Edmonton (Alta.) - 1979 - Toward a downtown plan (1979-02) by Edmonton Tower Resource Centre Online Library

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TOWARD A DOWNTOWN PLAN, EDMONTON. PLANNING

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WORKING PAPER No.2

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Plan Process WORKING PAPER No.3

Present Trends & Future Prospects

Planning Department

Community Planning Branch

February 1979

Preface The following document contains two working papers #2 and #3 that are part of the preparation of a Downtown Plan. It represents the accumulation of planning activities for Stage I (Plan Initiation) of the Downtown Plan Work Program. Working Paper #1 was completed in January 1978 and was a discussion paper on the "The Future of Chinatown". Working Paper #2 indicates a plan process that will be undertaken to develop a Downtown Plan. Working Paper #3: i)provides general information on Downtown: history, growth, opportunities and potentials for development; and ii)outlines planning issues and problems identified by City planners, residents, agencies and other interest groups. The general intent of this document is to stimulate interest, public discussion and feedback during the preparation of the Downtown Plan. The manner in which interested groups will be able to respond is outlined in the concluding section of Working Paper #3.

WORKING PAPER No.2

Plan Process

Table of Contents WORKING PAPER No.2 A. INTRODUCTION B. PURPOSE OF DOWNTOWN PLAN C. AUTHORITY D. LEGAL BASIS D.1 Area Redevelopment Plan D.2 Implementation E. SCOPE

Page 5 5 6 6 6 6 7

E.1 Downtown Planning Area E.2 Current Planning Affecting the Area

7 10

F. PROPOSED WORK PROGRAM

G. PARTICIPATION STRUCTURE

Appendices I.

DOWNTOWN PLAN WORK PROGRAM

PLANNING ACT, 1977

Area Rdevelopment Plan Section 63 - Section 65 PLANNING DEFINITIONS

Maps & Figures Map No. 1 2 3 4 5 6

Location of Downtown Sub-Study Areas Generalized Land Use Transit-Oriented Growth Option Adjacent Plans and Projects Area Studies

7 8 9 11 12 13

Interest Group Participation

1 4

Fig No. 1

A. Introduction This Working Paper describes the Plan Process that will be undertaken to develop a Downtown Plan. It describes the purpose of the Plan, the authority,

legal basis, and the scope; proposes a work program (Appendix I) that will be followed; and outlines a participation structure that will be developed.

B. Purpose of the Plan The purpose of the Downtown Plan is to guide and coordinate development in Downtown Edmonton. The Plan is required for decision makers, property owners, and the public, and will be Council's statement of intent regarding the issues (d.1)*, opportunities (d.2), policies (d.3), and objectives (d.4) affecting the area. The broad objectives of the plan are: i)to determine the future role of Downtown, ii)to determine land uses and their development priorities, iii) to detelmine future services that will be required to complement proposed land uses (i.e. transportation, public utilities, etc.), iv) to formulate policies and principles (d.5) regarding future development and growth, and v) to recommend appropriate planning strategies (d.6), and effective implementation techniques that will be incorporated into the overall development control process.

The preparation of the Plan is essential because of the following: â&#x20AC;&#x201D; comments expressed by various interest groups. public agencies, including City Departments, and the general public. These groups have expressed differing needs and priorities; and â&#x20AC;&#x201D; development activity has accelerated in the past few years. There is an emphasis on commercial growth, which has had two major implications: the transportation system is congested; and Downtown is becoming an area of specialized commercial activity lacking diversity (d.7) and vitality (d.8).

*d.1 definition see Appendix III 5

C. Authority Preparation of a Downtown Plan was authorized by City Council when the updating of Edmonton's General Municipal Plan was commissioned on May 14, 1976. This updating requires that the Downtown

Plan be prepared for inclusion into the General Municipal Plan Review. The 1978 Planning Department Budget outlined the Downtown Plan work activities, and was approved on April 11, 1978.

D. Legal Basis The Planning Act, 1977 went into effect in April, 1978. A requirement of the 1970 Planning Act was the complete review of the General Municipal Plan once every five years after its adoption. The General Municipal Plan Review will provide long range policy direction for the City of Edmonton for the next The statutory refive year period. quirements of the General Municipal Plan are as follows: i)describe land uses, ii)specify staging of development. iii)designate special planning areas, i.e. Area Redevelopment and Area Structure Plans, iv)provide long range policy direction, and v) guide the preparation of the Land Use Bylaw. The Land Use Bylaw will become one of the development control systems for the This is presently City of Edmonton. being prepared by the Planning Department. It will replace the Zoning Bylaw and Land Use Classification Guide, and assume control previously within the jurisdiction of these two control measures. The Downtown Plan has been designated as an Area Redevelopment Plan Area and will be developed as indicated in Section D.1 and in The Planning Act, 1977 (Appendix II). 6

D.1 Area Redevelopment Plan The Planning Act, 1977 Sections 63-65, states that an Area Redevelopment Plan shall include the following: - the type of development proposed for the area, the sequence of development proposed for the area- the manner in which development will affect the residents of the area and the land and the buildings thereon, and the proposals for temporary or permanent relocation of persons disturbed by the development, if any; - the plan shall also: describe proposals for acquisition of land for any public or municipal use. school facilities, parks and recreation facilities, or such other purposes as Council considers necessary; contain such other proposals as Council considers necessary (Appendix II).

D.2 Implementation The Downtown Plan will contain guidelines, procedures, and standards to coordinate development in the area. and be implemented through control mechanisms available in the Land Use Bylaw.

E. Scope The scope of the Plan will consist of: a) identification and assessment of the impact of past and future development on the social, econanic , and physical factors pr es en t in Downtown; and b) the formulation of recommendations for future land use and development in the area.

El Downtown Planning Area Downtown Edmonton is situated immediately north of the North Saskatchewan River (Map 1) and is conspicuous because of the concentration of high density of f ice/retail/ service land uses. It is bounded on the south by the top-of-the-

1. Oliver 2.Queen Mary 3. Central 4. McCauley 5. Boyle Street 6. Riverdale 7. Cloverdale 8. Rossda le 9. Scona 10.Strathcona 11.Garneau East 12.Garneau West

Contextual Location of Downtown map 1

-bank of the river valley, 109 Street and Canadian Pacific Railway lands on the west, 105 Avenue on the north. and 97 Street on the east (Map 2). These boundaries do not correspond to the Central Area boundaries as shown in Chapter X of the 1971 General Municipal Plan. Downtown boundaries are established by the jurisdiction of the Land Use Classification Guide and the physical constraints surrounding the area such as the River Valley, the Railway lands and the communities of Boyle Street/McCauley, Central, Queen Mary and Oliver.

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Sub-StudyAreas map 2 8

Downtown is characterized by the greatest intensity of urban development, highest land values, and buildings of greatest height and bulk in the urban area. The generalized pattern of land uses in Downtown is illustrated in Map 3. Downtown contains the largest concentration of pedestrian and vehicular traffic, and is the focus of the transportation network. Downtown serves the daily needs of the people of the City, and the specialized needs of the people in the surrounding region. The area is

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Office Residential (single family/walk-up/hi-rise) Institutional

Generalized Land Use map 3

Warehouse/ Wholesale/Light Industry

primarily an employment centre, dominated by high density office development that comprises over 75% of the total office space in the City. Overall, the area is being redeveloped as the population of Edmonton continues to grow: i)the Civic Centre and the Provincial Government Centre contain the majority of municipal, provincial and federal government buildings; ii) the Core Office/Commercial Area contains numerous office buildings and retail uses; the McKay Avenue Area is predominantly high density residential; iv)the Warehouse Area has light industrial and commercial land uses; and v) the Railway Lands contain the Canadian National and Canadian Pacific Railway yards (Map 2).

long range growth plan emphasizing policy statements, and coordinating the preparation of other plans for smaller areas at the district or neighbourhood scale. It will provide direction to all land use controls, most importantly the Land Use Bylaw, and designate Area Structure and Area Redevelopment Plans. A draft of the new General Municipal Plan is scheduled for completion in April, 1979. The Downtown Plan will conform to the policies and principles of the General Municipal Plan.

Parks and Recreation Master Plan, : This plan is in draft form and is near completion by the City's Parks and Recreation Department. The Plan will produce an assessment of City wide needs currently under the jurisdiction of the Parks and Recreation Department and a new set of standards, as well as priorities for funding. The type, quantity and distribution of open space to be provided in Downtown will be affected by the policies of the Plan. Transit Plans:

E.2 Current Planning Affecting the Area

These plans 1# s ill be important in the next few years in assessing the capacity for future growth in Edmonton (Map 4).

There are several plans and studies being prepared within and adjacent to the Downtown Plan Area that are a major influence affecting Downtown and is described under the following headings: - General Planning Studies - Adjacent Plans and Projects - Downtown Area Studies

The Northeast Light Rail Transit is the first leg of the proposed system. The impacts and success of this transit line are being analyzed by the Province. The results of this study and other factors of development, the timing of the other lines of the system.

E.2.1 GENERAL PLANNING STUDIES

There are a number of OtherStudies: other housing, retail, transportation, land use control, policy, and economic studies that are being carried out by the City Planning Department, the Region, and the Province (i.e. Transportation Plan, Land Use Bylaw, Annexation Study. Edmonton Planning Region Regional Plan, Core Housing Incentive Program Report). The finding identified in these studies are being analyzed to determine possible opportunities or constraints they pose to the future development of Downtown.

General Municipal Plan:

The General Municipal Plan was last adopted by Council in 1971 under the authority of the Alberta Planning Act. The Plan is a 10

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Urban Centre and Subcentres I Auto-Oriented Subdivisions

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Existing Auto-Oriented Subdivisions Transit-Oriented Subdivisions Medium-High Density Housing Industry

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Transit- Oriented Growth Option map 4

LRT System Existing Proposed

"This growth pattern assumes a dominant downtown which will continue to absorb most of the office development and a large portion of high density housing. However, there will also be some decentralization of urban development to the Light Rail Transit Station areas. In this scenario, once the inventory of land within the Downtown Core is developed, office development will occur in the station areas as new transit stations come on stream, or soon afterwards. This might occur as part of the mixed use developments, within short walking distances of the stations." N.E.L.R.T.C.S. Report July, 1978

E.2.2 ADJACENT PLANS and PROJECTS (Map 5) Community Plans: The adjacent communities of Boyle Street and McCauley, Oliver, Garneau, and Strathcona are under active study and plan preparation at this time. These areas, as well as the communities to the immediate north Central and Queen Mary, of Downtown: because of their proximity to Downtown, their land uses, and their future potential, will be considered in the planning and development of Downtown.

Developments: There are a number of adjacent developments that are being undertaken or just completed that will influence the future planning of Downtown: - Capital City Recreation Park System on the North Saskatchewan River Valley. Control - River Valley Area Redevelopment Plan Bylaw - regulation of development in the valley to preserve open space, - Chinatown Redevelopment Project within the Boyle Street/McCauley area, 11

- the location of the Remand Centre and Police Building within the Boyle Street/McCauley area. - various new commercial development projects in the Central and Queen Mary neighbourhoods, - location of Commonwealth Stadium,

- location and increased business of the Municipal Airport, - expansion of the University of Alberta. and - alternatives of the 105 Street Bridge proposal.

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E.2.3 DOWNTOWN AREA STUDIES There are a number of studies/developments presently underway within Downtown (Map 6) that will affect the future planning of the area: - Southeast Civic Centre - major federal building/office complex, Centre possible - Convention hotel/information/tourist complex, - C.P. Rail Study - possible rail relocation and redevelopment to residential! commercial, - Alberta Government Centre - landscaping, circulation, and urban design, - City Hall Annex - addition to present City Hall, and - various other public and private developments.

Area Studies

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F. Proposed Work Program The plan will be undertaken over an approximate two-year period and involve six stages of planning activity (Appendix I). During this time, working papers will be developed and released for Civic Administration, private, and public comment. The planning process will be coordinated with the General Municipal Plan, Transportation Plan and other present Civic policies, as well as business and public interests outside City Hall.

STAGE 1: Plan Initiation (January, 1978 to September, 1978) This stage sets out the terms of reference for the Plan. Issues were identified to provide a common base for understanding the problems and potentials in the area. As directed by Council, a consultant was hired to determine the feasibility and methods of expanding residential development in Downtown (Downtown Housing Study). 13

STAGE 2: Data Base and Analysis

STAGE 4:

This stage involves the collection and analysis of data such as demographic/growth influences, historical, land use, transportation, built form, social environment, and economic factors. The existing policies affecting Downtown Also development will be evaluated. during this stage, the Housing Study will be completed by the consultant with a report prepared for Council and the public early in 1979.

STAGE 3:

Alternative Strategies

(April, 1979 to September, 1979) Alternative strategies will be developed in this stage. It will require: comments from interested groups, public, etc., and coordination with the preparation of a new Land Use Bylaw.

During Stage IV the alternative strategies will be synthesized and a draft Downtown Plan will be prepared and circulated for comment.

STAGE 5: Plan Approval (January, 1980 to March. 1980) Ratification of the selected draft plan will be sought in this stage. It will require the support of the senior governments, public and private agencies, businessmen, the general public, and the approval of City Council.

STAGE 6: Implementation Stage VI will contain an implementation strategy and schedule developed for periodic evaluation coinciding with the General Municipal Plan Review.

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G. PartH:-)Licn Structure The objective of this program is to identify involved citizens and interest groups towards the completion of the The method of participation plan. developed incorporates the interest group contribution directly into the The plan preparation (Figure 1). Downtown Plan requires the coordination of many of the needs of the various interest groups since it is for these groups the plan is prepared. There are a considerable number of interests: public agencies including City Departments, citizen groups, development interests, the Chamber of Commerce, the business groups, land owners and the public. A requirement of the Plan will be to incorporate the opinions and interests of the groups in determining criteria for evaluating planning alternatives. Consequently, this working paper as well as others, as they are completed, will be sent to interest groups for public discussion. Also, after each major stage, advisory and political input will be solicited to modify any work or recommendations of the previous stage. In addition to the circulation of the working papers, there are a number of ways in which interest group involvement in the plan will be facilitated. These include: i)Public Meetings: After Stage IV: circulation of the draft plan, public meetings will be held in order that the public can review work completed and raise issues or concerns pertaining to the Plan.

in this group and meetings with them will ensure the preparation of the Downtown Plan is coordinated with other Civic Plans. This type of information will include the traffic circulation and the capacity of roadways in the area; location, costs and types of public utilities; social service developments, etc. Other interest groups will represent the various private and voluntary agencies and business interests in the area (i.e., Chamber of Commerce, Jasper Avenue Businessmen, the Urban Development Insititute, etc.). The Planning Department will meet with these groups at certain stages in the Plan. iii)Consultant Services: A consultant is undertaking the Downtown Housing Study to determine ways and means of initiating and stimulating residential development in Downtown. There have been specific interviews with developers and some interest groups in obtaining infolmation and concerns that will aid in the preparation of the study. iv)All these information sharing sessions will be further supplemented by selected interviews with special interest groups, citizens and businesses in the area.

ii)Meetings of Interest Groups: The purpose of these meetings will be to work with and advise the Planning Department on specific concerns during plan preparation. Civic administration is included 15

Appendices I

DOWNTOWN PLAN WORK PROGRAM

PLANNING ACT, 1977 Area Redevelopment Plan, Section 63-Section 65

III

PLANNING DEFINITIONS

APPENDIX I DOWNTOWN PLAN WORK PROGRAM

Pi Stage II

Stage I.

Data Base &Analysis

Plan Initiation 1.Define preliminary information needs. 2.Draft plan process. &Finalize plan process. CPrepare Commission Board and Council Report re: Plan Process.* &Circulation and feedback from Public/Civic Departments.* &Priorize goals and objectives.* ZDevelop issues and constraints. &Develop an Issues and Objectives document. &Prepare Commission Board and Council Report re: Issues and Objectives.* NICirculation and feedback from Public/Civic Departments.*

DOWNTOWN TEAM

tDraft Terms of Reference.

CONSULTANTS Downtown Housing Study

2.Call for proposals. aSelection of consultant. &Contract signed, consultant begins study.

