Category Archives: condos

News Headline: Developer listens first …

On Tuesday evening a most strange and wonderful event occurred on the west side. A developer called a meeting of neighbours and area residents, and then listened. And listened hard.

Mizrahi Developments builds luxury custom homes in Toronto. Some of these homes are in a mid-rise condo format. They have bought the Joe’s Audio and Bella Restaurant site on Richmond Road at Island Park Drive.

The site is zoned for six stories, with planning direction to go up to 9 at the corner to make a gateway statement. The planning therefore envisions a nine storey building right at the corner, with a six storey portion further to the east, closer to the new Thiberge Homes condo (designed by Hobin) opposite the Metro grocery store.

A flaw in the CDP plans is the extensive site contamination, which is estimated to cost $1 million up to $2 million to remediate. Thus Mizrahi suggests something in the 12 and 9 will be required to get enough sellable space to cover the remediation cost. Mizrahi “guarantees” that they won’t be asking for further upzoning as the project progresses. They claimed to be laying their cards on the table.

After that, they are listening. Have they met the Councillor? No, just a meeting to introduce themselves, barely two hours before the public meeting. But the public is getting the first say.

How about the planning department? Haven’t looked them up, yet. Will mosey over on Friday, maybe.

The Community Association? Nope, not yet.

The builder introduced the sort of projects they build in Toronto. Which is custom homes. Some of which are custom homes in a condo format, eg Hazelton Avenue project pictured. Their projects employ “timeless, classic” architecture, like limestone exteriors, house-like windows (NOT curtain walls), moldings, panelling, etc.

133 hazelton

No, they don’t have any proposal for the site, yet. They just figured out how much sellable space they need to make the project work, and what do the neighbours want or what are they concerned about?

How many units? Dunno. Depends on what people want. We don’t provide pre-made boxes, and certainly not small units appealing to investors. Somebody comes and wants 3600 sq ft on the third floor, we design that. Or  2400, or 1600 ft. Any of their provided layouts are starting points to spark conversation, but homes are custom built.

Will they be affordable to young buyers wanting to move into the west end but unable to afford a traditional house? After a bit of polite waffling, they reiterated they build large, finely finished custom homes. So, no.

How much parking? Dunno for sure, but certainly more than one space per unit, probably two. All indoors. As will be the guest parking, the commercial parking, the garbage areas, and the loading dock [compare that to Claridge's new condo tower on Preston with no indoor loading dock or indoor garbage loading area].

Where will the exit be?  - we hope not onto the quieter residential streets behind. Agree, it won’t be there, that would be unpopular. We’ll put it on West Wellie directly.

What about construction noise and dirt? Mizrahi promised the site will be so clean you can walk by it with a baby stroller and not get the wheels or your shoes dirty or even damp. The construction hoarding will be generous and attractive [compare that to the pathetic stuff Ottawa allows elsewhere on Richmond and the city, as featured in a previous posts,http://www.westsideaction.com/hoarding-sidewalk-space/; and http://www.westsideaction.com/pedestrian-safety-sheds/ ].

What about over-viewing adjacent homes? They will work with each and every homeowner to address their concerns, and the developer claims a great track record in ensuring privacy and quality outdoor space for both the condo and neighbours. Better by design.

You’ll block sunlight! Where? – we’ll work with you to prevent shadows. (I must confess I was getting somewhat sceptical at this point, but the audience was lapping it up, although most of the public grossly overestimates shadow effects).

What sort of retail? And will the sidewalks be wide enough, ie wider than at the adjacent condos along Richmond? (this last comment was interesting, given they are employing the same architect as those condos further along Richmond and at Our Lady of the Condos site). You want wide sidewalks – we like them too. We’ll make wide sidewalks (no word on yet on whether the city planning dept agrees to bigger setbacks). Main tenant will be Bellas.

What about the parkette at the very corner? Will it be saved? Yup, saved. And improved. You tell us what you want to see there, we’ll put it there. [I'd suggest a restaurant patio at the corner on the building site, a glass fence, and a fountain in the park to mask car noise].

By this point, the audience was running out of steam. Questions increasingly became prefaced with “gee you’re great why don’t [other developers , insert name here] do what you do?”

