Shannon Park Site Plan

SHANNON PARK FINAL SITE PLAN 4 .0 7. 10

STUDIO II

for John Zuck

BY BRUCE MANS

2

TABLE OF CONTENTS Table of Contents

i

The Context The Big Idea The Numbers Conclusion

1 17 39 55

References 60 List of Figures 60 Large Format Site Plan 61

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THE CONTEXT

THE PROJECT This report is the final product of a four stage development project for Shannon Park. The project began in January 2010, with a background assessment of existing conditions on the site. The second stage summarized the key constraints of the site, outlined the major goals and objectives, and proposed three development concepts for the site.

The third stage chose one of these three concepts and presented a detailed plan for the site that consisted of a scaled map and supporting documentation.

This final report will begin with a brief introduction to the Shannon Park site. It will then reveal how the final plan evolved throughout the stages and summarize the most important lessons learnt throughout the project. Finally, the report will then present the final development plan that consists of a detailed land-use map, rendering, charts, and key development data. To conclude, it will then assess the strengths and weaknesses of the site plan and determine what is required to move forward.

FIGURE 1 Photo of Shannon Park

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THE SITE Shannon Park is a 42 hectares of waterfront property located north of downtown Dartmouth and southwest of the A. Murray Mackay Bridge. The site is currently owned by the Department of National Defense, but has become a surplus to requirements and will soon be given to the Canada Lands Company for disposal. Because of its strategic waterfront location, Shannon Park has significant potential for redevelopment.

During Halifax’s bid for the 2014 Commonwealth Games, the site was considered for athletic facilities, including a stadium.

Since the withdrawal of the Commonwealth Games bid, the future of the site remains uncertain. Finally, three hectares of land within Shannon Park are in the process of being transferred to the Millbrook tribe.

The details of this transfer will be discussed in greater detail later in this report.

FIGURE 2 Aerial photograph of Shannon Park

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SIGNIFICANT FACILITIES Currently, the site includes a number of facilities: Shannon Park Elementary (1), Shannon Park Arena (2), several soccer fields (3), a church (4), and an abandoned swimming pool (5).

Several buildings near the site will also have a significant influence on future development. Facilities that are considered include the Bedford Institute of Oceanography (6), the Food Inspection Agency (7), a residential neighbourhood called Ocean Breeze (8), the National Gypsum Wharf (9), and finally the Tufts Cove Generating Station (10).

FIGURE 3 Significant facilities of Shannon Park

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1

2

3

4

5

SHANNON PARK ELEMENTARY SCHOOL

SHANNON PARK ARENA

SHANNON PARK SOCCER FIELDS

SHANNON PARK CHURCH

SHANNON PARK SWIMMING POOL

ON SITE OFF SITE

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7

8

9

10

BEDFORD INSTITUTE OF OCEANOGRAPHY

NATIONAL FOOD INSPECTION AGENCY

OCEAN BREEZE

NATIONAL GYPSUM WHARF

TUFTS COVE GENERATING STATION

FIGU R E 4 Aerial photographs of significant facilities

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ON-SITE CONDITIONS Although several buildings at Shannon Park are still being used, such as the school and soccer fields, a majority of the existing infrastructure is in poor condition and will be unusable in future development. The military housing stock, in particular, is in an incredibly decrepid state.

FIGURE 5 Photos of on-site conditions

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FIGURE 6 Abandoned apartment in Shannon Park

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ENVIRONMENTAL CONSTRAINTS

CONSTRAINTS In order to present a feasible plan for future development, it is first essential to understand the constraints of the site. While Shannon Park is in a fantastic location and has enormous potential, the area also has several challenges that need to be addressed. As previously mentioned, four sep-

SEA LEVEL CONSTRAINTS

+

=

arate background reports were conducted to determine the current condition of the site, including natural environment, infrastructure, plan/policy, and socioeconomic assessments. The key findings of these reports will be summarized in this section.

