HomeMy WebLinkAboutCIS Agenda - 2020-12-071 Community & Infrastructure Services Committee
Agenda
KITCHENER Monday, December 7, 2020
9:30 a.m. - 12:00 p.m.
Office of the City Clerk Electronic Meeting
Kitchener City Hall g
200 King St. W. - 2nd Floor
Kitchener ON N2G 4G7
Page 1 Chair — Councillor B. loannidis Vice -Chair - Councillor D. Schnider
Due to COVID-19 and recommendations by Waterloo Region Public Health to exercise physical
distancing, City Hall is open for select services. Members of the public are invited to participate in this
meeting electronically by accessing the meeting live -stream video at kitchener.ca/watchnow.
While in-person delegation requests are not feasible at this time, members of the public are invited tc
submit written comments or participate electronically in the meeting by contacting Dianna Saunderson,
Committee Administrator at dianna.saunderson(a-)kitchener.ca. Delegates must register by 4:30 p.m.
on December 4, 2020, in order to participate electronically. Written comments will be circulated prior to
the meeting and will form part of the public record.
Consent Items
The following matters are considered not to require debate and should be approved by one motion in accordance
with the recommendation contained in each staff report. A majority vote is required to discuss any report listed
as under this section.
1. DSD -20-177 - Removal of Holding Provision - ZBA20/008/F/AP
- 1250-1314 Fischer -Hallman Road, WAM Fischer Hallman GP Inc.
2. DSD -20-180 - Naming of Private Streets - 142 Rosemount Drive, Strawberry Park Inc.
3. DSD -20-202 - Naming of a Private Street - 625 Blair Creek Drive, Hallman Construction Ltd.
4. DSD -20-201 - On -Street Parking Regulations - Rothsay Avenue
5. DSD -20-204 - On -Street Parking Regulations - Trillium Drive
Delegations
Pursuant to Council's Procedural By-law, delegations are permitted to address the Committee for a maximum of five
(5) minutes.
• Item 6 - Brian Baker
Discussion Items
6. DSD -20-203 - Protected Downtown Cycling Grid
(Staff will provide a 5 -minute presentation on this matter)
(90 min)
7. CSD -20-009 - Ministry of Transportation of Ontario Golf Cart Path Agreement (25 min)
(Staff will provide a 5 -minute presentation on this matter)
** Accessible formats and communication supports are available upon request. If you require assistance to
take part in a city meeting or event, please call 519-741-2345 or TTY 1-866-969-9994 **
Community & Infrastructure
Services Committee Agenda Page 2 December 7, 2020
Discussion Items (Cont'd)
8. CSD -20-007 - Anti -Idling By-law Review (30 min)
9. CSD -20-010 - User Fee Reductions Due to COVID-19 Red Control Restrictions (15 min)
Information Items
• None
Dianna Saunderson
Committee Administrator
** Accessible formats and communication supports are available upon request. If you require assistance to
take part in a city meeting or event, please call 519-741-2345 or TTY 1-866-969-9994 **
Staff Repod
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Development Services Department www.kitchener.ca
REPORT TO: Community & Infrastructure Services Committee
DATE OF MEETING: December 7, 2020
SUBMITTED BY: Rosa Bustamante, Director of Planning
PREPARED BY: Andrew Pinnell, Senior Planner, 519-741-2200 ext.7668
WARD INVOLVED: Ward 5
DATE OF REPORT: November 12, 2020
REPORT NO.: DSD -20-177
SUBJECT: Zoning By-law Amendment Application ZBA20/008/F/AP
1250-1314 Fischer Hallman Road
WAM Fischer Hallman GP Inc. — Removal of Holding Provisions
SUBJECT
AREA
N
RECOMMENDATION:
That Zoning By-law Amendment Application ZBA20/008/F/AP for 1250-1314 Fischer
Hallman Road for WAM Fischer Hallman GP Inc. for the purpose of changing the zoning
by removing Holding Provisions 83H and 84H (both under By-law 85-1) from the lands
specified in the attached Map No.1, in the form shown in the "Proposed By-law" dated
June 22, 2020, attached to the Report DSD -20-177 as Appendix A, be approved.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
1-1
REPORT:
The subject property is located at the southeast corner of the intersection of Fischer Hallman
Road and Bleams Road, at the northern gateway to the Rosenberg Secondary Plan Area. The
property is located north of Strasburg Creek and does not contain any buildings.
In September 2018, City Council approved a Zoning By-law Amendment (ZBA) to allow the
development of the lands with a mixed-use development concept, to be implemented through a
site plan approval process. The development concept features the following:
• First Phase (centre of site): Approximately 7,300 square metres (80,000 sq.ft.) of
commercial floor area, including a 3,340 square metre (36,000 sq.ft.), and 3 stand-alone
commercial multi -tenant buildings.
• Second Phase (south end of site): Three 10-12 storey apartment buildings comprising
418 total dwelling units.
• Third Phase (north end of site): One 6-10 storey mixed-use building (office/retail and
residential).
At that time, 2 holding provisions were applied to prevent development / sensitive land uses until
certain conditions are met (see Appendix F), including:
• A detailed noise study is completed — to ensure safe noise levels for sensitive land uses
(Holding Provision 83H); and
• A legal stormwater outlet is obtained — to ensure legal drainage of the site to Strasburg
Creek (Holding Provision 84H).
In October 2018, the ZBA was appealed to the Local Planning Appeal Tribunal (LPAT) by
another developer. A hearing was held in August 2019 and a decision was delivered on March
31, 2020 to dismiss the appeal.
In July 2020, the applicant received Approval in Principle of a Site Plan Application. This approval
allows the applicant to proceed with development of the first phase, subject to the holding
provisions being removed, among other conditions (see Appendix C for approved site plan
drawing).
The subject application requests removal of both holding provisions from the whole of the lands
in order to allow development to proceed (see Map No. 1 of Appendix A). Through the
application review, Planning staff received written confirmation from the Region of Waterloo (see
Appendix D) and City's Engineering Services (see Appendix E), that the above noted conditions
related to the holding provisions have been fulfilled. Accordingly, Planning staff recommends
removal of all holding provisions at this time.
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
The recommendation of this report supports the achievement of the City's strategic vision
through the delivery of core service.
1-2
FINANCIAL IMPLICATIONS:
No new or additional capital budget requests are associated with the recommendation.
recommendations.
COMMUNITY ENGAGEMENT:
INFORM- Notice of the intention to pass a by-law to remove the holding provision will be placed
in The Record on November 13, 2020 (see Appendix B), thereby using the "Inform" theme from
the Community Engagement Strategy. Under the Planning Act no statutory public meeting is
required for zoning by-law amendments to remove holding provisions, and no community
engagement is required. Furthermore, this report will be posted to the City's website with the
agenda in advance of the Council / Committee meeting.
CONCLUSION:
Planning staff is of the opinion that the requested zoning by-law amendment to remove both
holding provisions from the subject property is appropriate at this time, since the conditions to
release the holding provisions have been fully met. Accordingly, Planning staff recommends
approval of the application as outlined in the Recommendation section of this report.
REVIEWED BY:
Janine Oosterveld, Manager of Site Development and Customer Service
ACKNOWLEDGED BY:
Justin Readman, General Manager, Development Services Department
Attachments:
Appendix A
— Proposed Zoning By-law including Map No. 1, dated June 22, 2020
Appendix B
— Newspaper Notice
Appendix C
— Approved in Principle Site Plan Drawing
Appendix D
— Region of Waterloo Clearance Letter
Appendix E
— Engineering Services Clearance Letter
Appendix F —
Holding Provisions 83H, 84H
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Appendix A — Proposed Zoning By-law
PROPOSED BY — LAW
June 22, 2020
BY-LAW NUMBER
OF THE
CORPORATION OF THE CITY OF KITCHENER
(Being a by-law to amend By-law 85-1, as amended, known as
the Zoning By-law for the City of Kitchener — WAM Fischer
Hallman GP Inc. — 1250-1314 Fischer Hallman Road)
WHEREAS it is deemed expedient to amend By-law 85-1 for the lands specified above;
NOW THEREFORE the Council of the Corporation of the City of Kitchener enacts as
follows:
1. Schedule Number 93 of Appendix "A" to By-law Number 85-1 is hereby amended by changing
the zoning applicable to the parcel of land specified and illustrated as Area 1 on Map No. 1,
in the City of Kitchener, attached hereto, from Medium Intensity Mixed Use Corridor Zone
(MU -2) with Special Regulation Provisions 740R and 743R and Special Use Provision
469U and Holding Provisions 83H and 84H to Medium Intensity Mixed Use Corridor Zone
(MU -2) with Special Regulation Provisions 740R and 743R and Special Use Provision
469U.
2. Schedule Numbers 93 and 94 of Appendix "A" to By-law Number 85-1 are hereby amended
by changing the zoning applicable to the parcel of land specified and illustrated as Area 2 on
Map No. 1, in the City of Kitchener, attached hereto, from Medium Intensity Mixed Use
Corridor Zone (MU -2) with Special Regulation Provisions 740R and 741 R and Special Use
Provision 469U and Holding Provisions 83H and 84H to Medium Intensity Mixed Use
Corridor Zone (MU -2) with Special Regulation Provisions 740R and 741 R and Special Use
Provision 469U.
3. Schedule Number 94 of Appendix "A" to By-law Number 85-1 is hereby amended by changing
the zoning applicable to the parcel of land specified and illustrated as Area 3 on Map No. 1,
in the City of Kitchener, attached hereto, from Medium Intensity Mixed Use Corridor Zone
(MU -2) with Special Regulation Provisions 740R and 741R and Special Use Provision
469U and Property Detail 1 and Holding Provisions 83H and 84H to Medium Intensity Mixed
Use Corridor Zone (MU -2) with Special Regulation Provisions 740R and 741 R and Special
Use Provision 469U and Property Detail 1.
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Appendix A — Proposed Zoning By-law
4. Schedule Numbers 93 and 94 of Appendix "A" to By-law Number 85-1 are hereby amended
by changing the zoning applicable to the parcel of land specified and illustrated as Area 4 on
Map No. 1, in the City of Kitchener, attached hereto, from Medium Intensity Mixed Use
Corridor Zone (MU -2) with Special Regulation Provisions 740R and 742R and Special Use
Provision 469U and Holding Provisions 83H and 84H to Medium Intensity Mixed Use
Corridor Zone (MU -2) with Special Regulation Provisions 740R and 742R and Special Use
Provision 469U.
5. Schedule Number 94 of Appendix "A" to By-law Number 85-1 is hereby amended by changing
the zoning applicable to the parcel of land specified and illustrated as Area 5 on Map No. 1,
in the City of Kitchener, attached hereto, from Medium Intensity Mixed Use Corridor Zone
(MU -2) with Special Regulation Provisions 740R and 742R and Special Use Provision
469U and Property Detail 1 and Holding Provisions 83H and 84H to Medium Intensity Mixed
Use Corridor Zone (MU -2) with Special Regulation Provisions 740R and 742R and Special
Use Provision 469U and Property Detail 1.
PASSED at the Council Chambers in the City of Kitchener this
day of , 2020.
Mayor
Clerk
1-5
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DSD -20-177
Appendix B
NOTICE OF INTENT TO REMOVE A HOLDING PROVISION
PROPOSED AMENDMENT TO THE CITY OF KITCHENER ZONING BY-LAW
UNDER SECTION 36 OF THE PLANNING ACT
1250-1314 Fischer Hallman Road
The purpose of the proposed Zoning By-law Amendment is to remove Holding Provisions 83H and 84H from the
above noted property, since the requirements for removal have been fulfilled.
In keeping with physical distancing measures recommended by Public Health due to COVID-19, an electronic
meeting will be held by the Community & Infrastructure Services Committee, a Committee of Council on:
Monday, December 7, 2020
(live -stream video available at kitchener.ca/watchnow)
ADDITIONAL INFORMATION is available by contacting the staff person noted below or by viewing the report
contained in the meeting agenda (posted 10 days before the meeting at www.kitchener.ca - click on the date in the
Calendar of Events and select the appropriate committee).
Andrew Pinnell, Senior Planner - 519-741-2200 x 7668 (TTY: 1-866-969-9994); andrew.pinnell(a)kitchener.ca
1-7
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Region of Waterloo
Janine Oosterveld, MCIP, RPP
Manager of Site Development & Customer Service
City of Kitchener
City Hall, P.O. Box 1118
200 King Street West
Kitchener, ON N2G 4G7
Dear Ms. Oosterveld:
PLANNING, DEVELOPMENT
AND LEGISLATIVE SERVICES
Community Planning
150 Frederick Street 8th Foor
Kitchener Ontario N213 4A Canada
Telephone: 519-575-4400
TTY: 519-575-4608
Fax: 519-575-4466
www.reglonofwaterloo.ca
File: C16-40/20008
October 16, 2020
Re: Clearance for Removal of Holding Provision 83H
Zone Change Application ZBA 20/008/F/AP
One Properties (WAM Fischer -Hallman GP Inc.)
1250, 1270 and 1314 Fischer -Hallman Road
City of Kitchener
In accordance with By-law No. 17-035 of the Regional Municipality of Waterloo, please
accept the following recommendation regarding the above -noted application on behalf of
the Council of the Regional Municipality of Waterloo, as it applies to Holding Provision
No. 83H of Appendix F to City Zoning By-law 85-1.
The LPAT decision of March 31, 2020 (Case No. PL180832) approved City of Kitchener
By-law 2018-096 as it relates to zone change application ZC 17/003/F/AP. By-law 2018-
096 includes holding provision 83H which requires the landowner to complete a noise
study to assess the impact of both road traffic and stationary noise sources on sensitive
uses proposed on the site.