Off on the side, someone was busy taking notes of all the concerns and objections. Once the project comes forward, there will have been some compromises, but because they will have been discussed first (after all, there are bound to be conflicting positions among the neighbours, depending on which side they are on, the city planners, the community assoc, etc) the major objectors will be defanged and the project will be introduced with considerable goodwill.

It was a beautiful sight to see the consultative approach at the early stages of a project. Objecting once the developer has spent hundreds of thousands on a first set of plans is not a good strategy. And its a set up to fail to object at Planning Committee. And it is good strategy for a developer to get out of the starting gate with a proposal that is geared to meeting community goals and avoiding objections. It might even generate pre-sales. It seems to be a consistent approach that the firm takes, witness its web site video:  http://mizrahidevelopments.com/#/intro and their other web content.

It’s a good strategy. It would be even nicer if more developers and communities tried it. Because it takes at least two to tango, and the new and old make up the community.

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The main quibble I could have with their presentation were the inevitable objections that it will generate too much traffic on already busy (failing, in neighbour-speak) streets. It’s not obviously a fallacy that building the condo a few blocks further away will somehow mean no traffic on the street in front of this site, and the building can’t educate everyone about the difference between their site which originates the traffic and the streets that carry all the traffic, but I’d like to hear one try.

 

 

 

845 Carling site plan: two and half condos

Richcraft purchased the Dow Motors site, shown below. The Dark CDP calls for two towers on the site; Richcraft is proposing three. Or more accurately, two and half.

dow motors site

 

They are proposing 3 buildings for the site, one facing Carling, the second in the middle of site, which would also include a new OTrain Station, and the third at the north end of the site, facing Adeline. The first two towers would be very tall, in the 48 storey range, but with the recent addition of height to the Claridge Icon tower at 505 Preston (corner of Carling), and the CDP calling for the Dow towers to be the tallest in the area, I think we might see these towers grow a bit taller yet. 

City Council will vote on April 24 on how this site will develop, without the benefit or discomfort of specific prior public discussion, if it decides to  adopt the Dark plan. Sure, a formal rezoning and site plan approval will follow, but the key decision will be April 24th (addressing the number of towers, their height, and the choice between the piazza or the asphalt street). Followed, no doubt, by an OMB appeal if the developer comes up unhappy.

Most of the currently-proposed towers in the CDP area are square-ish: Soho Champagne, Soho Italia, Claridge Icon. So are the existing Domicile 3 mid-rise towers. The Richcraft proposal is for two high rise oval-ish towers (their third building, on the north end of the site, isn’t yet developed, it is shown as a simple rectangle only as a place holder. Presumably we might get a matched triplet).

Here is the view from the east, looking west:

tower elevations seen from the east

The two tall towers are in the 48 storey range; shorty is proposed at 18 but I think that is still too tall for facing Adeline Street. Recall that the neighbourhood is all up in arms about the 18 storey tower Taggart proposed for 95 Norman, and is still opposed to the Dark plan’s suggestion that Taggart be limited to “just”  9 stories. But Dark does call for buildings facing Adeline to be a step down from the super-tall ones facing Carling, and he suggests — and the City accepts — 18 stories as the suitable height. Have developers ever built shorter than the zoning?

Actually, Richcraft also owns the site immediately north of their large site, on the north side of Adeline. I hear rumours they are proposing a fourth building of nine stories there. That certainly makes sense from a draw-a-descending-line-from- the- tallest-to-the-low-rise perspective, but will further infuriate the Little Italy residents.

Whatever height council eventually comes up with the east edge of the OTrain corridor will most likely apply to the all the lots north of Adeline. But will it apply to  the third tower of the Dow Motors site too, which sits on both the edge of the OTrain corridor (likely to be 9 or fewer floors height limit) AND on the south side of Adeline (which is destined for approval at 18 floor height limit).

The arrangement of the towers on the site is shown here, with Carling Avenue running along the bottom of the picture:

tower clustering

 

Claridge’s Icon tower is shown off to the far right. The Current CIBC bank site is shown marked as a “future highrise”. Apparently Richcraft and CIBC are somewhat cooperatively planning the tower arrangement between Preston and OTrain.

Soho Italia is approved but marketing hasn’t yet started up, no doubt to prevent cannibalizing sales from Soho Champagne. The plans never show the 7-storey Co-Op building immediately abutting Soho Italia on its west side. That’s the Cinderella of the block, but alas, no wand-waving fairy godparent is waiting in a nearby pumpkin patch. That building will continue to provide a contrast to the luxe condo towers.

