HomeMy WebLinkAboutPSI Agenda - 2026-02-09Planning & Strategic Initiatives Committee
Agenda
Monday, February 9, 2026, 6:00 p.m. - 7:00 p.m.
Council Chambers - Hybrid
City of Kitchener
200 King Street W, Kitchener, ON N2G 4G7
People interested in participating in this meeting can register online using the delegation registration
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delegation section on the agenda below for in-person registration and electronic participation
deadlines. Written comments received will be circulated prior to the meeting and will form part of the
public record.
The meeting live -stream and archived videos are available at www.kitchener.ca/watchnow.
A Revised Agenda, if required, will be published on Friday prior to the meeting at approximately 12:00
p.m. to include any additional delegations or written submissions received, related matters on the on
the agenda. New items appear with a * beside them.
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Chair: Councillor P. Singh
Vice -Chair: Councillor D. Chapman
Pages
1. Commencement
2. Disclosure of Pecuniary Interest and the General Nature Thereof
Members of Council and members of the City's local boards/committees are
required to file a written statement when they have a conflict of interest. If a
conflict is declared, please visit www.kitchener.ca/conflict to submit your written
form.
3. 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.
3.1 None.
4. Delegations
Pursuant to Council's Procedural By-law, delegations are permitted to address
the Committee for a maximum of five (5) minutes. All Delegations where
possible are encouraged to register prior to the start of the meeting. For
Delegates who are attending in-person, registration is permitted up to the start
of the meeting. Delegates who are interested in attending virtually must register
by 4:00 p.m. on February 9, 2026, in order to participate electronically.
4.1 None at this time.
5. Discussion Items
5.1 None.
6. Public Hearing Matters under the Planning Act (advertised)
This is a formal public meeting to consider applications under the Planning Act.
In accordance with the Ontario Planning Act, only the applicant or owner of land
affected by the planning applications, a specified person, or a public body, and
or the Minister may appeal most decisions. If you do not make a verbal
submission to the Committee or Council, or make a written submission prior to
City Council making a decision on the proposal, you may not be entitled to
appeal the decision of the City of Kitchener to the Ontario Land Tribunal (OLT),
and may not be added as a party to the hearing of an appeal before the OLT. To
understand your right of appeal, if any, or for further clarification regarding
appeals, please see the Ontario Land Tribunal website (https://olt.gov.on.ca/).
6.1 Annual Zoning By-law Update 2026, DSD- 30 m 3
2026-039
(Staff will provide a 5 -minute presentation on this matter.)
7. Information Items
7.1 City of Kitchener Arenas Cold Water Ice Business Case, DSD -2026-055 50
7.2 City of Kitchener Fleet Electrification Business Case, DSD -2026-054 56
8. Adjournment
Mariah Blake
Committee Coordinator
Page 2 of 62
Staff Report
J
IKgc.;i' r� R
Development Services Department www.kitchener.ca
REPORT TO: Planning and Strategic Initiatives Committee
DATE OF MEETING: February 9, 2026
SUBMITTED BY: Rosa Bustamante, Director Planning and Housing Policy/ City
Planner 519-783-8929
PREPARED BY: Sean Harrigan, Planner (Policy), 519-783-8934
WARD(S) INVOLVED: ALL
DATE OF REPORT: January 12, 2026
REPORT NO.: DSD -2026-039
SUBJECT: Annual Zoning By-law Update 2026
RECOMMENDATION:
That City initiated amendment ZBA25/029/COK/SH (Annual Zoning By-law Update) to
Zoning By-law 85-1, be approved in the form shown in the `Proposed By-law' attached
to Report DSD -2026-039 as Appendix "A"; and
That City initiated amendment ZBA25/029/COK/SH (Annual Zoning By-law Update) to
Zoning By-law 2019-051, be approved in the form shown in the `Proposed By-law'
attached to Report DSD -2026-039 as Appendix "B".
REPORT HIGHLIGHTS:
• The purpose of this report is to provide a planning recommendation on minor, technical,
and administrative changes to Zoning By-laws 85-1 and 2019-051 as part of an annual
review and update. These include changes to: definitions; accessory structures; home
occupations; unobstructed walkways; setbacks for steps; parking and garage
orientation; minimum distance separation for agriculture; bicycle parking; lot width to
facilitate CMHC building designs; and size of convenience retail.
• The key finding of this report is that the proposed amendments to Zoning By-laws 85-1
and 2019-051 are technical, minor, or administrative in nature and maintain the intent
of the Zoning By-laws.
• The are no financial implications for this report.
• Community engagement included posting notice and draft regulations on the City's
website, email notice and presentation to the Kitchener Development Liaison
Committee, email notice to builders and developers many of which participated in the
Missing Middle Housing Community Improvement Plan engagement and notice of the
statutory public meeting was published in the Record newspaper on January 16, 2026.
• This report supports the delivery of core services.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
Page 3 of 62
BACKGROUND:
Amendments to Zoning By-laws 85-1 and 2019-051 are proposed to improve administration
and provide clarification in certain areas of the By-laws. Several minor changes have been
identified through the daily use of the By-laws by various City staff which form the basis for
the update. These changes are minor, administrative, or technical in nature and do not
impact the overall intent of the Zoning By-laws.
REPORT:
The City's Zoning By-laws are regulatory tools that implement the objectives and policies of
the Official Plan. The Zoning By-laws contain provisions that regulate the use, size, height,
density, and location of buildings on lands within the city along with other matters such as
parking. The proposed amendments will enable staff, the community, and development
industry to use and interpret regulations in the Zoning By-laws with more consistency.
Planning Act, R.S.O. 1990, c. P.13 25
Section 34 of the Planning Act provides authority for City of Kitchener Council to pass and
amend a Zoning By-law. Further, O. Reg 462/24 came into effect on November 20, 2024,
and provided further regulation for lots with additional dwelling units. The proposed
amendments incorporate the updated regulations.
Provincial Planning Statement (2024)
Section 6.1.6 of the PPS states that planning authorities shall keep their zoning and
development permit by-laws up to date with their official plans and the Provincial Planning
Statement by establishing permitted uses, minimum densities, heights, and other
development standards necessary to accommodate growth and development. The
proposed amendments are composed of minor, administrative, and technical changes to
the By-law, and staff is of the opinion that the regulations are consistent with the Provincial
Planning Statement.
Region of Waterloo Official Plan
As of January 1, 2025, the planning responsibilities of the Regional Municipality of Waterloo
have transitioned to area municipalities. Policies of the Regional Official Plan will continue
to be implemented by the City of Kitchener, as applicable, until such time as they are
incorporated into the City's Official Plan. Regional Official Plan policy 10.E.7 requires Area
Municipalities, including the City of Kitchener, to bring zoning bylaws into conformity with
the policies of the Regional Official Plan. The amendments proposed to Zoning By-laws 85-
1 and 2019-051 are minor, technical, and administrative in nature and maintain the intent of
the Regional Official Plan.
