GTA NHL Arena - Planning Rationale - Site Plan Approval - The GTA Centre - Municipal Capital Facility - "that it is not"

PLANNING RATIONALE

Site Plan aPProval

the Gta Centre

GTA Centre

JULY

201

2

i

July 2012Planning Rationale - Site Plan Approval, The GTA Centre

Job No. 10108TAbLE Of CONTENTs

1.0 INTRODUCTION 1

2.0 PROPOsAL 42.1 History of the Site and Markham Centre 4

3.0 THE POLICY CONTEXT 73.1 Provincial Policy Statement 2005 (PPS) 73.2 Greater Golden Horseshoe Growth Plan 2006 83.3 Region of York Official Plan 83.4 Markham Official Plan 93.5 Official Plan Amendment 21, Markham Centre Secondary

Plan (Central Area Planning District) 103.6 Precinct Plan 123.7 Draft Plan of Subdivision 133.8 Markham Centre Zoning By-law 2004 – 196 13

4.0 TRANsPORTATION AND TRANsIT 154.1 The Road Network 154.2 Transit 154.3 Pedestrian and Cycling Network 164.4 Parking 16

5.0 sERVICING AND INfRAsTRUCTURE 175.1 Sanitary Sewerage 175.2 Water Distribution 175.3 Storm Servicing 17

6.0 PLANNING CONCLUsIONs 18

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LIsT Of fIGUREsFigure 1 Location Map 1Figure 2 Conceptual Plan - Full Build out 2Figure 3 Interim Development Plan 3Figure 4 Precinct Plan 4Figure 5 Draft Plan 5Figure 6 Site Plan 6Figure 7 Official Plan Amendment 21 11Figure 8 Revised Precinct Plan (proposed) 12Figure 9 Existing Zoning 13

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1.0 INTRODUCTION

This Planning Rationale report has been prepared in support of a site plan approval application for the GTA Centre (the Centre), a major sports, entertainment and cultural event facility to be located on the south side of Enterprise Boulevard, north of the Highway 407, and east of the designated mobility hub centred around the Unionville GO station (see figure 1, Location Map). The 20,000 seat Centre will be a world class venue for concerts, cultural celebrations, sporting events, conventions and community uses and will be built on lands which today are owned by Ruland Properties (a subsidiary of The Remington Group, hereafter refered to as “Remington”). Upon completion of the Centre, the lands will be conveyed to the City of Markham as park land, and the facility will be owned by the City and operated as a public, municipal facility.

The Centre lands (the subject lands) which total approximately 2.4 ha, are designated Business Park and Commercial in the Town of Markham Official Plan and Business Park and Community Amenity Area – General in the Markham Centre Secondary Plan. They are zoned MCD1 (Markham Centre Downtown 1). Their development will provide the City with an outstanding opportunity to establish a region-wide sports, cultural and entertainment facility, which will serve as a major attraction and anchor for Markham Centre; will assist in the creation of a successful Urban Growth Centre; and which

Figure 1 Location Map

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will provide strong support for the transit to be established in the Mobility Hub. The Centre, which is the first major project in the easterly half of Downtown Markham (the Centre West Precinct), will serve as a catalyst for new higher density, transit oriented development which will occur over the next ten years

In recognition that communities such as Markham Centre take time to mature, the proposed development plan provides for an interim form of development, and an ultimate form of development. While the facility itself will be constructed to its ultimate form, with all facilities and services, including underground parking, in the interim, uses such as car and bus parking, will be accommodated on lands which have yet to be developed surrounding the Centre. As new, higher density development occurs, these parking areas will become building sites and the parking will be incorporated below grade, or included in integrated parking structures. New public streets will replace private roads and driveways, and new public spaces will be established. figure 2 is a conceptual plan of Downtown Markham in the vicinity of the subject lands at full build out, which illustrates the relationship of the Centre to adjacent buildings. figure 3 illustrates how the interim development will accommodate the parking, transit and access areas on yet-to-be developed blocks.