The podium levels of the buildings are shown in dark shading; the towers in lighter gray. A new street or lane is shown running where the CIBC drive-in banking now is. Sydney Street is extended through the Dow Motors site as a privately-owned two way curvy lane (for traffic calming) opening out to Adeline, which in the developer’s fondest dreams becomes a through street west to join Hickory. The private lane is intended to  be open to public traffic at all times.

Richcraft’s buildings two and three share a joint podium. In would be between those two buildings  there would be a single garage entrance to all three towers. This leaves all the rest of the ground level frontage to be retail space. The buildings themselves would generate some foot traffic. Lots more would come from people going to the OTrain Station, and some might wander in from Dow’s Lake, Commissioner’s Park, or Preston Street. Here’s the proposed circulation pattern (but watch out, the diagram is turned 90 degrees from the one above, with Carling now on the right):

space between towers

 

The previous post showed artist’s conceptions of how the space between the towers might be developed, pending city approval (or the city might opt to have the space a regular asphalt street, but they aren’t asking us for our opinion).

The space between the towers is another issue. The spacing shown above generally meets the City’s guidelines and rules, including those just approved for the Centretown CDP, and those of other major cities. But they are closer together than Dark proposes in the Carling-Preston CDP.

I think there is a big difference between a new building going up “too close” to an existing building, and two new buildings on the same site. When dealing with proximity to existing buildings on existing streets, there is limited ability to angle buildings. And existing residents are right to be unthrilled with a wall of glass apartments in front of them that both block their view and rob them of privacy.

But for planned developments, the people buying those units know where the next building is. And we see  buyers for 101 Richmond or The Central on Bank Street where units face each other across a courtyard. We either have a lot of exhibitionists or else people are willing to trade off privacy for a cheaper apartment.

I wouldn’t buy a condo with a wall of glass facing another wall of glass at close range, because those people would point and laugh at me. But someone else will.

The third tower on the Richcraft site, currently proposed at 18 stories but likely to be a lot lower, doesn’t have even partial views out to Dow’s Lake. I think it would be better to make this an oval-ish or rounded-triangle tower with the thin-end close (maybe even closer than now shown) to the second tower. If the sides of the third tower were saw-toothed, with windows facing east-west, there would be privacy for both towers and better city views. Most of tower 2 would still have good north views, ie from floor 18 to 48, where they would be above tower 3.

Richcraft is proposing the usual row of live-work loft-like apartments along the OTrain MUP, a design which they seem to have gotten right when a number of other developers in the area consistently get it wrong or fail to sell:

lofts along the otrain MUP

 

 

Sydney Street: whose vision will prevail ?

The Dark CDP plan for Sydney Street is as follows. Sydney, a short, dead-end street on the  east side of the OTrain track, immediately north of Carling,  would be extended westwards, then turned north to join Adeline, turning both when combined into a sort of suburban “crescent” that would facilitate motoring, people running through residential streets looking for parking spaces, access to high rises that would be otherwise impossible to build on the dead ends,  etc. Sydney is the L-shaped gray arrow shown below. Right now, only half of the horizontal part of the L is actually a street:

dark plan dow motor site

Going north from  its intersection with Adeline, there would be a “mews” street, which remains under-defined to this day, but seems to be a sort of one-way narrow street that is possibly carved-out from  adjacent developers’ lands but more probably would be carved out of the public green space corridor along the east side of the OTrain, where the new MUP is under construction. This mews would extend to Beech, and maybe reappear intermittently at each of the other dead-ends, as far north as Somerset Street (more on that, in a subsequent post).

(the contrast between the “mews” and what is proposed for Sydney makes me question just how narrow the mews really will be)

The new Sydney street, with traditional city walks glued to the curb, would provide access to the OTrain Station at Carling Avenue.   Dark also proposed a parkette at the western end of Adeline, albeit separated from the larger green space of the MUP by the new road. Adeline would, in the Dark vision, be extended as a motorist’s street westwards, across the OTrain cut, interrupting the new MUPs on both sides, and connect to Hickory.

The City has accordingly relocated the pedestrian overpass promised for the same site, a bit further to the side, so that a straight road bridge can be built later. (Construction of the ped bridge starts next month).