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CIVIC ADMINISTRATION/ PUBLIC REPORTS TIMING

Distribution of Plan Process

JANUARY 1978

2. Identify further information needs. 3.Data collection. 4.Data analysis.*

Alternative Strategies 1.Evaluate impact criteria of existing situation. 2.Determine future land use capabilities and development capacities. 3. Identify potential development programs from public/private sector. 4.Determine planning strategies re: land use, built form, transportation, community impact, etc. 5.Prepare component land use, circulation, built form (massing) plans. 6.Draft mock up of preliminary plan.

1. Stage I: Feasibility of providing housing in the core area. a. Market analysis b. Housing inventory c. Demographic analysis d. Housing policies and programs. 2Stage II: Alternative design concepts. a. Feasibility of alternative designs. b. Marketability c. Implementation strategies. 3. PrepareCommissionBoard andCouncil report withrecommendations.3

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Stage V â&#x20AC;˘

Stage VI:

Plan Formulation

Plan Approval

Implementation

/final recommendations developed through departmental circulation.

Develop implement. a*ion schedule that will also coincide with review of General Plan.

1. Finalize alternative component plans. 2Relate back to objectives. &Present alternative plans indicating land and circulation composite (ie. short and long term development horizons).

2.Finalize plan document. 3Commission Board* and Council approval. CCirculation to Public/Civic Departments.*

CPrepare a final written document preliminary plan without recommendations. &Circulation and feedback from Public/Civic Departments.*

tImplement recommendations within the Downtown Plan in determining land use components.

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( tGeneral Plan 2.0ther Civic Departments aDowntown Businessmen/ Chamber of Commerce/ Social Agencies/Public ACommission Board/Council

POLITICAL INPUT

t Evaluate available data.

Stage III:

1. General Plan 2.0ther Civic Departments aDowntown Businessmen/ Chamber of Commerce/ Social Agencies/Public 4.Commission Board/Council

t General Plan 2.0ther Civic Departments 3.Downtown Businessmen/ Chamber of Commerce/ Social Agencies/Public 4.Commission Board/Council

Distribution of Downtown Housing Study

Distribution of Issues and Objectives Report

OCTOBER 1978

t- APRIL 1979

tGeneral Plan lOtherCivicDepartments aDowntown Businessmeu/ Chamber of Commerce/ Social Agencies/Public 4CommissionBoard/ Council

tGeneral Plan 20therCivicDepartments aDowntown Businessmen/ Chamber of Commerce/ SocialAgencies/Public 4Commission Board/ Council

Distribution of Final Plan Document

Distribution of Preliminary Plan

OCTOBER 1979

tGeneral Plan 2.0therCivic Departments Downtown Businessmen/ Chamber of Commerce/ Social Agencies/Public cCommlssion Board/ Council

JANUARY 1980

APRIL 1980

16 Commission Board/Council Report 4111Coordination with General Plan

CITYof EDMONTON Planning Department Community Planning Branch

APPENDIX 11 THE PLANNING ACT SECTIONS 63 - 65 AREA REDEVELOPMENT PLANS

PLANNING ACT 1977 Section 63-65 Area Redevelopment Plans 63 A council may, by by-law passed in accordance with Part 6, (a) designate an area of the municipality as a redevelopment area for the purpose of all or any of the following: (i)preserving or improving land and buildings in the area, or (ii) rehabilitating buildings in the area, or (iii) removing buildings from the area. or (iv) constructing or replacing buildings in the area, or (v) establishing, improving or relocating public roadways, public utilities or other services in the area, or (vi) any other development in the area. and (b) adopt a plan for that area to be known as the "(name) Area Redevelopment Plan". 64 A by-law adopting an area redevelopment plan may, (a) in accordance with this section and section 73, provide for the imposition and collection of a levy to be known as a redevelopment levy, and (b) authorize a development officer, with or without conditions, to perform any function with respect to the imposition and collection of the levy as is specified in the by-law. 65 An area redevelopment plan shall conform with any land use by-law and any other statuatory plan (a) affecting the area that is the subject of the plan; (b) describe (i) the objectives of the plan and how they are proposed to be achieved, (ii) the proposed land uses for the redevelopment area, the proposed public roadways, public utilities and other (iii) services, (iv) the location of reserve land, and (v) the recreational and school facilities likely to be required; (c) where a redevelopment levy is to be imposed (i) state the one or more purposes for which it is imposed, and (ii) specify the proportion of the levy collected that will be paid to a school authority, if any; (d) describe proposals for the acquisition of land for any public municipal use, school facilities, parks and recreation facilities or such other purposes as the council considers necessary; (e) contain such other proposals as the council considers necessary. 25

APPENDIX III PLANNING DEFINITIONS

APPENDIX III PLANNING DEFINITIONS The following are planning terms that occurred throughout Working Paper #2. For clarification, these terms are defined. dl. Issues Planning matter that is unsettled, in dispute or there is a point of debate, controversy or disagreement. d2. Opportunities A set of circumstances cr conditions that will provide a good chance for advancement or progress. d3. Policies Courses of action or a set of rules adopted and/or persued by government party or agency as being a prudent, expedient or advantageous procedure undertaken in attaining goals or achieving objectives. d4. Objectives Statements for attaining an end result or ultimate accomplishment. Often used synonymously with "goals". d5. Principles Statements which indicate rules of conduct in attaining an objective or goal. d6. Strategies Careful plans or methods devised toward the accomplishment of an objective or goal. d7. Diversity Diversity refers to having differing, various forms or structures, possessing a variety of qualities. d8. Vitality The quality of possessing lively or animated characteristics. d9. Plan Process A Plan process is a natural progressive continuous operation marked by a series of changes and occurrences that succeed one another in a relatively fixed way and lean toward the completion of a plan. The purpose of a process is to indicate how a plan will be completed, what will be achieved by it, and how a plan will affect and be affected by other planning issues.

III

WORKING PAPER No.3

Present 'Trends & Future Prospects

Table of Contents PAGE

WORKING PAPER No.3 A. INTRODUCTION

B. SUB-STUDY AREAS 1. Introduction 2. Civic Centre 3. Core Commercial Area 4. Warehouse Area Railway Lands 5, 6. McKay Avenue 7. Provincial Government Centre

7 8 9 11 13 14 17 18

19 20 21 25 27 29 31 32 35 37 38 41 43 47

ISSUES 1. Introduction 2. General Issues 3. Office Development 4. Retail/Service Development 5. Residential Development 6. Industrial Development 7. Parks and Open Space 8. Public and Semi-Public Uses 9. Social Services 10. Transportation 11. Parking 12. Historical Conservation 13. Urban Design

D. CONCLUSION 1. Feedback 2. The Next Step

51 52 53

FOOTNOTES

Appendices APPENDIX I APPENDIX II APPENDIX III APPENDIX IV APPENDIX V APPENDIX VI

Planning Definitions Existing Downtown Planning Policies The Development Application Procedure Transportation Information Parking Information Historical Conservation Information

Maps and Figures Map No. Name 1. Sub-Study Areas 2. Civic Centre 3. Core Commercial Area 4. Warehouse Area 5. Railway Lands 6. McKay Avenue

55 57 61 77 79 85 95

8 9 11 13 14 17

PAGE 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18.

Provincial Government Centre Planning Issues C.P. Rail Relocation Study Decentralization Alternative #1 C.P. Rail Relocation Study Decentralization Alternative #2 C.P. Rail Relocation Study Decentralization Alternative #3 Land use Classification Office Development Residential Land Use Existing Parks and Open Space Public and Semi-Public Uses Parking Historical Structures

Figure No. 1. Axonametric - Downtown Development

18 19 21 21 21 23 26 30 33 36 41 44

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A. Introduction This working paper, entitled 'Present Trends and Future Prospects' is the third in a series of working papers for the Downtown Plan. This document represents the final step of the Plan Initiation Stage (Stage 1) and provides preliminary information and input to the Plan. identifies basic document The trends presently and issues (d.1) occurring in the Downtown that will enable decision-makers to arrive at a consensus regarding a future direction for Downtown. The issues identified will provide a common base for the understanding of the problems and potentials. 6

The document is organized into three major sections: Section B provides a description of the six sub-study areas of the Downtown. Section C comprises the major bulk of the report and discusses issues that are presently affecting the Downtown; and the current status of these issues. Section D is the conclusion to the report and outlines the next step in the Downtown Plan Process.

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B.1 Introduction For the purposes of preparing this Downtown Plan, the area has been divided into six sub-study areas (Map 1). These areas are generally defined by the regulations of the Land Use Classification Guide (see Map 12). The analysis of each sub-study area provides a basis to formulate specific planning guidelines that could be incorporated into both the Area Redevelopment Plan and the new Land Use Bylaw. There are general principles contained in Chapter X of the General Municipal Plan that may be applied to the Downtown area, often however, the principles are not sufficiently detailed to be implementable (Appendix 2).

Sub-StudyAreas map I

This chapter provides a description of each sub-study area by: -identifying a history of development; -describing the existing situation; and -identifying opportunities (d.2) for development.

The six sub-study areas are: -CIVIC CENTRE, -CORE COMMERCIAL AREA, -WAREHOUSE AREA, -RAILWAY LANDS, -MCKAY AVENUE AREA, and -PROVINCIAL GOVERNMENT CENTRE.

B.2 Civic Centre

In 1912 City Council, looking ahead to the City's future, recognized the need to reserve parcels of land between 99 and 100 Street from 103 Avenue to 104 Avenue for a civic centre. Due to the City's inability to raise funds for land assembly, the Civic Centre concept remained dormant for 13 years. In 1926, attempts to establish Edmonton's Civic Centre were again renewed, and by the end of World War II most of the land was acquired. Between 1947 and 1950, three plans were prepared for the development of the Civic Centre Area; however, all three schemes were grandiose and never received approval. In 1953, it was decided that a new City Hall, would be an impetus for the development of a Civic Centre. The City Hall project was endorsed by Council, and subsequently completed in 1956. The next attempt to develop a Civic Centre occured in 1961, when Webb and Knapp (1) prepared a plan, however, Commissioners recommended that the City not adopt it. A modified Civic Centre Development Plan was adopted by Council in 1962 and proposed the following types of development: an ornamental park between 99 Street and 100 Street, major convention hotels, a transportation centre for rapid transit, convention centre facilities, a legal building east of City Hall, a market square, a court house, a new Post Office, a new library, a recreational building, an art gallery, new office buildings, tourist buildings and facilities for parking. Today, the Civic Centre consists of institutional (d.3) government and uses, offices and hotels, and a small amount of development. Some developments have occurred since approval of the Civic Centre Development

Plan in 1962, and most of the buildings in the area are less than 15 years old. The focal point of the Civic Centre is Sir Winston Churchill Square, a park dedicated by the City in 1965. Several buildings front onto the square, providing a focus to this portion of the Civic Centre area. Several development proposals regarding the park have been received by Council; however no ultimate master plan has ever been adopted. Most of the Civic office space is located in City Hall and adjacent office buildings consisting of C.N. Tower (1963), Centennial Building (1967) and Century Place (1975). The development of cultural buildings in the Civic Centre began in 1967 as the City undertook construction of a new library as a Centennial project. Since then, the Art Gallery (1969) has been completed to the east of City Hall and the Citadel Theatre (1976) to the south.

library and the Four Seasons Hotel (1978) west of City Hall are recent hotel developments. Office space developments include Phase I and Phase II of Edmonton Centre (1974), Century Place (1975), Phipp-McKinnon (1977), and Sun Life Tower (1978). Two residential complexes are also located in the Civic Centre: Avord Arms, a 25storey building; and MacDonald Place, a 26-storey building.

Sir Winston Churchill Square, looking southeast

Public service (d.4) facilities include both the fire and police stations. The police station, east of Churchill Square, has become obsolete and plans are currently underway for the construction of a police headquarters east of 97 Street on 103A Avenue by 1981. The #1 Fire Hall is located on to will relocate 98 Street and 107 Street at 102 Avenue with #2 Fire Hall in the near future. Provincial and Federal Government buildings in the Civic Centre include the Provincial Law Courts Building (1972) and the Federal Post Office. The Law Courts Annex is planned for completion in 1980. This development will integrate a pedway (d.5) and plaza with the L.R.T. Station, City Hall, and other adjacent developments.

Major hotel, residential and office developments have increased during the past 5 years in the Civic Centre. The Edmonton Plaza Hotel (1974) south of the 10

Retail uses (d.6) in the Civic Centre are not predominant. Only one major retail complex exists, that being Edmonton Centre. The Centre contains a tri-level enclosed square surrounded by shops and a major department store. The remainder of retail uses in the Civic Centre are small businesses located at the ground level of office buildings along 100 Street, 97 Street, Jasper Avenue, and 101A Avenue. Although major office, institutional and retail developments have occurred since 1962, there are several opportunities for redevelopment in the Civic Centre. A major development that will have an impact on the Downtown area will be the Southeast Civic Centre, a four-block site adjacent to the Citadel Theatre and the Sun Life Building. The concept plan approved in principle by Council on June 27, 1978 proposed a Government of Canada Building, a hotel facility, an office/retail complex, and a pedestrian/ open space system. The pedestrian network will link Churchill Square and the River Valley. The Convention Centre has received preliminary approval by Council, for design and site considertations. The location for the Convention Centre development is along the bank of Grierson Hill between 97 and 99 Streets. Planning for expansion of City Hall facilities is in its initial stages. A design competition has been commissioned by Council. Existing City Hall facilities have been overcrowded for several years, and office space has been

leased in adjacent or nearby buildings. The site presently considered for a City Hall Annex is the City Hall parking lot. The Pedway System developed in conjunction with the Light Rail Transit System connects City Hall, the Art Gallery, Chancery Hall, the Library and the Plaza Hotel. Space has been provided for retail facilities in the concourse of the L.R.T. Station.

Future Prospects -completion of pedway system within area, and integration of Churchill Station with new surrounding developments, -development of future municipal, provincial, and federal government office space. -development of future retail space,

104 Ave., 99 St., looking south

-additions of future hotel accommodation,

B.3 Core Commercial Area

The boundaries of Edmonton's Core Commercial Area are indicated on Map 3. The most important commercial streets are Jasper Avenue before 100 Street and 109 Street, and 102 Street before 100 Avenue and 104 Avenue.

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The City's first commercial district was on Jasper Avenue between 99 and The commercial district 95 Streets. expanded as construction of the major buildings took place west of 99 Street. Building at this time included the McLean Block (1909), the Northwest Trust Building (1909), the Tegler Building (1911) and the McLeod Building (1915). In the early 1950's, Edmonton began experiencing strong growth. The CN Tower of the construction (Edmonton's first skyscraper) in the early 60's marked the beginning of a boom in commercial facilities. Commercial uses in the area represent the most intense development in the City. As well as providing necessary service facilities for the City, the area is the centre of the office/retail facilities for the Edmonton region, is the major business centre for northern Canada and contains the major portion of office space in Edmonton. It includes the AGT/ Imperial Oil complex, Capitol Square, and the main offices of most (Toronto institutions financial Dominion, Permanent Trust, Bank of Commerce, Bank of Montreal, etc.). A office of concentration second between is located development 107 Street and 109 Street, and Jasper

Avenue and 99 Avenue. Much of this office space was developed to serve the Provincial Government Centre to the south. The central portion of Jasper Avenue, 102 to 106 Streets, is primarily smaller retail facilities, with a major focal point being The Bay, located between 102 and 103 Streets. In addition, 102 and 101 Streets north of Jasper Avenue are primarily retail in nature, including larger stores such as Zellers, The Met, and Kresge's. Anchoring the retail in the northeast is Eaton's connecting to Edmonton Centre. The trend in recent years has been toward the construction of integrated office/retail facilities. McCauley Plaza, developed with the AGT/Imperial Oil Building, was the first planned retail centre of this type in Downtown, and provided the first underground shopping facilities in Edmonton. Most recent office buildings now provide ground floor retail facilities. A further trend is toward redevelopment of Jasper Avenue retail facilities to office facilities. Land consolidations indicate that the majority of Jasper Avenue could be redeveloped in the next five to ten years to mixed office uses with retail uses at the ground floor.

Future rospects -development of future office/retail space, -addition of future entertainment (after working hour) facilities, -development of possible pedestrian malls, -continuation of L.R.T. line, Commercial and Office Area 12

-beautification of Jasper Avenue.