FORESTED AREA

+

SLOPED AREA

TOTAL DEVELOPABLE AREA

Shannon Park has a number of legitimate natural environment concerns which could constrain development. First, Shannon Park features hard bedrock throughout the site which may be difficult to excavate. Second, a particularly high water table exists, where the soccer fields currently lay, which could cause significant drainage problems for any subterrain excavation projects, such as underground parking lots or large building foundations. The report also notes that the site includes areas with significant slopes, which either eliminate building potential or significantly increase its costs.

Although the waterfront location of the site is an asset, it does present some constraints as well. Much of the coastline is at high risk for future sea level rise, particularly the lowlying areas surrounding the current soccer fields. Furthermore, most of the coastline is also classified as wetlands, which need to be protected. Finally, any future development should keep in mind that the Shannon Park site has excellent solar and wind access.

FIGURE 8 Photographs of Shannon Park (Right)

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FIGURE 7 Total developable area based on constraints

INFRASTRUCTURE

CONSTRAINTS Future development proposals for Shannon Park will also need to address several infrastructure issues. First, the current water and sewage infrastructure will need to be completely replaced. Second, the site will need to address the potential of noise, dust and odour nuisances generated from the nearby highway, sewage treatment plant, high-tension lines, and generating station.

These same facilities may also provide negative aesthetic issues that could be a concern.

Finally, the site is poorly served by public transit and is currently constrained by the adjacent freight rail line which periodically blocks entry into the site. This issue may present a serious hazard for future residential development in emergency access situations.

PLAN/POLICY CONSTRAINTS

SOCIOECONOMIC CONSTRAINTS

Shannon Park is also constrained by current policies and plans, and other socioeconomic influences. The most important observation is that the site is zoned as a Comprehensive Development District, which will effectively require a development agreement for any future development. They also discovered that the site must include components of active transportation according to the Active Transportation Plan. Furthermore, future development must include an adequate range of housing types and opportunities while having a minimal disturbance on the current environment. It will also be against current policies to build within 20 metres of the coastline. These policies include a vertical buffer as well.

Shannon Park is currently home to several facilities that are frequently used by the larger community. Shannon Park Elementary School is currently running at capacity and is the only French immersion school in the area. Furthermore, current on-site recreational facilities, such as the soccer fields and ice arena, are typically booked solid by local sports teams. If these facilities are removed they will displace a significant amount of people looking to learn and exercise. Other concerns include an absence of nearby grocery vendors and a presence of above-average crime levels.

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MILLBROOK LAND CLAIM One other significant constraint on the site is the fact that the land is the subject of a First Nations claim, which will eventually allocate approximately 3.98 hectares of land to the Millbrook First Nations. Recently, the specific details of this land claim have become public (see right). The negotiated land claim is a long strip of land surrounding Tufts Cove, originating south of Nootka Avenue and extending along the coastline. Most of the large southern peninsula is also included in the claim. According to the prevailing bylaws, most of this land is virtually undevelopable due to its proximity to the coast and steep slopes. Nevertheless, on the final development plan, a small portion of land for a proposed dockside falls within the Millbrook claim.

This small conflict can be easily solved. One solution would be a proposed partnership between the Millbrook and developers over the dockside. However, the plan recommends bartering for the land required for the dockside, while offering to build a First Nations museum memorializing the former settlement. Other appropriate memorial sites are also placed throughout the site, which are linked with a network of trails. Whichever option is chosen, a strong working relationship between the developing party and the Millbrook First Nations is a priority.

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FIGU R E 9 Millbrook First Nation land claim

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GOALS & OBJECTIVES The following goals and objectives were established in the conceptual stage and will be used to evaluate the final success of the plan.

1

3

5

Maintain and enhance current green space and wetlands

Organize land uses to mitigate noise from the adjacent highway

Include a grocery store

Current plans and policies for Shannon Park consistently express the importance of maintaining the current green space and wetlands.

Most of the current green space in Shannon Park is either situated near the coastline (making development here forbidden by the Dartmouth Municipal Plan) or on steep slopes. Naturally, the current wetlands inventory is also located along the coastline. The only issue that may arise with regards to wetlands is the potential of a future ferry terminal which may take up a small amount of wetlands.

The adjacent highway is a legitimate noise concern for future residential development in Shannon Park. Future residential development should not be situated near the highway. Commercial or institutional uses would act as a good sound buffer for any residential developments located within the site.