Thus far, there has been abundant community opposition to the mews road, and the selective (as in, missing all the developer’s sites) extension of dead-end streets across the OTrain and linear park. Strangely, though, I think the Councillor’s comments on the plan only opposed the mews north of Adeline, and not south of Adeline.

The Dow Motors site is as follows; and you can see Sydney Street starting at the T of PresTon, and ending just as it hits the bright line of the site:

dow motors site

 

I think this is the largest development site in the CDP. It also includes the lot north of Adeline (more on this bit, later). The Arnon site, on the west side of the tracks, currently a parking lot, doesn’t include the trapezoid bit of non-parking-lot at its north end abutting Hickory Street.

The Dow Motors site is about 2 acres, or 70,000 sq feet. If Sydney Street is extended through the lot, it would reduce the developable area by 45%.  This of course also reduces the City’s future tax revenue from the site, reduces the development fees that are already committed to pay for the LRT and OTrain infrastructure,  affects the amount of development possible on a key Transit-Oriented-Development (TOD) site, and increases public expenses for the construction and perpetual maintenance of a street.

It also gets started the “mews” street along the east side of the MUP, so beloved by Dark and despised by the neighbourhood. And the first block of the mews would be one wide street.

There are other consequences too, that are a bit more subtle. Bisecting the current land assembly into two portions separated by a public street means that separate parking garages would be required for each building. With separate garage doors, and ramps. Personally, I’m undecided if an abundance of garage doors enhances the streetscape. Actually, on second thought, I’ll opt for a design with a more-active street frontage and fewer garages.

Recall that extending Sydney Street to the edge of the OTrain cut means access to the OTrain station would be similar to what is there now. Not opening Sydney, which Richcracft proposes, means that the space can be developed into an urban public space. Here are the developer’s artist’s concepts — which are always nicer than reality — which the City has decided the public doesn’t need to see before Council decides whether to make the space an asphalt street just like the other dead ends, or available for a public square.

I dunno about you, but I have some definite preferences for which version of Sydney Street I prefer:

central courtyard between towers

above: the space between high rises that Richcraft proposes to make a 18,000 sq ft urban piazza. The current stub-end of Sydney is shown in the distance, where the cars are. The architects are currently working with a wind-consultant to figure out how to temper the winds that normally gust between high rises. All the ground floor spaces of the development would be retail businesses facing the pedestrian mews.

A bit to the left of the above picture is another tower, in which there would be an OTrain Station (more on that in a bit). In the first pic below, the view of the same square is from a pigeon flying over the Otrain cut, looking east toward Sydney Street.

OTrain central courtyard

 

The public piazza space would be owned and maintained by the developer, but public access deeded to the City (which hopefully has learned from some revoked access lessons from past agreements which were not iron-clad). The space is significantly larger than the parkette Dark proposed on Adeline Street. I think it potentially integrates better into the urban environment, but a lot of that depends on the details, none of which the City planned to show you.

If you want to tell Council which urban environment you prefer (typical road vs plaza) then you’ve got about a week  to do so.

Mext: the overall site plan

More public consultation problems at the City

While the City is undertaking a “consultation process review” another example comes to my attention where the practice is strongly at odds with the dream.

Recall that the Centretown plan went before Planning Committee last week with last-second “compromise” provisions worked out between (some of the)developers, represented by Fotenn, and the Centretown Community Assocation (CCA). Alas, there wasn’t time to circulate these before they appeared at Committee, which left some members of the public feeling left out.  And the Councillor too.

This comes on top of the  fabled managed consultation session for the Big Gambling Casino Cash Cow.

To say nothing of the surprising announcement of a new multi-million dollar film studio and office complex. Where will we put it, oh, Bayview Yards would be nice. Err, maybe not. Easy come, easy go.

In last weeks marathon Planning Committee session extraordinaire, one of the eleventh-hour (literally and figuratively) agenda items was the Richcraft proposal for the Dow Motors Site at Carling and the OTrain. While the Citizen did an admirable job covering many of the many items on the Committee agenda, I think all we got of the Richcraft proposal were some pretty pictures on Reevely’s blog. There was no coverage of the proposal itself, and the odd conclusion of Committee.

