One Port Master Plan

Transcription

Keeping the “Port” in Port Credit
Prepared for CANADA LANDS COMPANY CLC LIMITED by:
DTAH | MSH | SHOREPLAN | N. BARRY LYON | BA GROUP | COUNTERPOINT | AMEC | CUI | MMM
April 2013
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Keeping the “Port” in Port Credit
Prepared by:
Prepared for:
Special thanks to:
City of Mississauga:
• Inspiration Port Credit
• City Manager`s Office and Strategic Community Initiatives
• Policy Planning and Building Development and Design
• Parks and Forestry
• Transportation and Infrastructure Planning
Jim Tovey, Ward 1 Councillor
Charles Sousa, MPP Mississauga South
Credit Valley Conservation (CVC)
The One Port Community Reference Group:
• Cranberry Cove Ratepayers
• Credit Reserve Ratepayers Association
• Friends of Old Port Credit
• Port Credit Village Association
• Town of Port Credit Association (TOPCA)
• Village Inspired Alliance
• Port Credit Business Improvement Association
• Centre City Capital Limited
The Port Credit Community!
Contents
Introduction / 2
B. Precedents / 22
D. Master Plan Strategies / 30
E. Demonstration Plan / 60
Structure of the Master Plan / 3
Components of a Great Waterfront
Place / 22
1. Extend the Community / 32
Public Realm Plan / 60
2. Views / 34
The Variants / 60
3. Public Open Space: Waterfront
Trail, Parks and Plazas / 36
Aerial Views / 60
About Canada Lands Company / 3
Vision / 3
Scale Comparisons / 23
Objectives / 3
Vehicular Network / 64
4. Marina and Marine Uses / 40
Cycle Network / 65
A. Context Analysis / 4
C. Public Consultation / 24
5. Port Street / 42
LRT Station Interface / 66
6. Streets and Blocks /44
What happens at One Port now? / 5
Who operates and leases One Port? / 5
What is the history of the
One Port site? / 5
External Context / 6
7. Transit / 46
Public Open Space: Waterfront Trail,
Parks and Plaza / 67
8. Cycling and Pedestrians / 47
Streetscape Demonstrations / 68
9. Vehicular Traffic / 48
Views / 69
10. Vehicular Access / 49
Statistics / 78
Consultation Methodology / 24
Community Consultation
Session #1 / 25
Session #2 / 26
Internal Context / 8
Session #3 / 27
11. Parking / 50
Potential Phasing / 79
Environmental Context / 10
Conclusion / 28
12. Built Form / 52
F. Implementation / 80
13. Land Use / 54
Process / 80
14. Sustainable Development / 55
Appendix / 81
15. Population and Employment / 56
Appendix A: Preliminary Traffic
Analysis / 82
Shoreline Management, Marine
Infrastructure and Conservation
Context/ 10
Municipal Servicing Context/ 12
Transportation Context/ 13
Planning Policy Context / 16
16. Municipal Servicing / 57
17. Land Use Compatibility
(Environment, Air Quality and Noise) / 58
Introduction
One Port provides a tremendous citybuilding development opportunity that
holds the key to unlocking a renewed
Port Credit waterfront at the mouth of
the Credit River.
It will provide a range of new
public spaces, public access and
connectivity; a place where more
people will find space to live, work and
play, joining those already involved
in the marine activity that has been a
hallmark of the identity and economy
of this site for many decades.
It addresses land use, built form, and
transportation, as well as matters such as public
access, public lands along the waterfront, the
preservation and enhancement of views through
to the lake, the preservation of the marina
function and the breakwater, and the provision of
employment uses.
As part of the Master Plan drafting process,
Canada Lands Company CLC Limited (CLC) and
the One Port team collaborated with Inspiration
Port Credit, its consultant team and City officials
to provide the required level of detail through
a comprehensive study in order to inform sitespecific Local Area Plan policies for One Port.
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One Port Master Plan | April 2013
Inspiration Port Credit’s implementation process
will include a peer review and the preparation of
appropriate Official Plan policies, based on the
information presented at the Master Plan phase.
The CLC Master Plan and the City’s assessment
of the Plan will be set out in the Inspiration Port
Credit Comprehensive Strategic Master Plan. The
Master Plan and adoption of site-specific policies
for One Port will be the eventual outcome of a
truly collaborative planning process between the
City, the community and CLC.
The intention is that these site-specific Local Area
Plan policies will provide the overall framework
for development of the site while permitting some
flexibility to allow for the design creativity on the
part of the future builder, who will work with the
City on zoning provisions.
Having site-specific Local Area Plan policies that
reflect the Master Plan in place, will allow CLC to
identify a builder(s), who will then seek approval
from the City for development applications,
notably a zoning by-law amendment and draft
plan of subdivision. In this respect, the City and
community will be involved in a subsequent public
planning process. At this stage, the private sector
investment will have been secured to realize the
vision and benefits of One Port for the City of
Mississauga and its residents.
Master Plan framework as it relates to Local Area Plan and Inspiration Port Credit
Structure of the Master Plan
About Canada Lands Company
Vision
Objectives
The Master Plan document has five primary
sections:
CLC purchased the One Port site from the
Department of Fisheries and Oceans (DFO) in
early 2011.
Great waterfronts are places of mixed use. They
include residences and places of employment to
give life to the place day and night and throughout
the year. They can also feature recreational (e.g.
marina), retail and restaurant uses to make it a
destination worth visiting. This is a sentiment
that was clearly expressed in community
meetings, and gleaned through precedent
research. One Port is therefore planned to be a
mixed use complete community, extending and
complementing the existing character of Port
Credit’s Urban Village, from Lakeshore Drive
down to the waterfront.
Based on community and stakeholder feedback,
the Local Area Plan, Context Analysis, and Master
Plan, CLC’s objectives are to:
Context Analysis: Contains a site description
and an overview of the external and internal urban
design considerations, environmental factors,
shoreline management, marine infrastructure
and conservation, site servicing, transportation,
planning policy context and findings from
precedent research.
Precedents: Provides an overview of design
goals and an array of scale examples of other
waterfronts.
Community Consultation: An overview of the
community engagement process, and a summary
of key findings.
Master Plan Strategies: Based on community
feedback, these set the parameters for a range
of planning and design considerations and
provide the general means whereby objectives
can be met. They are intended to guide specific
decisions for the shape and form of the public
realm, movement and circulation, land uses,
sustainability, the siting and location of buildings
and the contribution that private development
can make to the quality of the public realm. The
master plan strategies form the basis to the site
specific Local Area Plan policies.
Demonstration Plan: A set of illustrative plans
and three-dimensional images that apply the
master plan strategies to the site, while allowing
for alternatives. The Demonstration Plan is one
of several ways of potentially realizing the master
plan objectives and strategies.
CLC is an arm’s length, self-financing nonagent commercial Crown Corporation. CLC’s
parent company and sole shareholder, Canada
Lands Company Limited (CLCL), reports to the
Parliament of Canada through the Minister of
Public Works and Government Services Canada.
As a Crown Corporation, CLC strives to be
an important resource to the Government of
Canada, and be recognized as pre-eminent in its
fields, providing innovative solutions to complex
real estate challenges, leadership in tourism
development, and bringing value and a sense of
legacy to every stakeholder.
CLC optimizes the financial and community value
for strategic properties that are no longer required
by the Government of Canada. It purchases
these properties at fair market value, then holds
and manages them or improves and sells them.
The company’s goal in all transactions is to
produce the best possible benefit for both local
communities and the Government of Canada.
The Master Plan gives meaning to this aspiration
by encouraging allocating animated uses such
as recreational retail, artisanal, restaurant, and
live/work to be located at the ground level,
where feasible to. A marina will continue to
drive specialized commercial services that will
be accommodated at grade along the harbour’s
edge, and potentially in other locations throughout
the site.
The vision for One Port is of a place to live,
work, and play; a unique urban waterfront
neighbourhood focused around a working marina.
• Contribute to a model sustainable and
creative community on the Port Credit
Waterfront
• Enhance the urban village character
• Bring year-round life and activity
• Establish a great public realm
• Include a mix of uses and utilize an
appropriate built form
• Keep the “port” in Port Credit by bringing
other activity and development to complement
the existing marina activity, rather than
displacing it
• Provide opportunities for employment
• Respond to context and site influences
• Improve outdoor comfort and interest at the
waterfront
It will feature:
• Direct and public access to the
water
• A strong waterfront character
• A pedestrian focus
• Integration into the Port Credit
community
The vision has been developed through an
understanding of City’s policy and planning
documents and through extensive consultation
with the community and stakeholders.
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A / Context Analysis
Lakeshore Drive East
One Port, municipally known as
1 Port Street East, is situated within
the community of Port Credit at
the mouth of the Credit River on
Lake Ontario. The total site area
is approximately 27.7ha (68.4ac),
comprised of a development land
area (exclusive of the east and west
breakwaters and the Ridgetown
breakwater) of approx. 6.8ha (16.8ac)
and a water lot of 20.9ha (51.6ac). The
site has a frontage along Port Street
of approximately 295m (970ft) and a
depth of approximately 400m (1300ft)
on land.
The total depth on land and water, measured
from the north property limit at Port Street to the
south end of the water lot, is approximately 800m
(2625 ft). The site has a shoreline of approximately
700m, measured on land at the dockside walls.
The City of Mississauga owns land adjoining the
site to the immediate west, on the east bank of
the Credit River, which includes J.J. Plaus Park
and the Credit Village Marina.
Port Street
Land area
approx. 6.8ha
Credit
River
East
Breakwater
Waterlot
approx 20.9ha
Curved
Training Wall
West
Breakwater
The site
4
Total site area
approx. 27.7 ha
Lake
Ontario
Ridgetown
Breakwater
Aerial view of One Port from the north
What happens at One Port now?
There are a number of existing uses and functions
at One Port, which relate to the Port Credit
Harbour Marina (PCHM).
Port Credit Harbour Marina’s operations include
approximately 800 marina slips and accessory
marina uses, including surface parking, boat
storage (outdoor and indoor), a gas dock, a
repair and painting facility, commercial and sales
businesses, a retail store and a bar/restaurant
with a patio. Some of the marina uses are
contained within the wharf shed.
Who operates and leases One Port?
The Port Credit Harbour Marina is currently
operated by Centre City Capital Limited, who are
subject to a head lease with CLC. Centre City
Capital Limited subleases space at One Port to
a variety of businesses ancillary to the marina
use. There are approximately 20 sub-tenants.
Sub-tenants include a marine service facility
with a boat repair and paint shop, gas dock and
sewage pump-out concession. They also include
a chandlery (a shop selling items for boats), and
restaurant/bar with a patio.
What is the history of the One
Port site?
The History of the site speaks of an intrinsic
working relationship to the water, recognized in
the following key phases:
• Pre-1800’s: The mouth of the Credit River is
an important location for trading and the site
of settlement by the Mississauga First Nation.
• 1834: Founding of the adjacent Village of Port
Credit.
• 1880-1900: During this time period, one of the
primary building materials for construction in
Toronto was shale from the bottom of Lake
Ontario, much of it collected from this area.
Stone quarrying and transportation, 1908
Port Credit Harbour before wharf construction, 1949
• Mid-1950’s: The Federal Government builds a
wharf and marine structures to accommodate
industrial vessels.
• Early 1960s: Canada Steamship Lines begins
leasing the harbour lands as a container
terminal.
• Early 1970’s: The federal operation comes
to an end with the cessation of large vessel
traffic in Port Credit Harbour.
Wharf (in upper right of photograph) shortly after its construction, 1962
• 1974: The container terminal is converted for
recreational boating purposes.
• 1979: Lease is assigned to Centre City Capital
Ltd., the current tenant.
• March, 2011: CLC acquires One Port from the
Department of Fisheries and Oceans (DFO).
Use of Harbour by Canada Steamship Lines, 1960’s
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External Context
Village Main Street
Lakeshore Road East, located one block north
of the site, is a local destination and the historic
mixed-use spine of Port Credit, in addition to
being a major street. Opportunities to reinforce
connections to Lakeshore Road will enhance Port
Credit’s walkable urban village character.
North-South Connecting Streets
Stavebank Road, Elizabeth Street and Helene
Street currently terminate at Port Street, the
northern boundary of the site, thus precluding
visual and physical connectivity to Lake Ontario.
Taking advantage of opportunities to extend
Port Credit’s urban grid will improve visual and
physical connectivity between the lake and the
Village Main Street. Integration of landmark
features such as higher or otherwise distinguished
corner building elements could further mark these
important locations within the urban fabric and
frame views of the water.
Port Street
Waterfront Trail
Parks and Open Spaces
Port Street defines the northern edge of the site.
It is an area of transition having seen significant
redevelopment in recent years, including the
addition of mid-rise apartments east of the One
Port property. The current marina and large
asphalt parking areas in the northern end provide
little animation to the street and preclude public
access.
In its current form, there are physical barriers
around the perimeter of the Port Credit Harbour
Marina that make it inaccessible to the rest of the
community and result in a gap in public access to
the waterfront.
One Port is situated between J.J. Plaus Park and
St. Lawrence Park, with J.J. Plaus Park forming the
entire western edge of the land portion of the site.
At present, there is no public access and no sense
of relationship between these parks and the site.
The focus of activity within J.J. Plaus Park is along
the Credit River and the eastern side of the park is
underutilized as a result. The potential to connect J.J.
Plaus Park and St. Lawrence Park through the site
is a key master plan strategy. Extending Stavebank
Road into the site will provide further opportunities to
activate the eastern edge of J.J. Plaus Park.
Building heights on the north side of Port Street
vary considerably from west to east: Waterside
Inn (14 storeys); Ports Hotel (6/7 storeys); the
approved No Frills development (10 storeys); Port
Elaine Place (5 storeys); and 70 Port Street East (6
storeys).
The current Hurontario Environmental Assessment
document provides a functional design plan that
locates the terminus of the proposed Hurontario
LRT along the northern perimeter of the One Port
property. Alternative design recommendations for
the terminus are described later in this document.
There are opportunities to strengthen the Port
Street frontage through the creation of an active
boulevard lined by wide sidewalks, street tree
plantings and supportive building frontages.
Lakeshore Road in Port Credit
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Port Street
On either side of the site, the multi-use Waterfront
Trail runs along the shoreline. Between, it changes
character to being on-street within mixed traffic.
Redevelopment of the site offers an opportunity
to incorporate continuous public access to the
shoreline via an extension of the Waterfront Trail
through the site, a key master plan strategy and
community objective.
The existing Waterfront Trail cross section to the
east of One Port is comprised of an upper level
pathway and a lower level pathway separated by
tree and shrub planting. Typically, the upper level
path is used more by cyclists and other active
uses, while the lower level trail more as a place of
passive recreation activities such as strolling and
viewing out over the water. Consideration of how
best to accommodate faster-paced activities such
as road cycling and roller blading are addressed
within the Master Plan.
The Waterfront Trail looking west towards One Port
The One Port Site is also within walking distance
of numerous other parks and recreation facilities,
including Memorial Park (east and west), Marina Park,
Tall Oaks Park and the Port Credit Arena.
Three Edges
Based upon current uses, there are three types of
edges to the site: the water edge, the park edge and
the Port Street edge. These three environments,
although closely juxtaposed, are each of a strongly
distinct character. The Master Plan identifies
opportunities to reinforce the distinct character along
each edge through built-form, public realm and land
uses.
J.J. Plaus Park
External context
7
Internal Context
Original Shoreline
Existing Buildings
Marine Structures and Infrastructure
The northern portion of the site is made up of
a limited amount of fill on top of the original
lake shore and the southern portion is generally
artificially-made land, consisting of granular fill
placed over the existing lake sediments and held
in place by a sheet pile dock wall system. These
variations in ground condition present different
opportunities and constraints for excavation and
occupation and are addressed within the Master
Plan.
The site is currently occupied by two buildings,
a three storey office building and a large wharf
shed, as well as a number of marine structures
and infrastructure pieces.
The site contains a number of marine structures,
including the marina slips, ramps, east and west
breakwaters, east, south and west dockwalls,
the curved training wall and the Ridgetown, a
decommissioned ship that acts as the south
breakwater and which is recognized by the
community as a cultural heritage resource. A
hydro transformer which presently serves the site
is located in the north east part of the property.
Site Levels / Grading
The site is relatively flat with an approximately
1.0 to 1.5m (3-5ft) drop from Port Street within
the central section. The finished floor level of the
shed is in the range of 0.6m to 1.0m (2-3ft) above
the grade of the western section of the site, with
it transitioning internally down to existing grade of
the eastern wharf edge. Existing retail/commercial
shops along the western edge are at the grade
of the finished floor of the shed and accessed by
steps.
The wharf shed, the most prominent feature on
the site, was built in 1956 and is more or less
in its original form. It is approximately 305m by
46.5m (1000 ft by 153 ft), and approximately
12m (40 ft) in height from the east wharf to the
top of the pitched roof. Retail/commercial uses
line a portion of the west facade, with the rear of
each unit formed by the original wall of the shed.
The shed occupies roughly half of the southern
portion of the site, measuring the width of a
typical development block. This allows for the
phasing of development around the shed, or for
its incorporation.
The wharf shed and office building have areas
of approximately 14,000 m2 (150,000 sq.ft) and
1,000 m2 (10,000 sq.ft), respectively.
Marina Function
To provide some context, the Greater Toronto
Area (GTA) boating market is home to
approximately 50 clubs and marinas, with a
supply of several thousand mooring / slip spaces
throughout the many clubs and public facilities.
Recreational boating is divided into two broad
categories: power and sail. Within these
groupings, there is an expanding range of boating
types, ranging from dry sailing and cruising to
charter boat fishing and kayaking.
Although no new marinas have been added in
recent years, a number of marinas have adjusted
their internal slip supply to account for the
Marina slips
8
Retail / commercial stores lining the west facade of
the wharf shed
Haul out, launch and gas facilities
growing demand for dock space to accommodate
larger vessels. The growing supply of larger slips
has, if anything, decreased the overall number of
slips as none of the marinas have expanded their
overall basin footprints.
While the GTA’s 30 or so yacht clubs offer
exclusivity and specialized programming, such as
high calibre racing and extensive social programs,
public marinas such as the Port Credit Harbour
Marina serve the middle of the market, offering
better affordability, a broader mix of boats and
a wider range of socio-economic groups. This
greater acceptance of a broader range of boats
and boaters, and an easier going attitude, is part
of the attraction of public marinas.
Conversely, private yacht clubs generally have
the ability to offer a deeper social experience
with well-established program offerings,
dining facilities, children activities and other
offerings. Accordingly, as some boaters within
public marinas become more established,
particularly in sailing, they choose to move to club
environments.
The interior of the Wharf shed is used for a variety
of functions including boat storage and parking
Due to the relatively high price of boats, the health
of the recreational boating industry is largely
tied to disposable incomes and fluctuations in
the economy. For example, as the health of the
United States economy and housing markets have
slumped over the past few years, so have boating
sales in the United States. Conversely, the GTA
has enjoyed a relatively robust local economy
during the same time period.
As Toronto and communities throughout the
905 region continue to grow and intensify their
downtowns and transit hubs, the amenity of the
Lake Ontario shoreline, and local recreational
boating, will play an increasingly important role as
a recreational outlet for residents of the GTA.
PCHM sub leases space to a variety of business
interests that operate on site including the
chandlery, restaurant, marine service facilities,
and boat sales.
Bristol Marine currently operates the marina
service facility which includes a full paint shop,
but also manages the gas dock and sewage
pump-out concession. The marina operation
manages the summer berthing and winter storage
business, as well as haul out and launch services
which are included in its summer mooring or
winter storage packages.
Cobble Beach
The Lake Ontario Integrated Shoreline Strategy
Background Review and Data Gap Analysis
(Credit Valley Conservation, 2011) identifies an
area of Cobble Beach at the foot of Helene Street,
outside the east breakwater.
Internal context
9
Environmental Context
The geology of the site varies significantly
across the property, and is characterized by a
layer of asphalt at ground surface with mixed
fill conditions underneath, that overlies naturally
occurring lake sediments. During the construction
of the wharf, sand and gravel fill material was
placed along the shoreline and typically occurs
at depths of 0.3 to 4m (1-13ft) below grade, but
is observed at a maximum depth of 9.5m (31ft)
below grade near the dockwall and shoreline
of Lake Ontario. Naturally occurring clayey silty
soils occur at depths of 0.3 to 9.5m (1-31ft) below
grade, often containing sand and peat layers, and
underlain by weathered shale bedrock starting
at 10m (33 ft) below grade. Based on a review
of soil and groundwater information available
for the site, the following conclusions have been
observed:
Environmental Standards and
Approvals Process Required for
Redevelopment
Potential Future Remediation Solutions
(once a Redevelopment Strategy is
Determined)
Given the current land uses and the protective
nature of the asphalt parking lot, the contaminants
of concern do not pose an immediate
adverse public health impact. An appropriate
environmental management approach either by
remediation, risk assessment, soil removal or a
combination will be required, however, to mitigate
the identified soil impacts and prepare the site for
future more sensitive land uses (e.g. residential,
parkland), once a development plan is determined
at the zoning stage.