The landowner has submitted a noise study to the Region entitled, "Noise Feasibility
Study, Proposed Mixed -Use Development, 1250, 1270, 1314 Fischer -Hallman Road
Kitchener, Ontario" (HGC Engineering, revised June 11, 2020) together with email
correspondence from Ms. Sheeba Paul, HGC to the Region (Shilling Yip, Principal
Planner) dated September 25, 2020 (11:30 a.m.). Staff generally concurs with the
conclusions and recommendations noted therein. Implementation of the Study
recommendations (by way of registered agreement with the City of Kitchener and the
Document Number: 3429540
Page 2 of 2
1-9
Regional Municipality of Waterloo) has been secured through conditions of provisional
consent for applications B2020-001 through B2020-004 with the City.
The Region is satisfied that the applicant has met the requirements of holding provision
83H for the lands and have no objection to the City of Kitchener lifting holding provision
83H at this time.
Should you have any questions, please do not hesitate to contact Shilling Yip, Principal
Planner, at syip(a)regionofwaterloo.ca or (226) 753-1064 (mobile).
Yours truly,
Amanda Kutler, MCIP, RPP
Manager, Development Planning
cc. Andrew Pinnell, City of Kitchener
Matt Campbell, Zelinka Priamo
Matthew Colley, Region of Waterloo
Jason Wigglesworth, Region of Waterloo
Document Number: 3428703
1-10
Internal memo
[Development Services Department
Date: June 26, 2020
www.kitchener. ca
To: Andrew Pinnell, MCIP, RPP, Senior Planner
From: Jason Brule, C.E.T., Engineering Technologist
cc: Linda Cooper, L.E.T., C.E.T., Manager, Development Engineering
Subject: Lifting of Holding Provision 84H for 1250-1314 Fischer Hallman Road (WAM)
Engineering has reviewed the application and supporting documents received June 18, 2020
regarding the lifting of the Holding Provision on the ZBA for the above noted property.
With the establishment of the easement in perpetuity, Engineering is now satisfied that a legal
outlet for this site's stormwater has been sufficiently secured. There are no further concerns in
this regard and Engineering is in support of lifting Holding Provision 84H.
Please let me know if there is anything else you need from us at this time.
Sincerely,
�aari, IS- -1 e
Jason Brule, C.E.T.
Engineering Technologist
APPENDIX "F" - HOLDING PROVISIONS FOR SPECIFIC LANDS
83. Notwithstanding Section 54.1 of this By-law, within the lands zoned Medium Intensity Mixed Use
Corridor Zone (MU -2) as shown as affected by this subsection on Schedule Numbers 93 and 94 of
Appendix "A", no residential use or other sensitive land use shall be permitted until such time as
the City of Kitchener is in receipt of a letter from the Regional Municipality of Waterloo, advising
that the Region's requirements have been satisfied with respect to the submission of a detailed
noise study, in accordance with Region of Waterloo noise guidelines and the Ministry of the
Environment, Conservation and Parks NPC -300 noise guidelines, based on a proposed site plan,
to assess impact of road traffic and stationary noise sources, and this Holding Provision has been
removed by By-law.
(By-law 2018-096, S.16) (LPAT Decision PL180832) (1250, 1270, 1314 Fischer Hallman Road)
City of Kitchener Zoning By-law 85-1 Office Consolidation: March 31, 2020
1-12
APPENDIX "F" - HOLDING PROVISIONS FOR SPECIFIC LANDS
84. Notwithstanding Section 54.1 of this By-law, within the lands zoned Medium Intensity Mixed Use
Corridor Zone (MU -2) as shown as affected by this subsection on Schedule Numbers 93 and 94 of
Appendix "A", no uses shall be permitted until such time as a legal stormwater outlet is obtained to
the satisfaction of the City's Director of Engineering Services and this Holding Provision has been
removed by By-law. This outlet shall involve (1) the owner obtaining an easement over adjacent
lands via consent under the Planning Act, or (2) an approval under the Drainage Act, or (3) another
solution satisfactory to the City's Director of Engineering Services.
(By-law 2018-096, S.17) (LPAT Decision PL180832) (1250, 1270, 1314 Fischer Hallman Road)
City of Kitchener Zoning By-law 85-1 Office Consolidation: March 31, 2020
1-13
Staff R
Development Services Department
r
01101-4-R'
www.kitchenerca
REPORT TO: Community and Infrastructure Services Committee
DATE OF MEETING: December 7, 2020
SUBMITTED BY: Rosa Bustamante, Director of Planning, 519-741-2200 ext.
7319
PREPARED BY: Eric Schneider, Planner, 519-741-2200 ext. 7843
WARD(S) INVOLVED: Ward 1
DATE OF REPORT: November 7, 2020
REPORT NO.: DSD -20-180
SUBJECT: NAMING OF PRIVATE STREETS
142 ROSEMOUNT DRIVE
STRAWBERRY PARK INC
RECOMMENDATION:
That the City of Kitchener acknowledge that Strawberry Park Inc. intends to name
private streets: "Dewberry Drive", and "Roseberry Lane" within a common element
condominium development located at 142 Rosemount Drive; and further,
That the City's Legal Services be directed to proceed with the required advertising,
preparation and registration of the necessary By-law for the naming of "Dewberry
Drive", and "Roseberry Lane".
REPORT:
Strawberry Park Inc. is seeking Council approval to name two private streets within the
residential development located at 142 Rosemount Drive. In September 2020, the subject
lands received Site Plan Approval for 76 townhouse units on private roadways.
Private Street Naming Request
The applicant is proposing to name the private streets shown on the plan below "Dewberry
Drive", and "Roseberry Lane"
The naming of the private streets will eliminate the need for a complicated Multiple Unit
Identification Sign at the entrance to the site. Also, site navigation for emergency services,
residents and visitors to the site will be improved.
The proposal has been circulated to a number of internal divisions and agencies and no
concerns were raised. The dwellings will be addressed in accordance with the City's Street
Naming and Addressing Policy. The Region has approved the proposed street names.
Staff are satisfied that the proposed private street names are appropriate and support the
street naming requests.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
2-1
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
The recommendation of this report supports the achievement of the city's strategic vision
through the delivery of core service.
FINANCIAL IMPLICATIONS:
All costs associated with the registration of the reference plan, advertising of the intent to
name the streets and street signage and/or any agreements deemed necessary by the City
Solicitor to implement the street naming are to be entirely borne by the applicant.
COMMUNITY ENGAGEMENT:
Should staff's recommendation be approved, notice of the intention to pass a private street
naming by-law would be advertised in The Record. This communication corresponds to the
"inform" theme of the Community Engagement Strategy.
REVIEWED BY: Janine Oosterveld, Manager of Site Development & Customer Service
ACKNOWLEDGED BY: Justin Readman, General Manager (Development Services)
Attachments:
Appendix A — Site Plan — 142 Rosemount Drive
Appendix B — Fire Route Plan — 142 Rosemount Drive
Appendix C — Applicant Request/City and Agency Comments
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September 28th, 2020
Tim Seyler, Planner
Planning Division - City of Kitchener
City Hall
200 King Street West, 6th Floor
Kitchener, ON N2G 4G7
Dear Mr. Seyler:
RE: 142 Rosemount Drive (SP1 6/1103/11/1313), Strawberry Park Inc.
Request for Creation of Private Streets, MHBC FILE "14179 B"
KITCHENER
WOODBRIDGE
LONDON
KINGSTON
BARRIE
BURLINGTON
On behalf of our client Strawberry Park Inc., please accept this letter as our request for the creation of two
private streets as it relates to the condominium development planned at 142 Rosemount Drive (formerly
Notre Dame School), in the City of Kitchener.
We kindly ask that the City consider Dewberry Drive and Roseberry Lane as the preferred private street
names within the site plan for this project. We have confirmed availability of the street names with Brian
Lamondin at the Region of Waterloo, and he has approved of their use. City Fire Prevention staff have also
endorsed the private street naming concept, and City Addressing Staff have approved of the addresses.
The following documents are attached to this submission to support our request:
• A cheque payable to City of Kitchener in the amount of $548.00 representing the 2020 fee for
Private Street Naming applications.
• A cheque payable to City of Kitchener in the amount of $1,700.00 representing the legal fees for
processing the Private Street Naming Request.
• A Reference Plan identifying the limits of the private streets (shown as Parts 1 and 2), prepared by
MacDonald Tamblyn Lord Surveying Limited.
• Copy of approved Site Plan for 142 Rosemount Drive.
• Correspondence from Regional staff confirming acceptability of street names.
• Correspondence from City of Kitchener Fire Prevention staff confirming approval.
• Correspondence from City of Kitchener Addressing staff confirming the addresses.
200-540 BI NGEMANS CENTRE DRIVE/ KITCHENER / ONTARIO/ N2B 3X9/T519 576 3650/ F 519 5760121 / WWW.MHBCPLAN.COM
2-5
We kindly ask that staff prepare a report, to be presented at the next available Community and
Infrastructure Services Committee, to support approval of the creation of the private street. Please contact
me to advise on the date the proposal will be considered by the Committee and then Council.
If you require any additional information please contact the undersigned.
Yours truly,
MHBC
Nicho as *BogertS, MCIP, RPP, CAHP
Associate
cc. Roberta Harvey, Strawberry Park Inc. (do Country Green Homes)
Dave Aston, MHBC
2-6
Nick Bogaert
From:
Richard. Brooks@kitchener.ca
Sent:
February -11-20 12:40 PM
To:
Nick Bogaert
Subject:
RE: 142 Rosemount SP19/080/R/JD
Follow Up Flag: Follow up
Flag Status: Completed
Thanks Nick. That is great. I have approved the site/fire route plan and have signed off on that portion of the permit.
Rick Brooks
Fire Prevention Officer
Kitchener Fire Department
519 7412200 X5516
Richard.brooks@kitchener.ca
From: Nick Bogaert <nbogaert@mhbcplan.com>
Sent: Tuesday, February 11, 2020 12:00 PM
To: Richard Brooks <Richard.Brooks@kitchener.ca>
Subject: RE: 142 Rosemount SP19/080/R/JD
Hello Rick,
I wanted to circle back with you on this matter. I have had our techs revise the Fire Route Plan based on the comments
provided below, and the revised drawing is attached for your review and information. For convenience, I have added in
red in your email how we have addressed the comments.
Please let me know of any additional feedback, and we will finalize accordingly.
Thank you,
Nick
NICHOLAS P. BOGAERT, BES, MCIP, RPP, CAHP
Associate
M H BC Planning, Urban Design & Landscape Architecture
540 Bingemans Centre Drive, Suite 200 1 Kitchener I ON I N2B 3X9 I T 519 576 3650 X 719 1 F 519
576 0121 1 C 519 573 2834 1 nbogaert(o)mhbcplan.com
Follow us: Webpage I Linkedln I Facebook I Twitter I Vimeo
1
2-7
Nick Bogaert
From: Brian Lamondin <BLamondin@regionofwaterloo.ca>
Sent: August -29-19 4:23 PM
To: Nick Bogaert
Subject: RE: 142 Rosemount Drive (SP16/013/R/BB), MHBC File "14179 B"
Follow Up Flag: Follow up
Flag Status: Completed
Hi Nick
- Strawberry— not acceptable — already exists in Waterloo
- Roseberry — is acceptable and is now reserved
- Dewberry is acceptable and was already reserved by MHBC for future use
From: Nick Bogaert [mailto:nbogaert@mhbcplan.com]
Sent: Thursday, August 29, 2019 3:15 PM
To: Brian Lamondin
Subject: 142 Rosemount Drive (SP16/013/R/BB), MHBC File "14179 B"
Good afternoon Brian,
I hope things are well with you. I am working on a site plan at 142 Rosemount Drive in Kitchener (see attached plan). It
is the site of the former Notre Dame school and is being proposed for townhouse dwellings. Our client would like to
pursue private street naming for the site, so we are coordinating accordingly with City staff. Our client has come up
with the following potential names:
- Strawberry Lane
- Roseberry Lane
- Dewberry Drive
Can you please advise if the above names are acceptable? Our client may switch or revise the 'Lane', 'Drive', etc. if that
is OK.
Thank you,
Nick
NICHOLAS P. BOGAERT, BES, MCIP, RPP, CAHP
Associate
M H BC Planning, Urban Design & Landscape Architecture
540 Bingemans Centre Drive, Suite 200 1 Kitchener I ON I N2B 3X9 I T 519 576 3650 X 719 1 F 519
576 0121 1 C 519 573 2834 1 nbogaert(a)mhbcplan.com
1
2-8
Staff R
Development Services Department
r
01101-4-R'
www.kitchenerca
REPORT TO: Community and Infrastructure Services Committee
DATE OF MEETING: December 7, 2020
SUBMITTED BY: Rosa Bustamante, Director of Planning, 519-741-2200 ext.
7319
PREPARED BY: Eric Schneider, Planner, 519-741-2200 ext. 7843
WARD(S) INVOLVED: Ward 4
DATE OF REPORT: November 16, 2020
REPORT NO.: DSD -20-202
SUBJECT: NAMING OF A PRIVATE STREET
625 BLAIR CREEK DRIVE
HALLMAN CONSTRUCTION LTD.
RECOMMENDATION:
That the City of Kitchener acknowledge that Hallman Construction Ltd. intends to
name a private street: "Stonecliffe Walk" within a vacant land condominium
development located at 625 Blair Creek Drive; and further,
That the City's Legal Services division be directed to proceed with the required
advertising, preparation and registration of the necessary By-law for the naming of
"Stonecliffe Walk".
REPORT:
Hallman Construction Inc. is seeking Council approval to name a private street within the
residential development located at 625 Blair Creek Drive. In September 2019, the subject
lands received Site Plan Approval. In August 2020, the subject lands received draft approval
from Council for 21 units to be developed with single detached dwellings on the private
roadway.
Private Street Naminq Request
The applicant is proposing to name the private street shown on the plan below "Stonecliffe
Walk".
The naming of the private street will eliminate the need for a complicated Multiple Unit
Identification Sign at the entrance to the site. Also, site navigation for emergency services,
residents and visitors to the site will be improved.
The proposal has been circulated to a number of internal divisions and agencies and no
concerns were raised. The dwellings will be addressed in accordance with the City's Street
Naming and Addressing Policy. The Region has approved the proposed street name.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
3-1
Staff are satisfied that the proposed private street name is appropriate and support the street
naming request.