City of Kitchener Official Plan
In accordance with Policy 17.E.12.1, the City's Zoning By-laws will be used to regulate the
use of land and the location and use of buildings and structures in accordance with the
provisions of the Planning Act in order to ensure the orderly development of the city and
contribute to and maintain community character. The proposed amendments are minor,
administrative, and technical in nature, provide additional clarity and understanding to the
Page 4 of 62
user, help ensure consistent application of zoning regulations, and help ensure orderly
development.
City of Kitchener Zoning By-laws
The proposed amendments represent an annual review and update of the City's Zoning By-
laws. The proposed amendments implement Provincial legislation and clarify and correct
wording of regulations and definitions to ensure that they are clear and are consistently
implemented. The proposed amendments also ensure that the Zoning By-laws align with
minimum built form and safety requirements contained within applicable by-laws and
policies across the corporation for consistency in implementation and enforcement. This
includes, for example, Emergency Services' requirements for maximum slopes and lengths
of unobstructed walkways leading to additional dwelling units, and Engineering Services'
requirements for suitable drainage within side yards.
The proposed amendments to Zoning By-laws 2019-051 and 85-1 are fully described in the
Rationale Chart attached as Appendix C. A summary of key changes are highlighted below.
Unobstructed Walkways
The Zoning By-laws currently require a 1.1 -metre -wide unobstructed walkway from a
sidewalk or travelled road to the principal entrance of a dwelling unit for residential properties
with 10 units or fewer. The proposed amendments consolidate all unobstructed walkway
regulations and add requirements for maximum slope, cross slope, and length to ensure
that an unobstructed walkway functions as intended and allows safe and suitable access for
emergency services. These proposed regulations have been refined through consultation
with Emergency Services, Transportation Services, and Engineering Services to ensure
consistency in implementation.
Private Home Day Care
Day cares are an essential and valuable part of our communities and are currently in short
supply. Private home day cares provide opportunities for increased and affordable supply.
Private home day cares are currently only permitted within a single detached dwelling or
semi-detached dwelling without any additional dwelling units. As the city continues to grow
and more additional dwelling units are added to single and semi-detached dwellings, it is
becoming increasingly difficult to find opportunities for more private home day cares. To help
address this problem, the proposed amendments will allow private home day cares in any
dwelling unit and remove regulations that are incompatible or redundant with Provincial
requirements, such as limiting the day care to a small subsection of the dwelling unit when
children are generally free to play and nap throughout the dwelling unit.
Steps and Access Ramps
Steps and access ramps currently require a minimum 0.5 metre setback or greater from a
side lot line, primarily to ensure suitable drainage between properties. This setback is often
difficult to meet for single detached and semi-detached dwellings which normally have a 1.2
metre side yard setback. To provide flexibility while maintaining the intent of the regulations,
the proposed amendments will allow steps that do not exceed 0.6 metres in height to be
located within the side yard provided they are design to accommodate suitable drainage
underneath.
Parking Orientation
Page 5 of 62
Parking continues to be an important consideration as properties are developed and
intensified, with developers and builders increasingly looking for creative and unique
solutions to provide parking while meeting zoning requirements for minimum landscaping
and unobstructed walkways. The proposed amendments introduce and clarify a number of
regulations to enable flexibility in parking space locations and orientation while ensuring
appropriate functionality and limiting potential conflicts with other areas of the property or
surrounding properties.
Bicycle Lockers
Bicycle transportation is becoming increasingly popular as the city grows and adds new
active transportation infrastructure. The Zoning By-laws currently have minimum
requirements for different types of bicycle parking, but technology and industry designs have
evolved since these regulations came into effect. As such, the proposed amendments
introduce regulations for a new style of wedge or pie shaped bicycle lockers that are space
efficient and meet the intent of the current bicycle regulations.
Minimum Lot Width for Townhouse Dwelling Units and Multiple Dwellings
CMHC recently released standard building designs for single detached dwellings, semi-
detached dwellings, townhouse dwellings, and multiple dwellings to help address the
housing crisis. These building designs are considered near permit ready and ideally would
help reduce design costs. One of the CMHC townhouse designs includes a design without
a garage that assumes a 5.0 metre lot width and one six-plex design that assumes an
approximate 14 metre lot width. These lot widths are below the existing minimum 5.5 metre
and 19 metre minimum lot width requirements in Kitchener's Zoning By-laws. To help
facilitate the CMHC designs, the proposed amendments will allow a minimum 5.0 metre lot
width for townhouses without a private garage and 14 metre lot width for multiple dwellings
with 10 dwelling units or fewer. The proposed reduced lot width for townhouses maintains
the intent of the Zoning By-laws which seeks to create a consistent streetscape and prevent
scenarios where a private garage with an internal width of 3.Om would overshadow the front
fagade. The reduced lot width for a multiple dwelling with 10 units or fewer also maintains
the intent of the Zoning By-law by ensuring reasonable space for outdoor amenity areas and
driveways leading to rear yard parking while still limiting the number of dwelling units to
prevent over development.
Setback Variances
The Province amended the Planning Act to state that "as of right variances" shall be
permitted to a prescribed amount. A new regulation was recently passed by the Province
which specifies that the prescribed amount is 90% of the listed minimum setback, which
means certain development only needs to meet 90% of any minimum setback. The Province
further clarified that this "as of right variance" does not apply to lots within 300 metres of a
railway or 120 metres of some natural features. This exception is already in place through
Provincial legislation. The proposed amendment ensures consistency between the Zoning
By-laws and Provincial legislation and provides ease of reference.
Based on the above, planning staff are of the opinion that the proposed Zoning By-law
Amendments are consistent with Provincial policies, the Regional Official Plan, as amended,
Kitchener's Official Plan, as amended, and represents good planning.
Page 6 of 62
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 no 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. Notice of the Statutory Public Meeting, held by the Planning
and Strategic Initiatives Committee on February 9, 2026, was advertised in The Record on
January 16, 2026.
CONSULT — Email notice and a presentation were given to the Kitchener Development
Liaison Committee. An email notice was also given to the builders and developers, many of
which participated in the consultation process for the Missing Middle and Affordable Housing
Community Improvement Plan.
PREVIOUS REPORTS/AUTHORITIES:
• Planning Act, R.S.O. 1990, c. P.13
• Provincial Planning Statement, 2024
• Regional Official Plan
• City of Kitchener Official Plan
• City of Kitchener Zoning By-law 85-1
• City of Kitchener Zoning By-law 2019-051
REVIEWED BY: Natalie Goss, Manager Policy & Research
APPROVED BY: Justin Readman, General Manager Development Services
ATTACHMENTS:
Attachment A — Proposed Zoning By-law Amendment (85-1)
Attachment B — Proposed Zoning By-law Amendment (2019-051)
Attachment C — Zoning Rationale Chart
Attachment D — Statutory Public Meeting Notice Newspaper Ad, January 16, 2026
Page 7 of 62
PROPOSED BY — LAW
, 2026
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 —
Annual Zoning By-law Update 2026)
WHEREAS it is deemed expedient to amend By-law 85-1;
NOW THEREFORE the Council of the Corporation of the City of Kitchener
enacts as follows:
1. Section 4.2 of By-law 85-1 is amended by adding the following new definitions in
proper alphabetical order:
"Access Ramp" means an inclined surface supported by a structure or retaining
wall which provides access above or below part of or all of the surrounding ground.
