HomeMy WebLinkAboutCIS Agenda - 2018-04-30Community &Infrastructure Services Committee
Agenda
Monday, April 30, 2018
3:30 p.m. - 5:00 p.m.
Office of the City Clerk
Council Chamber
Kitchener City Hall
nd
200 King St. W. - 2 Floor
This is an approximate start time, as this meeting will commence immediately following
Kitchener ON N2G 4G7
the Special Council meeting.
Page 1 Chair - Councillor K. Galloway-Sealock Vice-Chair - Councillor S. Marsh
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-18-001 - Naming of a Private Street and Exemption to Emergency Access Policy I-1035
- 1000 Lackner Boulevard
-
2. DSD-18-013 - Naming of a Private Street
- 70 Watermill Street
- Mattamy (Monarch) Limited
3. DSD-18-015 - On-Street Parking Regulations - Ardelt Avenue
4. INS-18-022 - Infrastructure Ontario, Master Licence Agreement Renewal
- 2018 to 2022 - Recreational Use on Hydro Lands
-law, delegations are permitted to address the Committee for a maximum of
5 minutes.
None at this time.
5. DSD-18-008 - Vanier Drive Bike Lanes and Sidewalks (20 min)
6. DSD-18-009 - Community Access Bikeshare Update and 2018 Bikeshare Pilot (10 min)
7. DSD-18-011 - Brownfield Remediation Program Application 1011 Homer Watson Blvd. (20 min)
Unfinished Business List
Dianna Saunderson
Committee Administrator
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take part in a city meeting or event, please call 519-741-2345 or TTY 1-866-969-9994 **
REPORT TO: Community & Infrastructure Services Committee
DATE OF MEETING: April 30, 2018
SUBMITTED BY: Alain Pinard, Director of Planning, 519-741-2200 ext. 7319
PREPARED BY: Katie Anderl, Senior Planner, 519-741-2200 ext. 7987
WARD(S) INVOLVED: Ward 2
DATE OF REPORT: April 11, 2018
REPORT NO.: DSD-18-001
SUBJECT: NAMING OF A PRIVATE STREET &
EXEMPTION TO EMERGENCY ACCESS POLICY I-1035
1000 LACKNER BOULEVARD
LTD.
RECOMMENDATION:
A.That the City of Kitchener acknowledge
proposes to name a private street within a multiple residential development
located at 1000 Lackner Boulevard; and
to proceed with the required
advertising, preparation and registration of the necessary By-law(s) for the
naming of the private street.
B.That the City of Kitchener grant an exemption to Council Policy MUN-PLA-1035,
the multiple residential development
proposed on the lands municipally addressed as 1000 Lackner Boulevard, to
allow a Fire Access Route and Emergency Access Route having lengths greater
than 150 metres provided that:
a)all buildings are sprinklered to NFPA13 or 13R;
b)that Direct-to-Fire Alarm Monitoring be installed for buildings with the
principal entrance beyond 150 metres distance from Lackner
Boulevard;
c)that the development utilize a divided highway fire access approach
whereby a two lane unobstructed fire route (separated by a centre
boulevard). The Primary Fire Access Route shall have a minimum
width of 6.0 metres (unobstructed), and the Secondary Fire Access
Route shall have a minimum width of 4.0 metres (unobstructed); and
d)fire route signage will be added to the site along the limit of the Fire
Route. Such signage is to be situated not more than 30 metres apart
and adjacent to the fire route and in front of all primary accesses to
each building.
*** This information is available in accessible formats upon request. ***
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REPORT:
proval to name a private street within the
residential development located at 1000 Lackner Boulevard, and is also seeking an
received Site Plan Approval in Principle for a 358 unit multiple-residential development
comprised of six buildings. The subject parcel is long and narrow and has been designed
along a central main corridor which will function as a private road connecting the multiple
residential buildings.
Private Street Naming Request
Private Street Name Concept Plan below.
Private Street Name Concept Plan
Staff is of the opinion that in order to improve emergency services response times and
overall wayfinding on large-scale developments such as this one, named private streets are
a beneficial approach. The applicant agrees with the naming of the street and has
embraced this approach in the interest of the overall development. Naming of the private
street will also eliminate the need for a complicated Multiple Unit Identification Sign at the
entrance to the site improving site navigation for emergency services, residents and visitors
to the site.
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The proposal has been circulated to a number of internal departments and no concerns
Addressing Policy. The Region has approved the proposed street name.
Staff are satisfied that the proposed private street name is appropriate and support the
street naming request.
Exemption from Emergency Access Policy
Further, the applicant is requesting that Council grant an exemption
Access Policy to permit a Fire Access Route and Emergency Access Route having lengths
greater than 150 metres. Due to site orientation and grading constraints it is unfeasible to
comply with the standard Fire Access Route and Emergency Access Route requirements of
The applicant has made an Application for Alternative
Solution to the Fire Department and proposed the following alternative solution:
a)all buildings are sprinklered to NFPA13 or 13R;
b)that Direct-to-Fire Alarm Monitoring be installed for buildings with the principal entrance
beyond 150 metres distance from Lackner Boulevard;
c)that the development utilize a divided highway fire access approach whereby a two
lane unobstructed fire route (separated by a centre boulevard). The Primary Fire
Access Route shall have a minimum width of 6.0 metres (unobstructed), and the
Secondary Fire Access Route shall have a minimum width of 4.0 metres
(unobstructed); and
d)fire route signage will be added to the site along the limit of the Fire Route. Such
signage is to be situated not more than 30 metres apart and adjacent to the fire route
and in front of all primary accesses to each building.
Kitchener Fire has reviewed the proposal and is supportive of the proposed exemption and
the alternative solution in order to facilitate the proposed development.
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
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:
naming by-law would be advertised in The Record. This communication corresponds to the
REVIEWED BY:Della Ross, Manager of Development Review
ACKNOWLEDGED BY: Justin Readman, General Manager (Development Services)
Attachments:
Appendix A - City and Agency Comments
1 - 3
1 - 4
1 - 5
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REPORT TO:Community and Infrastructure Services Committee
DATE OF MEETING:
April 30, 2018
SUBMITTED BY:Alain Pinard, Director of Planning (519) 741-2200 ext. 7319
PREPARED BY:Craig Dumart,Junior Planner (519) 741-2200 ext. 7073
WARD INVOLVED:Ward 4
DATE OF REPORT:April 11, 2018
REPORT NO.:DSD-18-013
SUBJECT:
Naming Of Private Streets
70 Watermill Street
Mattamy (Monarch) Limited
RECOMMENDATION:
That the City of Kitchener acknowledge that Mattamy (Monarch) Limited proposes to
name a private street asWaterbrook Lane within the proposed multiple residential
development currently addressed as 70 Watermill Street; and
,
preparation and registration of the necessary By-law(s) for the naming of the private
street.