B.4 Warehouse Area The Warehouse Area is bounded by 101 Street, the lane north of Jasper, 109 Street, and 104 Avenue (Map 4). The Warehouse Area emerged in the early 1900's when the growth of Edmonton encouraged the Hudson's Bay Company to release land for private ownership. As a result the parcels adjacent to the C.N. Railways (then the Canadian Northern Railway) and the C.P.R. were bought and utilized for industrial warehousing and wholesaling activities. By the Second World War, the warehouse district was well established and buildings were generally between one and four storeys high. Other prominent uses in the warehouse area were private residences, rooming houses, and hotels. Retail/of fice uses were found along the eastern and southern boundaries.

map 4

Today, the Warehouse Area is in a state of transition. Over one third of the total land area was vacant or occupied by surface parking. The wholesaling, warehousing, and light industrial activities have moved to new industrial parks in the peripheral areas of the City. The land is less expensive and facilities are better designed with sufficient space for loading docks, truck turning and more efficient storage and distribution of materials. A recent updated survey in July, 1978 indicated that the trend of declining warehouse/ wholesale activities is continuing. Three large warehouse/ wholesale buildings have recently been vacated. A major portion of the Warehouse Area is devoted to the car: for sales, service, roadways, and parking purposes. Land uses, residential occupied by especially single family housing and rooming/board ing houses, is rapidly decreasing as the remaining structures deteriorate with age and neglect and are eventually demolished.

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There have been some renovation projects and new developments that have added "life" to the Warehouse Area. The Boardwalk, Warehouse Restaurant, the Metals Building, and the Revillon Building are all examples of successful 13

rehabilitation projects of a retail/ office nature. However, there are still many old structures in good condition which would be suitable for rehabilitation in this area. Approximately twenty buildings have been identified (2) which are considered to be in good structural condition and possess rehabilitation potential due to their architectural qualities. An additional eleven buildings were listed as having "fair" potential for rehabilitiation and should considered be for conservation (d.7). As the cost of new construction continues to rise, the alternative of remodeling older buildings should continue to increase. The Warehouse Area has also begun to attract new development. An eight storey office building is under construction at 105 Street and 102 Avenue, and a two storey office and retail building at 103 and 104 Street. A large residential complex by Madison Developments is presently underway at 109 Street between Jasper and 102 Avenue. This may be attributed to:

-lower land costs in the Warehouse Area than in the Core Commercial Area along and adjacent to Jasper Avenue, -the land use classification regulations in the area, and -proximity to other Downtown facilities and services.

Future Prospects -retention of older, architectually significant buildings, -development of future office space, -development tial space,

of possible residen-

-removal of railway spur lines, -improvements to pedestrian circulation (sidewalk development).

B.5 Railway Lands

The Downtown Railway Lands, occupied by the Canadian Pacific Railway and the Canadian National Railway, were developed in 1919 and 1911 respectively. The original C.P.R. line was established in Edmonton in 1891, and was located at the Strathcona Yard, connecting Edmonton with Calgary to the south. In 1911, a second railway was completed to

Edmonton on the north side of the River by the Grand Trunk Pacific Railway Company and the Canadian Northern Railroad. The Grand Trunk and Canadian Northern Railroad eventually experienced capital deficiencies, and in 1919 the two railways came under public ownership forming the Canadian National Railroad. The completion of the Grand Trunk and Canadian Northern Railway spurred the extension of the C.P.R. south line in 1919 to the north side of the River, forming the C.P.R. Edmonton Yards. Railways played an important role in the early development of Edmonton. However, during the past few decades the trend has changed as other modes of travel and transportation have received emphasis and the railway and its yards are now regarded as obstacles to urban development. This is the case with both the C.N. and C.P. Yards, as evidenced by under-utilized land, visual blight, and disruption to the transportation network. Opportunities for residential, and commercial development exist pending the relocation of the C.P. and C.N. Rail Yards. These opportunities are being explored by the respective Railways and the City of Edmonton.

C.P. Lands Avenue Yards (Jasper The C.P. 104 Avenue; 109 Street - 111 Street) and the main line running south of along 109 Street Jasper Avenue 110 Street form the western boundary of Downtown Edmonton. The C.P. Downtown Yard does not function as a true yard, but rather provides track area for interchange traffic, C.P. intermodal services, C.P. Express, C.P. Transport, and two local industries. Additional trackage is also available for car storage and container traffic.

C.P. Lines

The C.P. Downtown Yard area is surrounded by a mixture of commercial, industrial and residential land uses. Commercial uses front on the major arterials of 109 Street and Jasper Avenue. Mainly residential uses occur west of 112 Street. To the north of the yard is the C.N. Downtown Yard. The C.P. Yard has been declining in use as a rail yard in the past several years. It is still being used by trucking-related services. The old passenger station in the southeast quadrant of the yard has recently been demolished and has been converted to a surface parking lot. The intermodal, express and transport facilities, situated in the northeast section of the some yard, are experiencing overcrowding and require improvements, possible expansion, or relocation. The City is involved in discussions with investigate C.P. Rail to the feasibility of removing and relocating the facilities of the C.P. Downtown and Strathcona Railway Yards and connecting rail corridor. Two options are presently under consideration for redevelopment of the C.P. Downtown Yards. Option 1 assumes removal of all rail facilities and redevelopment of the Yard to high density residential uses (23 acres, 78 units per gross acre) with 15

some retail activities fronting 109 Street and Jasper Avenue. The population estimate for this area is 5,000 (3). Option 2 assumes that the C.P. main line would remain for interswitching purposes, but that the trackage would be realigned to the western edge of the yards. The land use would be similar to Option 1 except that the residential portion (104 to 102 Avenue; 111 to 112 Street) would be replaced by office/retail. The population estimate for this area is 3,700. Both options can accommodate 1,500 additional people if the Clark Lumber site/train track sites adjacent to C.P. lands are developed. Option 1 is considered the optimal long range solution. Development of 300 units per year over a four to six year period is expected. The selected options will be staged south to north in order to allow time to develop redevelopment plans for the C.N. Yards.

C.N. Lands

program by itself. However, through joint City/C.N./C.P. discussion, the the C.N.R. is currently reviewing plans for redevelopment of the C.N. Downtown Yard in line with the results of the C.P. Rail Relocation Program. Previous plans for the yard indicated that west of 101 Street to 107 Street would be hotel/ office land uses, and west of 107 Street to 116 Street would be residential development. This type of development would be a high rise residential that would be tapered to a lower profile as it moves toward the Civic Centre.

Future Prospects -development of future office/retail space, -development of future residential space, -integration with adjacent substudy areas by pedway connections, -development of possible L.R.T. line to the west and south of the existing line.

The C.N. Yard consists of 80 acres (55 acres in Downtown) on the northern boundary of the Downtown Area, adjacent to the C.P. Yard site. Interswitch activity between C.P. and C.N. is accommodated. The C.N. Yard is surrounded by industrial uses on the north side and predominantly warehouse uses on the south side. The C.N. forms a barrier to traffic travelling in a north-south direction. C.N. may relocate their yards in the near future. They had undertaken preliminary relocation study plans several years ago however, their application to senior levels of government for funding from the Railway Relocation and Crossing Act was denied. It is possible that C.N. relocation may occur even if the C.P. relocation does not, and C.N. would undertake the 16

C.N. Railyards

B.6 McKay Avenue McKay Avenue is predominantly a residential area located east of the Government Centre, south of Jasper Avenue, and west of Bellamy Hill Road (Map 6). The area was originally a single family residential district; however, it has experienced extensive redevelopment during the past fifteen years. Most of the structures of the original community that remain have some historical or architectural merit. The land use within McKay Avenue is: residential uses surface parking uses commercial/government uses open space uses McKay Avenue is designated under R-6 (high density residential) and R-7 (residential and special purpose office) land use categories in the Land Use Classification Guide. The land use category, and the area's proximity to the central core and Provincial Government Centre, have been the primary reasons for high density residential redevelopment of this neighbourhood. Residential uses in the area include high-rise apartment buildings, walk-up apartments, converted dwellings, duplexes, and an assortment of single family dwellings scattered throughout the area (Appendix 5). Recently two applications for development of high rise condominium apartments have been received. Retail uses in the area are mostly situated on the ground floor of office buildings, which are located primarily along 100 Avenue. The environment of the McKay Avenue neighbourhood is enhanced by the mature trees along the streets and avenues. McKay Avenue School is the only recreational facility in the neighbourhood. Future development will need to accommodate the natural topography of the River Valley bluff that cuts diagonally through McKay Avenue from Downtown to the Legislature Grounds.

There are some localized transportation problems in McKay Avenue. Large traffic volumes occur along 105 Street and 100 Avenue, creating potential safety problems for the area residents. Large amounts of surface parking and onstreet parking in the area detract from the overall quality of the residential environment. The Heritage Trail pedway, planned along the bluff of the River Valley, will cut diagonally through McKay Avenue. The Trail will be important in recreational terms to the McKay Avenue residents, due to its linkage with Rossdale recreation fields, River Valley walkway system and open space of the Legislative Grounds.

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Future Prospects -development of future open space to access the adjacent River Valley, -completion of pedway system.

-continued development of residential land uses, -restriction of through traffic,

B.7 Provincial Government Centre The Provincial Government Centre is located between two major residential areas, Oliver on the west and McKay Avenue on the east. The River Valley Road defines the south boundary and 99 Avenue, the north boundary. In 1905 Edmonton was designated as the Provincial Capital of Alberta. By 1907 construction had commenced on the Legislature Building which was officially opened in 1912. During this period a number of schemes for development in the area north of the Legislature Building were proposed; however, these proposals never materialized, and residential development subsequently occurred. The Natural Resources Building, Administration Building and Federal Building were the first buildings to be constructed. The AGT Building, the Transportation Building and the Terrace Building followed some years later. During the last twenty years most of the old residential buildings north of the Legislature Grounds were demolished and their sites consolidated into parking lots for government employees. The Legislature Building is one of Edmonton's most notable landmarks; in recent years its prominence has been diminished by the development of high rise office and residential towers on adjacent sites. An expansion program for the area has been proposed by the Provincial Government and is to include a 1,790 vehicle underground parking garage and a landscaped area north of the Legislature Building. The site plan will provide a flat surface for a landscaping and reflecting pool, and is designed to encourage public use of the Legislature 18

Grounds. The parking garage roof will span over 97 Avenue to the present Legislature Buildings and will permit traffic to pass under the roof through the structure. The parking structure will include an east/west concourse which connects at 98 Avenue to the proposed L.R.T. station on 109 Street. Pedway connections from other adjacent buildings on the site connect into the concourse level of the parking garage.

Future Prospects -development of possible L.R.T. line, -development of future open space/pedestrian facilities, -development of future provincial government office space, -addition of new parking and roadway facilities, -retention of view of Legislature Building.

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C.1 Introduction This chapter contains the major portion of this Working Paper. Its purpose is to identify issues (Map 8) and discuss the current status regarding the issues. General issues are discussed in Section C.2 that relate to all the functional areas (d.8), and then the remaining sections of the chapter discuss specific

issues under each functional area. The manner in which the issues are discussed show how they interrelate to each other. The next stage of the plan process: Stage II - Data Base and Analysis will provide further information and act as the basis to formulate planning strategies. (d.9)

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C.2 General Issues There are a lack of specific, implementable policies (d.10) and guidelines to direct development in Downtown.

i)GrowthAllocationsandProjections Growth projections prepared in the Canadian Pacific Rail Relocation Study (1978) indicate a continuing concentration of employment in Downtown. This trend has serious implications for Downtown since a continued emphasis on office development reduces opportunities for other land uses which could be more appropriate in terms of diversity, vitality and continuity. The following maps show three options shown in describing the redistribution of future growth in Edmonton. They differ in the degree of decentralization and the proportion of growth which could be allocated to Downtown and subcentres.

alternative! map9 Continuing the existing pattern of a strong Downtown with several subcentres.

alternative2 maplO Partial decentralization of new development away from Downtown to other sub-centres.

alternative 3 map 11 Significant decentralization through the development of a bicentred region.

However, the General Municipal Plan Review is exploring the concept of decentralization in conjunction with an assessment of a number of growth alternatives. These alternatives are: Trend Growth Option - representing a continuation of the City's present growth pattern characterized by a low denisty sprawllike form of suburban residential development and a concentration of office employment in Downtown. Compact Growth Option representing moderate increases in densities in the suburbs and inner city, and some decentralization of office space from Downtown to other areas of the City. Concentrated Growth Option - representing a majority of future regional growth concentrated within Edmonton's boundaries therefore increasing densities throughout the City. In addition, this option emphasizes significant decentralization of office employment from Downtown. The challenge in planning for future development Downtown will be to continue to provide for a mix of land uses in the area. This will be considered by the General Municipal Plan Review and in more detail during the preparation of the Downtown Plan.

Policies Several policies set out by the Municipal, Provincial and Federal Governments affect development in Downtown Edmonton, however, few of the policies directly control development as is the case with the Land Use Classification Guide. One 22

of the tasks in the remaining stages of the plan process is an evaluation of the existing policies and guidelines. Some basic policy decisions have been made (transportation policies, parking policies, parks policies) however until policy decisions are made on land use and their intensities, the principles set out in the General Municipal Plan and other planning studies will continue to act as the policy documents for Downtown. The principles in Chapter X of the General Municipal Plan are only general statements of intent concerning the development of Downtown. As stated in Chapter XVII of the General Municipal Plan, the principles are not official statements of policy but rather are necessary for the clarity, understanding, and completeness of the General Municipal Plan. The reassessment of old, and development of new policies is one of the major reasons for the preparation of the Downtown Plan. Therefore the Planning Department is undertaking a review of policies affecting Downtown development. The rapid growth in Downtown in recent years and projections for continued growth stress the importance of developing policies that will coordinate development.

iii) Guidelines Land use in the Downtown area is regulated by the provisions of the Land Use Classification Guide passed by resolution of Council in November, 1964. The Land Use Classification Guide allows a Development Control Officer appointed by City Council to exercise discretionary power in regulating the type of development in areas controlled by the guide. This method of development control considers each application for development individually with regard to its suitability for the proposed site and conformance with plans for the area.

The discretionary power exercised Use Land the through is Guide Classification particularly significant in a plan area as dynamic as the Downtown. An aspect of this flexibility however, is the right of the intended developer to appeal decisions made by the Development Officer to the Development Appeal Board. The purpose of this form of development control, as practiced under the Guide is to allow innovative developments or more of combinations flexibile activities than would be possible under the Zoning Bylaw. The Zoning Bylaw, in contrast to the Land Use Classification Guide,

rigid relatively has specifications set out for each zoning category, where any amendments to the regulations are referred to the Municipal Planning Commission. This Commission then submits the application with their recommendations to Council. Under the provisions of the Land Use Classification Guide, bonuses in the CC and C4 districts are granted up to a maximum F.A.R. (d.11) of 10:1 for amenities such as open space, public plaza areas, pedways, and setbacks from property lines. A major problem of development control as exercised in Edmonton has been that the bonusing system has not been consistent for new developments.

Zoning Bylaw

Land Use Classification Guide map12

Bonuses granted for the same amenity may vary depending on the development. Without a plan for the area, developments must be assessed on individual merit rather than on a comprehensive basis. Therefore the criteria used to grant density bonuses is often not appropriate to all areas in the Downtown.

Axonometric â&#x20AC;&#x201D; Downtown Development fig.!

An axonometric (three dimensional) figure, (Figure 1) is included showing the maximum permissible density the built form of Downtown could assume if given the maximum floor area ratio of 10:1 in the C4 and CC districts.

C.3 Office Development Issues: 1.

Concentration of Mace development Downtown has resulted in little activity after normal working hours.

New office development is considered on its own merit without consideration of overall development objectives for Downtown.

Current Status: Office developments are the largest consumer of Downtown land other than roadways. Reasons for the concentration of office development in Downtown are: i)the regional transportation system focuses on Downtown; ii)Downtown is the centre for municipal and provincial governments which are large users of office space; iii)Downtown is the only area of the City which has a land use control designation which allows high density office development; iv) there is a proximity to other support and centralized services; and v) high land values dictate this type of land use. Downtown presently contains over 75% of the office space in the Edmonton subregion (1976 estimates of 10.7 million sq. ft. of office space in Downtown) and accommodates approximately 25% of the City labour force. Office development is concentrated in the area around City Hall/ Churchill Square and the area north of the Provincial Legislature. These areas are joined by a strip of office development (mixed with other land uses) extending along Jasper Avenue from 99 to 109 Streets (Map 13).

