Urban Design Brief...Urban Design Brief 101 Nipissing Road Fernbrook Homes Official Plan Amendment...

Urban Design Brief

101 Nipissing Road

Fernbrook Homes

Town of Milton

Official Plan Amendment

Zoning By-law Amendment

February 2019

Urban Design Brief

101 Nipissing Road

Fernbrook Homes

Official Plan Amendment

Zoning By-law Amendment

Town of Milton

February 2019

Prepared for: Prepared by:

Fernbrook Homes GSP Group Inc.

2220 Highway 7 West, Unit 5 72 Victoria Street South, # 201

Concord, ON L4K 1W7 Kitchener, ON

L8P 1B3 N2G 4Y9

Contents

Background............................................................................... 1

Purpose ...................................................................................... 1

Proposed Development.............................................................. 1

Design Brief Outlines.................................................................. 1

PART 1: Design Vision, Guiding Principles and

Objectives ................................................................ 5

Development Vision.................................................................... 5

Milton Official Plan...................................................................... 6

Mobility Hub Study...................................................................... 9

Tall Building Guidelines............................................................ 11

PART 2: Site and Context Analysis .................................... 14

Site Features ............................................................................ 14

Neighbourhood Context ........................................................... 14

Property and Built Form Context.............................................. 15

Streetscape Context................................................................. 17

Design Feature Context ........................................................... 18

Transportation Context............................................................. 18

PART 3: Design Response and Concept Plan.................17

Site Structure ............................................................................20

Circulation and Movement........................................................21

Parking Areas ...........................................................................21

Loading and Service Areas ......................................................22

Safety and Security...................................................................22

Landscape and Amenity Areas.................................................23

Building Massing and Height ....................................................28

Architectural Design Treatment ................................................34

Shadow Impacts .......................................................................36

Wind Impacts ............................................................................40

Sustainability Features .............................................................40

APPENDIX A – Shadow Impact Assessment Graphics

Urban Design Brief | 101 Nipissing Road 1

GSP Group | February 2019

Background

Purpose

Fernbrook Homes is proposing the redevelopment of its property at

101 Nipissing Road in Milton (the “site”). The site is currently

designated and zoned for mixed-use as part of Milton’s “Urban Growth

Centre” and sits close to the Milton GO Station. Fernbrook is

proposing Amendments to both the Milton Official Plan and Milton

Zoning By-law to reflect the intensity, height, and form of the proposed

redevelopment. The Official Plan Amendment would increase the

maximum permitted height on the site within the existing Central

Business District while the Zoning By-law Amendment would increase

the maximum permitted height, reduce setbacks, and reduce the

minimum required parking standards for the site within the existing

Urban Growth Centre Mixed-Use

The proposed development concept was discussed with the Town and

Region staff at a Pre-Application Consultation meeting on October 2,

2018. An Urban Design Brief was identified as a requirement of a

complete application. Section 2.8.3.2 of the Milton Official Plan

identifies the general purpose of an Urban Design Brief:

An Urban Design Brief of a proposed development shall be

undertaken by the proponent of a development project when

that development is proposed within the Central Business

District or is defined as medium or high density development

such as those envisioned for the Secondary Mixed Use Node

Areas. The Urban Design Brief shall establish the contextual

relationship of the proposed development to adjacent buildings,

streets and areas.

Proposed Development

The proposed development consists of three apartment buildings

ranging in height from 15 to 19 storeys. Building A is a 17-storey tower

with a 6-storey podium along the eastern edge of the site and would

include approximately 228 units. Building B is a 19-storey building

along the northern edge of the property near the railway corridor and

contains 232 residential units. Building C is a 15-storey building

oriented along the frontage of Nipissing Road and contains 217 units.

A total of 854 parking spaces are contained within structured parking

garages. Two levels of underground parking structure underly the

entire site and contain 608 parking spaces. A 2-storey above-grade

parking garage is located at the north end of the site, connecting

Buildings A and B and contains 246 parking spaces. The parking

garages are integrated amongst the three buildings with a single

common access.

Design Brief Outline

This Brief following the structure established by Milton’s Terms of

Reference for Urban Design Brief. Part 1 outlines the design vision

and objectives for the proposed development and how it responds to

the Town’s design policies and guidelines. Part 2 outlines and

assesses the site’s conditions and context as they inform the

proposed design. Part 3 provides a detailed description of the design

direction and considerations for the site and how it fits within the

surrounding context.



Site

Site LocationSource: Town of Milton GIS, emphasis added



Conceptual Site PlanSource: ArchitectureUnfolded



Development RenderingSource: Architecture Unfolded



PART 1: Design Vision, GuidingPrinciples and Objectives

Development Vision

Fernbrook Homes is proposing the overall redevelopment of 101

Nipissing Road for a compact and higher density mixed-use

development within the confines of the Milton GO Mobility Hub. The

following core design objectives reflect the achievement of the above

development vision for the site. These objectives reflect the general

direction of the Milton Official Plan, emerging Mobility Hub Study and

Tall Building Guidelines expressed below. Collectively, the proposed

design strives for:

1. A series of attractive, active and pedestrian-oriented public

streetscapes for both existing bounding public streets and new

internal public streets on the site, achieved through building

positioning, at-grade use and orientation, and supporting

design elements and features.

2. A connected on-site circulation pattern on the site with a new

private roadway lined with walkways providing for a balanced

vehicular and active transportation through the site.

3. A pattern of building massing and orientation that reinforces

the Nipissing Road streetscape through an intimate

relationship between building and street, achieved through

both building positioning close to the street edge and ground

floor use, design and exterior articulation.

4. A podium and tower form of building scale and transitions that

establishes a pedestrian-scaled catalyst for the transition of

Nipissing Road to a transit-supportive urban form.

5. A strategic arrangement of building towers emerging from

base podiums that provide for an attractive and distinct

addition to Milton’s skyline with variety in tower placement,

offsets, and spacing.