REPORT:
In April of this year, the subject lands received Site Plan approval for a 34unit cluster residential
development comprised of standard townhouses. The owner is proposing a private street name
in lieu of a Multiple Unit Identification Sign at the entrance to the site. To facilitate this, the
applicant must obtain Council approval for a private street name.
Staff is of the opinion that in order to improve emergency services response and overall
wayfinding onlarge-scale developments such as this one, private streets should be named by
Council. The applicant agrees with the naming of the street and has embraced this approach in
the interests of the overall development.
Aprivate street naming process was established several years ago and has been successfully
implemented at Sportsworld Crossing on King Street East, at The Boardwalk on Ira Needles
Boulevard,Vitoria Commons (1 Adam Street) and Apple Hill Lane.In addition, naming the
private streets eliminates the need for large Multiple Unit Identification sign on site.
The Region and a number of internal departments were circulated on the private street naming
request and no concerns were raised.
Should Council approve the
prepare a by-law upon receipt of a reference plan from the applicant showing the proposed
private streets and lanes. Legal Services would then give notice in The Record of the intent to
pass a by-law to this effect. The by-law would then proceed to Council for approval.
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The applicant is proposing to name the private street located within the proposed multiple
residential development at 70 Watermill Street as Waterbrook Lane.
Staff is satisfied that the proposed private street name is appropriate and support the street
naming request.
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
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:
otice of the intention to pass a private street
naming by-law would be advertised in The Record.
REVIEWED BY:
Della Ross, Manager of Development Review
ACKNOWLEDGED BY:
Justin Readman, General Manager (Development Services)
Attachments:
Appendix A: Site Plan with proposed street name location
Appendix B: City and Agency Comments
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2 - 3
2 - 4
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REPORT TO: Community and Infrastructure Services Committee
DATE OF MEETING: April 30, 2018
SUBMITTED BY: Ken Carmichael, Interim Director of Transportation Services,
519-741-2200, ext. 7372
PREPARED BY: Ryan Krantz,Traffic Technologist, 519-741-2200, ext. 7302
WARD(S) INVOLVED: Ward 3
DATE OF REPORT: March 14, 2018
REPORT NO.: DSD-18-015
SUBJECT: On-Street Parking Regulations Ardelt Avenue
___________________________________________________________________________
RECOMMENDATIONS:
Thatparkingbe prohibited from January 1 to March 31 onthe north (even-
numbered) side of Ardelt Avenue from Hanson Avenue to a point 26 metres east
thereof;and further,
That the Uniform Traffic Bylaw be amended accordingly.
BACKGROUND:
Ardelt Avenue is a local roadway with primarily commercial land use. In response to
concerns related to commercial vehicles having difficulty accessing businesses along
Ardelt Avenue, the existing on-street parking regulations were reviewed.
Currently, on-street parking is permitted on north (even-numbered) side of Ardelt
Avenue from Hanson Avenue to Lennox Lewis Way for a maximum period of three (3)
consecutive hours,as outlined in the City of Kitchener Uniform Traffic By-law No. 2007-
138.
REPORT:
Businesses on Ardelt Avenue were surveyed regarding a proposal to prohibit parkingon
from January 1 to March 31 onthe north(even-numbered) sideof Ardelt Avenuefrom
Hanson Avenue to a point 26 metres east thereofto address these concerns. A survey
letter was mailed out in January2018. The results of the survey are as follows:
Prohibit parkingfrom January 1 to March 31 onthe 1 vote(50% of 2votes)
north (even-numbered) side of Ardelt Avenue from
Hanson Avenue to a point 26 metres east thereof..
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3 - 1
Leave existing on-street parking as is:1vote(50% of 2votes)
TOTAL: 2out of 2responded (100% response rate)
Transportation Services staff met with both survey respondents to determine if an
agreement could be reached regarding on-street parking. During this meeting, it was
agreed that the prohibition initially proposed was acceptable by both parties involved.
Based on the results of this meeting, Transportation Services is recommending that the
current on-street parking regulations on Ardelt Avenue be amended to prohibit parking
from January 1 to March 31 on the north (even-numbered) side of Ardelt Avenue from
Hanson Avenue to a point 26 metres east thereof.
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
The recommendation of this report supports the achievement of the c
vision through the delivery of core service.
FINANCIAL IMPLICATIONS:
The approximate cost for implementing signage along Ardelt Avenue is
$250 and will be taken from the existing sign maintenance budget.
COMMUNITY ENGAGEMENT:
INFORM The businesses were made aware of this report via a letter through the mail.
This report has been posted to the ciadvance of the
council / committee meeting.
CONSULT Directly affected businesses were surveyed regarding the proposed
parking regulation change in January 2018.A subsequent meeting was held between
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Transportation Services staff and survey respondents on March 14 in an effort to
resolve the issue.
ACKNOWLEDGED BY: Justin Readman,General Manager
Development Services Department
Attached:
Appendix A Key Map Ardelt Avenue Proposed On-Street Parking Regulations
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Key Map
Ardelt Avenue Proposed On-Street Parking Regulations
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Existing Three (3) Hour Parking
PNo Parking
Properties Notified
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REPORT TO: Community and Infrastructure Services Committee
DATE OF MEETING: April 30, 2018
SUBMITTED BY: Denise McGoldrick, GM, Infrastructure Services, 519-741-2600
x4657
PREPARED BY: Eckhard Pastrik, Manager of Operations, 519-741-2600 x4598
WARD(S) INVOLVED: All Ward(s)
DATE OF REPORT: March 15, 2018
REPORT NO.: INS-18-022
SUBJECT: Ontario Infrastructure and Lands Corporation, Master Licence
Renewal Agreement,2018 to 2022 Recreational Use on
Hydro Lands
___________________________________________________________________________
RECOMMENDATION:
That subject to the satisfaction of the City Solicitor, the Chief Administrative
Officer or designate be authorized to execute a renewal of the Master Licence of
Land for Public Recreational Purposes Agreement with Ontario Infrastructure and
Lands Corporation (as agent for Her Majesty the Queen in right of Ontario as
represented by the Minister of Economic Development, Employment and
Infrastructure) for the portion of the hydro transmission corridor lands in the City
of Kitchener used for public recreational purposes.