"Common Wall" means the shared party wall that separates a Semi -Detached
Dwelling or a Street Townhouse Dwelling into Semi -Detached Houses or
Townhouses, along an existing or future lot line."
2. Section 4.2 of By-law 85-1 is amended is amended by adding the portions of the
below text that are highlighted in grey and deleting the portions of the below text
with a strikethrough in the following definitions:
""Unobstructed Walkway" means a hard surface path of travel providing
access to the principal entrance of an additional dwelling unit (attached) or
additional dwelling unit (detached), and shall be unencumbered by obstructions
including but not limited to: stairs, decks and porches (except those which form
part of the path of travel to the principal entrance); parking spaces; driveways;
chimney breasts; window wells; balconies or other building projections G -are
less than 2.i metres abeye the H RE)bstru Gted walkway; secure outdoor areas
associated with pools; mechanical, heating, ventilation, air-conditioning
equipment and utility meters; or amenity structures such as playgrounds, garden
trellises, and pergolas. An unobstructed walkway may be shared between more
than one dwelling unit on a lot."
3. Section 5.3 of By-law 85-1 is amended by adding the portions of the below text that
are highlighted in grey as follows:
"5.3 PROHIBITED OBSTRUCTIONS IN VISIBILITY TRIANGLES
Except in D-1 and D-2 Zones, no obstruction to visibility, whether from buildings,
motor vehicles, landscaping or other impediments shall be permitted within a
corner visibility triangle or any driveway visibility triangle; provided however, this
Page 8 of 62
shall not include objects 0.9 metres or less in height from grade. This regulation
does not apply to the location of fences constructed in accordance with and
regulated by Chapter 630 (Fences) of The City of Kitchener Municipal Code,
traffic signs shown on a site plan approved pursuant to Section 41 of the
Planning Act, or motor vehicles parked in a parking space on a legal driveway.
The purpose being to allow complete view of oncoming motor vehicle and
pedestrian traffic by other such traffic entering the intersection or street. A
driveway visibility triangle shall not be required for a driveway accessed only via
a rear laneway for a lot without a parking lot or any non-residential uses except
for a home business."
4. Section 5.5.2.b) of By-law 85-1 is amended by adding the portions of the below text
that are highlighted in grey and deleting the portions of the below text with a
strikethrough as follows:
"b) For buildings accessory to single detached dwellings, semi-detached
dwellings, duplex dwellings and street townhouse dwellings the maximum
building height shall be 5.5 metres, the maximum height of the i iRdersi-7 ,
of aRy faseia shall be & n n &e for a hip, gable, mansard, gambrel, or
shed roof, measured to the peak of the roof, provided that the underside of
at least one fascia does not exceed 3 metres directly above the ground,
and that for a shed roof the lower exterior wall shall face the nearest lot
line, except where the lot line is a street line; the maximum building height
shall be 3 metres for a flat roof; and the maximum lot coverage shall be 15
percent."
5. Section 5.6.1 b) of By-law 85-1 is amended by adding the sentence "Despite the
foregoing, steps and access ramps located above ground which do not exceed 0.6
metres in height and permit drainage beneath, may be setback 0 metres from the
closest property line." after the first sentence.
6. Section 5.6A.4 a) and b) of By-law 85-1 is amended by adding the portions of the
below text that are highlighted in grey and deleting the portions of the below text
with a strikethrough as follows:
,,a) set back a minimum of 3.0 metres from the front lot line or lot line abutting a
street, whether or not covered, provided they are not enclosed and do not
exceed 0.6 metres in height above finished grade level and in addition, a cold
room, mechanical room, or storage room without windows may be located
beneath the porch;"
b) set back a subjeet to ne minimum of 0.5 metres s^*�k from a side or rear
lot line provided they are not covered or enclosed and do not exceed 0.6
metres in height above finished grade level at that point on the side or rear lot
line closest to the terrace, porch or deck. Despite this regulation, a 0 metre
setback may be permitted provided terrace, porch, or deck permits drainage
beneath the structure and does not exceed 0.6 metres in height above
finished grade level at that point on the side or rear lot line closest to the
terrace, porch or deck;"
Page 9 of 62
7. Section 5.22 f) of By-law 85-1 is amended by adding the portions of the below text
that are highlighted in grey and deleting the portions of the below text with a
strikethrough as follows:
"f) An Unobstructed Walkway that ,s a Fninimum 1.1 rne+res ; . idth shall be
provided fYem a stYeet OF sidewalk -to the principal entrance of each new
Additional Dwelling Unit(s) (Attached) where the principal entrance is not
located on a Street Line Fagade, and each Additional Dwelling Unit
(Detached). The Unobstructed Walkway shall net he Ienoied WithiR a required
have:
i) A direct connection from a sidewalk or travelled road, except for a
sidewalk or travelled road adjacent to a rear lot line, to the principal
entrance;
ii) A minimum width of 1.1 metres. Utility meters and downspouts may
project a maximum of 0.2 metres into the unobstructed walkway;
iii) A minimum overhead clearance of 2.1 metres;
iv) A maximum slope of 8%;
v) A maximum cross slope of 4%; and
vi) A maximum length of 30 metres from the street line or designated
emergency access route to the principal entrance; or
vii) A maximum length of 60 metres from the travelled roadway or designated
emergency access route to the most remote room within the dwelling unit.
Despite the definition of unobstructed walkway, a window well with a metal
grate which adheres to the Ontario Building Code and is designed to be
walked upon may form part of the unobstructed walkway provided the metal
grate is flush with the surrounding part of the unobstructed walkway."
8. Section 5.33 e) of By-law 85-1 is amended by adding the portions of the below text
that are highlighted in grey and deleting the portions of the below text with a
strikethrough as follows:
"e) An unobstructed walkway that ,s a MiRiMUM 1.1 Fne+reS ; width-, shall be
provided 400 a street er side all to the principal entrance of each dwelling
unit or to a common entrance providing access to each dwelling unit. The
unobstructed walkway shall have:
i) A direct connection from a sidewalk or travelled road, except for a
sidewalk or travelled road adjacent to a rear lot line, to the principal
entrance;
ii) A minimum width of 1.1 metres. Utility meters and downspouts may
project a maximum of 0.2 metres into the unobstructed walkway;
Page 10 of 62
iii) A minimum overhead clearance of 2.1 metres;
iv) A maximum slope of 8%;
v) A maximum cross slope of 4%; and
vi) A maximum length of 30 metres from the street line or designated
emergency access route to the principal entrance; or
vii) A maximum length of 60 metres from the travelled roadway or designated
emergency access route to the most remote room within the dwelling unit.