Currently, Shannon Park is located in a food desert. A grocery store is absolutely mandatory within or adjacent to the site. This grocery store could also be a social hub with other nearby communities.

2

6 4

Maintain recreational facilities within the site

Include a bus terminal and a site for a ferry The current fields and ice area are important terminal to the Dartmouth community for a variety of Overcome access issues presented by railroad activities. If these facilities are removed, they Shannon Park is located at a crossroads be- should be replaced onsite.

Currently, the railroad is a significant obstacle tween Halifax, Dartmouth, and Burnside Industhat will impede both vehicular and pedestrian trial Park. This strategic location must consider access throughout the day. Any future plans the placement of a transportation hub for buses, must improve the current access to Shannon and also a potential ferry terminal. Future comPark. muter rail stations would also be a possibility.

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7

9

Include a variety of housing types and tenures

Address water issues (high water table and increasing sea levels)

Several plans and policies have identified the need for a variety or housing types. A significant amount of affordable housing is also essential. It is also important to offer a well balanced range of tenure options on site.

Shannon Park is a waterfront property and is thus at risk of future sea rise. Future development must address these concerns. Furthermore, a significant portion of the site has a high water table. This presents significant concerns for future development.

8 Orientate housing to maximize solar access

10 Keep the elementary school (at very least on the site)

The site has significant solar potential. Housing must be arranged to maximize passive solar Shannon Park Elementary School is currently input in order to decrease the carbon footprint running at capacity and is the only French imof the neighbourhood. mersion school in the area. Ideally, the current school should remain where it is. However, if absolutely necessary, the school may be moved elsewhere within the site.

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DEVELOPMENT PROCESS

SHANNON PARK INFRASTRUCTURE ASSESSMENT

STEPHEN BETTS

TROY GONZALEZ

BREANNE HARDER

BRUCE MANS

SHANNON PARK CONCEPTS

STUDIO II FEBRUARY 9, 2010

INVENTORY & ANALYSIS

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BRUCE MANS B00531853

CONCEPT DEVELOPMENT

SHANNON PARK SITE PLAN SCHEMATICS

SHANNON PARK FINAL SITE PLAN 4.07.10

ST U D I O I I

for John Zuck

BY BRUCE MANS

BRUCE MANS MARCH 04, 2010

INITIAL PLAN SCHEMATICS

FIGU R E 1 0 Development process flow chart

FINAL SITE PLAN

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THE BIG IDEA SITE SCHEMATICS & DESIGN ELEMENTS

THE PLAN The final development plan is the result of the development process revealed in the previous few pages. This section outlines the final site schematics and describes the key design elements of the final development plan.

THE KEY INSTITUTIONAL

GREEN SPACE

TOWNHOUSES

WATER

DUPLEXES

DOCKSIDE

APARTMENTS

ROADWAY

MIXED-USE

BICYCLE PATH

COMMERCIAL

SIDEWALK 250 M

N

500 M

FIGURE 11 Site plan for Shannon Park

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GREEN SPACE In total, the final plan uses approximately 54 of the 104 available acres, accounting for only 53% of the total site. The remaining green space is an important feature for the development and serves a number of functions. The most obvious benefit of abundant green space is its recreational use. This largest piece of green space surrounds the southernwestern boundary of the site. In order to improve access and connectivity to these large spaces, several “green fingers� cross through developed areas. Furthermore, two large parks exist on the site, and two wide boulevards run perpendicular to one another. These green spaces also serve as stormwater management devices, which will be discussed in a later section.

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FIGURE 12 Green space

THE CANAL Another goal set out in the conceptual stage was to address water issues on the site. One major constraint is the high water table located in the low lying area north of Tufts Cove.

This plan proposes an unorthodox solution to this problem by constructing a canal around the area that receives runoff. Furthermore, the canal would create a unique identity and its surrounding would serve as a scenic social gathering place. Finally, it would undoubtedly increase desirability for residential investment.

