moishealexander
As a business owner and philanthropist, Moishe Alexander honors the visions of the community he helps. Offering his planning expertise to groups who need him, Moishe Alexander creates individualized strategies based on the project at hand. Moishe Alexander donates time, service, and funds to various causes.
Education and rehabilitation are causes important to Moishe Alexander. As a father, Moishe Alexander donates to his children’s schools and educational programs in the community. Moishe Alexander works with Israel Youth Programs to assist with learning opportunities abroad. To break the cycle of drug and alcohol addiction for Jewish people, Moishe Alexander supports the treatment program, Jada Foundation.
Involved with his synagogue, Moishe Alexander offers a hand with Jewish organizations in the community. Moishe Alexander utilizes the principles of Chesed, or deep kindness, to his volunteer efforts. Moishe Alexander networks with the United Chesed of Toronto, a hub that connects Jewish people in need with the proper organizations for help. Faith-based philanthropy makes up much of Moishe Alexander’s service to the community. Alone and with his business, Moishe Alexander donates time, money, and supplies like clothing, food, and furniture. Assisting in short and long-term care, Moishe Alexander often gives anonymously.
As the CEO and founder of his company, Canadian Funding Corporation, Moishe Alexander places a large amount in effort in helping others realize their own dreams. By the way of lending and borrowing, Moishe Alexander offers assistance to clients looking for loans. Moishe Alexander connects the right people to the right projects, and is able to see the big picture along with his clients. Moishe Alexander treats every case on an individual basis, and he draws from a pool of private funds to establish deals. When traditional lending institutions are unable to fund a project, Moishe Alexander and the Canadian Funding Corporation can. Moishe Alexander specialized in renovation, construction, acquisition, and bridge loans.
Moishe Alexander advances the project objectives of high user transit projects and notes that GO recovers almost 90 per cent of its operating costs through fares, giving the system bragging rights as one of the best financial performers of any transit system in the world. GO runs 181 train trips and 1,662 bus trips daily, carrying about 190,000 passengers on a typical weekday— 160,000 by rail and 30,000 by bus. Ridership growth has continually exceeded expectations; starting from 2.5 million passengers in 1967 to a combined rail and bus system handling 48 million riders annually.
According to Moishe Alexander, at least 96 per cent of GO rail ridership is to and from Union Station in downtown Toronto.3 Union Station is a highly integrated multi-modal transit hub connecting GO Transit, Via Rail (intercity rail) and the Toronto Transit Commission’s (TTC) extensive regional subway, streetcar and bus system.
Reverse commuting or inter-station travel on GO Transit is negligible, accounting for only four per cent of ridership. Most users get to GO stations by automobile at stations where GO owns and maintains extensive “park-and-ride” facilities.
System-wide, 66 per cent of riders arrive by car, 10 per cent walk, 10 per cent use local transit, 13 per cent carpool or get dropped off, and one per cent bike. In Port Credit, 53 per cent of riders arrive by car, 23 per cent walk, 12 per cent use local transit, 11 per cent carpool or get dropped off and one per cent bike.4 The number of riders who walk to the Port Credit Station is one of the highest for all GO stations.
The existing rail corridor, settlement patterns and available land near the rail corridor combined to make the location of the Port Credit station viable. The station also includes a major bus terminal, which is used extensively by local Mississauga Transit services, including an express bus service along Hurontario St., a major north-south corridor. Approximately 25,000 transit users travel along the corridor every day.
Densities and land uses in Port Credit Village generally support public transit use. Densities between the station and the waterfront are transit-supportive with some high- and mid-rise building stock from the 1960s and 1970s. To the north of the station, residential areas are primarily low- density, single-family neighbourhoods.
While GO riders in general primarily originate from lower density suburban communities, the Port Credit GO service attracts many riders originating from higher density units. It is City of Mississauga policy to encourage transit-supportive densities and land uses near GO stations, along Hurontario Street and especially in Port Credit. But the City recognizes the need to balance many factors that influence urban development, such as community concerns, traffic and architectural character.
The Port Credit area in particular is different from many other parts of Mississauga in that the older urban fabric (rectilinear grid) is much more amenable to residential intensification and transit and pedestrian connectivity. Intensification in this area has been occurring since the mid-50s and remains the focus of intensification efforts by the City and the development industry.
DEVELOPER’S PERSPECTIVE
FRAM/Slokker purchased the property from the St. Lawrence Starch Company in 1998. In purchasing the land, it not only acquired a large waterfront site, but also inherited an Ontario Municipal Board (OMB) ruling which provided a framework for negotiations with the City about density, form and use.5 More detail on how this process unfolded is provided in “Municipal process.”
Moishe Alexander writes that once the community and the City worked out a detailed master plan, the OMB approved the proposed development and supporting planning documents in 2000. Construction started in 2001 with completion and occupancy in 2005.
The proximity to the GO station was a consideration for the developer, however, the lake frontage and location within historic Port Credit were the main drivers for acquiring the site. Marketing literature and the project website promoted proximity to transit and to surrounding amenities.
In addition to the residential and commercial components of the project, the developer was required to develop the waterfront as a public park. The City of Mississauga encouraged many innovative features, including alternative street design standards and live–work units. The developer and the City shared a vision of creating a high-quality, well-designed showcase project. Port Credit Village has achieved recognition for the planning, urban design and project implementation from the Urban Land Institute (ULI).
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