Thatthe Chief Administrative Officer be delegated authority to sign future
renewals and/or amendments of the Master Licence of Land for Public
Recreational Purposes Agreement subject to the satisfaction of the City Solicitor.
BACKGROUND:
The City of Kitchener (City) entered into a Master Licence of Land for Public
Recreational Purposes Agreement (Agreement)for certain parcels of the Province of
dro transmission corridor lands (Lands) situated in the City to accommodate
public recreational uses such as trails, trail head parking lots and one winter rink
program site. The original master licence agreement signed on March 17, 2014 had a
term that extended to December 31, 2017. The Ontario Infrastructure and Lands
Corporation acting as agent on behalf of Her Majesty the Queen in right of Ontario as
represented by the Minister of Infrastructure is seeking to renew the Agreement for a
new 5-year term from January 1, 2018 to December 31, 2022 under the same terms
and conditions of the original Agreement.
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Under the terms and conditions of the original Agreement, the City assumes
responsibility for the following:
a)Pay 50% of the realty taxes annually over the term of the Agreement related to
the portion of the licenced area that accommodates the recreational use.
b)Arrange for and maintain liability insurance satisfactory to the Minister of
Infrastructure;
c)Indemnify for any damages arising out of the City's use of the Lands.
d)Maintain the recreational infrastructure within the licenced Lands.
e)Perform grass cutting/flail mowing operations to maintain the hydro transmission
corridor lands in a neat and tidy condition.
f)Perform enforcement duties on the licenced Lands and hydro transmission
corridor lands (e.g. unauthorized use of Lands; encroachments).
REPORT:
Staff have collaborated with Ontario Infrastructure and Lands Corporation to capture
and reflect the current full extent of the Lands being used by the City to support the
recreational uses. The renewal Agreement captures a total area of 41.19 hectares
(101.78 acres) of which 5.80 hectares (14.32 acres) is used by the City to
accommodate the recreational uses.Appendix A, Hydro Corridor Transmission Lands
with Recreational Use outlines the individual segments of the Lands captured under the
Agreement and identifies the portion that the City has utilized to support the existing
recreational uses and contributes toward payment of the realty taxes annually. A map
of the location of the licenced Lands is also provided in Appendix A.
Staff will continue to monitor the addition of new hydro transmission corridor lands that
accommodate planned recreational uses that come online over the 5-year term of the
Agreement. Staff will work with Ontario Infrastructure and Lands Corporation to
appropriately integrate any new Lands into the Agreement and identify operational
implications related to additional maintenance of Lands. From time to time, Ontario
Infrastructure and Lands Corporation may require amendments to the Agreement,
usually for the purpose of accurately reflecting the lands involved.
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
The recommendation of this report supports the achievement of the
vision through the delivery of core service.
FINANCIAL IMPLICATIONS:
The City is responsible for payment of 50% of the annual realty taxes related to the
portion of the Lands that support recreational use. The cost for 2018 is $5,936.61 and
is funded from existing operations budget.
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Staff will establish operational impacts of any new hydro transmission corridor lands and
the related City recreational infrastructure and identify operating budget implications
through annual budget process.
COMMUNITY ENGAGEMENT:
INFORM
advance of the council / committee meeting.
TheOntario Infrastructure and Lands Corporation acting as agent on behalf of Her
Majesty the Queen in right of Ontario as represented by the Minister of Infrastructure
has been engaged to collaborate on capturing the current hydro transmission corridor
recreational infrastructure.
ACKNOWLEDGED BY: Denise McGoldrick,General Manager, Infrastructure Services
Department
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Appendix A, Hydro Corridor Transmission Lands with Recreational Use
Table A1: Summary of Hydro Corridor Transmission Lands with Recreational Use
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Ref.Park/LocationLicenced AreaTaxable AreaRecreational
#(Hectares/Acres)(Hectares/Acres)Use
Supported
1McLellan Park 12.61/31.171.83/4.53Trail
(Kingswood Dr. to Infrastructure
Williamsburg Rd.)
2Lawrence Ave. @ 0.89/2.190.17/0.41Trail
Highland Rd.Infrastructure
3Victoria St. @ Fischer 2.32/5.740.11/0.28Trail
Hallman Rd.Infrastructure
4Forest West Park 1.50/3.700.28/0.68Trail
(Old Maple Lane to Infrastructure
Forest West Park)
5Forest Heights 10.57/26.130.98/2.41Trail
Community Trail Infrastructure
(West of Royal
Orchard Pl.)
6Detweiler JCT (Bent 2.11/5.220.19/0.46Trail
Willow Dr.)Infrastructure
7Conestoga Pkwy 0.18/0.460.17/0.41Trail
(International Pl. @ Infrastructure
Wal-Mart)
8Chicopee & Idlewood 11.00/27.182.08/5.14Trail
Park (Morgan Ave. to Infrastructure,
Midland Dr.)Winter Rink
Total41.19/101.785.80/14.32
1.The taxable area is the portion of the lands that support recreational use
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Figure A1, Location of Hydro Transmission Corridor Lands with Recreational Use
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REPORT TO: Community and Infrastructure Services Committee
DATE OF MEETING: April 30, 2018
SUBMITTED BY: Ken Carmichael, Interim Director of Transportation Services,
519-741-2200, ext. 7372
PREPARED BY: Danny Pimentel, Active Transportation Planning Project
Manager, 519-741-2200, ext. 7371
WARD (S) INVOLVED: Ward 3
DATE OF REPORT: April 11, 2018
REPORT NO.: DSD-18-008
SUBJECT: Vanier Drive Bike Lanes and Sidewalks
__________________________________________________________________________________
RECOMMENDATIONS:
That Vanier Drive be approved for sidewalk infill as per the Sidewalk Infill Policy
attached to report INS-15-051 approved by Council June 1, 2015;
That existing speed humps be maintained along Vanier Drive from Walton
Avenue to Shelley Drive;
That on-street bicycle lanes be installed on both sides of Vanier Drive from
Walton Avenue to Shelley Drive;
That on-street parking be removed from the east side (even numbered houses)
of Vanier Drive from Walton Avenue to Shelley Drive; and further,
That the Uniform Traffic Bylaw be amended accordingly.