Figure 2 Conceptual Plan - Full Build out

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Figure 3 Interim Development Plan

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2.0 PROPOsAL

2.1 History of the site and Markham Centre

In 1997 the Ontario Municipal Board approved Amendment 21 to the Official Plan of the Markham Planning Area. This amendment established a new Planning District and adopted and incorporated a Secondary Plan for the Central Area Planning District. The Central Area Planning District is the area generally east of the Ontario Hydro Transmission Line and the Rouge River, north of Highway 407, west of Kennedy Road, and south of Highway 7.

OPA 21 represented the Markham’s vision for a vibrant mixed use Town Centre, within a live/work environment, known as Markham Centre. Markham Centre was envisioned as a major activity centre, and the Secondary Plan policies provide for a mix and range of uses at densities that would be transit supportive and pedestrian friendly. Parks, open spaces, institutional, cultural and recreational uses were all identified as forming important components of the City’s vision for Markham Centre. The Secondary Plan established several Precincts. These are smaller geographic areas which form the basis for studying street, block and lot patterns; built form and massing; street sections; and views. Precinct Plans, which are non-statutory documents, are to be adopted by Council prior to approval of any development within the Precinct.

A Precinct Plan for the Centre West Precinct (where the Centre is to be located) was approved by Council in July 2003 (figure 4). A draft plan of subdivision (see figure 5) was also initially approved for the Remington Lands in July 2003. By-law 2004-196, which implemented the Centre West Precinct Plan, was approved in July 2004. A revised draft plan was subsequently approved in 2007.

Figure 4 Precinct Plan

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Transit has always been key component of the Town’s vision for Markham Centre. However, recently the provision of transit has become a much greater priority for the Province and the Region of York. In 2008 Metrolinx issued “The Big Move”, a Regional Transportation Plan, which identified Markham Centre as an “anchor” mobility hub. The Metrolinx initiative, combined with regional plans for the Viva network, and the 407 Transitway, has resulted in a re-examination of the original road and transit alignments.

While the vision for Markham Centre has not fundamentally changed over the past 14 years, Remington and the City have undertaken a number of detailed design exercises for the Centre West and East Precincts in order to recognize enhancements to the regional transit network and Metrolinx initiatives, and to provide for a more contemporary approach to built form and massing. These have included new plans for the East Precinct (east of the Metrolinx line) and revisions to the road and transit interface with the Centre West Precinct. In 2010 Remington retained Calthorpe Associates to review land uses and densities within the Centre West Precinct. The preliminary findings were presented to the Development Services Committee in May 2010. Subsequently, the Town retained Adamson and Associates to complete a Site Optimization Study for the Markham Centre Mobility Hub/East Precinct Area. This review included an examination of preferred and alternate transit alignments, and identified the need for a finer grid of roads and additional crossings of the GO line. Key amongst the findings was the proposal to create the required crossings by altering the grade of the roads on either side of the tracks to meet above the GO line. The future development of sites in the adjacent development blocks would then be completed

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through the construction of parking structures at the existing grades with the buildings’ main entrances matching the grade of the new streets. The Adamson concept plan and the proposed road/transit alignments were endorsed by Development Services Committee in March 2011 as the basis for preparing the Precinct Plans in the mobility hub area, and were presented to the Markham Centre Advisory in late April 2011. While the Mobility Hub is located east of the GO Line, in the East Precinct, connections to and from the west, through the West Centre Precinct will result in adjustments to the overall lot and block pattern. Terms of reference for a Markham Centre Precinct Plan/Mobility Hub Study are being prepared.

2.2 The site Plan for the Proposal

figure 6 is the proposed site plan for the Centre, which has been prepared by Quadrangle Architects in consultation with the owners, the City, BBB Architects and the supporting consulting team. This Planning Rationale has been prepared to accompany the formal site plan submission which includes more detailed floor plans and elevations.