6. An emphasis on structured parking, either as underground or

above-garage structures, parking needs through the site.

7. An architectural character that creates a contemporary

approach to the overall development that embraces an

architecture and materiality providing an integrated project

expression moving forward.

8. A landscape scheme that softens and helps define streets and

circulation routes, private open spaces, and buildings with

plantings and features, the latter with opportunities to

incorporate reflections of the site’s industrial past.

9. An encouragement of sustainable development choices and

initiatives, where practical and feasible, further to the broad

achievements through transit-support, urban intensification,

and brownfield re-use, that promote environmental

sustainability within the Milton community.



Milton Official Plan

The Town of Milton Official Plan was originally approved in 1999. It

has been recently updated through including Official Plan Amendment

31 (“OPA 31”) approved in 2010, but which is awaiting final approval

from Halton Region. Although not in full effect, OPA 31 provides the

contemporary direction as to Council’s planning intentions and reflect

changes in Provincial and Regional planning policies. It is relied on in

this Brief, particularly given there are minimal design-related changes

affecting the site between the two documents.

Central Business District

The site is within the Central Business District designation on

Schedule B of OPA 31. The intent of this designation is to “to preserve,

promote and enhance the function of the core area of the Town as the

primary centre for commerce, tourism and civic activity at a

pedestrian-scale”. The designation calls for:

Transit-supportive densities and pedestrian oriented, active

streetscapes and public realm improvements that revitalize and

enhance the character of the Central Business District (Policy

3.5.3.7);

New development that exhibits high quality architectural and

urban design integrated with adjacent, established residential

neighbourhoods through the incorporation of appropriate

transitions to minimize impacts (Policy 3.5.3.7); and

Promotion of active transportation and transit opportunities to

reduce automobile dependency (Policy 3.5.3.11).

Official Plan Amendment 31

Source: Town of Milton Official Plan



Urban Design Policies

Section 2.8 of the Milton Official Plan outlines the general urban

design goals, objectives and policies that inform the design and

development of sites. Section 2.8.1 outlines the Town’s goal for urban

design is to “ensure that any development proposal from the individual

site level, to the community level, is designed to achieve a high

standard and to contribute positively in both form and function to the

built and managed environment of Milton.” Implementing this broader

goal, Sections 2.8.2 and Section 2.8.3 provide an interrelated set of

design objectives and design guidelines, respectively. These are

organized by several themes of relevant policies.

(a) Sustainability (Policies 2.8.2.1, 2.8.2.20, and 2.8.2.23):

Response: The proposed design supports sustainable principles

particularly related to intensification and redevelopment within

existing built-up areas, brownfield re-use, transit-supportive

locations, and compact urban forms that naturally support active

transportation options. Although the proposed design is

preliminary for the purpose of the proposed applications and the

details of building and site design are not fully advanced at this

point, opportunities for incorporating building-related

sustainability measures and standards can be explored at the

time of detailed design.

(b) High Quality Design (Policies 2.8.2.2, 2.8.2.10 and 2.8.2.11 & Guidelines

2.8.3.5, 2.8.3.5, 2.8.3.5, 2.8.3.11 and 2.8.3.18):

Response: The site is organized with buildings in a perimeter

block fashion with parking situated entirely in structured parking

(underground and above-grade) to maximize site usage.

Buildings along the street are massed to provide an intimate

building relationship with Nipissing Road conducive to a

pedestrian-supportive built edge to the street, together with

architectural design of the building base and supporting

landscape treatments.

Complementing this form, the proposed design uses a

contemporary architectural expression as it concerns its podium

and tower form as it concerns clean lines, solid-to-glass

proportions, materiality, and roofline profile. The design

balances the use of pre-cast concrete with ample glazed

windows to ensure a fit with the emerging Nipissing Road

transformation with the Mobility Hub influence area. The

residential street-related ground floor, particularly facing

Nipissing Road, uses a regular rhythm of glazed openings and

solid-to-glass proportions with taller ground floor that lends

prominence to the pedestrian-scaled podium. Facing at-grade

terrace patios for individual units contribute activity along the

streetscape. Rising in the building form, offset tower placement

between the three buildings provides distinction and contributes

to changing perspectives of the development.

(c) Streets and Spaces (Policies 2.8.2.4 and 2.8.2.5 & Guideline 2.8.3.50)

Response: There is no significant existing vegetation on the site

given the developed nature of the site. The conceptual

landscape design provides for a refined planting and surface

treatment scheme that will contribute to a quality streetscape

and on-site spaces. New public sidewalks on the north side of

an expanded Nipissing Road together with a regular rhythm of

new street trees will interface with the site. Moving into the site,

the proposed design incorporates at-grade terrace patios on

building faces lining Nipissing Road with supporting base

landscaping to accent the site. Internally between Buildings B

and C, the central green provides an urban space for passive



recreation use by residents and visitors enclosed by the

surrounding built form. Above grade, large rooftop terraces will

provide for landscaped amenity areas on each of the three

buildings. Species selection for all spaces at the time of detailed

design can ensure seasonal variation, low maintenance, and

visual interest.

(d) Active Transportation

Response: The site is positioned to take advantage of existing

bus routes in the surrounding area within a short walking

distance through proposed on-site walkway and public

sidewalks (existing and planned/proposed). Planned

improvements to the Milton GO Train Station, including a tunnel

under the rail corridor, and those to the surrounding street

network explored to the Mobility Hub Study will further connect

those walking and cycling to the station from the site.

(e) Microclimate (Policy 2.8.2.5 & Guidelines 2.8.3.16, 2.8.3.31, 2.8.3.32, 2.8.3.35,

2.8.3.36 and 2.8.3.38)

Response: The shadow impact assessment and wind impact

study for the proposed design demonstrate that impacts from

the building form are minimal in effect on the use of public

sidewalks, walkways, at-grade and rooftop amenity spaces on

the site. Refinements at the time of detailed design as it related

to wind effects can further mitigate these effects, particularly

concerning recommendations in the study for recessed main

building entrances to protect for wind down-washing effects.