FIGU R E 1 3 Canal profile

FIGURE 14 The canal

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THE CANAL LOCATION OF CROSS SECTION

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FIGURE 15 Canal cross section

DOCKSIDE In addition to the canal, there is another significant social gathering place on the site. A large 2.05 acre dockside area on Tufts Cove is tucked in between the canal mouths. A stepped commercial building featuring a terraced pub and restaurant, and a cafe with outdoor seating will integrate well with the dock. This facility also includes a ferry terminal, which will be discussed in a later section.

The height of the dockside will provide excellent views over the Cove and the Halifax Harbour and as a result increase the marketability of the area. Sufficient lighting, street furniture and food vendors increase the comfort of this feature and offers a quality lunching area for nearby office employees and neighbourhood citizens.

FIGU R E 1 6 Dockside profile

FIGURE 17 Dockside

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FIGURE 18 View planes

VIEW PLANES View planes are an important design element at Shannon Park. Two important long and straight boulevard provide the longest view corridors on the site. The longest east-west boulevard is aimed toward the A. Murray Mackay Bridge, and intentionally hides the two large high tension transmission towers on the waterfront. The north-south boulevard is aimed toward the Tufts Cove Generating Station. This decision is gambling on the fact that the tall bright red and white stacks will be a symbol for the community. There is a commercial plaza that also provides views to the stacks.

HIGH TENSION TOWERS

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RECREATION CENTRE A large recreational district is tucked between a series of townhouses and the highway. The district features two large structures. The west building is a two storey complex consisting of a fitness centre, pool, and ice arena. The east building includes two compact indoor soccer pitches. These facilities draw a large number of both Dartmouth and Halifax residents due to the significant lack of indoor soccer facilities in the surrounding region. Finally, the height of these facilities act as a noise barrier from the adjacent highway for surrounding residential neighbourhoods.

FIGU R E 1 9 Rec Centre profile

FIGURE 20 Recreation Centre

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THE SCHOOL Attached to the western building of the recreation district is a two-storey elementary school.

The facility includes a wide drop-off zone for school buses and parents, and half a dozen short-term parking stalls. A parking lot for school staff is located southwest of the building. The school, similar to its predecessor, is also a French immersion school.

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FIGURE 21 The school

FIGURE 22 The museum

THE MUSEUM The Millbrook First Nation has a long and storied history at Shannon Park. This history is acknowledged and celebrated through several features in the plan. The primary feature is a two storey museum built on the waterfront of Tufts Cove. The museum provides historic artifacts and unique views over the Cove. The site also acts as an important terminus along a trail network that will be discusses later.

FIGURE 23 Museum profile

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ROADWAYS Access Points There are three east-to-west vehicular access points on the proposed site, all of which exist on the eastern boundary connecting to Windmill Road. The most northern and southern access points (Princess Margaret Boulevard and Nootka Avenue respectively) already exist. The plan includes a new access point in between to increase access options into the site.

Also, as outlined in the goals and objectives, the railroad will provide significant emergency access concerns. A graded ramp over the rail line on Princess Margaret Boulevard ensures access in these important situations.

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F I G U R E 24 New onramp

FIGURE 25 Roadway network

ROADWAYS Main Street This new access point is also the origin of the main boulevard that serves the neighbourhood. After crossing the canal, this corridor curves southwest and eventually terminates at a large forest near the coastline. The orientation of the street effectively creates an important viewplane that focuses on the Mackay Bridge while impeding visibility of the large high tension towers. Finally, this trunk also serves as a main utility corridor, hosting underground sewage, gas, telephone and hydro lines, while stormwater is collected and treated through bioswales placed in the green space between the boulevard.

Other details • Standard lanes on roadways range in diameter from 2.4 metres (large enough for cars) to 3.0 metres (large enough for delivery vehicles and buses). • A roundabout has been placed adjacent the recreational centre that allows for drop-offs.

FIGURE 26 Boulevard profile

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SIDEWALKS Pedestrian movement is an important aspect of this development. Sidewalks are a minimum of 2.3 metres wide, but are as large as 5 metres in some areas. There is also a pedestrian-only corridor running parallel to the main boulevard which serves to increase permeability and provide a comfortable car-free atmosphere. Finally, several pedestrian bridges span the canal in order to decrease walking distances.