Figure 6 Site Plan

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3.0 THE POLICY CONTEXT

3.1 Provincial Policy statement 2005 (PPs)

The current Provincial Policy Statement (PPS) issued under the authority of Section 3 of the Planning Act came into effect as of March 1, 2005. All municipal decisions affecting planning matters must now be consistent with the PPS. The PPS puts in place a policy-led planning system, which recognizes and addresses the complex inter-relationships among environmental, economic and social factors in land use planning. Policies in the PPS encourage efficient development patterns which optimize the use of land, resources and public investment in infrastructure and public service facilities.

Section 1.1 Managing and Directing Land Use to Achieve Efficient Development and Land Use Patterns identifies that healthy, liveable and safe communities are sustained by such matters as:

- promoting efficient development and land use patterns which sustain the finan-cial well being of the Province and municipalities over time;

- accommodating an appropriate range and mix of residential, employment (in-cluding industrial, commercial and institutional uses), recreational and open space uses to meet long term needs; and

- ensuring that necessary infrastructure and public service facilities1 are or will be available to meet current and projected needs.

Section 1.6 addresses infrastructure and public service facilities. Planning for these facilities is to be integrated with planning for growth. Section 1.7 sets out policies designed to support long term economic prosperity. These include optimizing the long term availability and use of land, resources, infrastructure and public service facilities; maintaining and enhancing the vitality and viability of downtowns and main streets; and providing for an efficient and cost effective reliable multi-modal transportation system.

The proposed new venue for entertainment and cultural events, optimizes the use of existing and planned infrastructure, in particular the planned mobility hub. The facility will be publicly owned operated and will meet current and projected cultural needs for Markham, and the Region. Viewed in the context of the PPS, it would be considered a necessary public service facility and its approval would be consistent with that policy statement.

1 Land, buildings and structures for the provision of programs and services provided or subsidized by a govern-ment or other body, such as social assistance, recreation, police and fire protection, health and educational programs and cultural services.

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3.2 Greater Golden Horseshoe Growth Plan 2006

The Growth Plan for the Greater Golden Horseshoe (the Growth Plan) came into effect on June 16, 2006. Similar to the PPS, the Growth Plan supports mixed-use intensification within built-up urban areas, particularly in proximity to transit.

The Growth Plan seeks to accommodate population and employment growth by, among other measures, directing a significant portion of new growth to the built-up areas of the community through intensification. In order to accommodate this new growth, Policy 2.2.3(6) requires municipalities to develop an intensification strategy, to be implemented through their official plans and other supporting documents, which identifies intensification areas, recognizes urban growth centres, intensification corridors and major transit station areas, and includes minimum density targets and plans for a range and mix of housing.

Markham Centre is identified as an urban growth centre on Schedule 4, of the Growth Plan. Policy 2.2.4.4 provides that urban growth centres will be planned:

- as focal areas for investment in institutional and region-wide public services, as well as commercial, recreational, cultural and institutional uses;

- to accommodate and support major transit infrastructure; - to serve as high density major employment centres that will attract provincially,

nationally or internationally significant employment uses; and- to accommodate a significant share of population and employment growth.

Policy 2.2.4.5 (b) requires that Markham Centre be planned to achieve by 2031 (or earlier) a minimum gross density of 200 residents and jobs combined.

In our opinion, the development of a major venue for entertainment and cultural events within Markham Centre would support and conform to the policies for urban growth centres in the Growth Plan.

3.3 Region of York Official Plan

The Region of York Official Plan was first approved in 1994. A consolidation of the Plan to 2008 incorporates the amendments which occurred between 1994 and 2008. In December 2009 a new Official Plan (ROPA) was adopted by Regional Council which addressed the requirements of the Growth Plan, and established policies to guide growth and development to 2031. However, the new Official Plan has been referred to the Ontario Municipal Board (OMB) in its entirety. At the present time the OMB is conducting a number of pre-hearing conferences in order to scope the appeals and allow partial approval of the new ROPA. The approved policies, as set out in the 2008 consolidation, are therefore reviewed in the following section. Markham Centre is identified as a Regional Centre, on Map 5, Regional Structure, and is included within the urban area.