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
The recommendation of this report supports the achievement of the city's strategic vision
through the delivery of core service.
FINANCIAL IMPLICATIONS:
All costs associated with the registration of the reference plan, advertising of the intent to
name the street and street signage and/or any agreements deemed necessary by the City
Solicitor to implement the street naming are to be entirely borne by the applicant.
COMMUNITY ENGAGEMENT:
Should staff's recommendation be approved, notice of the intention to pass a private street
naming by-law would be advertised in The Record. This communication corresponds to the
"inform" theme of the Community Engagement Strategy.
REVIEWED BY: Janine Oosterveld, Manager of Site Development & Customer Service
ACKNOWLEDGED BY: Justin Readman, General Manager (Development Services)
Attachments:
Appendix A — Site Plan — 625 Blair Creek Drive
Appendix B — Fire Route Plan — 625 Blair Creek Drive
Appendix C — Applicant Request/City and Agency Comments
3-2
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3-4
November 4, 2020
Ms. Janine Oosterveld
Manager of Site Development
Planning Division, City of Kitchener
City Hall — PO Box 1118
Kitchener, ON
N2G 4G7
Dear Ms. Oosterveld:
RE: 625 Blair Creek Drive, Groh South Stage 3, 3oT-07203 (SPzg/o68/B/ES)
Hallman Construction Ltd.
Request for Private Street Naming
OUR FILE No.: Y202S
KITCHENER
WOODBRIDGE
LONDON
KINGSTON
BARRIE
BURLINGTON
On behalf of our client Hallman Construction Ltd., please accept this letter as our request for the
creation of a private street for the condominium development planned at 625 Blair Creek Drive, in the
City of Kitchener.
We kindly ask that the City consider Stonecliffe Walk, Stonecliffe Lane, Stonecliffe Circle, Stonecliffe
Place, and Stonecliffe Court as the preferred private street names within the site plan. We have
confirmed availability of the street names with Chris Rumig of the Region of Waterloo, and he has
approved of their use. We ask that City staff also provide confirmation of the acceptability of the
proposed street names. A reference plan has been prepared by MTE (OLS) for the purposes of the
Street Naming By-law, and is included in this submission.
The following documents are included in this submission to support our request:
• A cheque payable to City of Kitchener in the amount of $548.00 representing the zozo fee for
Private Street Naming.
• A cheque payable to City of Kitchener in the amount of $1,700.00 representing the legal fees
for processing the Private Street Naming Request.
• Reference Plan identifying the limits of the private street (shown as Part 1), prepared by MTE
(OLS) Ltd.
• Copy of approved Site Plan for 625 Blair Creek Drive.
• Correspondence from Regional staff confirming acceptability of proposed street names.
200-54o BINGE MANS CENTRE DRIVE /K ITCH ENE R / ONTARIO / NzB 3X9/T519 576 365o / F Sig 576 0121 / WWW.MHBCPLAN.COM
3-5
We kindly ask that staff prepare a report, to be presented at the next available Community and
Infrastructure Services Committee, to support approval of the creation of the private street. Please
contact the undersigned with a confirmed Community and Infrastructure Services Committee date to
approve the request.
If you require any additional information please contact the undersigned.
Yours truly,
MHBC
Paul R. Britton, M.C.I.P., R.P.P
cc. Paul Grespan, Hallman Construction Ltd.
Eric Schneider, City of Kitchener
3-6
From:
Chris Rumio
To:
Luisa Vacondio
Cc:
Paul Britton
Subject:
RE: Street Names to Reserve - MHBC Planning
Date:
August 27, 2020 2:58:55 PM
Attachments:
imaae001.ioa
Hi Luisa,
Please see my comments below.
Chris Rumig
GIS Analyst - Information Technology Services, Region of Waterloo
150 Frederick St, 5th Floor, Kitchener, ON N2G 4J3
crumig(@regionofwaterloo.ca
From: Luisa Vacondio <Ivacondio@mhbcplan.com>
Sent: August 27, 2020 1:11 PM
To: Chris Rumig <Crumig@regionofwaterloo.ca>
Cc: pbritton <pbritton@mhbcplan.com>
Subject: RE: Street Names to Reserve - MHBC Planning
Good afternoon Chris,
We've developed some additional options for street names. Can you kindly confirm if the Region has
any issues with reserving the names below with the following street suffixes - Circle, Lane, Court,
Road, Crescent and Street:
• Gatestone[Chris Rumig] Already in use as Gatestone Blvd in Waterloo
• Stone Arch[Chris Rumig] Available
• Stone Bridge[Chris Rumig] Sounds a little too much like Stoneridge which is in use
• Stone Croft[Chris Rumig] Already in use as Stonecroft Way in New Hamburg
• Hallstone[Chris Rumig] Available
• Stonefield[Chris Rumig] Already in use as Stonefield Dr in Woolwich
• Stonecliffe[Chris Rumig] Available
• Stonedge[Chris Rumig] Available
• Forest Meadow[Chris Rumig] Available
Thank you,
Luisa
LUISA VACONDIO, BES I Planner
MHBC Planning, Urban Design & Landscape Architecture
3-7
540 Bingemans Centre Drive, Suite 200 1 Kitchener I ON I N213 3X9 I T 519 576 3650 X 710
1 C 519 729 8564 1 F 519 576 0121 1 Ivaco ndioamhbcpIan. com
Follow us: Webpage I Linkedin I Facebook I Twitter I Vimeo
Email Signature Banner Template - 2015 DRAFT 3
u
From: Chris Rumig [mailto:Crumigl@regionofwaterloo.ca]
Sent: August 25, 2020 2:10 PM
To: Luisa Vacondio <Ivacondio(@mhbcplan.com>
Cc: Paul Britton <pbrittonC@mhbcplan.com>
Subject: RE: Street Names to Reserve - MHBC Planning
Hi Luisa,
I inserted my comments below and attached is a spreadsheet of the streetnames reserved by MHBC.
If you require anything else — please feel free to contact me.
Thanks,
Chris Rumig
GIS Analyst - Information Technology Services, Region of Waterloo
150 Frederick St, 5th Floor, Kitchener, ON N2G 4J3
crumigC@regionofwaterloo.ca
From: Luisa Vacondio <Ivacondio0mhbcplan.com>
Sent: August 25, 2020 9:16 AM
To: Chris Rumig <CrumigC@regionofwaterloo.ca>
Cc: pbritton <pbritton(@mhbcplan.com>
Subject: Street Names to Reserve - MHBC Planning
Good afternoon Chris,
Can you please advise if the Region has any conflicts with reserving the following street names under
MHBC on behalf of our clients?
• Castlestone Court[Chris Rumig] No issues
• Cairnwood Court[Chris Rumig] No issues
• Crestwood Court[Chris Rumig] Too close to Crestwood Dr and Crestwood Ave
• Skyfall Court[Chris Rumig] No issues
3-8
• Forest Creek Drive[Chris Rumig] Already in use in Kitchener
• Forest Lake Lane[Chris Rumig] No issues
• Forest Lake Crescent[Chris Rumig] No issues
• Forest Gate Crescent[Chris Rumig] Already in use in Waterloo
• Forest Creek Crescent[Chris Rumig] Too close to Forest Creek Dr which is in use
• Forest Lake Drive[Chris Rumig] No issues
• Forest Gate Road[Chris Rumig] Too close to Forest Gate Cres
In addition, if there is an existing list of street names reserved by MHBC, can you please provide me
with the names on that list?
Thank you,
LUISA VACONDIO, BES I Planner
MHBC Planning, Urban Design & Landscape Architecture
540 Bingemans Centre Drive, Suite 200 1 Kitchener I ON I N213 3X9 I T 519 576 3650 X 710
1 C 519 729 8564 1 F 519 576 0121 1 IvacondioQmhbcpIan. com
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3-9
From: BERE, Jamie <james.bere@ ca nada post. postescanada. ca>
Sent: Friday, November 13, 2020 2:29 PM
To: Eric Schneider
Subject: [EXTERNAL] RE: Private Street Naming Request- 625 Blair Creek Drive
Hi Eric
Canada Post has no issues with this request.
Thanks
Jamie Bere
Delivery Services Officer
Canada Post
955 Highbury Ave N
London ON N5Y 1A3
519-280-7968
From: Eric Schneider[ma iIto: Eric. Schneider@kitchener.ca]
Sent: November -06-20 11:27 AM
To: Greg Reitzel <Greg.Reitzel@kitchener.ca>; Richard Brooks <Richard.Brooks@kitchener.ca>; Leslie
Collins <Leslie.Collins@kitchener.ca>; Dave Seller <Dave.Seller@kitchener.ca>; BERE, Jamie
<james.bere@ ca nada post. postescanada. ca>; 'Crumig@ regionofwaterloo.ca'
<Crumig@regionofwaterloo.ca>
Cc: Barb Fairbairn <Barb.Fairbairn @kitchener.ca>; Michael Palmer <Michael.Palmer@kitchener.ca>;
Beth Bruno <Beth.Bruno@kitchener.ca>
Subject: Private Street Naming Request- 625 Blair Creek Drive
Hello,
Attached, Please find the formal request from Hallman Construction Ltd., seeking Private Street Naming
Requests for the development (see attached site plan) of 2 vacant land condominium units at 625 Blair
Creek Drive.. The letter requests: ""Stonecliffe Walk", "Stonecliffe Lane", "Stonecliffe Circle",
"Stonecliffe Place", and "Stonecliffe Court" the possible private street names for the City's
consideration. The reference plan and other pertinent information is attached as provided by the
applicant.
Please advise if you have any comments or issues with the request.
Comments are requested by November 12, 2020.
Thanks,
Eric Schneider, MCIP, RPP
Planner I Planning Division I City of Kitchener
(519) 741-2200 ext 7843 1 TTY 1-866-969-9994 1 eric.schneider&kitchener.ca
3-10
a NO 0 �mOnA » °u
3-11
From: Richard Brooks
Sent: Friday, November 06, 2020 11:57 AM
To: Eric Schneider; Greg Reitzel; Leslie Collins; Dave Seller; Canada Post -Jamie
Bere; 'Crumig@ regionofwaterloo.ca'
Cc: Barb Fairbairn; Michael Palmer; Beth Bruno
Subject: RE: Private Street Naming Request- 625 Blair Creek Drive
Kitchener Fire Department has no issues with the names choosen.
Rick Brooks
Fire Prevention Officer
Kitchener Fire Department
519 741 2200x 5516
Richard. brooks@kitchener.ca
From: Eric Schneider <Eric.Schneider@kitchener.ca>
Sent: Friday, November 6, 2020 11:27 AM
To: Greg Reitzel <Greg.Reitzel @kitchener.ca>; Richard Brooks <Richard.Brooks@kitchener.ca>; Leslie
Collins <Leslie.Collins@kitchener.ca>; Dave Seller <Dave.Seller@kitchener.ca>; Canada Post - Jamie Bere
<iames.bere@canadapost.ca>; 'Crumig@regionofwaterloo.ca' <Crumig@regionofwaterloo.ca>
Cc: Barb Fairbairn <Barb.Fairbairn @kitchener.ca>; Michael Palmer <Michael.Palmer@kitchener.ca>;
Beth Bruno <Beth.Bruno@kitchener.ca>
Subject: Private Street Naming Request- 625 Blair Creek Drive
Hello,
Attached, Please find the formal request from Hallman Construction Ltd., seeking Private Street Naming
Requests for the development (see attached site plan) of 2 vacant land condominium units at 625 Blair
Creek Drive.. The letter requests: ""Stonecliffe Walk", "Stonecliffe Lane", "Stonecliffe Circle",
"Stonecliffe Place", and "Stonecliffe Court" the possible private street names for the City's
consideration. The reference plan and other pertinent information is attached as provided by the
applicant.
Please advise if you have any comments or issues with the request.
Comments are requested by November 12, 2020.
Thanks,
Eric Schneider, MCIP, RPP
Planner I Planning Division I City of Kitchener
(519) 741-2200 ext 7843 1 TTY 1-866-969-9994 1 eric.schneider&kitchener.ca
You
3-12
From: Dave Seller
Sent: Friday, November 06, 2020 12:56 PM
To: Eric Schneider
Subject: RE: Private Street Naming Request- 625 Blair Creek Drive
Transportation Service have no issues with the proposed private street names.
Dave Seller, C.E.T.
Traffic Planning Analyst I Transportation Services I City of Kitchener
519-741-2200 ext. 7369 1 TTY 1-866-969-9994 1 dave.seller@kitchener.ca
From: Eric Schneider <Eric.Schneider@kitchener.ca>
Sent: Friday, November 06, 2020 11:27 AM
To: Greg Reitzel <Greg.Reitzel@kitchener.ca>; Richard Brooks <Richard.Brooks@kitchener.ca>; Leslie
Collins <Leslie.Collins@kitchener.ca>; Dave Seller <Dave.Seller@kitchener.ca>; Canada Post - Jamie Bere
<iames.bere@canadapost.ca>; 'Crumig@regionofwaterloo.ca' <Crumig@regionofwaterloo.ca>
Cc: Barb Fairbairn <Barb.Fairbairn @kitchener.ca>; Michael Palmer <Michael.Palmer@kitchener.ca>;
Beth Bruno <Beth.Bruno@kitchener.ca>
Subject: Private Street Naming Request- 625 Blair Creek Drive
Hello,
Attached, Please find the formal request from Hallman Construction Ltd., seeking Private Street Naming
Requests for the development (see attached site plan) of 2 vacant land condominium units at 625 Blair
Creek Drive.. The letter requests: ""Stonecliffe Walk", "Stonecliffe Lane", "Stonecliffe Circle",
"Stonecliffe Place", and "Stonecliffe Court" the possible private street names for the City's
consideration. The reference plan and other pertinent information is attached as provided by the
applicant.
Please advise if you have any comments or issues with the request.
Comments are requested by November 12, 2020.