Multiple on-site walkways and crossings are meant to provide

sufficient circulation in all seasons.

(f) Accessibility (Policies 2.8.2.6, 2.8.2.8, and 2.8.2.9 & Guidelines 2.8.3.4)

Response: Detailed design for the site will ensure barrier-free

access for people of all abilities. The site is organized to provide

direct access to building entrances from the public sidewalk

though on-site walkways. Main entrances, outdoor amenity

areas, walkways, and other circulation means will comply with

the Accessibility for Ontarians with Disabilities Act (AODA)

standards.

(g) Public Art (Policies 2.8.2.7, 2.8.2.10, 2.8.2.11 and 2.8.2.15 & Guidelines

2.8.3.45, 2.8.3.48 and 2.8.3.49)

Response: Opportunities for public art on the site have not been

explored at this point in the design process, but the proposed

design has several at-grade landscaped spaces where such

installations could be accommodated.

(h) Integration, Transition and Views (Policies 2.8.2.12, 2.8.2.13 and

2.8.2.14 & Guidelines 2.8.3.9, 2.8.3.39 and 2.8.3.40)

Response: The proposed design recognizes that the

surrounding context along Nipissing Road is expected to evolve

considerably in the near term through redevelopment and

reorganization in keeping with the emerging direction of the

Mobility Hub Study. The proposed form sets a positive basis

informing this evolution. This includes the proposed street-

oriented podium scale and placement, ground floor architectural

rhythm and transparency, grade-related plantings and

landscape treatments, and varied tower placement and

arrangement provide. The architectural expression of

articulation, vertical and horizontal lines, and masonry and glass

emphasis provide a contemporary addition to the surrounding

context as backdrop to the Central Business District. The site

does not have a meaningful interface with any important views



of landmarks or natural features, but the proposed form does

provide a contextual addition to the Milton skyline.

(i) Safety and Security (Policy 2.8.2.21)

Response: The proposed design incorporates contemplates the

following measures regarding the four CPTED principles. For

Access Control: the proposed design uses measures for

decreasing security risks, including limiting the number of

access points, clearly delineating public and private space, and

plantings to delineate desired paths of travel; and locks/fob

access controls to common areas within the building. For

Natural Surveillance, the proposed design promotes casual

surveillance of spaces and circulation routes on the site through

glazing of the building façades, clear sight lines across exterior

common areas, and appropriate illumination levels throughout

the site. For Territorial Reinforcement, the proposed design

uses design measures that contribute to a sense of ownership,

such as border plantings to delineate private from public space,

distinct pavement treatments, signage and lighting. For

Maintenance, the site is expected to be managed and

maintained by a management company, responsible for regular

maintenance and upkeep of the indoor and outdoor features of

the property, including landscape maintenance, garbage

control, and general maintenance.

Mobility Hub Study

Milton’s “Major Transit Station Area (MTSA”) is the area within the

Town’s Urban Growth Centre that is meant as a strategic location for

transit-supportive and active transportation-supportive intensification

and redevelopment. The Town initiated the Mobility Hub Study for the

MTSA in 2018 that ultimately will provide a land use vision and design

framework for intensification and redevelopment that will inform the

Town’s Official Plan Review and the preparation of a station-specific

Secondary Plan. The Mobility Hub Study is still a work in progress with

an expected completion date of mid-2019, but at this point it illustrates

an emerging design framework for the station area that informs the

subject site’s design.

The land use and design framework was presented at a December

2018 open house to provide the basis for further, more detailed plans

and conceptualization in the later phases of the Study. Six key

principles sit at the foundation of the transportation vision of the Study:

Integrate transportation and land use;

Connect the GO train station with local transit, walking and

cycling facilities;

Support local transit through transit priority measures;

Enhance walking and cycling facilities to improve the

attractiveness of these travel modes;

Improve connectivity to the rest of Milton; and

Create a foundation for balanced investment in transportation.

The preliminary urban design strategy forming part of the land use and

design framework includes the following four layers:



1. The “Linkages and Connections” layers identifies ways to

increase transportation choices within the area for walking and

cycling connections to the GO Station. This includes efforts of

smaller urban blocks, new streets, additional movement

connections, and shorter buildings lengths.

2. The “Public Realm” layer identifies a series of high quality

parks, open spaces, plazas and streets that contribute to

greening and community vitality. Key public realm “moves”

relevant to the site include potential new parks and plazas on

large development sites, mid-block connections and “green

fingers” within the rail setbacks and in between new

development to provide cycle and walking connections, and

streetscape improvements.

3. The “Built Form” layer encourages buildings, streets and

public spaces designed together to create a compact transit

supportive neighbourhood with a mix of uses and an animated

and vibrant public realm. Relevant strategies include a variety

of building types, buildings located close to the streets,

transitions in height and scale, and building design allowing

flexibility of use. The two urban design alternatives for the

Study both show the site as a site for tall buildings (8+ storeys).

4. The “Mix of Use” layer strives for a complete community that

meets people’s needs for daily living, including jobs, shopping

and recreation. Relevant targeted opportunities include

animating the streets and public open spaces with active

frontages and encouraging a mix of uses including residential

and non-residential uses within individual buildings.

Mobility Hub Conceptual Built Form Alternatives

Source: Town of Milton Official Plan



Tall Building Guidelines

Milton’s Tall Building Guidelines were endorsed by Council in May

2018 to assist with providing a clear design direction for tall buildings

further to the Official Plan policies. They are meant to be considered

and used during the design review for tall buildings. The guidelines

recognize that not all the design principles will apply equally in all

circumstances and that a site’s specific context informs the guidelines’

application and evaluation. The Tall Building Guidelines are organized

with the following four themes.

A. Podium Design

The podium (or building base) is the primary interface between the tall

building and the surrounding streets and public spaces. It therefore

has the greatest impact on how pedestrians interact with the building

and how the building fits within the street level environment.