BACKGROUND:
On June 1, 2015 Council approved Report No. INS-15-051 - Sidewalk Infill Policy. The
Sidewalk Infill Policy defines the framework around the installation of new sidewalk in
commitment to an improved sidewalk network on existing roadways to support a more
pedestrian friendly environment. It also defines priority levels for sidewalk infill
locations and provides a framework for community and Council input on any proposed
installations.
The policy requires Council approval for most sidewalk infill locations. This report
outlines the location of sidewalk infill that is recommended to be built in conjunction
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with an upcoming road reconstruction project in 2019, and provides recommendations
for the application of the policy along Vanier Drive.
In 2008 Council approved, report DTS-08-187 Traffic Calming Vanier Drive /
Traynor
allowed for the installation of five (5) speed humps on Traynor Avenue between Wilson
Avenue and Vanier Drive and five (5) speed humps on Vanier Drive between Traynor
Avenue and Walton Avenue. The speed humps were installed on Traynor Avenue in
2009 and on Vanier Drive in 2010. City traffic counts show that the speed humps have
been successful in lowering speeds on the road. Accordingly, it is recommended that
speed humps be maintained through the reconstruction of Vanier Drive.
The approved City of Kitchener Cycling Master Plan outlines a plan to implement 114
kilometres of cycling infrastructure over 20 years. This plan recommends the
implementation of bicycle lanes and other dedicated cycling infrastructure throughout
the city to create a more bike-friendly environment. Accordingly, Vanier Drive has been
identified for cycling improvements and bicycle lanes are recommended.
Vanier Drive is a designated minor neighbourhood collector roadway within the City of
Kitchener Official Plan. Minor Neighbourhood Collector Streets connect Local Streets
within individual neighbourhoods to Major Community Collector Streets, and are
intended to move people and goods primarily within neighbourhoods. Sidewalks are to
be provided on both sides of the street. Cycling facilities are to be accommodated
safely within the street right-of-
Neighbourhood destinations along Vanier Drive include a public elementary school
and its soccer field, a Montessori school, a church, Vanier Park and an entrance to
Wilson Park. Vanier Drive has a designated speed limit of 50 km/h, except in the
school zone, which is 40 km/h.
REPORT:
Vanier Drive between Walton Avenue and Shelley Drive is scheduled for full
reconstruction in 2019. The Sidewalk Infill Policy stipulates that any areas of planned
sidewalk infill must be presented to Council for approval at least one (1) year in
advance of implementation. Accordingly, staff have reviewed Vanier Drive as a
candidate for sidewalk infill through 2019 reconstruction.
VANIER DRIVE - SIDEWALKS
Location: Vanier Drive Walton Avenue to Kipling Avenue
Priority: Priority 1 (Greater than 67pts)
Score: 85 pts
Implementation Year: 2019
Length of Sidewalk Infill: West Side (odd numbered houses) 450m
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Priority 1 is defined as: Sidewalks shall be required on both sides of the roadway as
they connect to a significant number of pedestrian origins and destinations. Any
sidewalk infill location scoring 90 or more points is deemed to be pre-approved and will
not require additional Council approval.
Transportation Services surveyed area residents within the identified study area
regarding sidewalk infill along the west side (odd numbered houses) of Vanier Drive.
The results of the survey are as follows:
Directly Affected Vanier Drive Residents:
In Favour5 of 25 (20%)
Total
Indifferent4 of 25 (16%)
Opposed16 of 25 (64%)
responses of Directly Affected Residents 25 out of 41 surveyed (61%)
Area Residents:
In Favour72 of 114 (63%)
Indifferent24 of 114 (21%)
Opposed18 of 114 (16%)
Total responses of Area Residents 114 out of 820 surveyed (14%)
Total Area Residents:
In Favour77 of 139 (55%)
Indifferent28 of 139 (20%)
Opposed34 of 139 (25%)
Total responses 139 out of 861 surveyed (22%)
From the surveyed results those who opposed the sidewalk infill cited, the following
concerns:
Snow removal20
Tree loss/removals 19
Impacted landscaping19
Property Value17
Parking Loss16
*It should be noted that each surveyed response may have identified more than one
concern.
The installation of the sidewalk on Vanier Drive may require modifications to address
the following constraints:
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Privately owned landscaping within the public right of way
Possible removal of one (1) tree
While there are minor construction challenges, all constraints are mitigatable as per
the sidewalk infill policy. Accordingly, staff is recommending installation of sidewalk on
the west side (odd numbered houses) of Vanier Drive from Walton Avenue to Shelley
Drive.
VANIER DRIVE SPEED HUMPS
Included in the survey to the directly affected residents of Vanier Drive was a question
asking the residents if they supported maintaining the speed humps along Vanier Drive
between Walton Avenue and Shelley Drive. The results of the survey are as follows:
In Favour17of 25 (68%)
Indifferent3of 25 (12%)
Opposed5of 25 (20%)
Total responses 25 out of 41 surveyed (22%)
A traffic count conducted in June 2017 revealed that the average daily traffic volume
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was 2,265 vehicles and the 85 percentile speed was 45 kilometres per hour.
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LocationAverage Daily Traffic 85% Speed*
Volume
Vanier Dr between Erie 2,26545 km/h
Ave and Massey Ave
th
*85% of vehicles are traveling at or below this speed (85 percentile speed).
Based on the results above, there is neighbourhood support to maintain the existing
speed humps on Vanier Drive between Walton Avenue and Shelley Drive. Accordingly,
Transportation Services recommends that the existing speed humps be maintained on
the roadway. Additionally, Kitchener Fire was asked to provide comments on the
installation of the speed humps after the reconstruction of Vanier Drive. Below are their
comments:
-existing and would essentially be a
one for one replacement and not additional, we have no objection to there (sic) being
VANIER DRIVE BIKE LANES
Vanier Drive from Boniface Avenue to Traynor Avenue is identified in the approved
City of Kitchener Cycling Master Plan for the implementation of bicycle lanes. The
roadway reconstruction between Walton Avenue and Shelley Drive presents an
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opportunity to implement the bicycle lanes while maintaining parking on one side of the
road along that section.