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FIGURE 27 Sidewalk network

TRAILS The surrounding green space hosts a well connected network of bicycle and hiking trails that include access to several points along the waterfront, while linking other existing trails. A walking trail to the Bedford Institute of Oceanography and the Food Inspection Agency encourages nearby employees to walk to work. There is also a kayak rental facility on the Millbrook land, which is accessible by the trail system. Parking is available at the Millbrook Museum.

TRAIL NODES

TRAIL ROUTE

FIGU R E 2 8 Kayak rental facility

FIGURE 29 Trail network

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BICYCLE PATHS In order to decrease traffic volumes and encourage transit usage, the plan includes bicycle routes along every road within the site.

Commercial outlets are required to provide adequate bicycle parking facilities. Lockers are also available at the recreational facilities on the site.

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FIGURE 30 Sidewalk network

TRANSIT There are two significant bus routes on the site. Most of the bus traffic enters the site from Princess Margaret Boulevard and Highway 111 or Windmill Road. These buses pass the recreation centre and cross the canal onto the “island� before merging eastbound on the main boulevard. South of the central park on the boulevard is the main bus terminal on the site. Buses are given their own lanes in the middle of the boulevard to drop off passengers.

Other bus stops will be situated throughout the site, serving the school, dockside, and other residential parcels.

MAIN BUS ROUTES

MAIN BUS TERMINAL

FIGURE 32 Bus routes

FIGU R E 3 1 Bus terminal profile

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FERRY TERMINAL One of the original goals was to establish a ferry terminal somewhere on the site which would bring in foot passengers from downtown Halifax and perhaps Dartmouth.

As a result, the ferry terminal is included in the stepped building on the dockside. Passengers arriving in Shannon Park make a short walk through an aesthetically pleasing commercial plaza to transfer on a bus. This linkage is both convenient for commuters and for commercial viability in the plaza.

BUS TERMINAL

FERRY TERMINAL

FERRY ROUTE

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FIGURE 33 Ferry route

SOLAR ACCESS One of the main goals during the conceptual stage was to orientate housing to maximize solar access to reduce heating and electricity requirements, effectively reducing the carbon footprint of the neighbourhood. Therefore, the townhouses of the development are arranged for large south-facing frontage and windows to receive passive solar energy. Building heights are also limited to six storeys to reduce shadow casting. A shadow analysis has been conducted based on building heights: however, it does not include variations that elevation will introduce. The analysis reveals that only a few buildings cast shadows large enough to impede solar access during winter days.

F I G U R E 34 Solar study

SPRING EQUINOX

AUTUMNAL EQUINOX

SUMMER SOLSTICE

WINTER SOLSTICE

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GRADING The construction of a canal requires a significant amount of terrain grading. The maps to the right reveal the contour adjustments required for the canal. The terrain cut from the canal is dumped on the land to create the canal island using a basic cut-and-fill process. The map below reveals areas that require cutting and filling.

CUT

FILL

FIGURE 3 4 Cut and fill indicator

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FIGURE 35 Existing contours

FIGURE 36 Proposed contours

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STORMWATER MANAGEMENT One of the most important strengths of the proposal is its stormwater management system. The plan uses a combination of natural elevation, bioswales, green space and a canal to collect and treat stormwater runoff.

A park along the northern site boundary collects runoff from the highway and Princess Margaret Boulevard, where vegetation effectively cleanses the water of contaminants before it drains into the canal. As previously mentioned, the main boulevard features a bioswale system that collects runoff water into a trough where it is treated and eventually emptied into the canal or ocean. There is also a green strip running perpendicular to the boulevard which directs water into the ocean. Finally, the “island� is slightly graded to collect water in the middle park area where it is treated and drained into a pipe system that redirects water back into the canal. The efficiency of such a system could potentially take the entire site off the stormwater grid.

Another stormwater feature of the site plan is a rainwater collection system. Every unit will be given technology to collect and treat water from their roofs. This system will greatly reduce the total site stormwater load.