Despite the definition of unobstructed walkway, a window well with a metal
grate which adheres to the Ontario Building Code and is designed to be
walked upon may form part of the unobstructed walkway provided the metal
grate is flush with the surrounding part of the unobstructed walkway."
9. Section 5 of By-law 85-1 is amended by adding new subsection 36 after subsection
35 as follows:
"5.36 MINIMUM DISTANCE SEPARATION
All buildings, structures, and uses must comply with the minimum distance
separation formulae of the Province of Ontario Ministry of Agriculture, Food, and
Agribusiness."
10. Section 5 of By-law 85-1 is amended by adding new subsection 37 after subsection
36 as follows:
"5.37 REDUCTION TO SETBACKS (Ontario Regulations 257/25)
Despite any regulation in this Zoning By-law which requires a minimum setback,
where:
a) A lot in not located wholly or in part within:
i) 300 metres of a railway right-of-way, excluding a railway right-of-way
or section thereof solely used for light rail transit;
ii) 120 metres of lands regulated by the Grand River Conservation
Authority;
iii) 120 metres of a 'Hazard Land Zone (P-3)', and 'Existing Use Zone (E-
1), or from any lands affected by Special Regulation Provision 1 R; or
b) A lot or use is not subject to site plan control under Section 41 of the
Planning Act, or
c) A lot is a `parcel of urban residential land' (as defined by the Planning Act)
Page 11 of 62
the minimum setback requirements for these lots shall be 90% of the applicable
setback regulation."
11. Section 6.1.1.2 e) of By-law 85-1 is amended by adding the portions of the below
text that are highlighted in grey and deleting the portions of the below text with a
strikethrough as follows:
"e) Where a required parking spaGe is to be pr,,vided within a building or part
thereof, is designed as a private garage and with direct access from a
driveway, 4 the parking space shall have a minimum width of 3.04 metres
and a minimum length of 5.49 metres."
12. Section 6.1.1.2 g) of By-law 85-1 is amended by adding the phrase "or drive aisle"
following the word "driveway" and before the words "to access".
13. Section 6.1.1.2 of By-law 85-1 is amended by adding subsections i) and j) after
subsection h) as follows:
"i) An outdoor parking space situated on an angle from the main driveway
approach and which does not form part of a parking lot, shall only be
permitted in the rear yard of a lot with 3 or more dwelling units, and shall
comply with the following:
i) parking shall be accessed via a drive aisle having;
a. a minimum width of 3.4 metres where parking spaces are
oriented at an angle of 45 degrees or less from the drive aisle;
b. a minimum width of 5.5 metres where parking spaces are
oriented at an angle between 46 and 60 degrees or less from
the drive aisle;
c. a minimum width of 6.0 metres where parking spaces are
oriented at an angle greater than 60 degrees from the drive
aisle;
ii) the parking spaces and drive aisles shall be subject to the parking lot
regulations of Section 6.1.1.2. Despite 6.1.1.2.h) ii), the minimum
drive aisle width shall be in accordance with 6.1.1.2 i) i).
iii) the width and length of a parking space or drive aisle shall not exceed
110% of the minimum requirements, and in no case shall the
combined width of the driveway, parking space(s) and drive aisle
exceed 11.5 m.
j) The minimum depth of the portion of a driveway facilitating access to a
parking space within a private garage which faces a side lot line shall be 6
metres."
14. Section 19.1, 53.1, 54.1 and 55.1 of By-law 85-1 are amended by inserting "Private
Home Day Care" into the existing lists of permitted uses in proper alphabetical order.
Page 12 of 62
15. Sections 40.2.5, 41.2.5, 42.2.5 of By-law 85-1 are amended by adding the phrase ",
except for an internal unit which does not have an attached garage in which case
the minimum lot width shall be 5.0 metres." to the regulation for Minimum Lot
Width, following the phrase "5.5 metres for each dwelling unit".
PASSED at the Council Chambers in the City of Kitchener this
day of
2026.
Mayor
Clerk
Page 13 of 62
BY-LAW NUMBER
OF THE
CORPORATION OF THE CITY OF KITCHENER
(Being a by-law to amend By-law 2019-051, as amended,
known as the Zoning By-law for the City of Kitchener
— 2025/2026 Annual Zoning By-law Update)
WHEREAS it is deemed expedient to amend By-law 2019-051;
NOW THEREFORE the Council of the Corporation of the City of Kitchener enacts as
follows:
1. Section 3 of By-law 2019-051 is amended to add the following new definitions in proper
alphabetical order:
"Access Ramp — means an inclined surface supported by a structure or retaining wall which
provides access above or below part of or all of the surrounding ground.
Common Wall — means the party wall that separates semi-detached dwelling units or street
townhouse dwelling units where the existing or future dividing lot line is located."
2. Section 3 of By-law 2019-051 is amended to add the portions of the below text that are
highlighted in grey, and delete portions of the below text with a strikethrough in the following
definitions:
"Unobstructed Walkway - means a hard surface path of travel, such as asphalt, concrete,
or other material designed to permit accessibility and maintenance under all climate
conditions, providing access to the principal entrance of a dwelling unit and shall be
unencumbered by obstructions including but not limited to: stairs, decks and porches (except
those which form part of the path of travel to the principal entrance); parking spaces;
driveways; chimney breasts; window wells; balconies or other building projections G-aFe
less than 2.1 metres abeye the „nebskwcated walk,. a ; secure outdoor areas associated with
pools; mechanical, heating, ventilation, air-conditioning equipment and utility meters; and
amenity structures such as playgrounds, garden trellises, pergolas. An unobstructed walkway
may be shared between more than one dwelling unit on a lot. Utility m„+„rs and +„a
3. Section 4.1 d) of By-law 2019-051 is amended to add the portions of the below text that are
highlighted in grey, and delete portions of the below text with a strikethrough:
Page 14 of 62
"d) Despite subsection a), fer accessory buildings and structures to single detached
dwellings, semi-detached dwellings, and street townhouse dwellings, with or without
additional dwelling unit(s) (attached) or additional dwelling unit(s) (detached), and to multiple
dwellings, the maximurn height of the undemide of any faseia shall be 3 FnetFes, the
shall be a maximum of one storey with a maximum building height of:
i) 5.5 metres for a hip, gable, mansard, gambrel, or shed roof, measured to the peak of the
roof, provided that the underside of at least one fascia does not exceed 3 metres directly
above the ground and that for a shed roof, the lower exterior wall shall face the nearest
lot line, except where the lot line is a street line; and
ii) 3 metres for a flat roof."
4. Section 4.5 a) of By-law 2019-051 is amended by adding ", traffic signs shown on a site plan
approved pursuant to Section 41 of the Planning Act" after the word "Code" and before ",or".
5. Section 4.5 a) of By-law 2019-051 is further amended by adding "legal" after "parking space
on a" and before the word "driveway'.