Response:

Proportional Scale: the 6-storey podium height of Building A and

Building C along Nipissing Road provides a pedestrian-scaled

height-to-street ratio (2.25 to 3) in keeping with the guideline

minimum. The 2.5 metre setback space from the post-widened

right-of-way provides transition space with plantings to at-grade

residential units.

Transparency: the preliminary building elevations demonstrate

a significant proportion of glazed windows, recognizing the

residential nature of the building at grade. The building design

has 4.5 metre ground floor heights with setback space from

Nipissing Road composed of at-grade terrace patios and

supporting plantings to provides transition to the new public

sidewalk, rather than raised entrances.

Emphasized Entrances: entrances to the new public sidewalk

are provide connections to the new public sidewalk on Nipissing

Road depending on the building. Building A has lobby entrance

on the southwest corner of building, with lobby wrapping to the

public street frontage, with an on-site walkway leading directly

to new public sidewalk. Building B has the lobby entrance on the

southwest corner of building, with lobby wrapping to the public

street frontage, with an on-site walkway leading directly to new

public sidewalk. Building C has a pass-through lobby entrance

with a direct walkway to new public sidewalk. The pedestrian

wind impact study recommends recession of the building

entrances into the building to minimize wind down washing on

the entrances.

Podium Rooftop: common and/or private rooftop terraces are

proposed on each of the three buildings to provide a range of

amenity functions. Detailed design of these spaces have not be

undertaken, so environmental innovations are not known.

Heritage Reflection: there are not heritage buildings on Nipissing

Road surrounding the site.

B. Tower Design

The tower (middle or shaft) is the most visually substantial and

physically impactful component of a tall building. It will likely be a

prominent and defining feature in the urban landscape. Particular

attention will be given to tower design, modelling, and materials to

create a unique, identifiable and interesting skyline.

Response:

Slender Forms: the proposed design uses slenderer tower

footprints and strategic offsets and spacing for all three



buildings. All three towers have footprints of 750 square metres

for their entire tower’s portion, in keeping with desire of the

guidelines (both area and vertical dimension). The spacing

between the towers ranges between 25 and 48 metres, also

meeting the desired minimum of the guidelines. The resulting

shadow analysis satisfies shadow impact criteria, as outlined in

Part 3 of this Brief.

Tower Orientation: the site does not have a meaningful interface

with any important views of landmarks or natural features, other

than being a contextual addition to the skyline. The design uses

orientation uses a balance of north-south orientation (Building

A) and east-west orientation (Buildings B and C). The resulting

shadow analysis satisfies shadow impact criteria, as outlined in

Part 3 of this Brief.

Transitions: currently low-rise non-residential in nature, the

surrounding context is expected to transition over time as part of

the development of MTSA. The preliminary concepts of the

Mobility Hub Study contemplate the abutting properties to east

as mid-rise (5-8 storeys) or high-rise (9+ storeys).

Tower Cladding: the proposed architectural treatment uses a

composition of solid pre-cast materials and stretches of

transparent for contemporary expression through the tower, the

former used in horizontal lines to reinforce the podium emphasis

and vertical lines extending into the tower. Complementary

materials for accent include spandrel glazing panels and metal

railings.

Multiple Tower Offsets: the three buildings are arranged with

staggered tower heights including a significant variation of 4

storeys between shortest (15 storeys) and tallest (19 storeys)

buildings in keeping with the intent for roofline variety within the

guidelines, [progressing from the street frontage thee rail line.

Tower Step-backs: each tower steps back subtlety from the front

face of the podium containing the main building entrances, either

1.5 metres (Building A) or 2.5 metres (Buildings B and C), to

distinguish the pedestrian-scale podium. From the podium ends

though they step back substantially ranging between 4.5 metres

and 30 metres, depending on the building and intended offset.

C. Building Top Design

The top of the building terminates the tower and adds visual interest

to the skyline. A unique design assists with wayfinding and orientation

in the urban environment.

Response:

Articulation: the building’s upper most floors are treated in

consistent architectural manner to that of the tower middle. For

the rooftop, the design uses a simple, contemporary roofline

profile consisting of a combination of solid concrete cladding

around the mechanical penthouse together with accent glazing

panels and vertical lines.

Mechanical Equipment: rooftop mechanical equipment is

incorporated with an enclosed mechanical penthouse that

carries the same material and form treatment as the uppermost

residential floor.

Sustainability: renewable energy technologies on the rooftop

are not incorporated.



D. Public and Private Open Space

Public and private open space includes the municipal sidewalk and

boulevards within the right of way, publicly accessible open space

such as plazas and parkettes, parking and servicing areas and private

open amenity space. These should be seamlessly integrated to

maximize pedestrian permeability and accessibility.

Response:

Publicly accessible private open spaces: publicly accessible

private open spaces are not proposed for the development.

Modest public art installations could be accommodated in

strategic locations along the site’s Nipissing Road frontage.

Mid-block connections: public mid-block connections are not

warranted given the nature and context of the site abutting the

rail corridor and its interface with abutting properties to the east

and west.

Parking and Service Areas: parking is contained entirely in

underground or above-grade parking levels, accessed from the

internal site roadway. Garbage collection and storage functions

are accessed internally on the site, largely screened from street

view by building placement.



PART 2: Site and Context Analysis

Site Features

The site contains a vacant 1-storey industrial building that was

formerly the Town’s operations and works facility, used for used for

salt storage, vehicle repair, maintenance, and fueling. It was declared

surplus by the Town in 2015. Vegetation on the site is generally three

deciduous trees on the Nipissing Road side of the building. The

remainder of the site is paved or occupied by buildings. The site is

relatively flat with a municipal stormwater drain across the frontage of

the property. Site access is provided by two entrances to Nipissing

Road. View of site looking from Nipissing Road



Neighbourhood Context

The site is situated within a broader mixed industrial and commercial

district within Milton. The immediate Nipissing Road context is

composed of commercial and light industrial uses. To the north of the

railway corridor sits Main Street with a variety of commercial uses and

including multiple residential buildings. The Milton Mall sits to the west

of the site with a range of commercial uses. Low-rise neighborhoods

sit to the north and south of this commercial and industrial district.