Here is the Richcraft site. It is large, about 2 acres, or 70,000 square feet. We will be looking at various bits of the proposal over the next few days. But first, the lack of public consultation.

dow motors site

The George Dark CDP plan represents the views primarily of one professional firm, with the benefit of much input / lobbying on what goes into it. I have my issues with it, see the previous post with 72 comments: http://www.westsideaction.com/carling-preston-cdp-72-ways-to-lose-friends-and-generate-animosity/ (a multi-part series of posts) (For your convenience, I have pulled out the key comments related to the Dow Motors site and reprinted them at the bottom of this post).

I have also wondered out loud numerous times if the proposal to totally build-over the existing low rise Little Italy community was a sort of monstrous deke, a bullfighter’s red cape, designed to focus all the community steam about something the City and the planner weren’t really interested in at all, but served as the lightning rod to divert attention from other plan elements, like the wall of high rises along Carling, and Rochester. Certainly the proposed bulldozing and land assembly isn’t characteristic of other Dark moves (such as “sparing” the identical set of houses with the same potential on the west side of the tracks, albeit in a different Councillor’s ward,  or his comments on how much he thinks we need to preserve the similar neighbourhood of Mechanicsville in his current CDP going on there).

Indeed, the Preston-Carling CDP is so large it contains all sorts of details that are very difficult to tease out of the mass of jargon-filled documentation. Certainly the city didn’t even try to explain the content at its “public consultation” about the proposed CDP, just introducing it briefly then tossing the meat to the roaring lions of indignation.

Dark proposed not just land use zoning, but actually specified how many buildings at what heights were to be scattered through the neighbourhoods. Recall that this derived from the veritable snow-storm of Styrofoam high rise building models that swirled onto the 3D map of the ‘hood.

height maps

 

Dark allocated two towers to the Dow Motors site. It is a big site, and obviously large enough for three, a point I made in my submission to the City (which who knows if anyone actually read it). So Richcraft appeared late at night before Planning Committee and argued for “fexibility” in interpreting the Dark plan, particularly the with respect to the number of towers and the future of the Sydney Street extension and “mews” starting northwards along the east side of the OTrain multi-user pathway and greenspace. (I will return to the details of the proposal and merits of it in subsequent posts. Stay tuned!).

So Committee punted it, sending it back to staff for “review”, and to present their recommendations to full Council on 24 April. Note that the public cannot make comments to Council, and these posts are  the very first time any member of the public will have seen the proposal. Council will be deciding on how many towers may be built, what sort of public spaces (or lack of) will be there, whether the road / mews will be built, and possibly the design and location of the OTrain station for a key site of the neighbourhood, and the key integration opportunity for transit-oriented development. All behind closed doors. Possibly in ignorance.

Nothing to see here folks, move along.

 

Yeah, there will sill be a pro-forma site plan process to go through for the Dow Motors site, but all the major decisions will have be made already. And frankly, as we look at the Dark plan and the Richcraft proposal over the next few posts, there’s a lot the public should be seeing and commenting on.  

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For easy reference, here are my key comments relating to the Dow Motor’s site:

18. The very tall high rise zone immediately around the Carling Station is good. There is room for more than two high rises on the Dow Motors site, especially if Sydney is shortened to cars.

24. the small park proposed at the west end of Adeline is nice, but best if there isn’t a mews separating it from the MUP, and the mews is not necessary since the existing land assembly (Dow motors, Richcraft) offers enough room for adequate turn around of vehicles onto Sydney and Carling using the developers site). So delete the mews from Sydney to Adeline.

part of  comment 26: Adeline should be the main commercial and pedestrian walkway between the govt towers and the Carling Station, with no commercial required along Carling. Carling is unlikely to ever be an attractive walking street

61. We do not need a public street to connect Sydney to Adeline. The Richcraft development on this site may choose to propose project entrances to his garages on Adeline, but the public need not  buy or maintain a street in perpetuity. We do need to preserve rights of way for active transportation so the site is permeable in all directions.

 

Making the wrong arguments to planning committee doesn’t help

Yesterday, Planning Committee had an over-full agenda of contentious items. This meant huge waits for the assembled throngs. All seats were taken, and there were over 70 standees / folding chairs / sitting on the floor. For a 8+ hour meeting.

march 2013 003

The final votes were to approve various high rise developments, leading to the predictable reaction of citizen attendees that the process was unfair, rigged, or otherwise unsatisfactory.