Thanks,
Eric Schneider, MCIP, RPP
Planner I Planning Division I City of Kitchener
(519) 741-2200 ext 7843 1 TTY 1-866-969-9994 1 eric.schneider&kitchener.ca
ULD NO rM N
3-13
Staff Report `
Develo lnent5ervicesDepartr7ent www.kitchenerca
REPORT TO: Community and Infrastructure Services Committee
DATE OF MEETING: December 7, 2020
SUBMITTED BY: Cronkite, Barry, Director, Transportation Services, 519-741-2200
ext. 7738
PREPARED BY: Balaban, Ivan J, Traffic Technologist, 519-741-2200 ext. 7302
WARD(S) INVOLVED: Ward 1
DATE OF REPORT: November 6, 2020
REPORT NO.: DSD -20-201
SUBJECT: On -Street Parking Regulations — Rothsay Avenue
RECOMMENDATION:
That the current parking prohibition on the east (odd -numbered) side of Rothsay
Avenue from Matthew Street to Smetana Drive be removed; and further,
That the Uniform Traffic Bylaw be amended accordingly.
REPORT HIGHLIGHTS:
• The purpose of this report is to recommend that the existing traffic bylaw be revised to
remove the parking prohibition on one side of Rothsay Avenue between Matthew Street
and Smetana Drive.
• The key finding of this report is that directly affected residents show majority support for
removing the parking prohibition.
• The financial implications are approximately $200 for removal of "No Parking" signs.
• Community engagement included surveying directly affected residents and providing
notification of this report.
• This report supports the delivery of core services.
BACKGROUND:
Rothsay Avenue is a local roadway with primarily residential land use. Transportation
Services received a request to review the existing parking regulations along the roadway.
The request cited that the current parking prohibition on the roadway was in response to
patrons of a local business, and said business has since closed, making the prohibition no
longer necessary.
Currently, on -street parking is prohibited on the east (odd -numbered) side of Rothsay
Avenue from 8pm to 2:30am. Outside of this prohibition, parking on both sides is permitted
for a maximum period of three (3) consecutive hours, as outlined in the City of Kitchener
Uniform Traffic By-law No. 2019-113.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
C=I
REPORT:
Residents on Rothsay Avenue were surveyed regarding a proposal to remove the 8pm to
2:30am parking prohibition on the east (odd -numbered) side of Rothsay Avenue from
Matthew Street to Smetana Drive. A survey letter dated September 18, 2020 was mailed to
residents, with a response deadline of October 5, 2020. The results of the survey are as
follows..
Remove the 8:OOpm-2:30am parking prohibition 11 votes (85% of Respondents)
on the east side of Rothsay Avenue between
Matthew Street and Smetana Drive.
Leave existing on -street parking as is: 2 votes (15% of Respondents)
TOTAL: 13 out of 21 responded (62% response rate)
Based on the results of this survey, Transportation Services is recommending that the
current on -street parking prohibition restricting parking from 8pm to 2:30am on the east (odd -
numbered) side of Rothsay Avenue from Matthew Street to Smetana Drive be removed.
STRATEGIC PLAN ALIGNMENT:
This report supports the delivery of core services.
FINANCIAL IMPLICATIONS:
Capital Budget — The recommendation has no impact on the Capital Budget.
Operating Budget — The recommendation has an approximately $200 impact on the
Operating Budget.
COMMUNITY ENGAGEMENT:
INFORM — This report has been posted to the City's website with the agenda in advance of
the council / committee meeting. Directly affected residents were notified of this report going
to council.
CONSULT — Directly affected residents were surveyed regarding this proposed parking
regulation change in October 2020.
PREVIOUS REPORTS/AUTHORITIES:
• City of Kitchener Uniform Traffic By-law No. 2019-113
APPROVED BY: Justin Readman, General Manager
Development Services Department
ATTACHMENTS:
Attachment A — Key Map —Rothsay Avenue Proposed On -Street Parking Regulations
4-2
Key Map
Rothsay Avenue Proposed On -Street Parking Regulations
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4-3
Staff Report `
Develo lnent5ervicesDepartr7ent www.kitchenerca
REPORT TO: Community and Infrastructure Services Committee
DATE OF MEETING: December 7, 2020
SUBMITTED BY: Cronkite, Barry, Director, Transportation Services, 519-741-2200
ext. 7738
PREPARED BY: Balaban, Ivan J, Traffic Technologist, 519-741-2200 ext. 7302
WARD(S) INVOLVED: Ward 5
DATE OF REPORT: November 12, 2020
REPORT NO.: DSD -20-204
SUBJECT: On -Street Parking Regulations — Trillium Drive
RECOMMENDATION:
That parking be prohibited at any time on the north / west (even -numbered) side of
Trillium Drive from a point 310 metres south of Mcbrine Drive to a point 130 metres
east of Washburn Drive; and further,
That the Uniform Traffic Bylaw be amended accordingly.
REPORT HIGHLIGHTS:
• The purpose of this report is to recommend that the existing traffic bylaw be revised to
prohibit parking on one side of Trillium Drive near Huron Natural Area to improve traffic
flow and safety.
• The key finding of this report is that traffic, notably large trucks accessing industrial land
use, is impeded by on -street parking currently permitted on both sides of the street near
Huron Natural Area.
• The financial implications are approximately $1,000 for installation of "No Parking"
signs.
• Community engagement included sending a notification letter to nearby businesses
affected by the change.
• This report supports the delivery of core services.
BACKGROUND:
Trillium Drive is a Major Community Collector Street with primarily industrial land use and
access to Huron Natural Area. Transportation Services has received numerous requests to
review the existing parking regulations along the roadway. The requests cited concerns that
the current parking regulations allow for parking on both sides of the roadway, which impede
vehicle access, especially large trucks serving nearby industrial uses. This concern has
been particularly evident throughout the pandemic, as Huron Natural Area has more
commonly become a destination for outdoor recreational activity, leading to greater numbers
of vehicles parked on street.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
5-1
Currently, on -street parking is permitted on both sides of Trillium Drive for a maximum period
of three (3) consecutive hours, as outlined in the City of Kitchener Uniform Traffic By-law
No. 2019-113.
REPORT:
Transportation Services staff conducted site reviews on both weekdays and weekends and
continuously observed a large number of vehicles parked on both sides of Trillium Drive,
extending to the curve beyond Huron Natural Area. Due to roadway width, two-way traffic
cannot be maintained in this area when vehicles are parked on both sides. Safety concerns
are compounded by the need for large trucks to access nearby industrial land uses, and a
significant number of pedestrians walking to and from their vehicles where no sidewalks are
present.
Based on the results of these observations, Transportation Services is recommending that
parking be prohibited on the north /west (even -numbered) side of Trillium Drive from a point
approximately 310 metres south of Mcbrine Drive to a point approximately 130 metres east
of Washburn Drive (wherein the parking prohibition will adjoin the current restrictions
surrounding the private school). These recommendations have been discussed with and
supported by Parks staff.
STRATEGIC PLAN ALIGNMENT:
This report supports the delivery of core services.
FINANCIAL IMPLICATIONS:
Capital Budget — The recommendation has no impact on the Capital Budget.
Operating Budget — The recommendation has an approximately $1,000 impact on the
Operating Budget.
COMMUNITY ENGAGEMENT:
INFORM — This report has been posted to the City's website with the agenda in advance of
the council / committee meeting. Directly affected businesses were notified regarding this
proposed parking regulation change in November 2020.
PREVIOUS REPORTS/AUTHORITIES:
• City of Kitchener Uniform Traffic By-law No. 2019-113
APPROVED BY: Justin Readman, General Manager
Development Services Department
ATTACHMENTS:
Attachment A — Key Map —Trillium Drive Proposed On -Street Parking Regulations
5-2
Key Map
Trillium Drive Proposed On -Street Parking Regulations
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5-3
Staff Report
Development Services Department
K �-FvR
www.kitchen er. c a
REPORT TO:
Community & Infrastructure Services Committee
DATE OF MEETING:
December 7, 2020
SUBMITTED BY:
Barry Cronkite, Director, Transportation Services,
519-741-2200 ext. 7738
PREPARED BY:
Darren Kropf, Active Transportation Planning Project Manager,
519-741-2200 ext. 7314
WARD (S) INVOLVED:
Wards 9 & 10
DATE OF REPORT:
November 27, 2020
REPORT NO.:
DSD -20-203
SUBJECT:
Protected Downtown Cycling Grid
RECOMMENDATION:
That a Protected Downtown Cycling Grid be installed that includes:
Separated bike lanes on Joseph Street (Victoria Street to Queen Street), Ontario
Street (Joseph Street to King Street), Cedar Street North (Church Street to
Lancaster Street), Duke Street East (Cedar Street to Frederick Street), Duke Street
West (Victoria Street to Water Street), Queen Street (Joseph Street to Church
Street) and Water Street North (Joseph Street to Weber Street);
Neighbourhood bikeways on Breithaupt Street (King Street to Margaret Avenue),
Maynard Avenue (Margaret Avenue to Young Street), Chapel Street (East Avenue
to Lancaster Street), Lancaster Street (Frederick Street to Weber Street), Church
Street (Queen Street to Madison Avenue), Madison Avenue (Church Street to the
Iron Horse Trail), Benton Street (Iron Horse Trail to Courtland Avenue), Water Street
(Jubilee Drive to Joseph Street), David Street, Stirling Lane, Pandora Street (Stirling
Lane to Duke Street), Waverly Road (Gage Avenue to Strange Street), and Duke
Street West (Victoria Street to Wellington Road); and
Boulevard multi -use trail on Margaret Avenue (Victoria Street to Queen Street) and
Otto Street (Queen Street to Frederick Street);
That Joseph Street (Ontario Street to Victoria Street) be converted to one-way westbound
motor vehicle operation;
That Ontario Street (Charles Street to King Street) be converted to one-way northbound
motor vehicle operation;
That Cedar Street (Weber Street to Church Street) be converted to one-way southbound
motor vehicle operation;
That Duke Street East (Frederick Street to Cedar Street) be converted to one-way
eastbound motor vehicle operation;
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
6-1
That Hall's Lane (Ontario Street to a point 35 m west of Queen Street) be converted to
one-way eastbound motor vehicle operation and on -street parking be added to Hall's
Lane (Ontario Street to a point 50 m east of Ontario Street);
That all streets included in the Downtown Cycling Grid be set to a speed limit of 40 km/h;
That the Uniform Traffic Bylaw be amended accordingly, and further;
That $1,000,000 of Federal Gas Tax funding be allocated to the Cycling Infrastructure
capital account in 2021 to help fund the construction of the Protected Downtown Cycling
Grid.
REPORT HIGHLIGHTS:
• The purpose of this report is to seek council approval for the plan and implementation of a
continuous and protected Downtown Cycling Grid.
• The key finding of this report is that 2.8 km of separated bike lanes, 6.6 km of neighbourhood
bikeways and 0.6 km of multi -use trail can create a network of cycling that is attractive to all
ages and abilities and connects to popular trails like the Iron Horse Trail, Spurline Trail and
The Great Trail (formerly known as the Trans Canada Trail).
• The financial implications are $5.9 million in one-time capital costs and $240,000 in annual
operating costs.
• Community engagement included 1,253 residents during the final phase of consultation,
along with 3,200 residents for the Cycling and Trails Master Plan and 1,250 residents for
the formation of the Strategic Plan;
• This report supports People -friendly Transportation by installing a continuous and protected
cycling network.
EXECUTIVE SUMMARY:
The installation of a Protected Downtown Cycling Grid (the grid) delivers on the Strategic Plan
goal of providing more People -Friendly Transportation options and addresses the immediate
priorities identified in the approved Cycling and Trails Master Plan.
With nearly 50% of the region's carbon emissions coming from the transportation sector, cycling
is an important strategy for meeting the city's climate action goals. Cycling is an affordable form
of transportation that has been shown to generate economic activity by freeing up disposable
income (compared to car ownership expenses) to spend at shops, restaurants and cultural
attractions. The on-going pandemic has created a cycling boom as people seek safe, outdoor
physical exercise and practical alternatives to transit and carpooling.
In total, the grid consists of 10 km of facilities that will make cycling safe, comfortable and
convenient for all ages and abilities, including:
• 2.8 km of separated cycling facilities that create a grid of east/west and north/south
corridors in and through the downtown;
6-2
• 6.6 km of neighbourhood bikeways that will connect surrounding neighbourhoods into the
downtown; and
• A 0.6 km multi -use trail that helps to connect the Civic District, Spur Line Trail and Olde
Berlin Town neighbourhood to the downtown.
The downtown grid was identified as an immediate priority in the Cycling and Trails Master Plan.
$5.9 million in capital funding is required and anticipated to be provided through a combination
of development charges, capital out of current, tax capital reserve and the Parking Enterprise.
Operating costs to maintain the physical infrastructure proposed is approximately $240,000
annually. A series of permanent counting stations will be installed to measure use and evaluate
success of the project over time.
BACKGROUND:
The installation of the grid meets many corporate objectives related to expanded transportation
choice, economic development and climate action targets, as well as responding to the on-going
pandemic.
Expanding transportation choices
Community demand for expanded transportation choice was identified when People -friendly
transportation emerged as one of five key goals of the City's Strategic Plan.
In March 2019, City Council approved a new zoning bylaw as part of the Comprehensive Review
of the Zoning By-law (CRoZBy) Project that changed the approach to on-site parking regulations,
such as minimum bike parking, no minimum automobile parking requirements in the Urban
Growth Centre, lower minimum automobile parking requirements for most uses, and updated
shared parking. These measures were taken as part of a larger transportation demand
management strategy that aims to reduce vehicle trips in the downtown and shift those trips to
alternative modes. A downtown cycling grid is needed to complement these zoning approaches
by providing that viable alternative (combined with walking and transit) to vehicle ownership.
Street right-of-way space is limited, especially in a downtown. Cycling can move 4.5 times more
people per square metre than motor vehicle lanes, making it an effective strategy to reducing
vehicle congestion in downtown cores.' The ION has spurred a development boom in the
downtown. An estimated 5,000 new residents will soon be living directly in the city's core, many
of whom are looking for a lifestyle that is less dependent on a personal automobile.