• Contamination has been identified on the site
within the surface layers, but the naturally
occurring site sediments remain largely
uncontaminated;
A mandatory RSC is required if the site is to be
redeveloped for parkland, residential, or mixed
residential/commercial use. The MOE RSC
process provides documentation of the final
environmental condition of a property once a
remedial strategy is complete, thereby offering
greater clarity for new residents, vendors,
purchasers, and lenders. Before changing a
property to a more sensitive land use such as
residential or parkland, it is mandatory to file
a MOE RSC to demonstrate that the soil and
groundwater on the property meet applicable
generic and/or risk-based standards for more
sensitive land uses.
Once a redevelopment strategy is determined
through the zoning process, an appropriate
environmental management approach will be
developed to mitigate the potential contamination
impacts and prepare the site for future more
sensitive land uses. Regardless of the future
land uses for the site, some excavation and
management of impacted surface soils will be
required during redevelopment to accommodate
potential subsurface structures (e.g. underground
parking structures, foundations, utilities, etc).
Based on the types and concentrations of
chemicals identified in past investigations,
the management of contaminants can be
achieved through some soil removal due to the
construction of parking garages, foundations,
and parkades, and the deployment of risk
assessment. Sustainable remediation strategies
include a range of approaches from risk
management measures, remediation, and reuse
of uncontaminated fill material. A sustainable
remediation strategy could be employed that
involves soil screening to determine which soils
could be reused onsite, the creation of soil
storage areas, and soil remediation that involves
removal, segregation, re-use,and disposal of
contaminated soils.
• The site contamination was probably caused
from the mixed fill used to construct the wharf
and historic marina operations that have used
chemicals associated with boat repair and
refueling;
• Metals and inorganic contaminants, petroleum
hydrocarbon compound (PHC), and polycyclic
aromatic hydrocarbon (PAH) concentrations
have been identified in soils that exceed the
current applicable Ministry of Environment
(MOE) standards; and
• There were no chemical contaminants
observed in groundwater that exceed the
applicable MOE standards.
10
MOE Record of Site Condition (RSC)
Process
Shoreline Management,
Marine Infrastructure and
Conservation
Redevelopment of One Port provides an
opportunity to revitalize the water’s edge to its
maximum potential as a place for recreation,
community and marine activities, amongst
other uses. The addition of public spaces into
the existing waterfront context will bring new
programmes and uses for the community that
will have city wide benefit. Within the One Port
site there are a wide variety of shoreline types
each with their own unique characteristics.
The following is a discussion of the shoreline
management, marine infrastructure and
conservation opportunities and constraints
related to the redevelopment of One Port.
Breakwaters and Wharf Walls
The east and west breakwaters are 50 years
old and at the end of their design life. They are
functional and reduce wave activity in the marina
basin in order to protect the marina function.
The wharf walls installed on the east, south and
southwest sides of the site are approximately 50
years old. It is estimated that they will continue
to function for another 50 years based on
background information and designed live loads.
The existing tie backs and associated anchors
extend over approximately 20m (66 ft) from the
wharf wall and are located under the existing
shed. Anchors can be redesigned and relocated
to within 15m (49 ft) to the wharf wall when the
site is redeveloped, if desired and/or feasible.
The Ridgetown, which acts as a south breakwater,
was sunk on a level of bed of crushed stone and
filled with clear stone in 1974. The Ridgetown
continues to provide its intended function as a
breakwater.
The Curved Training Wall
The curved training wall located on the west side
of the property and east side of the Credit River
will continue to function for the next 50 years with
a design live load of 4.8kPa (pedestrian load).
There are a number of areas where concrete has
spalled and deteriorated. This condition has not
created a structural deficiency.
Shoreline Hazards
The Natural Hazards Policies (3.1) of the Provincial
Policy Statement (PPS) defines three potential
natural hazards along the shore of the Great
Lakes: Erosion Hazards, Flooding Hazards, and
Dynamic Beach Hazards. The Ministry of Natural
Resources (MNR) prepared Technical Guides
that describe general methods for assessing
the hazard limits and the standards that must
be met in overcoming the hazards. Credit Valley
Conservation enacted Ontario Regulation 160/06
to control development within the Lake Ontario
shoreline hazard lands within their jurisdiction.
Development at this site is subject to this
regulation.
The shoreline of the central wharf is artificial
and therefore no erosion hazard limit can
be delineated. The use of the artificial shore
approach in assessment of the shoreline hazards
requires future ownership by public agency or
significant private concern. The north shore of
the marina basin is not considered artificial shore
by Credit Valley Conservation. The standard
approach to determining erosion setback by
applying erosion and stable slope allowance is
proposed. The erosion hazard of 15 m (49 ft) is
recommended along the north shore.
KEY
Shoreline hazard land
Port Street
Flood
Hazard
Limit
15m
Credit
River
See cross
section
below
Hazard line
Existing top of shore
Opportunity for new
dockwall to open up
development potential of
NE portion of site
Shoreline hazards schedule
Lake
Ontario
There are no dynamic beaches at this site and
hence no dynamic beach hazards.
Flood hazard on the central pier was determined
by examining wave overtopping of the east and
west breakwaters and run up and overtopping
of the wharf walls. A 15m (49 ft) default is
recommended for the flood hazard limit on the
central wharf. It is the governing hazard on the
central wharf. The mean overtopping volumes on
the wharf walls are low so they can be addressed
with site grading during redevelopment. The wave
run up on the north shore of the marina basin
corresponds to approximately the existing top
of bank. It is not the governing hazard along the
north shore.
Cross Section through East Wall showing existing tie-backs extending through the
Wharf Shed
11
Municipal Servicing
Context
Sanitary Sewers
Water Supply
In Mississauga, the Region of Peel is responsible
for sanitary drainage, approvals and allocation.
There is an existing 350mm (14”) pipe located
through the centre of Port Street servicing the
existing marina. The existing sanitary system is
approximately 4m (13ft) deep at the intersection
of Port Street and Elizabeth Street. Depending on
the proposed development, an internal pumping
station may be required.
Like sanitary sewers, in Mississauga, the Region
of Peel is responsible for water supply. There is
an existing 300mm (12”) watermain located on
the north side of Port Street. Currently, there
are three separate connections provided to the
site. There are two 150mm (6”) services, one
immediately east of Stavebank Road, and one
immediately east of Elizabeth Street. The third
service connection is a 100mm (4”) service east of
the site access driveway.
Existing sanitary drainage is conveyed east
through a series of gravity sewers, pumping
stations and force mains until it ultimately reaches
the Lakeview Wastewater Treatment Plant
(WWTP). The Lakeview WWTP was identified for
expansion in 2007 as part of the Region of Peel
Master Plan update. Expansion to the plant was
completed in 2008 to increase the capacity to
448 ML/day providing additional growth capacity.
Further expansion of the plant to 518 ML/day
is scheduled for completion by 2020 which will
accommodate the 2031 projected population (1.57
million) for the Region of Peel.
The Region of Peel indicated that improvements
to the existing downstream sanitary sewer system
are necessary before future development at One
Port can proceed. The Region has identified
the Beach Street Pumping Station as currently
operating at capacity. To accommodate growth
within the area draining to the Beach Street
Pumping Station, the Region completed a
Schedule “C” Class EA which recommended
the construction of a new Beechwood Sewage
Pumping Station. The Region is in the process of
obtaining Site Plan Approval for the new station
and expects to have construction completed by
the Fall of 2015, in time for any redevelopment at
One Port.
12
Storm Water Management
The City of Mississauga and Credit Valley
Conservation (CVC) are responsible for the
approval of stormwater management for this
property. The City will be responsible for the
approval with technical support and comments
provided by the CVC.
The City of Mississauga indicated that within
the site there is an existing 450mm (18”) storm
sewer that is an extension of the Elizabeth Street
sewer system. This system services the No Frills
development to the north and conveys storm
runoff directly to Lake Ontario. Through a recent
inspection of the pipe it was determined that
there is no connection to the existing 450mm pipe
south of Port Street. The relocation of this pipe
may be required as a result of redevelopment of
the site, which will be confirmed at the rezoning
stage.
There is also an existing 375mm (15”) storm sewer
on the south side of Port Street which collects
runoff from the Port Street right-of-way but will
have little bearing on redevelopment of the site.
Utilities
The system is split by Elizabeth Street. West of
Elizabeth Street, the system conveys drainage
through the Snug Harbour/JJ Plaus site to Lake
Ontario. East of Elizabeth Street, a separate
375mm storm sewer system conveys drainage to
Helene Street, where it is directed south through
an existing system within the Helene Street right
of way and outlets to Lake Ontario.
Design drawings provided by the City of
Mississauga for the Snug Harbour development
fronting Lake Ontario show that storm run-off
was directed to Lake Ontario without quality
or quantity controls. It is anticipated that the
proposed One Port development could be
serviced in the same manner.
The City of Mississauga has a city-wide approach
to stormwater management quality control.
Through their development charges (DC), funds
are collected for each development within the
City. The funds collected are used to enhance
quality controls throughout the city to offset those
sites where quality controls are not possible. The
City indicated it will not require quality controls
on site. Quality control could be addressed
through payment of the City’s Stormwater DC
charge. However, it is expected that One Port
may consider quality control measures despite
City of Mississauga practices in order to meet
environmental objectives and improve water
quality.
The Credit Valley Conservation will also review
the proposed development and will provide their
comments in support of the City’s review.
Enersouce Hydro Mississauga: There are
existing underground lines in the south boulevard
of Port Street, and aboveground lines on the
east side of Elizabeth Street. The above ground
lines at Elizabeth and Port Street extend above
ground into the site. The above ground lines
extend into the site to an existing privately owned
100kva 600 volt substation servicing the existing
development.
Enersource indicates there is sufficient capacity
in the surrounding systems for a variety of
development. The requirement for an Enersource
owned transformer and the removal of the existing
privately owned substation will be reviewed during
the future site plan approval process.
Bell: There are existing phone and fibre optic Bell
Canada services on the south side of Port Street.
The existing services are available for connection
to the future development.
Enbridge Gas: There is an existing gas main on
the north side of Port Street. The site currently
has three connections: Meter A which is currently
disconnected, Meter B 11,000,000 BTU and Meter
C 11,000,000 BTU. Enbridge have confirmed that
a connection to future development can be made
either as a new connection or the re-use of one of
the existing connections.
Transportation
Context
The proximity of the Port Credit GO station and
the existing and planned high levels of local and
regional transit service in the community provide
a significant opportunity for a transit oriented
community that emphasizes non-automobile
travel. This accessibility will reduce traffic impacts
of development and will reduce the need for
parking.
At present, a significant proportion (approximately
20 – 25 percent) of existing weekday peak period
resident travel (i.e. to / from work) is undertaken
without the use of a car. This is likely to increase
as service frequency on the Lakeshore West
GO route is increased as recently announced by
Metrolinx.
Roads
Lakeshore Road is an east-west major arterial
roadway that extends through the entirety of the City
of Mississauga, providing connections within Port
Credit to the Queen Elizabeth Way (QEW) highway
corridor via Mississauga Road, Hurontario Street,
and Cawthra Road. Lakeshore Road turns into Lake
Shore Boulevard at the eastern limits of the City of
Mississauga, where it continues eastwards through
into the City of Toronto. Lakeshore Road is a basic
four lane road with lay-by parking on both sides of
the street within Port Credit.
Hurontario Street is a north-south major arterial
roadway, also identified as a Higher Order Transit
Corridor in the Mississauga Official Plan, which
intersects Lakeshore Road northeast of the One
Port Street East property. Hurontario passes
through both Mississauga and Brampton to
continuing as Highway 10 north of Orangeville.
Hurontario Street provides connections to/from
the Queen Elizabeth Way, Highway 403, Highway
401, and Highway 407 (toll route). Hurontario
Street terminates at Lakeshore Road where it
becomes St. Lawrence Drive. It operates as a four
lane road north of Lakeshore Road with turn lanes
at intersections.
Mississauga Road / Cawthra Road are
both primary routes that run generally northsouth between Lakeshore Road and the QEW.
Mississauga Road is a major collector roadway
that connects to Lakeshore Road just west of the
Credit River. Mississauga Road is a basic two
lane road near Lakeshore Road with turn lanes
at its intersections. Cawthra Road is a regional
arterial roadway that connects to Lakeshore
Road to the east of Port Credit. Cawthra Road
has a basic four lane cross-section in vicinity of
Lakeshore Road with additional turning lanes at
intersections.
Port Street East is an east-west minor collector
road located directly adjacent to the northern
edge of the One Port property. The One Port
property takes access solely from this street. Port
Street East has on-street parking on both sides
of the street operated as pay & display by the
City of Mississauga. Port Street East intersects
St. Lawrence Drive (minor collector north; local
south), Helene Street (local), Elizabeth Street
(minor collector), and Stavebank Road (minor
collector) to connect to Lakeshore Road.
PORT CREDIT
GO STATION
*
One Port
Port Credit – Area Road Network and Transportation Context
ELIZABETH
STREET
One Port is exceptionally well located relative
to existing and planned transit facilities and
automobile connectivity to other areas within
Mississauga and across the Greater Toronto Area.
Lakeshore Road East
Port Street East
13
Transit The Regional Transportation Plan for the Greater Toronto and Hamilton Area The City of Mississauga and the City of Brampton
Port Credit Mobility Hub
(GTHA), otherwise known as “The Big are planning to introduce a light rail transit (LRT) The Regional Transportation Plan for the Greater
facility – called the Hurontario-Main LRT -- running
Move”, identifies Port Credit as a mobility Toronto and Hamilton Area (GTHA), otherwise
primarily within an exclusive transit right of way hub. Regiona
Port Cre
Huronta
number
Mississa
central connect
other ar
‐ TRANSIT Port Credit Mobility Hub Transit
known as “The Big Move”, identifies Port Credit
as a mobility hub.
along the Hurontario Street corridor between the
two municipalities. This LRT connection would
Mobility hubs are identified as major provide convenient north-south transit connections
Mobility hubs are defined as major transfer transfer points between all types of between the Brampton and Port Credit GO
points between all types of modes (transit, walk,
stations, as well as the Port Credit Lake Ontario
modes (transit, walk, cycle, drive) that cycle, drive) that provide connections to regional
Waterfront.
provide connections to regional transportation systems and support intensification
and centres of attraction at each hub
The planned Hurontario LRT facility is highly
transportation systems and support supportive of an intensification of the One Port
intensification and centres of attraction The Port Credit mobility hub facilitates an
property, in particular, as one of the largest,
increase in the attractiveness of transit and at each hub. The Port Credit mobility hub the
most prominent and remaining under-developed interconnections provided between local and
properties in the area, especially given its strategic
facilitates an increase in the regional services, which is beneficial to the overall
location adjacent to the southerly terminus of the attractiveness of transit and the area in terms of promoting non-auto travel and is
planned route.
supportive of intensification of One Port. interconnections provided between local and regional services, which promotes Transit Connections
non‐auto travel and is supportive of Regional rail service is provided from the Port
intensification of the area. Credit station located just west of Hurontario
Street. There are also a number of bus routes
The Port Credit mobility hub would operated by Mississauga Transit that loop
facilitate an increase in the attractiveness around the central area of Port Credit, providing
connections between the GO station and other
of transit and the interconnections areas of Mississauga.
provided between local and regional GO Transit and Metrolinx are planning to services, which would be beneficial to the significantly increase the frequency of transit
overall area in terms of promoting non‐
service along the Lakeshore West line which will
auto travel and would be supportive of further enhance the level of transit accessibility
intensification of the area. afforded to the Port Credit area.
Metrolinx, Mobility Hub Guidelines, September 2011
Port Credit Mobility Hub
Metrolinx Mobility Hubs
To Square
One
GO Tran
significa
transit s
line whi
of trans
Port Cre
To Clarkson
Hurontario / Main Street Master
Plan Report, 2010
14
Port Credit Transit Services
Port Credit Transit Services
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The City
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Bicycles and pedestrians
Currently, there is limited cycling specific
infrastructure in place within Port Credit
with, notably, no convenient, bicycle specific
connections providing for commuter access to /
from the Port Credit GO station. There are plans,
both at the municipal level and as part of the
Mobility Hub strategy, to considerably improve
and enhance the formal facilities provided within
Port Credit, to provide safe and convenient
linkages for cyclists and encourage nonautomobile travel.
utes and Trails
Several cycling routes are, however, proposed
across the Port Credit by the City of Mississauga,
including notable connections across the Lake
Ontario waterfront and north-south linkages to the
Port Credit GO station.
The improved linkages planned across Port
Credit – particularly those providing high quality
connections to the Port Credit GO Station –
will provide excellent cycling opportunities for
residents and visitors to a redeveloped One Port
property.
‐ BICYCLES AND PEDESTRIAN There is only limited cycling specific infrastructure in place within Port Credit today with, notably, no convenient, bicycle specific connections providing for commuter access to / from the Port Credit GO station. There are plans, both at Municipal level and as part of the Mobility Hub strategy, to considerably improve and enhance the formal facilities provided within Port Credit to provide safe and convenient linkages for cyclists and encourage non‐automobile travel. Several cycling routes are, however, proposed across the Port Credit by the City of Mississauga including notable connections across the Lake Ontario waterfront and north‐south linkages to the Port Credit GO station. Port Credit – Existing Bicycle Routes and Trails
The improved linkages planned across Port Credit – particularly those providing high quality connections to the Port Credit GO Station – will provide excellent cycling opportunities for residents and visitors to a redeveloped One Port Street East property. Port Credit – Proposed Bicycle Routes and Trails
Waterfront Trail to the east of One Port
KEY: Existing off-road multi-use trails
Lakeshore Road East
1. 2. 3. 4. EXISTING ON-ROAD SHARED USE LANES
EXISTING ON-ROAD SHARED USE LANES
Existing on-road shared use lanes
PROPOSED SECONDARY ROUTES
Proposed secondary routes
PROPOSED PRIMARY ON-ROAD ROUTES
Proposed primary on-road routes
PROPOSED PRIMARY OFF-ROAD ROUTES
Proposed
primary off-road routes
PROPOSED PRIMARY BOULEVARD ROUTES
Proposed
primary boulevard routes
Port Credit GO Station
EXISTING OFF-ROAD MULTI-USE TRAILS
EXISTING OFF-ROAD MULTI-USE TRAILS
15
Planning Policy Context
Growth Plan
Provincial Policy Statement
The current Provincial Policy Statement (PPS)
came into effect on March 31, 2005. The PPS
provides policy direction on matters of provincial
interest related to land use planning and
development and all decisions must be consistent
with the PPS.
Key directions in the PPS as it relates to One Port
include:
• promoting healthy, liveable, safe and complete
communities;
• focusing growth in settlement areas and
creating efficient land use and development
patterns, with a focus on intensification in the
built-up area;
• promoting economic development and
competitiveness by providing a range and mix
of employment;
• providing an appropriate range of housing
types and densities to meet projected
requirements including affordable housing;
• planning public streets, spaces and facilities
to be safe and facilitate pedestrian and nonmotorized users
• designing, buffering and/or separating major
facilities (such as transportation/transit/
rail infrastructure and corridors, intermodal
facilities, sewage treatment facilities, and
industries) from sensitive land uses to prevent
adverse effects from odour, noise and other
contaminants, and minimize the risk to public
health and safety;
• providing opportunities for public access to
shorelines;
16
• ensuring that sewage and water systems are
environmental and financially sustainable;
• designing transportation systems which
offer a balance of transportation choices
and opportunities for multi-modal use with a
priority on transit and goods movement.
• protecting the natural heritage system and the
protection, improvement and restoration of
the quality and quantity of water;
• conserving significant built heritage resources
and cultural heritage landscapes as well as
the protection of archaeological resources;
• directing development away from areas of
natural hazards which include lands that are
impacted by flood and erosion hazards.
The Master Plan is consistent with the PPS by
creating a healthy, safe, liveable community that
provides for intensification within the settlement
area. It will provide for a range of housing and
employment opportunities on full municipal
services with increased public access to Lake
Ontario shoreline. It will take advantage of
existing and proposed transit facilities. New
development, except for marina, parks and
community facilities / uses, will not occur with
the floodline hazard and water quality will be
addressed during the development review
process.
The Growth Plan for the Greater Golden
Horseshoe (Growth Plan) was prepared by the
provincial government in 2006 and all decisions
made with respect to planning matters must
conform to the Growth Plan. It is a framework
for managing growth to 2013 by building strong,
compact, vibrant and complete communities
through:
The Master Plan complies with the Growth Plan
by providing intensification that results in a
distinct, vibrant and complete community that
supports a multi-modal transportation system
and is developed at densities which are transit
supportive. It will encourage employment
opportunities and provide an appropriate mix of
residential and employment uses.
• directing a significant portion of new growth
to built-up areas through intensification where
the capacity exists to accommodate it;
• promoting transit-supportive densities and
a healthy mix of residential and employment
land uses;
• preserving employment areas for future
economic opportunities;
• identifying and supporting a transportation
network that links urban growth centres
through an extensive multi-modal system
anchored by efficient public transit, together
with highway systems for moving people and
goods;
Provincial
Statement
Provincial Policy Statement (PPS),
March 31, 2005
• planning for community infrastructure to
support growth;
• ensuring sustainable water and wastewater
services are available to support future
growth;
• identifying and enhancing the conservation of
natural systems;
• supporting the protection and conservation of
water, energy, air and cultural heritage;
• creating distinct, vibrant and complete
communities.
