Bronte GO MTSA: Area Specific Plan Into the Mix: Area Specific Plan for the Bronte GO Major Transit Station Area FINAL REPORT FEBRUARY 2021
1 Bronte GO MTSA: Area Specific Plan
Bronte GO Station, Oakville
This document was prepared for the Town of Oakville, by: Sajecki Planning in partnership with: DTAH Wood Engineering R.E. Millward & Associates Lura Consulting N. Barry Lyon Consultants (NBLC)
2 Bronte GO MTSA: Area Specific Plan
Executive Summary
The Bronte GO Major Transit Station Area (MTSA) has • Urban design and public realm improvements; the potential to accommodate significant population and and employment growth that is well served by • A Demonstration Plan illustrating one way the local and regional transit and active transportation MTSA could develop at full build-out in 2051. connections. Into the Mix is an Area Specific Plan (ASP) for the MTSA that provides guidance to the Town with respect to how it can lead a transformation of the area from predominantly employment and industrial uses to a transit-oriented mixed-use community that retains an employment focus. This ASP aligns with the Livable Oakville Official Plan and other relevant local, regional, and provincial policies, plans, and strategies.
Realizing the potential of the MTSA will require that the recommendations in this ASP be implemented by an Official Plan Amendment (OPA), approved by Town Council. To support this process, Into the Mix identifies:
• A defined boundary for the MTSA, anchored by the Bronte GO Station;
• Recommended land uses and building heights;
• Recommended updates to the transportation network that maximizes existing infrastructure and services;
• Ideal locations for open spaces and community facilities;
• Stormwater, water and wastewater infrastructure required to support new development;
i Bronte GO MTSA: Area Specific Plan
Study Area
The Bronte GO MTSA is located south-west of the Surrounding uses include stable residential Queen Elizabeth Way and Third Line intersection and neighbourhoods to the south, Fourteen Mile Creek is comprised primarily of employment and industrial to the east, and large industrial properties to the uses. west. The red dashed line, identified below in figure i, Bronte MTSA illustrates the MTSA boundary.
800m Radius from Station Proposed Bronte GO MTSA Boundary
Langtry Park
Waste and Wastewater Treatment Plan
N. Service Road Queen Elizabeth Way S. Service Road S. Service Road
Pacific Road
Pacific Road
Westgate Road
Wyecroft Road East Parking Fourteen Mile Creek North Lot Parking Advance Road Lot
McCraney Creek
Bronte GO Station
South Parking Lot
York Street Wallace Road Speers Road
Trafford Cres. Saxon Road Weynway Ct. Trudale Ct. Valley Dr.
Seabrook Park Vyner Cres. Sherin Dr. Wyandotte Cres. Third Line Swann Dr.
Seabrook Dr.
Seymour Dr. Bridge Road
Stanfield Dr. Gladys Speers N Queen Elizabeth Public School Community 0 50 100 200 300m Centre and Park Figure i | Study Area Rebecca Gardens Hopedale Park ii Bronte GO MTSA: Area Specific Plan
Study Process Vision Statement
Into the Mix included extensive research, technical The Bronte GO MTSA will be a complete community. analysis, consultation, and public engagement over It will focus on employment while introducing two years. residential uses primarily through mid-rise, mixed- use development. Over time the Bronte GO MTSA • Phase 1 involved reviewing policies and plans; will transition into a vibrant, pedestrian-friendly hub, analyzing existing conditions, opportunities and functioning as both an origin and destination for constraints; delineating the MTSA boundary; and employees and residents. The Bronte GO Station will launching public and stakeholder engagement. serve as the heart of this complete community, with • Phase 2 involved developing the Vision, Guiding Speers Road as its spine. Principles, and draft Land Use Scenarios. Two scenarios were presented to the Technical Advisory Committee (TAC), the Livable Oakville Council Subcommittee (LOCSC), and the general public for feedback and refinement.
• Phase 3 involved completing technical studies on environmental impacts, noise and vibration, air quality, municipal finance, transportation, and functional servicing.
• Phase 4 involved finalizing the draft Land Use Scenarios and determining a preferred framework with recommended land uses, building heights and densities, transportation, community infrastructure, municipal services, and urban design and public realm improvements.
• Phase 5 involved identifying a range of policy options and planning tools for delivering the ASP, which should be implemented through an Official Plan Amendment approved by Town Council.
iii Bronte GO MTSA: Area Specific Plan
Guiding Principles
Guiding Principles for the Bronte GO MTSA are divided 9. Create an inviting and pedestrian-friendly into themes covering seamless mobility, placemaking public realm through parks, open spaces, and and successful implementation. These include: improved signage; and 10. Add visual gateways at major intersections Seamless Mobility and access points to the GO Station. 1. Balance existing needs for vehicular movement Successful Implementation while accommodating plans to create a pedestrian-friendly, mixed-use community; 11. Adopt a phased approach to development that balances the needs of existing users with 2. Create a balanced transportation network that future adaptability as it is developed to include prioritizes pedestrians and cyclists, public office and residential uses; and transit users, and commercial vehicles; 12. Ensure a strategic approach to parking 3. Integrate transit facilities including the Bronte management that incentivizes transit use and GO Station, bus terminal, and passenger pick- active transportation. up and drop-off areas while prioritizing the safe mobility of pedestrians and cyclists; Preferred Land Use Framework 4. Develop an active transportation network The Preferred Plan presented in Section 4 provides adjacent to the rail corridor; and guidance on land uses, building heights, open spaces, 5. Improve connections across the rail corridor road and active transportation networks, municipal for both active and vehicular circulation. services and urban design. Related schedules on the Placemaking following pages include:
6. Incorporate active frontages into new • Figure ii: Land Use Designations; development through attention to window • Figure iii: Building Heights; treatments, seating, lighting, and more; 7. Locate higher densities to the north, providing • Figure iv: Road Network; a strong visible presence along the highway • Figure v: Active Transportation Network; and in the immediate GO Station Area; • Figure vi: Open Spaces; 8. Provide sensitive transitions to stable residential neighbourhoods to the south; • Figure vii: Urban Design and Public Realm; and • Figure viii: Demonstration Plan.
iv Bronte GO MTSA: Area Specific Plan
Land Use Designations Building Heights
Approximately two-thirds of the MTSA is designated Building heights range from 2 to 20 storeys. The as Urban Core and Urban Centre uses. Office tallest buildings are concentrated around the Bronte Employment uses are focused along the QEW and GO Station. Further from the station, heights decrease west of Third Line, while Business Employment uses toward the outer edges of the MTSA. are situated east of Third Line.
Official Plan Land Use Designations Proposed Building Heights
n e e n t on Urban Core High Mid Rise to Tall (5-20 storeys) Urban Centre Low Mid Rise (3-8 storeys) Office Employment Low Rise (2-4 storeys) Business Employment Proposed Bronte GO MTSA Boundary
ro o e Bronte MTSA Bo n r
N. Service Road N. Service Road Queen Elizabeth Way Queen Elizabeth Way S. Service Road S. Service Road S. Service Road S. Service Road
Pacific Road Pacific Road
Pacific Road Pacific Road
Westgate Road
Wyecroft Road Westgate Road Wyecroft Road
Bronte St t on Bronte GO Station
B oo
York Street
York Street Wallace Road Wallace Road Speers Road Speers Road
Trafford Cres. Saxon Road Weynway Ct. Trudale Ct. Valley Dr. Trafford Cres. Saxon Road Weynway Ct. Trudale Ct. Valley Dr.
Sherin Dr. Sherin Dr. Vyner Cres. Vyner Cres. Third Line Wyandotte Cres. Third Line Wyandotte Cres. Swann Dr. Swann Dr.
Seabrook Dr. Seabrook Dr.
Seymour Dr. Seymour Dr. Bridge Road Bridge Road
Stanfield Dr. Stanfield Dr.
N N Heights reflect typical residential storeys. For 0 50 100 200 300m 0 50 100 200 300m Figure ii | Land Use Designations non-residentialFigure buildings, iii eqivalents | Building should be used. Heights
v Bronte GO MTSA: Area Specific Plan
Road Network Active Transportation Network
Large blocks with new local streets build on the Existing planned and new proposed cycling facilities existing road network to improve multimodal include a bike lane along the Westgate Road connectivity and circulation. An extension of Westgate extension and a network of multi-use trails adjacent Road across the rail corridor will significantly improve to the rail corridor. Active transportation linkages are north-south connectivity. identified to improve connections to stable residential neighbourhoods south of the MTSA.
Proposed Road Network Proposed Trail and Active Transportation Network
Existing Roads and Classifications Proposed New Roads and Classifications urrently Planned a ilities So e Built Proposed ew a ilities Provincial Highway Major Collector lti se rail it in O lti se rail o street Multi-Purpose Arterial Local lti se rail o street ike Lane or ered ike Lane Minor Arterial ike Lane or ered ike Lane rea or otential ctive rans ortation Linka es Major Collector Transit Only Si ned o te Minor Collector Protected for Potential Future Roads (Long Term) Local Proposed Bronte GO MTSA Boundary Proposed Bronte GO MTSA Boundary
N. Service Road . Service oad Queen Elizabeth Way een li abet a S. Service Road Existing segment S. Service oad of Westgate S. Service Road upgraded to S. Service oad Major Collector ourteen Mile ree Trail Pacific Road Road A
acific oad
Pacific Road
acific oad
Road L
Road K
Road J Wyecroft Road Westgate Rd ecro t oad
lanned bike Station Gateway acilities it in Bu er Trail Lin s
Road I station area to Road B be reconfi red as ro osed ere etrolin
edestrian S. Service Extension Service S. Road C est ate d nder asses Rail orridor Grade- to Si teen ile to ronte Rail orridor Trail Syste reek Separated reek Trail Syste Crossing Bronte GO Station Road F
Road D Bronte rade GO Station
Planned Se arated rade Road R Road Bus Loop Road Q Se arated Road O Road P rossin Road N rail rossin Road E
Station Gateway Bu er Trail Lin s Westgate Rd Ext York Street
Road M
Speers Road Wallace Road ork Street eigh ourhood allace oad Road H Trail Lin S eers oad
Road S Saxon Road Weynway Ct. Trudale Ct. Valley Dr. Trafford Cres. e n a t. r dale t.
Westgate Road G Rd Ext (S) ra ord res. Sa on oad alle r.
Wyandotte Cres. Vyner Cres.
Sherin Dr. andotte res. Third Line
Swann Dr. S erin r. ird Line ner res. S ann r.
Seabrook Dr.
Seabrook r.
Seymour Dr. Bridge Road Se o r r.
rid e oad
Stanfield Dr.
Stanfield r.
N Street classifications based on Figure iv | Road Network 0 50 100 200 300m Figure v | Active Transportation Network Livable Oakville, Section 8.3. 3
vi Bronte GO MTSA: Area Specific Plan
Open Spaces Urban Design and Public Realm
A series of north-south and east-west open spaces Eight distinct districts will guide the phasing of new will be connected by multi-use, off-street trails development. Each district includes urban design throughout the MTSA. These linear open spaces improvements such as gateways, active street create a buffer between employment and mixed-use frontages and mid-block connections. areas while improving access to the Fourteen Mile Creek Trail and residential neighbourhoods to the south. Proposed Parks and Open Spaces Proposed Urban Design Elements
pen paces Po en a e e op en s r c s Spec a S ree ron a es Transit Pla as ase i ed se rea ri ar ronta e ctive t rade e ired Speers Corridor lti se Trail treet Secondar ronta e ctive t rade O tion West Neighbourhood Transition Area Areas or Potential Active Transportation inka es Po en a Pr a e S ree or ase i ed se rea d ock onnec on Proposed ronte T A o ndar Station Core S a on ore a e a S e Wyecroft Corridor East Neighbourhood Transition Area Open Spaces
lo ent reas rans P a as QEW Edge Third Line Corridor Proposed ron e O S o ndar Eastern Lands
. Service oad . Service oad een li abet a een li abet a S. Service oad S. Service oad S. Service oad S. Service oad o rteen ile reek acific oad Trail acific oad
acific oad
est ate oad
acific oad
est ate oad ecro t oad ecro t oad tation atewa er Trail inks
etrolin edestrian nder asses ail orridor to Si teen ile to ronte ail orridor Trail ste reek reek Trail ste ronte ron e O S a on tation
rade Se arated rail rossin
ork Street tation atewa allace oad er Trail inks S eers oad Nei o r ood allace oad ork Street Trail ink S eers oad ra ord res. Sa on oad e n a t. r dale t. alle r.
ra ord res. Sa on oad e n a t. r dale t. alle r.
ner res. S erin r. andotte res. ird Line S ann r. ea rook Park
S erin r. Seabrook r. andotte res. ner res. ird Line S ann r.
Seabrook r. Se o r r. rid e oad
Se o r r. rid e oad Stanfield r.
Stanfield r.
Figure een li a et vi | Open Spaces Figure vii | Urban Design and Public Realm Park 3
3
vii Bronte GO MTSA: Area Specific Plan Demonstration Plan
Figure vii illustrates one way the Bronte GO MTSA may build-out based on the ASP recommendations (Section 4).
Figure viii | MTSA Rendering viii Bronte GO MTSA: Area Specific Plan
TABLE OF CONTENTS
EXECUTIVE SUMMARY i
1.0 INTRODUCTION 1 1.1 REPORT STRUCTURE 2 1.2 OVERVIEW 3 1.3 STUDY OBJECTIVES 3 1.4 STUDY PROCESS 4
2.0 BACKGROUND 5 2.1 STUDY AREA 6 2.2 BEST PRACTICES 8 2.3 POLICY FRAMEWORK 11 2.4 EXISTING CONDITIONS 17 2.5 CONSULTATION OVERVIEW 25
3.0 TRANSFORMING THE BRONTE GO MTSA 27 3.1 SETTING THE FOUNDATION 28 3.2 ENVISIONING THE FUTURE OF THE MTSA 35 3.3 DEVELOPING A PREFERRED PLAN 42
4.0 AREA SPECIFIC PLAN: POLICY DIRECTIONS AND RECOMMENDATIONS 59 4.1 POLICY DIRECTIONS 60 DEVELOPMENT PHASING 60 LAND USES 64 BUILDING HEIGHTS 67 ROAD NETWORK 69 ACTIVE TRANSPORTATION NETWORK 71 OPEN SPACES 73 URBAN DESIGN AND PUBLIC REALM 75 COMMUNITY SERVICES AND FACILITIES 78 ENVIRONMENT 79 SERVICING 80 INTRODUCING A MIX OF USES TO AN EMPLOYMENT AREA 81 4.2 PROJECTED DENSITY 84 4.3 DEMONSTRATION PLAN 88
5.0 IMPLEMENTATION 92 5.1 PHASING AND GENERAL TIMELINE FOR CAPITAL IMPROVEMENTS 93 5.2 IMPLEMENTATION 95 5.3 FINANCIAL ANALYSIS 102 5.4 CONCLUSION 104
ix Bronte GO MTSA: Area Specific Plan
TABLE OF CONTENTS
FIGURES 4-9 OPEN SPACES 4-10 URBAN DESIGN AND PUBLIC REALM i STUDY AREA 4-11 IMMEDIATE STATION AREA ii LAND USE DESIGNATIONS 4-12 COMMUNITY SERVICES AND FACILITIES iii BUILDING HEIGHTS OPPORTUNITY AREAS iv ROAD NETWORK 4-13 BLOCK IDS v ACTIVE TRANSPORTATION NETWORK 4-14 2031 PLANNING HORIZON FSIS vi OPEN SPACES 4-15 2041 PLANNING HORIZON FSIS vii URBAN DESIGN AND PUBLIC REALM 4-16 2051 PLANNING HORIZON FSIS viii MTSA RENDERING 4-17 MTSA RENDERING 4-18 2D DEMONSTRATION PLAN
4-19 3D DEMONSTRATION PLAN (WEST) 1-1 STUDY PROCESS 2-1 CONTEXT MAP 2-2 STUDY AREA TABLES 2-3 EXISTING LAND USES 3-1 COMPARISON OF LAND USE SCENARIOS 2-4 EXISTING PARKS AND OPEN SPACES 3-2 EVALUATION MATRIX 2-5 EXISTING TRANSPORTATION NETWORK 5-1 PHASING PLAN FOR CAPITAL 2-6 EXISTING COMMUNITY SERVICES AND IMPROVEMENTS FACILITIES 5-2 SUMMARY OF TOTAL ESTIMATED 3-1 OPTION 1 DRAFT LAND USES DEVELOPMENT CHARGE AND AVERAGE 3-2 OPTION 2 DRAFT LAND USES ANNUAL MUNICIPAL PROPERTY TAX IMPACTS 3-3 OPTION 1 DRAFT BUILDING HEIGHTS 3-4 OPTION 2 DRAFT BUILDING HEIGHTS 3-5 PHASE 1 AIR QUALITY BUFFERS APPENDICES 3-6 PHASE 2 AIR QUALITY BUFFERS A PUBLIC CONSULTATION SUMMARIES 3-7 INTEGRATED BIG MOVES B DRAFT LAND USE SCENARIOS REPORT 3-8 BRONTE GO MTSA NEIGHBOURHOOD WALKING SHED C MTSA BEST PRACTICES 3-9 MTSA DENSITIES IN RELATION TO THE D SCOPED ENVIRONMENTAL IMPACT BRONTE GO STATION ASSESSMENT 3-10 NEW GREEN CONNECTIONS E PRE-FEASIBILITY NOISE AND VIBRATION 3-11 NORTH-SOUTH CONNECTIVITY STUDY 3-12 MIXED-USE AND EMPLOYMENT F AIR QUALITY IMPACT ASSESSMENT 3-13 GATEWAY LANDMARKS G FINANCIAL IMPACT STUDY 3-14 ACTIVE RETAIL FRONTAGES H TRANSPORTATION ASSESSMENT 4-1 PHASE 1 LAND USES I STORMWATER MANAGEMENT 4-2 PHASE 2 LAND USES FUNCTIONAL SERVICING STUDY 4-3 PHASE 1 LAND USES WITH BUFFERS J COMMUNITY SERVICES AND FACILITIES STRATEGY 4-4 PHASE 2 LAND USES WITH BUFFERS K DENSITY METHODOLOGY 4-5 LAND USE DESIGNATIONS L PRELIMINARY FUNCTIONAL WATER AND 4-6 BUILDING HEIGHTS WASTEWATER STUDY 4-7 ROAD NETWORK 4-8 ACTIVE TRANSPORTATION NETWORK
x Bronte GO MTSA: Area Specific Plan
1.0 INTRODUCTION
1 Section 1 - Introduction Bronte GO MTSA: Area Specific Plan
Introduction 1.1 Report Structure
The Bronte GO Major Transit Station Area (MTSA) Section 1 describes the overall structure of the report. can accommodate significant population and It presents an overview of the role of the Bronte GO employment growth well served by local and regional MTSA in Oakville’s context, introduces the objectives transit and a robust active transportation network. of this ASP and describes the study process and Into the Mix is an Area Specific Plan (ASP) for the chronology. MTSA that presents guidance to the Town on how Section 2 presents the background work undertaken it can lead a transformation from employment to develop the draft Land Use Options and and industrial uses to a transit-oriented mixed-use recommendations. It also provides the relevant community that retains an employment focus. policy context, summarizes best practices from other This ASP aligns with the Livable Oakville Official jurisdictions, and analyzes existing conditions. Plan and all relevant local, regional, and provincial Section 3 describes the Vision and Guiding policies, plans, and strategies. Into the Mix is the Principles for the MTSA. It also identifies preliminary outcome of two years of research, technical analysis, opportunities and constraints and introduces the consultation, and public engagement. draft Land Use Options.