The Cycling and Trails Master Plan identified downtown's cycling potential as very high, given
population, land use, road network connectivity, road network density and topography (see
Attachment A). With 61,600 residents living within a 15 -minute bike ride of the downtown there
is significant latent demand for a Downtown Cycling Grid.
National Association of City Transportation Officials, "Designing to Move People." https://nacto.ore%ublication/transit-
street- des ign-guide/intro duction/wh/ gning-move-people/.
6-3
Other Canadian municipalities have demonstrated that there is a direct correlation between
cycling ridership and the presence, quality and connectivity of bike infrastructure:
• Calgary: After converting 2% of motor vehicle lanes in Calgary's downtown to bike
infrastructure, cycling ridership increased by 40% to 17,000 trips per day 72
• Hamilton: Cannon Street's bidirectional bike lanes increased cycling to up to 600 cyclists
per day in peak summer months,
• Edmonton: Installed 7.8 km of downtown cycling infrastructure and saw 100 times more
cyclists, averaging up to 3,000 per day.3
• Toronto: Bloor Street saw 2.4 km of separated bike lanes installed, with ridership peaking
to nearly 1 million cyclists per year, including a 25% increase of entirely new cyclists.4
It is clear through the experience in other municipalities that when destinations are safely
accessible by bike, people are more likely to choose cycling as a mode of transportation.
Active transportation and transit are complementary. The competitiveness of transit, compared
to driving, is enhanced when people can access transit stations quicker and from a farther
distance. When choice is available, the need to purchase a vehicle (or second, third, etc.) is
reduced. A safe and comfortable cycling network provides an enhanced "first -last mile"
connection to transit, maximizing the investment made in the ION.
Generating economic development through cycling
The downtown cycling grid will provide a new way for customers to access downtown
businesses. A study of Uptown Waterloo shoppers found 70% of shoppers travel by bicycle,
walking or public transit. The study also found that "cyclists make more frequent shopping trips
than those arriving by car and spend at least as much overall as those who drive to shop."5
Along with being more frequent and loyal customers, cyclists have more disposable income
because they spend less money on auto repairs, gas, insurance and car payments.6
Following the installation of bike lanes on Bloor Street, Toronto in 2016, several studies were
conducted to assess the impact on local businesses. One prominent study found "no negative
2 City of Calgary. "Downtown Cycle Tracks." https://www.caigM.ca/transportation/tp/cycling/cycling-route-
improvements/downtown-cycle-track-pilot-prof ect.html
3 City of Edmonton. "One Year in: The Downtown Bike Network Interim report."
https://www.edmonton.ca/transportation/The_Downtown Bike Network Interim Report.pdf
4 Cycle Toronto. "Nearly 1M cyclists per year on Bloor." https://www.cycleto.ca/news/one-million-
cyc lists#:—:text=between%20F ebruM%202018 %20and%20F ebruM,the%20highest%20in%20North%20Americ a.
5 Spending habits and Transport Patterns: Cyclists' Contributions to the Economic Vitality of Uptown Waterloo." Dr. Markus
Moos, Dr. Jeff Casello, Geoff Chase, Mattea Lanoue. University of Waterloo. January 2015.
https://drive.google.com/file/d/OB7RB3odHSRv cXNaaUFPcHFTQUU/view
6 Kelly Clifton. "Consumer Behavior and Travel Choices: A Focus on Cyclists and Pedestrians." Portland State University:
2013. https://nacto.org/docs/usdg/consumer behavior_ and travel_ choices_clifton.pdf
6-4
economic impacts associated with the bike lanes... Monthly customer spending and number of
customers served by merchants both increased on Bloor Street." 7
President and CEO of the Downtown Vancouver Business Improvement Association
(DVBIA) Charles Gauthier says "Having the option to take multiple modes of transportation
enhances the desirability of downtown as a place to live, work, and do business; it makes us
much more competitive and provides us with an advantage that other employment centres don't
necessarily have."8
Reaching carbon emissions targets
On June 24, 2019, Kitchener City Council unanimously voted to declare a climate emergency,
joining approximately 400 other Canadian municipalities in highlighting the urgent need for
strong action in addressing the threat posed by climate change. Transportation emissions are
by far the top source of emissions in the region (and in Canada) at 49%, which creates
considerable acute exposure to air pollution for community members. Shifting some trips from
motor vehicles to bicycles — especially those that are less than 5 km — is essential to reaching
climate action targets. In the short term, people will have more access to affordable, safe and
active transportation choices and as behaviours change, transportation emissions will decline.
Responding to the COVID-19 pandemic
The COVID-19 pandemic has impacted every aspect of life, including transportation choice. In
Kitchener, trail counters have shown that cycling volumes have nearly doubled since 2019,
consistent with a cycling boom seen across the world. A shift away from public transit is
expected for at least the short to medium term, putting greater pressure on both vehicle and
active transportation networks. To compensate, cities around the world are investing in active
transportation to provide greater space for physical distancing required for essential trips and
provide a low-cost, safe and outdoors form of physical exercise.
REPORT:
Kitchener's Downtown Cycling Grid is intended to create a grid of safe and connected bike routes
as identified in the CTMP. The CTMP recommends capitalizing on the demonstrated ridership
on the Iron Horse Trail, Spurline Trail and Great Trail (formerly known as the Trans Canada
Trail) to provide safe cycling connections from surrounding neighbourhoods, to major
destinations and public transit routes downtown. See Attachment B for a network map of
proposed cycling facilities, and Attachment C for how the main cycling routes feed into the
downtown.
A key design principle identified in the CTMP is to design for "all ages and abilities." In
Kitchener's Complete Streets Guidelines and Cycling and Trails Master Plan, all ages and
abilities design is described as separated bike lanes or cycle tracks, multi -use trails, and
7 Daniel Arancibia, Steven Farber, Beth Savan, Yvonne Verlinden, Nancy Smith Lea, Jeff Allen & Lee
Vernich (2019) Measuring the Local Economic Impacts of Replacing On -Street Parking With Bike Lanes, Journal of the
American Planning Association, 85:4, 463-481, DOI: 10.1080/01944363.2019.1638816
s https://bikehub.ca/about-us/news/people-on-bikes-are-key-to-downtown-business-growth
6-5
neighbourhood bikeways on low volume streets (less than 500 motor vehicles per day). Taken
together, these components create a seamless cycling experience across different
neighbourhoods and the downtown core.
Should the City approve the grid contained herein, the Region will also consider cycling
improvements on Duke Street between Water Street and Frederick Street. The introduction of
separated bike lanes would likely impact GRT bus routes and general traffic lanes, depending
on the bike and traffic measures that are proposed. Changes on the Region's portion of Duke
Street are subject to further consultation, with possible implementation in 2022-2023. Lastly, the
Region will be reconstructing portions of Benton Street and Frederick Street in the next two to
three years and will consider cycling improvements as part of those projects.
Separated bike lanes
Separated bike lanes provide a safe space for bicycles with a physical barrier separating bicycles
and motor vehicles. They are most suitable on roads with high volumes of motor vehicles. In this
case, the barrier is proposed to be a poured in place concrete median. This type of median is
more dependable and long-lasting than pre -cast curbs or flex stakes, reducing long-term
maintenance costs. The bike lanes are bidirectional, meaning bikes travel in both directions on
one side of the street, which creates a comfortable riding environment with space to move
around debris or pass slower moving cyclists. Bidirectional bike lanes also optimize street space
in a constrained downtown environment and reduce maintenance costs.
Bidirectional bike lanes can create some safety challenges from unexpected turning movements
for bicycles as they interact with motor vehicles at driveways and intersections. The design of
the Downtown Cycling Grid is being done to current Transportation Association of Canada (TAC)
Geometric Design Guide for Canadian Roads and Ontario Traffic Manual (OTM) standards, as
well as best practices from other cities with bidirectional facilities, such as Ottawa, Hamilton,
Toronto, Calgary, Edmonton, Vancouver and Victoria.
An important safety measure is to reduce speed limits to 40 km/h on these streets, to ensure
vehicles can see cyclists and stop on time. Advanced stop bars and dedicated bike signals can
also help improve bicycle safety at intersections.
Separated bike lanes are proposed on Joseph Street, Queen Street, Ontario Street, Cedar
Street, Water Street and Duke Street. Please see Attachment D for a graphic rendering
and detailed rationale behind the inclusion of each street for this facility type.
Neighbourhood Bikeways
Neighbourhood bikeways are quiet, local streets that can be enjoyed by cyclists without
designated space in a "share the road" environment. In order to qualify as safe and comfortable
for all ages and abilities, streets must be below specific motor vehicle speeds (operating speeds
of less than 40 km/h) and motor vehicles volumes (less than 1,000 vehicles/day). For streets
that don't already meet these conditions, new traffic calming and traffic diversion treatments can
be applied, to improve comfort levels for the most vulnerable segments of the population that
choose to cycle. Since neighbourhood bikeways are typically not the most visible streets, an
6-6
enhanced level of wayfinding (through sharrows and wayfinding signage) is provided to help
people navigate.
Neighbourhood bikeways are proposed on Breithaupt Street, Maynard Avenue, Chapel
Street, Lancaster Street, Church Street, Madison Avenue, Benton Street, Water Street,
David Street, Stirling Lane, Pandora Street, Waverly Road and Duke Street. Please see
Attachment D for detailed rationale behind the inclusion of each street for this facility
type, as well as the specific treatments that are needed for each street to meet the
neighbourhood bikeway standard.
Boulevard multi -use trail
Boulevard multi -use trails provide two-way travel for both pedestrians and cyclists, in a shared
space in the boulevard. Typically, boulevard multi use trails are found in a suburban context due
to lower expected interactions between cyclists and pedestrians, though they can also be a
solution in constrained corridors. For Margaret Street and Otto Street, it was determined to be
the best solution in order to:
• Maintain the existing grass boulevard, as required by the Civic Centre heritage plan;
• Avoid re-routing existing GRT transit route #4;
• Minimize disruptions to significant existing vehicle traffic; and
• Minimize disruptions to Centre in the Square pedestrian and vehicle access.
Following consultation with affected property owners, city staff propose the removal of the
westbound left -turn lane at Victoria Street and the on -street parking on Margaret Avenue, in
order to fit the trail without impacting front yards or private property trees. One remaining tree in
the boulevard would be removed. Please see Attachment D for a graphic rendering and detailed
rationale behind the inclusion of each street for this facility type.
Bike parking, bikeshare and alternative uses for bike lanes
A lack of safe, convenient bike parking options is a common theme heard by staff. The design
of the grid includes space allocation for up to 178 new bike parking spaces. While some of that
parking will be built initially for general use, a large portion of the spaces will ultimately facilitate
the launch of a bikeshare program, another City of Kitchener strategic plan action item. A report
regarding Bikeshare will be brought forth by Transportation Services in 2021.
Pedestrian impacts
Overall, the Downtown Cycling Grid is a positive contribution to the pedestrian experience.
Studies demonstrate that 28% of cyclists currently ride on the sidewalk while downtown.
Creating a grid of high-quality cycling infrastructure will reduce that number significantly.
Additionally, an improved pedestrian experience can be expected in areas where cycling
facilities act as a buffer between motor vehicles and sidewalks.
Vehicle Lane Impacts
Adding all ages and abilities cycling infrastructure to the downtown cannot be implemented
without some impacts to the overall street transportation network. An independent traffic study
6-7
was conducted to assess the impact on motor vehicle traffic and movement and can be found
at https://www.engagewr.ca/16695/widgets/65742/documents/44590. The study determined
there is sufficient capacity within the transportation network to convert several streets to one-
way operation without creating undue congestion. It is anticipated that displaced traffic will be
absorbed primarily on regional roads such as Charles Street, Weber Street and Frederick
Street/Benton Street. All signalized intersections are expected to remain operating at acceptable
levels of service with negligible overall increased delay.
City staff reviewed multiple options to reduce the perceived negative impacts to motor vehicles
as much as possible., Changes necessary to the motor vehicle network to accommodate the
grid is as follows:
• Joseph Street conversion to one-way westbound (from Ontario Street to Victoria Street);
• Ontario Street conversion to one-way northbound (from Charles Street to King Street);
• Cedar Street conversion to one-way southbound (from Weber Street to Church Street);
• Duke Street East conversion to one-way eastbound (from Frederick Street to Cedar
Street); and
• Through or turning restrictions, as described in the neighbourhood bikeways section of
Attachment D, at Madison/Courtland, Lancaster/Krug, Samuel/Chapel, Chapel/Simeon,
and Queen/Church.
In total, this equates to reallocating 4% of available road space from motor vehicles to bike lanes.
Dedicated space for motor vehicles would remain the largest use of downtown streets, at 55%
of available road space (the remaining portion includes sidewalks, seasonal patio space,
boulevards, trees, utilities, etc.).
Fire and emergency services have been consulted throughout the design of the Downtown
Cycling Grid. An emergency modelling exercise was conducted by Kitchener Fire to assess the
impact to response times of the new one-way operations, and they concluded they will be able
to meet their mandatory response times with the new operations. In the case of an emergency
vehicle using a one-way street with separated bike lanes, drivers will be encouraged to use the
gaps in the median for driveways and intersections to pull into the bike lanes and out of the way
of emergency responders. In addition, if a vehicle is blocking the one-way portion of the street,
the concrete median has been designed to allow emergency vehicles to drive over the median
and drive in the bike lanes if necessary.
Parking Impacts
City staff designed the grid to preserve as much on -street parking as possible, but a total of 24
spaces are proposed to be removed due to design constraints:
• 3 spaces on Duke Street near Victoria Street;
• 3 spaces on Water Street between Duke Street and Weber Street;
• 7 spaces on Water Street between King Street and Duke Street;
• 9 spaces on Joseph Street next to the former Charles Street terminal; and
• 2 spaces on Duke Street between Eby Street and Cedar Street.
:
With an average occupancy of 54%, these are well -used spaces that service nearby businesses.
To offset this loss, staff is proposing:
• Addition of 6 new spaces on Francis Street, pending Region of Waterloo approval;
• Addition of 4 new spaces on Hall's Lane, primarily for short-term pickup and deliveries.