Growth Plan, 2006
Mississauga Official Plan
VI
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Policies dealing with the environment indicate
that the City will take an ecosystem approach to
planning. Sensitive land uses may be considered
adjacent to major facilities such as industries
only where effective control is provided through
appropriate site and building design, buffers
and/or separation distances to prevent adverse
effects from these facilities. Future development
will address green development standards and
stormwater best management practices at the
rezoning stage. Development along the Lake
Ontario shoreline will be evaluated in the context
FU
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• provide a range of mobility options (e.g.
walking, cycling, transit, vehicular) for people
of all ages and abilities, by connecting people
with places through coordinated land use,
urban design and transportation planning
efforts;
• City Structure, which is recognizes that
different parts of the city perform different
functions and so organizes the city into
functional areas including the downtown,
community nodes and neighbourhoods. Port
Credit is made up of a Community Node and
Neighbourhoods and One Port is within the
M IO
R
AT PE
IN S
ST O
PR
• maintain and promote a strong, and
sustainable diversified economy that provides
a range of employment opportunities for
residents and attracts lasting investment to
secure financial stability;
DE
• preserve the character, cultural heritage and
livability of our communities;
• Green System, which is composed of a
natural system, natural hazards and parks and
open space. Natural hazard lands include the
Lake Ontario shoreline and the Credit River
valley, are generally designated Greenbelt
and may provide opportunities for passive
recreational opportunities. As a part of future
zoning approval, lands adjacent to the Lake
Ontario shoreline may be placed in public
ownership;
• Corridors, which connect the City and link
communities, are intended to be mixed use
and transit supportive. Hurontario Street
and Lakeshore Road have been identified
as corridors and Hurontario Street has been
identified as an Intensification Corridor where
growth will be directed.
Y
M
NO
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Ontario waterfront and the city’s river and
valley corridor system;
In order to achieve those principles the Official
Plan is now based on an urban system made up
of a:
FO LE
AB
ST
• protect, enhance and where possible
restore distinct natural features, areas and
linkages including their ecological functions
particularly those associated with the Lake
• promote the participation and collaboration
of all sectors including residents, employees,
entrepreneurs, government, business,
education and non-profit, to achieve this
vision.
Public parks will be designed to allow for a variety
of complementary activities and will contain
unstructured or landscaped areas for sedentary
uses where possible. Parks should generally be
accessible for residents within 800m (0.5 miles) of
their dwelling and the minimum city wide parkland
provision is 1.2ha (3 ac) per 1000 population. The
City recognizes the Lake Ontario waterfront as a
vibrant area of lake dependent and lake enhanced
activities with natural habitat protected and
restored and heritage resources incorporated.
Brownfield rehabilitation will enhance the
communities in which they are located and future
development will only be permitted when site
assessment have been undertaken in accordance
with provincial regulations.
DO
• promote development decisions that support
the sustainability of our natural heritage
system and enhance the quality of life for our
present and future generations;
• support the creation of distinct, vibrant and
complete communities by building beautifully
designed and inspiring environments that
contribute to a sense of community identity,
cultural expression and inclusiveness; and
of the potential impact on the overall physical and
ecological functions occurring within the shoreline
and consider mitigative measures.
Community Node. Community Nodes are
intensification areas intended to provide for
a mix of population and employment uses
with lower densities and heights than larger
nodes but with a gross density of between
100 and 200 residents and jobs combined
per hectare with an average population
to employment ratio between 2:1 and 1:2
averaged out across the entire area of the
node. They will have a compact, mixed use
form that includes walkable streets, a strong
sense of place, community infrastructure and
frequent transit service. Community nodes
will be developed with minimum heights of
2 storeys and maximum heights of 4 storeys
unless Character Area policies (such as the
Port Credit Local Area Plan) or site-specific
policies specify alternatives.
ST
The vision for Mississauga is a sustainable city
that protects natural resources including the Lake
Ontario waterfront and the Credit River as well as
stable residential areas. The guiding principles for
the Official Plan are to:
• plan for a wide range of housing, jobs and
community infrastructure to meet the daily
needs of the community through all stages of
life;
DE
The Mississauga Official Plan establishes a policy
framework to guide land use and development
within the City. A new Mississauga Official Plan
was adopted by Council on September 29, 2010,
and has been partially approved by the Ontario
Municipal Board subject to scoped appeals.
Mississauga Official Plan, 2010
17
Applications for development along the Lake
Ontario waterfront will have regard for:
• Providing new public views of the lake and
maintaining existing view corridors;
• Recognizing and integrating cultural heritage
resources;
• Providing public access to and along the
water’s edge, particularly the waterfront trail;
• Providing linkages for other trail systems,
public access nodes and natural features and
areas and linkages;
• Shorelines that do not pose physical barriers
to the water;
• Natural hazards;
• Restoration and shoreline improvements;
• Natural heritage features and functions;
• Opportunities for nature appreciation;
• Compatibility among land uses;
• Privacy and security of private property;
• Mixing appropriate uses;
• Form and scale appropriate to waterfront
location;
• Ensuring public open space is clearly seen to
be open to the public;
• Dedication of patent water lots to the City or
public agency;
18
• Provision of appropriate uses and activities
which are lake dependent and lake enhanced;
and
• Development of public shoreline parks and
associated recreation facilities.
There should be a visually stimulating,
comfortable and human-scaled edge to the
waterfront trail and development should consider
recreation, retail, cultural and tourism activities.
Draft Port Credit Local Area Plan
The City has undertaken a review of the Port
Credit District policies and has prepared a draft
Local Area Plan (LAP) for Port Credit, which
is intended to replace the District policies
developed in 2003. The Master Plan builds upon
the principles and vision established within the
draft LAP describing Port Credit as an urban
waterfront village with: a mix of land uses; a
variety of densities; compact pedestrian and
cycling friendly; transit supportive urban forms; a
significant public realm; and public access to the
waterfront.
The Draft Local Area Plan proposes to designate
the majority of One Port as Mixed Use with a
Greenbelt designation along the breakwater.
Natural hazard areas are identified along the
water’s edge. The draft LAP policies continue to
provide site-specific policies for the property that
recognize the permission for marina, boat repair,
service and storage. The draft LAP policies also
indicate that further study is required to determine
the appropriate type of redevelopment on these
lands. This comprehensive Master Plan has been
prepared for the City’s satisfaction to address
land use, built form and transportation. In
addition, the Master Plan addresses the provision
of significant public access and additional public
lands along the waterfront, preserving and
enhancing views through to the lake, preserving
the marina function and the breakwater,
the provision for employment uses and the
requirement for adaptable, multi-use ground floor
space, and the desire for placemaking and the
appropriate built form adjacent to the LRT station.
As an appendix to the draft LAP, the City has
prepared a draft Built Form Guide that establishes
height limits, but notes that One Port requires a
special study to determine the appropriate type of
development, including height. Again, this Master
Plan fulfills the requirements of a special study
and provides a rationale for the proposed built
form strategy.
Mississauga Zoning Bylaw
The majority of One Port is zoned a site specific
Mainstreet Commercial (C4-18), with the
breakwaters and land at the foot of Helene Street
being zoned Greenbelt-Natural Hazards (G1).
The C4 zone permits retail stores with no size
limitations, restaurants, veterinary clinics, funeral
establishments, personal service establishments,
commercial schools, financial institutions, repair
establishments beverage/food preparation
establishments, medical offices and business
offices, overnight accommodation, recreational
establishments, entertainment establishments,
private clubs, universities/colleges, apartment
dwellings, and dwellings above the first floor of
a commercial building. Site-Specific Exception
18 also permits boat repair, service and storage,
inside or outside.
The G1 zone permits flood control, stormwater
management, erosion management, and natural
heritage features and areas conservation.
The minimum building height under the current
zoning is 2 storeys, and the maximum building
height is 3 storeys.
There is a Greenbelt Overlay on about two thirds
of the property which is a restrictive overlay
that requires environmental technical studies
to be prepared and approved by the City and
Credit Valley Conservation Authority prior to
development.
A zoning by-law amendment application will be
required following the approval of LAP policies for
the site in order to address matters such as land
uses, building heights, setbacks, build to zones,
stepbacks, densities, lot coverage, open space
provisions, and parking requirements.
DRAFT
Port Credit
Local Area Plan
January 2012
Draft Port Credit Local Area
Plan, Jan 2012
One Port
Port Credit Local Area Plan
Draft Port Credit Local Area Plan
One Port
Excerpt of Zoning By-law 0225-2007
Excerpt of Zoning By-law 0225-2007
Port Credit Local Area Plan
19
Inspiration Port Credit
Waterfront Parks Strategy (2008)
Parks and Natural Areas Master Plan and Implementation Guide (2009)
Inspiration Port Credit is a City initiative to
establish a Comprehensive Strategic Master
Plan and implementation plan to guide the
future of Imperial Oil Limited (IOL) lands and
One Port as well as a review of communitywide opportunities for improved connectivity,
potentially related to redevelopment. The main
objectives of Inspiration Port Credit are to balance
the needs of the community with the needs of
land owners; to successfully link the various
City, public and private Port Credit initiatives;
and to foster sustainable partnerships between
the City, landowners, community partners and
stakeholders. A review of this Master Plan is one
of the components of the Inspiration Port Credit
process.
In 2008, the City adopted the Waterfront Parks
Strategy and has divided the waterfront park
system into eight areas. Port Credit is identified
as being part of the Urban Activity Centre. The
Strategy recommends that more passive, landbased recreational uses be approved when
planning for upgraded, expanded and new
waterfront parks.
The City has undertaken a number of park and
waterfront studies in recent years. In 2009, the
City adopted the Parks and Natural Areas Master
Plan and Implementation Guide. The Parks and
Natural Area Master Plan indicates that there is
an evolving concept of parks: “While parks and
natural areas are still primary components of
the larger open space system, other parts of the
‘public realm’ are now recognized as important
contributors to sustainable urban communities.
These include parks, plazas, and streetscapes.”
The Waterfront Parks Strategy lists the criteria to
be considered for the park securement as:
• Improve continuous public shoreline access
• Expand recreational activities
• Provide needed support facilities
• Improve views and windows on the lake
• Protect sensitive and /or natural features
• Expand natural features and systems
• Protect and explore cultural heritage elements
• Provide important east-west and north-south
connections
The parkland that is being proposed by this
master plan satisfies these criteria for park
securement along the waterfront.
The Master Plan recognizes that other spaces
including green streets and lanes, roof top
gardens and public amenity spaces can be
integrated with traditional parks for social and
environmental benefit.
It also indicates that “opportunities that arise
in redevelopment/intensification projects will
typically provide more limited opportunities
for public parks and open spaces than in the
past. Consequently, while infill development/
intensification will tend to focus more on parks
as contributors to ‘quality of life’ than on active
recreation needs, there will also need to be a
corresponding emphasis on paths and bikeways
that link new development areas to more active
recreation areas within the larger City-wide
network.”
One of the recommendations of the City’s study
is that “as part of planning studies to implement
Growth Management recommendations eg.
District Plans, Community Plans – a community
based assessment should be used to establish
where and how much parkland should be
included in redevelopment areas, in consideration
of desired urban form and proximity to
20
existing parkland and facilities, together with
demographics, socio-economic factors and
projected growth.” ...“Parkland levels should
continue to be based on the provision of a
minimum of 1.2 ha/1000 (3ac/1000) population
and areas that currently fall below this standard,
such as the City Centre, should not be allowed to
slide any further.”
As part of the Parks and Natural Area Master
Plan, the City has examined existing supply and
future parkland requirements. To do so, it has
broken the city down into six areas. One Port
Street is within Area 6. Table 5.2 (shown on the
next page) indicates that there is currently 2.38 ha
/1000 (6ac/1000) population across the city and in
Area 6 there is currently 4.6 ha/1000 (11ac/1000)
population of parkland supply. Therefore, Area
6 is well in excess of the rest of the city and the
minimum standard that the City has set of 1.2
ha/1000 population.
The Parks and Natural Area Master Plan indicates
that the objective for the provision of parks within
800 m of residents’ dwellings has been largely
met across the city and this is still a realistic
target.
_____________________________ Executive Summary
One Port is located within Area 6 of________________
the City of Mississauga’s Service
Areas
based
Future
Parkland
upon Population and Socio-Demographic Profile
x Future Directions – Parks and Natural Areas Master Plan FINAL REPORT
Requirements
December 2009
Parks and Natural Areas Master Plan and Implementation Guide (2009)
Table 5.2: Summary of Parkland Supply by Service Area (in Ha.)
Year
2009 pop.
Destination Park
Inspiration Port Credit
Background Report
Community Park
TOTAL
Ha. / 1000 pop.
FEBRUARY 7, 2013
5
6
Total
189,800
84,700
727,700
45.16
369.39
414.55
2.61
6.23
252.44
258.67
1.36
238.18
151.06
389.24
4.60
1730.374
….2.38
121.67
194.96
316.63
2.04
91.81
91.81
2.39
59.99
199.48
259.47
2.59
Future Parkland Requirements
(to meet pop. growth using 1.2 ha. / 1000 population, per OP standards
ndards for new residential areas)
2016 pop.
167,100
163,700
37,700
100,000
202,000
86,100
Population Change
8,100
8,200
200
-700
-300
12,200
1,400
Additional Parkland
9.72
9.84
14.64
1.68
2021 pop.
169,900
166,600
37,300
100,900
211,300
87,800
Population Change
2,800
2,900
-400
900
9,300
1,700
Additional Parkland
3.36
3.48
48
1.08
11.16
2.04
2031 pop.
175,500
171,300
37,000
104,200
231,300
91,800
Population Change
5,600
4,700
700
-300
3,300
20,000
4,000
Additional Parkland
6.72
5.64
3.96
24
4.8
16,500
15,800
-1,400
3,900
41,500
7,100
TOTAL POPULATION INCREASE
Stoss
Inspiration Port Credit Background
Report (Feb 2013)
SERVICE AREA
2
3
4
Existing Supply
159,000
155,500
38,400
100,300
1
Waterfront Parks Strategy (2008)
TOTAL ADDITIONAL PARKLAND (HA.)
19.8
18.96
-
5.04
49.8
8.52
756,600
35.88
773,800
21.12
811,100
45.12
83,400
102.12 HA.
Summary
of Parkland
Service
(i.eConsulting
Table 5.2)
Sources: Population
figures -Supply
Statisticsby
Canada
2001,Area
Hemson
Inc. 2009, and Monteith Brown Planning Consultants 2009
Existing parkland supply is based on inventory data provided by the City (February 2010)
4
Total excludes the Ninth Line parklands totalling 58.63 ha as they are not yet incorporated into a Service Area(s)
21
B / Precedents
Components of a Great Waterfront Space
Making great waterfronts that
improve urban quality and reinforce
sustainability in changing city contexts
is a challenge for communities
everywhere. Successful initiatives that
open up waterfronts for everyone to
access and experience can be seen
in many cities across the world. Port
Credit is no exception, as it works to
reinforce its unique character that is
strongly tied to where the Credit River
meets Lake Ontario.
The following principles are drawn from case
studies around the world to serve as a framework
for components of what a Great Waterfront Place
means at One Port.
...is embraced by the community
...is a place to live work and play
...has multi-use destinations
...builds upon existing uses and context
...reinforces the relationship to the water and optimizes
public access
...builds on the historic evolution/character of the place
...has a public realm that is memorable
...has architecture that frames public space and
creates a sense of place
...has a visible sense of identity, and is a
landmark in itself
A great waterfront...
22
Scale Comparisons
As part of the precedent research, recognizable waterfront developments have
been overlaid onto One Port at a 1-to-1 scale. These scale comparisons are a tool
to demonstrate the public realm and built form capacity/ potential of the site and
FRAM Slokker Development,
Port Credit
• Diversity of form
• Character
• 3 and 6 storeys
Olympic Village, Vancouver
Mission Creek, San Francisco
Bo01, Malmö, Sweden
• Large site – ‘complete’ community
• Generous and diverse waterfront
promenade
• Mid-rise scale – 6-8 storeys
• Mid-rise scale with terraced form
• Public spaces distributed throughout
• Water’s edge promenade with residential
frontage
• 4-7 storey scale
• Diversity of built form
• Interconnected streets and semi-private
gardens
• Waterfront promenade - mixed-use
• Generally 3 and 5 storey scale with a tall
building element
23
C / Public Consultation
The purpose of the public consultation
process was to engage residents,
community organizations, key
stakeholders, City and Region staff
and other regulators in a process
to develop the Master Plan for the
redevelopment of the One Port site
that results in draft policies to amend
the Local Area Plan.
Over several years and a number of public
processes, Port Credit residents developed a
vision for their community that is articulated in
documents such as the citizens’ White Paper
on the District Policies Review, the Directions
Report, Waterfront Parks Strategy, Old Port Credit
Heritage Conservation District Plan and the draft
Port Credit Local Area Plan, as well as providing
input into cycling and culture master plans.
In undertaking its public consultation process
CLC and their technical, consultation and design
team asked residents and stakeholders “What
elements of this vision can be realized through the
redevelopment of the One Port site?”
24
Consultation Methodology
Introductions
CLC and its technical, consultation and design
team held a series of internal meetings to assess
the range of issues presented by conditions
on the site. It held a number of meetings with
staff of various City departments and regulatory
authorities and elected officials to assess the
regulatory and policy environment. The Candian
Urban Institute (CUI), CLC’s consultation
expert also held an initial series of face to face
discussions with representatives of residents’ and
ratepayers’ groups, the BIA and interested parties
to receive advice on the consultation process and
related issues.
Information
Residents’ and ratepayers’ representatives felt
that factual information about the economic
realities of the site, potential tradeoffs and
research conducted about the site and its current
uses and conditions needed to be presented in a
series of public forums. While acknowledging the
logistical difficulties of information sharing in large
groups, many felt that an information session that
was open to all was the most appropriate way
to initiate the consultation process . Everyone
agreed that the public need to have information
if they are to effectively contribute to developing
a Master Plan for the site, understand tradeoffs
and limitations and avoid creating a “catalogue
of (unrealizable) wishes.” It was agreed that there
would be three legitimate conduits through which
information about the site and the process would
flow – a website (www.oneportstreet.ca); a
community reference group and a series of large
interactive public information-sharing sessions.
Three public meetings were held: on May 29
and October 18, 2012 and March 7, 2013. Each
was preceded by a community reference group
meeting held respectively on March 6 and
September 25, 2012 and February 13, 2013.
A description of the format and findings of each
meeting follows.
Image from Community Consultation Session #3
Session # 1
Purpose
• To provide a wide range of stakeholders with a
briefing about the One Port site.
• To get feedback on what people would like to
see going on at a redeveloped One Port site.
Information
The technical team presented information about
the site that had been gathered to date (e.g.
land use, environment, transportation, economy,
marina, property, structure).
Discussion and Feedback
The participants were asked:
• What elements of your vision for Port Credit
do you think could be realized through the
redevelopment of the One Port site?
The participants were asked to focus on function,
not form.
Community Response - Key Messages
1. Public Access to the Waterfront
Public access to, around and through the site
was seen as important to Port Credit’s identity
as a waterfront community. Overall, participants
expressed a strong interest in having improved
public access. Building boardwalks, expanding
access to the wharf, and creating bike and
pedestrian trails through the property were
mentioned repeatedly. Ensuring a lake view was
very important to the majority of the participants.
Some people said they would like to see the site
become a gateway to Port Credit.
2. Maintain the Marina and Marine Functions
Maintaining the marina function and marinerelated businesses on the site was seen to be a
priority. Reasons included the unique asset of
the deep harbour, the niche market supported by
the marina, and the success of the Port Credit
In-Water Boat Show. Some felt that the uses on
the site should be focused around its unique
assets and take advantage of the waterfront
access. Many supported maintaining the slips
and ramps for the boating community. Some
participants wanted to maintain the boat sales
and boat repairs on site. Some questioned
the need to continue indoor boat storage and
suggested that the boat storage shed be removed
and the outdoor storage grounds be relocated to
the Imperial Oil lands. Many participants felt that
this site should welcome and maintain support
services for transient boaters and the liveaboard community, like at Granville Island. Many
mentioned the need to clean up and beautify the
site. A few participants questioned whether there
was a need for the marina to continue on this site
at all.
3. Attractions and Public Space
The site should attract Mississauga and regional
residents and visitors year round. Participants
contributed a wide range of suggestions to
animate the site including: a farmer’s market, a
concert /entertainment venue, an urban beach,
restaurants, art galleries, outdoor skating, and
lots of public space. Granville Island was often
mentioned. Some asked if the Ridgetown could be
rehabilitated. Others felt that dinner cruises, boat
tours, community sailing clubs, and recreational
boating rentals would be appropriate for the site.
Maintaining the village character of Port Credit
was important to many participants and any
attractions should be balanced with the existing
village character.
Many participants were in favour of public space
along the edge of Lake Ontario that created
connectivity between this site and neighbouring
land. Some suggested the site could be linked to
the other City parks by a pedestrian footbridge
over the Credit River. An off-leash dog park
was suggested as well as barbeque spaces for
families and visiting boaters. Some participants
asked that the existing wildlife be considered,
including protecting the salmon habitat as well as
amenities to enable salmon fishing to continue.