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FIGURE 37 Existing stormwater flow

F I G U R E 3 8 Proposed stormwater flow

SEWAGE/ WASTEWATER MANAGEMENT Fortunately, existing elevation at Shannon Park is arranged in such a way to allow gravity to take care of the sewage flow. Most of the sewage flow is directed to the main sewage trunk underneath the main boulevard. This pipeline eventually connects with the existing sewage line that is located underneath the adjacent rail line. Depending on the depth of this existing sewage line, waste may need to be pumped up to join the municipal line. The only remaining problem area exists under the southwestern properties where the elevation slopes toward the ocean. This problem could be addressed with one of two options. First, sewage could simply be pumped up to join the main sewage line. A second option would be to dig the line deep enough at peak elevation to allow for a gradual slope along the entire line. Although digging may present high initial costs, it will eliminate the continuous costs of pumping.

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PUMPING STATION

GR

PU

M

PI

N

or

G

GR

I AT ST A

O

D DE

N

LI

I AV

TY

BA

SE

S

N

E

FIGURE 39 Sewage flow

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THE NUMBERS KEY DEVELOPMENT DATA

OVERVIEW This section highlights the key development data of the final development plan, including areas, densities, parking requirements, frontage, and more.

LAND USE BY AREA

OTHER 20%

RESIDENTIAL 21%

COMMERCIAL 1% MIXED USE 4% INSTITUTIONAL 6%

GREEN SPACE 48%

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FIGURE 40 Land use map

RESIDENTIAL TOTAL UNITS: SITE AREA: TOTAL PARKING: UNITS PER OPEN SPACE: GROSS DENSITY: NET DENSITY:

MIXED USE 16%

1438 26.15 ac.

1659 20.69/ac.

12.84 du/ac.

51.04 du/ac.

TOWNHOUSES 24%

DUPLEXES 2%

RESIDENTIAL TYPE

BY UNITS

APARTMENTS 58%

MIXED USE 15%

APARTMENTS 16%

DUPLEXES 4%

TOWNHOUSES 65%

RESIDENTIAL TYPE

BY AREA

FIGURE 41 Residential uses

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TOWNHOUSES There are 327 townhouse units on the site. Among these units, the majority will be built to own, with a few condominium blocks as well. These units will be built according the TH zone found in the Dartmouth Municipal Bylaw, however, an amendment will be required to increase lot coverage to 50%.

AVERAGE LOT SPECS LOT AREA: LOT COVERAGE: STREET FRONTAGE: PARKING PER UNIT: TYPE OF TENURE:

2,000 ft2 50% 25 ft 1 Own/Condo

SITE SPECS UNITS: SITE AREA: TOTAL PARKING: GROSS DENSITY: NET DENSITY:

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310 16.15 ac.

310 2.98 du/ac.

19.20 du/ac.

FIGURE 42 Townhouse uses

TOWNHOUSES Most of the attached townhouses are built in blocks of 12-16 units. The units have a 2 metre setback, with a staircase from each unit extending onto the sidewalk. The rear of each lot will feature shared space for parking, eliminating the need to park on the street. Access lanes to these parking spaces are found on the sides of the townhouse blocks. Each townhouse unit is a maximum of 35 feet high, which is enough room for three storeys.

FIGURE 43 Townhouse units

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DUPLEXES There is a small number of duplex units on the site along the northern curve of the looped road. These duplexes are built to own.

The houses are setback 2 metres from the sidewalk, and feature a shared rear lot which is abut to public green space. Parking for these duplexes is accessed via two lanes on both sides of the duplex development.

AVERAGE LOT SPECS LOT AREA: LOT COVERAGE: STREET FRONTAGE: PARKING PER UNIT: TYPE OF TENURE:

4,000 ft2 50% 45 ft 1 Own

SITE SPECS UNITS: SITE AREA: TOTAL PARKING: GROSS DENSITY: NET DENSITY: 44

24 1.12 ac.

24 0.23 du/ac.

21.35 du/ac.

FIGURE 44 Duplex uses

DUPLEXES

FIGURE 45 Duplex units

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APARTMENTS There are thirteen apartment complexes on the site, varying in size and height. These structures significantly increase the residential density of the site. All of the apartment complexes are situated next to lowlying areas. Parking for these apartments are located underground. The larger apartment complexes feature rental units, while the smaller ones are built to own.

