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Home My WebLink AboutDSD-19-151 - A 2019-056 - 741-751 King St WStaff Report Development Services Department 1 w -R www.ki tch en er. c a REPORT TO: Committee of Adjustment DATE OF MEETING: June 18, 2019 SUBMITTED BY: Juliane von Westerholt, Senior Planner - 519-741-2200 ext. 7157 PREPARED BY: Katie Anderl, Senior Planner— 519-741-2200 ext. 7987 WARD: # 9 DATE OF REPORT: June 10, 2019 REPORT #: DSD -19-151 SUBJECT: A2019-056 — 741 — 751 King St W Owner: HIP 741 King Inc. & 2487925 ONTARIO INC. Approve LCitherinCht1-ch" ;r C}f�J kvleheret E,.:-ingelia-fl f. 760 825C17ir�17` 14it li n i=,° lk-i1_,., II li:7ks� - 78 7�' 716-5 r P W HOSPITAL Pile vFer�a 7 ` r Subject Lands n 33.E y Cah;ar, I ChLrdi ,#'fir n UF3ER137 . 7s , 133 1" rx 15 1. "127 t., 1r .. 21 12" 121 117 �"-i 1 g�, kJ/.113 �� 1!2 34 29 27 25 r 21 !} 742 41 x.18 10 T_, 1 17 5 f�+ Iu7IEtr,il 693`... S ftr 709 f 11 1 " lam,' - Location Map: 741 — 751 King Street West *** This information is available in accessible formats upon request. *** Please call 519-741-2345 or TTY 1-866-969-9994 for assistance. Photo 1 — 741 — 751 King Street West (June 6, 2019) REPORT Planning Comments: The subject property is located at 741 — 751 King Street West as shown on the Location Map. The lands currently contain two 2 -storey buildings used for a mix of commercial/office/medical uses. The site is planned to be redeveloped by HIP Developments for a new 18 -storey mixed use building with 206 residential units and ground floor commercial uses. The proposed development has received Site Plan Approval in Principle from the Site Plan Review Committee, however this approval is subject to the owner receiving approval of the proposed minor variances for a reduction to parking and obstructions within a driveway visibility triangle. The proposed development complies with all other zoning regulations including setbacks, height and density (FSR). More specifically, the Owner is requesting the following minor variances: 1. Relief from section. 6.1.2 to permit a parking ratio of 0.68 spaces per unit, rather than 1.0 spaces per unit; and 2. Relief from section. 5.3 to permit two supporting pillars in the driveway visibility triangles, whereas no obstructions are permitted. In considering the four tests for minor variances as outlined in Section 45(1) of the Planning Act, R.S.O., 1990 Chap. P. 13, as amended, Planning staff offer the following comments. Variance 1: Parking Reduction The applicant is proposing to reduce the required parking ratio for the residential dwellings from 1.0 space per unit to 0.68 spaces per unit. Visitor parking rates are proposed to be provided at 20% of the 0.68 spaces per unit rate. No variance is requested or required for the commercial parking. The proposed ratio represents an overall parking requirement of 153 spaces rather than 218 spaces. General Intent of the Official Plan The subject lands are designated Mixed Use Corridor in the KW Hospital Secondary Plan (1994 Official Plan) and general policies of the 2014 Official Plan, including Transit Oriented Development policies apply. The intent of the Mixed Use Corridor designation is to recognize the evolution of uses along major corridors in the central city, provide residential redevelopment opportunities to support intensive, transit supportive development. The requested variances support the redevelopment of the site with a mixed use building having ground floor commercial uses and upper storey residential uses. This development provides strong pedestrian linkages with the surrounding neighbourhood, provides for integration of cycling facilities, and is located in close proximity to off-site transit facilities (ION station is about 400m or a 5 minute walk). Staff is of the opinion that the proposed parking reduction maintains the general intent of the Official Plan given the proximity to transit, and provision of cycling and pedestrian facilities. General Intent of the Zoning By-law The intent of the minimum parking requirement for dwelling units is to ensure there is sufficient on-site parking available for residents and visitors to the site. A Parking Justification Study was submitted in support of this proposal. This study evaluates the various Transportation Demand Management measures and site characteristics to justify the proposed parking reduction. The subject site is located in close proximity to an ION station, is well served by traditional public transit, and is in proximity to existing and planned active transportation routes. The surrounding neighbourhood is very walkable and contains a broad mix of uses including a food store, personal services, health offices and the Grand River Hospital, elementary and secondary schools, religious institutions, an arena, and is in close proximity to many other businesses. Future residents are less likely to require a personal vehicle for daily actives. Further, the owner is proposing to incorporate transportation demand management (TDM) measures including unbundled parking (i.e. a parking space will not automatically be included with a unit, but will be rented separately), bicycle parking (104 secure/indoor and 32 outdoor), and provision of a car share vehicle parking space. These measures further reduce the need for personal