On-Street Parking
Based on the current parking regulations along Vanier Drive, there are approximately
68 on-street parking spaces between Walton Avenue and Shelley Drive. The following
table summarizes the existing available on-street parking spaces and the amount of
on-street parking spaces lost as a result of the proposed design.
Vanier Drive from Walton Avenue to Shelley Drive
Side of StreetAvailable Parking SpacesParking Spaces Lost
Odd (west side)370
Even (east side)2929
TOTAL6829
Transportation Services conducted parking studies to determine the demand for
parking along Vanier Drive. The parking study was conducted in the fall of 2017 and
only focused on the section between Walton Avenue and Shelley Drive. The results of
the 2017 parking study are summarized below:
DATE: Thursday November 30, 2017
TIME: 11:00 p.m.Number of Vehicles Parked
Road SectionOdd (west side)Even (east side)
Walton Avenue to Shelley Drive02
DATE: Saturday December 2, 2017
TIME: 7:00 a.m.Number of Vehicles Parked
Road SectionOdd (west side)Even (east side)
Walton Avenue to Shelley Drive03
DATE: Sunday December 3, 2017
TIME: 4:00 p.m.Number of Vehicles Parked
Road SectionOdd (west side)Even (east side)
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Walton Avenue to Shelley Drive02
Based on the parking study findings the peak usage for on-street parking was three (3)
vehicles occurring on a weekend morning.
Collision History 2014-2017
A three (3) year collision history was completed for Vanier Drive between Walton
Avenue and Shelley Drive which shows a total of five (5) reported collisions. The table
below is a summary of the combined collisions categorized by initial impact type:
Initial Impact Type
Year
SMV unattendedRear EndOtherTotal
20140011
20150101
20162002
20171001
Total3115
The reported collisions along Vanier Drive indicate that there are not a significant
number of collisions. Three (3) collisions occurred involving on-street parked vehicles
being damaged. It is anticipated that with the removal of one side of on-street parking
along with the addition of pavement markings, these types of collisions should be
reduced along this section of Vanier Drive.
Roadway Design and Pavement Markings
The Cycling Master Plan identifies Vanier Drive as a bicycle priority street.
Transportation Services has conducted further analysis into the most appropriate
cycling facility type for Vanier Drive. As a result of this analysis, on-road bike lanes are
being recommended from Walton Avenue to Shelley Drive.
Ontario Traffic Manual (OTM) Book 18 - Cycling Facilities provides information and
guidance in regards to appropriate and consistent cycling infrastructure in Ontario. The
manual provides a tool which aids in pre-selecting the desirable bicycle facility type as
well as provides a set of application heuristics that further aids in determining the most
desirable bicycle facility type. Based upon the traffic volume and speeds on Vanier
Drive, it is on the border of providing cyclists with an exclusive space (i.e. bike lanes)
and utilizing a shared space along this corridor. Due to the fact that an elementary
school fronts onto Vanier Drive staff recommend providing dedicated cycling space. In
addition, the identification of Vanier Drive for bicycle lanes in the Cycling Master Plan,
as well as the improved ridership and safety provided by dedicated spaces, lead staff
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to recommend cyclists be provided with an exclusive space (i.e. bike lanes) along this
corridor.
Currently, Vanier Drive is a two lane roadway with a pavement width of approximately
10.2 metres, currently allowing for 5.1 metre lanes in each direction which includes on-
street parking on both sides. The proposed cycling design would consist of 3.1 metre
travel lanes in each direction, 1.5 metre bike lanes in each direction, and a .5 metre
buffer beside a 2.4 metre parking lane as shown on the following page.
Vanier Drive Shelley Drive to Walton Avenue
Public Input
Transportation Services staff held a drop-in format public information center on March
1, 2018 at Kingsdale Community Centre. Affected citizens who attended were provided
information regarding the review, including the proposed design for Vanier Drive. The
meeting was attended by approximately 17 citizens as well as the ward Councillor.
There were two (2) comment sheets submitted following the meeting. Below is a
summary of the comments received:
One (1) comment raised concerns of tree loss and of parking during school
drop off and pick up
One (1) comment was supportive of bike lanes and sidewalks and expressed
the desire for the bike lanes to connect to the Traynor trail
Transportation staff contacted Grand River Transit (GRT), in order to obtain their
feedback and comments regarding the proposed removal of some on-street parking,
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preservation of speed humps and implementation of on-road bicycle lanes. Below are
comments submitted by GRT staff in November, 2017:
With the GRT Network redesign in 2018 busses would be removed from the
part of Vanier Drive that is being reconstructed, so there were no concerns or
comments.
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
Strategic Priority 3: Safe and Thriving Neighbourhoods
Strategic Priority 4: Sustainable Environment & Infrastructure
Strategy 3.2: Create safer streets in our neighbourhoods through new approaches to
traffic calming.
Strategy 4.4: Develop a network of safe, comfortable and linked pedestrian and cycling
facilities and improve year-round maintenance on priority routes.
Strategic Action NB39: Traffic Calming
Strategic Action SE13: Implement the Cycling Master Plan
Strategic Action SE14: Sidewalk Infill
FINANCIAL IMPLICATIONS:
The cost of road reconstruction, bicycle lane implementation, speed hump
preservation and sidewalk installation is funded through the 2019 capital budget.
The property owners that are directly affected by sidewalk installation will be required
to maintain the portion that is directly adjacent to their property.
COMMUNITY ENGAGEMENT:
INFORM the agenda in
advance of the council / committee meeting. Residents were notified regarding this
report to recommend the implementation of sidewalk through upcoming reconstruction
projects.
CONSULT Transportation Services initiated public consultation through a
survey/questionnaire for Vanier Drive in January 2018.
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A Public Information Centre (PIC) regarding the reconstruction project and the
st
proposed cycling infrastructure occurred on March 1, 2018 at the Kingsdale
Community Centre.