This requires the conversion of Hall's Lane to a one-way direction from Ontario Street to
a point 35 m west of Queen Street;
• Highlight the recent addition of 15 new parking spaces on Bell Lane through wayfinding
signage from Water Street;
• A downtown -wide parking wayfinding strategy to assist people in finding convenient
parking locations close to their desired destinations; and
• Exploring public-private partnerships to provide public access to under utilized parking
lots.
Maintenance of the Downtown Cycling Grid
Roads and Traffic and Parks Operations staff have participated on the project team designing
the Downtown Cycling Grid, to identify design features that can be maintained cost effectively.
To ensure safe and year-round accessibility of the Downtown Cycling Grid, several maintenance
activities are needed, including snow plowing and treating, sweeping, asphalt repair, re -applying
pavement markings and sign replacement. The advantage of bidirectional bike lanes is that the
combined operating space for bikes can fit a standard pickup truck that is currently used to clear
snow from downtown laneways.
Construction
For most streets in the Grid, construction is expected to be short duration, limited to installation
of a concrete median, minor adjustments to curbing at some intersections, redesign of signal
operations and new signage and pavement markings. This work can be staged by street to limit
construction impacts to businesses and properties. Further notices and consultation with
impacted business and properties will be conducted in the new year when construction staging
has been established.
In prioritizing the staging for construction, staff have considered capital costs, operating costs,
business impacts, volume of work and connectivity.
Monitoring & evaluation
Evaluating increased ridership in the downtown will be tracked using counters at six entry points
to the Downtown Cycling Grid. A public facing counter is proposed for the intersection of Water
Street and King Street that will provide a real-time barometer of bike trips per year for the grid.
This counter will assist in communicating the use of the separated bike lanes to the public.
Along with ridership, safety for all road users is another critical point of evaluation. The design
of the Downtown Cycling Grid is being done to current TAC and OTM standards. Following two
years of full implementation, city staff propose hiring a 3rd party evaluator to conduct a safety
audit. The City of Edmonton took a similar approach following the installation of their cycling grid
and determined several safety improvements based on observed user behaviour.
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STRATEGIC PLAN ALIGNMENT:
This report supports People -friendly transportation: Transform how people move through the
city by making the transportation network safe, comfortable and connected.
Action item: Install a continuous and protected cycling network that connects adjacent
neighbourhoods to the downtown by 2022. The design of the grid also positions the city to
achieve the additional action item to encourage and incentivize alternative modes of
transportation by developing and subsidizing a bikeshare program by 2021.
The downtown cycling grid also contributes to the city's strategic plan goal of Environmental
Leadership and the Community Climate Action Plan emission reduction targets in the
transportation sector.
FINANCIAL IMPLICATIONS:
Capital
Capital costs for the entirety of the Downtown Cycling Grid are estimated to be $5.9M.
Transportation already has an allocation of just over $1 M to install this infrastructure with another
$3.91VI budgeted between 2021-2023. This leaves a funding shortfall of $1 M to complete the
project by 2023. The recommendation of this report includes allocating $1 M of Federal Gas Tax
funds to the Downtown Cycling Grid project. Finance staff have confirmed there are sufficient
funds in the reserve to make this allocation.
Contract administration & consultant fees
Construction manaaement staff time
2021 Phase 1:
• Water Street separated bike lanes
• Joseph Street separated bike lanes
• Queen Street separated bike lanes
• Cedar Street separated bike lanes, Lancaster Street
diversion & Chapel Street diversion
• All neighbourhood bikeway signage and markings
2022 Phase 2:
• Margaret Avenue multi -use trail
• Otto Street multi -use trail
• Ontario Street separated bike lanes
• Madison/Courtland diversion
• Francis Street & Hall's Lane parking
2023 Phase 3:
• Duke Street West separated bike lanes
$867,000
$730,000
$2,158,000
$1,372,000
$773,000
6-10
Operating
The Cycling and Trails Master Plan identified approximate operating costs for separated bike
lanes at $60,000/km. To provide an enhanced level of service similar to downtown pedestrian
and road level of service, - and anticipating significant snow loading due to limited snow storage
areas — staff are proposing an additional $20,000/km premium be added to that amount. For the
almost 3 km of separated bike lanes, operating costs would be $240,000 per year at full build
out, which includes snow plowing and treating, sweeping, asphalt repair, re -applying pavement
markings and sign replacement. Given this is a new type of cycling facility, it is recommended
that operational costs related to the grid be reviewed on an annual basis and adjusted as
necessary. Given the timing of construction, only a small portion of operating funds will be
required in 2021 and will be accounted for within the existing operating funding. Additional
annual operating funding of $240,000 will be referred to 2022 budget deliberations.
The one-way operation on Cedar Street is expected to significantly simplify access to the
Kitchener Market garage on market days, as vehicles will be turning right in and right out of the
garage. Staff will assess new conditions to determine if the traffic control police officer can be
removed, thus saving operating costs for the Kitchener Market.
COMMUNITY ENGAGEMENT:
Three phases of community engagement have shaped the vision and design of the Downtown
Cycling Grid.
One 2018- Strategic Plan 1,250
2019
Two 2018-I Cycling and Trails 3,200
2019 Master Plan
Three Fall 60% Proposed 1,253
2020 1 Drawings
A cycling network that is protected and
continuous was identified as a community
priority. _
The city-wide cycling network was
developed, including the downtown
streets that residents identified as most
ideal for cycling upgrades. The
implementation plan positions the
Downtown Cycling Grid as the first
priority.
Majority of respondents supported a
bidirectional, protected bike lane design
and the overall network, with some key
changes to minimize localized impacts
(as described below).
6-11
TOTAL RESIDENTS ENGAGED 5,703
Due to the on-going pandemic emergency, the third phase of engagement was conducted
primarily online, with extra one-on-one conversations by staff to reach out to most impacted
stakeholders.
INFORM — This report has been posted to the City's website with the agenda in advance of the
council / committee meeting. The final phase of engagement was promoted through:
• Kitchener Life
• Social media
• Bike Kitchener newsletter
• Neighbourhood association newsletters and social media
• Street sign boards on streets included in the grid
• Trail sign boards on major trails within a 20 -minute bike ride to downtown
• Mailing to residents directly impacted by the grid at the beginning of the consultation
phase
• A second mailing to notify impacted residents of the staff report going to council
CONSULT — A total of 1,253 residents provided input during the final phase of consultations:
• Engage Kitchener online survey - 932
• Direct comments via email//phone - 66
• Businesses — 58
o Developers - 7
o Employers — 3
o Retail/restaurant — 28
o Services — 13
o BIA Board members - 7
• Open Houses - 38
• Neighbourhood and community groups — 87
o Olde Berlin and Central Frederick Front Yard Garden Tours — 25
o Victoria Park Neighbourhood Association — 14
o Market Lofts and King East Neighbourhood Association — 6
o Olde Berlin Neighbourhood Association - 18
o UxWaterloo Meetup — 24
o Mount Hope Breithaupt Park Neighbourhood Association — TBD (Scheduled Dec.
5)
• Advisory committees —65
o Environmental Advisory Committee — 8
o Grand River Accessibility Advisory Committee — 18
o Downtown Action and Advisory Committee — 15
o Mayor's Advisory Council for Kitchener Seniors — 11
o Kitchener Youth Action Council — 6
o Cycling and Trails Advisory Committee - 7
6-12
The Cycling and Trails Advisory Committee passed a unanimous motion that "the committee
supports the Downtown Cycling Grid as presented."
What we heard
In the online survey, 74% of respondents supported the introduction of bidirectional, separated
bike lanes to the streets identified in the grid. 20% of respondents were against this proposal
and 6% were neutral. Detailed survey responses can be found at
https://www.engagewr.ca/16695/widgets/65742/documents/43933 .
Common themes expressed in the survey in support of the project included:
• Downtown is the right place for an ambitious cycling project;
• Separation will make it safer for less confident people to ride downtown, especially
families;
• Excellent start to improve cycling in the city;
• Desire to build it everywhere;
• Right streets proposed for upgrades, since they are not the main driving routes anyway;
• Could help get bikes off the sidewalk; and
• Neighbourhood bikeways are a great idea, if there is effective traffic calming and plenty
of wayfinding signage.
Common themes expressed in the survey against the proposal included:
• Don't see enough bikes to justify the spending and impact to drivers;
• Only support cycling if it doesn't take space away from cars;
• Question the need for concrete barriers, which could create conflicts with emergency
vehicles, deliveries and waste removal trucks; and
• Why not start smaller and build from there?
Other themes expressed in the survey included:
• Important to maintain protection through intersections to make it safe for everyone;
• Appreciate more bike parking but theft is still a deterrent to biking downtown;
• Pedestrians, especially those with mobility challenges, do not want to share a space with
cyclists who move too quickly (cited as a pro for separated bike lanes and a con for the
multi -use trail on Margaret/Otto); and
• How will you know if this is successful?
In one-on-one conversations with business owners, several themes emerged:
• Cycling can contribute to an urban lifestyle that is attracting people to downtown;
• Enhanced cycling helps to provide lower-cost alternatives to motor vehicles and can
reduce parking requirements;
• Downtown developers are having no issues selling units with little to no parking;
• Long-term trend is clearly towards less car dependence. In the meantime, staff need to
manage that transition effectively to keep current customers who are still car dependent;
6-13
• Increase in deliveries, logistics and food delivery needs to be considered in all road
projects;
• Is there enough cycling demand to justify a project of this scale?;
• Any loss of parking is a concern for businesses that rely on customers driving in; and
• One-way street operation may make it more confusing for people to drive downtown.
While staff have tried to address many concerns raised by businesses, it is worth noting that the
business owners on Ontario Street (between King Street and Charles Street) anticipate a
considerable negative effect to their businesses. They cited that as a result of the pandemic,
many customers are already doing short visits for quick retail transactions and any change to
the road operation or parking of Ontario Street could further deter customers. They also indicated
that deliveries, loading and food delivery app transactions also require convenient and efficient
parking access in that area. Affected business owners on Ontario Street requested more time to
recover from the pandemic and current construction (related to underground servicing) before a
project of this magnitude is considered. These concerns can be addressed between Charles
Street and King Street by adding parking and loading zones to Hall's Lane. However, further
analysis and business engagement is needed to determine a potential solution for the block
between King Street and Duke Street. As a result, this block has been removed from the
Downtown Cycling Grid. Additional research and options will be explored and brought back to
City Council in as a future phase, following further business engagement.
The open houses were attended by a mix of residents and business owners, who noted:
• This is an ambitious and exciting project for the downtown that provides greater cycling
connectivity;
• Traffic calming on streets like Lancaster is supported, and not just by those who bike but
also families walking children to school;
• Winter maintenance of the grid is important for people who want to bike year-round;
• Loss of parking can hurt businesses and alternatives need to be in place before removing
spaces -land
• A variety of property and neighbourhood specific questions, that staff have investigated
further.
The neighbourhood consultations were arranged to address specific comments and concerns
within various neighbourhoods, including:
• Victoria Park residents had significant concerns related to traffic impacts on adjacent
streets to the grid. Residents felt the proposed cul-de-sac at Water Street and Jubilee
Drive would increase traffic on adjacent streets such as Frank's Lane and Heins Avenue
and that a larger traffic management plan is needed for the neighbourhood.
• Olde Berlin Town and Margaret Avenue residents had concerns related to front yard
impacts, maintaining trees and the Heritage character of the neighbourhood and safety
challenges sharing a trail between cyclists many vulnerable pedestrians (kids, seniors)
currently using the sidewalk. While the loss of parking was not preferred, many residents
acknowledged it was a lesser priority than the other critical issues just described.
6-14
The Market Lofts and King East Neighbourhood Association raised concerns regarding
access to their properties and loss of parking, especially for accessibility challenges,
deliveries and visitors. Drivers have been observed going the wrong way down the current
one-way portion of Duke Street.
Staff responses to the consultation
Following analysis of all comments, staff identified several changes to the design of the
Downtown Cycling Grid and related actions that can help to address the concerns raised.
Change the direction of one-way Improved access to Kitchener Market garage and
operation on Duke Street to EB makes it possible to maintain 3 parking spots next
Frederick towards Cedar . to the Market Lofts.
Change the direction of one-way Limit potential spill-over to side streets in Victoria
operation on Joseph Street to WB Park.
(Ontario towards Victoria).
Add parking on Francis Street and Add up to 10 spaces to compensate for 24 lost
Hall's Lane. Improve wayfinding to spaces. Wayfinding signs would improve
parking everywhere, and especially awareness of 15 spaces recently added on Bell
to Bell Lane. Lane.
Change the traffic diversion at
Samuel/Chapel to a no -straight NB.
Remove parking on Margaret
Avenue between Queen Street and
nard Avenue.
Maintain direct access from Frederick to
businesses on Samuel Street while still
discouraging NB traffic displaced from Lancaster.
Makes for an easier cyclist transition from future
neighbourhood on Samuel Street to Chapel Street
bikeway.
Makes it possible to build a 3.0 m wide trail in a
way that eliminates front yard impacts and
reduces tree loss to one.
Remove Water Street cul-de-sac Conduct further analysis and community
from scope of this project and defer engagement for a possible future phase project.
to a future phase.
Remove Ontario Street separated Conduct further analysis and business
bike lanes from King Street to Duke engagement to determine if a better supported
Street from scope of this project and solution can be found.
defer to a future phase.
Install a series of bike counters
Share the final traffic study publicly
PREVIOUS REPORTS/AUTHORITIES:
Measure ridership over time to justify the use of
continued cycling infrastructure investment.
Study has been attached to this staff report to
show the methodology behind the conclusion that
existing vehicle capacity exists on adjacent roads.
