proximity to the downtown with its services and employment opportunities, large trees on residential streets and older homes of varying and distinctive architecture.

The objectives of the lnner City Development Plan, in general, are to improve the residential viability of the neighbourhood and to control encroachment of non-residential uses into the neighbourhood. Problems relating to land uses that are particular to a neighbourhood have also been discussed.

TRANSITIONAL NEIGHBOURHOOD

*

The lines delineating area boundaries within the neighbourhood are general in nature and to not indicate the exact boundaries of the zones. Zone boundaries are as established in the Zoning Bylaw.

Boundaries: See Map I.

POLICY OBJECTIVES: Policy objectives with respect to land use and planning issues in the Transitional Neighbourhood can be found in the Regina Development Plan Part F, Transitional Area Development Plan.

CATHEDRAL NEIGHBOURHOOD

*

The lines delineating area boundaries within the neighbourhood are general in nature and do not indicate the exact boundaries of the zones. Zone boundaries are as established in the Zoning Bylaw.

Boundaries: CPR tracks, Albert Street and Wascana Creek.

I.

POLICY OBJECTIVES: Policy objectives, recommendations and implementation with respect to land use and planning issues in the Cathedral Neighbourhood can be found in the Regina Development Plan, Part J Cathedral Area Neighbourhood Plan.

ALBERT-SCOTT NEIGHBOURHOOD

*

The lines delineating area boundaries within the neighbourhood are general in nature and do not indicate the exact boundaries of the zones. Zone boundaries are as established in the Zoning Bylaw.

Boundaries: Albert Street, Tenth Avenue, Pasqua Street and CNR Railine I.

POLICY OBJECTIVES: Policy objectives, recommendations and implementation with respect to land use and planning issues in the "Albert Scott" Neighbourhood can be found in the Regina Development Plan, Part K North Central Neighbourhood.

EASTVIEW NEIGHBOURHOOD

*

The lines delineating area boundaries within the neighbourhood are general in nature and do not indicate the exact boundaries of the zones. Zone boundaries are as established in the Zoning Bylaw.

Boundaries: Winnipeg Street, CPR Tracks, McDonald Street and Ross Avenue I.

POLICY OBJECTIVES: Policy objectives, recommendations and implementation with respect to land use and planning issues in the Eastview Neighbourhood can be found in the Regina Development Plan, Part I Eastview Neighbourhood Improvement Area (NIA) and Neighbourhood Plan. (Bylaw No. 8348-20-B86)

NORTH HIGHLAND NEIGHBOURHOOD

*

The lines delineating area boundaries within the neighbourhood are general in nature and to not indicate the exact boundaries of the zones. Zone boundaries are as established in the Zoning Bylaw.

Boundaries: Albert Street, Third Avenue North, Winnipeg Street and CNR tracks

I.

POLICY OBJECTIVES: 1.

To maintain the residential stability of the neighbourhood.

2.

To protect the neighbourhood from commercial encroachment along Albert Street and Broad Street.

3.

To prevent further encroachment of industrial uses into the neighbourhood.

II.

POLICY RECOMMENDATIONS AND IMPLEMENTATION: 1.

That the single family and two family nature of Area 1 should be predominantly maintained.

2.

That the Commercial Use areas along the major arterials - Albert Street and Broad Street between the CNR tracks and Third Avenue North be recognized. There shall be no further commercial rezonings in Area I.

3.

That the existing industrial uses north of the CNR tracks and west of Winnipeg Street to the lane west of Quebec Street and the existing industrial uses from the CNR tracks north to First Avenue North between the lane east of Albert Street to the lane east of Cornwall Street be recognized with an improved enforcement of maintenance standards. There shall be no further industrial rezonings in the neighbourhood.

INNISMORE

*

The lines delineating area boundaries within the neighbourhood are general in nature and do not indicate the exact boundaries of the zones. Zone boundaries are as established in the Zoning Bylaw.

Boundaries: CPR Tracks, McDonald Street, Dewdney Avenue and Winnipeg Street

I.

POLICY OBJECTIVES: 1.

To allow the residential component of the neighbourhood to continue without further improvement of services as approved by Council in May of 1977.

2. To provide for an orderly transition to industrial development in the neighbourhood.

II.

POLICY RECOMMENDATIONS AND IMPLEMENTATION: 1.

That the residential area be recognized.

2

That the industrial area be maintained with improved enforcement of maintenance standards.

3.

That no new residential development be permitted in the lnnismore neighbourhood. a)

The City of Regina become a facilitator and budget monies (approximately $200,000.00) each year for the acquisition of lnnismore property at fair market value of light industrial land if the property is offered for sale by the owner. This land would then be banked for future development.

b)

The banked land be developed by the City in contiguous parcels so that the money from the sales could be returned to the fund to purchase more lots in the neighbourhood.

c)

When the land is to be developed or sold by the City, the residents will be consulted for their input.

4.

That new industrial development shall be examined in light of its impact on the surrounding neighbourhood.

5.

That the industrial area be maintained with improved enforcement of maintenance standards.

REGINA DEVELOPMENT PLAN PART F TRANSITIONAL AREA DEVELOPMENT PLAN

PLANNING & SUSTAINABILITY DEPARTMENT PLANNING & DEVELOPMENT DIVISION

REGINA DEVELOPMENT PLAN PART F TRANSITIONAL AREA DEVELOPMENT PLAN

Date First Published: August 1984 Date of Last Revision: December 2003 Additional copies available from: City of Regina Planning and Sustainability Department P.O. Box 1790 Regina, Saskatchewan S4P 3C8 (306) 777-7551

Bylaw No: 7877-ZO-B84 Approved by City Council: November 26, 1984 Approved by the Province of Saskatchewan: January 16, 1985

Office consolidation only. For bylaws referenced in this document, contact the City Clerk's Office, 15th Floor, City Hall.

ADDENDUM TRANSITIONAL AREA DEVELOPMENT PLAN AMENDMENTS Transitional Area Development Plan was adopted by City Council at the meeting held on October 24, 1983 with the following amendment.

"All portions of the draft report dealing with Central Collegiate, Strathcona School and Central Park sites be deferred until such time as negotiations between the Regina Public School Board and the City have been finalized".

In accordance with the amendment, the following references in the report are considered to be inoperative pending completion of negotiations between the City of Regina and the Regina Public School Board.

1. Page 27, Paragraph 2 "It is recommended that the Strathcona School site be designated as Transitional Area Residential - High-Rise. As the use of the school building has now been terminated, this site is an appropriate location for high-rise residential development, presenting a unique opportunity to provide for an increased population within the Transitional Area".

2. Page 28, Implementation Recommendation #8 "That the Strathcona School site be zoned Transitional Area-Residential High-Rise".

3. Page 36, Implementation Recommendation #3 "That provision be made for the possible future rezoning of the portion of the Strathcona School site fronting Broad Street, in order to recognize the potential for redevelopment of that area, for uses appropriate to a major arterial location".

4. Page 40, Paragraphs 3 and 4 "The appropriate future use of the Strathcona School site, as described in Section 3.2.2 of this Development Plan, is for high-rise residential purposes. Another consideration is the importance of an elementary school facility (not necessarily within Strathcona School) in or near the Transitional Area. If such a facility is not made available, families with small children will be deterred from moving to the Area".

i

5. Page 40, Paragraph 5 "If and when Central Collegiate is no longer required for educational purposes, reuse of the buildings on the site should be explored prior to any decision to demolish all or any portion of the buildings. Any alternative future uses should take into consideration that the school, particularly the oldest portion, is a structure of heritage merit. The first priority for reuse of these facilities should be to serve the social and recreational needs of the Transitional Area residents. Such uses could include, for example, a community centre, day care, or offices for non-profit community service organizations. The second priority should be for rental housing".

6. Page 40, Paragraph 6 "If the decision is made that the institutional use of the Central Collegiate buildings is not required to meet the social, recreational, and educational needs of Transitional Area residents, then alternate land uses would be appropriate. Appropriate rezonings to provide for these land uses would be: a) College Avenue Residential/Commercial for the south portion of the site; and b) Transitional Area Residential - Medium-Rise for the middle and northern portions of the site".

7. Page 41, Paragraph 1 These zones would reflect the proposed zoning of adjacent property and, in the case of the north, approximately two-thirds of the Central Collegiate site, would serve as a necessary intermediate height interface between adjacent land uses.

8. Page 41, Policy Objective #2 "That, if and when Central Collegiate is no longer required for educational purposes, reuse of the buildings on the site for the general benefit of the Transitional Area residents, be explored and encouraged by the City of Regina, prior to any decision to demolish all or any portion of the buildings on the site".

9. Page 42, Implementation Recommendation #2 "That a proposal call be undertaken by the City of Regina to explore adaptive reuse of Central Collegiate, if it is no longer required for educational purposes".

10. Page 59, Recommendation #4 "That a proposal call be considered to promote the adaptive reuse of Central Collegiate, if and when the facility is no longer required by the School Board.

ii

TABLE OF CONTENTS PREFACE.....................................................................................................................................................1 1.0

DEVELOPMENT PLAN CONTEXT..................................................................................................3 1.1 Evolution of the Area ............................................................................................................3 1.2 Social Profile.........................................................................................................................3 1.3 Transitional Area Characteristics and Issues .......................................................................7 1.3.1 Land Use ..................................................................................................................7 1.3.2 Building and Streetscapes....................................................................................... 9 1.3.3 Landscaping and Open Space ...............................................................................11 1.3.4 Circulation and Parking ..........................................................................................12 1.3.5 Social and Community Facilities and Services .......................................................14 1.3.6 Housing ..................................................................................................................16 1.3.7 Heritage..................................................................................................................17

2.0

TRANSITIONAL AREA POLICIES.................................................................................................20 2.1 Existing Municipal Development Plan Policies ...................................................................20 2.2 An Issue Paper for the Transitional Area - General Conclusions .......................................20

3.0

LAND USE POLICY AND IMPLEMENTATION RECOMMENDATIONS .......................................21 3.1 Policy Objectives ................................................................................................................22 3.2 Residential Land Use .........................................................................................................23 3.2.1 Residential Land Use Districts................................................................................24 3.2.2 Residential Amenity Space and Landscaping ........................................................30 3.3 Commercial ........................................................................................................................31 3.3.1 Transitional Area Service .......................................................................................31 3.3.2 College Avenue ......................................................................................................34 3.3.3 Major Arterial Commercial ......................................................................................36 3.3.4 Downtown Commercial...........................................................................................38 3.3.5 Inner City Commercial ............................................................................................39 3.3.6 Specific Use Designation........................................................................................41 3.4 Institutional and Public Service...........................................................................................43 3.5 Specific Provisions for Residential Viability ........................................................................46 3.5.1 Public Amenity Space.............................................................................................46 3.5.2 House-Form Residential/Commercial Floor Area Provision ...................................47 3.5.3 Parking Provisions..................................................................................................47 3.5.4 Special Implementation Areas................................................................................50 3.5.5 Design Review........................................................................................................54

4.0

LAND USE SUPPORT POLICY OBJECTIVES AND RECOMMENDATIONS ..............................55 4.1 Buildings and Streetscapes ................................................................................................55 4.2 Landscaping and Open Space ...........................................................................................56 4.3 Circulation and Parking ......................................................................................................57 4.4 Community and Social Issues ............................................................................................58 4.5 Housing ..............................................................................................................................59 4.6 Heritage..............................................................................................................................61

5.0

EXCEPTIONS ................................................................................................................................64 APPENDIX .....................................................................................................................................65

TRANSITIONAL AREA DEVELOPMENT PLAN PREFACE The Transitional Area, bounded by Victoria and College Avenues and Broad and Albert Streets, comprises 32 square blocks immediately south of downtown. The area, home to 3,300 Regina residents, is primarily high and low-density residential with a variety of commercial uses concentrated on Victoria and 13th Avenues. An elementary school and a high school are located in the Area.

In order to maintain the residential viability of the Area, it was recognized that a plan for future development was required. However, the direction new development should take became a subject of considerable study and debate. An initial study of the Area was undertaken by the Planning Department in 1976 as part of the groundwork for the Municipal Development Plan which is now in place. The ongoing investigation was initiated by a motion adopted by Council on November 13, 1979 and since that time several documents have been prepared. One such study, the Transitional Area Development Strategy, was released by the Planning Department in May, 1981. As was its intent, the document sparked public response in the form of numerous letters and submissions from individuals and groups with diverse interests in the Area.

The most comprehensive response to date has come from the Transitional Area Community Society, a group organized in the Summer of 1981. The Society hired the consulting firm of Arnott, MacPhail Associates Limited to prepare a report on the Area. The resultant Concept Study for the Transitional Area sets out a conceptual plan and design guidelines for revitalization and future development initiatives in the Area. This study, submitted to the City in May, 1982, was reviewed and compared with the City-prepared Development Strategy. The Administration then submitted a status report to City Council which resulted in Council's approval of a work program for further study. Subsequently, a number of issues were identified by the City Administration in An Issue Paper for the Transitional Area. The Issue Paper was presented to the Regina Planning Commission and City Council for their consideration and was adopted by Council on December 20, 1982.

In formulating the following Development Plan, the City has attempted to recognize the various groups with an interest in the Transitional Area and take their views into consideration. The recommendations contained in this report attempt to present the most appropriate and effective strategy for the revitalization and redevelopment of the Transitional Area.

For the last ten years, Interim Development Control (IDC) has enabled Council to review development proposals on a case-by-case basis. The adoption of this Development Plan and supporting Zoning Controls by City Council will allow Interim Control to be terminated and the redevelopment and renewal of the Transitional Area to commence on the basis of clearly defined, but flexible, guidelines.

1

2

1.0

DEVELOPMENT PLAN CONTEXT

1.1

EVOLUTION OF THE AREA

The residential development of the Transitional Area began around the turn of the Century. Many of the existing house-form buildings and apartment blocks were built between 1900 and 1929. Little development occurred after that time until the 1960's when some house-form buildings were demolished and replaced by low-rise apartment and commercial buildings. From the 1970's until now, the traditional single-family inhabitation of house-form buildings has changed. The Area has developed into a patchwork of land uses and building forms. Many house-form buildings have been subdivided to house several households. Others are occupied by commercial uses only or in combination with a residential use. Both medium and high-rise apartment buildings and office buildings have continued to be built. In addition, several house-form buildings in the Area have been restored recently and occupied for office use. Finally, a substantial number of lots have been left vacant or are being used for off-street parking.

In general, the Transitional Area has been subjected to outside pressures such as overflow parking from the Downtown, through traffic, and redevelopment requests.

1.2

SOCIAL PROFILE

Based on the 1981 Census, 3,300 individuals live in 2,455 households in the Transitional Area.

The average household size for the Transitional Area is 1.3 persons per household--less than half of the overall Regina (specifically the Regina Census Metropolitan Area or C.M.A.) average of 2.7 persons per household. The only Regina area with a smaller average household size is the Downtown, with an average of 1.2 persons per household.

The tables below profile the age and sex distribution of the Transitional Area population of 1981.

3

Table 1 Transitional Area Population Profile by Age - 1981 Percentage of Total Transitional Area Population Age

Corresponding Percentage for Regina

Number of Persons

0-4 years

70

2.1 %

8.3 %

5-9

40

1.2 %

7.6 %

10-14

40

1.2 %

7.7 %

15-19

180

5.5 %

9.7 %

20-24

415

12.5 %

11.2 %

25-34

530

16.0 %

17.9 %

35-44

200

6.1 %

10.8 %

45-54

245

7.4 %

9.4 %

55-64

400

12.1 %

8.2 %

65-69

305

9.2 %

3.2 %

70 years & over

885

26.7 %

6.0 %

TABLE 2 Transitional Area Population Profile by Sex - 1981 Transitional Area

Regina

Age % Male

% Female

% Male

% Female

0-4 years

47.1

52.9

51.3

48.7

5-0

50.0

50.0

51.2

48.8

10-14

50.0

50.0

51.6

48.4

15-19

36.1

63.9

48.9

51.1

20-24

47.0

53.0

48.5

51.5

25-34

51.9

48.1

49.5

50.5

35-44

50.0

50.0

49.5

50.5

45-54

44.9

55.1

49.8

50.2

55-64

35.0

65.0

46.4

53.6

65-69

27.8

72.2

43.4

56.6

70 years and over

23.2

76.8

49.3

50.7

4

As can be seen from the above tables, the age profile of residents of the Transitional Area is not typical of that of Regina as a whole. On one hand, persons in the 0 - 19 year and 25 - 54 year age groups are under-represented in the Area, while on the other hand, persons in the 20 - 24 and the 25 and over age groups are over-represented. This age profile, which reflects the relatively large number of single-person households in the Area, is also typical of other inner city locations in Regina.

Compared with the Regina population as a whole, Transitional Area females are overrepresented in the 5 - 24 and the 45 and over age ranges, with the differential particularly pronounced in the 15 - 19 age range and the 55 years and above group. This overrepresentation is consistent with the fact that many downtown workers in the clerical, sales, and service occupational categories (predominantly filled by women) live in the Area. The differential in the older population group reflects the longer life expectancy of women.

The mobility status of residents in the Transitional Area reflects the social heterogeneity of that area. Some residents are highly transient, while others are relatively immobile. In 1980, a Planning Department survey found that 22% of households had lived in one or more dwellings within the Area for no longer than the previous six months, while 30% had lived in one or more dwellings within the Area for five or more years.