I agree the process is unsatisfactory  and might dedicate a subsequent post to suggestions to fix it. And incidentally save us all buckets of money. But a large part of the dissatisfaction yesterday comes from residents making the wrong arguments to planning committee. Most of these mistaken arguments were in evidence at the 265 Carling (at Bronson) rezoning application from 9 to 18 stories.

One of the biggest errors is making an argument that isn’t highly specific to the project in question.

Asking council to reject a high rise “because it will increase crime in the neighbourhood” doesn’t accomplish much. The claimant presented no facts to back up that opinion.  If tall buildings promote crime, how come it isn’t a major problem now, given numerous apartment buildings nearby? Are buildings nine floors and under crime free while the crime wave begins on the tenth? Fact is, some high rises are crime prone. So are some town house clusters. And so are some low rise neighbourhoods. Does that mean we should ban single family homes and townhouses?

Obviously people in higher rise buildings care about their neighbourhood and crime. They were out in force at the meeting.

If high rises promote criminality, then this would be an argument for no high rises anywhere. Any and all objectors to rezoning would cite this crime-gateway-thru-highrise-living argument and no high rises would be built anywhere… which throws out a major local industry…and huge chunk of the Official Plan… to say nothing of reversing the rules in the Provincial policy statement and thus thwarting high rises in every lot, in every municipality in Ontario.

Sorry, the crime argument won’t convince planning committee to vote down the rezoning, because it was too generic (as well as probably being wrong).

It will generate [too much] traffic. Well duh, of course it will. But the proposed condo  is adjacent an arterial. And yes that arterial is busy now. It will get busier in the future too. But don’t mistake the origin point of a trip with the the problem. After all, building that same high rise six blocks or sixteen blocks or sixty blocks further away will generate the same amount of traffic on that arterial. After all, those cars are going somewhere (on average, over 8 kilometres per commuter trip). On arterials.

The main influence of the origin point is that the closer it is to the central area of the city, the less vehicular traffic it will generate. Moving the 265 Carling high rise out to Bayshore or Barrhaven will generate more traffic than at Carling and Bronson because the further out you go the more every trip has to be made by car since those places have constrained walkability. Objecting to a building in the Glebe Annex because of traffic is to invite worse traffic congestion (thru more tripmaking) when the people are housed further out.

And again, if this project is bad here, then every project is bad everywhere. There simply aren’t arterial roads sitting around with tons of spare capacity nor can we force people to only drive on those spare-space roads. They’ll end up on Carling or Bronson eventually.

Sorry, the busy arterial argument is unlikely to sway council.

Building a high rise near the intersection of Carling and Bronson will make it more dangerous for high school kids to go to school or cross the street. Really? So we shouldn’t build any new buildings near any high schools? Presumably that argument applies to grade schools too. And community centres. And routes to school too. Or parks. Or routes to parks, of which our neighbourhood always had the least amount of park space of any area in the city.

Sorry, another fail.

But more people living near Glebe HS or other established schools might reduce driving and school busing. How many student parking spaces are there at Glebe?[even one?] At Woodroofe? [a bunch] At St Mark’s in Manotick?[lots and lots].  There’s a reason people like living in the built up city (walkability) and others prefer suburbs or exurbs (driveability).

The Glebe Annex neighbourhood, claimed one speaker, is family friendly, with little kids. High rises won’t have any kids. I sympathize with this emotion, I too favour kid-friendly streets. But 70-80% of households are child-free … are we proposing to forbid them to live in the Glebe? Can we force empty nesters to sell their Glebe homes to make way for breeders? Can we force them to sell only to breeders? Even at a loss?

Again, that argument wasn’t site specific to 265 Carling; and applied pretty much equally to every apartment anywhere in the city. I vaguely hope someone somewhere is compiling data about how many more people are now having babies or raising kids in apartments, given that single family homes in the central city are out of the price range of most young families.

Sunlight and views are important for some people. They are very important for me. But I don’t have a legal right to never be in the shade. Heck, you know the tall building over at Tunney’s Pasture? I sometimes see the sun setting behind it … which means I am in its shadow … despite being two kilometers away. Sorry for the speaker at Tuesday’s Planning Committee, but the the city just ain’t gonna reject a building because it blocks your view to the west, or might reduce the brightness of light. It has standards, rules, that specify a certain distance between buildings to let in light, that’s all folks.