Section 4 presents the Preferred Land Use Plan, including key policy and planning directions and recommendations on land uses; building heights and densities; transportation networks; open spaces and community facilities; municipal services; and urban design and the public realm.
Section 5 provides direction regarding how to implement the recommendations provided in this ASP.
2 Section 1 - Introduction Bronte GO MTSA: Area Specific Plan
1.2 Overview 1.3 Study Objectives
The Town of Oakville is currently undertaking a review Into the Mix was undertaken to inform a future Official of its Official Plan (OP), Livable Oakville, to ensure Plan Amendment (OPA) to the OP. Study objectives it conforms to provincial and regional policies and include: plans. • Delineating the MTSA boundary; The Bronte GO Station is identified as a Major • Recommending land uses, building heights, Transit Station Area (MTSA) in Oakville’s OP and as and densities; a “Regional Transit Node” and “Node for Further Study” in Oakville’s Urban Structure (OPA 15). It • Updating the transportation network with a is a crucial location intended to accommodate greater emphasis on active transportation; growth and development and becoming a place of • Identifying required municipal infrastructure notable residential and employment density under improvements, including open spaces and the Province’s Growth Plan for the Greater Golden community facilities; Horseshoe (2020). • Providing opportunities for urban design and The MTSA is meant to integrate with the town-wide public realm improvements; and transportation system, facilitate easy access to transit and transit connections, and focus on transit- • Recommending an approach to the phasing of supportive development and intensification. implementation.
Into the Mix provides recommendations for updated and new policies to delineate the boundary of the MTSA, identify the mix of land uses (e.g., employment, commercial, residential), and determine the intensity and scale of future development.
The Town’s vision for the Bronte GO MTSA is for the area to become a complete community that maintains a focus on employment while introducing residential uses primarily through mid-rise, mixed- use development. Over time the MTSA will transition into a vibrant, pedestrian-friendly hub, functioning as both an origin and destination for employees and residents. The Bronte GO Station will serve as the heart of this complete community, with Speers Road as its spine.
3 Section 1 - Introduction Bronte GO MTSA: Area Specific Plan
1.4 Study Process Phase 4 involved finalizing draft Land Use Scenarios and determining a Preferred Land Use Into the Mix is the outcome of two years of Plan with recommended land uses, building heights study, technical analysis, consultation, and public and densities, transportation and community engagement. infrastructure, and urban design and public realm improvements. Phase 1 involved reviewing policies and plans; analyzing existing conditions, opportunities and Phase 5 involved identifying a range of policy constraints; delineating the MTSA boundary; and options and planning tools for delivering the ASP launching public and stakeholder engagement. recommendations, following review and approval of an OPA by Town Council. Phase 2 involved developing the Vision, Guiding Principles, and Draft Land Use Scenarios. Two options were presented to the Technical Advisory Committee (TAC), the Livable Oakville Council Subcommittee, and the general public for feedback and refinement.
Phase 3 involved completing technical studies on environmental impacts, noise and vibration, air quality, municipal finance, transportation, and functional servicing.
1 2 3 4 5 Background Research, Scenario Development Evaluation of Area Specific Plan Enabling the Plan - Baseline & Vision Scenarios (ASP) OPA & Guidance
Dec 2018 - Feb 2019 Jan 2019 - Jun 2019 Jan 2019 - Nov 2019 Dec 2019 - Nov 2020 Nov 2020 - Early 2021
Background research Vision and guiding principles Evaluation criteria Develop draft preferred ASP Draft final ASP report & analysis (including mapping and policy Draft land use scenarios Technical studies directions) Statutory public meeting of Public engagement Planning and Development strategy TAC meeting #1 Public meeting to present draft TAC meeting #2 Council scenarios Study launch and Draft preferred ASP report Final report and visioning session Evaluate scenarios (including recommendation transportation networks) Present draft preferred ASP Engagement to Livable Oakville Council workshop Subcommittee Figure 1-1 | Study Process
4 Bronte GO MTSA: Area Specific Plan
2.0 BACKGROUND
5 Section 2 - Background Bronte GO MTSA: Area Specific Plan
2.1 Study Area
The Bronte GO Station anchors the MTSA and is one by the QEW to the north, established residential of two regional rail transit stations in south Oakville neighbourhoods to the south, Fourteen Mile Creek (Figure 2-1). The station is located on the Lakeshore to the east, and large industrial properties to the West GO rail corridor south of the Queen Elizabeth west (Figure 2-2). Please refer to Appendix B for a Way (QEW), west of Third Line. In addition to GO detailed description regarding how the Study Area rail service, the station provides Oakville Transit bus was delineated. connections and cycling facilities. As per the Growth Plan, the MTSA is defined as the The Bronte GO Station is situated near the centre of area within an 800-metre radius from the transit the MTSA. The proposed MTSA boundary is bound station, representing an approximate 10-minute walk (Figure 2-2).
SCHEDULE E Town of Milton 407 North LAND USE SCHEDULE
407 BOUNDARIES
ROAD 25 407
REGIONAL
403 North East
407 TRAFALGAR ROAD North West
NEYAGAWA BLVD.
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BURLOAK DRIVE SPEERS ROAD TRAFALGAR LANDS NOT SUBJECT TO
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REYNOLDS ST. REYNOLDS DRIVE M FORD DRIVE i THIRD LINE l South West e
C re e k LAKESHORE ROAD EAST REBECCA STREET ±
LAKESHORE ROAD WEST
1:50,000 Lake Ontario August 28, 2018
S:\DEPARTME\PLANNING\GIS DATA DEVELOPMENT\OFFICIAL PLAN\OP2008\ LIVABLE OAKVILLE MXD...SCHEDULE E.mxd Figure 2-1 | Context Map (Part E, Livable Oakville Official Plan) 6 Section 2 - Background Bronte GO MTSA: Area Specific Plan Bronte MTSA
800m Radius from Station Proposed Bronte GO MTSA Boundary
Langtry Park
Waste and Wastewater Treatment Plan
N. Service Road Queen Elizabeth Way S. Service Road S. Service Road
Pacific Road
Pacific Road
Westgate Road
Wyecroft Road East Parking Fourteen Mile Creek North Lot Parking Advance Road Lot
McCraney Creek
Bronte GO Station
South Parking Lot
York Street Wallace Road Speers Road
Trafford Cres. Saxon Road Weynway Ct. Trudale Ct. Valley Dr.
Seabrook Park Vyner Cres. Sherin Dr. Wyandotte Cres. Third Line Swann Dr.
Seabrook Dr.
Seymour Dr. Bridge Road
Stanfield Dr. Gladys Speers N Queen Elizabeth Public School Community 0 50 100 200 300m Centre and Park Figure 2-2 | Study Area Rebecca Gardens Hopedale 7 Park Section 2 - Background Bronte GO MTSA: Area Specific Plan
2.2 Best Practices
Into the Mix is informed by a review of transit oriented development best practices from Ontario municipalities and international jurisdictions (see Appendix C).
Several lessons are particularly relevant to the Bronte GO MTSA. These include:
• Concentrating height nearest to the station: Niagara Region’s GO Hub and Transit Stations The James Street North Mobility Hub Study Study (2017) distributes the most intensive maintains a human-scale main street (top) mix of uses and greatest densities adjacent while accommodating growth (bottom) to planned GO stations in Niagara Falls, St. Catharines, Beamsville, and Grimsby. The • Designing for pedestrians and cyclists: The intent is to generate higher trip volume, support Town of Newmarket’s GO Station Mobility Hub walkability, and make the best use of existing Study (2018) identifies a fine-grained pedestrian and new infrastructure investments. network to improve permeability and walkability throughout the mobility hub. It also includes • Creating human-scale main streets: The City strategies to reduce private automobile use and of Hamilton’s James Street North Mobility Hub enhance placemaking with pop-up retail and Study (2014) advocates maintaining human- festivals on surface parking lots during non- scaled buildings and blocks in a mid-rise format. peak hours. Buildings with greater heights are permitted on lots with depths of 50 metres or more to ensure • Using linear open spaces to promote that privacy and shadow requirements are met placemaking: The City of Burlington’s Appleby and that the scale of buildings does not feel GO Mobility Hub Study (2018) recommends over-bearing to pedestrians. The built form is new parks and open spaces within planned to be achieved by orienting buildings toward mixed-use and employment areas. Parks the street to create a consistent pedestrian- and open spaces are introduced throughout oriented streetscape and transitions between to create linear east-west and north-south uses. Public realm pilot projects, a parking connections. Parks and open spaces contribute strategy, and a multi-modal transportation to placemaking by providing gathering spaces impact assessment were among the study’s for employees, residents, and visitors, while recommendations. also serving as buffers between different land uses and densities.
8 Bronte GO MTSA: Area Specific Plan
Outside of southern Ontario, places like Denver, with the existing and planned function of adjacent Colorado, are working to integrate land use and uses; and mobility near major transit stations. The University and • The introduction of sensitive uses, including Colorado Station Mobility Study (2017) recommends residential, can serve as a catalyst to activate and a strategy to improve land use patterns, reduce intensify employment lands. barriers, create an active transportation network and improve wayfinding. The discussion below provides a review of key employment land conversions in Vaughan and Employment Land Conversion Toronto.
In addition to the above mentioned transit oriented Vaughan development best practices a review of local existing practices with respect to the conversion of In May 2020, the City of Vaughan sent decisions employment lands was also undertaken. regarding 35 Employment Land Conversion requests to the Region. The Region received 71 requests in Introducing sensitive uses to employment areas total. requires a strong baseline conversion rationale. Few examples of conversions in Halton Region Of the 35 conversion requests, five were supported, were identified, however, a review of employment 27 were not supported and three were deemed non conversions in the City of Vaughan and the City of applicable. Councillor Sandra Racco supported three Toronto identified a few key factors considered of the five approved requests in part because they optimal. were in areas being considered for major new transit infrastructure. These include:
• Lands should be well supported and located near Toronto robust existing and planned transit and active In May 2020, the City of Toronto issued a Growth Plan transportation infrastructure; Conformity and Municipal Comprehensive Review • Lands under consideration should be located (MCR) Plan noting that the City’s upcoming MCR within an area identified for intensification; presents an opportunity to address a number of the growth related challenges facing Toronto today and in • Conversion of specific employment lands should the future (i.e. housing affordability, climate change, be non-threatening to the operation of larger mobility, public health, response to the current global employment areas; pandemic). As part of its response to these challenges, the City will assess requests to convert lands within • Potential exists to intensify employment uses by Employment Areas by considering whether: increasing office Gross Floor Area (GFA); • There is a demonstrated need for the conversion, • The introduction of sensitive uses is compatible for example to meet population forecasts or
9 Bronte GO MTSA: Area Specific Plan
mitigate existing land use conflicts; 4665 Steeles Avenue
• Lands are required over the long term for • Developer requested to convert this site to a employment purposes; mixed use area. The City approved a conversion to Regeneration Areas in part because the proposal • The City will meet employment forecasts; and was perceived as non threatening to the larger • Conversions will adversely affect overall viability employment area and demonstrated potential to of employment areas and maintenance of a intensify employment uses by increasing office stable operating environment for business and GFA. economic activities. 9 Tippet Road On October 15, 2019, City staff were directed by • Proposal approved to re-designate the site to Planning and Housing Committee to produce a Regeneration Areas provided owner presented a planning framework that will inform the Growth plan to increase the non-residential GFA. Plan conformity exercise for lands in proximity to a planned GO/Smart Track station near Keele 20-62 Murray Road Street and St. Clair Avenue West. The study will • Conversion allowed so that future development focus on identifying sites that may be appropriate would be consistent with the adjacent residential for redevelopment to establish a framework for the uses. development of a complete community in light of planned transportation/transit and infrastructure More recent conversions have generally fell into one improvements. of several categories:
An initial recommendations report is expected to be • Sites like Mimico-Judson, Laird and Eglinton, presented to Planning and Housing Committee in the and others were redesignated to Regeneration fourth quarter of 2020 or the first quarter of 2021. Areas. A City-initiated Secondary Plan was then undertaken where the City maintained some In 2016, the City supported an employment to mixed land as employment and granted residential use conversion at 640 Lansdowne Avenue. This permissions in others. These lands were located conversion had support from Councillor Bailao who adjacent to existing or planned transit, and it was identified that the intention was to leverage residential determined that employment lands were not the uses to activate employment lands. most efficient use of the sites. In 2007, a study titled Evaluating the Conversion of Employment Areas completed by Ryerson University provided insight into conversion decisions regarding the following three sites:
10 Section 2 - Background Bronte GO MTSA: Area Specific Plan
• Other large sites were granted a conversion 2.3 Policy Framework through private owners, such as the Mr. Christie and Celestica properties. Most often this Into the Mix was developed with regard for the was again because of adjacency to transit. In provincial, regional, and local policies that guide these situations, the municipality is often able planning in the Town of Oakville. to negotiate significant community benefits through the conversion, for example Celestica is 2.3.1 Provincial Policy providing affordable housing, parks, community Provincial Policy Statement (2020) centres, day care, and increasing the amount of employment previously on the site. The Provincial Policy Statement (PPS) identifies settlement areas as the focus of growth and • Other situations where conversion was deemed development in communities across Ontario. The appropriate occurred where an orphaned parcel, Bronte GO MTSA is situated in one of Oakville’s or residential encroachment had already taken settlement areas. Key policies informing the Bronte place. GO MTSA include:
• When a municipality drives the conversion, as in • Settlement areas (s.1.1.3): Land patterns shall the Mimico example, there is less opportunity to include a mix of densities and land uses that capture community benefits such as those seen are transit-supportive and promote active at the Celestica and Mr. Christie lands. In these transportation. situations the benefit is that the municipality • Coordination (s.1.2): A coordinated approach controls the outcomes and there is an opportunity should be used when planning for growth to require a minimum employment threshold and development that is integrated with before residential development can occur. infrastructure planning and multimodal transportation systems.
• Land use compatibility (s.1.2.6): Sensitive land uses shall be planned and developed to avoid or minimize any potential adverse effects, risk to public health and safety, and to ensure long- term viability.
• Employment and employment areas (s.1.3): Municipalities shall provide for an appropriate range and mix of employment uses to meet long-term needs, encourage compact, mixed- use development that incorporates compatible employment uses to support livable and resilient communities, and ensure the necessary
11 Section 2 - Background Bronte GO MTSA: Area Specific Plan
infrastructure is provided to support current • Economic prosperity (s.1.7): Long-term and projected needs. Employment areas must economic prosperity is supported by optimizing be protected and preserved. the long-term availability and use of land and infrastructure, encouraging a sense of place, • Housing (s.1.4): New housing is directed promoting well-designed built form, promoting to locations with appropriate levels of the redevelopment of brownfield sites, providing infrastructure and public service facilities. an efficient and cost-effective multimodal Densities shall efficiently use land, resources, transportation system and minimizing adverse and services, and support active transportation impacts from a changing climate. and transit. Transit-supportive development is required, and intensification is prioritized • Climate change (s.1.8): Land use and in proximity to transit, including stations. development patterns shall prepare for the impacts of a changing climate by promoting • Public spaces (s.1.5): The public realm should compact form and the use of active meet the needs of pedestrians, foster social transportation and transit, focusing major interaction, and facilitate active transportation. employment land uses on sites well served • Infrastructure and public service facilities by transit, and encouraging transit-supportive (s.1.6.5): These facilities should be provided development and intensification to improve the in an efficient manner that prepares for the mix of employment and housing uses, and to impacts of a changing climate, accommodates shorten commutes. current and projected needs, and is financially A Place to Grow: Growth Plan for the Greater Golden viable over their life cycle. Horseshoe (2020, amended) • Transportation systems and corridors (s.1.6.7; The Growth Plan defines MTSAs as, “The area 1.6.8): Transportation systems should be including and around any existing or planned higher efficiently used, safe and, energy-efficient; order transit station or stop within a settlement area; facilitate the movement of people and goods; or the area including and around a major bus depot and address projected needs. A land-use in an urban core. Major transit station areas generally pattern, density, and mix of uses should be are defined as the area within an approximate 500 to promoted to minimize the length and number an 800-metre radius of a transit station, representing of vehicle trips and support the future use of about a 10-minute walk.” transit and active transportation. Corridors Specific policies that apply to the Bronte GO MTSA and rights-of-way for infrastructure should be include: planned for and protected to meet current and projected needs. New development adjacent • Municipalities are to direct growth to settlement to corridors should be compatible with and areas by creating a delineated built boundary, supportive of the corridor’s long-term goals and with existing services that can support a avoid, mitigate or minimize adverse impacts. complete community (2.2.1).