• City of Kitchener 2019-2022 Strategic Plan
6-15
INS -20-015 Cycling and Trails Master Plan, October 19, 2020
DSD -19-049 New Zoning By-law (Stage 1) Comprehensive Review of the Zoning By-law
(CRoZBy) Project
DSD -19-234 Complete Streets, October 21, 2019
CONCLUSION:
The Downtown Cycling Grid delivers on a key priority of the City's Strategic Plan. Just like the
Ion LRT significantly reshaped the downtown, this project will transform how people move
around by making it safe, comfortable, and convenient for people of all ages and abilities to
bike. Cycling has been shown to generate economic activity for small businesses, assist with
physical distancing for transportation needs during the pandemic and reduce carbon
emissions. The Downtown Cycling Grid connects to popular trails such as the Iron Horse Trail,
Spurline Trail, and the Great Trail, creating a new way for people to access all that downtown
has to offer.
APPROVED BY: Justin Readman, General Manager, Development Services
ATTACHMENTS:
A. The Market for Active Transportation
B. Downtown Cycling Grid Map
C. Downtown Cycling Grid in relation to cycling routes into the downtown
D. Street renderings and rationale
E. Traffic study: https://www.engagewr.ca/16695/widgets/65742/documents/44590
F. Engagement survey results:
https://www.engagewr.ca/16695/widgets/65742/documents/43933
6-16
Attachment A: The Market for Active Transportation
"An analysis was conducted to identify areas with the greatest opportunity to increase the
number of cycling trips... based on several factors including road network connectivity, road
network density, land use mix, population and employment density, and topography. The
neighbourhoods with the highest potential are the Downtown Core, Civic Centre, Auditorium,
Central Frederick, King East, Eastwood, Victoria Park, and K -W Hospital." City of Kitchener,
Cycling and Trails Master Plan (2020), p. 13.
cycling Pot
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6-17
Attachment B: Downtown Cycling Grid Map
6-18
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6-18
Attachment C: Downtown Cycling Grid in relation to cycling routes into the downtown
City of Kitchener, Cycling and Trails Master Plan: Connections Report (2020), p. 9.
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6-19
Attachment D: Street renderings and rationale
Separated bike lanes
Joseph Street
Joseph Street separated bike lanes connect to the Transit Hub Trail, Water Street separated
bike lanes, Victoria Park's trail network, Ontario Street separated bike lanes and Church Street
neighbourhood bikeway. The Joseph Street corridor provides access to the King Victoria Transit
Hub, the soon -to -expanded health sciences campuses of the University of Waterloo and tech -
oriented employment lands at the Tannery and surrounding repurposed buildings. There are
significant development opportunities along Joseph Street, with underutilized surface parking
lots and the decommissioned Charles Street terminal. Much like the Ion LRT spurred certain
kinds of development along its corridor, the separated bike lanes can help to shape that
development to one that is active, vibrant and people -friendly.
Queen Street
The short connection of separated bike lanes on Queen Street is primarily intended to connect
Joseph Street's separated bike lanes to the neighbourhood bikeway on Church Street, as well
as existing painted bike lanes on Queen Street. This route also brings riders within one block of
the Queen ION station. In the future, the painted bike lanes could be converted to separated
bike lanes, but staff felt doing so now was less likely to generate new cyclists given the absence
of cycling facilities farther down Queen Street.
6-20
Ontario Street
in
Ontario Street separated bike lanes provide another cross-town connection in the middle of the
grid, providing access to major employment offices, multi -residential buildings and retail -oriented
businesses. A future phase will consider improved cycling options from King Street to Duke
Street, pending further business consultation.
Cedar Street
The Cedar Street separated bike lanes provide the best connection to the ION, passing directly
beside the Kitchener Market station, while also servicing retail businesses and the Kitchener
Market. It is noted that a significant hill is located along Cedar Street. While not ideal for some
cyclists, a growing use of e -bikes and e -scooters is expected to help deter the negative impacts
of significant elevation changes.
6-21
Duke Street
The Duke Street corridor has the potential to provide the longest, most direct and most
comfortable cycling route across the downtown, feeding the Frederick and Kitchener City Hall
Ion stations, as well as the King Victoria Transit Hub. Duke Street is a mixed-use corridor with
all types of land use, most notably the Wilfrid Laurier and Conestoga College campuses,
Downtown Community Centre and the soon -to -be -tallest building in Kitchener at the corner of
Duke Street and Frederick Street. The Duke Street separated bike lanes between Victoria Street
and Water Street are the only portion of the city -owned grid that contains a bus route. With
excess road space to utilize, the city's first "floating bus stop" will be introduced, creating an
island for pedestrians to board the bus that is outside of cycling operating space. This also
eliminates the need for the buses to enter the bike lanes, which can reduce cyclist safety and
comfort.
6-22
Water Street
Water's Street separated bike lanes provide a cross-town connection between the Spurline Trail
(currently terminates at Weber Street and Water Street) and Victoria Park and the Iron Horse
Trial. In addition, it provides access to major employment offices and King Street's many
businesses and services.
Neighbourhood Bikeways
The Breithaupt Street neighbourhood bikeway provides a connection to the Spurline Trail and
the King Victoria Transit Hub, as well as significant tech employment offices. Motor vehicle
volumes and speeds are already at the desired level, so the only physical changes to this street
are a reduced speed limit and enhanced wayfinding.
The Duke Street West neighbourhood bikeway provides an access point from the Breithaupt
neighbourhood into the separated bike lanes on Duke Street. Metrolinx is planning to close the
at -grade road crossing of the tracks in the future, but an active transportation over or under pass
is expected to keep this active transportation corridor. Pedestrian and cycling access from Duke
Street to the King Victoria Transit Hub is also being considered by the Region of Waterloo. In
the meantime, Duke Street would have enhanced wayfinding and a speed limit reduction to
facilitate cycling into the downtown.
6-23
The Maynard Avenue neighbourhood bikeway connects a proposed multi -use trail on Margaret
Avenue to the contraflow bike lane on Young Street connecting into the downtown. The only
physical changes to this street are a reduced speed limit and enhanced wayfinding.
The Chapel Street neighbourhood bikeway is an alternative to adding bike lanes on Krug Street
between East Avenue and Lancaster Street, which was ruled out in previous years due to
significant tree impacts. While current traffic volumes and speeds are at an acceptable level, a
traffic diverter is proposed at Chapel and Simeon to ensure displaced traffic from Lancaster
Street does not use Chapel or Simeon as an alternative:
M
Reorienting stop signs from Chapel Street to Merner Street is also proposed to reduce the
amount of delay caused to cyclists who have been rerouted from the more direct route on Krug
Street.
6-24
The Lancaster Street neighbourhood bikeway continues the alternative bike route to Krug Street
by returning cyclists from Chapel to Krug/Cedar. In the other direction, cyclists can connect to
the Otto/Margaret trail and Spurline Trail to Waterloo. Lancaster Street is currently a high traffic
street (4,400 vehicles/day), with speeds also above the required threshold at 45 km/h. A
redesigned intersection at Lancaster, Krug and Weber streets would remove the option for motor
vehicles to access Lancaster Street from Krug Street and reduce volumes and speeds to the
required thresholds that are safe and comfortable for cycling.
In addition, this will improve the walking environment for families heading to Suddaby Public
School, as well as remove a high-risk intersection at the junction of Lancaster, Krug and Weber,
due to the awkward geometry and sight lines of the intersection. The displaced traffic is expected
to use Weber Street instead. To ensure it does not take the adjacent side streets, a "no -straight
northbound" diverter is proposed at Chapel and Samuel, as well as the aforementioned diverter
at Chapel and Simeon.
The Church Street neighbourhood bikeway is already functioning as a bike route but needs some
enhanced wayfinding to assist cyclists to their destination. To reduce motor vehicle volumes at
one end and assist with the connection to the Queen Street separated bike lanes, a no -entry
condition for motor vehicles is created from Queen onto Church Street. Motor vehicles can
access that block of Church Street from Frederick Street instead.
6-25
The Madison Street neighbourhood bikeway is intended to connect the Iron Horse Trail to the
Kitchener Market Ion station and Kitchener Market district. Motor vehicle volumes (1,700/day)
and speeds (46 km/h) can be reduced through a "right -in, right -out" diverter at the intersection
of Madison Street and Courtland Avenue. This will divert traffic to nearby Stirling Avenue.
�wr
The Benton Street neighbourhood bikeway between Courtland Avenue East and Bruder Avenue
connects the Iron Horse Trail to a trail connection at the end of Mitchell Street, as well as potential
cycling routes on the Region's portion of Benton Street. A reduced speed limit and wayfinding
are the only physical changes proposed for this street.
The Water Street neighbourhood bikeway provides a direct connection to the separated bike
lanes on Water Street and Joseph Street. This portion of Water Street already functions as a
bike route, with additional wayfinding being proposed. Motor vehicle volumes are higher than
preferred at 1,500 vehicles/day. A future phase will consider traffic volume reduction measures
that fit with the surrounding neighbourhood and Victoria Park.
The David Street neighbourhood bikeway provides a connection from the Iron Horse Trail to the
separated bike lanes on Joseph Street and Ontario Street. Enhanced wayfinding and a reduced
speed limit are the only changes proposed.
6-26
The Stirling Lane and Pandora Street neighbourhood bikeways are intended to connect the
existing Duke Street contraflow bike lane and recently installed bike lanes on Stirling Avenue
that serve Cameron Heights Collegiate Institute. Enhanced wayfinding and a reduced speed
limit are the only changes proposed.
The Waverly Road neighbourhood bikeway connects the Transit Hub Trail from Raddatz park to
Cherry Park. Enhanced wayfinding and a reduced speed limit are the only changes proposed.
Boulevard multi -use trail
Margaret Avenue and Otto Street
A multi -use trail on Margaret Avenue and Otto Street is intended to provide safer access to the
Spurline Trail, Suddaby Public School, the Young Street contraflow lane into the downtown
and the Kitchener Public Library (via Roy Street).
6-27
Staff Report
CommunityServicesDeoartr7ent
REPORT TO: Community and Infrastructure Services Committee
DATE OF MEETING: December 7, 2020
SUBMITTED BY: Kugler, Kim, Director Sport, 519-741-2200 ext. 7544
PREPARED BY: Kugler, Kim, Director Sport, 519-741-2200 ext. 7544
WARD(S) INVOLVED: All Wards
DATE OF REPORT: November 24, 2020
REPORT NO.: CSD -20-009
www.kitchenerca
SUBJECT: Ministry of Transportation of Ontario Golf Cart Path Agreement
RECOMMENDATION:
That the Mayor and Clerk be authorized to execute a Golf Cart Path Cost Share
Agreement with the Ministry of Transportation for the Province of Ontario, said
agreement to be to the satisfaction of the City Solicitor; and,
That the City's cost of $277,000 inclusive of taxes be funded from Golf Enterprise
capital funds.
REPORT HIGHLIGHTS:
The purpose of this report is to seek approval to enter into an agreement with the Ministry
of Transportation of Ontario (MTO) to construct a temporary cart path at Doon Valley Golf
Course under the 401 bridge to enable access to the 8 golf holes on the south side of the
highway during the MTO's four-year bridge construction project. The cost of installing and
maintaining the golf cart path is $277,000 which will be funded from Golf Enterprise capital.
BACKGROUND:
In 2001, the City entered into an agreement with the MTO for a right-of-way to construct,
utilize, and maintain a cart path under the 401 bridge at Doon Valley Golf Course. This
agreement can be terminated at any time by the MTO without any compensation to the City.
REPORT:
The MTO will be starting work in the Spring of 2021 on the existing Highway 401
eastbound and westbound bridges over the Grand River as they have reached the end of
their service lives. These bridges require replacement to avoid further deterioration,
reduce maintenance costs, and provide a cost-effective means of widening the structures
to accommodate the ultimate Highway 401 widening and the Highway 401 / Highway 8
freeway -to -freeway interchange.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
7-1
The scope of work with respect to the bridges will be completed through three stages
beginning in the Spring 2021 and set for completion in the summer of 2024. Final surface
paving and contract completion are to occur in the spring/summer of 2025.
The MTO's reconstruction project would close off access to eight holes on the south side
of the Doon Valley Golf Course. This access would impact the golf course for
approximately 4 seasons. The existing agreement between the City and MTO for the right-
of-way allows the MTO to terminate the agreement at any time and does not require the
City to be compensated for any disruption of the cart path. The City does not pay for the
use of the MTO's land. As a result, City staff asked that the MTO's reconstruction plan
include the design and cost for constructing a temporary cart path for the golf course to
use while highway construction occurs. The MTO agreed to design the path, tender the
work, and manage the construction as part of their reconstruction project at no cost.
The MTO will tender and construct the temporary cart path for the City at a fixed cost of
$277,000, inclusive of all applicable surcharges and taxes. Including the City's cart path in
the larger project will create some savings on the construction of the temporary cart path.
In addition to constructing a new cart path the irrigation line will need to be relocated and
staff are currently obtaining quotes for relocating the irrigation line.
The temporary cart path will permit the City to continue to operate the 8 golf holes on the
south side for the next 4 years. If the temporary cart path is not installed the City would
not have access to the 8 holes. The annual revenue losses could exceed $246,000 based
on 2019 revenues generated from the 9 -hole golf course. Even if there was no access to
the eight south side holes during construction staff would still need to provide a reduced
level of maintenance to ensure the course was playable post -construction resulting in no
or minimal reductions in expenses.
STRATEGIC PLAN ALIGNMENT:
This report supports the delivery of core services.
FINANCIAL IMPLICATIONS:
The recommendation to enter into the agreement with the MTO has an impact on the Golf
Enterprise Capital Budget of $277,000 which could lead to a short-term deficit that will be
recovered over time through user fees.
COMMUNITY ENGAGEMENT:
INFORM — This report has been posted to the City's website with the agenda in advance of
the council / committee meeting.