102 Ave., west of 100 St.

Office land uses are often sterile areas after working hours. Concentrations of offices that are not mixed with other land uses create areas of inactivity. Office developments are able to afford the high land costs Downtown and revenues generate generally substanitally higher than other land uses. 25

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Projections prepared by the C.P. Rail Relocation Study based on a continuation of existing trends indicate that approximately 65% of new office development will locate in the Downtown. By 1996, the total supply of office space Downtown is expected to be Other square feet. 17.6 million projections being prepared by the Planning Department taking into account average absorption rates indicate higher rates for office growth. Employment Downtown is projected to remain at 25% of the total City labor force until 1996.

Office Development south of C.N. Railyards

C.4 Retail/Service Development Issues: 1.

Retail/ service uses outside the Downtown are increasing while retail/ service development within the area are decreasing.

The retail environment is not as attractive for shoppers and pedestrians as the suburban shopping centres.

Retail space at the ground level is being replaced by banks and financial institutions in Downtown.

Current Status: The Downtown has traditionally been the major retail centre in the Edmonton region. This is due to several factors: i) it is the oldest part of Edmonton and has had the longest time to establish and develop a wide range of retail/ service activities; Edmonton Centre 27

ii)the large concentration of office employment in the central area provides a market for retail/ service businesses; and iii)the historic development of the transportation system. The General Municipal Plan Review estimates that there are approximately 4 million square feet of retail/ service space in the Downtown area. Estimates for retail growth (in Downtown) at an average approximately of about 90,000100,000 square feet per year which would increase the existing space by approximately 50% (to 5.9 million sq. ft.) by the year 1996. Assumptions made for these forecasts include the calculation that Downtown will absorb between 15-20% of the City's total retail growth. They assume that 80-85% of future growth will be allocated to suburban shopping centres and new "town centres". Shopping facilities are concentrated in three main areas: Edmonton Centre and Eaton's Department Store; the Bay on Jasper and 102 - 103 Street; and

McCauley Plaza - an underground shopping mall in the Downtown. Strip commercial development occurs between these "nodes" - along Jasper Avenue and 101 and 102 Streets. The location of retail/service facilities is as follows: there are three major hotels in the Civic Centre area and a number of hotels and motor hotels located throughout the Core Office/Commercial Area and the McKay Avenue area. Restaurants and lounges are distributed throughout the entire Downtown. Service trade activities of a repair and "industrial" nature are primarily located in the Warehouse Area. Preliminary observations indicate that while the actual amount of retail/service space has increased in the Downtown, more and more specialty shops, boutiques, restaurants, entertainment establishments and movie theatres are locating away from the area to suburban shopping centres. The land costs are lower and ample parking space is available. The decentralization of retail uses contributes to a lifeless

101 St. Commercial Strip 28

Downtown after working hours. Additional factors causing the lack of vitality (d.12) are: i) lack of retail continuity. Individual shops and centres are interrupted by parking lots, banks and other non-retail uses at the ground level; ii) unattractive walking environment. There are no pedestrian malls, very

few attractive plazas, courtyards, and parks, and no variation in pavement texture, signs, lighting and street furniture (d.13) at the sidewalk level; and iii) lack of short term inexpensive parking for shopping during the day and entertainment purposes during the evening.

C.5 Residential Development Issues: 1.

Affordable housing accommodation is on the decline in Downtown.

There is a lack of variety of housing types and sizes Downtown.

Isolated residential developments are poorly integrated with other land uses in Downtown.

Current Status: According to the Edmonton Civic Census (1977), the residential population of the Downtown area is approximately 7,000 people. There is an increasing demand for housing in, and in close proximity to, the Downtown as evidenced by the redevelopment pressures experienced by the inner-city communities of Oliver, Garneau and Boyle Street. The McKay Avenue Area houses a major portion of the resident population of Downtown. Presently, aside from Chapter X, Section C(iv) of the General Municipal Plan, there exists no guidelines which would ensure a quality development of a comprehensive nature. Land values in Downtown tend to discourage residential

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land uses unless incentives are provided since the return on investment is far greater for commercial land uses than for residential. Since the conditions under which office use is permitted as a Special Use are not clearly defined in the Land Use Classification Guide nor the General Municipal Plan, the Planning Department rezoning/development received has applications for the conversion of land use in the R-6 district to the office densities allowed under the R-7 district. The Planning Department however, has recommended retention of land available for residential development in the Downtown since receiving Council's direction to investigate ways and means of initiating and stimulating housing in Downtown.

108 St., north of Jasper Ave.

The Downtown Housing Study being undertaken presently will address these concerns and will be completed in April of 1979.

C.6 Industrial Development Issues: 1.

Industrial is underutilized by the present tenants in the Downtown.

Current Status: The majority of industrial land is located along the C.N. line and in the Warehouse Area (under the C-M Land Use Classification Guide). The availability of new industrial parcels in the peripheral areas of the City are more attractive locations for industries presently located in Downtown. The horizontal design of new buildings is more efficient for the handling of goods than the vertical design of those in the Downtown;

Warehouse Area

consequently more and more buildings are vacated each year. Obsolete buildings in poor condition have been demolished either to make way for new structures or 31

to provide parking lots as an interim use. There are still a number of well

maintained buildings in use and a number in adequate structural condition that could be rehabilitated to accommodate new uses. The City is looking at a strategy for industrial land development (5) within the General Municipal Plan Review. Presently Chapter X of the existing General Municipal Plan details general principles for the C.M. district: (i)"Activities in this area should be concentrated and prevented from expanding beyond its present limits. (ii) Building density and site development should be held at a low level. (iii) Adequate off-street truck loading and parking space should be provided for each development.

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(iv) The amount and type of outdoor storage should be limited and unsightly storage should be screened from street view."

C.7 Parks, Open SE cce and Recreation Issues: 1.

Parks and open space in Downtown are poorly distributed.

Downtown lacks detailed and implementable policies for parks and open space development.

The Parks and Recreation Department considers the Downtown to be a low priority area in the funding of parks and open space.

Current Status: plazas, Downtown contains parks, sidewalk widenings, courtyards, pedways, beautification projects, and recreation facilities (Map 14). A major concern in the provision of parks and open space is the dispropriate distribution of parks and open space Downtown. The Civic Centre, the Provincial Government Centre and McKay Avenue provide the pedestrian with muchneeded relief fom high rise development,

Downtown for health and fitness purposes would enable workers and residents the opportunity for year-round access to recreation space and could be incorporated into office buildings as amenities. New development projects such as Yale Properties (105 Street and Jasper Avenue) will provide several squash courts and a running track in their building. Already several high residential developments rise

however the Jasper Avenue, Warehouse Area, and the Railway Lands are deficient in parks and open space. Although several recreation clubs exist in the city, few are located in the Downtown. Clubs that are located in the Downtown include the YMCA, the YWCA, and the other private recreation facilities such as karate studios and billiard halls. Recreational facilities in the

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and ranked according to various deficiencies. The parks and open space requirements of the Downtown however are unique, and therefore, the standards which are used to determine community deficiencies for parks and open space cannot be applied to the Downtown area. The fact that there is no city policy dealing with parks and open space in the Downtown area results in the Downtown being a low priority item for budgeting. The visible evidence of the disportionate amount of funds allocated to the Downtown area in comparison to the revenues generated and monies spent in other communities is apparent in the poor distribution of parks and open space, lack of continuity and variety, and relative inaccessibility of attractive public areas.

throughout the City provide recreation rooms, pools and lounges as features to attract clientele, indicating that a need for this type of space exists. Downtown presently lacks detailed policies that are implementable even though there are some general policies and principles contained in the Parks Master Plan and General Municipal Plan. Within the development agreement process new development is not required to provide much open space as long as the land use regulations are met. The high cost of land is also a major constraint from developers point of view in acquiring parks and open space. A system of environmentally protected, functionally convenient open spaces is being established through the Pedway Concept Plan. This is a concept plan approved by City Council that provides a common set of principles to guide future redevelopment regarding pedestrian walk-ups. A comprehensive system defining the requirements for open spaces will be developed within the Downtown Plan and regulated by the Land Use Bylaw. The budget expenditures by the City for parks and open space in communities throughout the City are determined on a priority basis. Community facilities are compared with established standards 34

Beaverhills Park

C.8 Public and Semi-Public Uses Issues: 1.

Public land uses are often not integrated with adjacent land uses in Downtown. There is a shortage of government owned office space in the Downtown.

Current Status: Public and semi-public uses (d.14) consist of educational, cultural and sports facilities; churches; medical facilities; utilities and public services; and government buildings. Government uses have required a central location that provide convenient access to the public and enables coordination between agencies and different levels of government. Public and semi-public uses have not always been integrated with adjacent land uses. Public buildings of the Civic Centre have expanded eastward towards the Boyle/McCauley area in the past decade and may continue to do so in the future. Planned future development east of 98 Street includes the Remand Centre, Southeast Civic Centre, Police Headquarters, and Convention Centre. A result of large scale public development in the Civic Centre is that the adjacent areas will be significantly affected by redevelopment pressures. Large scale development projects will create transportation problems and parking facility requirements, alter the character of adjacent neighbourhoods, and possibly require the relocation of area residents. Future growth requirements of public and semi-public uses should be coordinated with existing

Edmonton Art Gallery

developments to ensure that public uses are compatible with the surrounding land uses. Presently there is a lack of provincial and municipal government owned office space in Downtown. Many of the municipal buildings have been at capacity for several years, and City Departments have had to locate in leased office space. Some municipal expansion programs are in the planning stages; however, it will be several years before the current shortage is alleviated. Proposed municipal facilities are City Hall Annex, Police Headquarters, Remand Centre, and the Fire Hall Annex. Provincial office demands have been met in the past years through the private sector, and it is anticipated that private development in the Provincial Government Centre will continue to meet future expansion requirements. 35

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Alberta Government Centre City of Edmonton Utilities Area Renfrev Pack ll h Games Headquarters Comm Orton& Armouries 5. McKay Avenue School 6. Oliver Federal Building 7. Y.W.C.A. 8. Alberta Government Telephones 9. Alcoholism Foundation 10. II. Red Cross Jarvis building (Federal) 12. Workmen's Compensation Building 13. Public Works of Canada 14. 108 Street building IS. Alberta Vocational Centre 16. Unemployment Insurance Commission 17. No. 2 Fire Hall 18. Annex No. 2 Fire Nall 19. Edmonton Telephones Exchange 20. Beaver 11111 Park 21. Beaver House 22. Bea Depot 23. 24. Park Alberta College 25. Alberta Mephone Tower 26. Treasury graneh 27. 28. Library 29. Edmonton Telephones Alberta Government Telephones Annex 30. Alberta Government Telephone 31. Y.M.C.A. 32. 33. Land Titles Memorial Legion 34. City of Edmonton Communications Building 35. 36. City Hall 36. City Hall Annex Post Office 37. Remand Centre 38. 39. Police Building Court gouge 40. 41. Art Gallery Manicipal Court Building 42. .43. Police Station 44. Churchill Silence 45. Citadel Theatre 46. Federal Civic Centre Area Convention Centre 47. City Market 48. Salvation Army 49. SO. City Day Care Centro Chinese Elders Illusion 51. Boyle Street Community League & Park 52. R.C.K.P. Site 53.

2. 3. 4.

1000 300

Public and Semi-Public Uses map 16

amv

C.9 Social Services Issues: 1.

The Social Services Department has insufficient indicated that funding is allocated to social services to meet the demands of Downtown residents and users.

=Moms

Current Status: Most of the social services in the Downtown are available to the city wide population and not limited for the exclusive use of residents in Downtown. These include: i)senior citizens societies, ii) native peoples organizations and counselling services, iii) mental health services, abuse drug and iv)alcoholism services. Other programs in close proximity (Boyle Street, McCauley) are: Or transient for 0 hostels temporarily homeless men and women, ii)associations for handicapped and disabled people, and welfare for iii) organizations recipients. The social services provided in the Downtown serve both the Downtown residents and the City population at large. The centralized location of social services provides convenient access for the general population. The 1977 Civic Census indicate that the Downtown contains a higher than average proportion of transients, senior citizens and one person households (62.3% of the Downtown population). Of these, a significant number of people have higher than average requirements for social service and assistance programs.

Downtown does not contain a large number of families with children; therefore the services family-oriented need for recreational children's (including facilities, day care and counselling services) has been low. Efforts to residential a larger encourage will be in Downtown component accompanied by the expansion of existing services or additions of new ones. The need for new programs cannot be assessed until the composition of the new residential development is known. Some new social services may be incorporated as a part of new development. Social services in the Downtown are provided through public and private agencies. The City plays an important role in the services they provide and the Provincial Government funds private organizations. Because of the number of agencies involved in the provision of social services, problems are to be expected in the delivery of the services to those who need them (i.e.: coordination, funding, shared responsibilities of agencies). However any increase in the resident population of Downtown will have to be accompanied by increases in social services whether it be day care facilities or counselling services. 37

C.10 Transportation Issues: 1.

Downtown is becoming increasingly congested with vehicular traffic.

There is a need for increased transit ridership to, from, and within Downtown.

The Pedway system is incomplete, lacks continuity and is poorly defined.

There is a need for a coordinated transportation strategy in Edmonton.

Current Status: Vehicular Traffic Downtown Edmonton is experiencing severe roadway congestion and solutions are required to deter the increasing percentage of daily trips by vehicles to

Downtown. Many of the major through streets are accommodating maximum traffic flows and have little room for expansion, thus becoming inefficient in their ability to handle vehicular circulation. In 1971, Downtown attracted 27% of all work trips and by 2001 Downtown is expected to increase this attraction to 41% (Appendix 6). Congestion is also causing increased travel times in all directions. Cordon capacities (d.15) for the Downtown area indicate the projected vehicular volumes in Downtown will exceed the existing capacity by 6,000 vehicles in 2001. Congestion problems are also apparent at intersections, as several intersections in the Downtown are considered to be at maximum capacity. The Planning Department has indicated that future transportation planning in Downtown will investigate means to improve central area bypass in order to reduce the number of vehicular trips through the Downtown. As well the General Municipal Plan Review is currently studying the transportation problem in order to determine the optimum level of growth required in the Downtown.

Public Transit

101 St., looking south

Public transit has gained popularity over the past years as exhibited by an increase in its share of additional trips from 22% in 1971 to 34.3% in 1976. The planned Light Rail Transit (L.R.T.) system offers the greatest potential to encourage the use of public transit in Edmonton. Presently, the system has one line completed to the northeast sector of the City.

_4/6/./7-

Edmonton Transit has recently completed the "Downtown Transit Circulation Improvement Plan". The Plan provides operational improvements and cost savings to the public transit system through the following methods: transit layovers, re-routing of bus lanes, efficient connections with L.R.T., improved transit schedules, savings on peak hour bus travel times, and improved transit service coverage (Appendix 6).

Pedestrian Circulation The Pedway Concept Plan, adopted by Council on July 13, 1977, puts forth recommendations for the future development and management of a Downtown pedway network. The network contains at-grade, above-grade and below-grade connections and is intended to provide

the pedestrian with a safe, convenient, attractive and sheltered walking environment. Currently, the system is in its initial stages with several linkages already complete. Many of the pedways in the Downtown atgrade could be improved. For the pedway system to be effective, at-grade pedways will require proper signage, widened sidewalks, street furniture, landscaping and in some cases, a weather protected environment. The present system is incomplete, has unsatisfactory hours of operation, and frequent changes in grade levels. Although the pedway incorporates all three grade levels, it would benefit by minimizing grade level changes in Downtown in order to improve the overall continuity of the system. An opportunity for enhancement of the Downtown is the development of the River 39

The comprehensive Transportation Plan is divided into three parts: i)Part 1 presented an overview of the and Plan Transportation specifically dealt with guidelines, policies and concepts. Part 1 was completed and was approved by City Council on July 15, 1974.

McCauley Plaza Pedway

Valley walkway and bikeway system with the pedway network of the central core area. The River Valley bluff provides an excellent opportunity for a promenade along the bank, extending from the proposed Convention Centre on the east to the Government Centre on the west. Furthermore, the top of the bank could provide a connection for bicycle trails from the remainder of the City to Downtown. A bicycle path could provide an access or bypass point which is safe, convenient and attractive.