12 Section 2 - Background Bronte GO MTSA: Area Specific Plan
• Complete communities feature a diverse mix of alternative development standards and prohibit land uses, including residential and employment land uses and built form that adversely impacts uses, and convenient access to stores, services transit-supportive densities. and public service facilities; improve social Other relevant Growth Plan policies include: equity and overall quality of life; provide a diverse • Existing employment areas should be efficiently range and mix of housing types; expand access used, and land use planning and economic to a range of transportation options and an development goals should be integrated to appropriate supply of safe, publicly-accessible retain and attract investment and employment. open spaces, parks, trails and other recreational Major office development is to be directed to facilities; provide for a more compact built form MTSAs (2.2.5). and a vibrant public realm; and mitigate and adapt to the impacts of a changing climate. • Outside of employment areas, development criteria should be established to ensure that • Municipalities must identify strategic growth the redevelopment of any employment lands areas, encourage intensification throughout the will retain space for a similar number of jobs to built-up area, specify the appropriate type and remain accommodated on site (2.2.5.14). scale of development in strategic growth areas, ensure lands are zoned, and development is • Transportation system planning, land use designed to support complete communities planning, and transportation investment must and implement intensification through OP be coordinated. The transportation system policies and designations, zoning, and other must provide connectivity among different tools. modes, offer a balance of transportation choices that reduce reliance on the automobile, • MTSAs on Priority Transit Corridors are to promote transit and active transportation, and be planned for a minimum density of 150 be sustainable (3.2.2). residents and jobs combined per hectare. Land uses and built form that adversely affects the • Transit planning should prioritize areas with achievement of minimum density targets are existing or planned higher residential or prohibited. employment densities to optimize return on investment and the efficiency and viability • MTSAs will be planned and designed to be of existing and planned transit service levels transit-supportive and to achieve multimodal (3.2.3). access to stations and connections to nearby major trip generators. • Active transportation networks must be integrated into transportation planning to • Development in MTSAs will plan for a diverse provide safe, comfortable travel and continuous mix of uses that support existing and planned linkages between strategic growth areas, transit service. It should foster collaboration adjacent neighbourhoods, major trip generators between public and private sectors, provide and transit stations (3.2.3).
13 Section 2 - Background Bronte GO MTSA: Area Specific Plan
Metrolinx 2041 Regional Transportation Plan for the The number of riders where Bronte GO station is the Greater Toronto and Hamilton Area (2018) origin is forecast to be high (i.e. between 4,001 and The Regional Transportation Plan guides Greater 8,000). The number of riders for where Bronte GO Toronto and Hamilton Area (GTHA) municipalities station is the destination is forecast to be average (i.e. in planning and implementing the regional between 251 and 1,000). In comparison, the number transportation network. of riders in 2016 originating from Bronte GO Station was 3,850 and the number of riders arriving at Bronte The plan identifies the Bronte GO Station on the GO Station was 150. Lakeshore West rail line as planned for regional express rail (15-minute two-way all-day service) by Recommended facility improvements include: 2025 and proposes priority bus service on Bronte • South Corridor of Bronte GO Station: addition Road/Regional Road #25 (from the Bronte GO Station of 12 bus bay facilities, 64 covered bike parking to Steeles Avenue). spaces, and 48 secured bike parking spaces; Metrolinx Mobility Hub Guidelines for the Greater • North Corridor of Bronte GO Station: 32 bike Toronto and Hamilton Area (2011) parking spaces, the removal of the existing bus The Guidelines provide direction to GTHA facility; and municipalities on the creation of mobility hubs. • Additional parking spaces and improvements in This includes a comprehensive list of objectives, the pick-up and drop off facilities guidelines and precedents organized by theme. Key Additional recommendations to improve existing objectives relevant to the Bronte GO MTSA include: infrastructure include: • Safe and efficient movement of people with • Development of pedestrian oriented facilities to high levels of pedestrian priority and seamless encourage walking ridership; integration of modes at the transit station; • Bikeway along Speers Road east to Third Line to • An attractive public realm and a vibrant, mixed- improve cycling facilities; use environment with higher land-use intensity; • Implementation of micro-transit within a 4-5 km • Flexible planning to accommodate growth and radius of Bronte GO Station; change; and • Relocation and expansion of the bus loop to the • Strategic parking management and effective south corridor with dedicated signal access on partnerships and incentives for public and Speers Road; and private investment. • Increased frequencies of Oakville Transit along GO Rail Station Access Plan (Metrolinx, 2016) the Bronte and Third Line corridors with a direct connection to Bronte GO Station. The GO Rail Station Access Plan provides direction on station improvements to 2031 reflecting increased service in GO Transit, development of new stations, and projected increase in ridership as a result of proposed upgrades. 14 Section 2 - Background Bronte GO MTSA: Area Specific Plan
2.3.2 Regional Policies Halton Region’s Integrated Growth Management Strategy (in process) Region of Halton Official Plan (2018) The Growth Plan requires Halton Region to plan to A MCR is currently underway and planned for accommodate 1.1 million people and 500,000 jobs completion in July 2022. The purpose is to identify by 2051. The Halton Integrated Growth Management land required for growth and to update regional Strategy (IGMS) is being coordinated to determine policies to align with provincial policy changes. where and how new residents and employment As per Halton’s Official Regional Structure (Map 1), should be allocated within Halton Region. the lands around the Bronte GO Station are identified The Bronte GO MTSA is within the Region’s as a MTSA and an employment area. Other relevant Employment Area and will require a conversion policies include: through the Region’s MCR. • Municipalities [in Halton] must prepare ASPs Halton Region Land Use Compatibility Guidelines for major growth areas that include elements (2014) and Ontario Ministry of Environment, such as (s.77(5)): Conservation and Park Land Use Compatibility • The intended character; Guidelines (D-Series) (1990)
• Delineated boundaries; Halton’s guidelines identify a process to assess land use compatibility policies to mitigate potential • Minimum planned density; conflicts between non-compatible land uses. The • Land use patterns that promote mixed- Province’s (D1-D6) Guidelines were developed to use, compact, transit-supportive, walkable help municipalities determine land use compatibility communities; in the context of air, noise, and odour emissions. The Guidelines provide three classifications for • The location, types, and density of residential industrial facilities with associated areas of influence and employment lands that contribute to and minimum separation distances that will support creating healthy communities; the assessment of industrial and sensitive land uses • A transportation network that promotes in the Bronte GO MTSA. public transit and active transportation; 2.3.3 Local Policies • Phasing of development; Livable Oakville Plan (2018) • An air quality impact assessment and a storm The Bronte GO Station and the Bronte GO MTSA water management or sub-watershed study; are recognized in the Town’s OP (Schedule A1, • Water and wastewater servicing plans; Urban Structure). The OP was adopted by Council • Provision of utilities; in 2009, approved by the Ontario Municipal Board in 2011, and consolidated most recently in 2018. The • Fiscal impact analysis; and Plan establishes the desired land use pattern for • A community infrastructure plan. lands south of Dundas Street and north of Highway 15 Section 2 - Background Bronte GO MTSA: Area Specific Plan
407. The current OP review, informed by this ASP, • Intensification of employment uses should be is anticipated to establish the policy and planning directed to lands designated as employment framework for developing the Bronte GO MTSA. mixed-use corridors and lands with access to transit priority corridors and active Urban Structure Review and OPA 15 transportation routes (14.1.7);
Oakville’s urban structure was approved by Town • New major office buildings shall be developed Council through OPA 15, providing a framework for within “major transit station areas and strategic how the Town will accommodate required growth to growth areas with existing or planned frequent 2041, while protecting natural heritage, open space transit service” (14.1.8); and and cultural heritage; maintaining the character of residential areas; and directing development to an • Conversion of lands within employment identified system of nodes and corridors. areas to non-employment uses shall only be permitted through a municipal comprehensive The Region of Halton approved the Town’s Urban review completed by Halton Region (14.2.3). Structure in 2018. While it is currently under appeal OPA 26 was approved by Halton Region on July 6, and not yet in full force and effect, it represents a 2020, and is in force and effect. Council-adopted and approved vision for how the Town will accommodate population and employment Speers Road Corridor Study and OPA 27 growth. In particular: OPA 27 implements the findings of the Speers Road • The provincial Growth Plan and OPA 15 identify Corridor Study. It identifies the Bronte GO Station as the need for this ASP to provide updated policies a MTSA requiring further study, and identifies the that establish land use permissions and the Speers Road Corridor as: intensity and scale of future development; • A Special Policy Area, with an area-specific goal, • The Bronte GO Station is identified as a major objectives, development concept, and policies transit station, a regional transit node, and a to guide future development; node for further study; and • An intensification corridor, with policies to direct • The Bronte GO Station is located on a provincial that intensificiation Priority Transit Corridor (the Lakeshore West • An employment area and an employment GO Line), a regional Transit Priority Corridor mixed-use corridor, providing a broadened (Speers Road) and is accessible from three range and mix of permitted uses for business major transportation corridors: Speers Road, and economic activities; and Third Line, and Wyecroft Road. • An emerging Regional Transit Priority Corridor, Employment and Commercial Review and OPA 26 with associated transportation policies. The employment and commercial land use OPA 27 was approved by Halton Region on July 6, designations and policies in Oakville’s OP were 2020, and is in force and effect. updated as part of OPA 26. Directions include that: 16 Section 2 - Background Bronte GO MTSA: Area Specific Plan
2.4 Existing Conditions
2.4.1 Character
Prevailing Land Uses The Bronte GO MTSA is situated in an employment and industrial area (Figure 2-3). Existing uses include heavy shipping and transportation, auto and boat repair operations, heavy and light manufacturing, warehousing operations, and offices.
To the southeast is a cluster of car dealerships, retail Narrow and deep parcel along the south side uses, a rental hall and gas stations. Car dealerships of Speers Road and retail uses are also located to the northwest. Stable, low-rise residential neighbourhoods and Seabrook Park are located to the south at the southern edge of the MTSA.
Parcel Fabric Parcel sizes for employment uses vary, whereas parcels adjacent to the neighbourhood to the south are more similar in size and layout. The largest lots are located adjacent to the GO station between Wyecroft Road and Speers Road, reflecting their heavy industrial uses and historical engagement with the railway. Bus loop (north of tracks)
View looking east along Speers Road (Procor located to the north)
17 Section 2 - Background Bronte GO MTSA: Area Specific Plan
Existing Land Uses
Shipping/ ransporation Rental Hall Low-Density Residential High-Density Residential Auto/Boat Repair Car Dealership ar Natural Areas Other Industrial Uses Retail GO Parking Lot ffices Gas Stations Utility Deerfield Golf Course Medical/Health
aste and ater reatment Plant
N. Service Road Queen Elizabeth a S. Service Road s S. Service Road iu d a R m s estgate Road iu Pacific Road d a R m Wyecroft Road
Self-Storage/ ffice Construction Material Storage
ronte GO Station
Speers Road
Construction eet Union Hall and raining
ork Str
allace Road
rafford Cres. Saxon Road eynway Ct.
d Line
Wyandotte Cres. yner Cres. Sea r ar Thir
Bridge Road
Figure 2-3 | Existing Land Uses
18 Section 2 - Background Bronte GO MTSA: Area Specific Plan
2.4.2 Parks and Open Spaces
Prevailing Land Uses The MTSA includes little public open space. No parks or other green spaces are located within a 500-metre radius of Bronte GO Station (Figure 2-4). Seabrook Park is located just over 500 metres from the station within the existing residential neighbourhood to the south. However, the street network configuration, including the lack of direct north-south permeability, increases the walking distance between the park and the station. A natural area is located within 800 metres of the GO station along Fourteen Mile Creek.
19 Section 2 - Background Bronte GO MTSA: Area Specific Plan
Parks and Open Spaces Langtry Park arks Ot er O en S aces
Parkway Belt Lands
eerfield Golf Course Merton Mount Pleasant Cemetary
. Service oad een li abet a S. Service oad s S. Service oad iu d a R m s iu acific oad d est ate oad a R m ecro t oad Natural Areas
Bronte GO Station
S eers oad
ork Street allace oad
ra ord res. Sa on oad e n a t.
andotte res. ner res. Sea rook Park ird Line
rid e oad
ueen Eli a et Park and Community Gladys Centre Speers Pu lic Sc ool
Re ecca Gardens opedale Park ono an Bailey Trail
Figure 2-4 | Existing Parks and Open Spaces
20 Bronte GO MTSA: Area Specific Plan
2.4.3 Transportation Network
Public Street Network The Livable Oakville Plan includes the following street classifications within the Bronte GO MTSA: • Multi-Purpose Arterials: Wyecroft Road and Speers Road; • Minor Arterials: Third Line and North Service Road; • Minor Collectors: South Service Road (west of Third Line underpass, looking south Third Line) and Bridge Road; and • Local roads: All other roads. Public Transit Besides GO Transit rail service, local transit service is provided in the MTSA. Oakville Transit operates eight regular service routes currently using Wyecroft Road, Bronte Road, Third Line, and Bridge Road. Additionally, rush-hour service is provided on North Service Road and South Service Road (both east of Third Line) and Speers Road (west of Third Line) (Figure 2-5). Priority bus service is proposed for Bronte Road/Regional Road #25 in Metrolinx’s Regional Transportation Plan. Third Line and Speers Road intersection, looking south (west side of Third Line) Active Transportation Cycling facilities are planned for all major roads within the MTSA, including the existing bike lane along a segment of Speers Road and the signed bike route along Wyecroft Road. Pedestrian access to the station includes a set of stairs and a small mid-block connection along the north side of the railway corridor that connects Third Line to Bronte GO Station. Additional multi-use trails are proposed to connect Wyecroft Road to the station. Third Line, looking north towards the underpass
21 Bronte GO MTSA: Area Specific Plan
o ement and onne ti it
treet et or ransit ling and rails
lti r ose rterial O ail ike Lane ro osed inor rterial O arkin Lots Si ned o te ro osed inor ollector Oakville ransit o te lti se rail Local Oakville ransit lti se rail ro osed s o r Onl id lock onnection
. Service oad
een li abet a S. Service oad s i d a S. Service oad m s i acific oad d est ate oad a m ecro t oad
ronte tation
S eers oad
ork Street allace oad
ra ord res. Sa on oad e n a t.
andotte res. ner res. ird Line
rid e oad
Figure 2-5 | Existing Transportation Network
22 Section 2 - Background Bronte GO MTSA: Area Specific Plan
2.4.4 Community Services and Facilities
A Community Services and Facilities (CS&F) Inventory was undertaken to provide an index of existing amenities within a 1.6-kilometre radius of Bronte GO Station, using a standard “first-mile last- mile” measurement.
The majority are located near the perimeter of the catchment area (Figure 2-6) and include:
• 12 parks with a total area of 52 hectares;
• 3 recreation and community centres offering a range of amenities, including a skating rink, an outdoor swimming pool and a fitness centre;
• 1 library and cultural services centre;
• 3 elementary schools;
• 5 child care centres;
• 1 emergency service, a fire station located on the edge of the catchment area; and
• 16 human and social services, including various agencies, immigration and settlement services, and physical and mental health services.
23 Section 2 - Background Bronte GO MTSA: Area Specific Plan
Figure 2. Existing Community Services and Facilities (Source: R.E. Millward + Associates | 2020) Figure 2-6 | Existing Community Services and Facilities
24
10 Section 2 - Background Bronte GO MTSA: Area Specific Plan
2.5 Consultation Overview Livable Oakville Council Subcommittee The Livable Oakville Council Subcommittee Public and stakeholder consultation provided key (LOCSC) is comprised of the Mayor and seven inputs throughout the study. Participants provided Regional Councillors. The LOCSC met on October critical feedback and enabled the testing of 7, 2019 and provided key direction and input approaches and options toward developing this ASP. (see Appendix B) to inform the development of:
Technical Advisory Committee • Draft land-use scenarios and preliminary population and employment densities; A Technical Advisory Committee (TAC) comprised of representatives from the Town of Oakville, Region • Draft Vision and Guiding Principles; of Halton, Conservation Halton, the Halton District School Board, and Metrolinx provided feedback • Assessment of existing conditions; and on topics such as streets and blocks; parks and • Upcoming public consultation. open spaces; land uses; and building heights. TAC members were consulted during Phases 2, 3 and 4 The Oakville Community of the Study. Public input was provided at significant milestones Meeting in May 2019, TAC members highlighted throughout the Study. Key events included: the importance of providing active at-grade uses Public Information Centre #1 and windows to improve visibility and safety; new north-south connections (including for pedestrians); In March 2019, the first Public Information Centre sensitive height transitions towards the southern (PIC) introduced the Bronte GO MTSA to the general residential neighbourhood; and an appropriate mix of public. Participants shared feedback during an uses to facilitate transit-supportive densities. interactive workshop and identified priorities for the area with the project team. During the workshop, In August 2020, the second TAC meeting included an participants were distributed across four stations overview of the draft ASP and introduced key findings to discuss public spaces, buildings, mobility and from the Environmental Impact Study, Air Quality “any other” relevant subjects (see Appendix A for a Impact Study, Pre-feasibility Noise and Vibration summary of responses). Study, Traffic Impact Study, Financial Impact Study, and Functional Servicing Study.
Takeaways from the meeting included implementing higher modal splits and decreasing overall densities.
25 Section 2 - Background Bronte GO MTSA: Area Specific Plan
Public Information Centre #2 Informed by the feedback received during PIC #1, the TAC and the LOCSC, PIC #2 was held in November 2019 to share two draft land use options. Following an open house and a brief presentation of study updates and objectives, the public was invited to rotate between facilitated tables and provide feedback on land uses, transportation, parks and open spaces, urban design, connectivity, and phasing and implementation. See Appendix A for additional details.
In developing the preferred option, Phase 4 of the study further engaged TAC members. Key feedback informed the Preferred Land Use Plan (Section 4).
26 Bronte GO MTSA: Area Specific Plan
3.0 TRANSFORMING THE BRONTE GO MTSA
27 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
Introduction
This Section presents the key steps and analysis involved in developing the Preferred Land Use Plan for the Bronte GO MTSA. It includes the vision and guiding principles, opportunities and constraints, two initial draft land-use scenarios, evaluation criteria, key findings from all technical studies, assessment of land use compatibility, and a summary of seven “Big Moves” to inform the Preferred Plan.
3.1 Setting the Foundation
Setting the Foundation provides the ASP’s vision and guiding principles and summarizes public consultation and opportunities and constraints.
The vision and guiding principles were informed by initial feedback from the first PIC and the first TAC meeting. Draft vision and guiding principles were presented to the LOCSC and further refined through consultation with Town staff.