6. Section 4.5 of By-law 2019-051 is amended by adding a new subsection f) as follows:
"f) Despite Subsections a) through e), a driveway visibility triangle shall not be required
for a driveway accessed only via a rear laneway for a lot without a parking lot or any
non-residential uses except for a home occupation."
7. Section 4.7.1 b) of By-law 2019-051 is amended by adding "unit" following the word "dwelling"
8. Section 4.7, Table 4-2 of By-law 2019-051 is amended by adding the portions of the below
text and symbols that are highlighted in grey as follows:
"Table 4-2: Permitted Home Occupation Uses
Permitted home occupation use on a lot containing a single detached dwelling or a semi-
detached dwelling unit (without an additional dwelling unit (attached) or additional
dwelling unit (detached)) (1)(2)(3)(4)
Home Occupation Use
First Home Occupation
Use
Second Home Occupation
Use
Artisan's Establishment
✓
Bed and Breakfast (5)(6)
✓
Canine and Feline Grooming
Establishment (5)(7)
✓
Catering Service Establishment
✓
Page 15 of 62
Commercial School
✓
Second Home Occupation
Use
Health Office
J
Indirect Sales
J
J
Light Repair Operation
✓
Office
✓
✓
Personal Services (8)
✓
✓
Private Home Day Care (11)
✓
✓
Permitted home occupation use in any dwelling unit not within a single detached dwelling
or semi-detached dwelling with any additional dwelling units (attached or detached)
(9)(10).
Home Occupation Use
First Home Occupation
Use
Second Home Occupation
Use
Artisan's Establishment
✓
Commercial School
✓
Office
✓
Indirect Sales
✓
Private Home Day Care (11)
✓
✓
9. Section 4.7, Table 4-2, Additional Regulation (11) of By-law 2019-051 is amended by adding
the portions of the below text that are highlighted in grey and deleting the portions of the below
text with a strikethrough as follows:
"(11) A maximum of 1 private home day care is afse permitted in a dwelling unit en -a -let
GE)R RiRg a o inhouse dK,--ll g (�iitheut ave d Z�rld4ional dw-e l g up
cvrrta-Irm-rg--c��t�'ee�� +aiic� craurcro
(atta .hor) ^r add-iti-Apal r/Weftg „nit (4etaG/9ed".and Additional Regulations (1), (2), (9)
and (10) of Table 4-2 shall not apply."
10. Section 4.12.1 c) of By-law 2019-051 is amended by adding the portions of the below text that
are highlighted in grey and deleting the portions of the below text with a strikethrough as
follows:
"c) An unobstructed walkway is a FROROFRUIM 1 .,. etFes OR .width shall be provided fFeM a
JtFeet- OF sidewalk to the pFineipal eRtFaReeofto each new additional dwelling unit
(attached), where the principal entrance is not located on a street line fagade, in
accordance with Section 4.12.5."
11. Section 4.12.2 e) of By-law 2019-051 is amended by adding the portions of the below text that
are highlighted in grey and deleting the portions of the below text with a strikethrough as
follows:
Page 16 of 62
"e) An unobstructed walkway that i a MOROMUM 1.1 r,fr„S OR .,idfh, shall be provided
to each new additional dwelling unit
(attached), where the principal entrance is not located on a street line fagade, in
accordance with Section 4.12.5."
12. Section 4.12.3 n) of By-law 2019-051 is amended by adding the portions of the below text that
are highlighted in grey and deleting the portions of the below text with a strikethrough as
follows:
"n) An unobstructed walkway that is a minimum 1.1 metFeG OR width shall be provided
from a troof to the Prinnipal eRtFa Ge of to each additional dwelling unit (detached), in
accordance with Section 4.12.5;"
13. Section 4.12.4 e) of By-law 2019-051 is amended by adding the portions of the below text that
are highlighted in grey and deleting the portions of the below text with a strikethrough as
follows:
"e) An unobstructed walkway that i a Fninimum 1.1 „fres on .width, shall be provided
frr,m a stFeef f„ the r,rinGipal „nfranE;e f to each dwelling unit, or to a common entrance
providing access to each dwelling unit, in accordance with Section 4.12.5."
14. Section 4.12 of By-law 2019-051 is amended by adding new subsection 4.12.5 after
subsection 4.12.4 and before section 4.13 as follows:
"4.12.5 Unobstructed Walkways
a) where an unobstructed walkway is required, it shall have:
i) A direct connection from a sidewalk or travelled road, except from a rear lot
line, to the principal entrance;
ii) A minimum width of 1.1 metres. Utility meters and downspouts may project a
maximum of 0.2 metres into the unobstructed walkway;
iii) A minimum overhead clearance of 2.1 metres;
iv) A maximum slope of 8%;
v) A maximum cross slope of 4%; and
vi) A maximum length of 30 metres from the sidewalk, travelled road, or
designated emergency access route to the principal entrance, or 60 metres
from the travelled roadway or designated emergency access route to the most
remote room within the dwelling unit.
Page 17 of 62
b) Despite the definition of unobstructed walkway, a window well with a metal grate which
adheres to the Ontario Building Code and is designed to be walked upon may form
part of the unobstructed walkway provided the metal grate is flush with the surrounding
part of the unobstructed walkway."
15. Section 4.14.4 a) i. of By-law 2019-051 is amended by adding ", mechanical room, or storage
room without windows" after "cold room" and before "may be".
16. Section 4.14.4 c) of By-law 2019-051 is amended by adding the portions of the below text that
are highlighted in grey and deleting the portions of the below text with a strikethrough as
follows:
"c) When located within an interior side yard, an unenclosed and uncovered porch or
deck that does not exceed 0.6 metres in height above the ground, ,;„"'"e'^^'}��'
.,,thin a o ;rod i„teFieF side . aFd shall be located a minimum of 0.5 metres from
the closest lot line. Despite this regulation an unenclosed and uncovered porch or
deck that does not exceed 0.6 metres above ground level and which permit drainage
beneath the structure, may be setback 0 metres from the interior lot line."
17. Section 4.14.4 d); 4.14.10 d); Section 5.4 Table 5-2 column 3, row 3; Section 5.4 Table 5-2
column 3, row 4; and Section 5.4 Table 5-3 column 3, row 3 of By-law 2019-051 are amended
to add italics to the phrase "common wall'.
18. Section 4.14.10 of By-law 2019-051 is amended by adding italics to all instances of the phrase
"access ramp".
19. Section 4.14.10 b) of By-law 2019-051 is amended by deleting the portions of the below text
with a strikethrough and adding new subsection ii) as follows:
"b) Within an interior side yard steps and access ramps, ��_-F located at greuRd !eV &,
above ground level or below ground level shall be located a minimum of 0.5 metres
from the closest lot line.
i) Despite subsection b) steps and access ramps that exceed 0.6 metres above
ground level shall be located a minimum of 0.75 metres from the closest lot
line, and portions of steps and access ramps that provide access above the
ground floor storey shall be located a minimum of 1.2 metres from the closest
lot line.
ii) Despite subsection b), steps and access ramps located above ground level
and that do not exceed 0.6 metres above ground level and permit drainage
beneath the structure may be setback 0 metres from the interior side lot line."