Letting green space become ‘natural’, as opposed
to manicured, was also suggested.
to Port Street. It was suggested that traffic
congestion was a huge concern and some
participants felt that the LRT would alleviate
congestion, while others felt that it would increase
congestion. Some suggested that water taxis
or a ferry with connections to Niagara Falls and
Toronto could be considered.
Attendance
The meeting was attended by more than 150
residents and City staff.
4. Employment
The site should have local business and
employment uses. Participants mentioned
expanding commercial uses on the site beyond
the existing boat-related businesses and
commercial offices. It was felt that the site could
provide the opportunity to create full-time, yearround employment. Commercial office space, a
hotel and increasing the daytime activity were
mentioned. There was also concern that the main
street would be weakened if there is an alternative
shopping district.
5. Residential
A wide range of advice was received about
residential development on the site. Nevertheless,
all the advice received favoured low- and mid-rise
over high-rise development. Some suggested that
permanent residents could increase safety on
the site by “keeping eyes on the marina.” Others
mentioned that affordable rental housing would
be desirable.
6. Transit and Traffic
There were mixed feelings about the City’s plans
for an LRT terminus on Port Street. Some were
strongly opposed to bringing the LRT south
Images from Public Session #1.
25
Session #2
Purpose
• To introduce the functions and uses to be
included in the master plan
• To get feedback on built form concepts to be
included in the master plan
Information
CLC’s design team introduced principles of
a great waterfront; a number of waterfront
precedents from Canada, the United States
and around the world; the planning objectives
that would inform the Master Plan; the external
and internal design influences and a set of nine
Master Plan strategies drawn from what the
participants had told them in the first public
session, the directions set out in the Port Credit
Local Area Plan and from a technical and design
understanding of opportunities and constraints.
The participants were asked to share any advice
with the design team, paying particular attention
to likes, dislikes, gaps or red flags.
Community Response- Key Messages
1. Overview
Generally, the Master Plan Strategies were well
received. Overall, participants thought they were
a good approach to design. Most supported the
emphasis on public realm and public access
to the waterfront, were happy with the street
connections and liked the idea of the Waterfront
Trail encircling the property.
26
2. The Marina and its Operations
4. Public Realm, Waterfront Trail, Park Space
7. Year-Round Use
There was concern that not enough emphasis
was placed on the marina and that the master
plan strategies presented did not adequately
accommodate current marina operations. The
lack of winter boat storage and parking on site
were cited as concerns. Many claimed that the
viability of the marina depends on adequate and
convenient parking, winter boat storage and other
support services such as a boat sales showroom,
boat brokerage, paint and repair facilities and
the chandlery. A few participants suggested
expanding the marina to a larger number of slips.
Another suggestion was to expand the east
breakwater and move the on-land marina facilities
there.
There was support for the emphasis on public
realm and park space and the configuration of a
waterfront trail around the perimeter of the site.
People supported the idea of separating walking
and cycling uses and provided suggestions about
the placement and size of the public areas. Some
suggested increasing the scope of the park at the
south end of the site to provide a view to Toronto,
and providing larger parks on the east side.
Some were concerned that the current park size
suggested at Helene Street would be too small
to accommodate tourists and families that would
be attracted to the area. People liked the idea of
incorporating access to J.J. Plaus Park to create
a broader public realm on the western side of the
site.
Several participants raised questions about
whether the site would be active in the winter.
They expressed an interest in the site being
vibrant year-round and not a dead space in the
winter. A skating rink was suggested by several
participants.
3. Compatibility of Marine Uses and Other
Activities
There was some concern that the industrial
marine uses and public access on the site
would conflict. However, participants generally
supported the principle of there being a mix
of uses on the site. Potential conflicts raised
were safety, environmental concerns and traffic
congestion. In particular, the Marine Plaza at the
foot of Elizabeth St. where the travel lift and boat
launch were proposed was felt by many to be
incompatible with the Waterfront Trail and public
access to the water. Some participants were
concerned that the Marine Plaza had insufficient
space for launching and lifting the boats, the
fueling station and automobile traffic to supply
the boats, especially with pedestrians in the
area. Some participants were unsure whether the
pedestrian-friendly streets would work near the
proposed Marine Plaza given the vehicular traffic
and industrial activities that would be taking
place.
Attendance
More than 120 people participated in the second
community consultation session.
5. Residential and Commercial Uses
Most participants were comfortable with
residential uses on the site - low and mid-rise
with step backs being preferable. However others
indicated that it was difficult to comment when
built form characteristics were not specific. There
was some concern that if residential was available
only to the wealthy, this would restrict public
access to the site. Commercial uses ranging from
office (e.g. design firms) to a grocery store to
restaurants, cafes and retail uses were suggested,
indicating strong support for mixed uses on the
site.
6. The Breakwaters
The idea of lake filling was raised a lot. The east
breakwater was identified as a major opportunity
to expand the site eastwards through infilling
to provide additional mooring and boat-related
services. Some also suggested that the south
breakwater, the Ridgetown, be remediated to
become publicly accessible, or aesthetically
improved as a public art project.
Image from Community Consultation Session #2
Session #3
Purpose
• To review next steps – draft plan policies for
incorporation into the Local Area Plan
• To introduce and receive feedback on the
draft Master Plan concept
Information
The design team presented a 97 slide
power point presentation that shared the 11
expanded and refined Master Plan Strategies
and a Demonstration Plan that illustrated the
Strategies on the One Port site for the purpose
of discussion. The presentation also included
an implementation scenario over the course of
approximately 16 years from final approval and
shovel in the ground.
The participants were asked to discuss the
following questions with respect to three topics:
Walkable, Bikeable Public Realm and Built
Form; Roads, Traffic, Parking and Transit and
Employment, Marine Uses and Commercial
Activity.
1. Have we captured your vision of what you
would like to see at One Port?
2. Do you have any suggestions for
improvement?
Community Response - Key Messages
For the most part, residents and stakeholders
who attended the sessions felt that the
consultation process provided the information
required for them to effectively participate in
developing the Master Plan Strategies and a
demonstration plan that reflected key aspects of
their “vision” of what could be realized on the One
Port site. Specifically, participants supported the
master plan strategies to maintain views to the
water, complete the waterfront trail around the
site, connect the site to the existing street pattern,
provide public access to the water’s edge,
create an animated mixed use area, support the
marina and marine uses and provide varied and
distinct public realm across the site and on the
internal streets. Representatives of businesses
associated with the marine uses and boat owners
appeared to be an organized presence at the
meetings and provided six written responses to
the consultation report. They continue to raise
concerns about space on the site for winter
boat storage; public access to the water’s
edge; residential development on the site and
the number of surface parking spaces in close
proximity to their boats. They appear to support
the status quo on the property.
1. Built Form
Generally, there was support for the heights and
built form shown in the Master Plan strategies.
Some people wanted to understand the rationale
for a 14 storey building on Port Street because
they felt it might create a barrier for pedestrians
or block the view to the water. A few people
indicated a preference for three storey buildings
while others were concerned that lower buildings
would mean that they would be unaffordable for
many; they liked that the built form suggested
would not lead to exclusivity in the area.
Rationale: In response to these issues, the design
team noted that the built form characteristics
presented in the draft master plan and
demonstration plan are based on principles of
high quality urban design and are intended to
enhance the urban village form and character,
animate the streetscape and encourage
pedestrian activity. Additional height in certain
key locations along the south side of Port Street
is considered appropriate given the proximity to
adjacent to the future LRT corridor, the desire
for variation in height, and a general assessment
of impacts. In addition, the built form proposed
allows for a comfortable public realm and allows
sunlight to penetrate onto the sidewalks.
2. Open Space and Movement
Generally, participants supported the completion
of the Waterfront Trail, public access to the
waterfront and the varied and distinct public
realm provided in the draft Master Plan. Some
wondered if there was enough open space to
accommodate the new residents and visitors
that would be drawn to the site, while others
expressed concern for current residents of the
area, saying that they don’t want the public
spaces to attract more people and more traffic
from other areas of the city or region. Some
raised questions about whether the internal
streets were wide enough to accommodate the
variety of uses described in the draft master plan.
There were some questions about how pedestrian
and bike-friendly One Port would be and how cars
would interact with pedestrians and cyclists on
the site.
Rationale: The design team explained that the
draft Master Plan provides an interconnected
variety of outdoor spaces which include
public parks, the Waterfront Trail, a wharf side
promenade, public access points to the water,
marina functions, urban squares, and private
amenity space that creates recreational and
leisure opportunities, waterfront views, improved
internal and external connectivity and an inviting
public realm. The One Port site requires a
number of internal connections to provide
access and allow for movement of pedestrians,
bicycles and vehicles alike. Its street and block
pattern have been designed as a fine-grained
interconnected network capable of maximizing
the visual and physical connections that complete
the pedestrian and cycling networks between
Lakeshore Road, Elizabeth Street, Helene
Street, Stavebank Road and J.J. Plaus Park and
most importantly – the water’s edge. Internal
connections will have a pedestrian/bike focus
and are not intended to act as through streets for
cars. They will only serve uses located along their
length.
3. Parking, Transit and Traffic
There was general support for transit and the
proposed alternative LRT terminus in J.J. Plaus
Park. Many current users of the marina were
concerned that the parking provided in the draft
Master Plan was not close enough to the slips
to be used conveniently by existing and future
marina users. Some marina users said they liked
the current surface parking supply on the site
and were not sure that the on-street parking
in the demonstration plan would provide the
same convenience for residents, boat owners
and customers of the charter boat companies.
Some participants were concerned that the new
development might bring additional traffic to the
area.
Rationale: The transportation design consultants
noted that parking considerations presented
in the draft Master Plan take advantage of the
mixed use form of development and recognize
the availability of higher order transit in the area.
Parking requirements will be met on the property
through a combination of below grade and
potentially above grade facilities. Parking will be
provided for three primary users groups based
upon the adoption of appropriate parking supply
standards for each use: resident use; visitors to
the planned residential uses; and marine and nonresidential uses on the site. Details of the parking
supply standards, component use temporal
27
demand patterns and sharing characteristics/
opportunities will be provided through the future
zoning application process.
In terms of traffic, the transportation consultants
noted that the draft Master Plan encourages
development on the site to take advantage of
the multiple vehicular accesses to Lakeshore
Road and encourages traffic to distribute to the
maximum extent practical at Port Street. An
additional traffic study will be provided through
the future zoning application process.
4. Roads and Accessibility
There was general consensus that the road
network was good and most participants
supported the connections to the existing street
pattern. There was some discussion about how
the streets could contribute to the area’s vibrancy;
some suggested one-way streets. Marina users
and boat owners expressed the view that vehicle
access is a key component to the marina’s
success. They stressed the importance of having
convenient, safe and secure access to the slips,
both for customers of the marina businesses and
for boat owners and residents. Ensuring that the
marina is accessible to people with disabilities
was also noted.
Rationale: The design team indicated that the
draft Master Plan contemplates streets which
will continue the existing road and block pattern
and allow for appropriate penetration into the
site to achieve view corridors to the water, good
pedestrian accessibility, multi modal movement
opportunities and access to marina facilities
and parking, including for those with disabilities.
Port Street has been identified as a higher order
transit corridor for future LRT and development
along Port Street will support multi-modal
transportation options.
28
5. Winter Boat Storage and Space for Marine
Uses
Most participants understood and were generally
supportive of the draft Master Plan which allows
for the continuation of the marina function and
employment uses on the site along with new
retail, office and commercial opportunities.
The proposed Master Plan was generally seen
to address the initial concern that marine uses
were not being supported. Winter boat storage
continued to be an issue for a persistent
constituency that felt that the potential loss of
convenient boat storage and display space would
limit the business viability of the marina and yacht
brokerages. Alternatives such as a “bubbler” or
anti-ice agitator system or boat storage on an
expanded eastern breakwater were raised.
Rationale: The design team’s marina specialist
explained that the Port Credit Harbour Marina
(PCHM) is one of the largest private marinas on
the GTA’s Lake Ontario shoreline. Opportunities
to maintain flexibility in capacity and
accommodate transient boats, dockwall mooring
and slips used to accommodate transient traffic
are key Master Plan strategies. Marina services
facilities providing a range of maintenance, paint
and repair services, and sewage pump out,
showers, laundry, gas and boat service facilities
are important amenities for the PCHM’s boaters.
While contemplated as part of the Master Plan,
the provision of these services will be at the
discretion of the owner/marina operator and will
be based on needs/market and business case.
With respect to winter boat storage, many
boaters trailer their vessels to marinas and
to private storage locations in the winter; and
boaters from other locations throughout the GTA
currently choose the PCHM as a winter storage
location for their boat, despite the fact they do
not dock at PCHM during the summer. From a
market perspective, winter storage facilities are
of interest to all boaters but not a driving factor
in summer occupancy rates. Over the course
of implementation of development on the site
(approximately 16 years), it is expected that
on-site winter boat storage will be phased out and
provided off-site because it is an inefficient use
of land in Mississauga’s central waterfront that
will preclude public access and ultimately detract
from an animated waterfront.
6. The Eastern Breakwater
Many participants liked the idea of the eastern
marina variant and wanted to see this option
pursued. Some suggested that the concerns
related to adequate space for marine uses
could be addressed by expanding the eastern
breakwater by widening and reinforcing it to
make it accessible to cars and equipment. Other
suggestions included building a new wharf that
is accessible to vehicles and infilling to expand
the site eastwards, potentially allowing additional
space for secure winter boat storage.
Rationale: It was explained that the demonstration
plan presented two potential marina locations:
a central marina and an eastern marina. The
central marina variant maintains existing marina
functions within a portion of the retained shed
and launching facilities and fuelling facilities
in their present location. The eastern marina
variant identifies an area in proximity to the foot
of Helene Street for new marina facilities which
could include relocated boat launching, repair,
administration and fuelling facilities. The eastern
marina variant was included in the draft Master
Plan in response to the feedback heard at the
community consultation sessions. The location
of the marina operations will ultimately depend
on the future builder/marina operator and zoning
application to the City.
Attendance
More than 150 people attended the third
community consultation session.
Web Presence
Since the website was launched in March, 2012,
there have been 3,362 unique visitors, averaging
about 200 visits a month, with noticeable
bumps in and around the months of the public
proceedings. The average visit duration is 4
minutes and 24 seconds. 60% of visits are new
visitors versus 40% are returning visitors.
Conclusion
The consultation process for One Port engaged
over 3000 people through its three information and
process conduits – the website, community reference
group and community consultation sessions. The
feedback received via all three conduits informed
the development of the master plan at every step.
What people wanted to see happening on One
Port created the foundation for this Master Plan.
Subsequent suggestions and comments helped to
refine the Master Plan strategies and demonstration
plan. Every practical effort was made to address in
the Master Plan the issues and concerns raised by
participants. Some of the issues raised were beyond
the scope of the One Port Master Plan process
and are more appropriately dealt with as part of the
broader, concurrent City-run Inspiration Port Credit
process.
Images from Community Consultation Session #3
29
D / Master Plan Strategies
The following 17 Master Plan
strategies deal with overall structure,
urban design, integration, and
special opportunities to guide the
redevelopment of One Port.
1. Extend the Community
Reinforce the connection between the city and
the waterfront by extending pedestrian, cyclist
and vehicular connections to the water’s edge.
2. Views
The Master Plan strategies set forth the principles
and guidelines for the physical form and character
of One Port and reflect community objectives.
The intent is to ensure that future development
contributes to making One Port a unique and
special place that provides the qualities and
amenities that will create an attractive, livable
community with a lively mix of uses, walkable
streets, convenient transit, and high quality open
spaces.
Reinforce views to Lake Ontario, the Credit River,
natural areas and waterfront related activities
such as fishing, boating and strolling.
3. Public Open Space: Waterfront Trail,
Parks and Plazas
Anchor the public realm with pedestrian-scaled
public open space encompassing a generous
Waterfront Trail, an active marine plaza, and urban
parks which link adjacent public open spaces and
celebrate key locations along the water’s edge.
The Guidelines in this document are generally
intended to provide overall direction rather than
prescriptive requirements.
4. Marina and Marine Uses
Public realm framework diagram stemming from the Master Plan Strategies
30
Maintain and integrate active and viable marina
functions and related businesses as part of an
overall waterfront mixed-use neighbourhood.
5. Port Street
8. Cycling and Pedestrians
11. Parking
14. Sustainable Development
Contribute to Port Street being a strong
identifying feature of the waterfront designed
to have an active pedestrian boulevard, lined
by street tree planting and supportive building
frontages.
Utilize new and enhanced connections to
surrounding neighbourhoods using a fine
grained pedestrian network of internal streets,
an extension of the Waterfront Trail and new high
quality open spaces.
Establish appropriate and reduced parking supply
standards for residential land uses that reflect
the transit accessibility afforded to the One Port
property and Port Credit in general.
Demonstrate leading edge and comprehensive
approaches to economic, social/ cultural and
environmental sustainability.
6. Streets and Blocks
9. Vehicular Traffic
Develop a fine-grained pedestrian-scaled network
of streets and blocks, extending the grid of the
urban village and utilizing the form of the existing
shed as a template for block width.
Respond to area traffic conditions, particularly
those along the Lakeshore Road corridor through
a distribution of new development traffic across
the Port Credit road network.
7. Transit
10. Vehicular Access
Fully leverage and capitalize the available existing
and planned transit facilities in Port Credit
and adopt strategies as detailed in this Master
Plan, that seek to minimize auto-dependent
travel, maximize transit usage and provide an
environment that encourages pedestrian and
cycling usage.
Integrate vehicular access to and from the
property that will appropriately support future
development, complement the public realm
created within the Master Plan and enable
prospective residents, visitors, marina users, and
business patrons to conveniently and logically
access the surrounding public street network.
Provide adequate levels of parking for marina
and commercial uses that offer suitable levels of
access and convenience for boaters, business
patrons, and visitors on a shared basis.
12. Built Form
Create an overall mid-rise built-form that frames
and animates public spaces and permits taller
forms along Port Street to create gateway
elements into the site.
13. Land Use
Support a diverse mix of uses and allow for
flexibility of use across the site, including
allowance for expanding and integrating marine
operations in conjunction with residential, retail,
commercial, recreational and cultural facilities.
15. Population and Employment
Increasing employment uses and providing for
residential uses contribute towards continued
strengthening of the Port Credit Community Node
and further support the objective of a complete
community that enables live, work and play.
16. Municipal Servicing
Provide municipal services to the site in a way
which best utilizes existing infrastructure and
minimizes impact on the environment in order to
remain sustainable well into the future.
17. Land Use Compatibility (Air Quality and Noise)
An overall assessment of land use compatibility
as it relates to air quality and noise considerations
indicates that the mix of residential, parkland,
and employment/marina activities proposed for
One Port can be compatible with appropriate
assessment and design.
31
1. Extend the Community
Principle
Guidelines
Reinforce the connection between the
city and the waterfront by extending
pedestrian, cyclist and vehicular
connections to the water’s edge
• Reinforce the three major street corridors Elizabeth Street, Helene Street and Stavebank
Road - as connectors that extend through the
site to the water’s edge.
Rationale
One of the key aspects of a successful urban
waterfront is bringing people to the water’s edge.
At present the One Port site is not accessible to
the public, creating a barrier between the city
and Lake Ontario. One Port’s strategic location at
the mouth of the Credit River in the City’s central
waterfront presents an untapped opportunity to
reconnect the city with the water’s edge.
• Introduce and improve pedestrian crossings
at the intersections along Port Street for the
convenience and safety of pedestrians and
cyclists and to increase connectivity, both
vehicular and pedestrian, between the site
and Lakeshore Road.
Stavebank Road, Elizabeth Street and Helene
Street are the arteries that can draw people from
various parts of Port Credit to Lake Ontario. The
extension of the street grid into the site provides
an opportunity to fully integrate and extend the
community to the waterfront, strengthening
connectivity and further physically and visually
reconnecting Port Credit to the waterfront as part
of establishing One Port as a public place within
its urban landscape.
Elements such as the existing main street village character along Lakeshore Road, heritage buildings,
community facilities, residential neighbourhoods open spaces and parks and marina functions along the
waterfront provide Port Credit with a unique urban village character
32
Helene Street
Stave
ba
nk
R
Elizabeth Street
o ad
Lakeshore Road East
Port Street
Existing view from Lakeshore Road looking south
along Helene Street
Lake
Ontario
Existing view from Lakeshore Road looking south
down Elizabeth Street towards One Port
Credit
River
Existing view from Stavebank Road looking
towards One Port
Extension of existing streets into the site
33
2. Views
Principle
Guidelines
Reinforce views to Lake Ontario,
the Credit River, natural areas and
waterfront related activities such as
fishing, boating and strolling.
• Protect and enhance the existing three northsouth street view corridors (Stavebank Road,
Elizabeth Street and Helene Street) by aligning
new streets, blocks, mid-block connections
with uninterrupted visual sheds extending
from Port Street to the water.
Rationale
At present there are north-south views to the
water extending from Lakeshore Road. Depending
on the season, views extend from as far back as
the GO Station located along Queen Street.
Retaining and enhancing north-south views
through the site complements the proposed
physical connections and further strengthens the
village of Port Credit’s connection to the water.
East-west views from destinations and open
spaces around the site are currently obscured by
a perimeter fence and structures, undermining
legibility and connectivity within the area.