Transportation Plans At present, the City of Edmonton lacks an overall transportation plan to aid in the coordination of future land use and transportation planning in the Downtown area. A comprehensive Transportation Plan for the City of Edmonton is currently being prepared by the Planning Department.

ii)Part 2 includes functional plans and implementation schedules for deemed facilities individual necessary to overcome immediate transportation problems. These plans and schedules apply to the period prior to approval of a recommended future transportation plan (Part 3). iii)Part 3 will be the long range planning strategy for both the Downtown area and the remainder of the City. Various transportation strategies, ranging from transitoriented to auto restraint, will be tested in order to determine costs and benefits for the City as a whole with specific recommendations. Due to the high intensity of the land use in the Downtown special attention is being paid to this area during the above process. Part 3 will be the key to the overall transportation study for the City and its major purpose is various assess the to implementation transportation strategies that could be employed, and recommend the approach to transportation for the next A process will be 25 years. developed to enable its periodic updating. Presently, Volume 1 of Part 3 has been completed.

C.11 Parking Issues: 1. 2.

The number of short-term parking facilities are insufficient, Parking facilities are being inefficiently used.

Temporary parking facilities require better landscaping and screening.

1 1.1 111 11/41

/41111

MB City-Owned Parking NM All Other Parking 0 feet 0 meter

1500 450

Parking map 17 41

Current Status: The various parking problems listed above are a result of a number of factors: increasing car ridership from areas outside of Downtown, increased office and retail activity, and less onstreet parking. In 1971 and 1976 parking supply and demand studies were undertaken by the the In 1971, City (Appendix 7). monthly, daily and hourly parking demand could be accommodated in Downtown; however, since 1976 this demand has been much greater than the available supply. The shortage of monthly parking stalls has encouraged workers to park on offstreet areas, and as a result has reduced the space available for hourly parkers. A Parking Study undertaken by the Planning Department in March, 1978 indicated that an extreme shortage of parking exists in the Downtown. Study results identified that: i) there are long waiting lists for monthly parking; hourly parking stalls are fully occupied; and

100A St., 101A Ave.

iii) monthly and daily employee parkers are occupying space that could be utilized by retail shoppers in the Downtown.

A major conclusion of the 1978 Parking Study was "detailed studies into the feasibility of providing long term offstreet parking in peripheral areas of Downtown should be investigated." The 1978 Study findings were: -There are many policy statements dealing with parking related issues, however, there are few policies identifying implementation methods or responsibilities.

103 Ave., 108 St.

-The City should investigate the feasibility of a Parking Authority for solving parking problems in specific areas of the City.

C.12 Historical Conservation Issues: 1.

Older buildings in sound structural condition are being demolished. The City has no policy in determining what is a historic structure. Existing codes and policies are a deterrent to the renovation of older buildings. The public is uninformed about the historic conservation of resources.

Current Status: Edmonton's history as a city has been brief and marked by very rapid growth since World War II. Little physical

evidence remains to remind us of Edmonton's heritage before the "Oil Boom" in the late 1940's. Historic conservation for purposes of the Downtown Plan will consider buildings of historic significance. This category will include distinctive older buildings (pre-1925) and monuments, plaques and statues which commemorate Edmonton's past. Apart from their historic significance as reminders of the early years of Edmonton's growth, older buildings are assets to the City because of the unique construction materials, techniques and architectural details which add interest to the streets. (Appendix VIII) The size and shapes of older buildings provide contrast to the highrise modern buildings and are more in

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1000 300

Historical Structures map 18

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Existing Historic Buildings 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28.

Alberta Legislature Building McLean Block Corona Hotel Arlington Apartments Old Land Titles Office (Provincial Historic Resource) A. W. Ross House Morris House Foote House McKay Avenue School (Provincial Historic Resource) First Presbyterian Church Jasper Block Cecil Hotel Revillon Building Rosary Hall (Gariepy HOuse) John McDougall House Stocks House Strand Theatre (Registered Historic Resource) King Edward Hotel McDougall Church (moved to Fort Edmonton Park) Northwest Trust Tegler Building McLeod Building Canada Permanent Mortgage MacDonald Hotel New Edmonton Hotel Alberta Hotel John Brown Building Dreamland Theatre

keeping with human scale. Pockets of older buildings are located in the Warehouse Area in the northwest part of Downtown and along Jasper Avenue east of these recently, Until 99 Street. buildings have been ignored although for potential the have they rehabilitation. Strong Downtown growth in the past 10 to 15 years has put increased redevelopment pressures on historic buildings. The Old Post Office, Courthouse and Library in the Civic Centre and numbers of fine residences (such as the McDougall Mansion) have been demolished to make way for new buildings. Older buildings remain on sites that are generally

underdeveloped in comparison with the heights and densities allowable under new land use controls. Land values have escalated to the point where developers have insisted that it is not economically feasible to rehabilitate. As well, determining what constitutes a historic structure has been a problem for the City. Legislative powers within the Municipality to prevent demolition of historic buildings are lacking. Buildings of provincial historic significance may be designated by the Province as historic sites and funds can be made available, to a maximum of $75,000, for restoration of the building. The Provincial Government is 45

Building codes, regulations and policies for fire, health and parking are a deterrent to the renovation of older buildings. Use of flammable building materials is restricted and standards for fire ratings, sprinkler systems and plumbing and electrical work which are required to bring a building to minimum standards may be prohibitively expensive. Property assessment policies do not differentiate between properties with older buildings and new ones, placing a heavy burden on the owner thus a disincentive to retaining otherwise sound buildings. Parking requirements in the renovation of older buildings are often a deterrent because it usually requires that a nearby lot be leased or purchased for customer parking.

reluctant to intercede in preservation of historic buildings especially since the removal of development potential which accompanies designation may mean a considerable financial loss to the owner. The City has not set a precedent for the retention of historic buildings in Downtown; however, the City Administration, concurred by Council on October 24, 1978, is developing a statement of City policy and procedure on historic preservation for this purpose. Powers to designate historic buildings may soon be granted to the Municipality under the Historical Resources Amendment Act of 1978. However, the proposal for payment for compensation for loss of development rights may seriously limit the instances in which the Municipal designation will be used. The City may not refuse demolition permits on grounds of historic or architectural significance in Downtown as is now the case in the Old Strathcona Heritage Conservation Area (6). 46

Recent examples of renovated buildings are Beaver House, the Revillon Building, Walden's Restaurant, the Boardwalk in the Warehouse Area, and the MacLean Block on Jasper Avenue. The Flat Iron Building and Alberta Hotel are candidates for renovation although their futures are uncertain. Although new interest has been shown in the renovation of old buildings, the public seems to be apathetic about the potential loss of these buildings. Public outcry at the destruction of older buildings is minimal and little pressure is brought for better use of our historic resources.

C.13 Urban Design Issues: Several new developments lack compatibility with surrounding buildings in terms of bulk, height, orientation and overall scale. 2. Design guidelines are not structured to allow the inclusion and setbacks amenities, of continuity of building facades at the street level in new basic to be developments requirement. 3. There is inadequate pedestrian environment in terms of streetscape improvements. 4. There is limited criteria to evaluate proposed development Downtown in terms of: i) micro-climatic influences and protection for the pedestrian climatic adverse from conditions associated with new building developments, ii) air, noise and visual pollution associated with traffic, signage, wiring and sidewalk paraphernalia, and iii) integration of the river valley and its views with Downtown development. iv) ensure conservation of character areas, topography and distinctive building in Downtown. 1.

and bulk height, appropriate building new in orientation developments. A Land Use Bylaw as well as the Downtown Plan, is being prepared that would provide detailed guidelines for new development.

The City is presently involved in design programs listed as follows:

a) Street Furniture Current planning is underway for the Street Furniture Program which will develop guidelines and recommendations for the design, placement and maintenance of street furniture items. Stage I of the Street Furniture report was received by Council on July 13, 1977 and identifies the problems of Street Furniture in Edmonton. Stage II which provided recommendations concerning design guidelines and implementation strategies was received by Council as information on February 13, 1979 and was referred as a working paper for incorporation to the General Municipal Plan Review.

Current Status: Many recent buildings have been designed with little relationship to one another. Ultimately, building design has contributed to poor cohesion of the physical form of Downtown creating an unattractive area with little image or character. A major contributing factor to poor building design has been the lack of design guidelines to ensure

Jasper Ave. 47

Provincial Law Courts Courtyard

b) Pedway Concept Plan The report (as detailed in the Transportation Section, C.10) entitled 'Pedway Concept Plan' has established a pedway network with above grade, atgrade and below grade connections linking several buildings in the Downtown. This report contains recommendations for the future development and management of a pedway network for the Downtown. The network is intended to provide the pedestrian with a safe, convenient, attractive and sheltered environment. However, more specific guidelines will be required in the future to ensure improved pedestrian spaces at the street level, continuity of building facades and the inclusion of amenities such as benches, trees, and sidewalk treatment in new developments. Open space and beautification projects in the Downtown are a low priority at budget time, and many of the pedestrian 48

amenities provided in Downtown in the future will be dependent on the private sector. Building design in the Downtown has not considered the effects of microclimatic conditions on the pedestrian. There are several examples in Downtown where sunlight is blocked to the street level by tall buildings or where wind amplification occurs along building edges. Micro-climatic conditions are increasingly uncomfortable to the pedestrian, considering Edmonton's cold northerly climate. Automobile noise, signs, overhead wiring, parking lots, deteriorated buildings, poles, garbage cans and mailboxes detract severely from the overall quality of the streetscape. As well, elements that would add to the visual attractiveness of Downtown have not been accentuated such as the river valley, views along the bluff and streets capes.

Several areas in the Downtown (i.e. McKay Avenue, Boardwalk) reflect a specific character, a result of the grouping of buildings, topography, streetscape and architectural or historical quality of an area. Many of these places are already familiar to the public, and areas such as this should have their identity reinforced by qualities. these of retention Unfortunately, during the past few years significant architecturally many buildings have been destroyed, further reducing the historical quality of Downtown.

Good urban design is lacking in Downtown Edmonton. The principles outlined in the "Urban Design" chapter and the "Central Area" chapter of the General Municipal Plan are general in nature and have proved very difficult for the City to implement. The Downtown Plan however will contain implementable urban design guidelines that can be incorporated into the new Land Use Bylaw.

Jasper Avenue, 100 St. 49

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Conclusion The preceding chapters of this working paper have discussed background information regarding Downtown Edmonton. For the plan process to proceed, endorsement of planning goals must be obtained from the various decisionmakers. Therefore, as a result of discussion from this paper and an examination of the existing policies affecting development Downtown, the Planning Department will submit planning goals to Council during Stage II of the process. The dynamics of Downtown necessitate that a position be adopted which is flexible enough to allow future change, and provides sufficient direction to enable the plan process to proceed.

Ultimately, the success of the Plan will depend upon: i) the degree of control, i.e., the effectiveness of the Plan to control development, and ii) the role of the various public and private agencies involved in the implementation of the completed Plan. Cities with attractive downtowns seldom maintain a laissez-faire attitude towards managing of development. Examples of exciting, vibrant core areas of cities are inevitably those which have guided and coordinated development. Now is the time to expect quality developments in Downtown Edmonton: when economic conditions are at their peak.

D.1 Feedback As stated in Working Paper #1: throughout the plan process there are key activity points where the public will be given the opportunity to review the progress and to provide comments on the content of the Plan. Therefore, interested individuals with comments or queries regarding this Working Paper are encouraged to contact the Planning Department, 8th review the progress and 52

to provide comments on the content of the Plan. Therefore, interested individuals with comments or queries regarding this Working Paper are encouraged to contact the Planning Department, 8th Floor, C.N. Tower, or to call 428-3110.

D.2 The Next Step Data collection and analysis is the next stage of the plan process. The feedback from the various decision-makers regarding the issues will influence the activities to be undertaken in this stage. The discussion generated by this working paper will indicate the areas

which must be emphasized in the data collection stage. During this stage, the Downtown Housing Study will be presented to Council and a detailed land use survey/ retail questionnaire will be undertaken.

Model of Downtown Structures

Footnotes (1) Webb and Knapp, Edmonton Civic Centre, February, 1962. (2) City Planning Department, Warehouse Conversion Area, February, 1976. (3) William Graham Consultants/Western Realesearch, City of Edmonton Canadian Pacific Rail Relocation Study-Urban Development Component Phase Three-Working Papers, April, 1978. (4) Alberta Provincial Government, Alberta Government Centre Report. (5) City of Edmonton General Plan Review. Planning for Edmonton's Future Growth: The General Municipal Plan, May, 1978. -One of the issues in the report is Insufficient Industrial Land Development. The forecasts indicate that the City will continue to play a strong role in fulfilling Regional residential land demand, but will provide only 50% of Regional industrial land demand. This trend reflects the movement of industry beyond City limits to cheaper land and the need for the City to focus on a strategy of industiral land development. (6) Planning Department, Development Control Resolution DCR1-294, passed by City Council January 28, 1975.

Appendices

PLANNING DEFINITIONS

EXISTING DOWNTOWN PLANNING POLICIES

III

THE DEVELOPMENT APPLICATION PROCEUDRE

TRANSPORTATION INFORMATION

PARKING INFORMATION

HISTORICAL CONSERVATION INFORMATION

APPENDIX I PLANNING DEFINITIONS

PLANNING DEFINITIONS

The following are terms that occur throughout the two reports. For clarification, these definitions are presented: d.1 Issue Planning matter that is unsettled, in dispute or there is a point of debate, controversy or disagreement. d.2 Opportunities A set of circumstances or conditions that will provide a good chance for advancement or progress. d.3 Institution An organization of a public or semi-public character involving a directing body and usually a building or physical establishment designated to serve some socially recognized and authorized end. d.4 Public Service Facility A use is considered public if it affects the public generally, or any part of the public, as distinguished from benefiting an individual or a few special individuals. d.5 Pedway This is an abbrievation for pedestrian walkway. Pedways may be at grade (sidewalks), underground, or above grade. d.6 Retail and Service Trade Retail and service activities are consumer-oriented. Retail trade refers to those businesses where actual goods or commodities are exchanged. Service trade activities deal with the exchange or performance of labour that may not produce a tangible commodity. These can include professional, maintenance and repair, personal, and/or incidental services. d.7 Historic Conservation and Preservation Historic conservation refers to retention of structures with historic value but not necessarily in their original use. Preservation implies that the building is returned to its original use and original condition.

d.8 Functional Area A category based on the type of activity occurring rather than on geographical limitations or land uses. d.9 Strategies A careful plan or method devised toward the accomplishment of an objectives or goal. d.10 Policies Courses of action or a set of rules adopted and/or pursued by a government party or agency as being prudent, expedient Or advantageous procedure undertaken in attaining goals or achieving objectives. d.11 Floor Area Ratio (F.A.R.) A formula for regulating building volume using an index figure that expresses the total committed floor area as a multiple of the area of the lot. d.12 Vitality The quality of having a lively or animated characteristics. d.13 Street Furniture This is the hardware of the street. It is composed of a collection of items placed on the street or sidewalk which are provided for public safety, the regulation of traffic, the convenience of the pedestrian, and the dissemination of information (e.g. benches, bus shelters, parking meters, traffic signal boxes, fire hydrants, etc.). d.14 Semi-Public Use A use is considered semi-public in that it generally benefits large portions of the public, but it may be privately owned and/or operated (e.g. Y.M.C.A., Methodist Church). d.15 Cordon Capacity This refers to the number of vehicles which can cross into or out of a select area within a given time period without causing traffic congestion (refer also to Appendix VI).

d.16 Urban Design This is the physical character and order of a city, and the relationship between people and their environment. 59

••

APPENDIX II Policies Affecting Downtown Development

Enclosed is a list of the existing policies affecting Downtown development so far adopted by City Council and a copy of Chapter X of the existing General Municipal Plan.

POLICIES AFFECTING DOWNTOWN DEVELOPMENT Polices are courses of action or sets of rules adopted and/or pursued by government party or agency as being a prudent expedient or advantageous procedures undertaken in attaining goals or objectives.