ACKNOWLEDGED BY: Justin Readman, General Manager
Development Services Department
Attached:
Appendix A Design Impacts of Bike Lanes and Sidewalks
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REPORT TO: Community and InfrastructureServices Committee
DATE OF MEETING: April 30, 2018
SUBMITTED BY: Ken Carmichael, Interim Director of Transportation Services,
519-741-2200, ext. 7372
PREPARED BY: Danny Pimentel, Active Transportation Planning Project
Manager, 519-741-2200, ext. 7371
WARD (S) INVOLVED:All wards
DATE OF REPORT: April 9, 2018
REPORT NO.: DSD-18-009
SUBJECT: Community Access Bikeshare Update and 2018 Bikeshare
Pilot
__________________________________________________________________________________
RECOMMENDATIONS:
That Mayor and Council support the 2018 Dropbike Inc. pilot as detailed in
Report No. DSD-18-009; and further,
That the Mayor and Clerk be authorized to execute the necessary agreements
with Dropbike Inc. for a one year pilot bikesharing program, to the satisfaction of
the City Solicitor.
BACKGROUND:
Bikeshare systems provide short-term access to bicycles via stations located at
convenient locations. Bikeshare users typically access bikes through an instant
electronic payment for short-term use or through a membership.Bikesharing supports
active transportation by making cycling more accessible.Bikeshare systems have
been successful in many Canadian cities, including Hamilton, Toronto, Montreal,
Ottawa and Vancouver.
In 2011,Community Access Bikeshare (CAB), operated by the Working Centre,
launchedapilot bike share system; which became a permanent program in 2013in
Kitchener/Waterloo. Because CAB is a not-for-profit organization and in an effort to
encourageactivetransportation, the City of Kitchener dedicated space for CAB bicycle
racks on City lands(i.e., City Hall)free of charge.
During the 2017 season, CABconsisted of 105 members,nine stationsand 80
bicycles in operation. The net result was 2,198 CAB assisted bicycle trips. It is also
worth noting that CAB had five stations testing new technology (Bluetooth operated
bike locks).
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994for assistance.
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In January 2018, the Working Centre announced that they would no longer operate
Community Access Bikeshare (CAB). They havestated that theprogram is nolonger
financially viable due to the low membership rateandthe prohibitive cost of new
technology and network expansion.CAB’s network expansion has been limited by
current station requirements (e.g., electrical and internet connection, area to locate key
box, space for 8 ring bike racks etc.) that restrict where stations can be located.
Several stations also have reduced hours of operation due to the noted challenges.
In an effort to maintain a bikeshare service within the Region, staff from the Region of
Waterloo, City of Cambridge, City of Waterloo, City of Kitchenerand the Working
Centre agreed that a pilot with an established, successful, bikeshare provider would be
best to determine bikeshare requirements within the Region. It should be noted that
staff from the City of Kitchener and Waterloo have previously been contacted by other
bikeshare providers, with the interest of operating in the Region.
REPORT:
The limited expansion of CAB since its inception in 2011 is largely attributable to the
technological limitations of the system rather thana lack of community support for
bikeshare. Many throughout the community have indicatedand continue to support
bikeshare.Station requirements (e.g., a key box located within a library is accessible
only during library hours), and a lack of “on-demand” option for new userssignificantly
limits the current use of bikeshare in Kitchener. Memberships must be purchased and
picked up from the Working Centre for non-Bluetooth operated bicycles.
Evolution of Bikeshare Technology
There have been several technological advancements in bikeshare in recent years
beyond CAB’slock and key, subscription based model as follows:
“kiosk” model. - Bicycles are secured and rented from an automated docking
station. This new technology also improves integration of bikeshare into transit
networks (e.g., “micro-stations” at stops with a bike rack). New technology also
features the useofsmartphone appswith real-time bicycle availability, GPS
tracking (which provides valuable cycling ridership data) and on-demand rather
than subscription use.
“Dockless”model. –Dockless technology allows for security and rental
features to be built directly into the bicycles instead of the docking stations,
allowing for greater overall system efficiency and flexibility. Bicycles are
unlocked through the use of a smartphone, and do not require physical docking
infrastructure, such as bike racks. Dockless systems are quickly gaining
popularity worldwide as they require little to no capital investment from
municipalities, and they typically offer a low hourly rate.
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Dockless models havebeen subject to criticism. In some cases private operators have
deployed a docklessnetwork without coordination with local governments or existing
bikeshare operators. Also, the majority of private dockless operators do not redistribute
their bikes, and rely on users to park bicycles in a suitable location without any
delineated parking. Cities have reported issues of obstructed sidewalks, theft,
vandalism, and the amassing of bikes in disrepair in public spaces.
Recognizing thatdockless systemsprovide lower user cost, some cities, such as
Vancouver, Seattle, and San Francisco, are working to exercise more control over
dockless systems. Cities have introduced regulations requiring bikeshare providers to
obtain an operating licence, which is subject to minimum operating, safety, and
maintenance standards.
2018 Bikeshare Pilot
Recently, The City of Kitchener and City of Waterloo have both been approached by
interested bikeshare providers. Because of CAB’s decision to not be operate in 2018, it
was recommended to the Working Centre by municipal partners, that there be a call for
proposalsto all interested bikeshare providers in order to select one that wouldbest
meet the needs of theRegion. Accordingly, in February 2018, staff from the City of
Kitchener and City of Waterloo followed up with interested Bikeshare providers and
requested an informal proposal for the commencement of a pilot that would include
service and data collection within the Region of Waterloo, including Cambridge which
did not previously offer this service through the CAB system. Proposals were submitted
by Dropbike Inc. (Dropbike), U-bicycleTechnologies North America Inc. (U-Bicycle),
and Zagster Inc. (Zagster). The bikeshare working group (staff from the area
municipalities, Working Centre, and the Region) evaluated all submitted proposals and
considers Dropbikethe preferredvendor.Dropbike has agreed to share all data and can
be quickly deployedat zero cost to the municipalitiesand the Region.Dropbike can
transition to the Region’s bikeshare provider with minimal disruption to the service, as it
can assume CAB’s existing station footprint. Dropbike has agreed to work with staff to
identify additional bikeshare locationsif necessary.
Dropbike
Dropbike is dockless bikesharing system that launched in Toronto in2017. They are
currently in operation in Kingston, Toronto, and Montreal.Bicyclesare unlocked through
the use of a smartphoneappand do not require physical docking infrastructure.
Designated parking areas are delineated using geofencingand users are incentivized to
return their bikes to these parking havens. This is intended to minimize the issues of
dockless bikes obstructing public spaces. Users must pay a $50 refundable deposit
when choosing to use bikeshareand are charged $1/hourthereafter. To reduce overall
cost, memberships are also available. It is worth noting that Dropbike will hire local staff
to manage operations and servicebicycles.