vehicle ownership. The Parking Justification Study highlights that the proposed variance is consistent with findings of the City of Kitchener's review of off-street parking demands. This review was completed as part of a background study to the CRoZBy project and included a review of urban residential buildings to determine average parking rates. The Parking Justification Study indicates that for such buildings the observed average parking rate is 0.68 spaces per unit on weekdays and 0.66 units on weekends. This finding is consistent with the number of spaces being proposed for the subject development. Transportation Services staff has reviewed the Parking Justification Study and agree with the findings and recommendations. Staff is of the opinion that the provided TDM measures, together with locational characteristics and availability of public transit will result in a development that generates lower parking demands than residential developments not incorporating TDM measures and located further away from transit and the central city/downtown. Based on the foregoing, staff is of the opinion that the proposed parking ratio of 0.68 spaces per residential unit will be sufficient for the proposed development and that the intent of the by-law is maintained. Is the Variance Minor? Staff is of the opinion that the variance is minor. Given the characteristics of the development and surrounding area, proposed TDM measures, and proximity to transit and active transportation facilities, staff is of the opinion that the proposed variance will provide a sufficient supply of parking for future residents and visitors to the site. Is the Variance Appropriate? Staff is of the opinion that the variance is appropriate for the development and use of the lands. The proposed development is situated and being designed so that there is a reduced need for residents to own private automobiles, which is expected to result in fewer on-site parking spaces being required for the proposed development. Variance 2: Obstruction in Driveway Visibility Triangle The applicant is proposing to locate support pillars in the required driveway visibility triangles. General Intent of the Official Plan The subject lands are designated Mixed Use Corridor in the KW Hospital Secondary Plan (1994 Official Plan) and general policies of the 2014 Official Plan, including Urban Design Policies apply. The proposed support pillars which encroach into the driveway visibility triangles are a design feature of the building. The intent of Official Plan urban design policies is to ensure that new buildings are designed to enhance pedestrian usability, respects and reinforce human scale, create attractive streetscapes and contribute to rich and vibrant urban places. The unique podium design helps to enhance and create an interesting streetscape while helping to contribute to the pedestrian experience by visually and physically separating the driveway and parking area from the sidewalk. Staff is of the opinion that the general intent of the Official Plan is maintained. General Intent of the Zoning By-law The intent of a driveway visibility triangle is to ensure that drivers exiting a site have an unobstructed view of traffic and pedestrians before pulling into the street. The proposed podium design includes a series of pillars along the street edge, and two of these are located within the required 4.5 metre visibility triangle. These pillars are setback 1.5 metres from the property line and are about about 1.5 metres long. As the obstruction is not continuous, drivers will have intermittent visibility of the sidewalk and street as they pull forward towards King Street West. Driveway visibility triangles are also measured on both sides of a driveway, however it is noted that an exiting vehicle will tend to keep to right side of the drive (project east). Therefore, the obstruction in the western triangle is outside of the drivers view -shed as they are exiting the site. The obstructing pillar to the east is located very near the building and only slightly intrudes into the visibility triangle, and the driver's view is not significantly impacted. Based on the foregoing, staff is of the opinion that the general intent of the by-law is maintained. Is the Variance Minor? Based on the previous discussion, as the pillars only cause minimal and intermittent visibility obstruction, staff is of the opinion that the variance is minor. Is the Variance Appropriate? As previously discussed, the proposed support pillars are an urban design feature which contributes to the podium design and streetscape, and only cause a small obstruction. Further, as function of the urban location, driver's have an expectation that there will be pedestrians, cyclists and many other types of vehicles sharing the road. As such, traffic tends to be slower and move with greater caution reducing the need for suburban scaled visibility triangles. Further, vehicles will exit the site in a forward motion, rather than reversing out as may be the case for suburban driveways which require a DVT so that drivers can see pedestrians approaching from the left or right before the rear bumper crosses the sidewalk. Moving forward, and for the reasons cited above, the proposed CRoZBy regulations do not require a driveway visibility