20. Section 4 of By-law 2019-051 is amended by adding new subsection 22 as follows:
Page 18 of 62
"4.22 Minimum Distance Separation
All buildings, structures, and uses must comply with the minimum distance separation
formulae of the Province of Ontario Ministry of Agriculture, Food and Agribusiness."
21. Section 4 of By-law 2019-051 is amended by adding new subsection 23 as follows:
"4.23 Reduction to Setbacks (Ontario Regulations 257/25)
Despite any regulation in this Zoning By-law, where a minimum setback is required, and
where:
a) A lot is not affected by the Reduction to Prescribed Setbacks Overlay, applying to
lots located wholly or in part within:
i) 300 metres of a railway right-of-way, excluding a railway right-of-way or
section thereof solely used for light rail transit,
ii) 120 metres of lands regulated by the Grand River Conservation Authority;
iii) 120 metres of a 'Natural Conservation Zone (NHC-1)' or an 'Existing Use
Floodplain Zone (EUF-1)'.
b) A lot or use is not subject to site plan control pursuant to Section 41 of the Planning
Act, or
c) The lot is a `parcel of urban residential land' (as defined by the Planning Act),
the minimum setback requirements for these lots shall be 90% of the applicable setback
regulation."
22. Section 5.3.3 a) of By-law 2019-051 is amended by adding "where the vehicle entrance to the
building faces a street line" after "6 metres from a street line".
23. Section 5.3.3 a) of By-law 2019-051 is is further amended by adding a new subsection vii) as
follows:
"vii) Where three (3) or more dwelling units are located on a lot, an outdoor parking
space situated on an angle from the main driveway approach and which does not
form part of a parking lot shall only be permitted in the rear yard and shall comply
with the following:
a. Despite 5.4 j) parking spaces shall be accessed via a drive aisle having:
A minimum width of 3.4 metres where parking spaces are oriented at
an angle of 45 degrees or less from the drive aisle,
Page 19 of 62
ii. A minimum width of 5.5 metres where parking spaces are oriented at
an angle between 46 and 60 degrees from the drive aisle,
iii. A minimum width of 6.0 metres where parking spaces are oriented at
an angle greater than 60 degrees from the drive aisle;
b. Parking spaces and drive aisles shall be subject to the parking lot
regulations of Sections 5.3. a) and e). Despite 5.3 e) ii the minimum drive
aisle width shall be in accordance with 5.3.3 a) vii) a.; and
c. The maximum width and length of a parking space or drive aisle shall not
exceed 110% of the minimum requirements, and in no case shall the
combined width of the driveway, parking spaces and drive aisle exceed 11.5
metres.
24. Section 5.4 a) of By-law 2019-051 is amended by deleting "other than large residential care
facilities, multiple dwellings and mixed use buildings", after "residential uses" and before ",a
required".
25. Section 5.4 a) of By-law 2019-051 is further amended by deleting the word "required", after
",a" and before "parking space".
26. Subsection 5.4 a) of By-law 2019-051 is further amended by adding "or drive aisle, if permitted
by 5.3.3 a) after "via a driveway".
27. Section 5.4 e) of By-law 2019-051 is amended by adding "and 5-3" after "Table 5-2" and before
"apply to".
28. Section 5.4 of By-law 2019-051 is amended by adding subsections 1) and m) after subsection
k) as follows:
1) Where a building or structure, or part thereof, designed as private garage, faces a
street line, and has direct access via a driveway, the internal dimensions shall be
sufficient for a parking space in accordance with Table 5-1.
m) The minimum depth of the portion of a driveway facilitating access to parking space
within a private garage which faces an interior lot line shall be 6 metres."
29. Section 5.4, Table 5-2 of By-law 2019-051 is amended by adding the portions of the below
text that are highlighted in grey and deleting the portions of the below text with a strikethrough
as follows:
"Table 5-2: Private Garage Width and Driveway Width Regulations by Use
Page 20 of 62
Residential Use
Maximum private
garage width
Maximum driveway
width with an attached
private garage (3)
Maximum
driveway width
without an
attached private
garage
50% of the lot width or a
driveway may be as wide
as the attached garage.
The driveway may extend
Single Detached
beyond the width of the
50% of the lot
Dwelling
65% of the width of
attached garage to a
width.
the front fagade
maximum total width of
per
See Table if lot
closest to the street
50% of the lot; and shall
SeGti^"
is within Appendix C
"^ "rte"'o'^"" shall
— Central
at grade (1)
be located no closer than
o.,,.aod Q rr,o+,-oma "
Neighbourhoods.
the required side yard
setback of the dwelling.
PeF Seetion 5.4 f), no
.drip ew-ay shall a ed Q
50% of the lot width or 5.2
metres, whichever is less,
and a driveway may be as
wide as the attached
garage.
The driveway may extend
The lesser of, 50%
Semi -Detached
beyond the width of the
of the lot width or
Dwellingattached
60% of the width of
garage to a
5.2 metres,
the front fagade
maximum total width of
whichever is less.
See Table 5-3 if lot
closest to the street
50% of the lot; and shall
is within Appendix C
be located no closer than
— Central
at grade (1)
the required side yard
"^ d4yew-ani shall
Neighbourhoods.
setback of the dwelling
^"^^^^' 8 "'^+r^"
which is not located along
width.
the common wall of the
same dwelling.
PeF SGGtieR 5.4 f), Re
r/riye^ vagi shall ovne ed- Q
mo#r^s i" eiis7#h
Page 21 of 62
30. Section 5.4, Table 5-2 of By-law 2019-051 is amended by adding new Additional Regulations
(2) and (3) as follows:
"(2) Despite the maximum private garage width, a street townhouse dwelling unit with a
lot width equal to or greater than 5.5 metres may have the necessary private garage
width to accommodate an interior garage width of no more than 3.0 metres.
(3) Despite the regulations in this table, a setback is not required for a driveway leading to
an attached private garage which does not face a street line."
31. Section 5.4, Table 5-3 of By-law 2019-051 is amended by adding the portions of the below
text that are highlighted in grey and deleting the portions of the below text with a strikethrough
as follows:
"Table 5-3: Private Garage Width and Driveway Width Regulations by Use for lands
identified on Appendix C — Central Neighbourhoods
60% of the lot width or 5.2
Maximum
Maximum private
metres, whichever is less,
driveway width
Residential Use
garage width
and a driveway may be as
without an
wide as the attached
attached private
garage.
garage
The driveway may extend
beyond the width of the
60% of the lot
Street
attached garage to a
width or 5.2
Townhouse
60% of the width of
maximum total width of
metres, whichever
Dwelling
the front fagade
60% of the lot; Exterior
is less.