The survey found that 31% of area households had lived in their present dwelling for no longer than six months. Sixteen per cent had lived in their dwelling for five or more years. The differential between the latter figure and the 30% area residency statistic described above may be partially attributed to the desire of a portion of the population to remain in the Area despite the loss of individual dwelling units through demolition or conversion.

The 1980 survey found that 73% of households in the Transitional Area were single-person households, which corresponds closely with the 1981 Census finding of 77.5% single-person households. In comparison, the corresponding figure for the Regina C.M.A. was 23.9%. In 1981, 13.65% of all Regina single--person households lived in the Area.

There were 130 families with children living in the Transitional Area in 1981. Single parent families accounted for 65 of these, or 50% of the total number of families with children. The comparable statistic for the Regina C.M.A. was 17.9 %.

Based on the 1980 Planning Department survey, in an estimated 12% of the Transitional Area households at least one person is handicapped, that is, a person who as a result of some mental or physical limitation is unable to fully carry out normal day-to-day activities.

5

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1.3

TRANSITIONAL AREA CHARACTERISTICS AND ISSUES

1.3.1 LAND USE Background Three land uses dominate the Transitional Area--house-form residential, apartment residential and office/retail with some institutional land use (see Figure 2). The southwest part of the Transitional Area is primarily single-family and converted single-family residential use composed mainly of house-form buildings with some low-rise and high-rise apartments. Approximately half of the house-form buildings have been converted to multiple dwelling units and half remain in the single-family category. As well, a number of houses have been converted to mixed residential and commercial use (shown on Figure 3).

Medium to high-rise residential land use predominates in three main sectors in the Transitional Area. Older apartment buildings dominate the east side of the Area. The two other apartment residential districts are smaller in size and occupy the middle part of the Transitional Area, tending to separate the house-form residential district to the south from the office commercial development to the north.

Office/retail land use in the Transitional Area is located in several districts. One is the northeast sector which contains the highest density and, specifically, buildings such as the Hotel Saskatchewan, Saskatchewan Power Corporation building, and Humford House. The second district flanks the Transitional Area on the west and south sides.

The area along Albert Street serves primarily as a mixed retail and office district, while the north side of College Avenue functions mainly as an office area with a mixture of older houses converted into office use. In addition, large office structures such as the Co-operative Insurance building and Parkview Place are located on College Avenue.

Institutional land use occupies three districts in the Transitional Area. The block in the northwest portion of the Area is utilized by the Court House and the YMCA. Central Collegiate occupies the two block area on the south side and Strathcona School occupies the one block on the east.

Issues During the period from 1976 to 1981 a net loss of 280 housing units occurred in the Transitional Area. New residential units have been constructed, but have not matched the number of demolished units.

Maintenance of existing housing, particularly house-form buildings, has been inadequate, contributing to the demolition of many of these house-form buildings.

7

8

Land use on the sites of demolished house-form buildings has too frequently changed, subsequent to demolition, from residential to other uses such as office buildings, vacant lots or parking lots. The office buildings represent an encroachment of commercial land use into residential areas. In addition, traffic resulting from such commercial intrusion has resulted in a negative impact on the residential environment of the Transitional Area as a whole. The vacant lots, or non-accessory parking lots, are a significant under-utilization of land, as well as an eyesore.

Significant Concerns and Opportunities 1)

Loss of housing units.

2)

Lack of maintenance and the resultant deterioration of existing housing.

3)

Under-utilized land appropriate for residential infill development.

4)

Encroachment of commercial land use into residential areas.

5)

Encroachment of high-rise buildings into low-rise areas.

6)

Encroachment of high noise/high traffic generating businesses into the Transitional Area.

7)

Under-utilized land appropriate for the provision of residential neighbourhoodoriented stores and services, open space and community facilities.

Conclusions The above land use concerns and opportunities in the Transitional Area can be addressed: 1)

Through the retention, maintenance, renovation and construction of housing in the Transitional Area.

2)

Through the recognition of existing districts of commercial office buildings.

3)

Through ensuring that applications for any commercial land use outside of such districts be granted only insofar as they will positively contribute to the residential use and/or character of the Area.

1.3.2 BUILDING AND STREETSCAPES Background and Issues The Transitional Area is currently a patchwork of building forms and land uses, including lots which are vacant or used for off-street parking.

9

Demolition and incompatible redevelopment, as well as a lack of maintenance of many of the remaining buildings, has served to detract from the original character of the Area.

This character has suffered not only through the demolition of specific buildings, but also through the resultant interruption of streetscapes. Streetscapes are characterized by rows of house-form buildings of traditional form and materials, tree-lined streets, and the vistas typically framed by these trees.

As mentioned, another concern is the redevelopment of vacant sites with infill structures which are incompatible with the surrounding buildings in height, bulk and/or form. As a result, the opportunity to restore the streetscape to a character which is at least similar to the original is often lost. In addition, a lack of maintenance of existing structures has reduced the attractiveness of the Area for potential residents.

In spite of general deterioration over time, the streetscapes in the southwest portion of the Area are the most intact.

Significant Concerns and Opportunities 1)

Lack of maintenance of buildings.

2)

Demolition of house-form buildings and older apartment blocks.

3)

Deterioration of streetscapes through building demolition.

4)

Deterioration of streetscapes through redevelopment which is incompatible on the basis of height, bulk, and/or form.

5)

The potential contribution of the remaining house-form buildings to the special character and heritage of the Transitional Area.

6)

Vacant sites appropriate for the construction of infill buildings compatible with the adjacent streetscape.

Conclusions The above building and streetscape concerns and opportunities in the Transitional Area can be addressed:

10

1)

Through the retention, maintenance and restoration of buildings in the Transitional Area which, by virtue of their architecture or contribution to the surrounding streetscape, reinforce the residential character typified by the original buildings of the Area.

2)

Through redevelopment in the Transitional Area which is compatible with the existing streetscapes of house-form buildings.

1.3.3 LANDSCAPING AND OPEN SPACE Background and Issues The abundance of mature trees is one of the most outstanding characteristics of the Transitional Area. Tree-lined streets of house-form buildings typify the Area. As well, additional trees have been planted in private yards since the initial development of the Area. Unfortunately, this resource of trees has been eroded over the years through redevelopment and decay of the trees themselves. Since the trees make a strong contribution to the residential character of the Area, there is a need to address the problem.

The Transitional Area lacks public open space in relation to its current population of approximately 3,300 people. Based on a generally recognized standard of 10 acres of urban open space per 1,000 people, a total of 33 acres would be required to serve the needs of the Area. However, the only major areas of open space within the Area are the basically-undeveloped playgrounds of Strathcona School and Central Collegiate (i.e.

Central Park), which are approximately three acres in size.

In addition, there is little open space provision for activities with a neighbourhood focus which could, for example, range from outdoor skating to a more passive type of recreation such as "people-watching". The standard for specifically neighbourhood-oriented open space is approximately 7 acres per 1,000 people. (On this basis, 33 acres would be required for the Transitional Area).

The lack of developed open space will become a greater problem over time with the growth of the residential population of the Transitional Area, as provided for in this Development Plan. Although the nearby Wascana Centre and Victoria Park can serve some of the open space needs of the Area, specialized local open space will still be required for neighbourhood-oriented activities. A number of commercial buildings and multi-unit residential buildings have been constructed in the Area, the landscaping of which has positively contributed to the environment. The yards of many other properties, however, are poorly landscaped and ill-maintained, detracting from the character and appearance of the Transitional Area.

Off-street parking lots in the Area represent a problem beyond an inappropriate underutilization of land. The use of front yards for access to parking lots, in spite of the fact that access to buildings and parking lots can usually be made via the rear lane, is one component of this problem. As well, the lack of screening of these vacant lots from the street and adjacent properties creates an eyesore .

There is a need to provide for a wider range of landscaping than is currently prevalent in the Area. This increased flexibility is desirable given: a) the density and mixture of uses in the Transitional Area; and b) the diversity of residents in the Area. The former characteristic suggests that a side yard normally required to be grassed may provide less amenity than an alternate form of indoor or outdoor space which could be provided under

11

more flexible regulations. The latter characteristic suggests that it may be appropriate to provide a different type of amenity for singles and childless couples than, for example, families or seniors.

Significant Concerns and Opportunities 1)

General degeneration of the residential appearance and environment of the Transitional Area.

2)

Street trees which, in spite of some deterioration, are an outstanding resource of the area.

3)

Intrusion of off-street parking into front yards.

4)

Lack of yard maintenance.

5)

Lack of public amenity and open space appropriate to a residential area.

6)

Undeveloped open space in the area.

Conclusions That the above landscaping and open space concerns and opportunities in the Transitional Area can be addressed: 1)

Through stricter regulation of off-street parking lots.

2)

Through providing for increased maintenance of private yards.

3)

Through providing for public open space and amenity which is both sufficient in magnitude and varied in type to meet the present and future needs of Transitional Area residents.

4)

Through regeneration of the residential appearance and environment of the Area, including street trees.

1.3.4 CIRCULATION AND PARKING Background and Issues The Transitional Area faces a number of competing demands for transportation infrastructure and parking facilities. The variety of demands arises from the close juxtaposition of frequently incompatible land uses. The competition among these demands is related to the relatively high density of development in both the Transitional Area itself and the Downtown, as well as to the resultant generation of relatively high volumes of pedestrian and vehicular traffic.

12

The growth in downtown office and retail space over the years has created a significant demand for parking spaces in the adjacent Transitional Area. This demand has been amplified by office construction and conversion within the Transitional Area itself. Offices in the Area typically provide sufficient on-site parking for employees, but clients of these businesses often are forced to find short term parking on nearby streets. In general terms, the high demand for parking in the Area has encouraged an increase in surface parking lots.

There is also a shortage of 24-hour low-cost parking spaces for residents. Much of the housing in the area was constructed in an era when the level of per capita automobile ownership was lower than that of today. In addition, most of the house-form buildings originally housed a single household, while today many of these structures have been subdivided into a number of households, thus increasing the potential number of automobile owners.

One of the major concerns of the Transitional Area residents is the high volume of vehicular traffic which passes through the Area. Volumes of 2000 - 4000 vehicles per day are typical for streets in the Area. Not only does the traffic create unpleasant noise and congestion problems, it presents an increased threat to pedestrian safety. For example, the danger to a senior citizen with a decreased level of mobility is much greater in the Transitional Area than in a suburban residential area.

Given the amount of pedestrian circulation in the Transitional Area, the quality of the pedestrian environment in terms of sidewalk maintenance and pedestrian amenities is also of importance.

The location of the Transitional Area between the Downtown and Wascana Centre affords a unique opportunity for enhancing the pedestrian circulation system of the Area.

Based on the fact that: a) both the Downtown and Wascana Centre are focal points of a variety of activities in Regina; and b) many of these activities are pedestrian-oriented, the creation of a special pedestrian linkage between these two areas would be appropriate.

Within the Transitional Area itself, such a linkage would complement and enhance the unique character of the Area, including its streetscapes, heritage, and open space.

Significant Concerns and Opportunities 1)

Incompatibility of existing distribution and volume of traffic with residential land use.

2)

Traffic noise and congestion.

3)

Inappropriately high levels of on-street and surface lot parking.

4)

Inadequate parking for area residents.

5)

Lack of high quality well-maintained pedestrian walkways and amenities.

13

6)

Threat to pedestrian safety from vehicular traffic.

7)

Tree-lined streets of house-form buildings conducive to a pleasant pedestrian environment.

8)

Creation of a distinctive pedestrian linkage between the Downtown and Wascana Centre which would complement and enhance the Transitional Area.

Conclusions The above circulation and parking concerns and opportunities in the Transitional Area can be addressed.

1)

Through reorganization of traffic distribution and volume in the Transitional Area to provide for a greater degree of compatibility with residential land use.

2)

Through appropriate regulation of parking in the Area to support residential land use.

3)

Through providing and maintaining the infrastructure necessary to support pedestrian circulation in the Transitional Area, including a pedestrian linkage between the Downtown and Wascana Centre.

1.3.5 SOCIAL AND COMMUNITY FACILITIES AND SERVICES Background and Issues The Inner City location of the Transitional Area results in both strengths and weaknesses regarding social and recreational services and facilities for neighbourhood residents. The central location of the Area provides high accessibility, at least in physical terms, to many services and citizens' organizations. Examples of services located in or adjacent to the Transitional Area include the YMCA and YWCA and a vast array of citizens' organizations, including, of course, the Transitional Area Community Society (TACS). At the same time, however, there is a relative lack of neighbourhood-oriented services. In particular, the Area is deficient in services for specific subsections of the population represented in significant numbers in the Area, i.e. students, office workers, senior citizens, renters, natives, low-income earners, single parents, and handicapped people.

The particular demographic and social characteristics of the Transitional Area outlined previously, accentuates the need for social support services, including the recreational facilities and citizens' organizations which have been mentioned.

Of major concern is the recent closure of the only elementary school in the Area, Strathcona School. Enrollment declined from 154 students in 1977 to 53 students in 1982.

14

The loss of an educational facility for elementary school age children may present a hardship to any family with young children locating in the Area. One of the goals of this Development Plan is to provide for households in a wide range of age, income and family status, however, the range of households which would locate in the Transitional Area may be limited if there is no facility for elementary school age children.

The Regina Public School Board has also stated its intention to close Central Collegiate in 1986.

A final matter of fairly widespread concern in the Transitional Area is that of crime.

Although crimes against persons and property unquestionably take place, in reality, crime is not nearly as common in the Area as the general public perceives it to be.

Nevertheless, the perception and fear of criminal activity is a significant problem.

Significant Concerns and Opportunities 1)

Lack of neighbourhood-oriented social and recreational facilities and services.

2)

Lack of an educational facility for elementary school age children within the Transitional Area.

3)

Existing buildings of special character potentially available for reuse as community facilities.

4)

Central location of the Area affording ready access to many City-wide facilities and services.

5)

Perception and fear of criminal activity.

6)

Land and facilities with potential for social and community facilities and service uses.

Conclusions The above community and social concerns and opportunities in the Transitional Area can be addressed: 1)

Through provision of a range of social and recreational facilities and services in the Transitional Area.

2)

Through the ensurance of an educational facility for elementary school age children within the Transitional Area.

3)

Through measures designed to address the concern and perception of crime in the Transitional Area.

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1.3.6 HOUSING Background and Issues Based on the 1981 Census, the Transitional Area had a population of 2,455 households on June 1 of that year. Based upon the survey carried out by the Planning Department in 1980, 54% of the households had a gross income of less than $10,000 that year. One way of illustrating the potential for financial hardship this represents is by examining the amount of income expended on housing. Using the guideline of 25% of household income as the maximum comfortable allocation to housing costs, 1,344 households in the area could afford to pay no more than $208 per month in rent. If the existing 652 units of co-operative or public senior citizen housing are subtracted from the amount, then 682 households, approximately half, have been faced with the prospect of attempting to obtain private market accommodation at that price level.

The Planning Department survey indicated that there was a sufficient amount of affordable rental housing stock in the Transitional Area. Specifically, the survey indicated that 52% of Area residents paid $200 or less per month in rent. In summary then, the Transitional Area serves the important function of providing a portion of Regina's inexpensive housing.

There has been an ongoing net loss of housing units (1976-81: 280 units) despite the construction of new apartment buildings in the Area. The absolute number of units lost through demolition or conversion in the Area during this same period is approximately 750 units. If the depletion of low-cost housing stock ln the Transitional Area continues, residents will be forced into either adjacent residential areas, with a resultant disruption of these areas, or into those suburban areas with relatively inexpensive housing. In addition to economic hardships, a whole range of social ills are potentially fostered by such dislocation, i.e. alcoholism, delinquency, school absenteeism, and family and marital problems. Such consequences not only pose a hardship for the displaced households, but also for the surrounding community and City as a whole, in the form of increased social service, community health, and policing costs.

Based on the primary importance of maintaining the residential viability of the Transitional Area, the chief housing concern, then, is the ongoing loss of residential units in the Area.

In order to address the issue of housing loss and the more general concern of residential viability, land use and other supportive policies need to be implemented.

Significant Concerns and Opportunities

16

1)

An existing variety of housing forms and tenure affordable to residents with a wide range of incomes.

2)

The loss of low-cost housing in the Area and resultant displacement of low-income residents through demolition and/or conversion of housing.

3)

Considerable potential for development and redevelopment of housing.

Conclusions The above housing concerns and opportunities in the Transitional Area can be addressed: 1)

Through the construction of housing units in the Transitional Area.

2)

Through the construction and retention of housing in the Transitional Area which is affordable to low-income households.

1.3.7 HERITAGE Background and Issues The built environment of the Transitional Area was originally Regina's first upper class residential neighbourhood. Many of the house-form and apartment structures which remain from the early era of construction exhibit significant heritage merit. Such merit is based on a range of criteria which includes the architecture of the structure, the history of the building and the persons associated with the building, as well as the contribution to the local environment that the building may make as one element of a streetscape.

The accompanying map of potential heritage property (see Figure 4) illustrates the variety and extent of potential heritage structures in the Transitional Area. Three general categories of buildings may be discerned according to structural/locational characteristics.

First, there are a variety of larger buildings located in the northern portion of the Transitional Area which are primarily occupied by institutional or apartment uses.

Second, there is a collection of older apartment blocks along 14th Avenue in the Area.