Considerations for new east-west views provide
the opportunity to reinforce visual connections
between the Credit River, J.C. Saddington Park,
J.J. Plaus Park and the Waterfront Trail, improving
the overall waterfront experience.
• Avoid impeding visual connections to the
waterfront with built form in these locations.
• Encourage open spaces, seating areas, water
access points, public art or viewing platforms
at the junction of the water and the extensions
of the street grid to provide places for people
to pause and enjoy views out over the water
and conversely, back to the city.
• Establish a new east/west view corridor of
an 18m (59ft) minimum building face width
aligned with the existing Waterfront Trail
through the site towards J.J. Plaus Park.
• Establish additional east-west view
connections through the site with precise
location to be identified as part of future
detailed design at the zoning and/or site
planning stage.
Retaining and enhancing north-south views through the site complements the proposed physical
connections and further strengthens the village of Port Credit’s connection to the water.
34
Lakeshore Road East
Lakeshore Road East
Port Street East
Port Street East
St. Lawrence Park
J.J.
Plaus
Park
Lake
Ontario
Credit
River
North-south view corridors
Lake
Ontario
Credit
River
East-west view corridors
35
3. Public Open Space: Waterfront Trail, Parks and Plazas
Principle
Anchor the public realm with
pedestrian-scaled public open space
encompassing a generous Waterfront
Trail, an active marine plaza, and urban
parks which link adjacent public open
spaces and celebrate key locations
along the water’s edge.
Rationale
A vibrant waterfront edge with a wide variety
of activities along it will provide new amenities
for residents, workers and visitors and will
connect destinations to further reinforce an
overall waterfront experience within the heart
of Port Credit. Providing this connection will
attract people to the waterfront on foot or bike,
rather than relying exclusively on the car. The
prime objective is continuity, as even minimal
interruption to parts of the waterfront can diminish
the experience. Access is multi-facetted,
meaning that people can interact with the water
in many ways, including fishing, boating, outdoor
dining, or picnicking dockside.
The combination of parks, waterfront trail and
marine plaza within One Port will link and thereby
greatly enhance presently semi-isolated parts of
the broad framework of parks and open spaces
in the neighbourhood, including J.J. Plaus Park,
St Lawrence Park and Memorial Park. With the
addition of pedestrian-oriented “streets” (see
Streets and Blocks strategy) and animating uses
throughout the ground floors of the site (see
Built Form and Land Uses strategies) the entire
public realm of the site becomes a recreational
destination of a strong and unique urban
waterfront character and identity.
The Waterfront Trail on site is envisioned as a
series of ‘character areas’ that complement each
other while addressing the unique site conditions
and opportunities along its length. These
character areas will share formal and material
traits, creating a unique identity that signals this
new edge to Lake Ontario.
The Waterfront Trail is encouraged to be opened
early in the development phasing of the site
following future zoning and site plan approval,
subject to appropriate arrangements being made
with the landowner and/or marina operator.
Port Street East
2
Marine
Plaza
J. J. Plaus
Park
A
1
St. Lawrence
Park
Helene Point
& Pebble Beach
Wharfside
Lake
Ontario
B
Guidelines
• Connect and integrate parks and plazas with
the Waterfront Trail, the street network, and
related ground floor land-uses.
North
Promontory
Promontory
Park
Credit
River
3
• Encourage contemporary, high quality
public spaces that have a strong waterfront
character, drawing from the rich marine
heritage and Port Credit’s urban village
identity, to celebrate the relationship between
the city and the water.
4
C
South Promontory
Open Space Strategy
KEY
Existing parks and open spaces
Outlook/ view opportunities
Linkages and connections
Proposed parks and open spaces
36
Waterfront Trail character areas
Waterfront Trail
• Incorporate a continuous Waterfront Trail
along the shoreline of the site to a minimum
width varying in width between 8 and 15
metres.
• Encourage the Waterfront trail to be a
landmark public space that provides
opportunities for a variety of active, yearround, pedestrian activities.
• Flank the Waterfront Trail with an appropriate
built form and “streetwall” building edges to
provide a sense of comfortable pedestrian
scale and enclosure.
• Encourage non-residential uses at ground
level frontages to engage and animate the
space. Use appropriate set-backs, multiple
building entrances and streetscape or
landscape treatments to support the intended
ground floor uses.
• Encourage the co-existence of marine and
related uses along portions of the Waterfront
Trail. Demonstrate compatibility of these
marine and related uses with continuous
public access along the water’s edge.
• Guidelines for the Waterfront Trail character
areas A-C are to the right.
A. North Promenade
B. Wharfside
C. South Promontory
• Provide an open east-west view through the
site to align the North Promenade with the
existing Waterfront Trail.
• Enhance the character of the Wharfside
area with marine activity, either directly
where outdoor marine associated activities
share the Waterfront Trail, or indirectly due
to its proximity to the boating activity in the
harbour.
• Encourage the South Promontory to be a
special place along the Waterfront Trail, given
that it is the southernmost point of land on the
site with views over Lake Ontario and towards
downtown Toronto.
• Incorporate a double row of trees to provide a
green connection to St. Lawrence Park.
• Develop the public realm as a flexible space
to encourage a wide range of uses from
marina associated operations, retail, cultural
activities, and outdoor dining. Design the
ground plane in a simple, robust palette
extending from dock wall to built form.
• Incorporate a double row of trees to provide a
green connection to J.J. Plaus Park.
37
26
ategy 4: ParksProposed
and plazas
Parks and Open Spaces
elene Point and Pebble Beach: Potential
lace to touch the water
Softscape
Strategy 4: Parks and plazas
27
Helene Point and Pebble Beach: Potential
A place to touch the water
1. Helene Point / Pebble Beach
• Locate a public open space at the junction of Helene Street and the Waterfront Trail to form the
eastern gateway into One Port.
• Encourage unique place-making opportunities, which include: an urban beach, a place to touch
the water with access to the cobble shoreline edge via steps or terraces; a viewing platform or a
walkway extending into the Lake.
2. Marine Plaza
• Locate a plaza at the foot of Elizabeth Street or Helene Street to mark a special place where the
water meets the city.
• Encourage a character influenced by marine activity, either directly as a shared space with outdoor
marine activities or indirectly due to proximity to the boating activity in the harbour.
• Encourage the plaza to be predominantly hard landscaped, active and flexible urban square with a
working marina character. Potential uses could include public gatherings, performances, buskers,
and outdoor cafes located along the edges.
• Develop the space with a strong sense of built form enclosure and encourage active ground floor
uses that animate the edges.
38
Relationship to City Standards
Together the public open space represents
approximately 20 per cent of the land area
or approximately 1.5 ha (3.7ac).
3. Promontory Park
• Locate an urban-scaled public space at the southern end of
the site.
• Encourage a clear space between the dockwall and nearest
building face of approximately 25m (82ft) to provide a
connection to J.J. Plaus Park.
• Promontory Park should have a green character encouraging
soft landscape coverage such as lawns and plantings.
• Develop the north and east park edges with a strong sense
of built form enclosure and active ground floor uses to
animate and enliven the public realm.
The City’s Official Plan provides a
suggested standard of 1.2ha (3ac) of
parkland per 1000 population. However,
provision of parkland should be evaluated
in light of abundance of parkland provided
in the area surrounding the site and
included in Area 6. The amount of parkland
provided in Area 6 is currently almost four
times the City standard (4.6ha (11.4ac)
/1000 people). To this end, the site is within
800m of numerous existing parks and open
spaces. The creation of the Waterfront
Trail, new public access to 0.7km (0.4miles)
of waterfront, the connection to J.J. Plaus
Park and the creation of different forms
of water access, are significant public
benefits, which will substantially improve
the Port Credit waterfront experience and
should be taken into account in establishing
parkland provisions for the site.
In addition, the provision of public parkland
on this site, will be augmented by other
parts of the public realm recognized by the
City’s Parks and Natural Area Master Plan,
such as semi-public open space areas on
development sites and those associated
with the marina function. The streets will
be pedestrian and bicycle focused and
developed as part of the site’s public open
space network, rather than as simple
transportation corridors. Private outdoor
amenity space on roof tops will also add to
the overall greening of the site.
All of these extensive open space benefits
will provide animated areas which reflect
the harbour mixed use context and marina
function, rather than providing large open
expanses of land on the waterfront which
would be cold and windswept during the
winter and fail to animate and support an
appropriate amount of retail/commercial
use on the site. The City’s Waterfront Parks
Strategy identifies that intensification areas
should focus more on parks as contributors
to ‘quality of life’ than on active recreation
needs. The public open space proposed is
rooted to the needs of this waterfront place
in this surrounding parkland environment,
addressing this area’s resident, visitor and
employee needs.
Celebration Square, Mississauga
Village of Yorkville Park, Toronto
Successful urban parks such as the very popular Village of Yorkville Park in Toronto and
Celebration Square in Mississauga are small and surrounded by active uses.
39
4. Marina and Marine Uses
Principle
Maintain and integrate active and
viable marina functions and related
businesses as part of an overall
waterfront mixed-use neighbourhood.
Rationale
The Port Credit Harbour Marina (PCHM) at One
Port is one of the largest private marinas on
the GTA’s Lake Ontario shoreline. The Marina’s
current operation includes approximately 800
boat slips which primarily service seasonal
lessees, with a smaller portion reserved for
transient boaters. Opportunities to maintain
flexibility in capacity and accommodate transient
boats, dockwall mooring and slips used to
accommodate transient traffic are key Master
Plan considerations.
Two potential marina locations are illustrated:
a central marina and an eastern marina. The
central marina variant maintains existing marina
functions within a portion of the retained shed
and launching facilities and fueling facilities in
their present location. The eastern marina variant
identifies an area at the foot of Helene Street
for new marina facilities which could include
relocated boat launching, repair, administration
and fueling facilities. The preferred location
should be considered in relation to future access
requirements, Waterfront Trail access, and
adjacent uses.
40
Ancillary Businesses
Gas Dock & Marine Service Facilities
PCHM reports approximately 20 sub-tenants
engaged in a number of businesses that are
either directly or indirectly related to the marina
operations. The Master Plan recognizes that
these businesses are important as they support
Like winter boat storage, sewage pump-out,
showers and laundry, gas and boat service
facilities are important amenities for the PCHM’s
boaters.
the financial viability of the marina by offering an
additional level of convenience to its boaters and
transient visitors, as well as also offering regional
services. These businesses also support a good
number of jobs in a variety of skill classifications.
The provision of gas service does not generate
significant revenue for a marina operator.
However, from an environmental perspective,
providing a gas dock likely deters many boaters
from bringing their own jerrycans, and mitigates
the likely spillage occurring from having boaters
Winter Boat Storage
handle their own fuel. The closest alternative fuel
dock is located at Lakefront Promenade Marina,
approximately 4km (2.5 miles) east of the PCHM.
Winter boat storage is provided by PCHM within
the shed building on the property, and outdoors
across the large paved surface area. Winter
storage at PCHM serves as a storage option for
the larger number of PCHM seasonal vessels,
as well as boats from other marinas across Lake
Ontario.
Many boaters trailer their vessels to marinas and
to private storage locations in the winter; and,
boaters from other locations throughout the GTA
currently choose the PCHM as a winter storage
location for their boat, despite the fact they do not
dock at PCHM during the summer. From a market
perspective, on-site winter storage facilities are of
interest to all boaters, but not a driving factor in
summer occupancy rates.
side of the east breakwater is visible, but the
quantity of sediment collected over the past fifty
years or so is relatively minor. This amount of
sediment transport does not justify the removal
of the structures. There are also impacts on wave
reflection, particularly off the Ridgetown, but
there is no evidence of nearshore scouring
The removal of the One Port infrastructure can
only be effective from an ecological standpoint if
other structures that would then become barriers
to sediment transport are removed. This would
include portions of the J.J. Plaus Park and J.C.
Saddington Park on the west side of the Credit
River and beyond.
Breakwaters
A review of the ecological and alongshore
circulation value of the removal of the coastal
structures and pier was requested by the Credit
Valley Conservation Authority. There is no
doubt that the existing structures, including the
pier, east breakwater, the Ridgetown, the west
breakwater and the training wall influence coastal
processes along this part of Lake Ontario, much
in the same manner that the coastal structures
protecting J.J. Plaus Park and Snug Harbour
do. Nearshore currents are deflected offshore
and the current of the Credit River is also
deflected further offshore than was the case
under predevelopment conditions over 50 years
ago. The impact of the development of what is
now known as One Port Street on the physical
aspect of coastal processes has been relatively
minor. The sediment deposition on the east
It is of primary importance to note that the
removal of the coastal structures would not allow
for the marina functions to continue.
Additional naturalization of the breakwater could
be considered. However, it should be noted that
the north end of the east breakwater already
supports a significant vegetation growth. Likely,
the vegetation has extended as far as it can
under present breakwater configuration. If
additional naturalization is considered as part of
the future development applications, it should
be demonstrated that this would not cause
interference with the marine function.
The original breakwater structures were not
designed to accommodate public access. To
support this function, significant modifications of
the breakwaters would be required.
Port Street
Guidelines
Marine Function:
• Preserve and integrate marine functions.
• Encourage the retention of a full range of
commercial services that support the marina,
charter boat function and other marina related
uses including maintenance, fuel, grocery
and restaurant services. (Subject to land use
compatibility as provided by Strategy 17)
• Minor repairs to the Training Wall are
recommended should further deterioration
be noted. Also, periodic inspections of
the training wall and maintenance are
recommended.
• A 15m (49ft) default is recommended for the
flood hazard limit on the central wharf.
Lake
Ontario
KEY
Credit
River
Marine Plaza
Launch dock and fuel pump
Secure transfer from wharf to berths
Access to Port Street
• Analyze parking requirements for marina uses
at the rezoning and site plan approval stage,
considering strategies such as using overflow
sites (such as the GO Transit parking lots )
on peak weekends, unused spaces in future
condominium developments and dedicated
spaces.
• Encourage marine related businesses within
the ground floors such as streetfront retail.
• An erosion hazard of 15m (49ft) is
recommended along the north shore.
Marine uses located within retained
portion of shed or incorporated within
new development
• Preserve the coastal structures protecting the
marina function and harbour.
Eastern Marina variant
• Future technical and financial analysis will be
required at the zoning and site plan approval
stage if public access is desired and/or
feasible along any portion of the breakwaters.
Port Street
• Ensure that appropriate access requirements
are provided.
Marine Infrastructure: Shoreline, wharf walls
and breakwaters:
• The Ridgetown should remain in place to allow
the existing marina to operate in a protected
basin. Recommend minor maintenance.
• Annual inspections of the breakwaters and
wharf walls are recommended. Periodic
maintenance programs should also be
developed to respond to future findings.
Lake
Ontario
Day to day public access
Credit
River
KEY
Public access
Boat drop off / Marina access
Launch operations zone
Public access during launch operations
Central Marina variant
41
5. Port Street
Principle
Guidelines
Contribute to Port Street being a
strong identifying feature of the
waterfront designed to have an active
pedestrian boulevard, lined by street
tree planting and supportive building
frontages.
• Allow maximum visual permeability and ease
of pedestrian movement to the water and the
site, particularly at Stavebank Road, Elizabeth
Street and Helene Street.
Rationale
Port Street defines the northernmost edge of One
Port, comprising approximately 295m (968ft.) of
frontage. Redevelopment will create a new public
face in this location. The draft Port Credit Local
Area Plan identifies that an urban character is
appropriate for this area. This implies buildings
aligned close to the property line to provide
spatial enclosure to the street.
Port Street’s future will include higher order
transit. The current Hurontario Master Plan
assumption is that the LRT line would extend
south of the Port Credit GO Station to Port Street
East terminating in a station just west of Elizabeth
Street and extending along portions of the
northern perimeter of the One Port property. This
approach has the disadvantage of reducing the
potential intimacy of the place, widening the street
right of way and establishing a greater barrier
to pedestrians wishing to cross the street to get
to the waterfront Lakeshore Road. An approach
which maintains these characteristics and adds
another advantage is to extend the line within the
existing right of way to the side of a Stavebank
Road extension, thereby creating a true waterfront
terminus adjacent to J.J. Plaus Park and in view of
the Credit River mouth and Lake Ontario.
42
• Frame and enclose the public realm of Port
Street with a four storey street wall stepping
back at the upper levels to provide a sense of
pedestrian scale and allow sunlight onto the
sidewalks.
• Continue the street wall treatment from One
Port along new internal streets to activate the
pedestrian realm and help entice and draw
people down into the site and waterfront.
• Plan for retail, commercial and other nonresidential uses on the ground floor to
activate the street and enliven the pedestrian
experience. Encourage commercial uses on
the upper floors.
Cross section through Port Street
• Establish a build-to-line that provides a 5m
(16ft) boulevard from curb to building face in
order to permit the installation and retention
of healthy street trees as well as space for a
range of pedestrian activities.
New development along Port Street east of One
Port
Examples of pedestrian friendly complete streets
with integrated transit
Port Street East
Lake
Ontario
Credit
River
KEY
Port Street
Four storey street wall built form
edges
Maintain visual and physical access
along streets identified as view
corridors
Opportunity for special architectural
treatment and emphasis at
prominent corners
*
Port Street Strategy
43
6. Streets and Blocks
Principle
Develop a fine-grained pedestrianscaled network of streets and blocks,
extending the grid of the urban village
and utilizing the form of the existing
shed as a template for block width.
Rationale
Narrow streets with limited vehicular access
combined with small blocks make a superior
pedestrian environment. A fine-grained
interconnected network which maximizes
the visual and physical connections and that
completes the pedestrian and cycling linkages
between Lakeshore Road, local streets, J.J.
Plaus Park and the water’s edge will be one of the
most important ways of bringing public comfort,
enjoyment and security to the waterfront territory.
To achieve these benefits, the large One Port
site would be subdivided into a series of smaller
building blocks and the streets between them
designed to play a defining role in establishing
community identity and aesthetic character.
The peninsula nature of the site means there
will be no through traffic, which combines with
the closeness of transit to mean that the streets
can be seen as part of the public open space
network, rather than as simple transportation
channels.
The ‘L’ shape of the site informs two distinct
areas, each with their own constraints and
opportunities for block size and street patterns:
Port Street frontage blocks and the Wharf blocks
(see diagram on next page). The Port Street
Frontage street and block pattern can optimize
access while defining a strong edge to Port Street
and the water. The width and linearity of the
Wharf Blocks and the desire to maintain all or part
of the existing marina shed dictates a north-south
block orientation for this area.
The Master Plan promotes public access and
connectivity, but does not promote one particular
fixed street and block pattern. Two street patterns
illustrate the key urban design considerations
to be addressed within a future development
rezoning application allowing the developer a
degree of flexibility in planning a street pattern,
which responds to building address, municipal
servicing, and parking and access for the land
uses that are contemplated within the property at
that time.
Guidelines
• Establish a street and block pattern that
functions as a network of streets performing
multiple functions including: hubs for activity;
ease of movement; access; servicing and
reinforcing views.
• Design the streets to be attractive, narrow,
intimate and of a shared character, allowing
cars and people to mingle in a safe, slowpaced environment.
• Design the streetscape to be flexible in nature
to support the variation of mixed-uses and
accommodate the access requirements to
private development.
• Provide multiple points of access from
Port Street at existing north-south street
connections to optimize porosity and views
towards the water.
• Provide an east-west street aligned with
the existing Waterfront Trail to enable eastwest views and opportunities for movement
through the site.
• Avoid cul-de-sacs and dead end streets by
providing an interconnected network.
• Establish a build-to-line a minimum of 25m
(82ft) from the southern dock wall to provide
sufficient space to create a park connection
between J.J. Plaus Park and Promontory Park.
This space may include a street.
• Extend Stavebank Road into the site to
activate the edge of J.J. Plaus Park
• Encourage on-street parking stall designs that
allow for conversion to usable public space
when needed.
• Design internal streets to have a narrow,
intimate character with a minimum 16.5m
(54ft) building face to building face
dimensions.
• Provide an attractive and comfortable
streetscape by incorporating street tree and
shrub planting, seating opportunities and high
quality surface materials.
• Encourage a woornerf approach in which
the surface treatment reads as pedestrian
territory on which vehicles can trespass
with care. Grade separated sidewalks are
minimised and other elements such as tree
planting or street lighting provide delineation
of uses and cues to users across the width of
the right-of-way.
• Provide public and/or private roads that allow
public access.
• Boulevards should be designed with an
appropriate width to generate a lively
pedestrian culture, ensure accessibility and
support street trees and the soil volumes they
require to thrive.
• Design the street and block pattern to
facilitate the phased implementation of the
redevelopment
Examples of high quality streets with an intimate and
shared character
44
Lakeshore Road East
Lakeshore Road East
Port Street East
Port Street East
Port Street Blocks
Wharf Blocks
J.J. Plaus
Park
J.J. Plaus
Park
Lake
Ontario
Lake
Ontario
Credit
River
Central Marina Variant
Credit
River
Eastern Marina Variant
45
7. Transit
Principle:
Introduction of higher order transit in the vicinity
of One Port provides a significant level of transit
connectivity to and from the broader Mississauga
area, the Port Credit GO Station, Brampton, and
beyond.
• Promote the use of area transit services
through the introduction of travel demand
management information and initiatives.