See Table 5-3 if lot
closest to the street
end unit driveways shall
Per SeGti„r 5.4 f)
is within Appendix C
at grade (1) (2)
be located no closer than
,W,,,,,,-ay shall
— Central
the required side yard
ne
o)(Good 9 44
Neighbourhoods.
setback of the dwelling
metres
width.
which is not located along
the common wall of the
same dwelling.
30. Section 5.4, Table 5-2 of By-law 2019-051 is amended by adding new Additional Regulations
(2) and (3) as follows:
"(2) Despite the maximum private garage width, a street townhouse dwelling unit with a
lot width equal to or greater than 5.5 metres may have the necessary private garage
width to accommodate an interior garage width of no more than 3.0 metres.
(3) Despite the regulations in this table, a setback is not required for a driveway leading to
an attached private garage which does not face a street line."
31. Section 5.4, Table 5-3 of By-law 2019-051 is amended by adding the portions of the below
text that are highlighted in grey and deleting the portions of the below text with a strikethrough
as follows:
"Table 5-3: Private Garage Width and Driveway Width Regulations by Use for lands
identified on Appendix C — Central Neighbourhoods
Page 22 of 62
Maximum
Maximum private
Maximum driveway
driveway width
Residential Use
garage width
width with an attached
without an
private garage (4)
attached private
garage
Page 22 of 62
Page 23 of 62
40% of the lot width or a
driveway may be as wide
as the attached garage.
The driveway may extend
beyond the width of the
Single Detached
attached garage to a
40% of the lot
Dwelling
maximum total width of
width.
50% of the width of
On a lot within
the front fagade
40% of the lot; and shall
o c �
Appendix C -
closest to the street
be located no closer than
TeF SeEtte�fT
"
Central
at grade (1)
the required side yard
"n d4Ve1 'shall
""
Neighbourhoods.
setback of the dwelling
eXGeed 8 metres
For all other areas,
whish is not leGated alnnn
width.
see Table 5-2
the oommo" wall of the
same dwelhv,.v
Per SeGtien 5.4 f
..+Fes on wiEW.
40% of the lot width or 5.2
metres, whichever is less,
and a driveway may be as
wide as the attached
garage.
The driveway may extend
The lesser of, 40%
Semi-Detached
beyond the width of the
of the lot width or
Dwelling
attached garage to a
5.2 metres,
° of the width of
50/°
On a lot within
the front fagade
maximum total width of
whichever is less.
Appendix C —
closest to the street
40% of the lot; and shall
Central
at grade (1) (2)
be located no closer than
Per S8 0R SST
Neighbourhoods.
the required side yard
"n dove, :y shall
For all other areas,
setback of the dwelling
evneed 8 metFes
see Table 5-2
which is not located along
width.
the common wall of the
same dwelling.
944Vel" ay shA—II nx AGe.d Q
metros OR width
Page 23 of 62
32. Section 5.4, Table 5-3, of By-law 2019-051 is amended by adding new Additional Regulations
(3) and (4) as follows:
"(3) despite the maximum private garage width, a street townhouse dwelling unit with a
lot width equal to or greater than 5.5 metres may have the necessary private garage
width to accommodate an interior garage width of no more than 3.0 metres.
(4) Despite the regulations in this table, a setback is not required for a driveway leading to
an attached garage which does not face a street line."
33. Section 5.5 d) of By-law 2019-051 is amended by adding the portions of the below text that
are highlighted in grey and deleting the portions of the below text with a strikethrough as
follows:
"d) Despite Subsections a) and c), where a Class A bicycle parking stall is located within a
bicycle locker, a minimum overhead clearance of 1.2 metres shall not be required."
34. Section 5.5 f) of By-law 2019-051 is amended by adding the portions of the below text that
are highlighted in grey and deleting the portions of the below text with a strikethrough as
follows:
Page 24 of 62
60% of the lot width or 5.2
metres, whichever is less,
and a driveway may be as
wide as the attached
garage.
The driveway may extend
Street
beyond the width of the
60% of the lot
Townhouse
attached garage to a
width or 5.2
Dwelling
60% of the width of
maximum total width of
metres, whichever
On a lot within
the front fagade
60% of the lot; Exterior
is less.
Appendix C —
closest to the street
end unit driveways shall
Dor SeGtien 5.4 f)
Central
at grade (1) (3)
be located no closer than
nn r/rivnuinv
Neighbourhoods.
the required side yard
shall
r! oXGooQ mo+roc n
For all other areas,
setback of the dwelling
see Table 5-2
which is not located along
width.
the common wall of the
same dwelling.
32. Section 5.4, Table 5-3, of By-law 2019-051 is amended by adding new Additional Regulations
(3) and (4) as follows:
"(3) despite the maximum private garage width, a street townhouse dwelling unit with a
lot width equal to or greater than 5.5 metres may have the necessary private garage
width to accommodate an interior garage width of no more than 3.0 metres.
(4) Despite the regulations in this table, a setback is not required for a driveway leading to
an attached garage which does not face a street line."
33. Section 5.5 d) of By-law 2019-051 is amended by adding the portions of the below text that
are highlighted in grey and deleting the portions of the below text with a strikethrough as
follows:
"d) Despite Subsections a) and c), where a Class A bicycle parking stall is located within a
bicycle locker, a minimum overhead clearance of 1.2 metres shall not be required."
34. Section 5.5 f) of By-law 2019-051 is amended by adding the portions of the below text that
are highlighted in grey and deleting the portions of the below text with a strikethrough as
follows:
Page 24 of 62
"f) Notwithstanding subsection c) and e), Class C bicycle parking stalls shallaFe Rot requ ro'd
to provide a minimum overhead clearance of 1.2 metres and are not required to abut an
access aisle.""
35. Section 5.5 of By-law 2019-051 is amended by adding a new subsection i) after subsection h)
as follows:
"i) Despite Subsection c), a bicycle locker provided for a required Class A bicycle
parking stall or Class C bicycle parking stall may be wedge shaped subject to the
following requirements:
i) A minimum height of 1.2 metres;
ii) A minimum length of 1.9 metres;
iii) A minimum width of 0.95 metres at the start of the 1.9 metre length and near
the locker entrance;
iv) A minimum width of 0.1 metres at the end of the 1.9 metre length and near
the locker end;
v) No vertical bike storage; and
vi) For a Class C bicycle parking stall, a 1.5 metre access aisle is required."
36. Section 6.6 a) ii. of By-law 2019-051 is amended by deleting "parking spaces" after
"structured" and before "shall" and replacing it with "parking facilities".
37. Section 6.6 a) iii. of By-law 2019-051 is amended by deleting "parking spaces" after
"structured" and before "shall" and replacing it with the phrase "parking facilities".
38. Section 6.6 a) iv. of By-law 2019-051 is amended by deleting "parking spaces" after "surface"
and before "shall' and replacing it with "parking facilities".
39. Section 6.6 a) iv. of By-law 2019-051 is amended by adding "except for access and parking
spaces located on a driveway" after "street line."
40. Section 7.3, Table 7-2, Additional Regulation (7) of By-law 2019-051 is amended by adding
"which faces a street line" after "private garage" and before "shall".