AVERAGE LOT SPECS LOT AREA: LOT COVERAGE: STREET FRONTAGE: PARKING PER UNIT: TYPE OF TENURE:

14,000 ft2 50 - 90% n/a 1.2

Rent/Own

SITE SPECS UNITS: SITE AREA: TOTAL PARKING: GROSS DENSITY: NET DENSITY: 46

908 4.69 ac.

1090 7.46 du/ac.

184.5 du/ac.

FIGURE 46 Apartment uses

APARTMENTS

FIGURE 47 Apartment units

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MIXED-USE RESIDENTIAL A strip of mixed use developments line the main boulevard on the site. Parking for these units are hidden in the rear of the lot behind the structure, with underground parking also available.

AVERAGE LOT SPECS LOT AREA: LOT COVERAGE: STREET FRONTAGE: PARKING PER UNIT: TYPE OF TENURE:

7,500 ft2 50 - 75% 120 ft 1.2

Rent

SITE SPECS UNITS: SITE AREA: TOTAL PARKING: GROSS DENSITY: NET DENSITY: 48

196 3.75 ac.

236 1.88 du/ac.

52.25 du/ac.

FIGURE 48 Mixed-use residential uses

MIXED-USE RESIDENTIAL

FIGURE 49 Mixed-use residential units

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COMMERCIAL COMMERCIAL AREA: MIXED USE AREA: TOTAL AREA: TOTAL PARKING:

1.16 ac.

3.75 ac.

4.91 ac.

520

COMMERCIAL 27%

COMMERCIAL TYPE

BY AREA MIXED USE 73%

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FIGURE 50 Commercial and Mixed-use

COMMERCIAL There is a handful of commercial structures throughout the site. The main commercial centre is adjacent to the dockside. These buildings feature mostly retail and dining outlets at the ground level, with the potential of office units above. Parking for these structures is also featured below ground.

FIGURE 51 Commercial uses

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MIXED-USE COMMERCIAL

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FIGURE 52 Mixed-use commercial uses

INSTITUTIONAL Parking requirements for recreational facilities are not specified in the Municipal bylaw, however, significant above ground parking is available for both buildings. Each building also features nearby bus stops and drop-off zones to reduce the need for parking.

REC CENTRE AREA: INDOOR SOCCER AREA: SCHOOL AREA: MUSEUM AREA:

2.75 ac.

1.98 ac.

2.25 ac.

0.17 ac.

FIGURE 53 Institutional uses

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OPEN SPACE

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FIGURE 54 Green space uses

CONCLUSIONS FUTURE CONSIDERATIONS

PLAN PERFORMANCE This section will assess how the development plan fulfils the goals established earlier:

1

3

5

Maintain and enhance current green space and wetlands

Organize land uses to decrease noise concerns from the adjacent highway

Include a grocery store

According to this site plan, almost half of the entire development is allocated to green space.

The vast majority of existing forests and vegetated areas are not built upon, and new green spaces are built among structures. The dock may displace a small amount of wetland; however, a new wetland park has been constructed north of the canal to compensate for this loss.

Grade: A+

This goal has been achieved with the arrangement of the recreational facilities and elementary school along the highway. These large facilities are tall enough to significantly reduce the noise emitted from highway traffic.

Grade: A-

There is a plethora of commercial space within the site plan which is suited for a grocery store.

Large properties also exist immediately adjacent to the site, which are also well suited for a grocery store.

Grade: A

2

4

6

Overcome access issues presented by railroad

Include a bus and a ferry terminal

Maintain recreational facilities within the site

The adjacent railroad still presents issues with road crossings; however, emergency access can be achieved with the construction of a ramp on Princess Margaret Boulevard. Additional access point will also increase the permeability of the development.

Grade (with no overpass): B+ Grade (with overpass): A-

Roadways have been designed in a way to permit the ease of bus loops throughout the site.

A bus terminal is also located along the main boulevard and is well linked with the ferry terminal.