28 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
3.1.1 Vision
The Bronte GO MTSA will be a complete community. It will maintain a focus on employment while introducing residential uses through mid-rise, mixed- use development. Over time the Bronte GO MTSA will transition into a vibrant pedestrian-friendly hub, serving as both an origin and destination for jobs and residents. The immediate GO Station Area will serve as the heart of this complete community, with Speers Road as its spine.
3.1.2 Guiding Principles
Guiding principles for the Bronte GO MTSA focus on three themes identified for success in Metrolinx’s Mobility Hub Guidelines (2011). These include:
• Seamless mobility through the integration of modes, safe and efficient movement of people, well-designed stations, and strategic parking management;
• Placemaking through a vibrant mixed-use environment, an attractive public realm, and a minimized ecological footprint; and
• Successful implementation through flexible planning to accommodate growth and change and effective partnerships and incentives for increased public and private investment. Each principle is described in detail below.
29 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
SEAMLESS MOBILITY
1. Balance existing needs for vehicular movement while accommodating plans to create a pedestrian-friendly, mixed-use community; 2. Create a balanced transportation network that prioritizes pedestrians and cyclists, public transit users, and commercial vehicles; 3. Integrate transit facilities including the Bronte GO Station, bus terminal, and passenger pick-up and drop-off areas while prioritizing the safe mobility of pedestrians and cyclists; 4. Develop an active transportation network adjacent to the rail corridor; and 5. Improve connections across the rail corridor for both active and vehicular circulation.
30 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
PLACEMAKING 6. Incorporate active frontages into new development through attention to window treatments, seating, lighting, and more; 7. Locate higher densities to the north, providing a strong visible presence along the highway and in the immediate GO Station Area; 8. Provide sensitive transitions to stable residential neighbourhoods to the south; 9. Create an inviting and pedestrian-friendly public realm through parks, open spaces, and improved signage; and 10. Add visual gateways at major intersections and access points to the GO Station.
31 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
SUCCESSFUL IMPLEMENTATION 11. Adopt a phased approach to development that balances the needs of existing users with future adaptability as it is developed to include office and residential uses; and 12. Ensure a strategic approach to parking management that incentivizes transit use and active transportation.
32 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
3.1.3 Public Information Centre #1
The first Public Information Centre was held on March 21, 2019. The workshop was divided into two themes where participants helped develop a vision for the MTSA and provided feedback related to four topics covering:
• Community Features and Public Spaces;
• Getting Around / Transportation;
• Buildings and Private Spaces; and
• Anything Else. PIC #1: Project Team Presentation
With respect to the Visioning Session participants 3.1.4 Opportunities and Constraints were asked to think about the Bronte GO MTSA and answer the following questions: Opportunities and constraints were identified based on the review and feedback of existing conditions • What would you love this area to look or feel like from PIC #1. in the future? Opportunities include: • What does “success” look like, when you think of the Study Area in the future? • Active uses: Active ground floor uses can create a safe pedestrian-oriented environment Participants were then asked to answer the following by introducing retail uses, lobbies, and at-grade four questions regarding each of the four topics windows to increase indoor-outdoor visibility. mentioned above: • Trails and open spaces: Streetscapes for • What is working? pedestrians and active transportation users • What isn’t working? can be enhanced along existing roads and the mid-block connection from Third Line. • What is missing? Trails connecting open spaces along Fourteen • How would you make the area better? What Mile Creek can serve a recreational purpose would you add? contributing to the active transportation network (cyclists and pedestrians). Refer to Appendix A and Section 2.5 for additional • Street connections: A fine-grained street details. network can break up larger blocks and improve circulation.
33 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
• The extension of Westgate Road across • Lack of sidewalks and open space: Many roads the rail tracks can improve pedestrian and streets around the station do not have full and vehicular connectivity throughout the sidewalks, such as the north side of Wyecroft MTSA. The distance between the two north- Road and both sides of South Service Road. No south roads (Third Line and Bronte Road) is open spaces or parks exist within the MTSA. approximately 2 kilometres. • Block sizes: Deep narrow blocks pose • A new east-west street south of Speers Road challenges for significant intensification. can allow deep blocks to be developed with Higher intensity uses will require blocks to be low-density uses and provide appropriate reconfigured. transitions to the residential neighbourhood to the south.
• GO Station surface parking: Surface parking can be easily redeveloped and staged with the introduction of a parking plan. Constraints include:
• Heavy industrial uses: Several existing heavy industrial uses occupy large sites (including sites between the Bronte GO Station and Third Line) and are not compatible with office-type intensification.
• Gas stations: Three corners of the Third Line and Speers Road intersection are occupied by gas stations, creating an impediment to intensification. Remediation will be required to address environmental factors and permit the redevelopment of these lots.
• Poor connectivity: There are no streets between Bronte Road and Third Line (or between Third Line and Fourth Line). A north-south Westgate Road extension over the tracks will significantly improve permeability, access and development potential.
34 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
3.2 Envisioning the Future of the MTSA
Informed by the work completed during Phase 1, draft Land Use Scenarios were developed.
The draft Land Use Scenarios provided preliminary options related to land uses (Figures 3-1 and 3-2), building heights (Figures 3-3 and 3-4), roads and blocks and parks and open spaces (see Table 3-1).
3.2.1 Public Information Centre #2 PIC #2: Workshop Tables Held on November 20, 2019, the second Public Information Centre focused on the two draft land use options for the Bronte GO MTSA. During the workshop, members of the public rotated between facilitated tables, where they provided feedback on the following topics:
• Land Uses;
• Transportation;
• Parks and Open Spaces;
• Urban Design;
• Connectivity; and
• Phasing and Implementation.
Refer to Appendix A for additional details.
35 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
Table 3-1 - Comparison of Land Use Scenarios (see Appendix B for additional detail) Option 1 Option 2 Land • Greater emphasis on mixed-use and residential • Lesser emphasis on mixed-use and Uses designations. residential designations. • Retains office employment areas adjacent to the • Retains more substantial employment QEW to the north and existing industrial uses to the areas (changed to office employment) west. along the west side of the MTSA. • Lower density residential uses serve as a transition • North-south chain of linear parks buffers along the southern edge of the MTSA. mixed-use and office areas. • High-density residential areas are focused between • No high-density residential areas. Westgate Road and Third Line, specifically around • The mixed-use area extends along Third the GO station, along Speers Road to the south and Line to the southern edge of the MTSA. Wyecroft Road to the north. Roads • Road network is designed to break up large • Road network is designed to break up and industrial blocks and improve active transportation large industrial blocks and improve active Blocks connections. transportation connections. • Includes a finer local street pattern and greater • Fewer residential uses are proposed emphasis on connections to existing neighbourhoods along the southern boundary. Less of to the south. an emphasis on local street pattern and connectivity to the existing neighbourhood to the south. Parks • Three open space and trail systems include a natural • Similar open space and trail systems as and trail along Fourteen Mile Creek, an east-west linear Option 1. Open park parallel to the railway, and a north-south linear • Public park and open space area of Spaces park. approximately 18 hectares. • Public park and open space area of approximately 20 hectares. Building • Greatest heights located between the GO station to • Similar building height distribution as Heights immediately east of Third Line and Wyecroft Road to Option 1, however, mid-rise areas abut Speers Road. neighbourhoods to the south rather than • Tall buildings are permitted closer to the QEW, with low rise. low-rise areas to the southern edge of the MTSA.
36 LANDSection 3 - Transforming USES the (Land Bronte GO MTSAUse Table) Bronte GO MTSA: Area Specific Plan
OPTION 1
Bus Loop
Figure 3-1 | Option 1 Draft Land Uses OPTION 2
Figure 3-2 | Option 2 Draft Land Uses 37 BUILDINGSection 3 - Transforming HEIGHTS the Bronte GO MTSA (Urban Design Table) Bronte GO MTSA: Area Specific Plan
OPTION 1
Bus Loop
Figure 3-3 | Option 1 Draft Building Heights OPTION 2
Figure 3-4 | Option 1 Draft Building Heights 38 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
3.2.2 Evaluation Criteria
Based on the Vision and Guiding Principles, and informed by feedback received from the TAC Meeting (May 2019) and Public Information Centres #1 and #2, the project team developed criteria to evaluate the Draft Land Use Scenarios. The evaluation criteria also informed the development of the Preferred Plan for the Bronte GO MTSA.
Each draft land-use option was scored using the following criteria:
1. Seamless connectivity and a balanced transportation hierarchy;
2. Strong physical integration and visual continuity;
3. Pedestrian-friendly streets, parks and open spaces;
4. A complementary mix of uses;
5. Appropriate and achievable intensification;
6. Innovative design;
7. Flexible parking arrangements; and
8. Strategic partnerships and realistic implementation.
Based on these criteria, Option 1 consistently scored higher than Option 2 (Table 3-2). As such, Option 1 was initially used as the basis for developing a preferred plan. As input from the technical studies (Section 3.3.5) informed the ASP, the Preferred Plan evolved significantly as a result of land use compatibility, air quality, proposed densities and transportation considerations.
39 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
Table 3-2 - Evaluation Matrix
Criteria Description Option 1 Option 2 1. Seamless • Facilitate seamless integration between transit facilities connectivity • Prioritize the safe mobility of pedestrians and cyclists by applying design principles and standards and a balanced to enhance connectivity transportation hierarchy 2. Strong physical • Reinforce views and connections to Fourteen Mile Creek and the trail system integration and • Develop major intersections as gateways visual continuity • Improve connections across the rail corridor 3. Pedestrian- • Create a welcoming public realm, including a network of public spaces featuring a variety of friendly streets, purposes to meet residents' needs parks and open • Enhance trail and cycling networks spaces • Provide spaces to sit and socialize 4. Complementary • Incorporate uses to meet residents' daily activities and to support the GO station mix of uses • Maintain and strengthen existing employment uses
5. Appropriate • Ensure sensitive transitions to existing stable neighbourhoods and achievable • Establish a variety of building typologies (e.g., townhouses, mid-rise and high-rise buildings) intensification • Locate highest densities around the GO station
6. Innovative • Provide improved signage to assist with wayfinding throughout the MTSA design Evaluation Matrix • Provide active and inviting frontages along public streets and open spaces
Bronte7. GOFlexible MTSA parkin g • Provide flexibility for alternative uses for parking structures and lots (e.g., event space, farmers arrangements market, privately owned public spaces) ______• Ensure adaptability to changes in transportation demands and trends This document8. Strategic provides• anCreate evaluation opportunities matrix for public for the-private draft partnerships land use and scenarios collaboration for the Bronte GO MTSA. partnerships • Provide appropriate transit infrastructure to encourage and enable intensification Eight evaluationand realistic criteria were developed to evaluate the draft scenarios and further inform the preferred Area Specificimplementation Plan. The evaluation scale is defined as follows:
Poor Fair Good Very good Excellent 2
Criteria Description Option 1 Option 2 Seamless • Facilitate seamless integration Connectivity and between transit facilities; and a Balanced • Prioritize the safe mobility of Transportation pedestrians and cyclists Hierarchy through the adoption of barrier-free design principles and standards.
Strong Physical • Reinforce views and 40 Integration and connections to Sixteen Mile Visual Continuity Creek and the trail system; • Develop major intersections as gateways; and • Improve connections across rail corridor. Pedestrian- • Create a welcoming public Friendly Streets, realm, including a network of Parks and Open public spaces featuring a Spaces variety of purposes to meet resident’s needs;
• Enhance trail and cycling networks; and • Provide spaces to sit and socialize. Complementary • Incorporate uses to meet Mix of Uses resident’s daily activities and to support the GO Station; and • Maintain and strengthen existing employment uses.
1
Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
3.2.3 Technical Analysis
Initial technical analysis was completed to inform the Draft Land Use Scenarios. These include:
• A Community Services and Facilities Inventory;
• A Scoped Environmental Impact Assessment; and
• An Existing Traffic Conditions Memo.
Following the development of the Draft Land Use Scenarios and Draft Preferred Land Use Plan, a series of more detailed technical studies were completed to inform the Final Preferred Land Use Plan.
Process
Draft Land Use Scenario Option 1 was used for preliminary population modelling, which served as input into the draft technical studies. Findings from the draft technical studies subsequently informed the development of a Draft Preferred Plan.
Following an iterative process, population modelling from the Draft Preferred Plan was then used as input into the final technical studies, which informed the Final Preferred Plan.
The full list of technical studies used to inform this ASP is provided in Section 3.3.5.
41 Bronte GO MTSA: Area Specific Plan
3.3 Developing a Preferred Plan
Building on the initial technical analysis, evaluation of In Phase 2, mixed uses are introduced throughout the the Draft Land Use Scenarios and feedback from central and western portions of the MTSA, intended consultation and engagement, this Section provides to maintain a compatible employment focus, while the more refined inputs that informed the Preferred maintaining employment land use designations Plan presented in this ASP. within the eastern part of the MTSA and along the QEW (Figures 3-6 and 4-2). See Section 4 for 3.3.1 Land Use Compatibility additional details.
An Air Quality Impact Assessment was conducted Other land use compatibility considerations that are to identify air emission impacts from industrial and addressed include the need for: transportation sources (Appendix F). The assessment • Downward transitions in height and intensity found several Class II and Class III facilities operating of uses to the south toward existing stable in the MTSA that could cause compatibility concerns residential neighbourhoods; with introducing sensitive land uses, such as residential. • The highest intensity of uses to be focused around the GO station; Based on air quality guidelines from the Region of Halton and the Ministry of Environment, Conservation • Office employment uses to be located along the and Parks, minimum separation distances of 70 QEW to maximize visibility from the highway; and metres (Class II facilities) and 300 metres (Class III facilities) were applied to identify areas where • Open spaces to serve as buffers between sensitive land uses can and cannot be introduced. employment and mixed-use developments. A two-phased approach was adopted. Phase 1 See Section 4.2 for additional details on the planning (Figure 3-5) identifies the required air quality buffers framework. if all existing industrial facilities continue operations. Phase 2 (Figure 3-6) identifies the buffers if two major facilities, Procor Limited and Ropak Canada, are relocated outside the MTSA.
Phase 1 includes the Procor and Ropak facilities continuing with existing operations and therefore is predominated by employment uses with mixed-use designations permitted in the southwest quadrant of the MTSA (Figures 3-5 and 4-1).
42 Bronte GO MTSA: Area Specific Plan
Buffers (Phase 1)
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Industrial classifications based on MECP Land Use Compatibility Guidelines. 3
Figure 3-5 | Phase 1 Air Quality Buffers
43 Bronte GO MTSA: Area Specific Plan
Buffers (Phase 2)
e u Buffer rea Pr se Br e B u ar
a as e a er rea e P a ass us r a a ( )
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Industrial classifications based on MECP Land Use Compatibility Guidelines. m Figure 3-6 | Phase 2 Air Quality Buffers
44 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
3.3.2 Big Moves
Seven “Big Moves” were established to guide the land use framework for the Bronte GO MTSA. They provide on- the-ground direction for the area’s development as a complete community (Figures 3-7 to 3-14) and include:
1. Neighbourhood walking sheds as a framework to direct growth.
2. The greatest heights, densities, and intensity of uses are located near the GO station to support transit ridership, improve walkability and minimize any negative impacts, such as shadows and privacy of existing low-rise residential neighbourhoods.
3. Green connections such as cycling and pedestrian paths offer safe, accessible, and seamless connections across the MTSA while providing placemaking buffers between employment and mixed uses.
4. Improved north-south connectivity introduced through a grid of finer-grained street networks and smaller blocks to facilitate compact urban development, increased permeability and walkability, and more eyes on the street.
5. Mixed-use blocks and employment uses are appropriately located to ensure the long-term viability of the MTSA as a place to work and live.
6. Gateways are located at critical intersections and near the GO station, as are visual connections that support circulation throughout the area and create a sense of place.
7. Active retail frontages that contribute to street animation and promote safety for pedestrians.
Figure 3-7 | Integrated Big Moves
45 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
Big Move 1. Neighbourhood Walking Sheds Neighbourhood walking sheds are a useful tool for identifying the distance that most people are willing to walk to a destination. For the Bronte GO MTSA, a neighbourhood walking shed of approximately 500 metres was delineated to define the radius of a 5-minute walk to the station (Figure 3-8). It identifies where in the MTSA a safe and convenient pedestrian-friendly environment, with diverse uses and services, should be prioritized. Measures include providing at-grade uses, sidewalks on both sides of the street, lighting, signage and wayfinding, transparent window treatment, street furniture (such as benches), and improved cycling facilities. A 500-metre radius, rather than a 400 or 800-metre walking shed, was chosen for consistency with the Wyecroft Road Environmental Assessment’s walking shed.
Figure 3-8 | Bronte GO MTSA Neighbourhood Walking Shed
46 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
Big Move 2. Focus Heights, Density and Intensity of Uses at the GO Station The tallest buildings in the MTSA will be located near the GO station to support transit ridership and walkability. Building heights decrease towards the existing stable residential neighbourhoods to the south (Figure 3-9).
Figure 3-9 | MTSA Densities in Relation to the Bronte GO Station
47 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
Big Move 3. Green Connections Linear north-south and east-west trails and paths can connect to key destinations and natural areas and provide buffers between mixed-use and employment areas (Figure 3-10).
Green connections include elements such as pedestrian and cycling trails and paths along the rail corridor, mid-block connections, and north-south paths providing linkages to the residential neighbourhoods south of the MTSA as well as access to open spaces for recreation and gathering purposes, such as urban squares, plazas, and privately-owned publicly accessible spaces (POPS).
Figure 3-10 | New Green Connections
48 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
Big Move 4. North-South Connectivity The transportation network can be made more permeable through the addition of new streets. An extension of Westgate Road through a grade-separated crossing can improve north-south movement across the MTSA, including connectivity to Speers Road. In addition, introducing a fine-grained local street network will assist in breaking up existing large properties to provide a more permeable street network that promotes the development of smaller blocks, enables more compact urban development, and improves walkability (Figure 3-11).
Figure 3-11 | North-South Connectivity
49 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
Big Move 5. Mixed-Use and Employment Areas The Bronte GO MTSA will support a mix of land uses and densities while focusing on employment uses (Figure 3-12). The introduction of mixed-use blocks (including residential uses) will help support the development of a complete community. The surrounding context should inform appropriate land uses and densities.