In the broader community context, the site is well-served by numerous

community facilities and amenities within a 15 minute walk radius

(1,200 metres). The E.C. Drury High School is southwest of the site,

while a Halton Regional Police Service station is southwest of the site

on Childs Drive. The Sam Sheratt Public School is further south of the

site along Laurier Avenue and includes Sam Sherratt Park. The Milton

Christian School and JM Denyes Public School are to the west, as well

as Centennial Park. The EW Foster Public School is southeast of the

Site, along with Laurier Park and Main Street is north of the Site on

the other side of the Metrolinx rail corridor. Several institutional uses

are along Main Street, including the Milton Memorial Arena,

FirstOntario Arts Centre, Milton Leisure Centre, and the Bishop P.F.

Reding Catholic Secondary School, Chris Hadfield Public School, and

St. Peter Catholic Elementary School.

Neighbourhood ContextBase Source: Google Earth



Surrounding Amenities and FacilitiesBase Source: Google Earth



Property and Built Form Context

Nipissing Road contains an irregular assortment of different sizes and

configurations of properties. Properties on the south side are generally

shallower and wider while those on the north side are deeper and

narrower, recognizing the north side has several large, irregular

shaped parcels. Nipissing Road is a continuous street with no existing

cross-streets between Childs Drive and Thompson Road. It has a

pronounced bend in the street mid-street,

which creates the irregular shaped parcels

on the north side of the street closer to

Thompson Road.

The built form context along Nipissing Road

is characteristic of a mixed light industrial

district. There is little in the way of a

consistent built form pattern along the

streetscape. One-storey industrial and

service commercial buildings with front yard

parking areas are the norm.

Property Context

Source: Milton MobilityHub Study (emphasisand notes added)



Streetscape Context

The Nipissing Road corridor is generally an “unimproved” street along

its length. Generally, there are no public sidewalks or curbs on either

side in the subject portion. There are hydro poles on the south side

facing the site. Curb-side ditches in certain locations are common.

There is no pattern of street trees within the public realm and the

private property planting interface with the public right-of-way is varied

and undefined.

View of Nipissing Road corridor looking

east (site to left)



Transportation Context

The site is connected to major road corridors of Ontario Street and

Thompson Road by way of Nipissing Road and Childs Road. It is close

multiple local transit stops, approximately 200 metres from the Milton

Bus Route 5 (Yates) stop at the intersection of Childs Drive / Nipissing

Road, and approximately 500 metres from Bus Routes 7 (Harrison)

and 9 (Ontario South) at the Ontario Street / Pine Street / Milton Mall

entrance. The Milton GO station is

northwest of the Site, accessed by

Main Street, providing rail and bus

services and is serviced by a large

surface parking lot. Significant

improvements are planned for the

station, including the expanded bus

bays, the addition of over 800

parking spots, a new rail platform and

station building, and a new

pedestrian tunnel to connect the new

south parking lot to the existing north

parking lot. New pedestrian paths will

connect to Nipissing Road, Main

Street East, and Drew Centre and

additional bike storage will be

included.

Surrounding Transportation

ConnectionsBase Source: Google Earth



PART 3: Design Response and ConceptPlan

Site Structure

The site is organized in a perimeter fashion with buildings principally

focused along the Nipissing Road frontage, as well as lining the

railways and eastern property line. The design intent is to maximize

the use of the site recognizing intensification interests and full

structured parking to satisfy all parking needs for residents and

visitors. The perimeter fashion in turn internalizes site functional

areas, including loading, garbage collections, parking garage access,

and drop-off facilities as outlined below.

Buildings A and C are massed to provide an intimate building

relationship with Nipissing Road conducive to a pedestrian-supportive

built edge to the street, together with architectural design of the

building base and supporting landscape treatments. Buildings A and

B are massed with a 2-storey parking garage lining the northern

property line, capitalizing on this otherwise limited use space given rail

corridor proximity considerations. The 6-storey building podiums

containing living space begin further away from the rail corridor with

significant setbacks.

Rising from the podiums, the tower portions of Buildings A, B and C

are purposely offset from each other, both east-west and north-south

through the site to minimize tower overlap and potential overlook

concerns while providing changing views and perspectives of the

broader development as viewed from on and off the site.

B

C

A

Site Design OrganizationBase Source: Architecture Unfolded(emphasis added)



Circulation and Movement

Vehicular

A single driveway provides access to the site from Nipissing Road,

situated between Building A and Building C. The driveway and turn-

around between Buildings B and C internalize the vehicular functions

on the site, as outlined below.

Pedestrian

Given the site’s abutting context, Nipissing Road will be the key

pedestrian route connecting to surrounding amenities, services and

public spaces. New public sidewalks on the north side of Nipissing

Road will provide pedestrian connections to the site. On-site walkways

circulate through the site along both sides of the entrance driveway

and turn-around, with defined surface crosswalk over a driveway

between Buildings B and C and Building A. The Building C entrances

are situated on the south and north elevations, continuing a lobby

pass-through lobby, with a walkway providing direct access to the new

public sidewalk along Nipissing Road. Building A and B entrances are

situated on the southwest and south elevations of the buildings, with

the Building A lobby wrapping the corner around to the Nipissing Road

building face. These entrances connect to the new public sidewalk

through the above on-site walkways.

TransitConnections to public transit will be provided through new public

sidewalks along Nipissing Road. This includes connections to existing

bus routes at Child Drive / Nipissing Road (200 metres) and the

Ontario Street / Pine Street / Milton Mall entrance (500 metres). As

well these sidewalks provide connectivity to future improvements to

the Milton GO Station, including the intended pedestrian tunnel and

new pedestrian paths crossing the rail corridor and connecting to

Nipissing Road.