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Policies regarding Regional Centres are set out in Section 5.3. These Centres are identified as the Region’s “downtowns”, and are planned to become hubs of business, cultural, government, and social activity. It is recognized that they will mature throughout and beyond the period of the Regional Official Plan (2026), and Section 5.3.3 allows development to occur incrementally over time as land uses evolve and mature. For this reason initial phases are to be planned to include the fuller achievement of a pedestrian friendly and compact form of development. In terms of anticipated uses the policies recognize that Regional Centres are major focal points to urban development and are intended to support a concentration of cultural and government functions as well as employment, residential and live-work uses. Development is to be supported by parks, open space and community facilities which are appropriate for a vibrant and safe urban setting. As Regional Centres are to be the primary and priority locations for public investment, including public buildings, they are to accommodate major regional and area municipal facilities. Regional policies also direct that Secondary Plans be established for Regional Centres and set out a number of matters which should be addressed including:

- the built form and land use promotes public transit ridership through sensitive design, scale, densities, land use mix and location;

- development sites are connected by a fine grain of streets, internal driveway connections and sidewalks to provide direct and safe access to major streets and public transit services;

- the creation of focal points for community activity and civic pride; - provision is made for public gathering places, streetscaping and planting; and - phasing plans be developed to ensure that Regional Centres evolve and inten-

sify beyond the period of the Plan.

3.4 Markham Official Plan

The Markham Official Plan was approved by the Minister of Municipal Affairs in 1993, and has been amended over 150 times since then. In May 2010 Markham initiated an Official Plan review. However, as a new Official Plan has yet to be adopted by Council, the relevant policies set below are those which are currently in effect, and which should be considered as part of the consideration of the site plan.

The lands are designated Business Park and Commercial on Schedule A, Land Use, and are included within the Central District Planning District on Schedule B. They are located within the Urban Service Area (Schedule E). Schedule H (Commercial/Industrial Categories) identifies that lands adjacent to the 407 right-of-way are designated Business Park (corresponding to the Business Park designation on Schedule A) and the balance of the lands are designated Community Amenity Area.

Commercial policies are set out in Section 3.4. A goal of the Official Plan is to plan for a pattern of commercial development that provides for a full range of commercial goods and services at appropriate locations. Transit oriented and pedestrian supportive commercial development is encouraged. An objective of the Plan is

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to provide opportunities for comprehensively planned, mixed use development incorporating complementary and compatible commercial and non-commercial uses. The encouragement of pedestrian oriented, transit supportive development is also encouraged. Five commercial categories are established, one of which is Community Amenity Area.

The planned function of Community Amenity Areas is to provide for a multi-use, multi-purpose centre offering a diverse range of retail, service, community, institutional and recreational uses serving nearby residential and business areas. Permitted uses (subject to the provisions of any implementing Secondary Plan) include retail and service uses, offices, sports, health and fitness and recreational uses, entertainment uses (consistent with the planned function of the designation), institutional uses, including community facilities (compatible with and complementary to the planned function and policies of the designation), restaurants and other similar uses consistent with the planned function and policies of the category of designation. Uses permitted by rezoning include hotels and motels, night clubs and banquet halls. The only prohibited uses are autobody paint and repair, industrial uses, self-storage warehouses and retail uses involving a large amount of outdoor display and storage.

Within Community Amenity Areas the siting, massing and scale of development and landscaping are to contribute to and reinforce the function of the lands as a focal point. Development is to be pedestrian friendly and attractive, safe and easily accessible pedestrian connections are to be provided to all adjacent streets and transit facilities.

3.5 Official Plan Amendment 21, Markham Centre Secondary Plan (Central Area Planning District)

The Markham Centre Secondary Plan was based on the Study Report and Master Plan approved by Markham Council in 1994, and revised (as a result of a number of appeals) to increase flexibility in land use and density, recognizing that the Town Centre would evolve over time and would be guided by a strong community structure and excellence in urban design.

OPA 21 divides Markham Centre into six Planning Districts which are then further divided into Precincts: the subject lands are included within the Centre West District (all lands south of the Rouge River and west of the CN Rail tracks) and Precinct. Detailed plans are to be prepared for each Precinct, which are to address such matters as land use and density distribution, built form, streetscapes, an implementation strategy, traffic and transportation, and phasing, cultural heritage, noise where applicable. As noted, Precinct Plans are to be approved by Council prior to development occurring but are non statutory documents. Modifications to the Precinct Plan may be made without formal amendments either to the Precinct Plan or to the Secondary Plan.