In light of the MTSA’s existing industrial facilities, development must be accompanied by site-specific assessments (e.g., air quality, noise, and vibration) to assess compatibility with sensitive land uses (see Section 4.2).
Figure 3-12 | Mixed-Use and Employment
50 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
Big Move 6. Gateway Landmarks Gateways function as landmarks and may include significant architectural features, public art, wayfinding and signage, plazas, POPS, and open spaces. Critical points of entry and views throughout the MTSA can be enhanced through a series of gateways and visual connections to create a sense of place. Visual connectivity protects views of significant built and natural features. Views within the MTSA include the Bronte GO Station at Third Line and Speers Road, and a key future intersection with the extension of Westgate Road.
Gateways should be located at critical intersections, including the highway ramp at Wyecroft Road and Third Line, and key access points to the GO Station (Figure 3-13).
Figure 3-13 | Gateway Landmarks
51 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
Big Move 7. Active Retail Frontages Active retail frontages support the public realm and placemaking. They should be located along streets leading to the GO Station, including Speers Road and Wyecroft Road (Figure 3-14).
Active retail frontages will contribute to street animation and promote pedestrian safety by providing active uses and eyes on the street, window glazing, street furniture, canopies, and increased lighting.
Figure 3-14 | Active Retail Frontages
52 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
3.3.3 Population and Employment Densities
Preliminary density projections for the Bronte GO Plans for the MTSA were updated accordingly with MTSA were developed to reflect low, reference, and densities corresponding to 2031, 2041, and 2051 high-range growth scenarios to full build-out. Initial planning horizons as follows: population and employment densities were projected • 2031 Planning Horizon: 110 net (80 gross at: excluding natural heritage system lands) ppl/ • 340 net (250 gross excluding natural heritage jobs per ha; system lands) people and jobs per hectare in the • 2041 Planning Horizon: 160 net (120 gross low-range scenario; excluding natural heritage system lands) ppl/ • 380 net (280 gross excluding natural heritage jobs per ha; and system lands) people and jobs per hectare • 2051 Planning Horizon: 240 net (180 gross (approximately 30,000 jobs and 12,100 residents) excluding natural heritage system lands) ppl/ in the reference scenario; and jobs per ha. • 410 net (300 gross excluding natural heritage These dates were adopted to correspond with Growth system lands) people and jobs per hectare in the Plan targets including meeting a minimum density of high-range scenario. 150 people and jobs combined per hectare by 2051. Updated densities were then remodelled as part of The low-range scenario was used to demonstrate the Transportation Assessment, Functional Servicing the shorter-term development potential of the MTSA. Study and Fiscal Impact Analysis. Reflecting full build-out, the high-range scenario was used for initial draft transportation, water and waste In addition to identifying projected densities, a water services and fiscal impact analysis. And the summary of existing jobs within the MTSA was reference scenario was used for all other initial work. determined using the Region’s Business and Buildings Employment Survey 2019. This review determined The high-range scenario identified transportation that the MTSA includes 3,124 existing total jobs of service failures throughout the MTSA, including at all which 2,766 are full-time, 245 are part-time and 113 major intersections (Wyecroft Road and Speers Road are seasonal positions. at Third Line, and Wyecroft Road and Speers Road at Bronte Road). As a result, it was determined that the See Section 4.3 for additional details on the three MTSA’s planned density would need to be decreased. planning horizon scenarios and associated densities.
53 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
3.3.4 Technical Studies
Several technical studies were completed to support Identified locations for new roads are conceptual. the development of the ASP. Key findings from the While new roads may impact the above vegetation following reports are presented below: communities, exact road alignment can change. Further, where it appears that fragmentation may • Scoped Environmental Impact Assessment; occur, it has been determined that the vegetation • Pre-Feasibility Noise and Vibration Study; communities are relatively small and not particularly • Air Quality Impact Assessment; valuable from a vegetation habitat perspective. • Financial Impact Study; Through the evaluation of potential impacts, and the • Transportation Assessment; development of site-specific avoidance and mitigation measures, the Preferred Plan was determined not • Stormwater Management Functional Servicing to have adverse effects on Halton Region’s Natural Study; Heritage System (NHS). • Community Services and Facilities Strategy; and Key Recommendations: • Preliminary Functional Water and Wastewater • Maintain the connectivity of the Fourteen Mile Study. Creek corridor and natural areas to the extent possible, understanding the system is already Scoped Environmental Impact Assessment split by the existing road network (i.e., the QEW). A scoped Environmental Impact Assessment (EIS) • Development planned within 120 metres of the (Appendix D) was conducted to identify key natural existing NHS will require an additional EIS to heritage features; assess the impact of development confirm applicable policies and regulations. on existing environmental resources, and identify • The Town should undertake preliminary studies mitigation measures and opportunities to enhance for lands associated with Fourteen Mile Creek in the area’s natural heritage features. consultation with Conservation Halton and the Three of the proposed new streets in the Draft Region to establish planning criteria for future Land Use Options (Appendix B) bisect vegetation development applications (such as a Geomorphic communities and systems. Meander Belt assessment and a stable top-of- bank staking exercise). • A road segment north of Wyecroft Road in the east, adjacent to Fourteen Mile Creek, will bisect the Cultural Thicket. Pre-Feasibility Noise and Vibration Study • A road segment north of the rail tracks and west A Pre-Feasibility Noise and Vibration Study (Appendix of the station will bisect another Cultural Thicket. E) was conducted to identify existing sources of • South of Speers Road and north of the existing noise and vibrations within and surrounding the Trafford Crescent, a road will bisect the Cultural area; to establish influence areas for high, medium Meadow. 54 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
and low impacts for noise and vibration sources; and a two-phased approach with separation buffers to to identify risks related to the noise and vibration identify developable areas. The assessment found impacts. several Class II and Class III facilities within the The Study served as an important input for evaluating MTSA that may cause compatibility concerns with the two draft land use options and identifying sources introducing sensitive land uses such as residential. that may impact new sensitive land uses. The study • Class II: Ropak Canada Inc. (2240 Wyecroft identified predicted road and rail noise and vibration Road), and Ontario Chrome Plating Inc. (1328 setback distances for road and rail segments along Speers Road). Wyecroft Road, Third Line, Speers Road, the QEW, • Class III: Mid-Halton Wastewater Treatment Plant and the rail corridor. (2195 North Service Road); Procor Ltd. (2001 and Key Recommendations: 2063 Speers Road); Jempak Corporation (1485 • For site-specific development applications, Speers Road East); CRH Canada Group Inc. (731 detailed noise and vibration studies should be Third Line); and ALLCOLOUR PAINT Ltd. (1257 conducted for all noise-sensitive land uses as part Speers Road). of the land use planning and approvals process Key Recommendations: (to ensure that applicable noise and vibration • Required minimum separation distances of 70 limits are recognized). metres for Class II facilities and 300 metres for • A Class 4 designation is recommended for Class III facilities. addressing stationary noise impacts from the • Proposed high-rise developments may industrial facilities, which offset the NPC-300 require additional assessment of impacts like criteria limits by 10 decibels. Developments will contaminants and odours from industrial point be permitted if the noise, vibration, dust and sources on elevated receptors. odour guideline limits are met. • New developments should maintain minimum setback distances from roads, railways, and Air Quality Impact Assessment industrial facilities. Where minimum setbacks An Air Quality Impact Assessment (Appendix F) was cannot be maintained, site-specific air quality conducted to analyze the potential implications of air assessments should be conducted to establish emissions from industrial and transportation sources whether at-receptor or at-source mitigation is for the proposed future land uses. required. The assessment serves as an essential input for • The Town should ensure that construction evaluating sensitive land uses in the Draft Land Use activities are appropriately managed to control Options and the Preferred Plan. As outlined in Section air quality implications through by-laws and other 3.3.1 of this ASP, the findings informed developing mechanisms.
55 Section 3 - Transforming the Bronte GO MTSA Bronte GO MTSA: Area Specific Plan
Financial Impact Study Some level of capacity constraint is acceptable and A Financial Impact Study (Appendix G) was prepared can have positive implications. To best address these to identify potential development charges and constraints, successful traffic management within recurring municipal tax revenue impacts associated the MTSA will rest heavily on increasing transit and with the development of the MTSA. The study serves active transportation mode shares. as an important input for assessing the resulting Key Recommendations: revenues of the proposed land uses. • Provide additional access points to/from the The study notes that the market appetite for adjacent road network at Third Line and Bronte employment lands is greatest for blocks with highway Road, if feasible; visibility, followed by blocks along Third Line. • Phase new development with timely and Refer to Section 5.3 of this ASP for information on integrated road and intersection improvements; phasing, development charge revenues, and average • Adopt policies to reduce parking supply and annual municipal property tax impacts for each land programs to provide targeted transit and shuttle use. services to/from the Bronte GO Station and Transportation Assessment key destinations for residents and employees including surrounding neighbourhoods; and A Transportation Assessment was prepared to document existing traffic conditions and assess the • Transit and active transportation mode shares traffic impacts of proposed development in the MTSA will need to be increased for traffic to function at (Appendix H). an acceptable level within the MTSA.
The assessment indicates that the following Stormwater Management Functional Servicing intersections are expected to have significant Study capacity constraints by 2041: A Stormwater Management Functional Servicing • Bronte Road at Wyecroft Road; Study (Appendix I) was conducted to evaluate the impact of the proposed land uses and densities on • Third Line at Wyecroft Road; existing stormwater infrastructure and introduce a framework for future stormwater management. • Bronte Road at Speers Road; The study serves as a critical input to inform the • Third Line at Speers Road; stormwater and servicing infrastructure required to support the Preferred Plan. • Bronte Road at QEW EB Off Ramp; The study notes that the imperviousness of the • Third Line at QEW EB Off Ramp; and proposed land use conditions (Phase 2) decreases • Wyecroft Road at South Service Road-Bronte GO based on the addition of open spaces. Despite an Access during the PM peak hour. overall decrease in imperviousness, selected outlets
56 Bronte GO MTSA: Area Specific Plan
have simulated peak flow rate increases due to • Emergency services: Collaborate with the increases in drainage area and imperviousness of municipal Fire Department, Halton Region Police, specific areas. As such, stormwater management and Emergency Medical Services to monitor quantity controls are required to offset the increases response times and call volumes and adjust in predicted peak flow rates. services as needed.
Key Recommendations: • Human and social services: Provide programs such as employment and training services • Six outlets require additional stormwater that meet the needs of the community and the management controls in the form of storage economy. facilities. • Libraries: Collaborate with Oakville Public Library • The stormwater management facilities should to monitor the needs and usage rates of the be subsurface storage facilities located in the Queen Elizabeth Park Community and Cultural proposed open spaces to retain the available Centre (QEPCCC) express branch, and adjust developable area, be consistent with existing services as needed. storm sewer infrastructure elevations, and provide centralized storage locations. • Parkland, open spaces and natural areas: Investigate the possibility of providing alternate Community Services and Facilities (CS&F) Strategy amenities such as off-leash dog areas, Based on findings from a preliminary Community community garden spaces, and green roofs on Services and Facilities Inventory (Section 2.4.4), office buildings. a CS&F Strategy (Appendix J) was prepared. The • Recreational facilities and cultural services: strategy includes assessing current and future Conduct infrastructure reviews and life-cycle service gaps, priorities, and strategies to guide the maintenance for recreational facilities, including provision of a full range of facilities and services that the Brookdale Outdoor Pool and Kinoak Arena. will support population and employment growth. • Educational institutions: Collaborate with the The strategy notes that the area is currently well Halton District School Board and Halton Catholic served and that existing CS&Fs can accommodate District School Board to evaluate and respond anticipated demand based on population and to needs as development applications are employment projections. However, additional CS&Fs submitted. may be required as the MTSA develops. Refer to Section 4.2.6 for CS&F policy directions. Recommendations include:
• Child care centres: Provide centre-based child care facilities to meet growing youth demographics and anticipated child care demand.
57 Bronte GO MTSA: Area Specific Plan
Preliminary Functional Water and Wastewater Study • All proposed watermains are 300 mm in diameter;
A Preliminary Functional Water and Wastewater Study • The 150 mm line along South Service Road West (Appendix L) was prepared to evaluate the functional south of Wyecroft Road will be upsized to 300 servicing for water and waster infrastructure within mm; and the MTSA following intensification. • The entire water distribution network is looped to The scope of the study covers the following items: avoid dead ends and stagnant water.
• Assess the water and wastewater servicing Wastewater needs of the MTSA; To accommodate MTSA intensification, the proposed • Review the land use plan to assess the population wastewater infrastructure is summarized below: and employment projections; • Connection to existing 525 mm trunk sewers; • Develop a high-level water and wastewater • All proposed sewers are 300 mm in diameter; infrastructure servicing strategy; • There are three existing connection points • Develop a high-level sizing of the water and to convey wastewater flows from the MTSA wastewater infrastructure; intensification. • Carry out a high-level assessment of the • The 2031 horizon model with no loading from the opportunities and constraints to connect the MTSA indicated that there are multiple gravity MTSA to the existing water and wastewater mains that exceed the Q/Qf threshold and require infrastructure and identify upgrades required if upgrading. The addition of the MTSA lands to any; and the 2031, 2041 and 2051 horizons indicate that • Develop order of magnitude opinions of probable only upgrades in connection point 1 are required cost to provide water and wastewater servicing beyond the existing exceedances described in for the MTSA. the 2031 horizon model with no loading from the MTSA; and Water • The velocities are generally within the 0.6 m/s to To accommodate MTSA intensification, the proposed 3.0 m/s range, with the exception of a few gravity water infrastructure is summarized below: mains. • Connection to existing 300 mm watermain on Order of magnitude costs for required water and Speers Road, and to the proposed 400 mm wastewater infrastructure are $7.8 million and $5.7 watermain on Wyecroft Road; million respectively.
58 Bronte GO MTSA: Area Specific Plan
4.0 AREA SPECIFIC PLAN: POLICY DIRECTIONS AND RECOMMENDATIONS
59 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Introduction 4.1.1 Development Phasing
This Section presents the Preferred Land Use Plan This ASP proposes that the Bronte GO MTSA be (“Preferred Plan”) for the Bronte GO MTSA. As an Area developed in two key phases. Specific Plan (ASP), it proposes planning and policy Phase 1 frameworks related to the phasing of development, land uses, building heights, open spaces, the Figure 4-1 illustrates the land uses that constitute the transportation network, urban design elements and first phase of development, based on the assumption community amenities. It also considers the projected that all major industrial facilities are operating. population and employment densities and presents It features employment uses across most of the a Demonstration Plan to illustrate the MTSA at full MTSA, with mixed-use permissions in the south-west build-out in 2051. quadrant, south of the rail corridor. Phase 1 identifies areas that should be able to accommodate mixed- 4.1 Policy Directions use development based on existing conditions. It will remain necessary that development applications This ASP recommends planning and policy meet the criteria for sensitive land uses as determined frameworks for: through technical requirements such as Air Quality Studies. • Development phasing; Phase 2 • Land uses;
• Building heights; Phase 2 represents the long-term plan for the MTSA. Figure 4-2 illustrates this Phase 2 development • Road network; framework, based on the assumption that the Procor • Active transportation network; and Ropak industrial facilities relocate. The majority of lands are designated mixed-use (Urban Core and • Open spaces; Urban Centre), with Office Employment permitted • Urban design and the public realm; and along the QEW and west of Third Line, and Business Employment permitted east of Third Line. Satisfactory • Community services and facilities. completion of technical studies will be required for redevelopment of any properties within the MTSA. These studies can either be completed by the Town or on a parcel by parcel basis as development applications are brought forward.
Figures 4-3 and 4-4 present the land uses for each phase with applicable air quality buffers.
60 ProposedSection 4 - Policy Land Directions Uses (Phase and Recommendations 1) Bronte GO MTSA: Area Specific Plan
Mixed Use Employment Potential Open Spaces
Proposed Bronte GO MTSA Boundary
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Proposed Bronte GO MTSA Boundary
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yner Cres. erin r. yandotte Cres. ird Line ann r.
eabroo r. Figure 4-2 | Phase 2 Land Uses (Conceptual)
eymour r. rid e oad 61
tanfield r.
m Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Proposed Land Uses (Phase 1), With Buffers
Mixed Use Employment Potential Open Spaces
Proposed Bronte GO MTSA Boundary
. er ice oad ueen Eli abet ay . er ice oad . er ice oad
Pacific oad
Pacific oad
est ate oad
yecro t oad
Bronte GO Station
peers oad
allace oad or treet
ra ord Cres. a on oad eyn ay Ct. rudale Ct. alley r.
yner Cres. erin r. yandotte Cres. ird Line ann r.
eabroo r.
eymour r. rid e oad
tanfield r.
m
Figure 4-3 | Phase 1 Land Uses with Buffers (Conceptual)
62 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Proposed Land Uses (Phase 2), With Buffers
i ed Use p o ent Potentia pen pa es
Proposed Bronte Boundar
. er ice oad ueen Eli abet ay . er ice oad . er ice oad
Pacific oad
Pacific oad
est ate oad
yecro t oad
Bronte tation
peers oad allace oad or treet
ra ord Cres. a on oad eyn ay Ct. rudale Ct. alley r.
yner Cres. erin r. yandotte Cres. ird Line ann r.
eabroo r.
eymour r. rid e oad
tanfield r.
m
Figure 4-4 | Phase 2 Land Uses with Buffers (Conceptual)
63 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
4.1.2 Land Uses
The majority of lands are designated mixed-use (Urban Core and Urban Centre), with Office Employment usesOfficial focused alongPlan the Land QEW and Use west Designationsof Third Line, and Business Employment uses east of Third Line (Figure 4-5).
n e e n t on Urban Core Urban Centre Office Employment Business Employment
ro o e Bronte MTSA Bo n r
N. Service Road Queen Elizabeth Way S. Service Road S. Service Road
Pacific Road
Pacific Road
Wyecroft Road Westgate Road
Bronte St t on
B oo
York Street Wallace Road Speers Road
Trafford Cres. Saxon Road Weynway Ct. Trudale Ct. Valley Dr.
Vyner Cres. Sherin Dr. Wyandotte Cres. Third Line Swann Dr.
Seabrook Dr.