Vehicular

Pedestrian

Ground Level CirculationBase Source: Architecture Unfolded

(emphasis added)



Parking Areas

Car Parking

Parking on the site will be contained entirely within an integrated

parking garage shared between the three buildings. In total, 854

parking spaces are provided on the site for residents and visitors. Two

levels of underground parking with 608 parking spaces span the

entirety of the site underneath all three buildings. Two levels of above-

grade structured parking with 246 parking spaces runs runs along the

north sides of Buildings A and B abutting the rail corridor and are

partially integrated within the buildings’ ground and second floor plans.

A single garage access from the site driveway between Building A and

Building B provides access to the underground and above-grade

parking levels.

Bicycle Parking

The proposed design incorporates 200 bicycle spaces. The specific

location of the spaces have not been confirmed at this time, but they

would be expected through a combination of secure indoor spaces

and outdoor spaces in prominent locations for visitor use.

Loading and Service Areas

Loading and service spaces on the site are distributed to meet loading,

service, and moving needs for the buildings. Three loading areas are

provided in front of each of three buildings accessed from the access

driveway. These locations are situated close to internal moving room

within the respective buildings. As well, a covered loading area is

within the southeast corner of Building B.

Safety and Security

The proposed design incorporates contemplates the following

measures regarding the four CPTED principles. For Access Control:

the proposed design uses measures for decreasing security risks,

including limiting the number of access points, clearly delineating

public and private space, and plantings to delineate desired paths of

travel; and locks/fob access controls to common areas within the

building. For Natural Surveillance, the proposed design promotes

casual surveillance of spaces and circulation routes on the site

through glazing of the building façades, clear sight lines across

exterior common areas, and appropriate illumination levels throughout

the site. For Territorial Reinforcement, the proposed design uses

design measures that contribute to a sense of ownership, such as

border plantings to delineate private from public space, distinct

pavement treatments, signage and lighting. For Maintenance, the site

is expected to be managed and maintained by a management

company, responsible for regular maintenance and upkeep of the

indoor and outdoor features of the property, including landscape

maintenance, garbage control, and general maintenance.



Landscape and Amenity Areas

Streetscape

The Nipissing Rad right-of-way would be widened through this

development with a taking of 3 metres along the length of the site’s

Nipissing Road frontage. A new public sidewalk is delineated along

the edge of the original right-of-way, separated by the roadway by a

varying width boulevard strip. The 3 metre widening is proposed for a

regular planting of street trees lining the site’s frontage abutting the

new public sidewalk. Moving into the post-widened site, the 2.5 metre

wide space created by the setbacks of the Building A and Building C

is designed with individual unit terrace patios at-grade that provide an

active interface with the streetscape and that are supported by

surrounding planting beds that provide softscaped accents to the

building edge and streetscape.Nipissing Road Streetscape Concept

Source: Landscape Planning



Conceptual Ground Level Landscape PlanSource: Landscape Planning



Central Green

Inwards on the site from the public streetscape, a central open green

framed by Building B and C internal to the site, and to the west of the

turn-around access, will provide a common courtyard for the

development and residents. It is designed as an open space with a

uninterrupted lawn for flexibility of recreation use and is lined with

planted beds and smaller deciduous trees to edge and enclose the

space. The open lawn is lined with walkways and seating installations

to provide access and sitting opportunities.

Edge Plantings

The most visible edges of the site from the public streetscape

perspective are planted with a concentrated pattern of deciduous and

coniferous trees and plantings for purposes of screening between the

building and site edges. This treatment extends two-thirds into the

depth of the site from Nipissing Road, recognizing the two-storey

above grade parking structure nearest the railway corridor extends

close to the property line on the west, north, and east sides of the site

(at most up to 1.6 metres from property line).

BUILDING B

BUILDING C



Amenity Areas

The design incorporates several indoor and outdoor amenity areas,

both common and private, within or atop the buildings. This includes:

A common rooftop terrace atop the length of the two-storey above-

grade parking garage on the site’s north side. This large terrace is

conceptually designed with a blended, flowing series of exercise,

play, cooking and lounging spaces for residents to provide a multi-

functional and multi-interest space.

Rooftop terraces atop the 7-storey podiums for each of the three

buildings, varying in size, position and configuration depending on

the respective tower placement. Although these spaces are not

conceptually designed at this point, they are expected to provide a

similar multi-functional space to that of the garage rooftop, although

to a smaller scale and extent.

Common amenity rooms on the 7th floors of Building A and Building

B leading into the common rooftop terrace atop the two-storey

above-grade parking garage.

Common amenity rooms on the 7th floor of Building C leading to the

podium rooftop. The rooftop terraces of Building A and B are

intended to be private terraces with delineation between units to be

determined at a later date.

Individual unit balconies for the remainder of units within the

podium and tower portions of each of the buildings (or private

terrace patios for most units at-grade).



Conceptual Rooftop Podium Landscape PlanSource: Landscape Planning



Building Massing and Height

Podium Form

The building podiums are massed to maximize the built edge along

the Nipissing Road frontage. Over 75% of the site’s frontage is

occupied by the Building A and C podiums which are set back 2.5

metres from post-widened property line. The north side of the 2-storey

above-grade parking garage extending from Building A and C lines the

property line shared with the rail corridor as a “crash wall” per railway

specifications. This proximity to the property line extends around the

east and west sides of the site, with a setback of 0.7 metres on the

east side 1.6 metres on the west side. The non-garage portions of

Buildings A and B as well as Building C are positioned with more

generous setbacks to the side property lines between 5.5 and 6.4

metres to provide for landscaped plantings to the screen the site

edges. The podiums of each building are consistent at 6 storeys (19.5

metres) throughout the development. Ground floor floor-to-ceiling

heights are 4.5 metres to emphasize the pedestrian level and

functionality of common areas.