The subject lands are designated Business Park Area (a small area adjacent to Highway 407) and Commercial – Community Amenity Area – General (the balance of the property) in the Secondary Plan as shown on figure 7.

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The Business Park Area designation applies to lands which have employment potential. Development is to occur in accordance with Section 5 of the Official Plan (see above) and the provisions of the Precinct Plans. Lands so designated are to develop with a high concentration of employment and supporting uses and are to be compatible in density and built form with development permitted on adjacent lands. Retail and service uses are encouraged on the ground floor along public street frontages.

The Community Area - General designation permits development in accordance with Section 3.4.6.2 of the Official Plan (see above) but specifically permits medium and high density residential as well as low density residential (subject to the preparation of a Precinct Plan).

The proposed system of Major and Minor Collector roads is shown on Schedule BB. These may be modified based on the required transportation studies and Precinct Plan, and will be implemented through development approvals, development charges and Developers’ Group Agreements, as applicable. With respect to the provision of public transit, Markham is to work with the Province and the Region to develop a system of public transit, and it is recognized that the introduction of transit services will be phased, based on acceptable operational and financial criteria. However, the form of development must be transit supportive, and transit facilities and services must be available to all potential users.

Figure 7 Official Plan Amendment 21

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The Secondary Plan identifies the following studies and plans which must be completed to the satisfaction of the City, prior to the approval of any development applications. These include a Phasing plan, Environmental Drainage Management Study, Master Servicing Study, Archaeological Assessment, Tree Conservation Plan and Precinct Plan. 3.6 Precinct Plan

Figure 4 is the Precinct Plan for the West Centre Precinct. The Precinct Plan was first approved by the Town in July 2003 and modified in March 20062. The 2003 Precinct Plan included the subject lands as part of the Business Park (BP4) - the area south of Enterprise Boulevard, east of the Rouge River Tributary, and west of the railway corridor and north of Highway 407. BP 4 is approximately 9.4 ha in area and is identified as an area where the overall density is in the order of 1.5 times the lot area, and building heights range from 3-4 storeys to 4-8 storeys.

With the identification of a finer grid pattern of streets immediately west of the GO line, opportunities for the placing the Centre in an optimal location for transit, road and pedestrian access are enhanced. While some adjustments to the original Precinct Plan may be necessary in order to accommodate the new facility, the fundamental structure of the Centre West Precinct will not change. figure 8 illustrates the proposed revised Precinct Plan which incorporates the recommended changes to the transportation network, and makes provision for the new 407 transit way as well as the Viva transit stations and alignment.

2 This amendment was to delete a lake which was originally proposed north of Enterprise Boulevard and east of Birchmount Road, to introduce a new central amenity feature, and to reconfigure the retail core.

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3.7 Draft Plan of subdivision

A draft plan of subdivision was initially approved for the Remington lands in July 2003, as shown on Figure 5. The draft plan sets out a public street and open space system, and establishes a series of development blocks for the lands south of the Rouge, between Warden Avenue and the GO tracks. To date development has occurred west of Birchmount Road. The easterly blocks have yet to be registered and the more recent transportation and land use studies propose changes to the road pattern for the lands south of Enterprise Boulevard and east of the Open Space block. These changes have been reflected in both the interim (Figure 3) and the ultimate (Figure 2) plans for the subject lands and surrounding area. However, in the interim situation, as all access will be provided by private driveways there will be no requirement for the dedication of additional public streets.

Figure 3 is a conceptual plan illustrating how the parking, access and transit will function on the private and the public lands.