Seymour Dr. Bridge Road
Stanfield Dr.
N
0 50 100 200 300m Figure 4-5 | Land Use Designations (Conceptual)
64 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Land Use Directions Office Employment
The intent of the Urban Core and Urban Centre land The Office Employment designation applies to blocks use designations is to provide an urban built form that along the QEW and along the western side of Third features a mix of uses to complement employment Line. uses in the MTSA, contribute transit-supportive Permitted Uses densities, and support the efficient use of municipal infrastructure and services. Permitted uses should align with the Office Employment designation land use permissions in the Existing Uses Livable Oakville Plan. These include:
This ASP recognizes the importance of existing • Major offices, hotels, public halls, light industrial uses within the MTSA and is not intended to push and training facilities and commercial schools. out existing industrial operations. It does however, recognize that existing uses will not facilitate • Limited accessory and convenience retail achieving required transit supportive densities to and service commercial uses are permitted in optimize investment along Priority Transit Corridors, conjunction with the permitted uses. such as Lakeshore West. As such, the long term vision for the MTSA is for a mixed-use office supportive Business Employment environment with some existing industrial uses The Business Employment designation applies to remaining. This vision is supported by the following blocks east of Third Line, located in the eastern Growth Plan policies: portion of the MTSA. Policy 2.2.4.6 Permitted Uses Within MTSAs...land uses and built form that would Permitted uses should align with the Business adversely affect the achievement of the minimum Employment designation land use permissions in the density targets in this Plan will be prohibited. Livable Oakville Plan. These include: Policy 2.2.4.9d • Offices and light industrial uses, hotels, public Within all MTSAs, development will be supported halls, training facilities, and commercial schools. where appropriate, by prohibiting land uses and built form that would adversely affect the achievement of transit supportive densities.
Development within mixed-use and employment areas should feature high-quality design that considers the integration of new and existing buildings and treatments of building façades. The Bronte GO MTSA includes the following land use designations: 65 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Urban Core Urban Centre
The Urban Core designation applies to lands The Urban Centre designation applies to the blocks surrounding the Bronte GO Station, including the south of Speers Road and along the west portion of blocks fronting on Wyecroft Road (north side) and the MTSA, north of Speers Road. Speers Road (north side). Permitted Uses Permitted Uses Permitted uses should align with the Urban Centre Permitted uses should align with the Urban Core designation land use permissions in the Livable designation land use permissions in the Livable Oakville Plan. These include: Oakville Plan. These include: • A wide range of retail and service commercial • A range of retail and service commercial uses, uses, including restaurants, commercial schools, including restaurants, commercial schools, offices, and residential uses. Entertainment offices, and residential uses. Entertainment facilities and hotels may also be permitted. facilities and hotels may also be permitted. Residential uses should be encouraged within mixed- Residential uses should be encouraged within mixed- use buildings and permitted as standalone buildings. use buildings and permitted as standalone buildings. Parking Parking Underground and structured parking should be Underground and structured parking should encouraged. Surface parking should not be permitted be encouraged. Surface parking should not be between buildings and the adjoining streets. However, permitted in front of or between buildings. However, consideration may be given to limited surface consideration may be given to limited surface parking parking within these areas for temporary visitor or within these areas for the purpose of temporary commercial parking. visitor or commercial parking. Existing uses will continue to be permitted. The introduction of sensitive uses will need to be shown as compatible with existing uses through site-specific air quality studies, and other evidence deemed necessary by the Town. See Section 5.2 for additional details.
66 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
4.1.3 Building Heights
The tallest building heights are concentrated around Bronte GO Station, with heights transitioning down towardProposed employment Building uses, lower Heights density mixed-use areas and low-rise residential neighbourhoods to the south (Figure 4-6). Building heights range from 2 to 20 storeys.
High Mid Rise to Tall (5-20 storeys) Low Mid Rise (3-8 storeys) Low Rise (2-4 storeys)
Proposed Bronte GO MTSA Boundary
N. Service Road Queen Elizabeth Way S. Service Road S. Service Road
Pacific Road
Pacific Road
Westgate Road
Wyecroft Road
Bronte GO Station
Speers Road Wallace Road York Street
Trafford Cres. Saxon Road Weynway Ct. Trudale Ct. Valley Dr.
Vyner Cres. Sherin Dr. Wyandotte Cres. Third Line Swann Dr.
Seabrook Dr.
Seymour Dr. Bridge Road
Stanfield Dr.
N
Heights reflect typical residential storeys. For 0 50 100 200 300m non-residential buildings, eqivalents should be used. Figure 4-6 | Building Heights (Conceptual)
67 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Building Heights Directions
Office Employment
Buildings should be a minimum of 3 storeys and a maximum of 8 storeys.
Business Employment
Buildings should be a minimum of 3 storeys and a maximum of 8 storeys.
Maximum heights for development blocks adjacent to the residential zones (south of Speers Road) will be 4 storeys.
Urban Core
Buildings should be a minimum of 5 storeys and a maximum of 20 storeys.
For blocks north of Wyecroft Road, west of the GO station area, and western blocks between the tracks and Speers Road, buildings will be a minimum of 3 storeys and a maximum of 12 storeys.
Urban Centre
Buildings should be a minimum of 3 storeys and a maximum of 8 storeys in height.
Maximum heights for development blocks adjacent to the residential zones to the south will be 4 storeys.
68 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan 4.1.4 Road Network
New roads in the MTSA are intended to break up larger industrial blocks and strengthen transportation connections to existing roads (Figure 4-7). An extension of Westgate Road with a grade-separated crossing at the railway corridor will provide additional access to Wyecroft Road and Speers Road. A network of new localProposed streets will Road divide large Network blocks and improve pedestrian, cyclist, and vehicular circulation.
Existing Roads and Classifications Proposed New Roads and Classifications Provincial Highway Major Collector Multi-Purpose Arterial Local Minor Arterial Major Collector Transit Only Minor Collector Protected for Potential Future Roads (Long Term) Local Proposed Bronte GO MTSA Boundary
N. Service Road
Queen Elizabeth Way
S. Service Road Existing segment of Westgate S. Service Road upgraded to Major Collector
Pacific Road Road A
Pacific Road
Road L
Road K
Road J Wyecroft Road Westgate Rd
Road I Road B
Road C Extension Service S. Grade- Separated Crossing Bronte GO Station Road F Road D
Planned Road R Road Bus Loop Road Q
Road O Road P
Road N Road E
Westgate Rd Ext York Street Road M Speers Road Wallace Road Road H
Road S Trafford Cres. Saxon Road Weynway Ct. Trudale Ct. Valley Dr.
Westgate Road G Rd Ext (S)
Wyandotte Cres. Vyner Cres.
Sherin Dr. Third Line
Swann Dr.
Seabrook Dr.
Seymour Dr. Bridge Road
Stanfield Dr.
N
Street classifications based on 0 50 100 200 300m Livable Oakville, Section 8.3. Figure 4-7 | Road Network (Conceptual)
69 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Road Network Directions Intersection improvements include:
Figure 4-7 illustrates the location of new roads. • Providing a dual southbound left lane and free- Precise locations are to be determined through the flow westbound right with island and a dedicated approvals process as the MTSA is developed. downstream lane on the north leg at Bronte Road at Wyecroft Road; General ASP directions include: • Dedicated eastbound left lane at South Service • Proposed new roads should divide large industrial Road at Wyecroft Road; blocks and improve connectivity with existing roads; • Dedicated southbound left and eastbound left lanes at Pacific Road at Wyecroft Road; • A network of new local streets should further divide large blocks and improve pedestrian, • Dedicated eastbound right and northbound right cyclist and vehicular circulation within the MTSA; lanes and converting current westbound through- right lane to a dedicated westbound lane with • Phase development in conjunction with overlap phase at Third Line at Wecroft Road; and associated road and intersection improvements to support proposed development; and • Westbound left lane at the Bronte GO Station Bus Terminal. • Adopt policies such as reduced parking supply and programs such as targeted transit and This ASP recognizes the need for an improved public shuttle service to/from the MTSA and surrounding realm that supports enhanced transit service and neighbourhoods. active transportation to encourage a higher mode share. Specific ASP directions include: Recommendations from Appendix H should be • Improvements to Wyecroft Road between Bronte included within the broader town-wide assessment Road and Third Line to provide two travel lanes in for future Transportation Master Plans looking at the each direction and a centre turn lane; horizon year to 2051. • Improvements to Speers Road between Bronte Road and Third Line to provide two travel lanes in each direction and a centre turn lane;
• Widening Bronte Road from four to six lanes;
• Extending Westgate Road above or below the rail corridor; and
• Acquiring new public roads through the development approvals process.
70 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan 4.1.5 Active Transportation Network
The proposed active transportation network includes a new cycling facility along the Westgate Road extension and a multi-use trail adjacent to the rail corridor. It also incorporates currently planned cycling facilities and planned linkages connecting to the MTSA (Figure 4-8). Areas for potential active transportation linkages are Proposedidentified along Trail the and southern Active boundary Transportation of the MTSA Network to improve connections between existing residential neighbourhoods and the Bronte GO Station.
urrently Planned a ilities So e Built Proposed ew a ilities lti se rail it in O lti se rail o street lti se rail o street ike Lane or ered ike Lane ike Lane or ered ike Lane rea or otential ctive Si ned o te rans ortation Linka es
Proposed Bronte GO MTSA Boundary
. Service oad
een li abet a
S. Service oad
S. Service oad ourteen Mile ree Trail
acific oad
acific oad
ecro t oad
lanned bike Station Gateway acilities it in Bu er Trail Lin s station area to be reconfi red as ro osed ere etrolin edestrian
est ate d nder asses Rail orridor to Si teen ile to ronte Rail orridor Trail Syste reek reek Trail Syste
Bronte rade GO Station Se arated rade rossin Se arated rail rossin
Station Gateway Bu er Trail Lin s eigh ourhood allace oad ork Street Trail Lin S eers oad e n a t. r dale t. ra ord res. Sa on oad alle r.
andotte res.
S erin r. ird Line ner res. S ann r.
Seabrook r.
Se o r r.
rid e oad
Stanfield r.
3 Figure 4-8 | Active Transportation Network (Conceptual)
71 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Active Transportation Network Directions north of the rail corridor and between Speers Road and the proposed multi-use trail south of The active transportation network includes a new the rail corridor. cycling facility on the proposed Westgate Road extension, a multi-use path adjacent to the rail Specific directions include: corridor, incorporation of currently planned cycling • Proposed in-boulevard trail, with southern access facilities, and updated planned linkages to and from points at Wyecroft Road; the MTSA. • Proposed in-boulevard trail at Third Line; The Transportation Assessment (Appendix H) recommended that in addition to multi-use trails • Proposed buffered bike lane at Speers Road; and active transportation facilities, enhanced transit service be considered to reduce the number of • East-west multi-use trail proposed north of the vehicles travelling to and from the MTSA. Other key rail corridor will extend to Sixteen Mile Creek to directions include: the east and Bronte Creek to the west;
• The east-west multi-use trail proposed north of • East-west multi-use trail proposed south of the the rail corridor should extend to Sixteen Mile rail corridor between Third Line and the proposed Creek to the east and Bronte Creek to the west; extension of Westgate Road; and
• The east-west multi-use trail proposed south • A north-south multi-use trail is proposed with a of the rail corridor would provide connectivity grade-separated crossing that will extend from between planned facilities on Third Line and the Speers Road to the south to Fourteen Mile Creek proposed extension of Westgate Road; Trail to the north.
• A north-south multi-use trail is proposed with a The Town should adopt the direction included in grade-separated crossing that should extend the Active Transportation Master Plan (2015) for the from Speers Road to the south to the Fourteen provision of bike racks and active transportation Mile Creek Trail to the north; wayfinding at key access points and along trails. Emphasis should be placed on designing trails, • Bike lanes should be provided along the proposed pathways and cycle lanes that connect to public Westgate Road extension between Wyecroft transit stops (including the Bronte GO Station). Road and Speers Road via a grade-separated crossing. The proposed bike lanes would provide connectivity to planned cycling facilities on Wyecroft Road and Speers Road; and
• Additional proposed bike lanes would connect Wyecroft Road and the proposed multi-use trail
72 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
4.1.6 Open Space
Multi-use off-street trails provide connections throughout the MTSA, east-west along the rail corridor and north- south with linkages to the Fourteen Mile Creek Trail (Figure 4-9). A network of potential north-south open spaces Proposedprovides a buffer Parks between and the employment Open Spaces and mixed-use areas. Permitted uses within this buffer should be limited to passive uses such as off-road multi-use trails and green open spaces with trees and gardens.
pen paces Transit Pla as lti se Trail treet Areas or Potential Active Transportation inka es
Proposed ronte T A o ndar
. Service oad een li abet a S. Service oad S. Service oad o rteen ile reek Trail acific oad
acific oad
est ate oad
ecro t oad
tation atewa er Trail inks
etrolin edestrian nder asses ail orridor to Si teen ile to ronte ail orridor Trail ste reek reek Trail ste ronte tation
rade Se arated rail rossin
tation atewa er Trail inks S eers oad Nei o r ood allace oad ork Street Trail ink
ra ord res. Sa on oad e n a t. r dale t. alle r.
ea rook Park
S erin r. andotte res. ner res. ird Line S ann r.
Seabrook r.
Se o r r. rid e oad
Stanfield r. een li a et Park
3 Figure 4-9 | Open Spaces (Conceptual)
73 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Open Space Policy Directions Refer to the Community Services and Facilities Strategy (Appendix J) for additional direction. The introduction of open spaces within the Bronte GO MTSA support transitions between mixed use and employment areas, while providing spaces for active and passive recreational uses. As a focal point for the community, larger open areas are intended to be used as gathering spaces and may include amenities such as community gardens, off-leash dog areas, playgrounds and skateboard parks.
Assuming the relocation of Class III industrial facilities, a larger open space is identified along the rail corridor to the north, adjacent to the proposed Westgate Road extension.
Areas for potential active transportation linkages are identified along the southern boundary, connecting the MTSA to the existing residential neighbourhoods. Transit plazas (north and south) adjacent to Bronte GO Station provide safe and attractive public spaces.
Figure 4-9 illustrates the locations of new open spaces. Exact locations are to be determined through the development approvals process. Potential open spaces and linkages include:
• Multi-use off-street trails provide east-west and north-south connections throughout the MTSA and along the rail corridor, with linkages to the Fourteen Mile Creek Trail;
• A network of potential north-south open spaces accommodating passive uses provide a buffer between the employment and mixed-use areas; and
• Open spaces and transit plazas should be located at the Bronte GO Station.
74 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
4.1.7 Urban Design and Public Realm
Urban design elements are to be provided throughout the MTSA, including the creation of eight development Proposeddistricts in three Urban groupings: Design Phase 1 Mixed Elements Use, Phase 2 Mixed Use, and Employment Areas (Figure 4-10).
Po en a e e op en s r c s Spec a S ree ron a es ase i ed se rea ri ar ronta e ctive t rade e ired Speers Corridor Secondar ronta e ctive t rade O tion West Neighbourhood Transition Area Po en a Pr a e S ree or ase i ed se rea d ock onnec on Station Core S a on ore a e a S e Wyecroft Corridor East Neighbourhood Transition Area Open Spaces
lo ent reas rans P a as QEW Edge Third Line Corridor Proposed ron e O S o ndar Eastern Lands
. Service oad een li abet a S. Service oad S. Service oad
acific oad
acific oad
est ate oad
ecro t oad
ron e O S a on
allace oad ork Street
S eers oad ra ord res. Sa on oad e n a t. r dale t. alle r.
ner res. S erin r. andotte res. ird Line S ann r.
Seabrook r.
Se o r r. rid e oad
Stanfield r.
3 Figure 4-10 | Urban Design and Public Realm (Conceptual)
75 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Urban Design and Public Realm Directions • New pedestrian linkages between the residential neighbourhood to the south and Figure 4-10 identifies different areas of the MTSA to the Bronte GO Station; inform the urban design framework. These potential “development districts” are illustrative in nature and • A new north-south vehicular linkage across do not carry regulatory policy direction. the rail corridor;
As illustrated on the diagram, gateways should mark • A new east-west active transportation key entrances to the Station Core at Speers Road and connection adjacent to the rail corridor; Wyecroft Road. In addition, active frontages (required • Emphasizing the planned mixed-use function of and optional) and suggested locations for private Speers Road as a main street with ground floor streets and mid-block connections, are shown. Figure commercial uses within the MTSA; 4-11 illustrates the immediate station area, including land uses and proposed infrastructure. It identifies: • An accessible park and open space network including parks, parkettes and squares comprised • Locations for structured parking if determined of traditional parks and POPS; desirable (north and south of rail corridor); • Establishing parts of the open space system that • Transit plazas (north and south); will connect with Fourteen Mile Creek; • A bus loop (south); • Using linear open space networks as a buffer • A pick-up/drop-off area (north-east of station); between mixed-use and employment areas;
• A grade-separated crossing east of the GO • Encouraging travel demand management station; and practices and an improved active transportation network throughout the MTSA and connecting • Locations for gateway features to mark entrances directly to the Bronte GO Station; into the GO Station. • As identified in Figure 4-10, primary frontages All development should be designed in accordance should require active at grade uses, and with the direction provided by the Town’s Livable by commercial uses should be encouraged; Design Manual. High-quality urban design should be supported by: • Secondary frontages as identified on Figure 4-10 should encourage active at-grade uses; • Developing buildings in accordance with the heights identified in Figure 4-6; • Gateways identified on Figures 4-10 and 4-11 indicate locations that are visually prominent • Providing attractive streetscapes through entry points into the Bronte GO Station. These attention to the design of the public realm, locations should provide gateway treatments, built form, and the relationship between private including well designed built form or structures, development and public areas; distinctive streetscape treatments, landscaping, • Creating a strong coherent, and human-scaled and public art. Gateways include the entrances community through the use of: to the GO Station at Wyecroft Road and the GO Station at Speers Road; and • Appropriate setbacks and stepbacks;
76 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
•Implications Detailed urban design on GOand streetscape Station guidelines should be prepared for the MTSA to establish standards for built form and the treatment of public and private realms.
an s o m nt Mixed Use Existing Street GO Station Employment Proposed Street Potential Open Space Multi-Use Trail (Off Street) Station Area Gateway Site Existing Station Tunnel * Potential Pedestrian / Cycle Tunnel
Wyecroft Road * *
ot ntial o t ot ntial la a O a St ct a in ossi l G a S pa at ail ossin
ain Station
So t la a
ot ntial s St ct oop a in
* * Speers Road
Figure 4-11 | Immediate Station Area (Conceptual)
N 0 50 100 200 300m 77 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
4.1.8 Community Services and Facilities
This ASP presents a proactive approach to planning for a range of community services and facilities to Proposedaccommodate population Community and employment Services growth and (Figure Facilities 4-12). Opportunity Areas
Potential Opportunity Areas for Future CS&Fs Child Care Centres Educational Institutions Employment and Social Services Library and Cultural Services Recreational Facilities and Community Centres
Potential Open Spaces Proposed Bronte GO MTSA Boundary
N. Service Road Queen Elizabeth Way
S. Service Road S. Service Road
Pacific Road
Pacific Road estgate Road
W
Wyecroft Road
Rail Corridor Bronte GO Station
eet
ork Str
Y Speers Road Wallace Road
Trafford Cres. Saxon Road Weynway Ct. Trudale Ct. Valley Dr.