Third, there is a concentration of house-form buildings of potential heritage merit in the southwest portion of the Area.

The character of the Transitional Area and, in particular, specific streetscapes, have suffered as a result of the demolition of heritage buildings. Inappropriate renovation of buildings with heritage merit has also detracted from the character of the Area.

Specific heritage concerns are the possible demolition of Strathcona School and the older portion of Central Collegiate. Not only do these facilities provide a needed educational service for the Area, but the buildings themselves possess heritage merit.

Significant Concerns and Opportunities 1)

A wide variety of heritage buildings which, if retained, and especially if restored, will make a substantial contribution to the unique character of the Transitional Area.

2)

Demolition of heritage buildings in the Area.

3)

Inappropriate renovation of heritage buildings.

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4)

Possible demolition of Central Collegiate.

Conclusions That the above heritage concerns and opportunities in the Transitional Area can be addressed:

18

1)

Through retention and restoration of heritage buildings in the Transitional Area.

2)

Through renovations to heritage buildings which are appropriate to the character of these buildings.

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2.0 2.1

TRANSITIONAL AREA POLICIES

EXISTING MUNICIPAL DEVELOPMENT PLAN POLICIES

The Municipal Development Plan currently in place for the City of Regina was approved by the Minister of Urban Affairs on December 14, 1979. Two component documents of the Plan contain policy objectives which are relevant to the Transitional Area. They are outlined below: Regina RSVP, A Planning Strategy for Regina: Policy and Implementation Policy Objectives 1)

To maintain the Inner City neighbourhood as residential areas.

2)

To provide for more citizen involvement in planning decisions made in the Inner City.

3)

To improve the general quality of life in the Inner City.

Regina RSVP, Inner City Development Plan Policy Objectives (for the Transitional Area) 1)

To improve the residential viability of the neighbourhood.

2)

To control and maintain low density commercial development in the area.

3)

To provide a humane and pleasant interface between the Downtown and Wascana Centre.

2.2 AN ISSUE CONCLUSIONS

PAPER

FOR

THE

TRANSITIONAL

AREA

-

GENERAL

Both land use and human activity in the Transitional Area are affected by and have an effect upon the larger environment of the City of Regina as a whole. On this basis, An Issue Paper for the Transitional Area sets out general City-wide issues as a context for the specific land use planning of this Development Plan. These issues are summarized below: Cost of the Journey to Work The cost of the journey to work in the City of Regina is borne by Government, by business, and by residents. The most effective approach to this issue is to adopt policies which will encourage the location of a residential population adjacent to the Downtown, particularly in the Transitional Area.

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The Diffusion of Commercial Space from the Downtown The concentration of businesses in the Downtown facilitates both the efficient provision of City services to such businesses and the exchange of goods and services among businesses. Furthermore, the diffusion of substantial office space from the Downtown to the Transitional Area would displace potential residential land use which would be supportive of the Downtown.

Provision for a Middle to Upper-Income Population The lack of neighbourhood amenities in the Transitional Area, and of specialized commercial establishments nearby, contributes greatly to the unattractiveness of the Area to middle and upper-income households. Furthermore, a more affluent residential population in the Transitional Area would itself support a range of specialty shops and services in the Downtown to the benefit of the City as a whole.

Finally, an adequate number of neighbourhood commercial outlets for day--to-day shopping is necessary to support the growth of the residential population.

The Displacement of Low-Income Residents The Transitional Area provides a substantial amount of low-income housing stock and, because of its location, a high degree of environmental and social support to many of its residents. This function is not only important to the residents themselves, but is of significance to the operation of the City of Regina as a whole.

Conclusion That a positive resolution of the above City-wide issues will be fostered through the support and encouragement of an ongoing primacy of residential land use in the Transitional Area.

3.0

LAND USE POLICY AND IMPLEMENTATION RECOMMENDATIONS The purpose of this section of the Development Plan is to set out a series of policy objectives and implementation statements. The policy objectives address: a)

a variety of concerns that have been expressed by interest groups and the general public;

b)

the City-wide issues described in An Issue Paper for the Transitional Area and briefly outlined in Section 2.2 of this Development Plan; and

c)

future development within the Transitional Area itself.

The last point is dealt with primarily through the objectives of land use policies which

21

support the ongoing viability of the residential community. These policies, in turn, provide the basis for the accompanying implementation statements.

3.1

POLICY OBJECTIVES

At the time of the 1981 Census, the Transitional Area was the home of approximately 3,300 people in 2,500 households. It is an important area for low--cost housing in the City which provides a variety of environmental and social supports to its residents, largely based on its close proximity to Downtown. In addition, the central location of the Transitional Area provides a high level of general convenience to its residents, including close access to Downtown workplaces. An increased Transitional Area residential population would provide support for the downtown and, in particular, its retail function.

The Transitional Area is the location of a unique low-rise district of house-form buildings, the character of which is of value to the City as a whole. However, there is also a district conducive to high-rise residential development where under-utilized sites are available.

Thus, the Transitional Area has the potential to accommodate population growth. This potential must be acted upon, however, in order to ensure the future viability of the Area itself, its present and future residents, and the Downtown.

Primary Policy Objective 1)

To provide for residential land use and a viable residential neighbourhood within the Transitional Area through the following General Policy Objectives.

General Policy Objectives

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1)

To provide housing of a variety of forms and tenure which is affordable to residents of a wide range of incomes and family types.

2)

To provide for stores and services required by Transitional Area residents for convenience goods and services on a daily basis.

3)

To provide for the retention, maintenance, and restoration of buildings in the Transitional Area which, by virtue of their individual architectural and/or heritage merit or by their contribution to the surrounding streetscape, reinforce the residential character typified by the original buildings of the Area.

4)

To provide for vehicular circulation, vehicular parking and pedestrian circulation which is supportive of the residential nature of the Area.

5)

To provide for a range of neighbourhood-oriented social and recreational facilities and services for residents of the Transitional Area.

6)

To encourage, within or near the Transitional Area, an educational facility for elementary school age children.

Providing for a viable residential neighbourhood in the Transitional Area requires more than having sites available for residential land use. It also requires the development of supportive land uses in the Area, such as neighbourhood convenience stores and services, parks, and other community facilities (refer to Sections 3.3 and 3.4).

As well, a number of non-land use concerns must be addressed if the ongoing residential viability of the Transitional Area is to be achieved. These concerns are in the areas of: 1) housing, 2) circulation and parking, 3) streetscapes, 4) heritage, 5) landscaping and open space, 6) social and community facilities and services; and are dealt with in separate sections of this Development Plan (refer to Section 4.0).

3.2

RESIDENTIAL LAND USE

The appropriateness of providing for a viable residential neighbourhood in the Transitional Area has been well documented both in An Issue Paper for the Transitional Area and in this Development Plan. However, the appropriateness of a mixture of future residential and commercial development for some sites is indicated by existing commercial land uses, commercial building forms, and locations adjacent to major arterials.

Policy Objectives 1)

That those portions of the Transitional Area which are primarily residential in use and/or physical form be a principal location of future residential development in the Transitional Area. Commercial use of any given site within the residential portions of the Transitional Area shall occur only in accordance with this Development Plan.

2)

That those portions of the Transitional Area which are the locale of existing commercial office building developments and/or are adjacent to a major arterial be secondary locations of residential development within the Transitional Area.

Within those portions of the Transitional Area, both residential and commercial development will be appropriate, provided that such development is in accordance with this Development Plan.

Implementation Recommendations 1)

That the Transitional Area Residential Zone be established for the primary purpose of providing for residential land use in the Transitional Area.

2)

That the College Avenue Residential/Commercial, and Transitional Area Service Zones be established as secondary locations for residential land use within the Transitional Area in accordance with the purposes of each zone.

3)

New developments shall be encouraged to reflect or respond to the typical building setbacks found in the vicinity of the project site in order to reinforce the streetscape and its qualities.

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4)

New developments shall, in the design, scale, form, articulation, and reflect or respond to streetscape qualities found in proximity to the project site.

5)

Rear yard infill is encouraged in the low-rise residential district in a manner such that it does not impose itself on the streetscape.

3.2.1 RESIDENTIAL LAND USE DISTRICTS Provision for residential land use is the primary purpose of the Transitional Area Residential Zone. A variety of housing types within the zone will serve to strengthen the residential viability of the Transitional Area by providing a choice of housing for potential residents. Households of a wide range of age, income, family status, and lifestyle will be able to be accommodated.

Commercial land use in the Transitional Area Residential Zone, specifically within houseform buildings, is provided for in the policies of this Development Plan in order to encourage the maintenance, renovation and restoration of these house-form buildings.

This is one method of supporting the residential character of the Area typified by the existing streetscapes of house-form buildings, while still providing for alternate uses. This reinforcement of the residential character of the Transitional Area is intended to make a major contribution to the ongoing residential viability of the Area.

Accordingly, commercial land use within the Transitional Area Residential Zone shall occur only on the basis that the proposed commercial use will be a benefit to the area and be complementary to land uses in the area. It is imperative that this commercial use be small-scale, low traffic-generating, and otherwise compatible with residential land use and building forms. On this basis, the approval of commercial land use in the Transitional Area Residential Zone should not allow for the demolition of a house-form building and its subsequent replacement by another building with a commercial use.

The regulations for new development within the Transitional Area Residential Zone are to reflect existing buildings with similar uses, thereby providing for development which is compatible with the existing character of that portion of the Transitional Area.

For low-density residential and house-form commercial uses specifically, minimum lot areas and maximum lot coverage are to be in keeping with the historical standard in the Area. Lot coverage is to be relatively low, consistent with the amount of open space customarily associated with low-density residential use. The size of front, side and rear yards are to reflect the norm for these yards in the Area. Maintenance of the typical size of front yards is particularly important in order to preserve the existing streetscapes of the Transitional Area. Maximum floor area may vary according to the type of use in order to provide for residential dwellings at various relatively low densities.

For medium-density residential development, front yard setbacks will comply with the setbacks of similar existing buildings in the Area. The rear walls of new medium-rise residential development may, however, extend to the rear property line of the site, on the

24

basis of other provisions of this Development Plan and accompanying regulations. "Rear yard infill" residential development will thus be possible. This will help to provide for an increased residential population while maintaining and contributing to the streetscapes of the Area. The maximum floor area of development is to reflect the limitations of yard requirements and the height limits subsequently described on a district-by-district basis.

The floor area ratios provide for a variety of medium-density residential development.

Within the Transitional Area Residential Zone it is important to have groupings of buildings which are compatible in various aspects of their physical form. In particular, districts of residential buildings which are compatible in height not only minimize potential negative impact from surrounding properties, but can also result in streetscapes in which the component buildings enhance one another and the character of the district as a whole. On this basis, it is appropriate to have height districts within the Transitional Zone which reflect the following characteristics of portions of the Transitional Area and which are to provide for new development which is compatible in use and physical form.

Low-Rise District Existing Characteristics: -

a predominance of house-form buildings, an environment characterized by relatively intact streetscapes, including houseform buildings and street trees.

Medium-Rise District Existing Characteristics: -

the existence of low to medium-rise apartment buildings, an area of intermediate height interface between the buildings of surrounding zones and/or height districts of zones.

High-Rise District Existing Characteristics: -

a higher proportion of apartments, including high-rise apartments, than in the LowRise District, a mixture of building forms.

The maximum height range of new development on each lot in the Low-Rise District is to be from 8.25 to 15 metres under an inclined plane. The former limit will apply to development at the limit of the front yard setback. The maximum height limit is to progressively increase towards the rear of the lot, according to a formula set out in the regulations accompanying this Development Plan, to a maximum of 15 metres. This height limit will be the maximum for new development on each site, with the only

25

exceptions being provided for in the Special Height Provision (Section 3.5.4) of this Plan.

The lower height limit reflects the height (approximately three stories) of the street front facades of existing house-form buildings, thereby ensuring that new development will be compatible in height with the existing streetscapes of house-form buildings, as viewed from the street. The greater height limit, in conjunction with other regulations, provides for "rear yard development" to accommodate an amount of floor space in a development consistent with a medium level of residential density.

The maximum height of new development in the Medium-Rise District is 15 metres, which will allow for four to five-storey development, and will apply to the entirety of the developable portion of each lot in the District. This height allows for an increased residential density, while also being an appropriate transition height between the houseform buildings of the Transitional Area and existing and future high-rise apartments.

The maximum height of development in the High-Rise District is to be 30 metres which will allow for ten-storey development. This limit approximates the height of existing highrise apartments in the District. As well, it will enable an increased residential population in the Transitional Area, and for the gradual redevelopment of this District, by providing for high-rise accommodation In a variety of developments.

It is recommended that the Strathcona School site be designated as Transitional Area Residential - High-Rise. As the use of the school building has now been terminated, this site is an appropriate location for high-rise residential development, presenting a unique opportunity to provide for an increased population within the Transitional Area.

College Avenue District [Bylaw No. 8850-ZO-B89] On College Avenue, the sight lines to properties on the north side of the street are longer than in other portions of the Transitional Area, due to the wider street width and the ability to gain views from Wascana Centre. This is reflected in a height formula for buildings which ranges from 8.25 to 15m under an inclined plane, similar to that provided for in the low-rise residential district, but at an angle calculated to account for the longer sight lines.

The height limits provided for on College Avenue are consistent with the height of the mature tree canopy and the existing house-form buildings which contribute to the unique prestige character of this streetscape. The height limits also provide an appropriate interface with Wascana Park. For properties east of Scarth Street, there are fewer house-form buildings, and areas to the north include the high-rise portion of the Transitional Area. For these reasons, it is less critical to maintain a height limit on this portion of College Avenue and is therefore included in the high-rise portion of the Transitional Area.

Policy Objectives 1)

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That the primary land use in the Transitional Area Residential Zone, as provided for in this Development Plan, be residential. Commercial uses are a secondary

use in the Zone, located only in house-form buildings.

2)

That the retention and construction of a variety of housing and tenure types in the Transitional Area Residential Zone be encouraged.

3)

That provision be made for the retention and development of contiguous residential land use districts of buildings compatible in height, bulk, siting and massing.

4)

That retention of house-form buildings be encouraged by providing for rear yard infill development.

5)

Redevelopment of property to commercial use in the Transitional Area Residential Zone will only be considered when residential use is proven to be uneconomical and in accordance with the provisions of this plan.

Implementation Recommendations 1)

That a Low-Rise District be established within the southwestern portion of the Transitional Area Residential Zone, to provide primarily for low-rise residential land use and, secondarily, at the discretion of Council, for commercial use in existing house-form buildings.

2)

That in this Low-Rise District the height of new development be subject to limits which will range from 8.25 metres nearest the street to 15 metres at the rear limit of development on a site.

3)

In the Low-Rise District, building envelope penetrations will be allowed for architectural features including, but not limited to, gables, dormers, and other architectural features consistent with the area.

4)

That a Medium-Rise District be established within the Transitional Area Residential Zone, comprising portions of the north side of 14th Avenue and an area to the west of Central Park, to provide primarily for medium-rise residential land use and, secondarily, at the discretion of Council, for commercial use in existing house-form buildings.

5)

That in the Medium-Rise District, the height of new development be limited to 15 metres.

6)

That a High-Rise District be established within the north and eastern portions of the Transitional Area Residential Zone south of 13th Avenue to provide primarily for high-rise residential land use and, secondarily, the use of existing house-form buildings for office/commercial use.

7)

That in this High-Rise District the height of new development be limited to 30 metres.

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7a)

That a College Avenue District be established, and the height of new development be limited in the District by the following building envelope description: The maximum permitted principal building height ln metres (h) at a particular point on a specific lot is calculated using the formula h = 0.3 (d) + 6.75 where "d" is the minimum perpendicular distance in metres between the particular point on the site and the front lot line of the specific lot, and "h" shall not exceed 15 metres.

This height regulation provides for a maximum height of 15 metres across the rear portion of a lot, while ensuring that the form of development will not intrude upon the existing streetscape by delimiting the maximum height across the front portion of a lot with a building envelope defined by an inclined plane. An example of the application of this building envelope is provided in the diagram below, for information purposes only.

SKETCH SKETCH 1

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[Bylaw No. 8850-ZO-B89]

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8)

That the Strathcona School site be zoned Transitional Area Residential - High-Rise.

9)

That office/commercial land use within house-form buildings in the Transitional Area Residential Zone shall occur on the basis of development applications being approved by City Council.

10)

That every commercial use in a house-form building should reinforce the basic residential character of both the house-form containing the use and the surrounding neighbourhood, as well as provide for the conservation of the building.

11)

That the approval of any 100% commercial or commercial/residential mixed use in a house-form building in the Transitional Area Residential Zone terminate with the demolition of that house-form building for which the approval was given.

12)

That approval be given to any 100% commercial or commercial/residential mixed use in a house-form building in the Transitional Area Residential Zone, where the building has been partially or totally destroyed by fire, provided the building is restored to its original architectural form.

3.2.2 RESIDENTIAL AMENITY SPACE AND LANDSCAPING In addition to providing for residential land use, other aspects of land use and the environment must be developed in order to support the residential nature of the Transitional Area. Two such important considerations are amenity space and landscaping.

Because of the relatively high density of development and lack of neighbourhood-oriented social and recreational facilities and services, the provision of amenity space on a project-byproject basis is of particular significance ln the Transitional Area. The variety of households ln the Area necessitates a wide range of facilities in the form of amenity space. The provision of such space for apartment dwellers should be on a per household basis to ensure that the amount of amenity space is adequate for the number of residents in a building.