3.8 Markham Centre Zoning by-law 2004 – 196

The subject lands are zoned MC-D1 Zone (Markham Centre District 1) on A1 to By-lay 2004-196, as shown on figure 9. The maximum net floor area is restricted to 154,200 sq. m, (Schedule A2) and building heights are limited to between 12 m and 31 m (Schedule A3). Schedule A4 establishes required setbacks and Schedule X1 identifies the Holding Zones. The subject lands are included within H1 and H2 as well as being located within an H5 Enterprise Zone.

Figure 9 Existing Zoning

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Permitted uses in the MC-D1 Zone (Table A-1 Use Provisions) include offices, parking areas, parking lots, and municipal parking garages, trade and convention centres, places of entertainment, private clubs, recreational establishments, restaurants (within an office building, hotel, or trade and convention centre), public transit stations and public transit systems. In addition, the By-law permits the use of any land, building or structure by a public authority, provided it generally complies with the standards of the zone in which it is located.

Parking requirements are set out in Section 4.14. Within the MC-D1 Zone uses such as trade and convention centres, restaurants and places of entertainment are required to provide parking at a rate of 1 parking space per 37 sq. m of net floor area. Surface parking is to be limited to 10% of the required spaces.

The H1 Zone provisions require that prior to the lifting of the H, all the necessary studies and agreements have been entered into and the necessary financial guarantees have been provided to the City prior to development proceeding. Site plan approval by Markham is one of the conditions for lifting the H.

The H2 Zone provisions address the restriction of additional parking spaces. The H2 provision may be lifted if Council is satisfied that the appropriate arrangements have been made to meet the Markham Centre Parking Strategy. Other matters which should be addressed include the provision of additional parking in such a way it can serve transit users, appropriate arrangements for the provision of surface parking, prior to the construction of parking garages, and the placement of surface parking areas so as not to impede the development of further buildings in the area. The interim and ultimate plans for the subject lands, clearly address these concerns.

The H5 holding provisions allow Council to lift the H when it is satisfied that there is a long-term public interest to permit development to capture market opportunities, to encourage the early development of residential and non-residential floor space to serve as a catalyst for the development of a downtown core. All appropriate agreements regarding infrastructure and all financial guarantees must be in place prior to the lifting of the H.

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4.0 TRANsPORTATION AND TRANsIT

A detailed Transportation Assessment for the Centre has been prepared by Genivar. The Assessment concludes that the traffic generated from area developments and the Centre can be accommodated on the future road network with some impact before an event (PM peak) and a reduced impact after the event (off peak). The Assessment set out a recommended Traffic Management Plan which provides appropriate mitigation for opening day for the Centre (2014), for 2021 (build out of most of Markham Centre west of Tributary 4) and for 2031 (completion of Markham Centre).

4.1 The Road Network

New road segments, resulting in a road network with improved connectivity will be provided to service the development. Frontage Street will be extended south and east to Birchmount Road, and then easterly to the GO Rail as a two lane road along the south side of the Centre. One block of East Valley Drive will be constructed along the east side of Tributary 4, between Enterprise Boulevard and Frontage Street. Another north south connection (identified as Street A) will be provided between Frontage Street and Enterprise Boulevard along the east side of the Centre. Street A, East Valley Drive and Frontage Street east of East Valley Drive will remain as private driveways until further development occurs, at which time they will be dedicated as public streets. An extension of Markham Live Street from Kennedy Road to the Unionville GO Station will also be required for opening day.

4.2 Transit

York Region Transit (YRT/Viva) currently serves the Markham Centre area with both conventional and bus rapid services. (BRT). The YRT/Viva service is supplemented by contracted TTC service. The BRT (YRT) services run along Enterprise Boulevard. GO Transit serves the eastern half of Markham Centre with a peak hour/peak direction commuter rail service (5 in in the am and the pm peak) stopping at the Unionville GO station. GO also operates a commuter bus service in the 407 Corridor.

For opening day, improvements to all three systems are planned and include the extension of the Highway 7 East Rapidway to Markham Centre, expansions of the TTC Birchmount routes, and improvements to the GO Stouffville Line and train capacities. It is also proposed that special event trains be provided between Union Station and Unionville Station.

Longer term improvements include the Highway 407 Transitway, full service on the GO Stouffville line, the further extension of the Viva Rapidway and the planned mobility hub at the Unionville Station.