Grade: A

The outdoor soccer fields have been replaced with indoor facilities that operate year round.

This arrangement results in more annual playing time and better playing surfaces.

Grade: A+

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7

9

Include a variety of housing types

Address high water table and stormwater management

The site currently includes four different Excellent stormwater management facilities housing types that come in a variety of sizes, and the strategic placement of the canal have varieties and tenures. resulted in a well drained and sustainable site.

Grade: A Grade: A+

8

10

Orientate housing to maximize solar access

Keep the elementary school (at very least on the site)

This goal is primarily achieved during the architectural phase; however, housing is arranged in such a way to maximize solar access.

Currently, most housing has adequate access, but it may be limited during the winter months.

Grade: B+

Shannon Park Elementary School has been moved, and has been given access to the recreation centre. The school will continue to operate as a French immersion school.

Grade: A

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STRENGTHS & WEAKNESSES STRENGTHS • Abundant green space is integrated into developed areas • Includes excellent stormwater management and a largely gravity-based sewage system • All parking is hidden with building frontages or landscaping • Site has a high net density, but maintains a manageable gross density • Design elements such as the canal, dockland, and multiple parks increase the quality of life and desirability in the area • Excellent transit access • Local context taken into consideration

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WEAKNESSES • Total gross density in the area will require plan/policy amendments • Plan will need to be adjusted or negotiated to address Millbrook land claim • Railroad still presents access and noise issues • Sewage system will require either significant grading, deep digging, or pumping for a handful of properties.

• Site plan requires considerably high densities which will depend on local housing demand

TRADE-OFFS • Excellent nearby amenities and abundant green space makes up for the periodic noises generated from the highway and railroad • Land claim issues and plan/policy adjustments is easily achievable, particularly considering that the site includes facilities that will benefit the larger community.

• High initial costs of sewage infrastructure are made up with low maintenance costs

MOVING FORWARD Shannon Park is a unique site. Its complex history and distinct set of constraints make any potential future development difficult. This plan has prioritized social constraints exclusively. It proposes a shared partnership with the Millbrook First Nations. It offers a sufficient range of housing types and tenures. It recognizes its role as a site with recreational facilities. It maintains the only French immersion school in the area.

The plan also recognizes its environmental responsibility. Future sea level rise is accommodated with the construction of the canal.

Residential homes are oriented in a way that maximizes solar input. Sustainable stormwater management systems are designed to reduce its burden on the municipal system.

Green space is not only maintained, but enhanced and integrated with development.

Indeed, this plan is unique. However, it will require a lot of plan and policy amendments.

Councillors will need to be convinced and development budgets will need to be accommodating of extra initial expenses.

Despite these challenges, the fruitition of such a plan will enable future citizens of Shannon Park to reap the benefits for years to come.

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REFERENCES Cantwell & Company Consulting Ltd. (2006).

Land Use and Transportation Plan for Wright’s Cove: Final Report. Halifax: Halifax Regional Municipality.

Halifax Regional Municipality. (2009).

Municipal Planning Strategy for Dartmouth.

Halifax: Halifax Regional Municipality.

Halifax Regional Municipality. (2009). Land

Use By-law for Dartmouth. Halifax: Halifax Regional Municipality.

html?category_id=81#439?

SGE Acres. (2006). Active Transportation Plan. Halifax: Halifax Regional Municipality.

Government of Canada. (2009). Canada-Wide Strategy for the Management of Municipal Wastewater Effluent. Retrieved January 20, 2010: http://www.ccme.ca/ourwork/water.

FIGURE REFERENCES FIGURE FIGURE FIGURE FIGURE FIGURE FIGURE FIGURE FIGURE

1 Flickr (wdrwilson), 2004 2 Google Maps, 2009 3 GISS*, 2009 4 Bing Maps, 2009 9 Natural Resources Canada, 2009 35 GISS*, 2009 36 GISS*, 2008 37 GISS*, 2009

All other figures created solely by Bruce Mans, 2010.

* GIS Data provided under license agreement by Halifax Regional Municipality Geographic Information Systems and Services to Dalhousie University.

Map work by Bruce Mans (2010).