Due to the small amount of open space in the Transitional Area, quality landscaping is important. The close proximity of a variety of land uses and building forms may preclude the practical provision of typical grassed yard space. Furthermore, this type of landscaping may not meet the requirements for open space of various types of households in the Area.

Policy Objectives

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1)

That provision of common amenity space within multi-unit residential developments, in an amount which reflects the number of households ln the development, be encouraged in order to compensate for inadequacies in public amenities and to facilitate a broad range of activities.

2)

That new developments provide landscaping for private and public enjoyment which contributes to the overall streetscape and visual amenity of the Transitional Area.

Implementation Recommendations

3.3

1)

That the development of private amenity space shall be encouraged for low-rise apartment buildings, apartment buildings, senior citizens' homes, and commercial buildings containing four or more dwelling units at the rate of 4.6 square metres 1 per dwelling unit. This space shall be for the private and/or common use of building residents.

2)

That a variety of landscaping forms including vegetation, non-vegetative materials, street furniture, and architectural features be encouraged to accompany developments in the Transitional Area in order to enhance individual buildings, complement the pedestrian circulation system, and generally support the residential character of the Area. Section 4.0 of this Plan identifies support policies to complement the implementation recommendations.

3)

That for all land uses the total yard area, excluding parking stalls, loading stalls and driveways, shall be landscaped.

COMMERCIAL

Commercial land use within the Transitional Area should be accommodated in building forms and locations which are compatible with the residential land use and character of the Area. Commercial land use should also be secondary to residential land use within the Transitional Area Residential Zone.

The location of only low-noise, low traffic-generating commercial uses should be considered for house-form buildings within residential districts.

The area should be self-sufficient in both commercial and non-commercial establishments necessary to provide local residents with neighbourhood-based goods and services.

Large scale commercial buildings are to be provided for in locations where groupings of such buildings now exist and in areas which are clearly peripheral to residential districts.

3.3.1 TRANSITIONAL AREA SERVICES Stores and services which provide residents with convenience goods and services on a daily basis are a necessity in residential areas. However, these facilities should be of a number, type and scale appropriate to the Transitional Area market area as it grows over time. In addition to being close to the neighbourhood which they are to serve, such land uses should be clustered together to provide shopping convenience and a focal point for the neighbourhood.

1

Definitions and regulations are specified in Appendix 1 of this Development Plan.

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Fourteenth Avenue and Lorne Street is a node of existing neighbourhood commercial uses in the Transitional Area. This location is ideal for neighbourhood service uses based on the following: a)

House-form residential land use which typically fronts upon streets in the Area is less likely to be disturbed by retail-generated traffic along avenues;

b)

Fourteenth Avenue is peripheral to the Low-Rise Residential District, which is particularly vulnerable to high levels of street traffic, and;

c)

Fourteenth Avenue is the location of existing neighbourhood service uses.

While the regulations for development in the Transitional Area Service (TAS) Zone are to reflect the Transitional Area residents' need for local commercial establishments, it should be taken into consideration that this demand will be limited. Therefore, the provision of these uses must be held secondary to the overall goal of providing for an increased Transitional Area population in a primarily residential setting.

On this basis, the regulations will be similar to those applied to medium--density residential uses in adjacent residential areas. In addition, however, it is appropriate to require a minimum size rear yard in order to provide a buffer between Transitional Area Service uses on avenues and the side yards of adjacent street-facing residential uses.

The height limit and amount of floor space in new Transitional Area Service developments will vary according to: a) the number of storeys of residential units that are included; and b) the height limits of the adjacent residential district.

The height of buildings in the TAS Zone not containing dwelling units will be limited to 6 metres in order to provide for a maximum of two storeys. The maximum floor area ratio (f.a.r.) of such buildings will be 1.30.

Buildings containing residential uses may be developed to a height and floor area ratio equal to the maximum permitted height and floor area ratio of firstly; the residential zone abutting the site on which the building is located, and secondly; the nearest residential zone to the site.

Commercial uses shall be restricted to the first and second floors of such buildings.

Thus, in the designated areas of Transitional Area Service zoned land proposed in this Development Plan (refer to Figure 6), buildings with residential units could be developed to 30 metres (with a maximum F.A.R. of up to 7.5) north of 14th Avenue, and to 15 metres (with a maximum F.A.R. of 3.10) south of 14th Avenue.

Policy Objectives 1)

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That an appropriate neighbourhood convenience commercial use area be established in order to accommodate daily convenience stores and services of a number, type and scale appropriate to the Transitional Area market area.

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2)

That neighbourhood service used be clustered together in nodes which will serve as social focal points, with the potential for expansion to better serve current residents and accommodate a future increased Transitional Area population.

3)

That provision be made for the construction of residential units in conjunction with the development of neighbourhood service uses in the Transitional Area.

Implementation Recommendations 1)

That the existing neighbourhood service node at 14th Avenue and Lorne Street be 2 designated as a Transitional Area Service Zone.

2)

That additional potential neighbourhood convenience land use along 14th Avenue be designated as illustrated in Figure 6 in order to provide increased service to current residents and accommodate a future increased Transitional Area population, particularly as the high-rise residential area develops.

3)

That in the Transitional Area, the height of buildings in the Transitional Area Service Zone not containing dwelling units be limited to 6 metres, in order to provide for a maximum of two storeys.

4)

That ln the Transitional Area, buildings containing residential units in the Transitional Area Service Zone may be developed to a height equal to the maximum permitted height of the zone abutting the site on which the building is located. Commercial uses shall be restricted to the first and second floors of such buildings.

5)

That examples of uses which are consistent with the purpose of the zone include confectionery stores, personal service establishments, service or repair shops, restaurants, and non-commercial services such as day cares and community centres.

3.3.2 COLLEGE AVENUE

[Bylaw No.8850-ZO-B89]

College Avenue from Albert Street to Broad Street is a broad tree-lined boulevard which serves as an entry to Wascana Centre as well as the Transitional Area. It is one of the most important and attractive streetscapes in Regina.

Existing land uses on the north side of College Avenue include commercial uses in commercial buildings (30%) and commercial uses in house-form buildings (30%). By allowing house-form commercial uses, the older houses which contribute to the streetscape have been effectively retained. The inclusion of freestanding commercial uses has generated the development of office buildings which are intrusive on the landscape. In keeping with the 2

34

The Transitional Area Service zone is equivalent to the NC - Neighbourhood Convenience zone of Bylaw No. 9250.

objectives for the area, new buildings should be residential. On the north side of the street there are contrasts in building styles, materials and height which are related to the time of construction.

The older house-form buildings predominate and contribute to the prestigious character of the street. The newer, taller office and apartment buildings are less sympathetic to human scale and limit the view of the park from buildings in the Transitional Area and downtown. Generally, additional new buildings should strive to maintain the style, materials and height of the existing older homes.

The prestigious character of College Avenue, derived from the quality of the trees, stately buildings, and Wascana Park, is an asset which enhances the Transitional Area. The older homes should be retained and redevelopment should occur on properties which do not contribute to the street character. Many prominent heritage buildings on College Avenue could be individually designated in addition to establishing a Heritage Conservation District. This District would act as an overlay to the zoning bylaw and guide the design of new infill housing, improvements to existing buildings and the boulevard landscaping.

Redevelopment is encouraged on the vacant site at College Avenue and Albert Street, and the Central Collegiate site. Existing house-form buildings make an important contribution to the streetscape and should not be replaced with higher, more dense or less complementary developments. Redevelopment of Central Collegiate should be undertaken in conjunction with the overall adaptive reuse study for the site in order that options are not precluded by premature development.

Policy Objective 1)

College Avenue has a unique and desirable prestigious character resulting from the wide tree-lined street, stately house-form buildings and the amenity of Wascana Centre. In view of its importance as the gateway to the Transitional Area, the use and form of new development should contribute positively and perpetuate this desired character of College Avenue.

Implementation Recommendations 1)

That a policy of "no new freestanding commercial development" be affirmed and applied to College Avenue, and new commercial uses be only in house-form buildings.

2)

That residential use be encouraged for the north side of College Avenue in order to capitalize on the amenity of Wascana Park and in conformity with the overall objectives of this Plan.

3)

That to the greatest extent possible, the older stately homes along College Avenue be retained and the architectural heritage resources as well as the Landscaping and Boulevard Plan of the College Avenue streetscape be included in a Heritage Conservation District.

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4)

That new development and redevelopment be encouraged on properties that do not presently contribute to the overall prestige of the street. New buildings should maintain, to the greatest extent possible the style, materials and height of the existing older homes. Except for properties east of Scarth Street where some flexibility is desired, building height should reflect the height of existing houses and trees at their street elevation as provided for in the TAR College Avenue District.

The vacant property at Albert Street and College Avenue should be treated as a special situation due to its relationship to Albert Street, the City's major traffic arterial.

Similarly, the property located a 1810 College Avenue could also be considered for C-Contract Zone, as it is in the unique position of being surrounded by a 30m building on the west and a significant heritage building on the east and is near the corner of College Avenue and Broad Street which is one of the major entrances to the downtown area. A C-Contract zone can also be considered for the office buildings made legally non-conforming by the zoning amendments which will follow from the above policies, and allow for sensitive redevelopment of these properties in the event of their loss.

5)

Landscaping should reflect the quality prevalent along College Avenue, and all mature trees should be retained. Opportunities for providing a landscaped pedestrian link through the site from Wascana Centre to Central Park which lies north of the Central Collegiate site should be examined.

3.3.3 MAJOR ARTERIAL COMMERCIAL Two principal streets bordering the Transitional Area, Albert Street and Broad Street, are major arterials connecting the downtown with the south portion of Regina. As such, they are the appropriate location for commercial uses which require convenient access to a major roadway.

Within the Transitional Area, south of 13th Avenue, much of the land fronting either Albert or Broad Street is occupied by typical major arterial commercial uses and is designated by a Major Arterial Commercial (MAC) Zone.

The nature of these uses within the Transitional Area is essentially similar to those commercial uses within areas of Major Arterial Commercial zoned land across the City. Also, MAC uses, both within the Transitional Area and in other areas of the City, act as a buffer between the arterial roadway and the areas flanking the roadway, which are frequently residential.

The regulations for MAC-zoned land within the Transitional Area will, then, reflect this purpose and will be consistent with existing Major Arterial Commercial uses across the City.

Non-commercial land uses on the arterials include residential and institutional, specifically the portion of the Strathcona School site fronting Broad Street. It is recommended that the 2300 block of Broad Street within the Transitional Area be designated Transitional Area Residential High-Rise at this time, based upon its present use and the primary intent of this Development Plan, that is, to support and enhance the residential use and character of the Transitional Area.

However, because of the location adjacent to a major arterial, the future rezoning of residential property to Major Arterial Commercial may be considered.

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37

Policy Objectives 1)

That commercial land use requiring a high level of vehicular access be accommodated in the Transitional Area along Broad and Albert Streets south of 13th Avenue.

2)

That the commercial uses serve as a buffer between the residential areas and the high volume traffic of the arterial streets

3)

That residential land uses along Broad and Albert Streets south of 13th Avenue, in the Transitional Area, be recognized as non-commercial at this time.

Implementation Recommendations 1)

That commercial land use in the 2100 block of Broad Street and the 2100, 2200, and 2300 blocks of Albert Street, within the Transitional Area, be provided for by a Major Arterial Commercial Zone.

2)

That the 2300 block of Broad Street within the Transitional Area be designated at this time as a High-Rise District of the Transitional Area Residential Zone, consistent with the residential policy objectives and implementation recommendations of this Development Plan (refer to Section 3.2.1).

3)

That provision be made for the possible future rezoning of the portion of the Strathcona School site fronting Broad Street, in order to recognize the potential for redevelopment of that area, for uses appropriate to a major arterial location.

3.3.4 DOWNTOWN COMMERCIAL An eight block section of the Transitional Area immediately adjacent to the downtown core, specifically between Victoria and 13th Avenues and Albert and Broad Streets, provides a transition between the high-rise commercial land use of the downtown core and the residential land use further south within the Transitional Area. On this basis, this section of the Area is an appropriate location for residential and commercial use.

A number of issues have been identified in this report with respect to the area between 13th Avenue and Victoria Avenue. No detailed recommendations for zoning change are made for this area at this time. The identified issues will be taken into account in the preparation of zoning for the Downtown Plan, which will be brought forward in the near future.

High-rise residential use in those portions of the Transitional Area included in the Downtown Study is to be encouraged in order to provide for an increase in the population. In regard to commercial use, the location of this part of the Transitional Area makes it appropriate for a range of uses which are intermediary between those provided for in the Downtown Core and those of the Inner City Commercial Zone. The intent is to encourage residential land use by allowing, a relatively great amount of residential floor space in comparison with commercial.

38

Policy Objective 1)

That high-rise apartment and low to medium-rise commercial uses be accommodated in the Transitional Area north of 13th Avenue.

3

3.3.5 INNER CITY COMMERCIAL

Scattered within the central portion of the Transitional Area are several groupings of office buildings which generally range in height from two to five stories. These commercial office buildings are an intrusion into the Area and are clearly inappropriate to the residential character and the ongoing residential viability of the Transitional Area. For these reasons, there should be no expansion of land use occupied by commercial buildings in those portions of the Transitional Area which are primarily residential in use and/or physical form (the Transitional Area Residential Zone). The existing uses will, however, be recognized by the Inner City Commercial (ICC) Zone.

The regulations for redevelopment in the Inner City Commercial Zone are to accommodate the continued conformity of the land and buildings within the Zone which were previously zoned Transitional Area Commercial (TAC). The compatibility of new development with the form of existing and future residential buildings in nearby areas is to be provided for by regulations which are similar to those applied to these residential districts. The maximum height of the Inner City Commercial Zone is to be 15 metres--which is also to be the height limit of the Medium, Rise District of the Transitional Area Residential Zone. The site coverage of the ICC Zone will be somewhat greater than that of the Transitional Area Residential Zone, out of recognition of buildings that are already in place. Finally, the ICC Zone will act as a transition (in regard to building height) between house-form buildings and areas of high-rise development.

The uses to be provided for in the Inner City Commercial Zone are to be limited to those which are low traffic-generating and otherwise compatible with adjacent residential land use.

Policy Objectives

3

1)

That existing groupings of office buildings within the Transitional Area be recognized.

2)

That the recognized commercial office building groupings will not be extended into the adjacent residential areas.

3)

That redevelopment of existing commercial sites occur so as to be compatible with the adjacent residential areas.

The Inner City Commercial zone is equivalent to the MX - Mixed Residential Business zone of Bylaw No. 9250.

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40

Implementation Recommendation 1)

That only existing groupings of commercial office buildings in the Transitional Area, south of 13th Avenue, and not fronting on Albert or Broad Streets or College Avenue, which are not located within districts of residential land use (and thereby recognized by a Specific Use Designation), be accommodated by the Inner City Commercial Zone.

2)

That the Inner City Commercial Zone recognize that there are sites presently used for non-commercial purposes which may be suitable for infill commercial development.

3)

That future commercial development, which is compatible with adjacent residential areas in terms of land use and physical form, be provided for within the proposed Inner City Commercial Zone.

3.3.6 SPECIFIC USE DESIGNATION In addition to the groupings of Inner City Commercial office buildings south of 13th Avenue, various office buildings are scattered across the residential portion of the Transitional Area.

Within the Transitional Area Residential Zone specifically, there are several commercial uses located in commercial office buildings rather than in house-form buildings. As a result, they would be non-conforming uses under the provisions of the Zone. In addition, there are several non-residential uses located in the Zone which, on the basis of the use itself, would be nonconforming without special provisions.

Policy Objective 1)

That all existing commercial office buildings designed for commercial office purposes and all land uses within residential portions of the Transitional Area be provided with a legally-conforming status.

Implementation Recommendation 1)

That a Specific Use Designation under Section 10.11 of the Zoning Controls, be assigned to the potentially non-conforming commercial office buildings and land uses located within the Transitional Area Residential Zone, listed in Table 3 and shown in Figure 10.

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42

TABLE 3 SPECIFIC USES Address

Building

Reason for Designation (Potential Non-Conformity)

2104 McIntyre St.

McIntyre House Apts

real estate office use in apartment block

2014 - 14th Avenue

office building

non house-form building

2270 McIntyre St.

office building

non house-form building

2305 Smith Street

Upstairs Downstairs

restaurant use

2332 Scarth St.

Teachers Credit Union

non house-form building

2218 Rose Street

Loa Sun Restaurant

restaurant use

3.4

INSTITUTIONAL AND PUBLIC SERVICE

The role of institutional land in a community is to accommodate public or private institutions providing a community service, such as schools, churches, community centres, day care centres, and museums. Such facilities, as permitted uses, exemplify the purpose of the Institutional Zone.

Two school buildings in the Transitional Area are Strathcona School, which is now closed, and Central Collegiate, due to be closed in 1986. The City of Regina is currently involved in discussions with the Regina Public School Board, interest groups and the general public concerning the future of Central Collegiate and the two school sites (including Central Park).

However, no decisions have been made.

The appropriate future use of the Strathcona School site, as described in Section 3.2.1 of this Development Plan, is for high-rise residential purposes.