EXISTING LIST OF POLICIES FOR THE DOWNTOWN

A. General Policies This document contains a listing of policies affecting Downtown development adopted by City Council. The list may be amended by addition of such further policies as are determined from time to time by Council. When interpreting any planning issue or determining development capacities in Downtown, the Development Officer and a Development Appeal Board should be guided by these statements of City policy. There are a number of general municipal, provincial and federal policies that pertain to Downtown Edmonton. However, there are few that directly affect and coordinate Downtown development. Some basic policies have been adopted (transportation policies, parking policies, parks policies, etc., but until policy decisions are made on land uses, and the intensities, the principles of orderly growth set out in the existing General Municipal Plan and other planning studies act as policy documents for Downtown. However, the principles in the General Municipal Plan are only general statements of intent concerning the development of Downtown and cannot be adequately implemented without detailed planning, policy development and a specific detailed land use control mechanism. The reassessment of old, and the development of new policies is one of the major tasks in the preparation of a Downtown Plan. The existing policies are arranged under the following headings: General, Land Use and Density Movement, Growth, Economic, Social Services, Historic Preservation, Citizen Participation and Urban Design. 62

There are many acts, regulations and codes that substitute as policies in the general sense. This is a list of the most applicable ones affecting development. 1)Minimum Property Standards Bylaw 2)Zoning Bylaw/Land Use Classification Guide 3)Provincial Fire Protection Act 4)Public Health Act 5)Gas Protection Act 6)Provincial Electrical Protection Act 7)Alberta Building Code 8)Highways Traffic Act 9)Municipal Government Act 10) Edmonton Building Permit Bylaw 12) Clean Air Act 13) Senior Citizens Housing Act 14) Alberta Housing Act 15) Edmonton General Municipal Plan 16) Edmonton Power Rules and Regulations 17) City of Edmonton Power Electrical Bylaw 4056 (1973) 18) City Council ratified regulations for an Airport Vicinity Protection Area, January, 1977.

B. Land Use and Density 1.

Residential Policies a)General Plan Chapter 10(c-i, ii,iii,iv,v,vi) - Principles for Central Area b) Policy 4405.53(7) Public Housing and Social Assistance Families

c)Policy 4405.53(6) Definition of Public Housing in New Areas d)Policy Housing

4405.53(5)

Community

b) General Plan chapter 10 (Central Area) - Principles for Functional Areas #10a( iii)

e)Policy 4405.53(4) Public Housing Development 3. Office 0 Policy 4405.53(3) Public Housing Development g) Policy 4405.53(2) Public Housing Development on City-Owned Land h) Policy 4405.53(1) Public Housing Development i)Policy 4405.58(4) Senior Citizen Accommodation in Downtown Edmonton j)Policy 4405.58(2) Community Public Housing for Senior Citizens k) Policy 4405.58(1) Public Housing Development - Senior Citizens 1) Policy 4417.1592(1) Advertising of Experimental Residential Development

a) General Plan, Chapter 9 (Public and Semi-Public Uses) - General Principles Ps 1, 2, 4, 5 b) General Plan, Chapter 10 (Central Area) - Principles for Central Area: 4a; 10-b,d,e

4. Industrial a) General Plan, Chapter 7 (Industrial) - Principles for Industrial Development Ps 2, 8, 9, 10, 12, 14

m) Policy 4417.15926(1) Bonus in Apartment Development 5. Parks and Recreation n) A Housing Strategy for the City of Edmonton, Real Estate and Housing, 1978 o)General Plan Chapter 5 (Residential Development)

2. Retail Chapter 6 a) General Plan, (Commercial) - Principles for Commercial Development #1, 2, 3, 4, 5, 7, 8

a) Parks Master Plan 1970 - 80 - Recommendation: 27, 55, 8, 17, 18, 21, 14 b) General Plan Chapter 8 (Parks and Recreation) - Principle # 1, 2, 3, 5, 6, 7 (Page 8.5) - Principle # 1, 2, 3, 4, 5 (Page 8.2) c) General Plan Chapter 5 (Residential) - Principles for Residential Development # 7, 9, 14

d) General Plan, Chapter 10 (Central Area) - Principal 8(b), 10(a-i,

e) Top-of-the-Bank Policy

C. Growth 1. Growth a) General Plan, Chapter 4 (Urban Growth and Land Use) - Principles # 1, 2, 3, 4

0 Policy 4417.159(3) Building Intrusion into the River Valley g)Policy 5663.7(1) Sale of Public Reserves h) Policy 5630.32(1) Disposal of City Centre Land

D. Movement 1. Transportation a) Transportation Plan Part 1, Summary (Page 14-17) i)Pedestrians ii)Bicycles iii)Public Transit iv)Roadways

6. Public and Semi-Public Uses a) General Plan Chapter 9 (Public and Semi-Public Uses) - General Principles: 1, 2, 4, 5, 6, 7 - Educational Principles: 3, 10 - Public Service Facilities Principles: 1, 2 b) General Plan, Chapter 10 (Central Area) - Principles: 3(b), 4(a), 8(e), 10 (b - i,ii,iii,iv,v), 10(d-i,ii,iii).

b) General Plan, Chapter 12 (Transportation) Principles for transportation system: 2, 3, 4, 6, 7, 9 Principles for public transit: 1, 2, 3, 5, 6, 7 Principles for roadways: 1, 6, 8, 9 Principles for railway transportation: 1, 2, 3, 4, 5 c) General Plan Chapter 10 (Central Area) Principals for Central Area: 1 (a,b,c,d, e,f,g , h,i,j,k, 1) ; 2(b,c,); 10(a-I,II); 3(a); 10(c-II,III); 10(c-III)

7. Parking d) Pedway Concept Plan a) Transportation Plan Part I, Summary (p.17) b) General Plan, Chapter 10 (Central Area) - Principles for Central Area: 1(i,j); 10(a-i); 10(C- iv); 10(C-ii); 10(f-iii) c) General Plan, Chapter 16 (Urban Design) - Principles for New Design #4a 64

e) Policy 5887.57(1) Planning for Rapid Transit 0 Policy 5804.6(1) Sale of Lanes or Street g) Policy 5805.1 (Future Freeway Sites)

E. Economic

H. Citizen Participation

1. Financial Policy

1. Citizen Participation

a)Municipal Taxation Act, Section 9, 104 b) Provincial Assessment Manual, Section 1

17 Chapter Plan, a) General (Implementation) Citizen for - Principles Participation # 1, 2, 3, 4, 5 b) Mayor's Commitment: Increased Use of Community Resources

F. Social Services There are no approved policies however the following design guidelines are in use: a) Site Selection Criteria for Senior Citizen Housing b) Housing for elderly: Housing

Alberta

c)Day Care

I. Urban Design 1. Urban Design a) General Plan, Chapter 16 (Urban Design) - Principles for New Design 1, 2, 3, 4, 5, 6, 7, 8 b) General Plan Chapter 10 (Central Area) - Principles: 5(a,b,c,d,e); 6(a,b,c,d,e); 7(a); 8(c); 9

G. Historic Preservation 1. Historic Preservation

c)Policy 5729(1) Advertising Banners

Sites

for

a) The issue of Development Permits for Historic Buildings, 1976 b) General Plan, Chapter 16 (Urban Design) - Principles for New Design #7a

Chapter X

CENTRAL AREA INTRODUCTION The Central Area is the heart of the City. It is an area where the most conspicuous land use is that of retail business surpassed in importance only by the complex of business and government office services. The Central Area attracts functions that serve the Metropolitan Area and the region as a whole and those which require considerable interpersonal contact. Edmonton's Central Area may be defined more precisely by the following characteristics: — the greatest intensity of urban development, the highest land values, the largest and tallest buildings and, conversely, less open space than elsewhere.

— the City's greatest concentration of pedestrian and vehicular traffic; the focus of the transportation network. — an area with a combination of typical central uses, such as civic, provincial and federal governmental buildings, commercial and office uses, hotel and convention facilities, wholesale outlets and older housing and high-rise apartments. an area that can be delineated by man-made and topographical features (the C.N.R. yards to the north and to a lesser extent the older parts of the City around 97th Street to the east, the North Saskatchewan River to the south and the Groat Ravine to the west).

DIAG. 1 — THE CENTRAL AREA.

IrZ3 ERS3

CORE AREA CORE AREA EXPANSION CENTRAL AREA CENTRAL AREA EXPANSION CENTRAL AREA BOUNDARY

PEAK PEDESTRIAN INTERSECTION PEAK LAND VALUE INTERSECTION

â&#x20AC;&#x201D; an area that serves the everyday needs of the people of the City and the specialized needs of the people in the region and the Province. The Central Area contains a core where its general characteristics are most pronounced. Employment in this core is expected to increase substantially.

have on one another. These areas should be so arranged as to create the minimum amount of conflict to circulation of pedestrians, vehicles and goods between them within the limitations imposed by existing situations and developments. PRINCIPLES FOR THE CENTRAL AREA

Careful planning of facilities for the Central Area is, therefore, very important in order that activities and functions may efficiently and effectively serve one another and the region. GENERAL CENTRAL AREA OBJECTIVES 1. To maintain central Edmonton as an attractive communication and transportation centre where goods, services, ideas and opportunities may be conveniently and efficiently exchanged with other local, provincial or national centres.

1. Internal Circulation and Access Efficient, attractive access to central Edmonton should be maintained from the whole of the Metropolitan Area. A most important means of stimulating and concentrating development in the downtown is through the provision of a balanced transportation system consisting of public transit (rail and vehicular), automobile, pedestrian and parking facilities. (a)

Priority for the use of the Central Area street system should be given to traffic travelling to and from the Central Area. Through traffic not destined for the Area should use bypass routes.

(b)

The Central Area street system should efficiently distribute traffic to destinations in the Central Area and should make it particularly convenient and accessible for people from nearby high-density residential areas.

(c)

Major access routes to the Central and Core Areas should lead from the corners of the bypass and distribution rings, since these are the most efficient points of circulation and distribution.

(d)

Vehicles, goods and people should be carried as directly as possibe to multipurpose terminals. These would serve as parking terminals and would distribute people and goods directly to internal

2. To encourage administrative, financial, government and business headquarters to locate within the Central Area in order that services, professional or non-professional may be performed effectively and efficiently with close proximity to each other. 3. To make central Edmonton a specialized entertainment, cultural, educational, restaurant and hotel centre that will make a visit to the Central Area more informative and enjoyable. 4. To continue to make the Central Area attractive for people who work and live in it and patronize its basic functions by making available a wide variety of food, recreation, entertainment, personal services, medical and supporting activities. 5. To encourage central Edmonton to serve as an attractive high-density residential area for persons requiring a Central Area residence location. 6. To develop Edmonton's Central Area as a unique, attractive and dynamic urban centre to function as a symbol of the City and the great Northwest by serving as the stage for ,City, regional and national political, cultural, religious and other noteworthy events. 7. To assemble Central Area activities into compact functional areas according to the intensity of dependence that the activities

circulation systems and thus to their destinations. (e)

There should be three major categories of Central Area roadways. (i) High capacity routes which bypass the Central Area. (ii) Primary access and distributor routes connected to the bypass 67

Major Downtown Traffic Arteries Existing Underground Walkway â&#x20AC;¢ =NI Proposed Underground Walkways Proposed Major Street Level Walkways and Public Plazas Elevated Walkways Major Underground Activity Areas Existing and Under Construction Possible Location of Future Underground Commercial Development

EDMONTON GENERAL PLAN

Existing and Proposed Parkades DWG

PROPOSED DOWNTOWN PEDESTRIAN CIRCULATION SYSTEM CENTRAL AREA

CHAPTER X

should be restricted to brief and urgent

system.

needs and is desirable within 600 feet of

OW Local service streets that provide

the destination. Long-term employee

direct access to buildings facilitating

parking should, wherever possible, be

vehicle parking, and pickup and

located within 1,000 to 1,500 feet of

delivery of passengers and goods. (f)

,major destinations and outside areas of

A network of special pedestrian facilities

intense activity. Wherever possible, parking

should be provided to ensure that people

for executives and office patrons should

can walk freely and pleasantly throughout

be provided within or immediately

the Central Area.

adjacent to major office buildings. Parking for major residential buildings should be

The following features should be

included on the site.

considered: (k) Public mass transit and truck loading (i) Weather - protected pedestrian

should be separated from private vehicular

walkways to integrate the core retail

and pedestrian movement.

area. (ii) Pedestrian malls and wider down-

(I)

To minimize congestion in the downtown, the use of mass transit should be en-

town sidewalks.

couraged.

(iii) Pedestrian ways and arcades in the middle of major blocks.

2. Mass Transit

(iv) Multi-use pedestrian plazas,

Mass transit is vital to the successful develop-

In April, 1968 City Council accepted

ment and maintenance of a strong and viable

the principle of a downtown pedestrian

Central Area, The provisions of an underground

circulation system as a guide to the

rapid transit system with pedestrian connections

planning of pedestrian movement in

to major retail and office buildings is an important

this area. This system incorporates the

future consideration. Surface transit systems will

principles contained within this section

continue to operate on downtown streets and

and provides a basis for comfortable,

occasionally on special lanes and transit malls,

convenient and safe downtown cir-

but will ultimately play a supplementary role to

culation. The system is outlined on the

underground rapid transit.

amended version of Drawing 1, Chapter

(a)

Transit operations in central Edmonton may include both rail and roadway transit by 1981.

(g)

Vehicular and pedestrian conflict should be minimized by providing grade separated

(b)

During the period prior to rapid transit,

pedestrian walkways such as skywalks

all practical steps should be taken to

and tunnels.

encourage the increased use of surface public transit in the Central Area since it

(h) Pedestrian traffic should be given

is an efficient method of conveying large

preference over vehicular traffic in centres

numbers of people.

of heavy pedestrian movement. (c) (i)

Major parking concentrations should pro-

The Central Area, and particularly the core area, must be the focus of all mass

vide skywalks and tunnels for efficient

transit operations so as to provide

pedestrian movement between parking

maximum possible service.

facilities and nearby buildings. (j)

The time limit for parking in the down-

3. Compactness

town is particularly important and should be provided according to the needs and

(a)

The major activities of the Central Area

destination of the driver. Short-term

should be compactly arranged in order to

shopper and business patron parking

facilitate transit and vehicular circulation 69

between various parts of the Area, to

pressive effects. Safety, a sense of order

permit development of workable plans for

and direction can be established through the following:

parking and major streets and to promote maximum ease of pedestrian movement

(i) Private businesses and government

between functionally related buildings. (b)

The various functional areas of central

should be encouraged to illuminate architecturally attractive buildings.

Edmonton perform diverse functions and

Special attention should be paid to

should continue to be arranged in such

night-time activity centres.

compact groups as the Government

(ii) A variety of street lighting may be

Centre, the Civic Centre and major retail

used to distinguish the different

and office areas.

types of streets. If possible, approach and internal circulation

4. Development Appropriate to the Central Area (a)

routes, major and local streets should be differentiated by the

Development locating in the Central Area should contribute effectively to the City

type of lighting. For example,

and the region. Activities and functions

streets in the Civic Centre could

which do not need a central location

be characterized by lighting fixtures,

should be discouraged from locating here.

differences in intensity, location and color.

(b)

Areas around and within central Edmonton that are not needed for key

(iii) Street parking area and sidewalk

Central Area functions should be developed with strong supporting

safety limits in areas such as

lighting should be subdued within Government and Civic Centres to obtain greater value and contrast

activities such as centrally oriented apartments, motor hotels and special purpose

through

offices.

lighting

building

exteriors, landscape features and sculpture.