triangle in Mixed Use Zones or the Urban Growth Centre Zones. Based on the foregoing, staff is of the opinion that the proposed variance is appropriate for the development and use of the lands. Based on the foregoing, staff recommends that the proposed minor variances be approved. Building Comments: The Building Division has no objections to the proposed variance provided the building permit for the new apartment building is obtained prior to construction. Please contact the Building Division @ 519-741-2433 with any questions. Transportation Services Comments: Transportation Services staff has reviewed the Parking Justification Report (May 2019) submitted by MHBC in support of this application. In their comments, staff indicates support for the proposed TDM measures including: • 104 Type A indoor secure bike parking spaces be provided in an easily accessible location(s). • One car share vehicle and dedicated car share parking space. • Active uses at grade. • Unbundling of parking for tenants. Transportation Services staff notes that the site is located near existing ION stops, the future Central Station and existing GRT routes. Due to the locational characteristics, and proposed TDM measures, staff support the proposed parking reduction. With respect to the DVT obstructions at the King St access point, based on the function of the access (right -in, right -out) and the future Mix Zone regulations, which require no DVT, Transportation Services staff support the variance. Engineering Comments: Engineering has no concerns with the subject application. RECOMMENDATION That application A2019-056 requesting relief from s.6.1.2 to permit a residential parking rate of 0.68 spaces per unit ratherthan 1.0 space per unit; and from s. 5.3 to permit obstructions (support pillars) to be located within the driveway visibility triangles, whereas no obstructions are permitted, be approved, subject to the following condition: 1. That Transportation Demand Management measures including the provision of secure indoor bicycle parking, a dedicated car share parking space, and active uses at grade, be provided through the Site Plan approval. Katie Anderl, MCIP, RPP Senior Planner Juliane von Westerholt, MCIP, RPP Senior Planner Region of Waterloo June 03, 2019 Holly Dyson City of Kitchener 200 King Street West P.O. Box 1118 Kitchener, ON N2G 4G7 Dear Ms. Dyson: PLANNING, DEVELOPMENT AND LEGISLATIVE SERVICES 150 Frederick Street, Sth Floor Kitchener ON N2G 4A Canada Telephone: 519-575-4400 TTY: 519-575-4608 Fax: 519-575-4449 www. reg i o n ofwate r l o o. ca File No.: D20-20/VAR KIT GEN (7) 15 KING KIT, HIP DEVELOPMENT (8) 55, WEICHEL STEET 1917171 Ontario Inc. Re: Committee of Adjustment Meeting on June 18, 2019, City of Kitchener Regional staff has reviewed the following Committee of Adjustment applications and have following comments: 1. SG 2019-012 — 1250 Victoria Street South — No Concerns. 2. SG 2019-013 — 525 Highland Road West— No Concerns. 3. A 2019-052 — 284 Mausser Avenue — No Concerns. 4. A 2019-053 — 99 College Street — No Concerns. 5. A 2019-054 — 10 Gordon Avenue — No Concerns. 6. A 2019-055 — 277 Field Sparrow Crescent—No Concerns. 7. A 2019-056 — 741-751 King Street West — No Concerns. 8. A 2019-057 — 152 Weichel Street — No Concerns. 9. A 2019-058 — 137 Glasgow Street — No Concerns. Please be advised that any development on the subject lands is subject to the provisions of the Regional Development Charge By-law 14-046 or any successor thereof and may require payment of Regional Development Charges for these developments prior to the issuance of a building permit. The comments contained in this letter pertain to the Application numbers listed. If a site is subject to more than one application, additional comments may apply. Please forward any decisions on the above mentioned Application numbers to the undersigned. Document Number: 3026277 Page 1 of 2 Yours Truly, Joginder Bhatia Transportation Planner (519) 575-4500 Ext 3867 Grand River Conservation Authority 400 Clyde Road, P.O. Box 729 Resource Management Division Cambridge, Ontario N 1 R 5W6 Andrew Herreman, Resource Planning Phone: (519) 621-2761 ext. 2228 Technician E-mail: aherreman(u-)grand river. ca PLAN REVIEW REPORT: City of Kitchener Holly Dyson DATE: June 10, 2019 YOUR FILE: See below RE: Applications for Minor Variance: SG 2019-010 907 Frederick Street, Units 3-5 SG 2019-013 525 Highland Road West A 2019-038 128 Mill Street A 2019-052 284 Mausser Avenue A 2019-053 99 College Street A 2019-054 10 Gordon Avenue A 2019-055 277 Field Sparrow Crescent A 2019-056 741-751 King Street West A 2019-057 152 Weichel Street A 2019-058 137 Glasgow Street Applications for Consent: B 2019-014 128 Mill Street B 2019-024 209-211 Heiman Street GRCA COMMENT: The above noted applications are located outside the Grand River Conservation Authority areas of interest. As such, we will not undertake a review of the applications and plan review fees will not be required. If you have any questions, or require additional information, please contact me. Sincerely, Andrew Herreman, CPT Resource Planning Technician Grand River Conservation Authority xThese comments are respectfully submitted as advice and reflect resource concerns within the scope and mandate of the Page 1 of 1 Grand River Conservation Authority