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Beyond the Pilot
Ina collaborative approach, staff from the Region, Kitchener, Cambridge and Waterloo
haveapplied for funding through the Federation of Canadian Municipalities’ Green
Municipal Fund to undertake an in-depth Bikeshare functional analysisstudy. This
study is planned to be initiated in late 2018/early 2019, and will identify a
recommended approach to bikeshare within theRegion beyond the 2018 pilot. While
theproposed 2018 pilot is separate from the planned study, data from the pilot will
contribute to the study analysis.
The study will include a review of bikeshare systems, determine the most appropriate
system for the community and provide staff with direction on how best to implement it.
The 2018 pilot is considered to be separate from the planned study, but data from the
pilot will be made available for the study.
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:
Dropbike is a for profit company that ultimately generates revenue through a bikeshare
service. Accordingly, staff feel that it is appropriate tocharge Dropbike a nominal fee
for any bikeshare facilities on city-owned properties. This rate has yet to be negotiated.
Outside of this fee, the proposed pilot will have zero financial impact to the City of
Kitchener.
COMMUNITY ENGAGEMENT:
INFORM – This report has been posted to the City’s website with the agenda in
advance of the committee meeting.
CO
NSULT – It is staff’s intent toconduct surveys regarding bikeshare use in an effort
to understand public opinion on the services provided by Dropbike, and bikeshare as a
whole,during the pilot in 2018.
COLLABORATE – City staff have been working closely with Regional and adjacent
municipal staff in an effort to facilitate a new Bikeshare provider. Additionally, staff
have been in contact with the City of Kingston and the City of Hamilton in order to
better understand bikeshare within their municipalities.
ACKNOWLEDGED BY: Justin Readman, General Manager
Development Services Department
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REPORT TO: Finance and Corporate Services Committee
DATE OF MEETING: April 30, 2018
SUBMITTED BY: Brian Bennett, Manager, Business Development, 519-741-2200 X 7230
PREPARED BY: Rob Morgan, Capital Investment Advisor, 519-741-2200 X7734
WARD (S) INVOLVED: 3
DATE OF REPORT: March 8, 2018
REPORT NO.: DSD-18-011
SUBJECT:Brownfield Remediation Program Application 1011 Homer Watson Blvd
__________________________________________________________________________________________
RECOMMENDATION:
Watson
Boulevard, received from 1869071 Ontario Inc. dated May 28, 2015 be approved, subject
; and,
That in exchange for a completed and filed Record of Site Condition for the subject
property, the owner will be provided a phased tax incremental grant on the phased
redevelopment of the property in the form of an annual rebate on City taxes in an
amount equal to 100% of the City Tax Increment applied on the basis of the Block
parcels of land created by the Plan of Subdivision; and,
That the City Tax Increment be defined as the difference between the City portion of real
property taxes for the 2015 taxation year and the new City portion of real property taxes
levied as a result of a new assessment by the Municipal Property Assessment
Corporation (MPAC) determined for each Block following completion of the
redevelopment of each Block, as compensation for the remediation of the above subject
property; and,
That the maximum annual City property tax grant is estimated at $773,953.00
That the Region of Waterloo be circulated a copy of any decision made by Kitchener
City Council regarding this application; and further,
That the Mayor and Clerk be authorized to execute an Agreement, satisfactory to the
City Solicitor, with the Regional Municipality of Waterloo and 1869071 Ontario Inc., to
implement the provisions of the Brownfield Remediation Program for 1011 Homer
Watson Blvd, as outlined in the Development Services Report Report DSD-18-011.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
7 - 1
BACKGROUND:
In May 2015, the City of Kitchener and Region of Waterloo received a joint Tax Increment
Grant (TIG) application from 1869071 Ontario Inc. regarding the remediation and
redevelopment of the property municipally known as 1011 Homer Watson Boulevard (Map
Attachment 1).The 78 acre property, located on the south-east corner of the intersection of
Bleams Road and Homer Watson Boulevard, was historically used as an auto parts
manufacturing facility. The property was developed with a 1.2 million square foot
manufacturing facility constructed in several phases beginning in 1967 until the late 1970s.
Based on a detailed assessment of the remediation informati
environmental consultant, a total of $7,787,000.00 in direct remediation costs are considered
eligible for this TIG. With a 10 percent allowance for incidental costs afforded under the
program, the total joint TIG before deductions, if any, is $8,565,700.00.
The applicant is subdividing the property into 11 development blocks ranging in size from 3.2
acres to 25 acres for a total of 67.5 developable acres. Of the 67.5 acres, the property use is
currently broken down as follows: 25 acres retail, 3.7 acres of office and 38.8 acres industrial.
REPORT:
Contamination and Remediation
The Environmental Consultant for this project is MTE. As part of the brownfield redevelopment
process MTE conducted Phase One and Phase Two Environmental Site Assessments (ESA),
followed by a Risk Assessment. All environmental assessments and remediation activities
proceeded in accordance with Ontario Regulation 153/04 (as amended), which will ultimately
conclude with a Record(s) of Site Condition (RSCs) for the property.
The comprehensive testing on the property identified contamination in the soil and
groundwater that include the following:
Petroleum Hydrocarbons (PHCs);
Volatile Organic Compounds (VOCs);
Metals
Polychlorinated Biphenyls (PCBs); and
Polycyclic Aromatic Hydrocarbons (PAHs).
Site remediation activities include a combination of Risk Assessment to develop property
specific standards and remediation of remaining exceedances in the soil and groundwater.
Various techniques include soil excavation and disposal, soil embankment and capping, and
groundwater treatment.
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Eligible Environmental Remediation Costs
The applicant has submitted estimated environmental remediation costs for the 78 acre site of
$7,787,000.00. This amount, plus a 10% allowance for indirect costs afforded under the joint
TIG program of $778,700.00 results in a maximum eligible joint TIG of $8,565,700.00. The
TIG would be cost-shared between the Region of Waterloo and the City of Kitchener. Grant
in the year the application was submitted (2015) with approximately 62.1% (maximum
$5,321,422) provided by the Region and the remaining 37.9% (maximum $3,244,278) provided
by the City of Kitchener. As this is a phased TIG application with up to 11 phases,the
payments from the City and Region would not commence until each phase is remediated,
redeveloped and reassessed by the Municipal Property Assessment Corporation (MPAC).