5. Street Furniture

(iv) In areas bordered by commercial

Street lighting fixtures, hydrants, signals

shops, prominence should be given

and signs, telephone booths, waste containers,

to show window displays and their

benches, shrubs and trees, planting boxes and

lighting. Less reliance could then

similar features are the "furniture" of the street.

be placed on direct lighting of (a)

The appearance and function of street

streets, walkways, plaza surfaces

furniture should be considered as an

and building facades.

overall design problem. (b)

Individual objects, signs, etc. should be

(e) Effective use of signs is of special importance in the Central Area and their

effective, tastefully and functionally plan-

ability to transmit information must be

ned as part of an overall composition thus

preserved. Certain signs should be given

eliminating a duplicating and cluttering

a greater degree of visual importance

effect.

than others. It is essential that "Stop (c)

Where possible, street furniture should be

signs," directional signs and signal lights

integrated with buildings on adjacent

be readily visible along a street. It is of

land. For example, fire hydrants,

lesser importance that "No Parking" or

telephone booths, benches and street

commercial signs be seen from a moving

lighting fixtures could be incorporated

car.

into adjacent structures. (d)

A skillfully designed system of lighting should be implemented to enhance central Edmonton by giving dramatic and im-

6. Appearance and Symbolic Values (a)

Central Edmonton, as a symbol of the City, should be attractively designed in

detail as well as in terms of overall skyline

created so that views of the River

and visual arrangement so that a sense

Valley can be enjoyed by

of beauty, cohesion and order can be

pedestrians in the Central Area.

given to the Central Area and reinforced

(ii) Landscaped plazas or malls should

as development takes place. (b)

extend away from overlook points toward the downtown malls to

Pleasant appearance requires attention to the creation and proper location of a

provide visual and psychological

number of selected "land-mark" features,

connections with the River Valley.

including: tall buildings, plazas, statuary

(iii) Buildings

and other features; variety in building and street design, grouping of buildings,

the

River Valley

giving the impression`- of reduced

heights, widths, forms, shapes and

depth and height in the Valley and

architectural detail. (c)

generally should be low to avoid

to protect views of the bluff from

Entrance or "gateway" areas should be

the River level.

designed to provide a clear sense of approach, direction or destination to the

(e)

Central Area. This wok.ild be obtained

pedestrian plazas and other features

through:

should be scaled to human requirements. Areas where large numbers of people

(i) The use of high design standards on

congregate will require larger plazas than

approach streets, including the

areas of little congregation.

generous use of landscaped median and boulevard areas.

7. Characterization

(ii) The establishment of wide setbacks of buildings along streets at entrance points.

Structures, signs, sidewalks, open spaces,

Edmonton's Central Area should be developed as a unique arid distinctive central area from central areas of other cities.

(iii) The creation of squares, plazas or parks, perhaps with special land-

(a)

Central Edmonton should keep in touch with the past by naming and erecting

scaping fountains, flags or sculpture

parks, buildings and sculptures in honor

at key entrance points.

of noteworthy pioneers of this district. Cultural values and the heritage of

(iv) Providing attractive public or semipublic buildings at entrance areas.

predecessors should be respected ,and

Historic or symbolic landmark

expressed through appropriate decoration,

structures could likewise be located

sculpture and other means.

here to serve as focal points of each activity centre.

(b)

Structures of historic and architectural value should be noted and a policy established to insure their preservation.

(v) Sign control should be exercised and those that provide safety and directional information should be

(c)

given special emphasis.

The City's economic position with respect to the region, nation and the world should be assessed and displayed.

(d) Development should enhance and

Evidence of Edmonton's transition from

accentuate the main features of central

a fur-trading centre to a leading

Edmonton, such as the North

agricultural centre and presently to the

Saskatchewan River Valley, the River

industrial and oil capital of Canada should

bluff and the Central Area skyline as

be made evident.

they are symbolic of the City. (i) Sites or "overlooks" along the bluff should be protected and new ones

8. Redevelopment (a)

The quality of site design in downtown 71

Edmonton can be significantly improved

Central Area Plan.

through large scale commercial and residential development. (b)

Open spaces, attractive pedestrian courts, malls, vertical separation of people from

an outline of these functional areas together with

cars and greater compactness and

principles to be observed for each area:

integration of related activities are possible through comprehensive design techniques on a large scale. These principles permit heavy concentration but without intolerable congestion. Building sizes, locations and heights,

(c)

On the basis of this Plan, land uses can be most effectively located to the benefit of orderly development in the Central Area. The following is

should be co-ordinated for greatest visual effect.

(a) Core, Retail and High Density Office Centre (i) The large scale highest density and greatest compactness of development permitted anywhere in Edmonton should be encouraged in this district to ensure maximum opportunities for personal contact. parking should be designed as an

Comprehensive redevelopment should call

(d)

integral part of building so that

for placing underground all utilities and

it can be associated with the

eliminating curb loading by providing

destination of people; placed in the least valuable part of the

consolidated loading and service facilities under or within a structure.

block; pooled to create larger, more economic parking areas or

(e)

Blighted and deteriorated areas within the

converted into storage areas if

Central Area should be placed under large

necessary.

scale redevelopment programs supported by private financing and public renewal funds. If private capital is able to assemble land economically, it should be permitted to do so. However, if land speculators inhibit redevelopment, the City should

pedestrian facilities such as interior arcades, tunnels and walkways horizontally connecting blocks at different levels should be provided.

play an active role in assembling land

vehicular access should be limited

through urban renewal schemes.

to one or two points so as to reduce vehicular and pedestrian

9. Architectural Control Special architectural' control should be exercised to enhance the quality of architectural design in the Central Area but in such a manner as not to limit variety or imaginative design.

conflicts. desirable building elements such as plazas, arcades, landscaped areas and entrances should be located for a maximum aesthetic and functional effect.

10. Functional Areas The Central Area can be divided into functional areas as shown by the accompanying diagram.

(ii) Maximum ease of pedestrian movement should be provided between this area and other functional areas, such as the Government Centre and the Civic Centre.

These functional areas are grouped and distinguished by their basic activities such as retailing, government offices, business offices,

(iii) The shopping core and high-density office area should be integrated.

entertainment, hotel services, civic centre, housing

- the lower levels of office build-

and other activities. Each of these functional areas

ings should be designed for retail

contain smaller land use districts as shown on the

use.

111.11111111111111111

KEY

11%1

FREEWAY RIGHT OF WAY CORE RETAIL OFFICE RESIDENTIAL & SPEC. OFFICE CENTRAL RESIDENTIAL RESIDENTIAL & INSTITUTIONAL

rounl CENTRAL RESIDENTIAL RESERVE CIVIC & GOVERNMENT CENTRES LOW DENSITY RESIDENTIAL GENERAL COMMERCIAL

F-1

1221 111111111111 DIAG. 2 - CENTRAL AREA FUNCTIONAL USES

V61

RIVER VALLEY UTILITIES INDUSTRIAL AREA WHOLESALE DISTRIBUTION CNR STUDY AREA URBAN RENEWAL STUDY AREA

integrated development should

downtown activities and encourage their

be encouraged through co-

expansion.

ordinated design, large scale

(i) Sites in the Civic Centre should be

development, multi-purpose use

generally spacious with attractive

of site, key off-street parking

landscaping to provide a desirable

and loading sites and a system of

symbolic and aesthetic effect.

pedestrian ways tying the area together.

(ii) Convenient and attractive weather protected connections (e.g. - tunnel

clubs, entertainment facilities,

connecting parking garage to

restaurants and convenient retail

Chancery Hall) should be provided

services and stores should be

between major building groups.

provided to encourage multipurpose use of the site.

(iii) Good transit service is essential to adequately serve this concentrated

(b)

Civic Centre

area of employment.

Edmonton's Civic Centre Plan combines

(iv) Conveniently located visitor parking

commercial uses with the traditional

should be sufficient to meet

concept of facing cultural and govern-

demands.

mental buildings onto an open central

(v) Good pedestrian connections should

square. The Civic Centre has deep roots

be provided between the Civic

in Edmonton's history and it has been a

Centre and the retail and office

City objective in one form or another for over half a century. Civic buildings will be maintained as the

centre. (c)

Central Housing Area

dominant elements of the Plan and include the City Hall and extension, the

(i) The planning of the Central Housing

Public Library, the Art Gallery, the Police

Area and individual site develop-

Headquarters, the Magistrate's Court and

ments should fully exploit the

the City Telephones Building generally

locational and topographical site

located around a central park. The City

amenities of this area.

Hall holds the dominant position at the north end of the square facing the Public

(ii) Good pedestrian connections should

Library at the opposite end.

be provided between the Central

Commercial, governmental, cultural and

Housing Area and the government

residential buildings and public parks,

and retail employment centres.

malls and plazas are provided for balance, variety and beauty. Senior government

(iii) Central Housing Area traffic and

buildings include the Land Titles Building,

circulation should not conflict with

a Federal Post Office Terminal Building

downtown bound traffic, and should

and a proposed Court House. Major office

be developed accordingly. Separation

towers placed in the Centre are located to identify the heart of the City and the Civic Centre Area.

of local and downtown traffic will help to preserve the capacity of major carriers and will help to protect the residential character of

The Civic Centre is designed not only as a

this area.

convenient and pleasant place to live,

work or visit but also as a place for

(iv) Adequate off-street parking (parti-

meeting, leisure and entertainment. The

cularly underground parking) should

Centre is to have beauty and dignity,

be provided with each development

giving form to the City and a richer life to

to protect and improve the

its citizens. It will strengthen the existing

amenities of this residential area.

(v) High-rise apartments are appropriate

density apartments and apartment hotels.

to the central housing area but due

In addition to these major functions,

regard should be paid to the River

civic and cultural institutions, restaurants,

Valley contours and the desirability

limited convenience retail services and

of preserving dominance of the

hotel facilities should be allowed. Some

retail-office centre and the Civic

of the major principles to be observed in

Centre.

the development of this area are:

(vi) High standards of architectural and landscape design are necessary to achieve a pleasing urban character. Existing trees should be preserved or planned for replacement, and additional trees planted to soften

(i) Special side yard regulations are required in order to: preserve the visual dominance of the Government centre and the core area.

the otherwise raw and cold expanse

hold traffic generation in these

of concrete, pavement and masonry

areas to moderate levels (it will

walls.

be difficult to provide a high level of transit service for this

(d)

Government Centre The Government centre is located bet-

area in the forseeable future). â&#x20AC;&#x201D; maintain an environment that

ween 106th and 109th Streets, 99th

will be attractive to apartment

Avenue and the River. The central

and special purpose office con-

element of the centre is the Legislative

struction.

Building. The Government plan must recognize the concepts of superblocks and

(ii) Adequate off-street parking should

boulevards in order to consolidate and

be provided, serving individual

integrate existing and future government

buildings or associated groups

functions and buildings within the centre.

of buildings. Developers should pro-

The centre should be distinguishable from

vide underground or elevated

the surrounding uses and other activities

parking structures, leaving open

in this area should be supplemental and

space for use by the inhabitants of

supporting to this primary function.

buildings.

(i) Development of the sites within

(iii) Buildings containing both residential

this area should be characterized by

and non-residential uses should not

attra-ctively designed buildings,

permit residential use on the main

pleasant open spaces and extensive

floor except in the case of accom-

landscaping that will enhance the

modation primarily for transient

view of individual buildings and the

use.

Centre as a whole. (f) Wholesale Distribution Area (ii) Building heights and designs should be moderated to preserve and, if possible, enhance the dominance of the Legislative Building.

In this area, wholesale sales and distribution is the primary activity. Other activities, such as printing, light manufacturing and processing, auto-

(iii) Good all-weather pedestrian con-

motive sales and repair, building materials,

nections should be provided within

supplies and others benefiting from and

the Government centre.

requiring close direct contact with the downtown should be permitted here.

(e)

Special Purpose Office Area (i) Activities in this area should be The major functions of this area are to

concentrated and prevented from

provide sites for office structures, high-

expanding beyond its present limits. 75

(ii) Building density and site develop-

development with room for off-

ment should be held at a low level.

street parking, building set-backs, landscaping and other features

(iii) Adequate off-street truck loading

that will maintain pleasantness

and parking space should be pro-

and provide a sense of approach

vided for each development.

into downtown Edmonton.

(iv) The amount and type of outdoor (ii) Good pedestrian access should be

storage should be limited and un-

provided from this area to the

sightly storage should be screened

Civic Centre.

from street view. (g)

Motel and Special Purpose Office Area This is an area of old housing, relatively low density motel and hotel development, small special purpose offices, discount and furniture stores and a farmer's market. The area will also serve

Institutional-Housing Area This area contains major hospitals and related residential and office development. Secondary uses, including retail services for people working or living in the area should be permitted.

as a location for major off-street, all-day

(i) Development of sites within this

parking. This area should be developed as

area should result in a spacious,

an area providing specialized goods and

pleasant appearance, compatible

services not found in other parts of

with intended function of the area

Edmonton. (i) Buildings and site development in this area should be held to relatively low densities to: â&#x20AC;&#x201D; preserve visual and physical dominance of the Civic Centre. â&#x20AC;&#x201D; assure adequate, spacious site

(h)

as an institutional and housing setting. (ii) Commercial and office activities should be confined to locations bordering Jasper Avenue, whereas housing sites should be developed to take advantage of River Valley views.

APPENDIX III Development Application Procedure

DEVELOPMENT APPLICATION PROCEDURE

The accompanying chart illustrates the development application procedure under the Land Use Classification Guide. Once the development application has been presented to the Development Control Officer, various Civic departments have the opportunity to offer comments. If the development conforms to the guidelines specified in the Land Use Classification Guide, and is acceptable to the Development Control Officer a permit is issued (application is approved). This permit does not become effective on the date of issue for major developments for a period of ten days, because the general public and the owners of land around the site have the right of appeal to the Development Appeal Board. If the application was refused by the Development Officer, the applicant has the right to appeal this decision at the Development Appeal Board. When an appeal has been decided by the D.A.B., a notice, stating the decision, and reasons, and the persons who were present or represented at the hearing is delivered to the applicant. In some instances, the applicant, if not satisfied with this decision, regarding a point of law, may appeal to the Appellate Division of the Supreme Court of Alberta. DEVELOPMENT PERMIT PROCESS fig . 22

Development Application tsr Zoning (Development Officer)

May go to

411P-- Land Use Control

Input by: a)Civic Depts. -Community Planning Branch - Transportation Planning - Engineering etc. b)Interested Persons decision

APPROVED ..... ....â&#x20AC;˘ .. Permit 1..Issued,.

NOT APPROVED

4404nly

if subject to right of appeal

Applicant may go

â&#x20AC;˘ .111 1/4 Development Appeal Board Hearing

APPROVED

Permit '1 78

.....

NOT APPROVED

APPENDIX IV Transportation Information

goo

J 8 200

r--

001601 2000 00 2 7= l2lJ0 1100

5000

200 6O0 01 64009

2138

13001E00

o 94u 7000 270 29009

a â&#x20AC;&#x201D;E.-- moo Fs 2900

2000 1600 2400 8 140 E

Ltoo

600

DISTRIBUTION OF AVER 0 WEEKDAY TRANSIT MERV. OE TWE OF DAY

Wanton PLANNING DEPARTMENT Transportation Planning Blanch Studies and Research Section

1977 TRANSIT PASSENGER FLOW MAP. Average Weekday Possengius.

DOWNTOWN AREA

ts MANE

â&#x20AC;&#x17E; Ilsoa TISANE

112 AVE

eve es 'Ye 103 AVE

102 AVE

JASPER AVE

13333 e AVE

4te a

DISTRIBUTION OF AVERAG ANNUAL WEEKDAY TRAFFIC FLOW BY OUP OF DAY

5000 S0000

E5000

1977 TRAFFIC FLOW AVERAGE ANNUAL WEE.. TRAFFIC

tfitiotiton NOTE SECTIONS WHERE VOLUMES ARE NOT INDICATED ARE ESTIMATED FROM PREVIOUS COUNTS

PLANNING DEPARTMENT TRANSPORTATION PLANNING BRANCH STUDIES AND RESEARCH SECTION

Excerpt from Downtown Transit Circulation Improvement Plan Prepared by Edmonton Transit, Engineering Department and the Planning Department January, 1978 2.1 Overall Recommended Plan The overall recommended plan is outlined as follows (Figure 2.1): (i) to maintain the existing downtown bus lane system (i.e. east bound on 102 Avenue from 102 Street to 99 Street; west bound on 102A Avenue from 97 Street to 100 Street; south bound on 102 Street from 103 Avenue to Jasper Avenue; north bound on 102 Street from Jasper Avenue to 102 Avenue). (ii) to extend the existing 102 Avenue bus lane (i.e. from 105 Street to 97 Street, east bound). (iii) to implement bus route changes in the downtown area based on the findings of this study. The overall bus circulation pattern is illustrated in Figure 2.2. 2.2 Operational Improvements A number of operational improvements are required to complement the overall plan and these are described as follows: (i) to ban on-street parking at the following locations: - 102 Avenue (east bound south curb lane) from 105 Street to 96 Street. - 102A Avenue (west bound north curb lane) from 96 Street to 97 Street). - 103 Street, 150 feet from south of 102 Avenue (south bound west curb lane). (ii) to extend the existing south bound bus stop at 102 Avenue and 101 Street by 50 feet to the south. (iii) to improve corner radii in the downtown area as required. 2.3 Standardized Signings and Lane Markings It is recommended that new standardized signings and lane marking designs be implemented for the proposed bus priority measures. (Figure 2.3) 2.4 Enforcement It is recommended that a by-law be established for enforcing exclusive bus right-of-ways.