With integration of the new LRT station in the
vicinity of One Port, the potential non-auto
mode split achievable for new residential and
commercial development on the property is
likely to be significantly higher than the prevailing
non-auto modal split within Port Credit of 20-25
percent of all weekday commuter travel during the
morning and afternoon peak periods.
The ability to achieve such significant levels of
transit usage will serve to reduce traffic demands
created by the One Port Master Plan and reduce
area impacts. It will also capitalize upon the
Lakeshore Road East
Port Street East
Waterfront
Station
Lake
Ontario
Credit
River
Waterfront Station
46
Hurontario / Main Street Master Plan Report
(2010)
Helene Street
The proximity of the Port Credit GO Station
(approximately 650m away), local bus routes and
the new LRT facility are significant resources that
can be drawn upon by prospective residents,
marine users, and employees of One Port to
reduce auto-related travel and traffic demands of
a redevelopment at One Port.
• Integrate and plan for the terminus station at
a waterfront destination located to the west of
One Port and provide amenities, connections
and facilities, that will support and enhance
the station environment.
St. Lawrence
Drive
The Environmental Assessment (EA) completed
for the Hurontario-Main LRT proposes to locate
the southerly terminus at a new station adjacent
to One Port.
The Role of Transit
• Fully leverage the accessibility afforded by the
Hurontario LRT and other transit services in
Port Credit.
Elizabeth Street
Hurontario-Main LRT Station
Guidelines:
d
Transit accessibility to the area is being enhanced
as part of two key initiatives. The first relates to
the planned increase in service frequency on
the Lakeshore West GO line which will provide
considerable additional capacity on this important
transit connection across the Lake Ontario
waterfront. The second relates to the planning of
the new Hurontario-Main LRT facility which will
bring a significant, higher-order transit facility in
the vicinity of One Port.
These include consideration consistent with
the One Port demonstration plan, the location
of the new station to the west of One Port at a
lakefront destination terminus. This lakefront
station location provides, from a transportation
perspective, clear, convenient, direct pedestrian
connectivity to the planned One Port community,
as well as, facilitating an integration of the station
facilities and related amenities into the planning of
new buildings and infrastructure comprising the
Roa
Port Credit and One Port are well served by
existing bus and regional rail transit services
connecting across Mississauga and the Greater
Toronto and Hamilton Area.
substantial investment being made by all levels
of government in the new LRT facility and will
“anchor” its southerly terminus.
nank
Rationale:
Detailed design alternatives for the new transit
line and station facilities are currently being
developed by the City of Mississauga.
Stav
e
Fully leverage and capitalize upon the
available existing and planned transit facilities
in Port Credit and adopt other strategies
as detailed in this Master Plan, that seek to
minimize auto-dependent travel, maximize
transit usage and provide an environment that
encourages pedestrian and cycling usage.
8. Cycling and Pedestrians
The redevelopment of the One Port 9. CYCLING AND PEDESTRIANS Street property provides a significant Principle:
opportunity to complete sections of the Principle: Utilize new and enhanced connections to It also provides an opportunity to integrate planned Waterfront recreational Utilize new and enhanced connections
surrounding neighbourhoods via all forms the network facilities into One Port to enable pedestrian and commuter bicycle to surrounding neighbourhoods using
network. It also provides an opportunity of transportation linked to a fine grained residents, visitors, and employeess to
a fine grained pedestrian network of
integrate the planned area facilities into pedestrian network of internal streets, an conveniently utilize these facilities and to enhance
internal streets, an extension of the
access to the water’s edge and promenade the Master Plan that will enable residents extension of the Waterfont Trail and new Waterfront Trail and new high quality
facilities for all users. The creation of a high and visitor of the One Port Street high quality open spaces. open spaces.
quality, highly porous, pedestrian orientated property to conveniently utilize these public realm throughout the Master Plan is a key
Rationale: facilities. Rationale:
The City of Mississauga is planning significant
improvements to cycling and pedestrian
infrastructure in the Port Credit area extending
across the Lake Ontario waterfront and,
significantly, to the Port Credit GO Station.
Inspiration Port Credit has also established
key areas of improvement for cycling and trail
connections (primarily east-west) through the
Port Credit Village, including those identified as
potential vehicular, pedestrian and cycling friendly
connection crossing the Credit River north of the
existing Lakeshore Road bridge.
Guidelines:  Facilitate an extension of Waterfront Trail and other bicycle connections by providing clear secondary bike Lakeshore
Road East
connections that complement the primary bike route along Lakeshore Road and support non‐auto trip making for work and recreation. Port Street
East
facet of delivering a truly walkable community.
Cycling and Pedestrian Connections The redevelopment of One Port also facilitates
The City of Mississauga is planning the introduction of bicycle and pedestrian
significant improvements to cycling and connections to the new LRT terminus facility
pedestrian infrastructure in the Port desirably located to the west of the One Port
Credit area extending across the Lake property in an integrated manner, together with
the introduction of bicycle parking facilities and
Ontario waterfront and, significantly, to related support amenities (i.e. bicycle repair and
the Port Credit GO Station. secure storage).
Inspiration Port Credit has also Guidelines:
established key areas of improvement for cycling and trail connections (primarily • Facilitate an extension of the Waterfront Trail
east‐west) through the Port Credit and other bicycle connections by providing
Village, including those identified as clear secondary bike connections that
potential vehicular, pedestrian and The improved linkages will provide enhanced
complement the primary bike route along
cycling friendly connection crossing the cycling and pedestrian travel opportunities across
Lakeshore Road and support non-auto tripCredit River north of the existing Port Credit and beyond that will further reduce
making for work and recreation.
Lakeshore Road bridge. the reliance upon automobile focused travel for
Lake
Ontario
Credit
River
EXISTING OF
EXISTING ON
Bicycle and pedestrian connections
PROPOSED S
PROPOSED P
Mississauga Cycling Master Plan, 2010
residents of, and visitors to, Port Credit including
• Provide continuous access to the water’s
The improved linkages will provide the One Port property.
edge through the One Port property.
The Role of One Port
The redevelopment of the One Port property
provides a significant opportunity to complete
“missing” sections of the planned Waterfront
recreational pedestrian and commuter bicycle
network and assist the City of Mississauga in
completing the planned recreational trail and
commuter bicycle network in Port Credit.
PROPOSED P
enhanced cycling and pedestrian travel opportunities across Port Credit and • Integrate bicycle facilities that support the
beyond that will further reduce the location of the Hurontario-Main LRT to the
reliance upon automobile focused travel west of the One Port property.
for residents of, and visitors to, Port • Integrate a high quality, pedestrian focused
Credit including the One Port Street public realm throughout One Port that
property. PROPOSED P
emphasizes walkability and pedestrian scale.
Mississauga Cycling Master Plan, 2010
www.waterfronttrail.org, Port Credit, 2009
47
9. Vehicular Trafﬁc
Principle:
However, based upon preliminary analyses,
overall acceptable levels of service are provided
at key intersections on Lakeshore Road,
recognizing its urban context and the arterial
function of this important roadway.
It is noteworthy that the City of Mississauga
is planning to undertake improvements at the
intersection of Stavebank Road and Lakeshore
Road to address (i.e. remove) the existing offset
configuration at this location. This will serve to
Port Street, as the main frontage street serving
One Port, plays an important role in the
distribution of new site traffic onto the multiple
access routings available including, most
significantly, the connectivity it provides to the
Hurontario Street corridor via St. Lawrence Street.
The effectiveness of Port Street as a distributor
of new development traffic serves to reduce the
concentration of new traffic at any one location
and assists in mitigating traffic impacts on the
area road system.
Street
Lakeshore Road East
One Port
Distribution of traffic along Port Street
48
• Facilitate a distribution of traffic via Port
Street, utilizing Port Street to the maximum
extent to enable site traffic to reach
Hurontario Street, and use multiple linkages
focused on reducing impacts at any one
location
Hurontario
There are four local roads (St. Lawrence Drive,
Stavebank Road, Helene Street, and Elizabeth
Street) that connect between Lakeshore Road and
Port Street and which offer opportunity for well
distributed vehicular access into and out of One
Port. All but Helene Street connect to signalized
intersections on Lakeshore Road.
Guidelines:
Port Street East
St. Lawrence Drive
Traffic conditions along the Lakeshore Road
corridor can become congested, particularly on
left turn movements at signalized intersections, at
times during the weekday peak hours due to the
relatively high traffic volumes carried during these
periods.
Key in this regard is to avoid undue focused
increases of traffic on critical and busy
movements (particularly left turns) at area
intersections.
Preliminary analyses suggest that, subject to
further study, as required, by a future rezoning
application for the property, the distribution
of new vehicular trips, taking advantage of the
connectivity offered by Port Street, will enable
new traffic generated by a redevelopment of One
Port to be acceptably accommodated on the area
street network recognizing the urban nature of the
area.
A detailed and comprehensive transportation
study that will consider the traffic impacts of any
proposed redevelopment of the property, will
be undertaken as part of any subsequent formal
rezoning submission to the City of Mississauga.
Helene Street
Lakeshore Road carries in the order of 2,000 –
2,600 two-way vehicles during the peak hours,
while Hurontario Street carries more modest
volumes in the order of 1,000 – 1,400 two-way
vehicles during the same peak hours.
acceptably accommodated on the area street
system.
Elizabeth Street
Lakeshore Road and Hurontario Street, which
form the key arterial roads serving One Port,
are both well used basic four-lane roads with
additional turn lanes at key intersections.
It is key, given the current operations on the
area road network, that traffic generated by
any development on the One Port property
be effectively distributed on the area street
connections linking to the Lakeshore Road
corridor to enable this incremental activity to be
Preliminary traffic operations analyses have
been undertaken as part of the Master Planning
process considering development of a mixeduse redevelopment of the One Port property
containing some 1,500 residential units and
employment / commercial uses. Summary traffic
forecasts and analysis findings are outlined in
Appendix A.
o ad
Vehicular Traffic
One Port Traffic
Preliminary Traffic Operations Analyses
nk
R
Rationale:
simplify traffic operations at the intersection,
improve motorist safety and increase available
capacity at the intersection.
Staveb a
Respond to area traffic conditions,
particularly those along the Lakeshore
Road corridor through a distribution
of new development traffic across the
Port Credit road network.
Awaiting BA Response
10. Vehicular Access
Principle:
Integrate vehicular access to and from
the property that will appropriately
support future development,
complement the public realm created
within the Master Plan and enable
prospective residents, visitors,
marina users, and business patrons to
conveniently and logically access the
surrounding public street network.
Rationale:
It is important that the future development plan
established for the One Port does not rely upon a
singular point of access to Port Street to avoid a
concentration of traffic at a single location.
The adoption of multiple vehicular connections
to Port Street and a series of private or public
streets linking through the One Port lands would
provide for vehicular circulation around the
property, connections to supporting parking and
other vehicular facilities such as loading, and
enable a distribution of traffic activity on the area
street system.
Connections to Port Street
Multiple vehicular access opportunities linking to
a series of internal driveways / roads should be
integrated into future development to provide:
• adequate levels of traffic capacity at
intersections with Port Street;
• opportunity to develop logical vehicular
circulation systems within the property;
Guidelines:
• access redundancy and alternate routings to
meet emergency services needs;
• Provide multiple points of vehicular access to
and from Port Street at appropriate locations.
• building address and access to “front doors”;
and
• Provide internal linkages within the property
that facilitate parking garage access / egress
via more than one access to Port Street.
• building loading and servicing facilities, and
marina support areas (i.e. gas dock, boat lift).
Ingress / egress to parking facilities proposed to
serve the future uses on the property, should be
afforded to these multiple access connections.
This will allow residents, marina users and visitors
to route to / from the property via at least two
points of entry rather than concentrating activity
at one location.
• Adopt a system of public and/or private
streets /driveways within the property that
respond to the public realm vision of the
Master Plan and permit underground parking
beneath them.
• Provide appropriate circulation for residential
and non-residential building service vehicles
(i.e. loading and garbage), as well as, for
marina uses.
Internal Streets / Driveways
Lakeshore Road East
A framework of internal streets should be
integrated into the future development for the One
Port property to provide appropriate vehicular and
pedestrian circulation.
These streets could be developed as either public
or private streets / driveways at a pedestrian scale
with an emphasis on the quality of the public
realm. It is important to recognize the desire
to create a finely grained scale of development
within the One Port property, encouraging
relatively narrow “streets” between buildings. In
addition, there may be a need to locate parking
garage facilities beneath the entirety of the One
Port property, including public and/or private
roads, given the constraints associated with the
property.
Port Street East
JJ Plaus
Park
Multiple points of access to and from Port Street connecting with a framework of internal streets
Lake
Ontario
49
11. Parking
Principle:
Establish appropriate and reduced
parking supply standards for
residential land uses that reflect the
transit accessibility afforded to the
One Port property and Port Credit in
general.
Provide adequate levels of parking
for marina and commercial uses that
offer suitable levels of access and
convenience for boaters, business
patrons, and visitors on a shared basis.
Rationale:
Surface parking serving the marina is currently
provided on the One Port property. In addition,
the current tenant has temporary parking
arrangements with two off-site users including
55 Port Street East and 15 Stavebank Road that
total approximately 90 spaces. It is expected, that
the temporary off-site parking arrangements will
cease upon redevelopment of One Port.
Parking requirements at One Port, including
marina and commercial uses that will continue
to operate, will be met on the property through a
combination of below grade and potentially above
grade facilities.
Parking will be provided for the three (3) primary
users groups of the Master Plan facilities based
upon adoption of appropriate parking supply
standards for each use that will be developed
further as part of the parking study undertaken
as part of any future re-zoning application for the
One Port property.
50
1. Non-Residential Parking
2. Resident Parking
3. Residential Visitor Parking
Proposed non-residential uses on the One Port
property include the marina and any commercial /
business / restaurant / retail uses within the future
buildings.
Reductions from the resident parking supply
standards outlined in the prevailing City of
Mississauga Zoning By-Law will be sought as
part of the future re-zoning application for the
property.
Appropriate supply standards will be established
based upon minimizing exclusive visitor parking
needs through use of reduced standards that
recognize the proximity of the site to higher
order transit services and the availability of
other “shareable”, non-residential parking on the
property, that will likely be available at times when
visitor parking demands peak.
Overall supply requirements will be established
as part of the required re-zoning application
process to meet the parking needs of these
non-residential uses recognizing, in the case of
the marina, prevailing demands on the property,
as well as temporal variations in demand
characteristics of the different non-residential
uses.
It is noteworthy that peak marina parking
demands are, based on observations made at the
marina, significantly less than the requirements
of the prevailing Zoning By-Law (approximately
0.4 compared to 1.0 vehicles / slip) indicating that
reduced supply standards would be appropriate
for such uses.
Non-residential parking would be provided on a
non-exclusive and shared basis that will enable
demands related to restaurants and other such
uses for which parking demands peak at different
times (i.e. evenings or weekends compared to
weekday daytime) to be met within the same
“pool” of parking.
This sharing takes advantage of the differing
temporal demand patterns of these uses which
will reduce the overall non-residential parking
supply needed while accommodating the peak
demands of each use as and when they occur.
We understand that the City of Mississauga is
reviewing its parking policies for Port Credit and
Lakeview and are considering, amongst other
specific modifications, the adoption of reduced
standards for residential uses to encourage the
use of non-automobile dependent modes of
travel, recognizing the increasing accessibility
of transit afforded in these areas. It is expected
that standards adopted for the One Port property
would be consistent with reduced standards
being contemplated by the City.
Parking for resident use would be provided on an
exclusive basis, as is typical for such uses. The
adoption of reduced resident parking standards
would:
• recognize the significant transit-supportive
site location in proximity to the terminus of the
Hurontario LRT;
• encourage a reduction in car-use on a day-today basis; and
• reduce the overall amount of parking required
on the property.
The availability and sharing of the “pool” of nonresidential will reduce the overall parking supply
provided on the property, while maintaining an
adequate amount of residential visitor parking at
times when demands related to those uses are at
their greatest (i.e. typically evenings and weekend
afternoons).
Details of the parking supply standards,
component use temporal demand patterns and
sharing characteristics / opportunities will be
provided through the future re-zoning process.
Guidelines:
• Meet the parking requirements of the future
development plan on the property through a
combination of below grade and potentially
as part of any future re‐zoning above grade facilities.
application for the One Port property. • Adopt appropriate parking standards as
part of the rezoning, that reflect the transit
accessibility of the property, emerging City
policy and prevailing demands.
• Provide non-residential and residential visitor
parking in a non-exclusive, “pooled” parking
facility, encouraging a sharing of parking
between different uses to reduce overall
parking non-residential parking needs.
• Provide access to parking from the northsouth internal streets to minimize interruptions
along the Port Street frontage.
• Encourage the consolidation of vehicular
parking entrances in order to minimize the
number of interruptions of the public and
pedestrian realm, and to reduce potential
conflicts with pedestrians and cyclists.
KEY
Publicly accessible marina parking
(+/- 150 spaces)
Off-site hotel parking (+/- 75 spaces)
J.J. Plaus/Snug Harbour public
parking (+/- 125 spaces)
Marina facilities / private parking
Off-site parking provided for 55 Port
Street (+/- 12 spaces)
51
12. Built Form
Principle
Create an overall mid-rise built-form
that frames and animates public
spaces and permits taller forms along
Port Street to create gateway elements
into the site.
Rationale
A predominantly mid-rise built form will
comfortably frame and define the public realm,
without overwhelming it. It will also allow One
Port to achieve a density sufficient to support
the variety of uses, community objectives and
animate the site. A six storey height datum that
steps down to the water and steps up at Port
Street is proposed.
Built form should create a street wall that
has a comfortable sense of enclosure and is
appropriately proportioned to the width of each
street or public open space onto which it is
fronting.
For six storey mid-rise buildings, a street wall
height of four stories stepping back at the upper
two floors provides enclosure for the public realm,
while permitting sunlight to penetrate onto the
sidewalks for internal streets, which will have a
narrow, more intimate character.
Taller building forms, rising above the six storey
datum and up to 14 storeys, can comfortably
be accommodated along Port Street, to reflect
the location’s relationship to transit, the Village
commercial core, and existing taller buildings. It
also establishes a gradient from north to south as
proposed in the draft Local Area Plan.
52
A 14 storey element rising from its street wall
at the north west quadrant of the site provides
a vertical compositional counterpoint to the
generally even height of the rest of the project and
pairs with the adjacent Waterside Inn of the same
number of stories. Off-setting the two buildings
enough to establish a diagonal relationship
between them would allow both to have good
access to long views.
Opportunities for taller paired elements at either
side of the Elizabeth Street extension can provide
a visual clue to a new waterfront destination from
Lakeshore Road, and a sense of gateway into the
Marine Plaza and central recreational aspects
of the project along this important view corridor.
Heights in these locations should have regard for
the adjacent existing Ports Hotel and No Frills
sites.
Built form should support the creation of a
unique and memorable environment that reflects
the waterfront setting, complements Port
Credit’s Urban Village character and promotes
architectural innovation. Architectural style may
vary from block to block and will contribute to an
overall rich identity and character.
The building height framework on the next
page illustrates how height could be deployed
throughout One Port. The overall strategy of a
six storey form with opportunities for occasional
height is compatible with Port Credit’s urban
village scale, ensures diversity in land uses,
affordability, and can support the range of
community benefits and amenities proposed
within the Master Plan, while mitigating impacts.
Maximum density will be addressed in the
subsequent site-specific Local Area Plan policies
and detailed in provisions of the future sitespecific zoning by-law. Density will be a function
of the site-specific Local Area Plan policies
for One Port related to built form, height and
dimensions, as well as the plans of the future
builder(s) working with the City.
Current technical analysis indicates that a
maximum Floor Space Index (FSI) of 2.5 times
coverage across the site is supported and can be
expected.
Guidelines
• Encourage a 750m 2 maximum floor plate
control to floors above the sixth storey.
Ground Floor Strategy
• Accommodate commercial, retail, institutional
or community uses on the ground floors by
designing flexible, fully accessible spaces
with a minimum height of 4.5m (15.8ft) to
accommodate a range of activities with larger
window/display areas and entrances.
• Live/work housing can provide opportunities
for new ways to live and work in the same
space and provide flexibility in the use of the
ground floor areas.
Mid-rise datum
• Develop the site in a predominant mid-rise
form comprised of maximum 6 storey high
upper levels, stepping down to maximum 4
storey street walls.
• Establish 2m (6.6ft) minimum step-backs to
internal streets and 6m (19.7ft) minimum to
water and parks.
Taller forms
• Permit taller building elements above the
mid-rise datum in selected places along the
northern blocks along Port Street to provide
variation in height in the project, a step down
to the water and a relationship with existing or
proposed adjacent buildings.
• In establishing locations for higher form at
the rezoning stage, consider environmental
impacts such as sun, shade and wind, and
the general mixed height character of Port
Credit’s urban village.
• Create active frontages which engage people
with a “permeable edge” between the building
and street to support the building uses.
Provide frequent entrances where possible/
appropriate and ensure a physical and visual
connection between people on the sidewalk
and retail activities in the building.
Canopies and projections
• Permit overhangs or canopies which extend
to the right-of-way and/or project over the
sidewalk to a maximum of 2m (6.6ft) within
active frontages to provide shelter for
pedestrians.