Another consideration is the importance of an elementary school facility (not necessarily within Strathcona School) in or near the Transitional Area. If such a facility is not made available, families with small children will be deterred from moving to the Area.

If and when Central Collegiate is no longer required for educational purposes, reuse of the buildings on the site should be explored prior to any decision to demolish all or any portion of the buildings. Any alternative future uses should take into consideration that the school, particularly the oldest portion, is a structure of heritage merit. The first priority for reuse of these facilities should be to serve the social and recreational needs of the Transitional Area residents.

Such uses could include, for example, a community centre, day care, or offices for non-profit community service organizations. The second priority should be for rental housing.

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44

If the decision is made that the institutional use of the Central Collegiate buildings is not required to meet the social, recreational, and educational needs of Transitional Area residents, then alternate land uses would be appropriate. Appropriate rezonings to provide for these land uses would be: a) College Avenue Residential/Commercial for the south portion of the site; and b) Transitional Area Residential - Medium-Rise for the middle and northern portions of the site.

These zones would reflect the proposed zoning of adjacent property and, in the case of the north approximately two-thirds of the Central Collegiate site, would serve as a necessary intermediate height interface between adjacent land uses.

The purpose of public service land is to provide areas for active or passive recreational use by the public. Parks, playgrounds, tennis courts, skating rinks and other open space facilities are examples of appropriate land use.

The most significant public service use in the Transitional Area is Central Park. This area is an invaluable open space resource used by the general public, Transitional Area residents, and students of Central Collegiate for a variety of field sports.

In summary, there is a need within the Transitional Area for: a) recreational open space; b) facilities for indoor neighbourhood-based social, cultural, and recreational activities; and c) an educational facility for elementary school age children. Discussions regarding the future of Central Collegiate and Central Park should be undertaken with these basic needs in mind.

As set out in Section 4.4 (Community and Social Issues) of this Development Plan, a Transitional Area Community and Social Needs Study should be undertaken. The aim of the study would be to identify and priorize the social, recreational, and educational needs of Transitional Area residents and to devise an implementation program.

Policy Objectives 1)

That the current institutional use of the Central Collegiate site be recognized.

2)

That, if and when Central Collegiate is no longer required for educational purposes, reuse of the buildings on the site for the general benefit of Transitional Area residents be explored and encouraged by the City of Regina prior to any decision to demolish all or any portion of the buildings on the site.

3)

That other existing institutional uses in the Transitional Area be recognized and provided for into the future.

4)

That Central Park be recognized as the major open space component in the Transitional Area.

5)

That an educational facility for elementary school age children be maintained within the Transitional Area.

45

6)

That a facility to allow for an adequate level of indoor neighbourhood-oriented recreational and social activities be provided for within the Transitional Area.

Implementation Recommendations

3.5

1)

That Central Collegiate be zoned Institutional.

2)

That a proposal call be undertaken by the City of Regina to explore adaptive reuse of Central Collegiate if it is no longer required for educational purposes.

3)

That Central Park be designated a Public Service Zone.

4)

That the City of Regina continue to participate in discussions with the Regina Public School Board, interest groups, and the general public regarding the future of Strathcona School, Central Collegiate, and Central Park.

SPECIFIC PROVISIONS FOR RESIDENTIAL VIABILITY

The following recommendations set out a number of specific measures designed to support residential land use in the Transitional Area.

3.5.1 PUBLIC AMENITY SPACE The first measure proposed is a regulation designed to encourage the development of various recreational, cultural, and social facilities for the use of residents of the Area. Such facilities can foster the communal enjoyment of the neighbourhood, as well as provide an opportunity for socializing among residents.

One manner in which indoor public space can be introduced into the Transitional Area is through its incorporation into private developments. In this way, facilities can be distributed throughout the Area in a variety of forms, depending on local needs, and at the same time contribute to the unique identity of a development. There should, however, be some benefit to the developer in recognition of the provision of this public space, such as the allowance of an increased amount of floor space for private use and benefit.

Policy Objective 1)

That within the Transitional Area incentives be created to encourage the provision of space enclosed within buildings (Public Amenity Space) to accommodate facilities, services, and/or general amenities for the use by the public.

Implementation Recommendation 1)

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That Public Amenity Space may be developed in the Transitional Area. The provision of this space is to be recognized through the allowance of an extraordinary

amount of floor area in the same development for private use and benefit. The resultant increase in floor area for such use will not be included in the calculation of either gross floor area or site coverage.

3.5.2 HOUSE-FORM RESIDENTIAL/COMMERCIAL FLOOR AREA PROVISION As has been documented in this Development Plan, the retention of house-form buildings in the Transitional Area will contribute to the character and residential viability of the Area. Such retention however, would ordinarily involve a loss of floor area from a new development because a percentage of the total allowable floor area for the site would be taken up by any remaining house-form buildings.

In recognition of the benefit to the Transitional Area of the retention of house-form buildings, it is appropriate that compensation be made for the loss of potential floor area through the retention of a house-form. Accordingly, the floor area of a house-form building should not be included in the calculation of the total allowable gross floor area of a site. This would, in effect, allow for an extra amount of floor space in a development equal to the floor space of any houseform building on the site.

Policy Objective 1)

That incentives be provided to encourage the retention of house-form buildings on sites to be redeveloped within the Transitional Area.

Implementation Recommendation 1)

That the retention of a house-form residential/commercial building is to be recognized through the provision of a private benefit in the form of floor space on a development site. The floor area of a house-form residential/commercial building in the Transitional Area Residential, College Avenue Residential/Commercial, and Transitional Area Service Zones is not to be included in the calculation of gross floor area.

3.5.3 PARKING PROVISIONS A major concern in the Transitional Area is the predominance of parking as a land use.

High levels of on-street parking detract from the residential character of the Area. Off-street surface parking is particularly disruptive to existing streetscapes and, in general, works against the residential viability of the Transitional Area.

There are three main Transitional Area parking issues which require addressing: a)

the proliferation of surface parking lots

b)

high levels of on-street parking

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c)

on-site parking requirements for commercial land use in house-form buildings

These issues are examined below.

Surface Parking Lots Some surface parking within the Transitional Area serves commercial developments located within the Area. This parking consists of stalls that were required under the zoning regulations at the time of building permit issuance, including parking for the accompanying use and any caveated parking. Other parking lots, which are not required under the zoning regulations, serve as "overflow" parking for land use in the downtown or elsewhere. These lots occupy land which would be used more appropriately for residential development and seriously detract from the residential character of the Area.

Surface parking in the front yards of existing buildings in the Area is also a concern.

Although such parking is typically related to the principal on-site land use, it is, nevertheless, inappropriate.

Policy Objective 1)

That, based on the inappropriateness of off-street parking lots as a land use and the visual and aesthetic impact of such lots, within the context of this Development Plan, the future development of non-required parking lots shall be prohibited. Such existing lots are incompatible with the intent of this Development Plan to provide for a viable neighbourhood in the Transitional Area which is residential in land use and character.

Implementation Recommendations 1)

That no new principal use parking lot development be allowed in the Transitional Area.

2)

That parking shall not be allowed in the front yard for any use in the Transitional Area, except where a driveway across a front yard provides side yard access, or where access or site limitations provide no alternative to front yard parking. Specifically, parking in the front yard shall not be permitted for any use in the Transitional Area, except where allowed in Sections 8.3.4. e), f), g) and h) of the Zoning Controls Text.

3)

That principal or accessory parking lots in the Transitional Area shall be screened and such lots shall be integrated with adjacent landscaping and any adjacent pedestrian circulation routes.

On-Street Parking The high level of on-street parking in the Transitional Area is a concern, as such parking

48

detracts from the residential character of the Area. As well, commercially-related on-street parking aggravates the existing situation for those residents of the Area who must depend on onstreet parking. On this basis, it is appropriate to apply more stringent parking regulations to commercial land use.

Policy Objective 1)

That on-street parking in the Transitional Area be restricted in a manner compatible with the viability of the residential use and character of the Area.

Implementation Recommendations 1)

That parking requirements for offices in the Transitional Area Residential, College Avenue Residential/Commercial and Inner City Commercial Zones be comparable to the requirements for offices elsewhere in the City (excluding the less stringent requirements for Downtown Commercial zones and for specific Major Arterial Commercial-zoned property). These parking requirements are to be one space per sixty square metres (1:60) of gross floor area.

2)

That parking requirements for restaurants in the College Avenue Residential/Commercial and Inner City Commercial Zones be identical to the requirement for restaurants in other zones in the City. These parking requirements are to be one space per five seats (1:5).

On-site Parking for Commercial Uses A major objective of this Development Plan is to provide for commercial use in houseform buildings. However, the size and configuration of many such sites may prevent a development proposal from meeting standard parking requirements. As a result, employees or patrons of the establishments in such buildings may be required to park on-street, potentially aggravating the on-street parking situation in the Area.

However, the position taken in this Development Plan is that, as the shortfall in parking spaces in each instance will be minimal, the undesirable effects of such a shortfall are outweighed by the contribution the retention of a well-maintained house-form building can make to the residential character of the Area. Consequently, flexibility in parking regulations to allow for commercial uses in house-form buildings is appropriate, provided these uses are limited to those which are low traffic-generating (refer to Section 3.2.1).

Policy Objective 1)

That parking requirements for commercial uses in the Transitional Area be flexible in order to allow for the establishment of such uses in house-form buildings (as provided for in this Development Plan and the Zoning Controls).

49

Implementation Recommendations 1)

That, notwithstanding Section 8.3A.1 of the Zoning Controls, when an existing house-form building is reconstructed in the Transitional Area Residential or College Avenue Commercial/Residential Zones, no parking shall be required above and beyond that which was required for the building and use prior to the reconstruction. However, the number of parking stalls in existence prior to the reconstruction which would contribute to meeting the parking requirements of the subsequent use must be maintained.

2)

That the option of payment in lieu of parking space provision shall no longer be applicable to the Transitional Area.

Other Concerns A final concern related to parking is the possible impact of floors of parking when included in developments within the Transitional Area. A significant objective of this Development Plan is to provide for zones of land use of compatible height (refer to Section 3.2.1). On this basis, the following recommendation is made.

Implementation Recommendation 1)

That parking floors be included in the calculation of the height of developments in all zones in the Transitional Area.

3.5.4 SPECIAL IMPLEMENTATION AREAS In this Development Plan, a series of zones have been prepared in order to accommodate various types of future development within the Transitional Area. Regulations governing the height, bulk, massing and siting of the type of developments allowed in each zone are consistent with the purpose of the zone and the policies of the Development Plan. However, several isolated existing developments do not conform to the use of the land and the proposed form of development for the site.

In the Transitional Area, the majority of such potential problems relate to building height.

The solution to this situation is to provide a specific site and building height designation for each of these locations. In some cases, the existing buildings to be provided for by Special Implementation Areas are higher than the proposed maximum height of a zone or a height district of a zone. In other cases, they are lower than the maximum height limit on the zone, or district of a zone, in which they are located.

Usually, a zone provides for buildings of any height up to the maximum specified height limit of that zone. However, there are several buildings in the Transitional Area for which such a provision would be inappropriate due to the substantial contribution of these buildings to the heritage and residential character of the Area. For this reason, the contribution to the general public good of the maintenance of these structures at their existing height surpasses the public

50

benefit that would result from the development of the sites to the maximum height. It would, therefore, be desirable for these sites to be given a height designation which would ensure the retention of the existing buildings.

Policy Objective 1)

That in the Zoning Controls of this Development Plan, the following types of building height circumstances be provided for by Special Implementation Areas: a)

buildings of a height more than the maximum height of the zone or the height district of a zone in which they are located.

b)

buildings of heritage and exceptional character of a height less than the maximum height of the zone or the height district of a zone in which they are located.

Implementation Recommendation 1)

That the Special Implementation Areas within the Transitional Area indicated on the accompanying list and on Figure 14, be implemented with the approximate height of each such Area to be as indicated.

51

52

TABLE 4 SPECIAL IMPLEMENTATION AREAS Address

Building

Approximate Height

Zone and Bldg.

Height Limit

1)

2141 McIntyre St.

The Horizon Apts.

35 m.

TAR-High-Rise District; 30 m.

2)

2153 Lorne St.

Heritage Apts.

32 m.

TAR-High-Rise District; 30 m.

3)

2105 Cornwall St.

Cornwall Court Apts.

12 m.

TAR-High-Rise District; 30 m.

4)

2102 Scarth St.

Haldane House

10 m.

TAR-High-Rise District; 30 m

5)

2104 - 14th Ave.

Chateau Apartments

13 m.

TAR-Medium-Rise District; 15 m.

6)

2024 - 14th Ave.

Linden Manor Apts.

12 m.

TAR-Medium-Rise District; 15 m.

7)

2101 Scarth St.

Financial Building (offices)

33 m.

ICC; 15 m.

8)

2105 Hamilton St.

Qu'Appelle Apts.

13 m.

TAR-High-Rise District; 30 m.

9)

2231 Albert St.

Braemar Apartments

12 m.

TAR-Low-Rise District; 10-15 m.

10)

2242 McIntyre St.

Prairie Place Apts.

29 m.

TAR-Low-Rise District; 10-15 m.

11)

2270 McIntyre St.

Office Building

15 m.

TAR-Low-Rise District 10-15 m.

12)

2249 Cornwall St.

Beacon Tower Apts.

22 m.

TAR-Low-Rise District; 10-15 m.

13)

1901-14th Avenue

Hampton House Apts.

12 m.

TAR-High-Rise District; 30 m.

14)

2315 Lorne Street

Windsor Tower Apts.

23m

TAR-Low-Rise District; 10-15m.

15)

2339 Lorne Street

The Champlain Apts.

23m

TAR-Low-Rise District; 10-15m.

16)

2121 - 15th Avenue

The Prince Charles Apartments

36m

TAR-Low-Rise District; 10-15m

17)

1830 College Avenue

Waverley Manor

36m

TAR-High-Rise District; 30m

18)

1800 & 1810 College Avenue

8.25m

TAR-High-Rise to 15m District; 30m

[Bylaw No.8850-ZO-B89]

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3.5.5 DESIGN REVIEW The physical and social environment of the Transitional Area, as it has evolved over recent years, presents a challenging planning task. The significant aspects of this environment are as follows: a)

a continuing need for redevelopment;

b)

a well-articulated public concern with the physical appearance and impact of redevelopment on its surroundings; and

c)

an existing patchwork of land uses and building forms in the Area.

Development regulations which are explicit, but also flexible, are required to deal with these circumstances--explicit, to ensure that developers are aware of the regulations governing potential development before the start of the review process, and flexible, to allow for the detailed compromises necessary to expedite decisions which are in the general public interest.

Consequently, the introduction of a design review function in the development process is of paramount importance. The function should, however, be an advisory part of development approval, based on the subjective nature of design evaluation.

Objective 1)

To ensure that new developments ln the Transitional Area complement and harmonize with existing developments and streetscape near the development site.

Recommendation 1)

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That a Design Review Advisory Body be established to review development proposals in the Transitional Area and advise Council of the merits of such proposals from a design perspective.

4.0

LAND USE SUPPORT POLICY OBJECTIVES AND RECOMMENDATIONS

The following section deals with a number of considerations which are vital to the support of the Land Use Policy and Implementation Recommendations of this Development Plan.

These topics are: 1) Buildings and Streetscapes, 2) Landscaping and Open Space, 3) Circulation and Parking, 4) Community and Social Issues, 5) Housing, and 6) Heritage.

Many of the concerns relating to these subjects are discussed in Section 1.3 (Characteristics and Issues) and addressed in Section 3.0 (Land Use) of this Development Plan.

However, there are additional aspects of each of these topics which cannot be directly addressed through the land use zones of this Plan. These additional concerns are, nevertheless, an important part of this Plan because of the prominent role they play in the support of residential land use and the general residential viability of the Transitional Area. On this basis, the following supportive Policy Objectives and Recommendations are presented.

Furthermore, there is a need to undertake specific studies of several of these supportive issues. Such studies would examine, analyze and make recommendations in order to support the land use provisions of this Development Plan.

4.1

BUILDINGS AND STREETSCAPES

Where the original buildings of the Transitional Area have been demolished or have deteriorated to the point where rehabilitation is not feasible, an appropriate approach would be infill construction compatible with the adjacent house-form buildings in height, bulk, massing, and siting.

In order to establish design criteria for compatible infill, an inventory of existing streetscapes must be prepared. This inventory could provide a basis for both general and sitespecific building envelope and design guidelines that may be referred to by prospective developers. Such guidelines could also assist the review of proposed developments by a Design Review Panel, the establishment of which is discussed in Section 3.5.6 of this Development Plan.

Inappropriate signage can also disrupt the continuity of a streetscape. For this reason, a review of signage guidelines for the Transitional Area is required to ensure compatibility with the character of the Area.

Finally, subsequent to passage of the necessary Provincial legislation, the adoption of a revised maintenance and occupancy bylaw is required by the City. A revised bylaw would provide for the higher level of private property maintenance required to support the residential viability of the Transitional Area. However, two potential consequences of this provision--the upgrading or demolition of existing low-cost housing in the Area--could cause the displacement of a substantial number of low-income residents from the Area. This represents a financial and social hardship which should be avoided.

55

Objectives 1)

To provide for the retention, maintenance and restoration of buildings in the Transitional Area which, by virtue of their individual architectural merit or contribution to the surrounding streetscape, reinforce the residential building form typified by the original buildings of the Area.