No one has a right to forever preserve their current view of the Gatineau Hills, or the Peace Tower, or the city scape off in the distance. Development happens. Telling council to reject this high rise because it blocks your view isn’t likely to happen, and only sets you up for rejection. Council isn’t being contemptuous when it disregards arguments it hasn’t any legal  or moral right to enforce. There are only a very few protected view planes in the city, and until some politician is buried on the roof of the Fitzsimmons building, the Glebe isn’t one of them.

Planners currently are concerned with controlling, manipulating, creating .. skylines. They refer to the view of several high rises as a composition. They currently like a composition that comes together to form a peak. At a node, like a transit station or major intersection. So a cluster of apartments at Bronson and Carling that has some low rises, some mid rises, and the centre a single peak tallest building, appeals to them. Ergo, pointing out that the latest building, in the centre spot, is taller than the others is perceived by planners as a virtue, not a drawback. All the more reason to approve it. And here comes the locals pointing out the very feature that planners like while mistaking it for an argument to reject the proposal.

While each approved new building is not strictly speaking a precedent that allows subsequent applications for similarly tall buildings, we all know that the emphasis in Ottawa on compatibility means that proposals that blend in have better chances of survival. So builders cite nearby buildings to justify their project. And residents cite these same buildings to argue that the new building is out of context. Both are employing precedent, one to oppose and one to propose change.

It strikes me as ironic that today’s apartment dwellers on Carling object to a new high rise while themselves living in buildings that when proposed a generation ago were “out of context” and incompatible, according their then-neighbours. And those two storey houses built by the tract-builders of the day may have irritated those that preferred the Glebe when it was semi-rural. You know, those folks that in their turn displaced the original forest dwellers of the area.

So when I read that residents attending planning committee leave feeling that their concerns were ignored, that the process was a sham, that it was all cooked or pre-determined, or that councillors were showing contempt by checking their emails, whispering with staff, or other wise multi-tasking, I both agree that its a messy system, and feel that a big part of the problem is people bringing the wrong arguments. I would never have the patience to be a councillor listening to irrelevant arguments all day. In fact I couldn’t take being a spectator at the Tuesday’s session, and left before noon.

march 2013 004

 

 

 

 

Spring Craning

An interesting demonstration of evolving design came to west siders this week courtesy of our high rise developers. Better design is everywhere these days. For that we can credit the popularity of industrial design schools, increased awareness of graphic design elements, and the popularity of design-centric programs on TV and the ‘net. Now we can see it on our skyline by craning our necks.

Up on Cathedral Hill, Windmill developments installed their crane for their new condo tower. It is the conventional design. Dare we call it the ‘old fashioned’ design?

feb-march 2013 057

Notice the complicated support wires, the heavy concrete block weights, and the high superstructure. Basic engineering, hoisted high into the sky.

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Meanwhile, down below on the Flats, Claridge has just installed a crane for the next phase of the LeBreton project, a mid-rise apartment building (8 floors) and some all-concrete stacked towns.

This is one slick crane:

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There is no superstructure, few visible wires, the concrete blocks of the counterweights are sliced to create an aerial sculpture. The operator’s cabin is a tinted bubble that would be at home on Chris Hadfield (just like the space station, there ain’t much privacy there for life’s necessities).

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I had a house guest up from the US of A in February who remarked that Ottawa looked very dynamic and thriving, with cranes and construction projects everywhere. I guess five years of recession on the eastern seaboard has rendered cranes absent there.

We will soon see more cranes — Soho Champagne is blasting away the bedrock for their garage on Champagne and Hickory Streets, a crane can’t be far behind. It will replace the one Domicile just took down across the street at their Hom condo.

Over on Preston, Claridge is installing something that looks suspiciously like a sales office for their Icon 40+ storey building.

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Proposed multi-use building 770 Somerset St W.

There is a development application for the vacant lot / parking lot at the corner of Somerset (in Chinatown) and LeBreton Street, opposite the Dalhousie Community Centre and beside St Luke’s Church and its associated social housing building:

birds eye view of site

On initial inspection, I think there’s a lot to like about it.