• Encourage building overhangs to provide a
sense of enclosure and shelter pedestrians
from wind, rain, and sun.
Waterside Hotel
beyond
14
No Frills
development
beyond
14
10
J.J. Plaus
Park
*
6
4
River
*
*
4
Park Edge
Street
8
6
4
8
*
Marine
Plaza
4
Wharfside
KEY
Reinforce the distinct character along each edge
through built-form that frames and defines the
public realm
*
*
East west notional cross section looking north
2.0m (6.6ft) min. step-back above
the fourth floor to streets
6.0m (19.7ft) min. step-back
above the fourth floor to water
Port Street
4/6 14*
4/6
8*
8*
4/6
KEY
4/6
Six stories, stepping down
to a four storey street wall
Lake
Ontario
4/6
4/6
Opportunities for taller
forms
Credit
River
4/6
4/6
*
Potential building height framework plan
Height
Floor plate control to floors
above the sixth storey
Typical section of an internal street: most buildings at One Port are proposed to be six
storeys high at the upper levels, stepping down to four storey street walls.
53
13. Land Use
Guidelines
Principle
Support a diverse mix of uses and
allow for flexibility of use across
the site, including expanding and
integrating marine operations in
conjunction with residential, retail,
commercial, recreational and cultural
facilities.
Rationale
Great waterfronts are places of mixed use.
They need a resident population to ensure life
throughout the day, night and seasons, but
they combine housing with sources of public
attraction: recreation, shops, restaurants, active
industry particularly of an artisanal variety,
employment, gathering places, sightseeing,
exercise and relaxation. This is a sentiment that
was clearly expressed in community meetings,
and gleaned through precedent research. The
zone or place where these non-residential uses
best occur is the ground plane, both exterior and
interior.
The One Port Site and Port Street are currently
identified as part of the Harbour Mixed Use
Area within the Official Plan. One Port should
therefore be a complete community, extending
and complementing the existing character of Port
Credit’s Urban Village from Lakeshore Road down
to the waterfront. The marina function should
continue to drive specialized commercial services
that will be accommodated at grade along the
harbour’s edge with other potential opportunities
throughout the site.
Marinas can improve the waterfront experience
by functioning as a point of interest and a visual
amenity, supporting water-based recreational
activities, public safety and education. They can
also facilitate significant tourism and economic
impacts.
Within the context of redevelopment, many of
the existing marine-related businesses could be
adapted to new spaces, such as street front retail.
Uses such as the boat sales, the restaurant and
the chandlery would be appropriate for integration
into the new development, as they could occupy
ground floor retail space, while at the same
time adding interest and animation to the area.
With the exception of Bristol Marine, and some
storage lease agreements, most of the businesses
currently located at PCHM occupy relatively small
footprints, some potentially ideal for street retail
type developments.
The diagram at right identifies the major
opportunities for distinct character and priority
uses along lower floors to accommodate more
intensive public uses:
Port Street: uses that animate the street such
as retail or offices.
Park Edge: active ground floor uses such as
cafés or restaurants that capitalize on sunset
and afternoon sun.
Wharfside: uses that ‘amplify’ an extension
of marina character and operation such
as artisanal (i.e. small-scale crafting or
manufacturing), retail or cultural uses.
54
• Frame and animate the neighbourhood
streets, parks, urban squares and the
Waterfront Trail by encouraging active uses
on the ground floors to foster a lively and safe
environment.
• Ensure that the waterfront setting is
expressed through all levels of design
including the distribution of land uses, built
form and the street and block pattern.
• Design the ground floors to easily
accommodate residential, commercial, retail,
institutional or community uses by designing
flexible ground floor spaces, with taller floor
to ceiling heights of minimum 4.5m (14.8ft)
to accommodate a range of active uses with
larger window/display areas and entrances.
• Encourage retail, office and other employment
ground floor uses on Port Street.
• Within internal streets, live/work uses can
provide opportunities for new ways to live and
work in the same space and provide flexibility
in the use of the ground floor areas.
• Upper-floor uses may include residential,
retail, or office uses.
• Providing opportunities for a wide range
of housing options and encourage both
affordable rental and ownership.
4.5m
min.
Ground floor strategy
1
Port Street
2
3
Lake
Ontario
Credit
River
Ground floor land use strategy
KEY
Ground floor mixed employment uses
Marine uses possibly combined with other uses
Land based recreation
Water based recreation
Major edges with opportunities for distinct
character and priority uses along lower floors:
1. Port Street
2. Park Edge
3. Wharfside
14. Sustainable Development
Principle
Demonstrate leading edge and
comprehensive approaches to
economic, social/ cultural and
environmental sustainability.
Rationale
The Master Plan promotes adaptability and
flexibility by ensuring that One Port is a
community that, as it grows and changes, can
effectively renew and adapt itself to new social
and economic conditions, policies, programmes,
and technology through the three pillars of
sustainability (economic,social/cultural and
environmental).
A marina will act as a gateway to the City and
is an important opportunity to introduce the
features of the community and direct visitors
to its attractions and services. Not every
municipality has a waterfront or one that is
suitable for boating. For those that do, facilities
that offer access to boating and other waterbased activities provide a unique and competitive
edge that can help attract growth and investment
as well as provide for opportunities for public
recreation and cultural activities. In general,
public marinas can provide several important
functions:
• Provide community recreation needs
• Encourage spending and economic
development
The Port Credit waterfront is beginning to
develop a high quality pedestrian environment.
In recent years, residential development along
the waterfront has proven to be very successful,
supporting a range of restaurants and businesses
in the village, and fostering a renewed sense of
community, rich with recreational opportunities.
• Strengthen physical connections between the
site and the city so that people who live, work
and play at One Port, and within the local area
will be able to walk or cycle to a wide range of
daily activities.
In its current form, the site is closed off from
this environment. Physical barriers and industrial
type facilities make it inaccessible to the rest of
the community. Moreover, from an economic
perspective, the large land area (approx. 6.8 ha)
is underutilized. There is an opportunity at hand
to refine and integrate the marina experience
and operations into the fabric of the Port Credit
community in a way that retains all the positive
community and economic benefits.
• Provide a range of housing and employment
options to extend the life of One Port
throughout the day and through the seasons,
aiding in public safety and further supporting
the objective for a complete community that
enables live, work and play.
Guidelines
The future development of the site will address
the ‘Made in Mississauga’ Green Development
Strategy and Stage One Green Development
Standards at the time of rezoning and site plan
approval. Overall development will be based on
the following:
Social / cultural
• Accommodate and support a variety of uses
and activities through a balanced mix of uses
– with an emphasis on community amenities
that will complement those existing and
planned within Port Credit’s Urban Village.
Economic
Active frontages at the ground floor can
accommodate a variety of uses and activities
• Link the marina to its surrounding community
to foster city-building redevelopment
opportunities and provide improved waterfront
circulation.
Environmental
• Improve water quality through sustainable
drainage and storm-water management
strategies
The marina is a valuable community and
economic asset to Port Credit
• Incorporate greening and opportunities for
increased plantings
• Reduce the use of non-renewable resources
in combination with local energy production.
• Support local tourism initiatives
• Help animate waterfronts especially during
non-peak periods
Sustainable urban drainage and storm water
management strategies can contribute to the
unique character of One Port
55
15. Population and Employment
Principle
Increasing employment uses and
providing for residential uses
contribute towards continued
strengthening of the Port Credit
Community Node and further support
the objective of a complete community
that enables live, work and play.
Rationale
Waterfront developments typically struggle to
attract and retain commercial elements due to
the winter climate and seasonality of the boating
industry. The potential market capture area is
reduced by nearly 50% given the waterfront
location. Even when large amounts of residential
development are introduced into an area (such as
at Harbourfront in Toronto), the lack of pedestrian
activity in the winter makes commercial success a
challenge.
However, a significant number of marine related
uses that are currently located at the marina,
represent an opportunity to animate new grade
level retail space in the redevelopment. The
preservation of the marine fuction could in turn,
retain these jobs, add character and interest, and
support other retail uses.
Opportunities for existing marina businesses
to relocate within at-grade spaces in new
buildings, with increased ceiling heights, sidewalk
accessibility and visibility may support their long
term viability by providing them with superior built
form.
56
Guidelines
In addition, it is envisioned that the existing boat
brokerages and charter fishing businesses could
be relocated to new at-grade storefront spaces at
the base of new buildings.
Additional opportunities may also exist for new
studio and office uses in addition to new service
and retail outlets. While overarching office market
economics will result in most office developments
gravitating to core areas of the city near highways
and transit (i.e. downtown Mississauga, the
airport corporate centre, etc.), Port Credit’s
inviting waterfront environment, walkability,
activity and good transit could be attractive to
some businesses. If space was provided for
smaller office, workshop, creative and studio
spaces, there may be additional take-up from
the local business community. Additional service
commercial and retail opportunities may also be
supported through the introduction of residential
uses.
Employment Strategy
The City’s “Focus on Mississauga 2012”
document reports between 50 and 115 jobs are
located on site. The PCHM recently conducted
their own employment tally which calculated 108
full time and 43 part-time jobs at the PCHM. In
addition, their tally indicates that the local charter
fishing businesses contributes to an additional 27
seasonal full-time jobs. These figures indicate that
a substantial amount of economic activity is being
generated, or associated with, the current uses at
PCHM.
The Master Plan strategy also provides a
land use opportunity to retain all the existing
businesses that support the marina function
but also to create foundation for new economic
opportunities. Through a phased redevelopment,
the Master Plan envisions incremental investment
in employment space in mixed-use developments.
Primary frontage and base building conditions
for sites along Port Street and in the immediate
vicinity of marina operations will be encouraged
for a wide range of businesses from street related
retail, to workshop studios and marine-related
light industries.
Based on the demonstration plan contained in
this report, this strategy could create space for
over 400 jobs or about 50 jobs per net hectare.
• Encourage and support the preservation of an
operating marina.
• Provide for the appropriate access and
circulation in support of continued marina
operations and marine-related industries,
including the movement of large equipment
and temporary storage of recreational boats
during maintenance, launch and haul-out
periods.
• Protect frontages of base buildings facing
onto Port Street for non-residential uses
except where required for appropriate access/
servicing of residential uses above.
• Provide a minimum 4.5m (14.8ft) floor to
ceiling heights for ground floors to allow for a
broad range of commercial uses.
• Provide policies in the Local Area Plan
that allow for a broad range of compatible
residential and employment uses.
• Provide for a distinctive centre of marine
operations that also serves a point of interest,
marine heritage and animation.
• Commercial development that permits urban
scale projects should be provided for to allow
for opportunities for chandlery services,
grocery or other ancillary uses.
• Encourage and permit live-work developments
at-grade.
• No minimum density for office employment
uses within the overall density and height
framework.
16. Municipal Servicing
Population Projections
Principle
It is anticipated that the full build out of the site
could include a variety of housing units but that
the majority of the units will be apartments.
According to the City’s Growth Forecast,
the average number of persons per unit for
apartments in Port Credit is currently 1.9 persons
per unit and this is projected to drop to 1.8
persons per unit by 2031. It is likely that new
development at One Port would attract a similar
demographic profile. While it is expected that
young couples and families will be drawn to the
community, the larger proportion of eventual
residents are expected to be older couples and
single persons who are less interested in the
costs and maintenance of a large home and
place a higher value on urban living with a variety
of amenities within walking distance and good
transit accessibility.
Provide municipal services to the site
in a way which best utilizes existing
infrastructure and minimizes impact
on the environment in order to remain
sustainable well into the future.
• Prepare a Functional Servicing Report,
including domestic and fire protection
analysis to support the future re-zoning and
redevelopment of the site.
Rationale and Guidelines
Consistent with the recent development of
the adjacent Snug Harbour and the No Frills
Development, storm drainage run-off is expected
to be directed to Lake Ontario without the need
for quantity controls. The ability to provide either
multiple or only a single outlet to Lake Ontario will
also have to be evaluated further at the re-zoning
and site plan approval stage.
Depending on the eventual development
approach, the site could accommodate between
110,000 to 135,000m2 of gross area for residential
uses. Assuming an average gross unit size of
90m2 (969ft 2), this results in the total number
of homes ranging from approximately 1,200 to
1,500 units. Based on the current person per unit
estimate for Port Credit, the projected population
at build out would be between 2,280 to 2,850.
Sanitary
The most efficient sanitary alignment and pump
placements will have to be evaluated further once
the development plan and densities are confirmed
at the re-zoning stage. Pumping stations are
anticipated to provide sanitary services to all
future buildings.
• Prepare a Functional Servicing Report in
support of the rezoning application addressing
the details of the proposed sanitary sewer
system within the One Port site.
Water Supply
The Region of Peel has confirmed that the site is
located in the bottom of Pressure Zone 1 and that
there is sufficient capacity for the current land use
and zoning.
Storm Water Management
• Pumping stormwater run-off may be required
to accommodate building foundation drains
or areas lowered below the elevation of Lake
Ontario depending on the final development
concept.
Green roofs
• Address the feasibility of Low Impact
Development techniques in the Functional
Servicing Report, including incorporating
techniques such as bioretention swales, rain
gardens, grass swales, permeable paving and
green roofs.
• Provide calculations to determine if internal
boosting is required to meet domestic and fire
flow requirements once each building type
is finalized and uses known at the re-zoning
stage.
Sustainable urban drainage
57
17. Land Use Compatibility (Environment, Air Quality and Noise)
Principle
An overall assessment of air
quality and noise considerations
indicates that the mix of residential,
parkland, and employment/marina
activities proposed for One Port
can be compatible with appropriate
assessment and design.
The Environmental Bill of Rights (EBR) allows
residents of Ontario to participate in government
decisions on environmental issues by requiring
ECA applications and decisions to be posted
on an Environmental Registry (ER). The MOE is
required to consider all public comments.
Background
1. Ensure all emitting sources obtain appropriate
MOE approval, or that smaller facilities have
registered their equipment on the EASR if an
ECA is not required;
Air quality in Ontario is regulated by provincial
statutes. The province establishes air quality
standards and is responsible for the permitting
of all industrial emission sources. Municipal
involvement in air quality is through zoning of
permitted land uses surrounding industrial sites.
Changes in land use can potentially change the
compliance status of an industrial facility by
allowing new sensitive receptors proximate to an
existing facility.
The Environmental Protection Act requires an
omitting facility to either have Environmental
Compliance Approval (ECA) or register small
sources on the Environmental Activity and Sector
Registry (EASR). The EPA also includes provisions
to prohibit a facility from causing an adverse
effect.
Most applications submitted for ECA are also
required to follow MOE guidance to assess
the noise from the facility. A vibration impact
assessment is required for the facility if it houses
large sources of vibration (e.g., stamping presses).
58
In developing the One Port, the following is
recommended:
2. Require an air quality impact study confirming
all MOE criteria are met and emissions
are approvable. Also demonstrate that
compliance can be maintained with proposed
future development as well (for example
elevated residential uses and parks); and
3. Require an acoustic assessment confirming
MOE noise criteria are met and approvable.
Also demonstrate that compliance can be
maintained with proposed future development
as well (for example proposed elevated
residential and parks).
The Provincial Policy Statement (PPS) of Ontario
sets the policy foundation for regulating the
development and use of land and requires that
decisions affecting land use, “shall be consistent
with the PPS.” It is concerned with optimizing
the long-term availability and use of land and
resources; maintaining and enhancing the vitality
and viability of downtowns and mainstreets;
promoting the redevelopment of brownfield sites;
providing for an efficient, cost-effective, reliable
multi-modal transportation system; and planning
so that major facilities and sensitive land uses
are appropriately designed, buffered and/or
separated from each other.
The MOE Land Use Compatibly Guidelines (D1
to D6) assist in developing appropriate land
use permissions in areas surrounding industrial
sites. The recommendations in the Guidelines
are intended to minimize potential environmental
impacts from facilities on various land uses
through such measures as separation distances.
The MOE classifies facilities depending on their
potential to create an impact. At one end of the
spectrum, Class I facilities have limited potential
to cause off-site impacts, while at the other, Class
III facilities potentially cause more significant
impacts.
The suggested influence or impact zone for a
Class I facility is 70m (230ft), with a recommended
minimum separation distance of 20m (65ft) from
the industry to the sensitive land-use (such as
residential). A Class II facility has an influence
zone of 300m (989ft) and separation distance
of 70m (230ft), while for a Class III facility the
respective distances are 1000 and 300m (3281
and 984ft).
This definition does not reference specific zoning
classifications. Though residential zoning would
be considered a sensitive use, certain specific
uses in other zoning classifications could also
be considered sensitive. The key aspect of the
definition is that sensitive land uses occur where
there can be activities that could be impacted or
affected by emissions from a facility.
The D1-D6 Guidelines indicate that it would be
acceptable to have sensitive land uses within
industry influence zones if it can be demonstrated
through appropriate air quality studies that
potential impacts and exposures are minimized.
The key reference to the acceptability of
at-receptor mitigation is noted in Section 1.3.1 (b)
of the Guideline D-1-1 that indicates:
“Mitigative measures can be located either at the
contaminant source or elsewhere on the facility
site, on the sensitive land use site, or on the site
of an intervening land use.”
Applicability to Site
The overall site is of limited area. There is
insufficient space at the site to accommodate
large separation distances or buffer zones
associated with heavy industrial use. Any
industrial or commercial activity should be limited
to Class 1 type operations. Marine operations,
including fuelling and minor repair can be
accommodated under a Class I facility with
appropriate design. For example, boat painting
could be accommodated, with proper paint booth
design and control. It is unlikely that Class 1
facilities would necessitate the inclusion of “at
receptor” mitigation in surrounding development.
Such “at receptor” mitigation as enclosed
balconies, carbon filtration on air systems,
design to avoid sensitive use or other special
accommodations are unlikely to be required.
Though some Class II facilities might be
accommodated, design of both the facility
and nearby sensitive uses would have to be
designed and built to ensure minimal impacts.
Proposals for larger facilities in the Port Street
area would need to be assessed as part of future
development applications in conjunction with
future development to determine both noise
and emissions controls as well as “at receptor”
mitigation design to ensure compatibility.
Emissions from ancillary marine activities that
include volatile organic compounds and metals
from repair work, painting, which would require
MOE approval and an ECA to demonstrate
compliance with MOE air quality and noise
standards.
The main sources of potential nuisance emissions
from marine activities would be potential dust
(repair work such as grinding and sanding), odour
(painting and fibreglass work, refuelling) and noise
from fans, equipment, and repair work. Though
covered by the ECA, these types of emissions
are not always easy to quantify accurately or
to control or manage. For continual occupied
sensitive receptors (for example residential
units, boat houses, schools and day cares), the
minimum recommended separation distance
for Class 1 facilities would be appropriate, but
should be confirmed or modified through future
development applications and facility specific
studies to demonstrate appropriate distances and
control.
Other types of facilities could be accommodated
with respect to air quality and noise, but would
need to be considered in context of future
development applications and other planning
compatibility considerations. Even such activities
as dry cleaning or artisanal studios, may need
to be appropriately designed and permitted
to ensure minimal or no impacts to sensitive
receptors.
(UST) may not be installed within 1.5m (4.9ft) of
the property line or within 1m (3.3ft) of a building.
Tanks of capacity less than 5000 litres should
be on supports or on a concrete pad to allow for
inspection of the tank bottom. Storage tanks must
also be at least 15m (49ft) from drilled wells and
30m (98ft) from dug water wells or waterways.
Marinas situated in Ontario are subject to the
requirements of Ontario Regulation 217/01 Liquid
Fuels and to the Liquid Fuels Handling Code 2007.
Ontario Reg. 217/01 primarily governs licensing,
and mandates that marinas must have a valid
license to operate, must post this license, and
must obtain written permission for any proposed
modifications to the marina.
A setback distance is also required for fuel
dispensing or pumping; this activity must be
conducted more than 3m (9.8ft) from the property
line, 3m (9.8ft) from a highway, 4.5m (14.8ft) from
any building opening, and at least 1m (3.3ft) from
any building.
Fuel dock(s) and associated fuel storage
tank(s)
The criteria for marina layout, in terms of locating
the storage tanks and dispensing equipment,
and minimum setback distances, is stipulated in
the Technical Standards and Safety Authority’s
(TSSA) Liquid Fuels Handling Code 2007.
Based upon the criteria outlined in the Liquid
Fuels Handling Code 2007, the minimum setback
distances for fuel storage and handling differ
depending upon the type of storage tanks
maintained on site. Certified above-ground
storage tanks (ASTs) are generally permitted with
a setback of 3m (9.8ft) from property lines for
250,000 litre tanks, and increased setbacks as the
tank sizes increase. An underground storage tank
Marinas are also required to maintain a setback
from the high water mark.
All tanks and pumping equipment must be
installed such that they are protected from
vehicular impacts.
Guidelines
Ancillary marine activities (those beyond a
recreational marina) should include the following
limitations:
• Emissions of dust and/or odour that are
infrequent and not intense (either through
scale of operation or through appropriate
facility design);
• No outside storage of materials or supplies
that can emit;
• Any processes are contained within a building
that is designed to minimize fugitive emissions
(i.e. emissions through doors and windows);
• Daytime operations only, with infrequent
movement of materials and heavy trucks.