2.5 Implementation Costs and Timing The costs of the implementation program was estimated at $14,350. It is recommended that the overall downtown transit circulation improvement plan be implemented effective with the Edmonton Transit's September, 1978 "Sign-Up". 2.6 Benefits and Justifications The major benefits that can be expected from the recommended plan are the significant improvements of the overall transit operational efficiency in downtown. The efficiency improvements can be measured in terms of the following: (i) increased bus travel speed - implies that transit schedule reliability will be improved and that additional buses will not be required to maintain the existing level of service due to delays experienced in travel through the city centre. (ii) reduction in pedestrian conflicts - implies that the accident potential involving buses and pedestrians will be decreased. (iii) connectivities to the L.R.T. stations - the proposed plan provides transfer connectivities to the two downtown L.R.T. Stations with over 80% (more than 50 bus routes) of the downtown bus routes in the peak periods. (iv) The proposed plan provides a better employment coverage in the downtown area than the current service. (v) The proposed plan provides improved access from downtown to the University Campus and the Provincial Government Centre.

Edmonton Transit, Engineering Department and Planning Department January, 1978

°40

[Jo. IliI ILl_t_V-

SASNATCNEWAN

dway network dowaiRown SidERCAOR existing pedways proposed pedways ( short term) 111111111

proposed pedways ( long term)

•

boulevard treatment I.r.t station

CITY PLANNING DEPARTMENT AREA PLANNING SECTION JANUARY 1978 N.T.S

APPENDIX V Parking Information

PARKING INFORMATION

DOWNTOWN PARKING INVENTORY (River Valley - 105 Avenue; 109 Street to 95 Street)

1971

1974

1976

1977

Curb

2,465

2,245

2,032

Lot

15,522

16,342

17,628

20,410

853

718

653

960

18,840

19,305

20,313

23,402

Random TOTAL

Definitions:

Curb Parking:

This is on-street parking and includes metered spots and free spots. It does not include loading zones.

Parking Lots:

This is any off-street parking with six or more available spaces and includes metered lots, customer lots, commercial lots (any lot with a charge for parking, either hourly, daily, or monthly), employee lots, and residential lots (generally adjacent to or near residential buildings).

Random:

This is off-street parking with less than six spaces and includes spaces provided for employee parking, garages used in storing vehicles, other areas for residential parking, and spaces provided for customer parking.

EXISTING PARKING POLICIES As part of a Parking Study, undertaken by the Planning Department in March, 1978 and the work being done regarding the Downtown Plan all policies have been reviewed to determine their adequacy and implementability. The General Plan and Transportation Plan - Part I contain many broad policy statements concerning parking and parking-related matters. As this appendix illustrates, many of the parking-oriented policies in the General Plan and Transportation Plan - Part I attempt to deal with, in addition to parking, numerous parking-related issues, such as traffic congestion, traffic safety and vehicle and pedestrian conflict. Few policies deal exclusively with parking, per se. 1.

RESIDENTIAL AREA (a)"Residential area parking policy is to provide adequate offstreet parking. Apartments should provide off-street facilities for residents and visitors alike. On-street parking should be used for temporary parking only and should not restrict traffic flow or infringe on safety standards of residential streets." (Transportation Plan - Part I). (b)"To minimize the hazards of on-street parking in quiet housing areas by encouraging laneless subdivisions which necessitate front-drive garages unless, for some specific reason, it can be shown in a particular area that laneless subdivisions are uneconomical or otherwise undersirable." (General Plan, p.5.4). (c)"On-Street parking in residential areas having narrow streets should be restricted to one side of a street. Residents should be encouraged to use off-street parking to enhance the appearance of the street for safety and soother traffic flow." (General Plan, p.16.4).

COMMERCIAL AREAS Commercial Strips (a)"Outlying commercial area parking policies are to encourage the provision of adequate off-street parking and attempts should be made to screen such parking from road traffic and pedestrians." (Transportation Plan - Part I). (b)"Off-street parking policies in the vicinity of outlying commercial areas such as planned shopping centres are to provide adequate parking to handle peak loads in an average

week. Strip commercial areas will also be encouraged to develop off-peak hour useage and restricted meter parking." (Transportation Plan - Part I). (c)"Adequate off-street parking facilities should be provided throughout the strip commercial area. All parking facilities should be screened from the main street or placed to the rear of the commercial development." (General Plan, p.6.6). (d)"Good pedestrian access should be provided from nearby parking facilities and from surrounding residential areas." (General Plan, p.6.6). Downtown Area (a)"Off-street parking will be limited in the Central Area to improve efficiency of land use and pedestrian traffic. Joint use will be made of such parking facilities by providing day time business parking and evening recreational parking." (Transportation Plan - Part I). (b)"A Central Area parking policy shall be developed that will encourage entry and departure from the area during off-peak periods. The policy shall also encourage multi-passenger ridership in vehicles entering the Central Area." (Transportation Plan - Part I). (c)"On-Street parking should present minimum conflict with traffic and pedestrians in the Central Area. Such parking will be restricted to short term parking during off-peak hours.' (Transportation Plan - Part I). (d)"In general, the parking policies to encourage off-street parking and to discourage parking in the Central Area to promote more efficient use of transit facilities." (Transportation Plan - Part I). (e)"Major parking concentrations should provide skywalks and tunnels for efficient pedestrian movement between parking facilities and nearby buildings." (General Plan, p.10.4). (f)"The time limit for parking in the Downtwon Area is particularly important and should be provided according to the needs and destination of the driver. Short term shopping and business partron parking should be restricted to brief and urgent needs and is desirable within 600 feet of the destination. Long term employee parking should, wherever possible, be located within 1,000 to 1,500 feet of major destinations and outside areas of intense activities. Wherever possible, parking for executives and office partrons should be provided

within or immediately adjacent to major office buildings. Parking for major residential buildings should be included on the site." (General Plan, p.10.4). (g)"Parking should be designed as an intergral part of a building so that it can be associated with the destination of people; placed in the least valuable part of the block; pooled to create larger, more economical parking or converted into storage areas if necessary." (General Plan, p.10.7). (h)"Adequate off-street parking should be provided, serving individual buildings or associated groups of buildings. Developers should provide underground or elevated parking structures, leaving open space for use by inhabitants of the buildings." (General Plan, p.10.10). (i)"Adequate off-street truck loading and parking space should be provided for each development." (General Plan, p.10.10). (j)"Adequate off-street parking (particularly underground parking) should be provided within each development to protect and improve the amenities of this residential area." (General Plan, p. 10.9). (k)"Surface parking reduces the amenities of an area, therefore, curb-side parking should be severely controlled in certain parts of Downtown Edmonton, particularly in the Civic Centre." (General Plan, p.16.4). Outlying Commercial Areas (a)"Outlying commercial area parking policies are to encourage the provision of adequate off-street parking and attempts should be made to screen such parking from road traffic and pedestrians." (Transportation Plan - Part I). (b)"Off-street parking policies in the vicinity of outlying commercial areas such as planned shopping centres are to provide adequate parking to handle peak loads in an average week . . . . ". (Transportation Plan - Part I). 3.

INDUSTRIAL AREAS (a) "Industrial area policy is to provide total off-street employee and customer parking." (Transportation Plan - Part I).

SPECTATOR EVENTS (a) "To devise a policy that will prohibit over-flow parking into adjoining residential areas from the major trip generators " (Transportation such as the University,NAIT Plan - Part I).

EDUCATIONAL SITES (a) "To devise a policy that will prohibit over-flow parking into adjoining residential areas from the major trip generators IT such as the University,NAIT (Transportation Plan - Part I).

HOSPITALS AND OTHER MAJOR INSTITUTIONAL USES (a) ". . . prohibit over-flow parking into adjoining residential areas." (Transportation Plan - Part I).

Planning Department March, 1978

PARKING SCHEDULE Acting as the means of implementation in the following parking schedule found in Section 12 of the Zoning Bylaw

When any new development takes place or when any existing development is, in the opinion of the Development Officer, substantially enlarged or increased in capacity, then provision shall be made for off street vehicular parking or garage spaces for any development in any district defined in this Bylaw, in accordance with the following standards; provided that exceptions to these standards may be made where the applicant can otherwise demonstrate that the development can be improved by a reduction of the following standards, the Development Officer may reduce the required standards to gain an overall improvement to the development but in no case, with the exception of homes for the aged, shall it be less than one parking space per dwelling unit. Minimum number of Parking or Garage Spaces Required

Use of Building or Site RESIDENTIAL

1 parking or garage space per dwelling unit

One and Two Family Dwellings

plus provision shall be made for 1 additional space on the site, with suitable access and this additional space may be in tandem. NOTE:

Apartment Buildings and Terraced Dwellings

Where a front yard driveway provides access to a parking space that is not within the front yard, the Development Officer may consider this driveway as the provision of a second car parking space that is in tandem. 1 parking space per bachelor dwelling unit, 1 parking space per 1 bedroom dwelling unit, 1.5 parking space per 2 bedroom dwelling unit, 1.75 parking spaces per 3 bedroom dwelling unit or larger.

Homes for the Aged (individual unit projects)

1 per 4 units or such ration or number as the Municipal Planning Commission may approve.

Homes for the Aged (lodge-type accommodation)

1 per 1,000 square feet of gross floor area or such ratio as the Municipal Planning Commission may approve.

(b)

Adding to Section 12, Subsection (14), entitled Parking Schedule, the following new category, immediately following after the Residential category: DOWNTOWN COMMERCIAL (Area bounded by 95 Street, North Saskatchewan River, 111 Street and 104 Avenue

Bylaw 5198 1 per 1,000 square feet of gross floor area, except in the following circumstances: (1) 1 per 2,000 square feet of gross floor area where the development is connected to the downtown pedway system, Or

(ii) 1 per 2,500 square feet of gross floor area where the development has a direct connection to a light rail transit station." INDUSTRIAL Manufacturing and Industrial Plants, Warehousing, Wholesale and Storage buildings and yards, Servicing and Repair establishments, Research Laboratories and Public Utility Buildings.

1 per 3 employees on a maximum working shift but not less than 5 spaces per tenant or establishment.

AUDITORIUMS Public assembly auditoriums including theatres, convention halls, gymnasiums, race tracks, exhibition halls, labour temples, lodge halls, private clubs, ball parks and other sports arenas and other recreational or amusement places.

1 per 3.5 seating spaces for the public, or 1 per 35 square feet used by the patrons, whichever is greater.

Churches

1 per 15 seating spaces.

Funderal Homes

1 per 5 seats for persons attending services plus 1 space per funeral home vehicle. (The Development Officer may allow any suitable arrangement of the required parking spaces without the normally required provision of manoeuvring aisles.

SCHOOLS Public or Private Elementary and Junior high Schools.

1 space for each classroom.

Public or Private Senior High Schools which DO NOT include an auditorium, gymnasium or swimming pool.

1 space for each classroom plus 1 space for every 33 students.

Public or Private Senior High Schools which DO include an auditorium, gymnasium or swimming pool, either (i) or (ii) or (iii) shall apply, whichever is greatest.

(i) 1 space for each classroom plus 1 space for every 33 students

Colleges, Universities, Business or Commercial or Technical Schools

(ii) 1 space per 3.5 seating spaces used for assembly in an auditorium, gymnasium, or swimming pool or (iii) 1 space per 35 square feet used for assembly in an auditorium, gymnasium or swimming pool, whichever is greatest. 1 per 10 seats, plus auditorium requirements where applicable.

HOSPITALS AND SIMILAR USES Hospitals, Sanatioriums, Convalescent Homes or similar uses

1 per 1,000 square feet of gross floor area.

Apartment Buildings and Terraced Dwellings (continued)

Of the total number of parking spaces required 1 space per every 7 dwelling units must be assigned to guest parking, readily

available to an entrance of the building to be served, and must be clearly identified as guest parking. The Development Officer may accept tandem parking spaces of a number that is equivalent to the total required parking minus the total number of dwelling units, minus the total visitor parking required. Lodging House, Fraternity Houses

1 per 2 beds.

COMMERCIAL (Except for DOWNTOWN COMMERCIAL, as defined above). Business, Administration and Professional Offices and Banks

3.2 per 1,000 square feet of gross floor area in the building.

Retail Shops, Personal Service Shops and Equipment and Repair Shops with a gross floor area of: Less than 20,000 square feet

2 per 1,000 square feet of gross leaseable area in the building.

20,000 square feet to 200,000 square feet

3 per 1,000 square feet of gross leasable area in the building.

more than 200,000 square feet

4 per 1,000 square feet of gross leasable area in the building.

Eating Establishments

1 per 4 seats

Cocktail Bars

1 per 4 seats

Beer Parlours

1 per 4 seats

Hotels, Including Motor Hotels

1 per quest room

Motels

1 per dwelling or sleeping unit.

Section 12 - Zoning Bylaw Office Consolidation Copy No. 7 June, 1978 94

APPENDIX VI Historical Conservation Information

HISTORICAL CONSERVATION INFORMATION

A number of historic structures and landmarks which are not indicated on Map 18 are considered to possess some historic significance either by virtue of age, rarity, site environment and integrity, architectural interest and historic or socio-cultural interest. These structures are inventoried in "Historic Structures in Edmonton", which was prepared by the Planning Department in 1974 and also in documents by the Historic Sites Service of Alberta Culture and the Historical and Natural Science Services Branch of the Parks and Recreation Department. Other Historic Buildings These historic buildings are located outside the Downtown Plan Study Area, but are important because of their proximity to Downtown. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

Donald Ross School Ross Flats Apartments Old McKay School Edmonton Brewing and Malting Armstrong Pharmacy Army and Navy Department Stores (Caledonian Department Store) Goodridge Block (W.W. Arcade) Hub Hotel Brighton Block (Ernest Brown Block) Kenmo Lodge (Pendennis Hotel) Gibson Block (Flatiron Building) Chinese United Church International Hotel Edmonton Supply R.C.M.P.

Historic Landmarks Landmarks indicate sites important in the history and development of Downtown. In most cases, no trace of the building remains. Some, like the Court House and the Post Office, have been demolished recently. Others have been gone for many years. Plaques have been mounted at some of the sites by the Edmonton Hisotoric Board. 1. 2. 3. 4. 5. 6. 7. 8.

General Hospital - 1895 St. Joachim's Church - 1880 (Bishop Grandin) First Misericordia Hospital (Maternity) Hourston Dairy Norris and Carey Liveck House Windmill Indian Encampments

9. Sandison's Brick Plant 10. Sawmill (burned 1884) 11. Steam Boat Dock 12. The Big House (Rowand's Folly) 13. Hardisty House 14. Rowand's Race Track 15. Burial Ground of Colin Fraser 16. Early Race Track and Exhibition Grounds 17. Walter's Mill on North Side 18. Secord House 19. Kinnaird House 20. McKay Avenue School - 1881 21. Presbyterian Church and Manse 22. Land Titles Office 23. Roy House (First Registrar) 24. Fire Hall No. 2 25. Gauvreay House 26. A. Taylor (First Telegraph Operator) 27. McDougall House 28. Westward Ho School (Boy's Academy) 29. Separate School 30. Opera House (Lyceum Theatre) 31. Dominion Threatre 32. Mechanics Hall 33. First Baptist Church 1893 34. Couvier de L'Quest (French Newspaper) 35. Hudson's Bay Company Store 36. Revillon Freres 37. All Saints (1895) 38. Oliver House 39. Government House 40. J. MacDonald House 41. Imperial Bank 42. Post Office (Osborns) 43. Windsor Hotel (Later Selkirk Hotel) 44. McDougall and Secord (First Private Traders) 45. Thistle Rink 46. Alberta College 47. Orpheum Theatre, Elks Club, and Club Cafe 48. College Avenue School 49. Edmonton Club 50. McCauley House and Livery 51. Grand Theatre 52. Court House 53. Market Square 54, Post Office 55. Larue & Picard 56. First Mission School 57. Bulletin Offices and Frank Oliver House - 1876 58. First City Hall, Police Station, Fire Hall #1 59. Lauder's Bakery 60. Johnstone Walker (1886-1892) 61. Sheriff Robertson House 62. Cliff House 63. Cameron House 64. Belcaer House 97

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