The proponent, DCR Phoenix, who also built the mixed use building at Rochester and Somerset, and who are proposing the twin tower office building at Bayview Station, are asking for the usual reduced setbacks and increased height to build a nine storey building (nine when viewed from Somerset; it will be ten floors when viewed from LeBreton, due to the lower elevation on LeBreton). The lot size here is 138′ on Somerset, 115′ on LeBreton. The lot slopes down 9′ from east to west, allowing them to put a street-level space on the LeBreton Street side which is one storey below the Somerset storefronts. The current height limit is 5 floors or 16m (traditional mainstreets are normally six floors, like the Clarke building next door) ; they are asking for rezoning to permit 32m, as measured from Somerset Street.

They are proposing a ground floor grocery store (Asian) of about 12,000 sq ft (a typical Farm Boy might be 20,000 sq ft), and on the LeBreton side, one storey lower, a restaurant. The grocery store frontage can also be redivided into 3 separate smaller stores facing Somerset. Beside the existing Searson Clarke social housing will be the entrance to eight floors of rental apartments above. It has been many years since anyone in the private sector has proposed a rental apartment building. They are proposing 75 apartments, with 35 parking spaces. There would also be 52 commercial parking spaces. All parking is on three underground levels, accessed off LeBreton. The commercial parking garage would be valet operated, which should increase safety and allows the developer to use tandem parking spaces.

The building exterior is brick on the lower half, and an unspecified but different material for the upper floors. Visually, we are supposed to see and be aware of the lower brick structure with the upper floors receeding out of awareness. The building will have rounded corners on the LeBreton intersection corner.

ground floor plan

ground floor plan

Somerset elevation in the top illustration; the LeBreton side in the lower sketch

Somerset elevation in the top illustration; the LeBreton side in the lower sketch

 

The use of different materials on the various parts of the building are designed to minimize the height of the building visually. The developer suggests pedestrians and neighbours will see  the streetscape in this way:

streetscape elevations

In addition to using different exterior cladding and design elements to emphasize the lower floors and make the upper ones recede  the whole structure has a series of set backs on all four sides.

I am particularly interested in the four-side setback, because it is so different from the (often fake) podium-with-(supposedly)-slim-tower-on-top preferred by so many developers. Frankly, I love the New York style of skyscrapers and zoning that was in place from the early 1900′s to the mid-century. That planning model gave us ‘wedding cake’ buildings, with a series of step backs that let light and air to the street level, separated the upper floors of buildings from each other, preserved views, and made towers thin and elegant, pointing to the sky. Alas, it was amended to permit those blocky glass towers that rise straight up from the street, often placed on windswept “pedestrian plazas” which, over time, tend to get built-into the building as they are so useless as outdoor spaces (in Ottawa, think of Place de Ville).

Now this building is no NYC wedding cake. But there are several setbacks, on all four sides, which will allow the west-facing apartments at Searson Clarke to breathe. The setbacks vary from 3 feet to 14 feet. It’s a good first step to reintroducing mid-rise building shapes that aren’t just a big block.

roof setbacks as you go up

The apartments will be rentals. And they are not the micro-units so beloved of some condo developers. Looking at the floor plan, I see one and two bedroom apartments with over a thousand square feet of space:

2nd floor plan

2nd floor plan

The proposal calls for green roof planters along the second floor façade  with plants draping down over the front of the building. They don’t propose irrigating these planters, though, which doesn’t bode well if I judge by the care and attention other Asian property owners extend to plant material (yes, a generalization and not a rule… but I would prefer if these planters had a simple watering system.)

The building also proposes “reflective windows” at ground floor. If they are anything like the ones we see at the CBC building on Sparks, or the new condos on Richmond Road … no thanks. Particularly the Barry Hobin condo on Richmond by Thiberge Homes has windows so dark they look back-painted in black paint, and it is impossible to see into the cafe behind it to even see if it is open. Street levels should be transparent, not reflective.

More positively, the propose some streetside seating (hopefully Chinatown-style benches) and a bus shelter integrated into the building facade!  Their bike parking is proposed to be outdoors, with numerous windows from the lobby suggesting it will be in view and thus safe. However, the outdoor space is immediately adjacent the problem-plagued public garage under the Clarke building, which everyone except the most unwary avoids like the plague due to crime, vandalism, drug dealing, defecation,  etc. I think this outdoor bike parking, however convenient to the residents’ main entrance, needs a plexiglass roof and full enclosure on the sides.

The complete proposal can be read at Ottawa.ca/devapps, this link may work:

http://app01.ottawa.ca/postingplans/appDetails.jsf?lang=en&appId=__9H9QDA