2)

To provide for redevelopment in the Transitional Area Residential and College Avenue Commercial/Residential Zones which is compatible with the existing streetscapes of house-form buildings in the Area.

3)

To accommodate new development, particularly in higher density areas, by allowing demolition except in cases of designated heritage buildings.

4)

To monitor demolition applications, on a case by case review, in areas proposed for low-rise development.

Recommendations

4.2

1)

That the City prepare an inventory of street elevations showing existing building facades in the Transitional Area.

2)

That design guidelines based upon existing streetscapes of house-form buildings in the Transitional Area be prepared for the purpose of illustrating building renovation, infill, and redevelopment options compatible with these streetscapes.

3)

That signage guidelines for the Transitional Area be reviewed with a view to enacting bylaw amendments appropriate to the residential use and character of the Area.

LANDSCAPING AND OPEN SPACE

As previously indicated in this Development Plan, land is needed within the Transitional Area for outdoor neighbourhood-oriented social and recreational activities (refer to Section 1.3.5). It is also appropriate to provide for a general enhancement of the environmental qualities of the Area through measures directed towards the landscaping of individual properties (refer to Section 3.2.2).

Beyond these measures there are a variety of actions which may be undertaken to support the general amenity of the Transitional Area relating to landscaping spaces open to public view. One such significant opportunity is that associated with pedestrian circulation routes through the Area. Improved sidewalks and other possible pedestrian paths, integrated with landscaping undertaken on private property, would enhance the unique character of the Area.

56

In order to devise an implementation strategy for this concept, a proposal for pedestrian precinct enhancement should be developed in conjunction with the Transitional Area Circulation and Parking Study.

Objectives 1)

To provide open space within the Transitional Area necessary to allow for a full rance of neighbourhood-oriented recreational and social activities.

2)

To encourage the provision of private yards, the character of which will support and enhance the residential land use and nature of the Transitional Area.

3)

To enhance the unique character of the Transitional Area, including its open space, landscaping, and street trees, through the development of landscaping complementary to an improved pedestrian walkway system through the Area.

Recommendation 1)

4.3

That a Transitional Area Pedestrian Precinct Enhancement Study be undertaken in conjunction with a Transitional Area Circulation and Parking Study.

CIRCULATION AND PARKING

Three specific aspects of circulation and parking in the Transitional Area need to be addressed: a)

parking demand - the sources and locations,

b)

the levels and distribution of vehicular traffic, and

c)

pedestrian requirements for sidewalk improvement, as well as protection from hazardous conditions, e.g. icy sidewalks, vehicular traffic, etc.

The first matter, parking provisions, has been partially dealt with in Section 3.5.4. The need remains to examine the parking problem in the Area from a broader perspective than that of individual parking requirements for specific land uses. Before this can be done, current data on the level and distribution of street parking and its effect on adjacent land use must be obtained. Similarly, vehicular and pedestrian traffic require investigation before a set of specific proposals can be established.

One general objective which is appropriate to establish at this time is the provision for a special pedestrian linkage between the Downtown and Wascana Centre. This linkage would integrate the pedestrian circulation of these areas and complement and enhance the unique character of the Transitional Area.

57

Objectives 1)

To provide for vehicular traffic in the Transitional Area which in distribution and volume is compatible with residential land use as it evolves over time.

2)

To more stringently regulate parking in the Transitional Area, especially parking related to non-residential uses.

3)

To provide an environment in the Transitional Area conducive to safe and pleasant pedestrian circulation.

4)

To integrate within the pedestrian walkway system of the Transitional Area a pedestrian linkage between the Downtown and Wascana Centre which will complement and enhance the unique character of the Area, including its streetscapes, heritage and open space.

Recommendation 1)

4.4

That a Transitional Area Circulation and Parking Study be undertaken to study, analyze, and make recommendations concerning vehicular circulation, vehicular parking, and pedestrian circulation. The study should examine the interrelationships of these matters as they relate to land use and development.

COMMUNITY AND SOCIAL ISSUES

If the Transitional Area is to remain a viable residential community, a range of social and recreational facilities must be available to its residents. In particular, for the Area to be an attractive neighbourhood to households with children, an educational facility for elementary school age children should be easily accessible.

The land use provisions of this Development Plan acknowledge the current existence of Central Collegiate and the Strathcona School site. In addition, provision has been made for the continued existence of Central Park and the Y.M.C.A., as well as other institutional land uses.

Further study, however, is necessary in order to identify the best methods for meeting the needs of Transitional Area residents for neighbourhood-oriented social, recreational and educational services.

Investigation of measures which will address the concern with crime in the Area is also necessary. Such measures could include: a) increased police surveillance; b) police counselling of senior citizens in the Area; and c) increased street lighting.

58

Objectives 1)

To provide for a range of neighbourhood-oriented social and recreational facilities and services in the Transitional Area.

2)

To encourage the School Board to provide an educational facility for elementary school age children within the Transitional Area.

3)

To address the concern with, and perception of, crime in the Transitional Area.

Recommendations

4.5

1)

That a Transitional Area Community and Social Needs study be undertaken to ascertain the need for social, recreational and educational services and activities in the Area and to provide recommendations for suitable facilities and programs.

2)

That the City enter into discussions with the Regina Board of Education regarding elementary school services in the Transitional Area.

3)

That the City review measures currently being undertaken to address the concern with, and perception of, crime in the Transitional Area.

HOUSING

Provision of housing is of prime importance to the residential viability of the ransitional Area. The residential land use recommendations of this Plan provide for the retention and construction of housing over the major portion of the Area.

Beyond this general provision for housing units, there is a specific need to provide affordable homes to low and middle-income households. The retention, conversion and construction of housing should be aimed at meeting this need.

Furthermore, on the basis of rationale outlined in Section 1.3.6 of this Development Plan, any displacement of residents from the Area should be minimized through efforts to secure replacement housing.

There are several means by which affordable housing can be provided in the Transitional Area. The most basic approach is to simply retain the existing housing. An important characteristic of the older existing housing in the Area is its relatively low rental rates. Lower rent for older housing stock is practicable because costs associated with construction have already been paid through rental income.

Another significant quality of older housing, in the context of this Development Plan, is the contribution that it makes to the residential character of the Area.

59

As well, the retention of existing housing in apartment blocks is appropriate in the Transitional Area. Apartments represent an efficient use of residential land, as more people can be housed, on less land, in apartments than in individual houses. Also, given land values in the Area, affordable rents would more likely result from the retention of apartment blocks than from the retention of detached houses.

For these reasons, it is appropriate for housing rehabilitation funds to be made available to repair apartment blocks in the Transitional Area. The implementation of a Residential Rehabilitation Assistance Program (RRAP) would promote the rehabilitation of apartments in the Area.

Another means of providing housing in the Transitional Area is through new construction.

Housing may be developed in the majority of zones in the Area, but the Transitional Area Residential Zone, in particular, provides for a variety of housing types in its Low, Medium, and High-Rise Districts. Any of these districts would be suitable for compatible private or government-sponsored housing.

Another type of "new" housing which should be encouraged is newly-created units within existing houses. Rooms or suites in an owner-occupied house have the advantage of providing affordable housing in a home-like atmosphere. This type of housing would incur little or no public expense compared with traditional forms of government-subsidized housing. Such enterprises also provide a business opportunity to small-scale, individual entrepreneurs.

Another advantage of the subdivision of owner-occupied houses would be the increased level of maintenance of such rental properties, based on the concern of the owners for their own homes.

The creation of rental units in owner-occupied houses, then, should be supported through City-initiated measures, such as provision of small loans, information on remodelling and subdividing houses, and the establishment of a City-operated tenant locator/placement service.

Finally, the City is currently undertaking a Housing Study in order to obtain the data necessary to develop a housing strategy for Regina, including the Transitional Area. The completed study will attempt to identify the possible roles of the City regarding the supply of a variety of accommodations for the full range of Regina residents.

Objectives

60

1)

To promote the construction of housing units in the Transitional Area for households of a full range of age, income and lifestyle.

2)

To promote the construction and retention of housing in the Transitional Area which is affordable to low-income households.

3)

To minimize the displacement of existing residents from the Area as a result of the redevelopment, renovation or reuse of existing buildings.

Recommendations

4.6

1)

That consideration be given to the establishment of a City-sponsored program which would provide financial and advisory support to small-scale entrepreneurs interested in owning and managing a residentially-occupied subdivided house-form building

2)

That consideration be given to the establishment of a City-sponsored "tenant locator/placement" service, the purpose of which would be to "match up" potential renters and tenants to promote a more efficient use of existing rental housing.

3)

That the City shall request Canada Mortgage and Housing Corporation to designate the Transitional Area a Residential Rehabilitation Assistance Program (RRAP) Area.

4)

That the City shall request the Provincial Department of Co-operation and Cooperative Development to promote and assist in the development of co--op housing in the Transitional Area.

5)

That the City work with Canada Mortgage and Housing Corporation, Saskatchewan Housing Corporation, and any other sponsoring organization, to promote and assist in the development of public and non-profit housing in the Transitional Area.

HERITAGE

The preservation of the heritage of the Transitional Area is of importance to this neighbourhood and to the City as a whole. There are cultural benefits in preserving the character and history of one of Regina's oldest neighbourhoods, as well as social and economic benefits from the adaptive reuse of older buildings as offices, hostels, etc.

The heritage resources of the Transitional Area have been identified through an inventory of potential heritage property. This inventory can serve as a basis for the evaluation of future municipal heritage designations, as well as for the evaluation of the impact on the community of demolitions and alterations to potential heritage property The preservation of the character of a neighbourhood cannot be achieved solely through the retention of individual buildings of heritage significance. A cohesive neighbourhood and streetscape is required with infill development of a scale, form, color and/or material compatible with the existing adjacent buildings. The retention and enhancement of important streetscapes within the Transitional Area is addressed in greater detail in Section 4.1.

The development of public incentives such as Federal, Provincial and Municipal tax relief and grants can greatly encourage private rehabilitation efforts.

As well, Government lending policies can assist in the preservation of the character of the Transitional Area. The rehabilitation of "Meyer House" at the corner of Scarth Street and 13th Avenue is an example of successful adaptive reuse by the Province.

61

The City itself can take a leading role in demonstrating the potentials of adaptive reuse by recycling its own property. The use of a proposal call which invites design concepts has the advantage of promoting the adaptive reuse project, and involves that component of the design community which chooses to participate Finally, the heritage of the Transitional Area must be promoted if it is to be appreciated and protected. Tours and publications can inform the community at large, as well as visitors, of the heritage resources of this Area. Promotion of successful rehabilitation efforts can also have spin-off effects within the Transitional Area and surrounding Inner City neighbourhoods Objectives 1)

To encourage the retention, preservation and appropriate rehabilitation of heritage buildings in the Transitional Area.

2)

To encourage new development adjacent to heritage buildings which is compatible in form, scale, color and material.

Recommendations

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1)

That the inventory of potential heritage property, as identified in the Appendix to this Development Plan, be adopted as a basis for the consideration of future heritage designations by the City of Regina.

2)

That any proposed demolitions or alterations to properties on the inventory of potential heritage property be forwarded to the City of Regina Municipal Heritage Advisory Committee for review.

3)

That any City-owned properties of heritage significance in the Transitional Area be maintained and preserved.

4)

That a proposal call be considered to promote the adaptive reuse of Central Collegiate if and when the facility is no longer required by the School Board.

5)

That other levels of government be encouraged to take appropriate action to promote the preservation, improvement and utilization of heritage buildings within the Transitional Area.

6)

That the development of private and public financial resources and incentives in the preservation, improvement, and utilization of heritage buildings in the Transitional Area be encouraged by the City of Regina.

7)

That the Federal and Provincial governments be requested to support the objectives of this Development Plan by leasing space in rehabilitated structures rather than in new buildings.

8)

That the City promote the heritage of the Transitional Area and successful rehabilitation protects through the preparation of walking tours, slide presentations and an interpretive plaque program.

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5.0

EXCEPTIONS

The following exceptions to the policies contained herein shall be allowed. These exceptions shall be limited to the specified locations and shall be subject to the described terms:

a)

Building

Address

Legal Description

Clifton Apartments

2330 15th Ave

Lot 10, Block 431, Plan Old 33

Development/Use to be allowed All uses permitted in house-form commercial/residential buildings except restaurants, licensed restaurants, licensed dining rooms and licensed cocktail rooms.

[1994/9581]

b)

c)

2236-2262 Smith

2164 - 2170 Hamilton Street

W. 1.29m of Lot 12, all Lots 13-16, both inclusive, Block 432, Plan Old 33

6 1/2 storey apartment building, to be accommodated through a Contract zone.

N. 12 1/2 feet of Lot 11, all of Lot 12, and the S. 25 feet of Lot 13, Block 409, Plan Old 33

Parking lot to be accommodated through a contract zone, to be used in conjunction with the buildings at 2208 Scarth Street and 2151 Scarth Street.

[Bylaw No. 8601-ZO-B88]

[Bylaw No. 9669] d)

64

2158 and 2160 Scarth Street

Lot 13, Block 408, Plan Old No. 33 Extension 35 and Lot 22, Block 408, Plan No. 101187648 Extension 36

Paved parking lot accommodated by means of a contract zone agreement, to be used by occupants of the office building at 2161 Scarth Street.

[2003-73]

APPENDIX Inventory of Potential Heritage Property in the City of Regina Transitional Area Highly Rated Sites No.

Address

Name of Important or Original Resident (Current Resident)

Date

Design

Architect or Contractor

College Avenue 1.

1800

J. L. McKillop / G. H. Sneath Residence

1912

Arts & Craft

S.V.E.

2.

2210

F. W. Darke Residence (Helmsing-Forsberg)

1926

Jacobean

F. Portnall

3.

2310

H. Black

1921

H. Black

4.

2326

L. V. Kerr (Frances Olson)

1912

Clemesha & Portnall

5.

2424

Percy Gordon (IKOY)

1925

6.

2520

M. McCausland (M. Shumiatcher)

1919

Cornwall Street 7.

2144

M. G. Howe (MacKay/MacLean)

1907-10

8.

2160

A. Duncan

1908

9.

2167

10.

2171

11.

2177

12.

2212 (2201 - 14th Ave.)

Bartleman Apartments

1914

13.

2259

D. Woodward

1912

14.

* 2305

Gollnick Residence

1907

15.

2313

Cube

S.V.E.

Classical Revival

Hilton

Craftsman

Clemesha

1906

Hamilton Street 16.

2030-26

St. Mary's Club

1911

17.

2105

Qu'Appelle Apartments

1928

18.

2129

Bellevue Court

1928

19.

2164

M. A. McPherson

1910

65

Lorne Street 20.

2022-24

The Frontenac Apts.

1929

21.

2150

E. A. McCallum

1911

22.

2164

Walter Martin

1907-10

23.

2216

24.

2334

25.

2370

Spanish Mission

Walter Martin

1910

Queen Ann

G. Palmer

1907-13

Arts & Craft

McLeod - Black Res.

1927

Classical Revival

Arts & Craft

S.V.E.

McIntyre Street 26.

2128

Harding Residence

1908-10

27.

2138

J. S. Bartleman

1911

28.

2204

C. Harding

1909

29.

2310

Logan/Turgeon (Turgeon Int'l. Hostel)

1907

30.

2363

Dr. Thomson (Laville Investments)

1926

Parsons (Grace Haven)

1912

Arts & Craft

Chateauesque

Charles Coxall

15th Avenue 31.

2301 14th Avenue

32.

2104

Chateau Apartments

1927

S.V.E.

33.

2024

Linden Manor

1928

S.V.E.

34.

1901

Eddy Apartments (Hampton House)

1914

S.V.E.

Victoria Avenue 35.

1925

The Assiniboia Club

1912

S.V.E.

36.

2305

The Balfour

1929

S.V.E.

37.

2241

First Baptist Church

1912

38.

2125

Hotel Saskatchewan

1927

Greek Revival

Hilton McDonald & Ross

Smith Street 39.

2216

Newland/Weir

1909

40.

2244

L. A. Thornton

1907

W. P. Gillespie

41.

2300

(Kraus Lawyers)

1910

Thomas Little

42.

2305

J. P. Brown (Upstairs/Downstairs)

1913

43.

2338

66

1909-12

Cube

Mackenzie

44.

2352

C. Wilson (Farm Light & Power)

1912

45.

2353

J. A. Allan

1912

J. Walsh

Scarth Street 46.

2049

St. Mary's (Blessed Sacrament)

1905

47.

2076

James Duncan (Rosary Hall)

1905

48.

2102

G. Barr Residence

1909

49.

2331

Regina Coll. Institute (Central Collegiate)

1908

50.

2398

T. B. Patton (Nicol Court)

1912

John Weir

1911

Gothic Revival

Classical Revival

Clemesha & Portnall

Rose Street 51.

2266

52.

2270

53.

2200 (2243)

1912 Strathcona School

1910

Collegiate

Albert Street 54.

2231

Braemar Apartments

1928

55.

2340

Saskatchewan Government Telephone Building

1924

S.V.E.

Date: August 20, 1982 Abbreviations: S.V.E. - Edgar or Stan Storey and W.G. Van Egmond Architects *

Designated Municipal Heritage Property

For more detailed information, please consult the inventory forms in the Urban Planning Department.