Payment for the first phase(s) would not commence until 2020 at the earliest.
At the time of this report, the applicant has not submitted a Regional Development Charge
(RDC) Exemption application under the Brownfield Financial Incentive Program, but the
opportunity to apply for assistance under this program does exist. If the Region receives an
RDC Exemption application, the amount of any relief provided under that program is
subtracted from the total amount of the TIG, on a block-by-block basis. The impact of a
successful RDC Exemption will result in a lower TIG maximum and ultimately, lower the TIG
payouts for both the City and Region. Region staff will advise if an RDC Exemption application
is made, and any payouts by the Region under this program will be inserted into the TIG
calculations to ensure that no duplication of payouts occurs.
Phasing of the Tax Incremental Grant
Due to the size of the property and the fact that the developer is selling off each block, the
Applicant has requested an 11 phase TIG based off of the 11 blocks created within the Plan of
Subdivision (see attachment 2). The annual payments for each phase would not start until after
the property is remediated, redeveloped and reassessed by the Municipal Property
Assessment Corporation (MPAC). The developer would not be eligible to receive any
payments from the City until the developer has paid taxes at the new rate for one year after
redevelopment.
The 11 TIG payouts range in duration from two years to just over six years and range in payout
value from approximately $26,000 to $337,000 per year. The payouts can occur concurrently
and at no time would exceed the maximum annual payout of $773,953.00. This scenario is
unlikely, as it would only occur if all 11 blocks were developed within a similar timeframe.
Each TIG agreement for each phase will terminate the earlier of:
1) The total TIG is received
2) The applicant has received 10 annual TIG payments
3) The remediation and redevelopment of the lands is not within the 15 year Phasing
Period defined as follows:
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The 15 year phasing period will begin on the date both City and Regional Councils have
approved the TIG (the 15 year Phasing Period).
While the typical approach is to terminate the TIG after 10 years, a 15 year phasing period was
used due to the size of the property for redevelopment at 67.5 acres.The remediation costs
have been allocated proportionately over the entire developable area of the site. This will
ensure all lots are developed as they will not receive the grant allocation until the block has
been redeveloped.
Existing Assessment and Taxes
The total 2015 industrial assessment for the property (pre-redevelopment) was $8,000,000.
Based on this value the total municipal property taxes were $108,086.00 split as follows:
City of Kitchener $40,939.00 (37.9% tax share)
Region of Waterloo $67,147.00 (62.1% tax share)
Projected Assessment and Taxes
The subject property is being subdivided into 11 developable blocks predominantly industrial,
with a portion dedicated to commercial and office use. The total estimated post redevelopment
assessment value is approximately $111,470,000.00
Using the 2015 Tax Rates, the projected annual Municipal Taxes (City and Region) following
full redevelopment of all 11 blocks would be approximately $2,151,510.00, split as follows:
City of Kitchener $814,892.00
Region of Waterloo $1,336,618.00
Based on this projection, the (i.e. the difference between the
existing City tax level and the future City tax level) once the property is fully developed is
estimated at $773,953.00 ($814,892.00-$40,939.00).
The Regional Tax Increment once the property is fully developed is estimated at
$1,269,471.00 ($1,336,618.00-$67,147.00).
Table 1 identifies the preliminary estimated payment period should all phases be developed at
once (worst case scenario). The final joint TIG grant payment schedule will not be confirmed
until the actual remediation costs are reviewed and the MPAC assessment is received
following the redevelopment of each of the blocks. Regardless of the actual remediation costs,
3,244,278.
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Table 1
LD tğǤƒĻƓƷ {ĭŷĻķǒƌĻ
Area
Year Municipality Region Total TIG
1 773,953 1,269,471 2,043,424
2 697,985 1,144,867 1,842,852
3 645,809 1,059,284 1,705,093
4 494,825 811,636 1,306,461
5 308,168 505,472 813,640
6 308,168 505,472 813,640
7 15,370 25,220 40,590
8 0 0 0
9 0 0 0
10 0 0 0
Total
TIG $ 3,244,278 $ 5,321,422 $ 8,565,700
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
vision
through the delivery of core service.
FINANCIAL IMPLICATIONS:
The approval of this application will obligate the City of Kitchener to provide a total municipal
property tax rebate estimated to be a maximum of $3,244,278.00 payable on a phased basis
upon redevelopment and reassessment of each of the 11 phases of this development.
The 11 TIG payouts range in duration from two years to just over six years. The range in
payout value for the blocks is approximately $26,000 to $337,000 per year. The payouts can
occur concurrently and at no time would exceed the maximum annual payout of $773,953.00.
This scenario is unlikely, as it would only occur if the entire property, all 11 blocks were
developed within a similar timeframe.
Funding for this application has already been anticipated and accounted for in the Brownfield
Capital Account. The source of funding for these grants is ultimately the new tax assessment
growth that will result from redevelopment.
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COMMUNITY ENGAGEMENT:
INFORM
council/committee meeting.
This Application has not been circulated to the public. Staff would note that this approval
applies only to the City of Kitchener portion of the proposed Tax Incremental Grant. The
Region of Waterloo Council will consider its portion of this application at a future date.
CONCLUSION:
Regional Staff and The Brownfield Steering Committee, (
Investment Advisor, Director of Revenue, City Solicitor, and Director of Planning), reviewed the
application and are satisfied that the application meets the eligibility and application
requirements. Staff support acceptance within the terms and conditions of the Region of
Waterloo City of Kitchener Brownfield Remediation Program.
Approval of this TIG enables the cleanup and redevelopment of significant employment lands
in the city, and will enable the future growth of new buildings, companies and employment in
Southwest Kitchener.
Enclosures: 1) Overview of Site
2) Draft Plan of Subdivision
ACKNOWLEDGED BY:Justin Readman, General Manager, Development Services
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Enclosure 1
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Enclosure 2
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COMMUNITY & INFRASTRUCTURE SERVICES COMMITTEE
Page 1 UNFINISHED BUSINESS2018-04-30
DATE TARGET
SUBJECT (INITIATOR)INITIALLYDATE/STAFF
CONSIDEREDSTATUSASSIGNED
David Bergey Drive Bike Lane Implementation deferred
K.
May 1, 2017
2019Carmichael
Street South Reconstruction project scheduled for Report INS-17-033
2018/2019
IF1 - 1