PREVIOUS REPORTS/AUTHORITIES:
CSD 01-113 — Agreement with Ministry of Transportation — Doon Valley Golf
Course — Cart Path Under 401 Bridge
APPROVED BY: Michael May, Deputy CAO Community Services
7-2
Staff Repoil
Community Services Department
'i
Ki i\i R
www.kitchener.ca
REPORT TO:
Community and Infrastructure Services Committee
DATE OF MEETING:
December 7, 2020
SUBMITTED BY:
Gloria MacNeil, Director of Enforcement, 519-741-2200 ext 7952
PREPARED BY:
Gloria MacNeil, Director of Enforcement, 519-741-2200 ext 7952
WARD (S) INVOLVED:
ALL
DATE OF REPORT:
November 23, 2020
REPORT NO.:
CSD -20-007
SUBJECT:
Anti -Idling By-law Review
RECOMMENDATION:
That staff be directed to develop an anti -idling by-law to regulate/enforce the behaviour
within the City.
REPORT HIGHLIGHTS:
• An anti -idling by-law although challenging to enforce, will compliment the Community
Climate Action Plan and allows for staff to engage in a dialogue with residents on the
importance of anti -idling for direct improvements to air quality as well as the wider need
for reducing carbon emissions at the community -level.
• Staff have not identified any financial implications with the development of an anti -idling
by-law.
• Staff have engaged with our municipal partners as part of our research in order to obtain
an understanding of the challenges and best practices experienced with their anti -idling
by-laws.
• The recommendation of this report supports the achievement of the city's strategic vision
through the delivery of core service, in addition to supporting environmental leadership
and caring community.
BACKGROUND:
On February 24, 2020, staff were directed to complete a municipal scan on best practices and
By-laws that have been adopted by other municipalities related to anti -idling and to report back
on review, including a recommendation on the possibility of the passing an anti -idling By-law to
regulate/enforce the behaviour within the City.
REPORT:
The City of Kitchener has had an anti -idling policy which has been in place since 2011. The
purpose of the policy is to educate and outline the responsibilities and obligations of employees
who drive or operate City of Kitchener vehicles. The policy however only applies to City of
Kitchener employees and does not capture the public and their driving behaviours and can only
be used as an educational tool within the community with no enforcement component.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
8-1
Anti -idling by-laws have become common to municipalities and exist in both Cambridge and
Waterloo, where they have been in place for a number of years. Alongside the local
municipalities and the Region, the City of Kitchener will be taking its new Community Climate
Action Plan to Council in the next few months. An anti -idling by-law will promote consistency
throughout the local municipalities, as well as provide a basis for the City to continue
programming for climate action through community -level programming, with a focus on areas
that impact vulnerable individuals, such as school zones. The leading source of emissions in
Waterloo region is from `transportation', making up 49% of community-based emissions.
Additionally, as stated by Health Canada, air pollution from vehicles contributes to smog and is
a public-health risk for both adults and children.
Staff have spent the last several months connecting with our municipal partners and reviewing
anti -idling by-laws in order to understand the concerns, challenges and best practices associated
with existing by-laws and can provide the following information. Through that research staff have
found that idling durations built into existing by-laws vary in length from 1 minute through 10
consecutive minutes and most fines have been established as a parking ticket violation which
can be issued to the vehicle, rather than an individual person and does not require identification
to be provided. Most municipalities with an anti -idling by-law are reactive in the enforcement of
the by-law and their enforcement response is triggered once they receive a complaint. There
are a few municipalities who have established a proactive focus on what has been described as
hot zones or areas that experience higher traffic volumes such as school zones.
The chart below outlines the research collected by staff of comparable municipalities and
provides a quick glance at the permitted idling times, enforcement focus and fine amounts
established by each.
MUNICIPALITY
IDLING TIME
ENFORCEMENT
FINE AMOUNTS
PERMITTED
FOCUS
Ajax
2 consecutive
Focus on hot zones,
$38 (parking ticket)
minutes
complaints, high traffic
& parkin areas
Cambridge
1 consecutive
Focus on school
$40 (parking ticket)
minute
zones, City Hall
Guelph
10 min in a 60
Focus is on education
$130 Provincial Offence
minute period
Notice
Hamilton
3 consecutive
By-law does not apply
$200 (parking ticket)
minutes
to drive-thrus
Kingston
3 consecutive
Applies City wide, high
$25 (parking ticket)
minutes period
volume of tourists
London
2 consecutive
Complaint based
$60 (parking ticket)
minutes.
8-2
Municipalities with existing anti -idling by-laws in place have provided exemptions to their by-laws
recognizing there will be circumstances and situations whereby idling may be necessary. Staff
are suggesting the following recommendations/exemptions be considered should Council
support moving forward with the development of an anti -idling by-law.
Anti -idling By-law Recommendations/Exemptions:
Recommendations:
• 3 consecutive minutes of active idling — appears to be a commonly used idling time, this
will allow residents a reasonable amount of time to idle and will not require staff to spend
a lot of time documenting and proving the violation
• Identification of hot zones or areas of focus where there is more exposure and high
volumes of traffic where excessive idling may have a direct impact on health and safety
of vulnerable individuals such as, school zones
List of exemptions:
• Emergency vehicles while engaged in operational activities including training and patient
transfer;
• Vehicles assisting in an emergency activity, including tow trucks while engaged in hooking
up to or moving another vehicle;
• A vehicle containing equipment that must be operated in association with the vehicle;
• Mobile workshops, while using the equipment that must be operated in association with
the vehicle;
• Vehicles where idling is required to repair the vehicle or prepare it for service;
• Armoured vehicles, where a person remains inside the vehicle while guarding the
contents of the vehicle, or while the vehicle is being loaded or unloaded;
• Vehicles required to remain motionless due to an emergency, traffic, weather condition
or mechanical difficulty over which the person driving the vehicle has no control;
• Vehicles engaged in a parade or race or any other event authorized by Council;
• Transit and passenger vehicles, while passengers are embarking or disembarking on
route or at terminals;
• Commercial vehicles using heating or refrigeration systems powered by the motor or
engine for the preservation of perishable cargo;
• Occupied mobile work vehicles when temperature outside the vehicle is greater than
twenty-seven degrees (27°C) including the humidex calculation or less than five degrees
8-3
Transit vehicles
5 consecutive
minutes
Oakville
5 consecutive
Complaint based
$75 (parking ticket)
minutes
Waterloo
3 consecutive
Complaint based
$75 (parking ticket)
minutes
Municipalities with existing anti -idling by-laws in place have provided exemptions to their by-laws
recognizing there will be circumstances and situations whereby idling may be necessary. Staff
are suggesting the following recommendations/exemptions be considered should Council
support moving forward with the development of an anti -idling by-law.
Anti -idling By-law Recommendations/Exemptions:
Recommendations:
• 3 consecutive minutes of active idling — appears to be a commonly used idling time, this
will allow residents a reasonable amount of time to idle and will not require staff to spend
a lot of time documenting and proving the violation
• Identification of hot zones or areas of focus where there is more exposure and high
volumes of traffic where excessive idling may have a direct impact on health and safety
of vulnerable individuals such as, school zones
List of exemptions:
• Emergency vehicles while engaged in operational activities including training and patient
transfer;
• Vehicles assisting in an emergency activity, including tow trucks while engaged in hooking
up to or moving another vehicle;
• A vehicle containing equipment that must be operated in association with the vehicle;
• Mobile workshops, while using the equipment that must be operated in association with
the vehicle;
• Vehicles where idling is required to repair the vehicle or prepare it for service;
• Armoured vehicles, where a person remains inside the vehicle while guarding the
contents of the vehicle, or while the vehicle is being loaded or unloaded;
• Vehicles required to remain motionless due to an emergency, traffic, weather condition
or mechanical difficulty over which the person driving the vehicle has no control;
• Vehicles engaged in a parade or race or any other event authorized by Council;
• Transit and passenger vehicles, while passengers are embarking or disembarking on
route or at terminals;
• Commercial vehicles using heating or refrigeration systems powered by the motor or
engine for the preservation of perishable cargo;
• Occupied mobile work vehicles when temperature outside the vehicle is greater than
twenty-seven degrees (27°C) including the humidex calculation or less than five degrees
8-3
Celsius (5°C) including the wind chill value as determined by the Environment Canada
temperature readings;
• Vehicles engaged in works undertaken for or on behalf of the Region, the City or public
utilities;
• Vehicles engaged in normal farm practice;
• Vehicles, including hybrid vehicles, that eliminate the emission of green house gases and
criteria air contaminants during the idling phase of operation
Car starters/Idling on private property:
The use of remote car starters has increased significantly over the past several years, as part of
the review with our colleagues it was noted that most of the anti -idling by-laws that are currently
in effect would capture the use of remote car starters and idling on private property however
these are not actively pursued or enforced. Staff would recommend that the development of an
anti -idling by-law in Kitchener include remote car starters and idling on private property, with the
understanding this is not the primary focus of the development of this by-law and would only be
applied in situations where staff receive complaints of ongoing excessive use therefore resulting
in unnecessary idling and emissions.
In conclusion, staff have been advised by our municipal partners that an anti -idling by-law is
challenging to enforce as it requires the officer to record and prove the length of time the vehicle
is idling prior to writing the ticket, this often results in vehicles driving away before the ticket can
be issued. Recognizing these challenges staff believe that a by-law would still be a helpful tool
that would compliment the Community Climate Action Plan and allows for staff to engage in a
dialogue with residents on the importance of anti -idling for direct improvements to air quality as
well as the wider need for reducing carbon emissions at the community -level.
STRATEGIC PLAN ALIGNMENT:
The recommendation of this report supports the achievement of the city's strategic vision through
the delivery of core service.
Strategic Plan Alignment
Environmental Leadership: This by-law provides an important tool to limit emissions from the top
emitting source in the community and directly promotes accompanying smart goal in the launch
of the Community Climate Action Plan.
Caring community: This by-law improves air quality for community members through lessening
toxic emissions from unnecessary idling happening in the community.
FINANCIAL IMPLICATIONS:
None
ACKNOWLEDGED BY: Michael May, DCAO
IA
Staff Report `
Community5ervicesDenartrnent www.kitchenerca
REPORT TO: Community and Infrastructure Services Committee
DATE OF MEETING: December 7, 2020
SUBMITTED BY: Kugler, Kim, Director, Sport Division, 519-741-2200 ext. 7544
PREPARED BY: Dueck, Jeremy, Director, Sport Division, 519-741-2200 ext. 5264
WARD(S) INVOLVED: All
DATE OF REPORT: November 25, 2020
REPORT NO.: CSD -20-010
SUBJECT: User fee reductions due to COVID-19 Red Control Restrictions
RECOMMENDATION:
That user fees for sport groups renting recreational facilities be reduced by 28% while
capacity limits are restricted to 10 people.
REPORT HIGHLIGHTS:
The purpose of this report is to reduce affiliated and non-affiliated user fees for sport groups
using the City's indoor recreational facilities (arenas, gym spaces, and floor spaces) while
the Region of Waterloo is operating under COVID-19 Red Control restrictions that limit
facility space capacities to 10 people.
With COVID-19 cases on the rise, staff are trying to find a balance between following public
health restrictions and providing physical activity opportunities for the physical and mental
well-being of community members. By offering a reduction in fees, some user groups will be
able to continue to offer programming. If no fee reduction is provided, some groups may be
forced to cancel.
BACKGROUND:
User fees for the 2020 season were established and approved before the onset of the
COVID-19 pandemic. Like other organizations in the community, sport groups have
encountered many challenges while planning and implementing programs that are fully
compliant with Provincial regulations and Public Health guidelines. User groups must
change program delivery at a moment's notice when Provincial regulations are updated.
On November 23, 2020, the Region of Waterloo moved into the Red Control category of the
Ontario Province's COVID-19 Response Framework. One of the new restrictions in this
category was the requirement to limit capacity for indoor sport activities from 25 people to
10 people. Sport groups have been forced to cut their program participants in more than half
putting significant pressures on their operating budgets and the fees they are able to recover
from their participants. For some groups, it may be a reduction in the amount of ice time
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
9-1
scheduled for their users. In other cases, some groups might be willing to pick up more ice
time at a reduced rate for their users.
REPORT:
Sport groups across the Region of Waterloo are requesting reductions in their current user
fees while the region of Waterloo is required to follow the Provincial Red Control restrictions.
By reducing user fees some sport programs will be able to continue to offer some form of
safe programming at a reduced capacity and affordable rate.
Staff are recommending a 28% reduction in user fees for recreational facility rentals which
will initially include ice and floor user fees but could be expanded to other user fees if
programming is impacted by the 10 -person capacity restriction. The user fees will be
reduced while the Region is required to follow the Red Control restrictions that limit
capacities in indoor recreation facilities to 10 people. Staff's recommended fee reduction is
within the range of fee reductions being approved within other municipalities in Waterloo
Region which vary from 25% to 50%.
A 28% reduction in user fees would reduce the affiliate ice rate from $132.06 to $95.08, the
non -affiliate ice rate from $263.72 to $189.88, and the floor rate from $71.46 to $51.45. It is
hard to project the financial impact of the adjustment because without a fee reduction we
would see cancellations, reducing revenue collected by the City. The affiliated ice rentals
booked prior to the Red Control restrictions accounted for 338 hours per week. If the weekly
affiliated book hours remained the same as pre -Red Control restrictions the financial impact
would be $12,499 per week. Due to the uncertainty of knowing what the sport groups can
offer it is difficult to determine the financial impact of the reduced rates at this time. By
offering a reduced fee the goal is trying to support our sport users within the community in
a difficult time and capture as many rentals as possible.
The reduction rate of 28% was selected based on comparison with other municipalities. With
a 28% reduction, Kitchener's user fees will be in the mid-range of reduced regional fees.
This will allow the City to support user groups with a reduced fee while maintaining some
revenue to offset additional costs related to COVID-19 operational expenses.
STRATEGIC PLAN ALIGNMENT:
This report supports the delivery of core services.
FINANCIAL IMPLICATIONS:
The recommendation of reducing fees will impact operating budget for recreational facilities.
Not offering a reduction in fees will lead to the cancellation of rentals which would have a
greater impact on recreational facility operating budgets.
COMMUNITY ENGAGEMENT:
INFORM — This report has been posted to the City's website with the agenda in advance of
the council / committee meeting.
PREVIOUS REPORTS/AUTHORITIES:
FIN -19-077, 2020 User Fees
APPROVED BY: Michael May, Deputy CAO, Community Services
9-2