67

Figures 13 and 14 on the following pages summarize the present and proposed zoning for the Transitional Area.

Current zoning (1993) is found in Bylaw No. 9250.

68

69

70

REGINA DEVELOPMENT PLAN PART I EASTVIEW NEIGHBOURHOOD IMPROVEMENT AREA (NIA) PROGRAM AND NEIGHBOURHOOD PLAN

URBAN PLANNING DEPARTMENT 1988

REGINA DEVELOPMENT PLAN PART I EASTVIEW NEIGHBOURHOOD IMPROVEMENT AREA (NIA) PROGRAM AND NEIGHBOURHOOD PLAN

Date First Published: August 1986 Date of Last Revision: October 1994 Additional copies available from: City of Regina Community Services Department Urban Planning Division P.O. Box 1790 Regina, Saskatchewan S4P 3C8 (306) 777-7551

Bylaw No: 8348-ZO-B86 Approved by City Council: December 15, 1986 Approved by the Province of Saskatchewan: January 12, 1987

Office consolidation only. For bylaws referenced in this document, contact the City Clerk's Office, 15th Floor, City Hall.

COMMUNITY SERVICES DEPARTMENT URBAN PLANNING DIVISION

EASTVIEW NEIGHBOURHOOD IMPROVEMENT AREA (NIA) PROGRAM AND NEIGHBOURHOOD PLAN TABLE OF CONTENTS Summary of Recommendations ......................................................................................................... i City of Regina Map .................................................................................................................iii 1.O

INTRODUCTION .................................................................................................................... 1 1.1 Background ................................................................................................................. 1

2.0

NEIGHBOURHOOD PARTICIPATION.................................................................................. 5 2.1 Eastview Planning Advisory Committee (EPAC)........................................................ 5 2.2 Block Meetings ............................................................................................................5 2.3 Public Meetings ...........................................................................................................5 2.4 Questionnaires ............................................................................................................6

3.0

ISSUES AND RECOMMENDATIONS................................................................................... 7 3.1 Traffic........................................................................................................................... 7 3.2 Land Use Policy Districts............................................................................................. 7 3.2.1 Policy District "A" South Industrial Area........................................................... 9 3.2.2 Policy District "B" Industrial Strips..................................................................12 3.2.3 Policy District "C" Low Density Residential Area...........................................13 3.3 Rail Relocation [Deleted - Bylaw No. 9603] ..............................................................13 3.4 Commercial Facilities ................................................................................................13 3.5 Recreational Facilities ...............................................................................................14 3.6 Park and Open Space...............................................................................................15 3.7 Community/Social Services ......................................................................................15 3.8 Utility Servicing ..........................................................................................................16 3.9 Historical Buildings ....................................................................................................18 3.10 Transit........................................................................................................................18

4.0

NIA #3 PROJECT IMPLEMENTATION PLAN ....................................................................21

5.0

POLICY IMPLEMENTATION ...............................................................................................22 5.1 Monitoring..................................................................................................................22 5.2 Review.......................................................................................................................22 LIST OF MAPS

Map 1 Land Use ..................................................................................................................... 3 Map 2 Zoning.......................................................................................................................... 4 Map 3 Policy Districts ............................................................................................................. 8 Map 4 Proposed Rezoning - IA to R4A................................................................................10 Map 5 Deleted - Bylaw No. 9603 Map 6 Transit Facilities.........................................................................................................20

SUMMARY OF RECOMMENDATIONS NIA Implementation (Neighbourhood Improvements in the next Five Years) 1)

That the Traffic and Circulation Study scheduled to be finalized in summer, 1986, be implemented in 1987 in accordance with overall city transportation needs and in a manner acceptable to the residents and City Council. An amount of $195,000 has been allocated from the NIA #3, 1987 budget for this project.

2)

That negotiations, initiated by the Planning and Parks and Recreation Departments, begin immediately with the Public School Board for the construction of a neighbourhood centre of approximately 4,000 square feet, attached to Haultain School. An amount of $630,000 is allocated from the NIA #3 budget for this project.

3)

That negotiations, initiated by the Planning and Parks and Recreation Departments, begin with the Public School Board for the upgrading of the Haultain School yard (following the construction of the neighbourhood centre). An amount of $50,000 of the NIA #3 budget is allocated for this project. The NIA funding allocation is additional to funding under joint use agreements to redevelop school sites.

4)

That the Planning and Parks and Recreation Departments initiate negotiations with the Separate School Board for the upgrading of the St. Paul School yard. An amount of $50,000 of the NIA #3 budget is allocated for this project. This allocation is conditional on the basis of an equitable agreement being reached between the City and the Separate School Board for project funding.

5)

That the Planning Department initiate the redesign of Haultain Park in a way that would meet the expressed needs of the residents. An amount of $150,000 of the NIA #3 budget is allocated for this project in 1987.

6)

That NIA funds of $205,000 be budgeted for walk, curb, and watermain replacement in 1986.

7)

It is recommended that $10,000 of the proposed NIA #3 budget be allocated for bus shelters at the following locations: 4th Avenue and Broder Street 6th Avenue and Broder Street

west bound east bound

Neighbourhood Plan (Long Term Directions) 8)

The Planning Department commence a rezoning initiative when appropriate for the industrial area west of the rail tracks, south of 7th Avenue, consisting of the east 1/2 of Block 22, all of Block 23, all of Block 24, and all of Block 25 from industrial to residential zoning (R4A) (See Map 3).

i

9)

The Planning Department and Buildings and Properties Department assist existing industrial operators to find more suitable industrial sites in other appropriate locations within the city.

10)

The Economic Development Department actively seek out investment groups and developers who may be interested in participating in a comprehensive redevelopment scheme for this area.

11)

The Buildings and Properties Department should be prepared to consider land swaps on a fair market transaction basis to aid the redevelopment process.

12)

That the Planning Department amend the Zoning Bylaw to include landscaping and screening standards as part of the IA zone where it abuts a residential zone. The new standards will only apply to new businesses or when changes in land use occur.

13)

That the present R3 (Residential Older Neighbourhood) Zone be maintained and no nonresidential rezonings be considered for the established residential portion of the Eastview neighbourhood with the exception of the 900 block of McDonald Street.

14)

Deleted - Bylaw No. 9603.

15)

Deleted - Bylaw No. 9603.

16)

The Planning and Parks and Recreation Departments encourage and provide organizational support to help the neighbourhood develop programs such as day care, play school, a community school, and neighbourhood clean-up, etc.

17)

That a lane lighting program be considered as a long term possibility for the Eastview neighbourhood provided that all costs can be recovered through local improvement assessments.

18)

That the Public Works and Engineering Department continue to implement the storm retention plan recommended by the 7th Avenue Drainage Area, Flood Relief Study, 1980 to help reduce basement flooding in Eastview.

19)

That residents take action to prevent sewer backup and flooding by:

20)

ii

-

keeping sewer caps on when not in use or installing back up values that close automatically when back pressure occurs;

-

draining eavestroughs onto lawns and driveways not into the domestic sewer system; and,

-

by maintaining the grade of residential property away from the house towards the street or lane.

That 1301 Wallace Street - Tannery Co. Ltd. be added to the City of Regina Priority List of Heritage Buildings to screen against possible future demolition.

iii

1.0

INTRODUCTION

On December 3, 1984, Regina's City Council approved a NIA Site Selection Report designating Eastview as the fifth neighbourhood in Regina to receive the benefits of the NIA Program, with a budget of $1,300,000 allocated over three years beginning in 1986. Council also authorized the preparation of an Eastview Neighbourhood Plan. The Plan expresses a commitment to improving the social and physical qualities of the neighbourhood, not only in conjunction with City initiatives, but also through community-sponsored programs and activities. In recognition of the community emphasis, this Plan has been co-authored by the Eastview Community Association.

This report will:

1.1

1)

Outline the process developed for issue identification;

2)

Make recommendations for NIA project implementation; and

3)

State policies for the long-range enhancement of the Eastview neighbourhood.

BACKGROUND

The Neighbourhood Improvement (NIP/NIA), Residential Rehabilitation Assistance Programs (RRAP), and Catch-Up programs initiated in the late 1970's were a response to deteriorating social and physical living conditions, and declining populations in the inner city neighbourhoods. The objectives of the Neighbourhood Improvement Area programs are to improve and conserve older neighbourhoods and to encourage the development of a high quality community environment with the cooperation and participation of neighbourhood residents. Resident involvement is a vital component of the NIA Program to ensure an ongoing neighbourhood response to overall planning issues affecting their neighbourhood. The NIA Program objective is to see neighbourhood improvements undertaken within four or five years. Housing stock would be upgraded through the Residential Rehabilitation Assistance Program (RRAP), while NIP/NIA funds would be allocated for the upgrading of municipal services and public utilities, and the improvement of social and recreational amenities. The Catch-Up program would replace worn out infrastructure such as walks, curbs and watermains. These programs are an ongoing demonstration of the City's commitment to the stabilization and revitalization of Regina's inner city neighbourhoods.

The City of Regina, from 1974 to 1982, has previously designated four neighbourhood improvement areas. A commitment of approximately $5,500,000 of municipal funds, in combination with federal and provincial funds of $2,600,000, has resulted in substantial improvements to inner city neighbourhoods, making them more liveable and attractive for residents. The RRAP Program has generated approximately $10,000,000 in home repairs over the past decade in the inner city.

General policy objectives set out in the Inner City Development Plan, 1984, are to improve the residential viability of the neighbourhoods and to control encroachment of non-residential uses into the neighbourhoods.

1

The following general Inner City objectives, which enhance the objectives of NIP/NIA, in summary are: 1)

To maintain the residential stability of the neighbourhood;

2)

To prevent encroachment of commercial, warehouse and industrial uses into the neighbourhood;

3)

To prevent encroachment of public parking into residential areas;

4)

To control and maintain commercial development in traditional commercial areas.

The results of pursuing objectives of NIP/NIA programs and the Inner City Development Plan have been the development and completion of the following projects in the first four designated neighbourhoods:

2

1)

Neighbourhood Community Centres North Highland Community Centre Albert Scott Community Centre Cathedral Neighbourhood Centre Core/Ritchie Neighbourhood Centre

2)

Park and Schoolyard Redevelopments 2nd Avenue North and Toronto Street Tot Lot Dewdney Park and Pool Grassick Park Holy Rosary Park Greenberg Park Imperial Playground Rae Street and 7th Avenue Park Taylor Field Court Games Victoria Schoolyard 13th Avenue Closure Park (in progress)

3)

Replacement or Upgrading of Walks and Curbs, Watermains, Pavement Recapping, Lane Paving Extensive under NIP/NIA and Catch-Up programs in all four neighbourhoods.

4)

Other Projects pedestrian corridors bus shelters lane lights

5)

Community Development Strong, effective community associations, prepared to respond to any neighbourhood related issue have also resulted in most areas.

3

4

2.0

NEIGHBOURHOOD PARTICIPATION

A program of neighbourhood participation began in spring, 1985 to involve residents in the planning process for the development of the Eastview Neighbourhood Plan, including the identification of issues and projects.

This input translates into community pride, a sense of ownership of the improvements which take place, and a strong community association. It creates a better understanding of the whole City process and reasons why some of their wishes cannot be complied with.

Planning Department staff made initial contact with the Eastview residents in January, 1985, at a neighbourhood public meeting. The intent of the program was outlined and a group discussion followed which identified neighbourhood issues and needs. Meetings were held with the principals of Haultain and St. Paul Schools to discuss issues and obtain names of people who might get actively involved in NIA activities. This was followed by a community newsletter, delivered to every household, describing the NIA Program and planning process.

The NIA/RRAP site office was relocated to 1025 Winnipeg Street in March, 1985 and a program of community involvement was implemented in Eastview.

2.1

EASTVIEW PLANNING ADVISORY COMMITTEE (EPAC)

The purpose of EPAC is to help the Eastview community and City Administration determine and priorize issues, and formulate recommendations based on resident input. The neighbourhood is divided into eight zones and each zone has a captain represented on EPAC. Each block has a block captain who helps the zone captain obtain input from residents and distributes information.

2.2

BLOCK MEETINGS

A total of 20 block meetings were organized between April and June of 1985. About 200 households gave their opinions on how their neighbourhood could be improved. All issues and concerns raised were listed and then priorized by the Eastview Planning Advisory Committee.

These issues and recommendations form the basis for the Eastview Neighbourhood Plan. The issues and recommendations were endorsed at a public meeting held February 11, 1986 at Haultain School.

2.3

PUBLIC MEETINGS

Ideas were also obtained from residents at various meetings and socials sponsored by ECA or the schools. Planning Department staff talked to many residents, noting any ideas for NIA proJects or issues in the neighbourhood. These were added to the list of issues that were considered by EPAC.

5

2.4

QUESTIONNAIRES

The opinions of the students were sought in a questionnaire distributed to the schools. The students were asked questions regarding the activities and equipment that was needed for their activities. Their suggestions will be considered in the design stage of any community centre or park developments approved for Eastview.

DEMOGRAPHIC HIGHLIGHTS POPULATION IN EASTVIEW* Year

Population

Average # Per Household

# of Children 19 Yrs. & Under

# of Seniors

1976

2510

3.3

1035

200

1981

2150

3.0

815

190

-14.3%

-9.02

-21.3%

-5.0%

% Change *

Source: Statistics Canada 1976, 1981

HOUSING Condition of Residential Structures* Year*

# Dwelling Units Number

%

1976

760

Good

288

45%

1981

715

Fair

222

35%

-6.0%

Poor

116

20%

% Change * Source: Statistics Canada

* Source: City Planning Department September, 1985

SCHOOLS Schools

Enrollments 1982-83

1983-84

1984-85

1985-86

Haultain

180

225

190

185

St. Paul

110

115

115

110

TOTAL

290

340

305

295

*Source: Principals

The schools are physically in good condition. Both have gymnasium facilities and they provide neighbourhood open space of approximately 7.0 acres in area.

6

3.0

ISSUES AND RECOMMENDATIONS

3.1

TRAFFIC

A major issue is the amount of truck traffic in Eastview. Truck traffic is damaging streets, houses, causing air and noise pollution, and is hazardous to pedestrian safety. The residents are concerned that hazardous materials are being transported through their neighbourhood.

Parking along Winnipeg Street and the avenues adjoining it (especially Sixth and Seventh Avenues) is obstructing access to and from Winnipeg Street and creating a potentially dangerous situation as a result of poor site lines.

A Traffic and Pedestrian Study has been commissioned by the City to address identified concerns and recommend appropriate traffic management solutions. The City Administration will be bringing forth a recommended strategy in 1986.

Recommendations: -

3.2

That the Traffic and Circulation Study scheduled to be finalized in summer, 1986, be implemented in 1987 in accordance with overall city transportation needs and in a manner acceptable to the residents and City Council. An amount of $195,000 has been allocated from the NIA #3, 1987 budget for this project.

LAND USE POLICY DISTRICTS

Eastview is a quiet residential neighbourhood located within an area which features a wide range of industrial and commercial activities. The historical evolution of the area has contributed to a physical environment which can be greatly improved through the removal of obnoxious uses, redevelopment of the rail right-of-way, and site improvements to businesses which border the area. The objective at this time is to provide a series of land use policies to address some of those issues affecting Eastview residents. Three policy districts have been identified in the Eastview Neighbourhood as shown on Map 3.

7

8

3.2.1 Policy District "A" - South Industrial Area This district is located south of 7th Avenue between Winnipeg and McDonald Streets and extends south to the CPR tracks.

The area is used by a wide range of industries including salvage yards, trucking operations, and engineering offices. There are several houses located in the area. Most of this area is zoned IA. 7th Avenue was identified as the principal roadway which separates the residential and industrial areas. The uses which exist in the area, greatly contribute to an image problem for the Eastview neighbourhood. The large amount of outdoor storage increases the harboring of pests and poses a potential health risk.

Policy Objective: The objective for this area is to facilitate the relocation of obnoxious uses such as salvage yards to other more appropriate sites within the city and to provide for redevelopment of the area for residential use.

Redevelopment of the area cannot be undertaken immediately because concern exists with residential development in close proximity to rail lines carrying hazardous materials.

Consequently, redevelopment of the area to residential use cannot be considered until a decision is made on a Development Plan amendment which would restrict residential development within a 300 metre area adjacent to the CPR Mainline.

If the Development Plan amendment is not approved, the City will consider redevelopment proposals to multiple residential use on a block basis for the east 1/2 of Block 22, all of Block 23, all of Block 24, and all of Block 25. The strategy will be to rezone the subject properties to a residential zone. This will make the existing uses legally nonconforming. This action will also prohibit new industrial uses from locating in the area.

The area proposed for the rezoning includes approximately 3.9 hectares of land.

There are 34 different property owners within the area, but several major parcels which could provide the redevelopment catalyst constitute a major part of the total area. These parcels (approximately 1.9 hectares) are used for salvage material storage or are vacant (See Map 4). A field survey of the area shows nine significant commercial buildings and twenty-one residential buildings (See Map 4). On an overall basis the extent of buildings in the area should not be a significant economic impediment to a major redevelopment initiative.

9

10

During formulation of the proposed policy, information brochures were distributed to business operators in the area outlining the proposals and the lack of response on this circulation suggests an ambivalence on the part of the property owners on this matter.

Personal contact with some of the principal property owners in the area has indicated that the proposal should be pursued to the formal rezoning stage.