.
.
. d Line
Sherin Dr Vyner Cres. Thir Wyandotte Cres. Swann Dr ook Dr
.
Seabr
.
Seymour Dr Bridge Road
Stanfield Dr
N
0 50 100 200 300m Figure 4-12 | Community Services and Facilities Opportunity Areas (Conceptual)
78 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Community Services and Facilities Directions 4.1.9 Environment
Service priority areas and opportunity sites are based As the MTSA develops the following environmental on principles of accessibility, integration and multi- actions should be completed: functionality, as described in the Community Services • Undertake preliminary studies associated and Facilities Strategy (Appendix J). with Fourteen Mile Creek, in consultation with Figure 4-12 provides an example of the spatial and Conservation Halton and Halton Region, to functional relationships for possible future services establish planning criteria for future development and facilities. Recommendations include locating: applications, such as:
• Childcare centres within schools and community • A geomorphic meander belt assessment for centres to provide an opportunity for extended Fourteen Mile Creek; and hours during evenings and weekends; • A stable top-of-bank staking exercise.
• Childcare facilities in residential towers and near • Additional review of new street locations that may employment areas to facilitate child pick-up/ further bi-sect vegetation to ensure appropriate drop-off; mitigation and the restoration of natural areas; and • Schools away from existing employment areas to • Any “Potential New Natural Areas” should be mitigate impacts on noise levels and air quality, categorized accordingly to ensure that policy and along green corridors to facilitate active objectives are met, including those that involve transportation; changes to land use and zoning. • Social services near or in employment areas and Additional environmental policy directions include: near public transit and/or active transportation • Fourteen Mile Creek is designated as a minor networks; and valley (Schedule B, Livable Oakville Plan). • Community centres near public transit to facilitate Development applications in the blocks along the local and regional accessibility. eastern boundary of the MTSA should, through an EIS, identify a 7.5-metre setback from the stable In addition, there are opportunities for: top-of-bank (Section 16.1.9). • Integrating pick-up/drop-off services within • The Provincial Parkway Belt West Plan (1978) schools, community centres and public buildings; highlights corridors for major transportation, communication and utility facilities. It identifies • Establishing green corridors and nodes that a Public Open Space and Buffer Area along the provide north-south/east-west connectivity; and QEW (Map 6-3) that overlays the northern blocks • Introducing small-scale commercial and of the MTSA south of the QEW along South recreational activities within green corridors and Service Road. nodes.
79 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
4.1.10 Servicing Wastewater
Recommended improvements to Water and Recommended wastewater infrastructure includes: Wastewater infrastructure is described below. • Connection to existing 525 mm trunk sewers; Water • All proposed sewers are 300 mm in diameter; Recommended water infrastructure includes: • There are three existing connection points • Connection to existing 300 mm watermain on to convey wastewater flows from the MTSA Speers Road, and to the proposed 400 mm intensification; watermain on Wyecroft Road; • The 2031 horizon model with no loading from the • All proposed watermains are 300 mm in diameter; MTSA indicated that there are multiple gravity mains that exceed the Q/Qf threshold and require • The 150 mm line along South Service Road West upgrading. The addition of the MTSA lands to south of Wyecroft Road will be upsized to 300 the 2031, 2041 and 2051 horizons indicate that mm; and only upgrades in connection point 1 are required • The entire water distribution network is looped to beyond the existing exceedances described in avoid death ends and stagnant water. the 2031 horizon model with no loading from the MTSA; and Probable Costs • The velocities are generally within the 0.6 m/s to Proposed watermains within the MTSA are considered 3.0 m/s range, with the exception of a few gravity to have a diameter of 300 mm across the board. mains. This is based on preliminary analysis of the water demand generation and confirming the preliminary Probable Costs sizing to distribute water demands required from Proposed wastewater mains within the MTSA are the corresponding blocks of land. Unit prices below considered to have a diameter of 300 mm across represent installed costs including all piping, valves, the board. This is based on preliminary analysis of hydrants, earthwork, pipe, restoration, etc. the wastewater flow generation and confirming • Total length of proposed 300 mm watermains the preliminary sizing to convey wastewater flows = 9,014 m generated from the corresponding blocks of land.
• Unit installed costs of a 300 mm PVC watermains • Total length of proposed 300 mm wastewater = $868/m mains = $9,220 m
• Opinion of probable cost for wastewater servicing • Unit installed costs of a 300 mm concrete for MTSA intensification = $7.82 million wastewater main (4m to 6 m depth) = $618/m • Opinion of probable cost for wastewater servicing for MTSA intensification = $5.7 million 80 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
4.1.11 Introducing a Mix of Uses to an Several Growth Plan policies related to employment Employment Area lands are relevant to the MTSA. These include:
Provincial Policies • Updates through Amendment 1 to allow for conversions prior to a municipal comprehensive Provincial Policy Statement, 2020 review, with conditions, including that some The PPS includes policies that promote long-term employment be maintained (2.2.5.10); and to economic prosperity (1.7.1), encourage transit- require that upper- and single-tier municipalities, supportive development and intensification to in consultation with lower-tiers, establish improve the mix of employment and housing uses, minimum density targets for all employment and identify goals for energy conservation, air quality areas within settlement areas that meet a set of and climate change (1.8.1). criteria (2.2.5.13).
The proposed employment and mixed-use land uses The Growth Plan provides a planning rationale for for the Bronte GO MTSA are consistent with provincial introducing mixed-use development to the Bronte GO policy. MTSA. Plans for the MTSA should:
• It will promote economic development; provide a • Support Halton Region in achieving its minimum range of housing options within proximity to jobs; population and employment targets. continue to provide long-term land availability for • Promote transit-supportive densities through employment and residential functions; promote a diverse mix of uses (including residential) to sustainable development; support regional support existing and planned transit service express rail; and improve natural features levels (2.2.4.9). (s.1.7.1). • Establish development criteria as a mechanism to • It encourages transit-supportive development ensure that redevelopment of employment lands and intensification that improves the mix of protect for a similar number of jobs (2.2.5.14). employment and housing to shorten commutes and decrease congestion (s.1.8.1). • Protect land for employment uses while unlocking the potential for residential development. The A Place to Grow: Growth Plan for the Greater Golden proposed conversion of lands to non-employment Horseshoe, 2020 uses appropriately addresses applicable criteria The Province amended the Growth Plan in June 2020 listed in Growth Plan policy 2.2.5.9. to address barriers to the supply of housing and jobs and to attract investment. Among the changes is a new allocation for Halton Region to achieve minimum population and employment targets of 1,100,000 people and 500,000 jobs by 2051.
81 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Provincially Significant Employment Zones and compatible land uses (78.4); creating a pedestrian-oriented, transit-supportive urban Ontario identified new, provincially significant environment that supports active transportation employment zones (PSEZ) as priority areas in 2019. (78.5; 78.8); and attracting a significant portion They are strategic areas that provide stable, reliable of population and employment growth (78.6). employment across the region and opportunities to improve coordination between land use planning, The plan also provides a policy for Mixed-Use Nodes economic development, and infrastructure (80) that directs that they be identified where there is investments over the long-term. They also a concentration of residential and employment uses accommodate a mix of uses, as provided in Section with development densities, patterns supportive of 2.2.5.10.c) of the Growth Plan. pedestrian traffic, and public transit.
While a very small portion of the MTSA is within a Halton’s Regional Official Plan requires Oakville to PSEZ (west of Westgate Road), land use plans for the prepare detailed official plan policies or an ASP, for the Bronte GO MTSA are not impacted. development or redevelopment of an intensification area (48; 77.5). It also directs that the provisions for Regional Policies Intensification Areas may also be incorporated as Halton Regional Official Plan, 2018 part of a larger community plan (81.3).
Under review, Halton’s Regional Official Plan identifies The Plan also provides a planning rationale for the the Bronte GO MTSA as an employment area introduction of mixed uses to an employment area. within the Urban Area (Map 1 - Regional Structure). The area should: Objectives for the MTSA include accommodating • Introduce a compact form of intensification that compact and transit-supportive growth (72); support supports pedestrians, active transportation, and for complete communities of various sizes, types and transit while making efficient use of space and characters (72.3); phasing of growth (72.5); planning services, promoting live-work relationships, and for a balance of jobs and housing (72.7); providing an fostering a strong and competitive economy. appropriate range and balance of employment uses The area should support complete communities (72.10); and providing opportunities for new post- by encouraging diverse land uses, while still secondary facilities (72.11). prioritizing employment (72). Halton’s Regional Official Plan provides policies Conversion plans for an employment area should for Intensification Areas. This includes creating a provide a balance of jobs and housing that will be complementary urban form (78.1) at higher densities well served by planned transit (72). than surrounding areas (78.9); encouraging urban design that is cost-efficient and innovative (78.2); providing a range of employment opportunities, facilities and services in central, transit-accessible locations (78.3); providing a mix of diverse
82 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Local Policies
Official Plan Amendment 15
OPA 15 provides a planning rationale for introducing mixed uses to the MTSA. The MTSA should accommodate intensification and higher-density mixed uses in a compact built form. Any proposed mixed use function should be in keeping with the definition of Strategic Growth Areas and provide for a diverse range of employment uses.
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4.2 Projected Density West zone and from 1.4% to 1.6% across the entire GTA. It is important to note that numerous factors Densities were projected for the 2031, 2041 and 2051 influence the type and location of office investment planning horizons. The 2051 horizon will achieve the in both regional and local markets. While location minimum required gross density of 150 people and priorities vary, the general preferences of office jobs per hectare, as required by the Growth Plan. tenants include access to high order transit and highways, access to labour and talent, walkable Figure 4-13 presents block identifications that access to retail, restaurants and open spaces, among correspond to associated Floor Space Indices (FSIs). others (i.e., Downtown Toronto). Figures 4-14 to 4-16 represent projected FSIs for 2031, 2041, and 2051 planning horizons. While growth in the suburban office market has been limited over the past decade, the following trends Population and employment densities (people and warrant consideration for Oakville and the study area: jobs per hectare) include: • Office development in the ‘905’ office market • 2031 Planning Horizon: 110 net (80 gross has generally shown concentrated development excluding natural heritage system lands) ppl/ patterns, such as office nodes centred on transit jobs per ha; and a long-term mixed use vision (i.e., Vaughan • 2041 Planning Horizon: 160 net (120 gross Metropolitan Centre, Airport Corporate Centre); excluding natural heritage system lands) ppl/ • Oakville continues to experience dispersed jobs per ha; and investment in office development, due to the • 2051 Planning Horizon: 240 net (180 gross appeal of the QEW highway exposure, proximity excluding natural heritage system lands) ppl/ to Toronto and the affluence of the community. jobs per ha. The Town has absorbed approximately 757,000 sf of new major office space over the past five At full build-out in 2051, the MTSA is expected to years; and accommodate approximately 18,600 jobs and 8,200 residents at a ratio of 2.27 jobs per resident. • It is expected that transit station areas within Oakville with proximity to the QEW will attract Considering that the MTSA has 3,124 existing jobs office investment over time as a mix of land uses this implies that the recommended permissions are introduced. identified within this ASP provide capacity for approximately 15,500 additional jobs by 2051.
The above projections reflect an aspirational view of employment development within the MTSA. Identified targets are significant but achievable. Oakville’s relative proportion of office space has been increasing since 2014, from 5.5% to 6.7% in the GTA
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As per the above, an increased demand for office space around transit stations is expected in Oakville and across the GTA as a result of planned improvements to service levels and a mix of land uses. It is expected that the Bronte GO MTSA will compete with other station areas for shares of office market demand through competitive rents.
Projected densities for the Bronte GO MTSA are based on employment and residential gross floor areas, floor space per worker, and people per unit ratios. While the MTSA may not develop to the full build out, the population and employment densities reflect achievable and realistic targets for each planning horizon.
Refer to Appendix K for full details.
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Figure 4-13 | Block IDs
Figure 4-14 | 2031 Planning Horizon FSIs
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Figure 4-15 | 2041 Planning Horizon FSIs
Figure 4-16 | 2051 Planning Horizon FSIs
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4.3 Demonstration Plan
The Demonstration Plan and MTSA rendering (Figures 4-17 to 4-19), representing full build-out in 2051, illustrates one possible way the area may develop. The images reflect 18,600 jobs and 8200 residents, representing a net density of 240 (180 gross excluding natural heritage system lands) people and jobs per hectare.
Note: The Demonstration Plan is presented for illustrative purposes only.
88 Section 4 - Policy Directions and Recommendations Bronte GO MTSA: Area Specific Plan
Figure 4-17 | MTSA Rendering
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ueen Eli abeth ay
yecroft Rd
estgate Rd
Third Line
A S A A S S A S A A S S S A A S A S A S N A S A A S
Figure 4-18 | 2D Demonstration Plan
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ueen Eli abeth ay Third Line
yecroft Rd
estgate Rd
A S A S S A S A A S A S A S S A N A S A A A S A S
Figure 4-19 | 3D Demonstration Plan (west)
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5.0 IMPLEMENTATION
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Introduction 5.1 Phasing and General Timeline
This section provides a general phasing plan for for Capital Improvements capital improvements to the Bronte GO MTSA and an This ASP identifies several recommended capital implementation plan to identify planning and policy improvements. Table 5-1 outlines short, medium and tools to facilitate development of the ASP. long-term priorities for key capital improvements.
Recommendations adopt a phased approach to • Short-term priorities are intended to be development that balances the needs of existing and implemented within a 5-year time frame; future users. • Mid-term priorities are intended to be implemented within a 10-year time frame; and
• Long-term priorities are intended to be implemented within a 20-year time frame.
Modifications to Table 5-1 may be required due to shifts in capital planning, funding, or strategic priorities.
5.1.1 Municipal Capital Improvements
The Town should prepare a phasing strategy to assist with the implementation of this ASP. The phasing strategy should consider the following:
• Timing of capital improvements identified in Table 5-1;
• Expected timing of development, including expected build-out of vacant lands and redevelopment of existing areas; and
• Any other projects or initiatives that may impact the timing of development.
Priority should be given to improvements closest to the Bronte GO Station that support transit-oriented development.
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Table 5-1 - Phasing Plan for Capital Improvements
Capital Details / Extent Priority (short-, Improvement mid- or long- term) Planned Future Roadway Improvements Wyecroft Road • Section: Bronte Road to Third Line Short-term • Improvement type: Two travel lanes in each direction and a centre turn lane (2026) Speers Road • Section: Bronte Road to Third Line Mid-term (2031) • Improvement type: Two travel lanes in each direction and a centre turn lane Bronte Road • Section: Speers Road to Highway 407 Mid- to long- • Improvement type: 4 to 6 lane widening term (2041) Westgate Road • Potential south extension to cross over the railway corridor Long-term (extension) Local Roads • To be developed through development applications Mid- to long- term Recommended Future Intersection Improvements Bronte Road at • Dual southbound left lane Mid-term Wyecroft Road • Free-flow westbound right with island and a dedicated downstream lane on the north leg South Service • Dedicated eastbound left lane Mid-term Road (west) at Wyecroft Road Pacific Road at • Dedicated southbound left and eastbound left lanes Mid-term Wyecroft Road Third Line at • Dedicated eastbound right and northbound right lanes Mid-term Wyecroft Road • Convert current westbound through-right lane to a dedicated westbound lane with overlap phase Bronte GO Station • Westbound left lane Short-term Bus Loop Cycling Network Improvements Wyecroft Road • Proposed in-boulevard trail, with southern access points Short-term (2026) Third Line • Proposed in-boulevard trail Short-term (2026) Speers Road • Proposed buffered bike lane Long-term Pedestrian Network Improvements WyecroftNorth of Rail Road • East-westPedestrian multi-use route, with trail southbound proposed connections north of the to therailway Bronte crossing GO Station from Short-term Corridor Sixteen Mile Creek to Bronte Creek (2026) ThirdSouth Line of Rail • East-westPedestrian multi-use route trail proposed south of the rail corridor provides Short-term Corridor connectivity between planned facilities on Third Line and Westgate Road (2026) SpeersNorth to Road South • North-southPedestrian route multi-use trail from Speers Road to Fourteen Mile Creek Trail Long-term
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5.2 Implementation At a minimum, the OPA should include the following information: The ASP should be implemented through a variety of • Purpose, guiding principles and objectives as tools, including but not limited to: identified in this ASP;
• An OPA to the Livable Oakville Plan; • Requirements to prepare a conceptual block • The planning and development application master plan prior to the redevelopment of process, through tools such as rezoning, site plan larger blocks, clearly identifying the location of approval, plans of subdivision and condominium land uses, building heights, streets and active and consents to sever; transportation, proposed open spaces and built form; • Switching Gears Transportation Master Plan; • Provisions to establish the use of the holding • Updates to Zoning By-law 2014-014; (H) symbol in the zoning of blocks to enable the satisfactory completion of required • A Community Improvement Plan; and assessments and studies prior to the enactment • Other tools as described in this Section. of new zoning, including (among others) a: • Streets, blocks and circulation plan 5.2.1 Official Plan Amendment (including active transportation trails);
Through the provisions of Sections 17 and 21 of • Transportation Impact Study: the Planning Act, it is recommended that the Town amend the Official Plan based on the Preferred Land • To demonstrate that operation and Use Plan introduced in this ASP (Section 4). levels of service are adequate and that there is sufficient transportation As development of the MTSA is expected to occur capacity to accommodate additional over several decades, recommendations for the site-generated trips for all modes; and public realm, street network, and other elements will • To identify measures that address be delivered incrementally. network constraints in accordance with As per the Planning Act, an MTSA may be sheltered the transportation policies of the OP from appeal (Section 17(36.1.4). Such protected and Transportation Master Plan. policies include policies that identify minimum or • Detailed noise and vibration studies maximum heights and maximum densities that are addressing both transportation and authorized with respect to buildings and structures stationary noise and vibration impacts; on lands in a protected MTSA (among others). • Policies requiring the completion of site- specific Air Quality Assessments for new developments;
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• Developments adjacent to industrial • As per to Section 16.1.9 of the OP, policies facilities will need to be setback a outlining the process for site-specific minimum of 70 metres (Class II) and development applications on eastern blocks 300 metres (Class III). with regards to the Fourteen Mile Creek (minor • Proposed high-rise developments may valley). Through the development application require additional impact assessments process, applications will be required to (e.g., contaminants and odour) from complete an EIS to identify the required 7.5 industrial point sources on elevated metre setback from the stable top-of-bank; receptors. • Implementation tools to enable public realm improvements including Town capital funding, • New developments should maintain parkland acquisition of cash-in-lieu, community minimum setback distances from benefit charges, Section 41 agreements (site roads, railways and industrial facilities. plan control), and others; and Where minimum setbacks cannot be achieved, site-specific air quality • Policies requiring that all development shall assessments should be conducted to be designed in accordance with the design establish whether at-receptor or at- direction provided by the Livable by Design source mitigation is required. Manual.