• Any specific proposal for a specific use that
may cause nuisance impacts (i.e. odour, dust,
and/or noise ) as contemplated through future
development applications, should undertake
both an air quality study and a noise study to
determine compatibility with both existing and
future proposed development.
• Fuel dock(s) and associated fuel storage
tank(s), including their locations, shall be
subject to provincial regulations and TSSA
standards.
The studies should assess:
• Demonstration that either a MOE ECA has
been obtained or that emissions from the
site can comply with MOE standards and
guidelines, which would consider both air
emissions and noise emissions.
• Fugitive odour and dust emissions and
impacts. Intensity and frequency needs to be
assessed at all current and future sensitive
receptors.
• Acoustic assessment to assess both noise
levels and frequency at current and future
sensitive receptors.
• Where necessary to minimize impacts, both
at-source and at-receptor mitigation should
be considered.
59
E / Demonstration Plan
The public realm and transportation
plans, development statistics and 3D
images within the Demonstration Plan
illustrate two of potentially several
ways of realizing the Master Plan
objectives and strategies.
Public Realm Plan
The Variants
Two variants are shown on the next page, within
a common streets and blocks plan. Both options
demonstrate:
• Central Marina Variant: an urban plaza
located at the base of Elizabeth Street.
• A continuous waterfront trail along the
shoreline edge, integrated with pedestrianpriority internal streets.
• A street and block pattern organized around
an interconnected public realm framework of
parks and plazas.
• Three access points: Stavebank Road,
Elizabeth Street, and Helene Street.
• Stavebank Road extending along the west
edge of the site creating a new address to J.J.
Plaus Park and an LRT ‘Station in the Park.’
• Framing and animating Port Street with a
strong built form edge, with a tree-lined
pedestrian boulevard on the south side of the
street.
60
• Eastern Marina Variant: potential lakefilling
in proximity to the foot of Elizabeth Street and
Helene Street to create a new waterfront area
and movement of the marina function to the
eastern breakwater.
Aerial Views
The two aerial views overleaf show One Port in
a “mature state” superimposed on a photograph
of the surrounding condition as it is today. A
massing of the future “No Frills” development is
included.
Both variants follow the Master Plan strategies:
a set of pedestrian-priority streets with a variety
of built forms within the height limits. The blocks
along Port Street have a base cornice of six
stories, stepping down to four storeys and taller
forms in specific locations to a maximum of 14
storeys. The tallest element in the foreground has
the same number of storeys as the Waterside Inn,
but is set to one side so as to preserve views from
the Inn. The blocks to the south are a maximum
height of six storeys, again stepping down to a
four storey street wall.
The difference between the variants is an exploration
of the locations of the boat loading area, marina
clubhouse and a retained part of shed. The Central
Marina variant leaves the boat launch dock where it
is and retains a launching area around it as a public
plaza, and the north section of the shed retained for
marine uses.
The Eastern Marina variant shows what might be
built if a builder/marina operator saw an advantage
in separating marina access from the rest of the
project, and if this advantage warrants the expense
of upgrading the breakwater to also serve as access
the boat slips. This would likely necessitate a new
clubhouse, boat loading dock and trailer turn-around
zone on additional landfill.
Existing Office Building
The existing office building, currently located on the
north side of the shed, is in-line with the Waterfront
Trail at a location where there is good frontage
potential and an opportunity for a new east-west
connection. The removal of the office building and
the relocation of the current office employment uses
elsewhere within the site would substantially improve
connectivity and maximize redevelopment potential,
along the route providing continuity to the waterfront
trial and an identified view opportunity to the mouth
of the Credit River from the east.
Port Street East
Port Street East
Marine
Plaza
Waterfront
Station
Helene Point
& Pebble Beach
J. J. Plaus
Park
Waterfront
Station
Marine Plaza
J. J. Plaus
Park
Wharfside
Wharfside
Promontory
Park
Promontory
Park
61
Helene Point
& Pebble
Beach
Wharfside
Promontory
Park
Po
Marine
Plaza
rt
St
re
e
tE
as
t
J. J. Plaus
Park
Waterfront
Station
62
Promontory
Park
Marine
Plaza
Po
rt
St
re
e
tE
Wharfside
as
t
J. J.
Plaus
Park
Waterfront
Station
63
Vehicular Network
The demonstration plan is designed around an
internal road concept that accommodates a
minimum of two vehicular access points onto Port
Street and provides at-grade vehicular facilities to
the “front doors” of development blocks through a
grid pattern of streets.
The primary access routing is provided by an
extension of Stavebank Road. Secondary access
is provided to a new connection opposite Helene
Street.
Internal access connections would be provided
from a common below grade parking facility
enabling motorists to route to and from the
property using either of these vehicular access
connections.
A tertiary access is proposed to be provided
primarily for marina uses. The location and
function of this tertiary access is subject to
consideration in the future development plan to
either maintain the existing location of marine
facilities or to relocate the primary marine
facilities eastward within the One Port property.
In keeping with the plan’s intentions of a primarily
pedestrian environment attainable in few other
urban places, all spaces between buildings would
first act as pedestrian ways and secondly act as
routes for taxi, visitor, service and emergency
vehicles. Within this general system, some of
the streets will be more often used by cars than
others, as shown in the accompanying diagrams.
KEY
Vehicular access
Access for service, loading,
emergency or below ground
parking
64
Cycle Network
The new plan offers a variety of options to fill
the gap in Port Credit’s Waterfront Trail. Cyclists
coming from the east, for example, can continue
the preset route around the site; they can take
a more direct route through the north of the
site, or they can continue along the water’s
edge around the site. Because the network of
pedestrian-priority streets is also conducive
to casual cycling, there are multiple additional
opportunities for cycle travel and exploration
within the property.
Potential cycle connections through One Port
KEY
The proposed cycle connections
support Mississauga’s proposed cycle
network
KEY
Proposed Waterfront
Trail around One Port
Existing Waterfront
Trail
Proposed street route
through One Port
Proposed Waterfront
Trail Connection
around and through
One Port
65
LRT Station Interface
The LRT terminal station is shown at the edge of
J.J. Plaus Park adjacent to the Stavebank Road
extension. This has three primary advantages:
Stavebank Road
Port Street
• it provides a true waterfront destination,
bringing the “port” in Port Credit fully into the
consciousness of transit riders;
• it enables Port Street to remain humanscaled, capable of becoming a memorable
place and easily transversible as part of a
walk from Lakeshore Road to the waterfront,
an objective greatly desired by the residents
of the city; and
Station
in the
Park
• it integrates the terminus station with One
Port and provides amenities, connections and
facilities, that will support and enhance the
station environment.
Credit
River
Park Edge
The Demonstration Plan shows the track turning
into a beautiful park setting, offering transit users
a much safer and more pleasant destination/
departure point, while allowing for a more
pedestrian friendly and characterful design of
Port Street East. The graphic analysis at bottom
right of this page shows the tracks remaining as
they turn within the existing public rights of way.
It also shows a reduction in the size of existing
parking lot, which is replaced by on-street parking
along the Stavebank Road extension. The result
is a balanced swap of green space, parking and
track within J.J. Plaus Park.
J.J. Plaus
Park
Notional cross section through the Station in the Park
Opportunity for integrated park, parking and LRT station
design
Green area affected within
park property: +/- 1300 m 2
Green area added due to
realigned parking: +/- 1450 m 2
Park Edge
66
Strasbourg, France: an example of an LRT station within
a park setting
J.J Plaus Park:
Existing
J.J. Plaus Park:
with Waterfront Station
Public Open Space: Waterfront Trail,
Parks and Plaza
The public realm of the Demonstration Plan is
composed of pedestrian-priority streets, the
Waterfront Trail, and three parks or plazas.
This page identifies the dimensions used for
the Marine Plaza, Helene Point, and the South
Promontory Park for each of the two variants.
Central
Marina
Variant
1
2
Port St.
50m
35m
25m
60m
1. Marine Plaza
Eastern
Marina
Variant
2. Helene Point
1
2
Port St.
20m
35m
140m
1. Marine Plaza
Common
to both
Variants
25m
2. Helene Point
60m
100m
20m
1
1. Promontory Park and South Promontory
67
Streetscape Demonstrations
The two primary streets are shown in cross
section on this page. On the Stavebank Road
extension, a one-way traffic (which as noted
earlier, is generally limited to visitors and service
vehicles) lane 7m (23ft) wide and a 2.5m (8.2ft)
parking bay are flanked by sidewalks; 2m (6.6ft)
to the property line of J.J. Plaus Park, and 5m
(16.4ft) to the proposed mixed use built form,
to make a 16.5m (54.1ft) right of way. Given the
west orientation of this building, the ground floor
indicates a restaurant and patio on the wide
sidewalk.
Park
Edge
On the middle streets, a similar one-way lane of
7m (23ft) is flanked by boulevards of 5.5m (18ft),
which can either accommodate a 2.5m (8.2ft)
parking bay and a 3m (9.8ft) sidewalk, or a wide
boulevard with outdoor seating or other spill-over
such as artisanal use into the public realm.
Paving materials within these rights of way
would be continuous across the section and of a
pedestrian character, indicating to all uses that
any drivers are entering a pedestrian domain.
68
Middle
Streets
79
A Demonstration Plan
Views of Completed Development
The following pages show a series of views of
the projects derived from the digital model of
the Demonstration Plan, some superimposed on
actual photographs of the existing situation.
From the Lake
View of demonstration scheme from J.C. Saddington Park
View of demonstration scheme from the lake near the Ridgetown
69
Key plan
Helene Street, existing view
Helene Street, view as proposed in Demonstration Plan
70
Key plan
A Demonstration Plan
84
Elizabeth Street: Potential
Elizabeth Street, existing view
Elizabeth Street, view as proposed in Demonstration Plan
71
Key plan
View looking west along the North Promenade towards Helene Point with the Marina and Credit River beyond
72
Key plan
View looking south along the extension of Stavebank Road into One Port. Restaurants and cafes create a
new active frontage to J.J. Plaus Park and the Waterfront LRT Station
73
Key plan
View looking north along Wharfside
74
Key plan
View looking south along the central street
75
Key plan
View from within Promontory Park looking northeast
76
Key plan
View of Promontory Park in Winter looking east
77
Demonstration Plan Statistics
These Demonstration Plan statistics are derived from an application of the height and setback measures
in the Master Plan, assuming conventional industry building floorplate widths. They are a capacity
exercise prepared to inform economic and planning considerations.
One Port Street
17‐Apr‐13
Demonstration Plan ‐ Statistics With Shed Remnant
Parcel
Parcel Area Ground floor GFA
GFA
Port Street
1B
1A
3A
m2
Residential support Non‐ residential or area
live/work GFA
m
(30% of GFA)
2
Demonstration Plan ‐ Statistics Without Shed Remnant
1A
3,283
3,283
985
2,298
1B
2,533
2,533
760
1,773
Demonstration Plan ‐ Statistics Without Shed Remnant
Parcel
Parcel Area
Ground floor GFA
2
4,985
4,985
1,496
3,490
GFA
Residential support Non‐ residential or 3A Parcel
2,994
1,966
590
1,376
Parcel Area
Ground floor GFA
area
live/work GFA
3B
2,994
1,966
590
1,376
GFA
Residential support Non‐ residential or 2
2
2
m
m
(30% of GFA)
3C
2,994
1,966
590
1,376
m
area
live/work GFA
4A
3,223
2,354
590
1,764
1A
3,283
3,283
985
2,298
2
m2
m2
(30% of GFA)
m
1B
2,533
2,533
760
1,773
4B
3,220
2,406
590
1,816
1A
3,283
3,283
985
2,298
2
4,985
4,985
1,496
3,490
Shed
7,464
7,464
0
7,464
1B
2,533
2,533
760
1,773
3A
2,994
1,966
590
1,376
Shed mezzanine
0
0
0
2,239
2
4,985
4,985
1,496
3,490
3B
2,994
1,966
590
1,376
Total 33,690
28,923
6,189
24,973
3A
2,994
1,966
590
1,376
3C
2,994
1,966
590
1,376
3B
2,994
1,966
590
1,376
Figure
1. Development floor
area statistics
with partially590
retained shed
4A
3,223
2,354
1,764
3C
2,994
1,966
590
1,376
4B
3,220
2,406
590
1,816
4A
3,223
2,354
590
1,764
M1
3,223
2,842
590
2,252
4B
3,220
2,406
590
1,816
M2
3,223
2,842
590
2,252
M1
3,223
2,842
590
2,252
Total 6,446
5,684
1,180
4,504
M2
3,223
2,842
590
2,252
2
Marina
Shed
M1
3B
M2
3C
m2
Upper level residential GFA
4A
4B
m2
Units @ 90m 2
17,720
197
13,543
150
18,385
204
11,477
128
11,477
128
2
m
Units @ 90m
11,477
128 2
12,742
142 2
17,720
197
m2
Units @ 90m
12,733
13,543
150
141
17,720
197
18,385
204
0
0
13,543
150
11,477
128
0
0
18,385
204
11,477
128
109,554
1,217
11,477
128
11,477
128
11,477
128
12,742
142
11,477
128
12,733
141
12,742
142
12,742
142
12,733
141
12,742
142
12,742
142
25,484
283
12,742
142
Total 2. Additional development
6,446
5,684if marine functions
1,180 are moved into
4,504
25,484
283
Figure
potential
the ground floor
of new development
Floors Total GFA
(Illustrated in Demonstration Plans)
m2
14
21,003
8
16,076
Floors Total GFA
8
23,370
6
13,443
Floors Total GFA
(Illustrated in 6
13,443
Demonstration (Illustrated in m2
6
13,443
Plans)
Demonstration 6
15,096
14
21,003
m2
Plans)
86
16,076
15,139
14
21,003
8
23,370
n/a
7,464
8
16,076
6
13,443
n/a
2,239
8
23,370
6
13,443
n/a
140,716
6
13,443
6
13,443
6
13,443
6
15,096
6
13,443
15,139
66
15,096
15,584
66
15,139
15,584
66
15,584
n/a
31,168
6
15,584
n/a
31,168
Total 32,672
27,143
7,369
19,774
135,038
1,500
n/a
162,181
Total 32,672
27,143
7,369
19,774
135,038
1,500
n/a
162,181
Figure 3. Total development floor area statistics
Notes:
Key Plan
KEY
Site Area
Development Parcel
78
1. Total GFA as shown in Figure 3 is exclusive of existing shed and shed mezzanine
GFA, which has been moved into ground level marina functions in the new
development
2. Residential Support Area indicates areas on the ground floor for lobbies,
servicing/ loading, amenity and access to upper residential floors.
Potential implementation scenario
Potential Phasing
91
Phase 2: 4-6 years
The existing site area configuration and shed
location lends itself to a phasing plan, which
might logically begin at Port Street and move
southwards. Final staging plans would be
developed alongside detailed development
proposals, which would likely unfold in phases
over many years.
The significant result of phasing is that, given
careful coordination, the entire shed and much
of the outdoor boat storage area could remain
in marina and marine uses for many years or
decades before new development needs to
replace their site area.
An implementation strategy would have to
consider management of on-going site activity, a
phased approach to safe public access to the site
in the context of future construction and access
and service to on-going marina activities. This
detailed implementation strategy is closely related
to the detailed redevelopment proposals. Any
phasing plan would need to have flexibility and
adaptability to respond to market conditions and
specific site circumstances.
The aerial views to the right speculate on a
potential phased approach to redevelopment.
1
94
Phase 5: 10-12 years
2
96
Port Street sites built first after development
approvals; shed and main part of winter boat
storage retained.
Eastern sites developed next; shed remains.
Phase 7: 14-16 years
1
3
A portion of shed developed; marina relies on
water and off-site boat storage.
79
F / Implementation
Process
The One Port Master Plan has been undertaken
on behalf of CLC to provide an overall framework
for redevelopment of the site and a basis for
establishing new Special Site policies in the Port
Credit Local Area Plan. This Master Plan will be
peer reviewed by the Inspiration Port Credit team
and the City’s assessment and approval of the
plan will be provided through the Inspiration Port
Credit Comprehensive Strategic Master Plan. It is
expected that the City will adopt new Special Site
policies as part of the adoption of the Port Credit
Local Area Plan. It is also proposed that changes
will be made to the Port Credit Built Form Guide
to revise the Figure B13 to reflect the height limits
for the site established through the Master Plan
process.
site plan applications to the City and will specify
the precise land use, built form, transportation,
servicing, sustainability and environmental
conditions of development. They may also
address the phasing and other implementation
matters. These applications will be supported by
additional technical studies, reports and plans,
which will be determined by the City during the
required pre-consultation process. The rezoning
and subdivision applications will involve additional
public consultation and input as required under
the Planning Act.
Once the Master Plan and Local Area Plan
Special Site policies are recommended by
Inspiration Port Credit and have been approved
by Council, CLC intends to identify a builder(s)
and the private investment required to rejuvenate
the site. The builder(s) will develop their own
specific development plans, which will build
upon the Master Plan strategies. These plans
will form the basis of future zoning by-law
amendment, draft plan of subdivision and/or
One Port: A place to live, work and play at the waterfront
80
Appendix
81
Appendix A / Preliminary Transportation Analysis
DirectionalDirectional
distributionDistribution
for home-work
traffic
for vehicular
Home-Work
Vehicular Traffic
Existing local vehicular access
5%
Existing Local Vehicular Access
LAKESHORE ROAD EAST
ST. LAWRENCE
DRIVE
PORT STREET
20%
HELENE
STREET
ST. LAWRENCE
DRIVE
ELIZABETH
STREET
20%
HELENE
STREET
ELIZABETH
STREET
LAKESHORE ROAD EAST
PORT STREET
Off-site Parking for 55
Port St.: Direct access
to/from Port Street; no
internal access to 1 Port
Street facilities. Negligible
traffic generation.
PUBLIC / MARINA PARKING
(±150 SPACES)
OFF-SITE HOTEL PARKING
(±75 SPACES)
MARINA FACILITIES /
PRIVATE PARKING
OFF-SITE PARKING
PROVIDED FOR 55 PORT ST.
(+/- 12 SPACES)
EXISTING
SITE TRAFFIC
PUBLIC / MARINA
RELATED TRAFFIC
LEASED PARKING
AREA TRAFFIC
AM PEAK HOUR
SEASON
PM PEAK HOUR
SAT PEAK HOUR
IN
OUT
2WAY
IN
OUT
2WAY
IN
OUT
2WAY
SUMMER
25
25
50
55
95
150
75
55
130
WINTER
20
15
35
20
40
60
-
-
-
SUMMER
0
15
15
5
30
35
5
0
5
WINTER
10
5
15
0
5
5
-
-
-
AM PEAK HOUR
PROPOSED
SITE TRAFFIC
SEASON
RESIDENTIAL
MAINTENANCE OF
EXISTING SITE USES
PM PEAK HOUR
IN
OUT
2-WAY
IN
OUT
2-WAY
NONSUMMER
105
405
510
420
180
600
NONSUMMER
30
20
50
20
45
65
NOTE: ALL TRAFFIC VOLUMES ARE ROUNDED TO THE NEAREST 5 VEHICLES PER HOUR
One Port Street, Preliminary Traffic Analyses| April 2013
82
Stavebank Road /
Lakeshore Road
Elizabeth Street /
Lakeshore Road
Future background overall signalized traffic
Future Background Overall Signalized Traffic Conditions
conditions
Hurontario Street /
Lakeshore Road
Stavebank Road /
Lakeshore Road
Elizabeth Street /
Lakeshore Road
Hurontario Street /
Lakeshore Road
Future total overall signalized traffic
conditions
Future Total Overall Signalized Traffic Conditions
Stavebank Road /
Lakeshore Road
Elizabeth Street /
Lakeshore Road
Hurontario Street /
Lakeshore Road
Delay
10 s
(11 s)
Delay
6s
(6 s)
Delay
21 s
(25 s)
Delay
11 s
(12 s)
Delay
7s
(8 s)
Delay
24 s
(32 s)
Delay
15 s
(23 s)
Delay
8s
(10 s)
Delay
31 s
(35 s)
V/C
0.61
(0.62)
V/C
0.58
(0.48)
V/C
0.55
(0.69)
V/C
0.66
(0.71)
V/C
0.59
(0.59)
V/C
0.59
(0.82)
V/C
0.75
(0.94)
V/C
0.62
(0.64)
V/C
0.70
(0.81)
LOS
A
(B)
LOS
A
(A)
LOS
C
(C)
LOS
B
(B)
LOS
A
(A)
LOS
C
(C)
LOS
B
(C)
LOS
A
(A)
LOS
C
(D)
PORT STREET
HELENE
STREET
ELIZABETH
STREET
HELENE
STREET
LAKESHORE ROAD EAST
ST. LAWRENCE
DRIVE
ST. LAWRENCE
DRIVE
PORT STREET
ELIZABETH
STREET
LAKESHORE ROAD EAST
HELENE
STREET
ELIZABETH
STREET
LAKESHORE ROAD EAST
PORT STREET
ST. LAWRENCE
DRIVE
Existing overall signalized traffic
conditions
Existing Overall Signalized Traffic Conditions
NOTE: SIGNALS OPTIMIZED WHERE APPLICABLE
83
50 Park Road
Toronto, Ontario
M4W 2N5
T 416 968 9479
F 416 968 0687
www.dtah.com

One Port Master Plan

Transcription

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