Building Storeys

Height

Top of

podiumTop floor

Mechanical

penthouse

A 15 19.5 m 52.8 m 58.15 m

B 19 19.5 m 46.8 m 58.8 m

C 17 19.5 m 58.8 m 64.15 m



Ground Floor

Functional PlanSource: ArchitectureUnfolded (emphasisadded)

Residential

Common Space

Parking Garage



Nipissing Road(Post-widened ROW @ 26 metres)

Building C Building B

45O

Nipissing Road

RelationshipSource: ArchitectureUnfolded (emphasis added)



Tower Form

The building towers are massed to recede from the building podiums

to provide a distinction between these two vertical building

components and provide offsets and spacing between the towers. All

three towers step back subtlety from the front face of the three

buildings containing the main building entrances, between 1.5. metres

(Building A) and 2.5 metres (Buildings B and C), to distinguish the

pedestrian-scale podium. From the podium ends though the towers

step back substantially in a varied pattern to establish a series of offset

towers, ranging between 4.5 metres and 30 metres depending on the

building and intended offset. The resulting overlap between towers is

minimized to reduce overlook and privacy impacts with resulting

overlaps minimized to a third of the respective building lengths.

Together with the tower massing, the three buildings are arranged with

staggered tower heights to provide a varied roofline for the

development and progression in heights from Nipissing Road to the

rail line to the rear. Building A is 15 storeys in height positioned along

Nipissing Road as a street transition, Building B is 19 storeys to the

rear of the site along the rail corridor, and Building C is 17 storeys as

an intermediary between the two. Small portions of the upper storeys

of Building A and Building C do encroach into a 45 degree angular

plane of the far side of the Nipissing Road right-of-way (26 metres);

however, the extent of the encroachment is minimized through the

arrangement of narrower face of taller Building A and the longer face

of a shorter Building C as well as base setbacks and upper storey

step-backs. The impact of this encroachment would be imperceptible

and the resulting shadow impacts on the streetscape do not create

unacceptable impacts.

19

storeys

15

storeys

17

storeys



Tower SpacingSource: ArchitectureUnfolded (emphasis andnotes added)



B

C

A

12.2 m

overlap

10.4 m

overlap

33.9 m length

33.8 m length

33.2

mle

ng

th

Tower Overlap

RelationshipSource: ArchitectureUnfolded (emphasis andnotes added)



Architectural Design Treatment

Podium Treatment

Given the immediate context of the Nipissing Road district offers little

in terms design cues for the future evolution of the area, a

contemporary expression was preferred. The podium base for all three

buildings draws on draws on design features of quality mid-rise forms

to tastefully integrate character-defining elements into the district to

achieve urban and contemporary aesthetic for the development. The

streetwall of the development along Nipissing Road is established by

the desired 6-storey scale positioned intimately to the new sidewalk

edge.

Complementing this streetwall form, the podium design expressively

uses clean lines, suitable solid-to-glass proportions and subtly

variations in material colours and textures. On the taller ground floor,

coloured, buff pre-cast concrete provides a regular vertical rhythm and

division with transparent windows in between. Taken together, this

lends prominence to the pedestrian-scaled ground floor. Rising in the

upper floors of the podium, horizontal and vertical lines of white pre-

cast concrete binds and accents different sections of the podium walls,

including a horizontal cornice line that distinguishes the podium to

tower. Glass composes the remainder of the podium cladding with

metal and glass railings for balconies.

Entrances to the new public sidewalk provide connections to the new

public sidewalk on Nipissing Road depending on the particular

building. Building A has a lobby entrance on the southwest corner of

building, with lobby wrapping to the public street frontage, with an on-

site walkway leading directly to new public sidewalk. Building B has

the lobby entrance on the southwest corner of building, with lobby

wrapping to the public street frontage, with an on-site walkway leading

directly to new public sidewalk. Building C has a pass-through lobby

entrance with a direct walkway to new public sidewalk. Detailed

design can consider further architectural elements including recessed

entrance and canopies to further provide visual accent to the

entrances and provide weather and wind protection.

Tower Treatment

The building towers rise from their podiums with a similar architectural

character and expression, in the interests of unifying the building

image. A single white pre-cast projecting extension rises on the

tower’s face as a vertical extension of the ground floor entrances,

providing a subtle prominent feature on the tower elevation. Longer

continuous runs of balconies bounded by the same glass and metal

railings line most of the tower elevation, without the punctuation of pre-

cast as experienced on the podium. Transparent windows compose

most of the remainder of the tower cladding which, taken together with

the limited pre-cast use and glazed balconies provides a lighter, airy

feel the tower mass. A combination of lighter grey window mullions,

pre-cast cladding and the white pre-cast vertical lines together provide

a refined contemporary finish to the building top.



Building Elevations – South Facing Nipissing RoadSource: Architecture Unfolded

Building C Building A

Building B



Building CBuilding B

Building A

Building Elevations – WestSource: Architecture Unfolded

Garage



Building CBuilding A

Building B

Crash Wall

Building Elevations – NorthSource: Architecture Unfolded



Building B

Building A

Building C

Building Elevations – EastSource: Architecture Unfolded



Shadow Impacts

The extent and impact of shadows cast by the proposed building forms

were assessed using the Town of Oakville’s shadow impact method

and criteria, per the direction of Town of Milton staff. Oakville’s method

requires impact analysis on the 21st of April, June, September, and

December in hourly intervals starting 1.5 hours after sunrise and

ending 1.5 hours before sunset. Oakville’s criteria for assessment

concern impacts on amenity areas, public spaces, and building solar

opportunities, as outlined below. The criteria and assessment for the

proposed development is provided below.

Residential amenity areas:

Criteria: The shadow impact analysis must demonstrate that adequate

sunlight is available for residential amenity spaces to maximize their

use during spring, summer and fall afternoons and evenings. Shadow

impacts from proposed development should not exceed two

consecutive hourly test times after 12:00pm on April 21, June 21 and

September 21 (or where the adjacent site is undeveloped, on at least

60% of that site).