• Specific policies to guide development of the MTSA blocks, including desired land uses and building types, built-form objectives, public realm improvements, development intensity, and appropriate locations for parking;
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5.2.2 Zoning Updates new growth is monitored and phased with the increase of GO Transit service and decrease in Through Section 36, the Planning Act enables heavy industrial uses. Of particular importance municipalities to enact a holding (H) symbol in the to the ‘H’ will be to ensure all air quality and implementation of Zoning By-laws. The holding noise and vibration requirements are met prior symbol specifies conditions are to be met prior to site to its lifting; and redevelopment. It is recommended this tool be applied to ensure that proposed developments complete all • Explore reduced vehicular parking standards prescribed assessments (e.g., air quality, noise and and new programs to incentivize the use of vibration) and to ensure that growth is supported active transportation modes. by appropriate transportation infrastructure and • Identifying Bronte as a Protected MTSA will other municipal services. To manage the MTSA’s permit the Town to enable inclusionary zoning. transportation network and traffic operations, holding provisions will require applicants to review and 5.2.3 Site Plan Approval, Plans of Subdivision, address the existing network capacity and implement Plans of Condominium and Severances the improvements recommended in this ASP. Applications for site plan approval, plans of Amendments to the Town’s Zoning By-law will be subdivision, plans of condominium and consents to required to align with the revised Official Plan policies sever should be consistent with the direction of this for the Bronte GO MTSA. Zoning By-law 2014-014 ASP and policies of a future OPA. should be reviewed to provide the necessary updates that will enable the development and redevelopment 5.2.4 Parkland Dedication of the MTSA in accordance with the Livable Oakville The Town’s Parks, Recreation and Library Facilities Plan. Recommended zoning updates include: Master Plan (2017) provides direction for the • Mixed-Use zoning applied to the centre and acquisition and dedication of parkland. west portions; As noted in the Master Plan, parkland provision has • MU3 (Urban Centre) become increasingly difficult and more costly as the Town experiences growth through intensification and • MU4 (Urban Core) infill development. As such, the Town should consider • Updated Employment zoning applied to the opportunities to integrate POPS, shared/complete north and east portions; streets and multi-functional spaces. This includes examining both traditional and non-traditional means • E1 (Office Employment) of securing parks and public open spaces in the • E2 (Business Employment) Bronte GO MTSA, such as:
• Apply a holding (H) symbol to new MU and • The development of new parks; updated E zoning to ensure the provision of necessary studies and infrastructure and that • Improving connections and access to parks and
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facilities in other neighbourhoods; • The Town should conduct a comprehensive parkland dedication analysis to determine the • Enlisting the support of the development industry appropriate approach. in the provision of alternate park space (e.g., strata parks, semi-public open space, Community 5.2.5 Community Services and Facilities Benefit Charge for public realm improvements and the provision of complete/shared streets); The Town should closely monitor community service and facility needs over the short, medium and long- • Strata parks employ a multi-layered ownership term. Additional community services and facilities, model on a parcel of land, usually associated including childcare and parkland, may be required with condominium developments. The public as the MTSA develops. In contrast, others such spaces are developed on parking garages/ as educational institutions will need monitoring other roof slab construction. Strata parks offer a to ensure projected demand aligns with student potential solution for the delivery of new parkland population growth. in intensifying areas. Specific policies to address the management of strata parks as contributions • To implement the CS&F Strategy, the Town to the parkland supply could include: should consider the following tools:
• Requiring that lands remaining in private • Planning for multi-functionality: The co- ownership are covenanted as public space; location of services into community hubs as a way to ensure that services and users • Requiring that parks/open space be built to with different time requirements can share municipal standards and specification; and a physical space that may otherwise sit empty. Public buildings and facilities that • Requiring a discounted dedication value are designed with adaptive reuse in mind due to the presence of encumbrances (e.g., allow municipalities to adapt as the needs below-ground infrastructure). of their communities change over time; Other parkland considerations recommended • Collaborating around co-benefits: Public through this ASP include: realm interventions have co-benefits, such • For cash-in-lieu of parkland dedication, the Town as green infrastructure providing ecological should consider dedicating the funding to the services while reducing maintenance development of an open space program for the costs associated with traditional Bronte GO MTSA; wastewater management systems, for example. Departments should collaborate • The Town should prioritize developments that to identify intersections where investment contribute to the enhancement of the public can support shared goals. realm, including active transportation facilities such as sheltered and secure bike parking; and • Empowering the local community: In
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the absence of municipal funds, local • Anticipated type, amount and location of community groups may be able to development or redevelopment subject to a CBC; supplement existing services and take on • Anticipated increase in the need for a specific responsibilities that have in past decades community service (e.g., childcare, affordable been relegated to the municipality (e.g., housing) resulting from new development; through grant programs); and
• Working with developers: Incentives similar • Capital costs associated with increased need for to density bonusing should be considered community services resulting from development; (e.g., expedite development application • Excess capacity that exists in those specific reviews or reduced parking requirements services; for applications that provide additional CS&Fs). • Whether the increased provision of services would also serve existing residents; and 5.2.6 Development Charges Capital grants, subsidies or contributions from The Town should consider a review of the other levels of government or other sources that are Development Charges By-law in light of the new anticipated to support the specific services. Community Benefit Charge legislative framework, implemented under Section 37 of the Planning Act. 5.2.7 Environmental Assessment (EA)
The “all in one” framework for development charges The Town should consult with the Province to see (DCs) and community benefit charges (CBCs) whether a Westgate Road Extension could qualify expand the list of eligible funded services and under the Province’s Transit Project Assessment permit their blended use with CBCs. Services include Process (TPAP). The TPAP is defined in Sections public libraries, long-term care, park development 6 through 17 in Ontario Regulation 231/08. It (excluding parkland acquisition), public health, consists of various steps and requirements. It childcare, recreation, housing services, emergency is a focused impact assessment process that preparedness and by-law enforcement and court includes consultation, assessing potential positive services. and negative impacts, and assessing measures to mitigate negative impacts and documentation. Any With the expanded list of services to DCs, the CBC extension to Westgate Road over the rail corridor represents a flexible tool to fund municipal services would need to comply with Metrolinx requirements that are not otherwise captured, as long as they are for electrification and protect enough space for the applied to high-density residential developments of future addition of tracks. five storeys or greater, with a minimum of 10 units.
Before passing a CBC by-law, the Town must prepare a CBC strategy that includes:
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5.2.8 Urban Design with the Town;
The Town should use the Livable by Design Manual • Enter into agreements with private developers of to inform the integration of key design principles for Metrolinx owned lands to incorporate parking for the MTSA and special design consideration should GO Transit within mixed-use development either be given to the public realm. through below grade or above grade parking. Any above grade parking should be lined with active 5.2.9 Parking Strategy residential or commercial uses;
A parking strategy for Metrolinx owned lands should • Improve passenger pick-up and drop-off; be prepared. Prior to any development the Town and Metrolinx should work together on specific strategies • Assess the need for standalone structured to ensure uninterrupted transit operations/service, parking; and to accommodate safe multi-modal station access • If any public or private parking structure are built in accordance with Metrolinx targets, and to ensure they should be designed with future alternative adequate customer parking is maintained (e.g. uses in mind ensuring they can be re-purposed to through alternative delivery mechanisms) as the other uses if parking needs decrease over time. station area intensifies. 5.2.10 Signage and Wayfinding Strategy As Metrolinx-owned sites develop, Traffic Impact Assessments (TIAs) should be prepared for each Upon adopting the OPA and possible completion of development block demonstrating continued a Community Improvement Plan (s.5.2.11), the Town uninterrupted transit operations, including station should prepare a signage and wayfinding strategy for access. Strategies to reduce reliance on surface the Bronte GO MTSA. parking should include the following: Taking direction from the Active Transportation • Implementing plans to relocate the bus terminal Master Plan and the Livable by Design Manual, the south of the rail corridor as identified in Metrolinx’s purpose of the signage and wayfinding strategy will GO Rail Station Access Plan; be to reduce visual pollution and improve navigation throughout the area. • Work with the Town and the Region to increase local transit service and provide incentives for 5.2.11 Community Improvement Plan users to access the GO station by modes other than private vehicles; The Town should use its Brownfield Community Improvement Plan (CIP) to assist with redevelopment • Coordinate public and private realm improvements and encourage private sector reinvestment in the to increase access to the station by pedestrians MTSA to contribute to the community’s economic, and cyclists; environmental and social health. The Bronte GO • Coordinate a wayfinding and signage strategy MTSA is identified within Priority Area 1 in the Town’s
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Brownfield CIP. • Undertake planning studies and community consultation to determine the boundaries The CIP’s objective is to “stimulate more remediation for the Community Planning Permit By-Law and renovation, expansion, adaptive reuse, and area(s) to identify a comprehensive vision and development/redevelopment on brownfield sites in to outline a local CPPS framework (including the urban area of the Town of Oakville.” amendments to the Official Plan);
Through this CIP, the remediation and redevelopment • Create a clear and comprehensive CPPS of brownfields is supported by the following financial By-law that reflects the MTSA’s vision for the incentive programs: community; and
• Environmental Study Grant Program; • Review development permit applications and issue Community Planning Permits if the • Tax Increment Grant Program; and proposal is deemed to be consistent with CPPS • Tax Assistance Program. By-Law parameters (Community Planning Permits are issued before the issuance of 5.2.12 Community Planning Permit System building permits).
Based on updates to planning legislation and 5.2.13 Coordination with the Region of Halton processes provided through Bill 108 and Bill 189, the and Metrolinx Town may consider the Community Planning Permit System (CPPS) as an alternative implementation The Town of Oakville is proceeding with the tool. The CPPS is a development review system that understanding that Bronte GO will be a Protected consolidates zoning, site plan approval, and minor MTSA, as per the Planning Act, in coordination with variance processes through the enactment of a ongoing discussions with Halton Region and the Community Planning Permit By-Law. The By-Law Regional MCR. This will enable the ability to enact would include minimum and maximum development inclusionary zoning. standards, evaluation criteria to test development The Town should work closely with the Region of proposals, a formula for community benefit Halton and Metrolinx to ensure the implementation contributions, and clearly defined conditions for of recommendations outlined in this ASP, including: approval. Due to limitations on appeal inherent with a CPPS, application would require significant upfront • Public transit: The Town should work with the engagement with the public and major stakeholders. Region of Halton and Metrolinx to expand both GO Transit and Oakville Transit service If the Town chooses to adopt a CPPS, the following and support the redevelopment of Metrolinx implementation measures should be followed: properties in a manner that does not negatively • Develop a framework of planning policies impact transit delivery. that outline the goals, objectives, and general • Affordable housing: The Town should work evaluation criteria of the CPPS; collaboratively with the Region to provide 101 Section 5 - Implementation Bronte GO MTSA: Area Specific Plan
appropriate affordable housing levels within 5.3 Financial Analysis the Bronte GO MTSA. Provided the area’s status as a MTSA within the Growth Plan, the Town A preliminary Financial Impact Study (Appendix F) should use inclusionary zoning as a policy tool was conducted to summarize potential one-time to implement the Region’s affordable housing development charges (DCs) and recurring municipal targets. tax revenue impacts associated with the development of the Bronte GO MTSA. • Density targets: As per the Growth Plan, upper- tier municipalities are required to delineate Total estimated development charge revenues and the MTSA boundary in their Official Plan, and average annual municipal property tax impacts for provide a minimum density. These steps are the Town are included in Table 5-2. required prior to regional approval of local OPAs. Any OPA must also be coordinated with the Region’s municipal comprehensive review process (see Section 2.3). Following the adoption of the OPA, the Town should work with the Region to monitor that development within the MTSA is on track to reach the Growth Plan’s minimum density target of 150 people and jobs by 2051.
5.2.14 Monitoring Program
The Town should prepare a monitoring program to track the implementation of the OPA, and report its implementation progress.
As full build-out is expected to happen over several decades, Town staff should introduce a monitoring program to document progress towards meeting the recommendations of this ASP.
The monitoring program should identify development statistics for residential and employment intensification and the status of the various actions identified in this Plan (such as the Community Improvement Plan and various streetscape projects). Monitoring of market conditions should be incorporated into the monitoring program.
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The results of this analysis are summarized in Table 3, on the following page. Detailed results, by block, are provided in Appendix C. It is important to appreciate, however, that the actual timing of development will be highly variable. As such, results should be considered at a high order-of- magnitude and updated as conditions in the local area and market are better understood. Additionally, as requested by the Town, the following statistics capture the total build out, but projections beyond a 15 – 20 year timeline should be considered high level given the challenges of market uncertainty, and discounting to present dollars. Table 5-2 - Summary of Total Estimated Development Charge and Average Annual Municipal Property Tax ImpactsTable 2 – Summary of Total Estimated Development Charge and Average Annual Municipal Property Tax Impacts Summary of Fiscal (Revenue) Impacts Employment Blocks Average Annual Property Tax (Present$) Commercial Property Tax (Present$) $ 980,000 Total Non-Residential Non-Retail (Office) Development Charges (Present$) Town of Oakville (Present$) $ 14,880,000 Region of Halton (Present$) $ 12,130,000 Education (Present$) $ 2,270,000 Total Development Charge Revenue (Present$): $ 29,270,000 Total Non-Residential Retail Development Charges (Present$) Town of Oakville (Future$) $ 3,790,000 Region of Halton (Future $) $ 10,920,000 Education (Future$) $ 580,000 Total Development Charge Revenue (Present$): $ 15,290,000 Mixed Use Blocks Average Annual Property Tax (Present$) Residential Property Tax (Present$) $ 290,000 Commercial Property Tax (Present$) $ 610,000 Total Residential Development Charges (Present$) Town of Oakville (Present$) $ 12,030,000 Region of Halton (Present$) $ 9,120,000 Education (Present$) $ 4,850,000 Total Development Charge Revenue (Present$): $ 26,010,000 Total Non-Residential Non-Retail (Office) Development Charges (Present$) Town of Oakville (Present$) $ 3,840,000 Region of Halton (Present$) $ 3,130,000 Education (Present$) $ 140,000 Total Development Charge Revenue (Present$): $ 7,110,000 Total Non-Residential Retail Development Charges (Present$) Town of Oakville (Present$) $ 3,790,000 Region of Halton (Present$) $ 10,920,000 Education (Present$) $ 580,000 Total Development Charge Revenue (Present$): $ 15,290,000
Bronte GO Major Transit Station Area – Preliminary Financial Impact Study pg. 11 Town of Oakville, October 2020 NBLC Docket #19-3287
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Table 5-2 (cont’d) - Summary of Total Estimated Development Charge and Average Annual Municipal Property TaxTable Impacts 3 Continued…
All Future Development Blocks Average Annual Property Tax (Present$) Residential Property Tax (Present$) $ 290,000 Commercial Property Tax (Present$) $ 1,590,000 Total Residential Development Charges (Present$) Town of Oakville (Present$) $ 26,910,000 Region of Halton (Present$) $ 21,250,000 Education (Present$) $ 7,120,000 Total Development Charge Revenue (Present$): $ 55,280,000 Total Non-Residential Non-Retail (Office) Development Charges (Present$) Town of Oakville (Present$) $ 7,630,000 Region of Halton (Present$) $ 14,050,000 Education (Present$) $ 720,000 Total Development Charge Revenue (Present$): $ 22,400,000 - Total Non-Residential Retail Development Charges (Present$) Town of Oakville (Present$) $ 3,790,000 Region of Halton (Present$) $ 11,210,000 Education (Present$) $ 1,190,000 Total Development Charge Revenue (Present$): $ 15,290,000 Source: N. Barry Lyon Consultants
5.4 Conclusion
As an ASP for the Bronte GO MTSA, Into the Mix The Preferred Plan in Section 4 was built on best presents guidance to lead the transformation of this practices, evaluations of conditions, sound technical regionally-significant transit hub over the long-term. and policy analysis, public and stakeholder input, and While today the MTSA is dominated by employment consideration of how a range of planning tools can and industrial uses, in the future, it will be a home be applied to implement change. As demonstrated or workplace to thousands of new residents and in Section 5, the Preferred Plan for this new transit- employees who are attracted by the features of a oriented, mixed-use community is realistic, achievable, complete community: a relatable built form and and supports the path to a Livable Oakville. densities, walkable streets and paths, open spaces and amenities, options for getting around, and an attractive public realm.
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Bronte GO Major Transit Station Area – Preliminary Financial Impact Study pg. 12 Town of Oakville, October 2020 NBLC Docket #19-3287 Bronte GO MTSA: Area Specific Plan
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