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4.3 Pedestrian and Cycling Network

The build out of Markham Centre will result in the implementation of a dense cycling network based on a grid which will have dedicated cycling facilities every 250 – 500m.Facilities include cycle tracks, dedicated bike lands, off road pathways and shared lanes.

An extensive pedestrian system is proposed, with enhanced pedestrian connections between the facility, the proposed parking lots, and the Unionville GO station.

4.4 Parking

Approximately 4,400 parking spaces will be required to serve a major event at the Centre. While there will be a limited amount of VIP parking directly associated with the facility (approximately 130 spaces), the required parking will be provided in three new lots in Markham Centre directly to the east of the facility (Lots B, C and H - 1,950 spaces), and two shared lots (D and E – 1350 spaces). Three lots outside Markham Centre (the Milliken, Mount Joy and Langstaff GO Stations – 950 spaces) are also proposed to be used. In addition there is the potential to establish parking in a lot, south of Highway 407, which would relieve requirements within the Centre itself.

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5.0 sERVICING AND INfRAsTRUCTURE

A Functional Servicing and Stormwater Management Report has been prepared by Masonsong Associates Engineering Limited (Masongsong).

5.1 sanitary sewerage

The Centre is tributary to an existing 300 mm diameter sanitary sewer located on Enterprise Boulevard. It is proposed to connect the sanitary flow from the Centre to the existing sanitary control manhole (MH 6) on the north west limit of the subject lands.

5.2 Water Distribution

The master water distribution system for Markham proposes a 300 mm diameter watermain along future East Valley Drive and a 200 mm diameter watermain along future Street A. Both of these mains would connect to an existing 400 mm watermain located on the south side of Enterprise Boulevard forming an area wide loop. It is proposed to construct a 300 mm diameter watermain along the west and south driveway and a 200 mm diameter watermain along the east driveway. These watermains will be looed with 2 points of connection to the watermain on Enterprise Boulevard. The Centre itself will be served by a 200 mm diameter fire service water line and a 100 mm diameter domestic service line. Existing fire hydrants are located on Enterprise Boulevard.

5.3 storm servicing

The drainage areas for the Centre have been accommodated within the Downtown Markham Subdivision, as described in the Master Servicing Report for Markham Centre West, OPA 21, and it is also part of the existing Enterprise Boulevard drainage system which currently discharges to SWM pond B (temporary) located to the north of Enterprise Boulevard.

Storm drainage from the development will be controlled from the 2 year pre-development level up to the 100 year post runoff conditions in order to maintain the storm flows draining into pond B and to the Tributary 4 channel. The required storage volume and attenuation measures include parking lot, cistern or other underground storage.

The development will also require source level water quality and erosion attenuation controls for a minimum attenuation of the 40 mm storm event for 48 hours. Quality and erosion control will be addressed through such features as green roofs and stormceptors and the specific technology to be used will depend on site specific building and parking layouts.

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6.0 PLANNING CONCLUsIONs

Ruland Properties is seeking site plan approval for the proposed Markham Sports, Entertainment and Cultural Centre. The site plan has been prepared by Quadrangle Architects, working closely with the architects for the proposed facility, BBB Architects, and with all the other members of the consulting team, which includes Genivar (Transportation Assessment), Masongsong (Site Servicing and Grading), NAK Landscape Architects (Landscape Design) and Bousfields Inc. (Urban Planning). The Centre, which will be a world class venue for concerts, cultural celebrations, and sporting events, will act as an important focal point for, and catalyst in, the development of Markham Centre. In terms of its design, range of proposed uses, location and access to transit it is consistent with the PPS and will conform to the Growth Plan, and Region of York Official Plan and the Markham Official Plan. The site plan, accompanied by the proposed parking, transit and access plans as set out in the Traffic Assessment, will comply with the approved zoning by-law (subject to the completion and approval of the necessary supporting studies).

Documents

GTA NHL Arena - Planning Rationale - Site Plan Approval - The GTA Centre - Municipal Capital Facility - "that it is not"