Findings: On April 21 and September 21, there are no shadows cast

by the proposed development onto existing residential amenity spaces

between the 12:00PM and 5:00PM time periods; shadows on such

areas are limited to the single 6:00PM time period for certain dwellings

at 561 Childs Drive and 661 Childs Drive. On June 21, there are no

shadows cast onto existing residential amenity spaces after 12:00PM.

Public Spaces

Criteria: the shadow impact analysis must demonstrate that public

sidewalks, public plazas, public parks, and school yards receive at

least 5 hours of continuous sunlight per day on April 21, June 21 and

September 21.

Findings: There are no shadows cast by the proposed development

on public plazas, public parks or school yards at any time on April 21,

June 21 and September 21. On April 21, June 21, and September 21,

new public sidewalks along Nipissing Road would receive at least 8

time periods of continuous sunlight on future (between 8:00AM

through 4:00PM) with the proposed buildings.

Building Solar Opportunities

Criteria: the shadow impact analysis must demonstrate that proposed

development allows adequate sunlight on building faces and roofs for

the possibility of using solar energy. Shadow impacts from proposed

development should not exceed two consecutive hourly test times on

December 21.

Findings: The property immediately to the east of the site (131-149

Nipissing Road) has three consecutive time periods (1:00PM to

3:00PM) where portions of the existing building is shadowed by the

proposed buildings. The shadow coverage increases from 1:00PM to

3:00PM, with only small portion shadowed at the former and generally

the entirety at the latter. There are no existing rooftop solar facilities

on this property. The remainder of the affected properties have

impacts of two consecutive times or less.



Wind Impacts

The Preliminary Pedestrian Level Wind Study prepared by Theakston

Environmental assessed the impacts of the proposed development

form on wind conditions on and around the development. The Study

concludes that pedestrian comfort conditions are considered

acceptable, and areas of windier conditions remained within

acceptability criteria through incorporated design measures including

parapet walls, overhangs, balconies, landscaping, plantings, and

screen walls. The Study notes two additional wind mitigation

considerations for more detailed design. Additional mitigation in the

form of large caliper plantings, raised planters, screen walls, porous

fencing, or other measures, may be required if it is desired to extend

the usefulness of the outdoor activity areas further into the shoulder

seasons. Also, the building entrances are for the most part flush with

the façades, but recessed entrances would further mitigate wind

deflection acting on the entrances.

Sustainability Features

Site Location

The proposed development incorporates elements of sustainability

naturally owing to its location. The proposed development represents

a compact and efficient mixed-use building form as part of an

emerging broader mixed-use community surrounding the Milton GO

Station with a mix of residential, commercial, employment, and

recreation uses. Car-free living opportunities are supported given the

proximity to the station as well as local transit routes in the immediately

surrounding area. There is a connected system of sidewalks

surrounding the site that support active transportation options for

residents and visitors, recognizing further improvements along

Nipissing Road and the vicinity to further this network.

Building orientation

The buildings are positioned with significant amounts of southerly

exposure to allow for passive solar gain, with generous amounts of

transparent glazing to accommodate gain.

Garbage/Recycling

Internal garbage areas within the buildings will include a system of

collection and sorting for garbage, recyclables, and organic waste.

Furthermore, opportunities for waste management at the time of

construction planning will be considered and optimized wherever

possible.

Materials

Local manufacturers or suppliers for durable construction materials,

particularly renewable materials and recycled materials, and those

that eliminate or minimize effects on indoor air quality through

emissions (low VOC-emitting materials) will be explored and used

where possible and feasible.

Indoor water conservation measures

Indoor water design measures will satisfy the Ontario Building Code

in terms of water efficiency and the use of water efficient fixtures for

the building, such as low-flush and/or dual-flush toilets.

Outdoor water conservation measures

Planting plans will emphasize the use of native and drought-tolerant

species with minimal irrigation requirements.



Energy efficiency and conservation measures:

The building design will satisfy the Ontario Building Code in terms of

energy efficiency and conservation. Detailed interior building plans

have not been completed at this time, but typical considerations that

will be explored include such elements as:

Effective thermal resistance of doors and windows;

Energy conservation glazing greater than the standard Code

requirements;

An air barrier system for infiltration purposes;

Centralized HVAC system with programmable thermostats;

Internal lighting with automatic control device to shut off non-

essential building lighting in all spaces; and,

Programmable and/or sensored internal lighting control

devices.

Transportation demand management (TDM) measures

The proposed TDM program by NexTrans in the Transportation

Impact Study recommends consideration of the following TDM

measures as part of the proposed development:

Reduce vehicle parking supply: reduce from base 1.5

spaces/unit to 1.0 space/unit to support TDM measures and

incentives;

Unbundle parking spaces: unbundle vehicle parking spaces

from the sale of units

Carshare parking space provision: consider up to 5 carshare

parking spaces are suggested for the proposed development to

support parking reduction and TDM requirement

Bicycle parking: provide at least 10% additional bicycle parking

above the minimum Zoning By-law requirement, although an

provide additional 20% is suggested to support TDM and vehicle

parking reductions.

Direct shared pedestrian and cycling connections: provide direct

shared pedestrian and cycling connections from the proposed

development to Nipissing Road

Information Package: provide information package for new

residents, including GO Train schedules, Milton Transit bus

route schedules, community and cycling maps, where

appropriate.

Pre-loaded PRESTO Cards: provide pre-load PRESTO Cards

with the starting value of $100 (inclusive of the registration fee)

to the residents on demand basis to help future residents to

consider taking GO Transit as an alternative mode of

transportation.

APPENDIX A

Shadow Impact Assessment Graphics

Urban Design Brief...Urban Design Brief 101 Nipissing Road Fernbrook Homes Official Plan Amendment...

Documents

Transcript of Urban Design Brief...Urban Design Brief 101 Nipissing Road Fernbrook Homes Official Plan Amendment...