A zoning change would only affect assessment rates if a use change would occur.

For instance, the land assessment on an industrial zoned and industrial use area is $150 per front foot while the land assessment for single family use is $70 per front foot. If the area is rezoned and used for multi-family development the assessment rate would be $245 per front foot. If industrial uses remain and the R4A zoning is introduced, they would continue at the industrial assessment rate of $150 per front foot. In terms of the net effect on the assessment roll, the optimum choice would be to convert and develop the area to multi-family development.

In the long term, the Plan also proposes a change of land use from industrial to residential for the area south of 7th Avenue between Reynolds and McDonald Streets.

An opportunity exists for a replotting scheme in the area south of 7th Avenue which would involve street closures and resubdivision to create land parcels with more residential design opportunities than presently exist. This type of action would require the cooperation of all affected property owners, with the final product being the creation of sites with more site design opportunities for residential use and improved traffic movements.

Recommendations: -

The Planning Department commence a rezoning initiative when appropriate for the industrial area west of the rail tracks, south of 7th Avenue, consisting of the east 1/2 of Block 22, all of Block 23, all of Block 24, and all of Block 25 from industrial to residential zoning (R4A) (See Map 4).

-

The Planning Department and Buildings and Properties Department assist existing industrial operators to find more suitable industrial sites in other appropriate locations within the city.

-

The Economic Development Department actively seek out investment groups and developers who may be interested in participating in a comprehensive redevelopment scheme for this area.

-

The Buildings and Properties Department should be prepared to consider land swaps on a fair market transaction basis to aid the redevelopment process.

11

3.2.2 Policy District "B" - Industrial Strips These two industrial strips consist of those portions of the blocks which front onto Winnipeg Street between 8th and Ross Avenues, and McDonald Street between the CPR rail yards and 4th Avenue (See Map 3). The Fort Ignition site on McDonald Street (zoned LC-Local Commercial) north of 3rd Avenue is also included. The two strips are fairly intensively developed with a range of uses including truck depots, auto body repair shops, and wholesale/retail outlets. The two areas are presently zoned IA1.

There are approximately seven blocks in Eastview where industrial uses back onto residential rear yards. Generally, there is a considerable amount of outdoor storage associated with industrial uses which detracts somewhat from the residential environment. The situation can be improved if more attention is given to fencing by both industrial operators and resident property owners.

Policy Objective: The policy for this area is to ensure the commercial/light industrial activities are compatible with the adjacent residential uses and to ensure an appropriate interface between the industrial and residential areas .

The following two options were considered in addressing this issue: Option 1 -

Rezone the IA1 areas to IP (Prestige Industrial Zoning).

The advantages of this option are that the range of industrial uses would be restricted, there would be less intense development, and outdoor storage would be prohibited. The major disadvantage is that there are a significant number of uses which would become legally non-conforming. The uses would be allowed to continue but property owners could not undertake structural alterations or additions.

Option 2 -

Implement landscaping and screening standards as part of the Zoning Bylaw for the IA zone where it abuts a residential zone.

The advantages are that Option 2 will not effect existing business property values, plant expansions or changes. The principal disadvantage is that any changes would only affect new developments. Option 2 is the most reasonable solution since it has the least impact on existing properties.

Recommendation: -

12

That the Planning Department amend the Zoning Bylaw to include landscaping and screening standards as part of the IA zone where it abuts a residential zone. The new standards will only apply to new businesses or when changes in land use occur.

3.2.3 Policy District "C" - Low Density Residential Area This area consists of the major residential areas of Eastview as shown on Map 3. The housing stock is predominantly single-family and some semi-detached dwellings.

Policy Objective: The policy for this area is to preserve and conserve the one and two unit character of the neighbourhood.

Many of the houses are in good or fair condition with seventy-two houses having been repaired and improved through the RRAP Program as of April, 1986.

There is expressed community interest in having a low-rise senior citizen housing project constructed in the neighbourhood. A rezoning will be required to allow such a project. In the event that rail relocation occurs, vacated rail property would provide a suitable site.

The 900 Block McDonald Street is currently zoned residential. There are currently eleven houses on this block which are surrounded by industrial uses to the north, south, and east. McDonald Street is also a designated truck route. In the long term, the property owners on this block may wish to dispose of their properties and consideration should be given to changing the zoning for this block to industrial.

Preferred locations for commercial facilities to meet neighbourhood needs are and should continue to be along Winnipeg and McDonald Streets. No commercial rezonings should be considered for neighbourhood facilities within this policy district.

Recommendation: -

3.3

That the present R3 (Residential Older Neighbourhood) Zone be maintained and no non-residential rezonings be considered for the established residential portion of the Eastview neighbourhood with the exception of the 900 block of McDonald Street.

RAIL RELOCATION [Repealed by Bylaw No. 9603]

3.4

COMMERCIAL FACILITIES

Residents of Eastview have identified a need for commercial services such as a post office, drugstore, and another confectionary/convenience store.

Neighbourhood based commercial facilities locate in areas where there is a large

13

population or high-traffic areas that will make the operation viable. Demand for these services is not high enough in Eastview to attract additional facilities.

Many existing commercial facilities along McDonald and Winnipeg Streets are in need of upgrading. (Examples: Facades, signage, painting, general clean-up and maintenance.) The ECA will contact the businesses in the neighbourhood to discuss the condition of yards and buildings. This community based action is a neighbourhood self-help effort and awareness campaign aimed towards improving the physical condition of both residential and commercial areas.

3.5

RECREATIONAL FACILITIES

Eastview residents raised the issue of the lack of recreational facilities, (one boarded skating/hockey rink and one sparsely developed park). Several requests were made for a citywide facility to be located in Eastview because of the long distances they must travel to city-wide facilities.

Suggestions for an indoor or outdoor swimming pool, indoor skating rink, tennis courts, bicycle trail, or jogging track were quite common.

Due to the cost of construction and maintenance, city-wide facilities are intended to serve a population of seventeen to twenty thousand people. Given their geographic isolation, city-wide facilities are unlikely to be located in Eastview.

The neighbourhood facility most requested was a neighbourhood center. The residents were advised that free standing centers present an affordability problem, due to construction and maintenance costs. However, a center attached to an existing facility with minimal land, construction and maintenance costs, would be considered appropriate. Existing staff from other centers would be responsible for the programming, but not necessarily based in a center in Eastview.

The City recognizes that transportation is a major barrier to access of public recreation facilities. Consequently in developing a policy for neighbourhood centres, support is given to Eastview's desire to have a community based facility because of its isolated location.

The Parks and Recreation Department has indicated support for a facility attached to an existing building. The Eastview Planning Advisory Committee considers the Haultain School site to be the best location because of its centrality. A joint use agreement currently exists between the City and the School Board and the request for a facility attached to Haultain School will be raised. A site specific agreement will have to be negotiated with the School Board to cover operational aspects of a neighbourhood centre.

Recommendation: -

14

That negotiations, initiated by the Planning and Parks and Recreation Departments, begin immediately with the Public School Board for the construction of a

neighbourhood centre of approximately 4,000 square feet, attached to Haultain School. An amount of $630,000 is allocated from the NIA #3 budget for this project.

3.6

PARK AND OPEN SPACE

Eastview is lacking in adequate quantity and quality open space. For example, Haultain Park has play equipment for small children, but does not have even one bench for a parent to sit on while accompanying tots to the park.

The residents have identified, as priority projects, the upgrading of both school grounds and Haultain Park. The agreement that currently exists between the Public School Board and the City provides for the development of the grounds to a neighbourhood level standard. The proposed NIA funding will provide for a higher level of development. Students at Haultain School have designed a creative playground that will be considered in any upgrading plan.

Residents also requested that when the rail lines are removed, Haultain Park and St. Paul school yard both be extended into that area and developed as additional open space. Another suggestion is that the whole rail corridor be turned into a green strip with such amenities as a bicycle trail and jogging strip.

Recommendations:

3.7

-

That negotiations initiated by the Planning and Parks and Recreation Departments begin with the Public School Board for the upgrading of the Haultain School yard (following the construction of the neighbourhood centre). An amount of $50,000 of the NIA #3 budget is allocated for this project. The NIA funding allocation is additional to funding under joint use agreements to redevelop school sites.

-

That the Planning and Parks and Recreation Departments initiate negotiations with the Separate School Board for the upgrading of the St. Paul School yard. An amount of $50,000 of the NIA #3 budget is allocated for this project. The funding is conditional on the basis of an equitable agreement being reached between the City and the Separate School Board for project funding.

-

That the Planning Department initiate the redesign of Haultain Park in a way that would meet the expressed needs of the residents. An amount of $150,000 of the NIA #3 budget is allocated for this project in 1987.

COMMUNITY AND SOCIAL SERVICES

There are a number of community and social support services that would make Eastview a better place in which to live. This would in turn attract more families to the neighbourhood, ensuring Eastview's continued residential stability and viability.

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A wide range of these activities fall into the category of neighbourhood self-help. The key to implementing self-help programs is community organization and raising the residents' level of neighbourhood consciousness and pride in their neighbourhood.

Eastview residents have identified the following community needs: a)

Neighbourhood day care or pre-school facilities.

Currently the Eastview Community Association has implemented a play school at Haultain School in addition to the existing play school at St. Paul School. The Eastview Community Association recognizes there is still a need for day care due to the number of working mothers in the neighbourhood.

b)

Establishing Haultain School as a community school.

The implementation of the community school concept rests with negotiations between the Regina Board of Education and area residents. In 1985 a submission was made by the Eastview Community Association to the Regina Board of Education, Department of Education and the Minister of Education requesting the community school.

c)

Improved neighbourhood image.

Eastview has traditionally had the image of the junkyard neighbourhood. From a community perspective, this label must be removed and a sense of pride be promoted in the neighbourhood.

d)

After-school programs for children.

These activities are required to fulfil a social and recreational need.

Recommendation: -

3.8

The Planning and Parks and Recreation Departments encourage and provide organizational support to help the neighbourhood develop programs such as day care, play school, a community school, and neighbourhood clean-up, etc.

UTILITY SERVICING

A number of streets in Eastview have had local improvement work done. The Public Works and Engineering Department has identified a number of streets in Eastview that require local improvement work that are scheduled for replacement in 1986 and beyond.

A portion of NIA funds have traditionally been committed improvement work. In Eastview, watermain, and walk and curb replacement is being undertaken on several blocks in the neighbourhood.

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Storm drainage is a major problem that has affected many households in Eastview when heavy rains or spring runoff from a quick thaw overloads the system. Storm drainage in Eastview is provided by the Ross Avenue storm channel for those properties north of 4th Avenue. The rest of Eastview is serviced by the 7th Avenue storm trunk. The 7th Avenue storm trunk extends across Regina servicing many of the older areas. The 7th Avenue Drainage Area, Flood Relief Study, 1980, (Paul Theil Report) indicated improvements are required on the 7th Avenue system. The City intends to spend 3.175 million dollars in its capital program over the next five years to improve storm drainage on the 7th Avenue system. All of these funds are not necessarily allocated to the Eastview area. Eastview has benefitted to the extent of having one surface storm retention tank installed at 7th Avenue and Reynolds Street (south of St. Paul's school.) The purpose of the tank is to receive storm water and release it into the trunks as storm flows permit.

A second problem with the storm system is that domestic and storm sewers have common manholes. Thus, when one system (e.g. storm) overflows, it goes into the other system (domestic). This has partially contributed to basement flooding. The City since 1981 has undertaken improvements in the system to reduce the problem of storm water overflowing into the domestic system through physical separation of the two drainage systems.

In many cases, the source of flooding problems begins with management of storm water on the individual's property. For example, the practice of connecting eavestroughs to domestic sewer systems should be discontinued. Storm water should be drained away from the houses and allowed to reach the catch-basins at the curb through overland routes (driveways and streets.) In some cases, road grades require improvements to provide more effective drainage to catch basins and eliminate water ponding on roadways.

The condition of streets and sidewalks is another problem affecting many households in Eastview.

A public meeting was held on July 16, 1986 to discuss the problems with engineers from the Public Works and Engineering Department. A number of problems were identified by the 30 residents who attended the meeting. On August 21, 1985, a committee consisting of Eastview residents conducted a survey of all streets and lanes in the Eastview neighbourhood to identify all maintenance items that needed attention.

This list was submitted to Public Works and Engineering who verified some of the problems and outlined a comprehensive maintenance program to remedy them. Repairs will be completed in the 1986 construction season.

Lane Lighting Lane lighting is a project that residents feel would enhance the safety and usability of their back lanes at night. They are convinced that lane lighting would discourage vandalism and increase safety for their back lanes. The City is currently investigating the possibility of installing lane lighting as a local improvement.

The City has initiated a lane lighting program in the Core neighbourhood. Before additional lane lighting will be installed in the City, the Core project will be evaluated. Additionally, legislative changes will be required to provide total project cost recovery through local improvement assessments. The City Solicitor is continuing to pursue legislative changes to have lighting covered as a local improvement.

Consequently, lane lighting is not foreseen as a program which the City will be delivering in the immediate future.

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Recommendations: -

That NIA funds of $205,000 be budgeted for walk, curb, and watermain replacement in 1986.

-

That a lane lighting program be considered as a long term possibility for the Eastview neighbourhood provided that the cost can be recovered through local improvement assessments.

-

That the Public Works and Engineering Department continue to implement the storm retention plan recommended by the 7th Avenue Drainage Area, Flood Relief Study, 1980 to help reduce basement flooding in Eastview.

-

That residents take action to prevent sewer backup and flooding by: keeping sewer caps on when not in use or installing back up values that close automatically when back pressure occurs; draining eavestroughs onto lawns and driveways not into the domestic sewer system; and, maintaining the grade of residential property away from the house towards the street or lane.

3.9

HISTORICAL BUILDINGS

A heritage building survey of the Eastview neighbourhood indicates that one building of Heritage significance exists. The building is the Tannery Company Limited building located at 1301 Wallace Street. It is currently owned and operated by Central Tire and Battery Ltd. The building has heritage significance because of its age, form of construction (post and beam), and it is a distinctive type of early industrial building in Eastview.

Recommendation: -

3.10

That 1301 Wallace Street - Tannery Co. Ltd., be added to the City of Regina Priority List of Heritage Buildings to screen against future demolition.

TRANSIT

The primary issue with respect to transit service is the need for more bus shelters. Four locations meet warrant requirements for shelter installation on 4th Avenue. Of these, old-style shelters are currently located at 4th Avenue and Winnipeg, and 4th Avenue and Lindsay, while a new-style shelter is currently located at 4th Avenue and Edgar. A new shelter is recommended for 4th Avenue and Broder Street. Area residents also requested that a new shelter be located

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at 6th Avenue and Broder Street, because riders many of whom are senior citizens living on the west side of the tracks off 6th Avenue need the protection of a shelter. The Transit Department has indicated that the site does not meet the warrant standard. A new shelter is recommended for 6th Ave. and Broder Street to be funded through the NIA Program. The existing and proposed bus shelter sites are shown on Map 6.

Another transit issue which arose was the concern that Eastview students attending Usher, Balfour, and Miller Collegiates were in need of transportation via feeder bus to and from school. A total of 4 students from Eastview are presently attending Usher, and 80 students are currently attending Miller and Balfour Collegiates. These numbers of students do not overload buses on regular or rush-hour service; therefore, a feeder bus is not justified for the Eastview high school students.

Recommendation: -

It is recommended that $10,000 of the proposed NIA #3 budget be allocated for bus shelters at the following locations: 4th Avenue and Broder Street 6th Avenue and Broder Street

West-bound East-bound

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4.0

NIA #3 PROJECT IMPLEMENTATION PLAN

PROPOSED N.I.A. #3 BUDGET - $1,300,000 Neighbourhood Centre 4,000 square feet x $123/sq.ft.

Architects fee Site work and furnishing Contingency

$495,000 35,000 60,000 50,000 $640,000

$ 640,000

Local Improvements 1986 Program Watermain, Walk and Curb (one side) 400 feet of the 9 Block Atkinson Street 11 and 12 Blocks Atkinson Street 10 Block Broder Street 9 Block Elliott Street Residents assessed for 1/2 watermain cost

$ 205,000

Traffic Improvements

$ 195,000

Haultain park Redevelopment

$ 150,000

Haultain School Yard Development

$

50,000

St. Paul School Yard Development

$

50,000

Bus Shelters

$

10,000

Total of Proposed Projects

$1,300,000

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5.0

POLICY IMPLEMENTATION

5.1

MONITORING

The land use policy proposals contained in this Plan will take time to implement since there is a legal process which must be followed. It is the City Administration's responsibility, once Council approves the policy initiatives, to move in an expeditious manner. It is appropriate therefore, to measure progress on a regular basis. Upon adoption of the Plan, the Planning Department will meet on a semi-annual basis with the Eastview Community Association and provide a status report on the land use policy changes. This will be in addition to ongoing Eastview Planning Advisory Committee meetings which will be held to obtain input on NIA projects. This process will facilitate ongoing dialogue between community leaders and City staff with the final result being the strengthening of Eastview as a viable residential community.

5.2

REVIEW

A formal neighbourhood plan review is proposed five years after formal adoption of the Plan. It is felt this period will allow sufficient time for physical and policy changes to be effected. If certain initiatives are not being implemented, this process will afford the opportunity to review the Plan, consider alternative courses of action, and if necessary, formulate amendments to the neighbourhood plan.

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