41. Section 7.3, Table 7-3, Additional Regulation (5) of By-law 2019-051 is amended to add the
phrase "which faces a street line" after "private garage" and before "shall".
42. Section 7.3, Table 7-3 of By-law 2019-051 is amended by adding "(6)" after the phrase
"Minimum Interior Side yard Setback" in the Regulation column.
Page 25 of 62
43. Section 7.3, Table 7-3 of By-law 2019-051 is amended by adding Additional Regulation (6)
after Additional Regulation (5) as follows:
"(6) Despite the minimum interior side yard setback, for any portion of a wall located on
an interior side lot line having a common wall, but not forming part of a common wall, the
minimum interior side yard setback shall be 0 metres when there is a 1.5 metre
maintenance easement over the abutting property for the maintenance of walls, eaves,
and real property."
44. Section 7.3, Table 7-4, Additional Regulation (6) of By-law 2019-051 is amended by deleting
the word "building" after "any" and before "used" and replacing it with "private garage which
faces a street line".
45. Section 7.3, Table 7-4, Additional Regulation (8) of By-law 2019-051 is amended by adding
the portions of the below text that are highlighted in grey, deleting the portions of the below
text with a strikethrough" as follows:
"(8) Despite the minimum interior side yard setback, for any portion of a wall located on
an interior side lot lineya-rd having a common wall, but not forming part of a common
wall, the minimum interior side yard setback shall be 4-.2 0 metres when there is a 1.5
metre maintenance easement over the abutting property for the maintenance of walls,
eaves, and real property."
46. Section 7.3, Table 7-4 of By-law 2019-051 is amended by adding "(9)" in the RES -4 and RES -
5 columns, Minimum Lot Width (Internal Unit) row, after the phrases "6.Om (7)" and "5.5m".
47. Section 7.3, Table 7-4 of By-law 2019-051 is amended by adding Additional Regulation "(9)"
after `(8) as follows:
"(9) Despite the required minimum lot width (Internal Unit), a 5.0 metre minimum lot width
(Internal Unit) may be permitted provided there is no attached private garage."
48. Section 7.3, Table 7-6 of By-law 2019-051 is amended by adding "(10)" in the RES -5 column,
Minimum Lot Width row, after the phrase I9.0m".
49. Section 7.3, Table 7-6 of By-law 2019-051 is further amended by adding Additional
Regulation (10) after Additional Regulation "(9)" as follows:
"(10) Despite the required minimum lot width of 19.0 m, multiple dwellings having 10
dwelling units or fewer are permitted to have a minimum lot width of 14.0 m."
50. Section 9.2, Table 9-1 of By-law 2019-051 Convenience Retail row is amended by deleting
"(2)" in the COM -1 column and adding "(2)" in the Use column after the phrase "Convenience
Retail".
Page 26 of 62
51. Section 17.1 of By-law Number 2019-051 is amended by adding the following after "Ecological
Restoration Areas":
"Reduction to Setbacks (Ontario Regulation 257/25) - the purpose of this overlay is to
identify lots which are not subject to a prescribed percentage of a setback requirement
as identified in Ontario Regulation 257/25) due to proximity to a railway right-of-way; or
wetlnd, inland lake, or river or stream valley, and which may be regulated by the Grand
River Conservation Authority for this purpose."
52. Section 17.2 of By-law Number 2019-051 is amended by adding subsection 17.2.5 after
subsection 17.2.4 as follows:
"17.2.5 Reduction to Setbacks (Ontario Regulations 257/25)
The 'prescribed percentage of setback distance', as contemplated by Ontario Regulation
257/25, does not apply to lands affected by the Reduction to Setbacks Overlay as the
affected lands are located wholly or in part within:
a) 300 metres of a railway right-of-way, excluding a railway right-of-way or
section thereof solely used for light rail transit,
b) 120 metres of lands regulated by the Grand River Conservation Authority;
C) 120 metres of a 'Natural Conservation Zone (NHC-1)' or an 'Existing Use
Floodplain Zone (EUF-1)'."
PASSED at the Council Chambers in the City of Kitchener this day of , 2026.
Mayor
Clerk
Page 27 of 62
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Staff Report
J
IKgc.;i' r� R
Development Services Department www.kitchener.ca
REPORT TO: Planning and Strategic Initiatives Committee
DATE OF MEETING: February 9, 2026
SUBMITTED BY: Anna Marie Cipriani, Corporate Sustainability Officer, 519-783-8970
PREPARED BY: Fionnula Wade, Sustainability Advisor, 519-707-1464
WARD(S) INVOLVED: All Ward(s)
DATE OF REPORT: January 23, 2026
REPORT NO.: DSD -2026-055
SUBJECT: City of Kitchener Arena Cold Water Ice Business Case
For Information
REPORT HIGHLIGHTS:
• The purpose of this report is to present the findings of a pilot which ran from May 2024
to May 2025 at Sportsworld Arena; whereby cold water was used instead of hot water
to make arena ice
• Highlights of the business case include a 5% reduction in energy consumption, with
annual cost savings of approximately $6,255 and 3.5 years payback; while
maintaining quality ice and user experience.
• Attachment A includes a one-page summary and video.
• Community engagement included staff presentation and discussion with Kitchener's
Climate Change and Environment Committee during their September 2025 committee
meeting as well as engaging arena users to obtain feedback on user experience.
• This report supports Cultivating a Green City Together: Focuses a sustainable path to
a greener, healthier city; enhancing & protecting parks & natural environment while
transitioning to a low -carbon future; supporting businesses & residents to make climate -
positive choices.
BACKGROUND:
Arenas are the City of Kitchener's most energy intense facility type. Ice making is an energy
intensive practice especially because hot water is traditionally used. The business case that
follows completes Action #14 of Pivot: Net -Zero, and supports the implementation of
Kitchener's 2023-2026 Strategic Plan.
Sportsworld Arena is a twin pad arena constructed in 2000 and purchased by the City of
Kitchener in 2010. It is one of 8 City owned arenas and has consistently had the highest
energy intensity per square foot across municipally owned arenas in the region of Waterloo.
The purpose of this business case was to pilot and monitor the transition to using cold,
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
Page 50 of 62
deaerated water for ice making while monitoring any changes in operations, ice quality, user
experience, and energy efficiency over a full calendar year (May 2024 to May 2025).
REPORT:
Building and maintaining ice is anticipated to become more challenging as the local climate
changes. In this region daytime highs are getting higher as are the lows, and overnight
temperatures are not anticipated to be dropping as we have typically come to expect. Arenas
(as a municipal facility type) are the most energy demanding of all City of Kitchener assets.
City of Kitchener arenas account for approximately 15% of the City of Kitchener's corporate
greenhouse gas (GHG) emissions and natural gas accounts for the most carbon intense
fuel type used in arenas. Burning of fossil fuels like natural gas to meet energy needs creates
GHG emissions (CO2, NH4 etc.) which contribute to climate change.
Reduced Energy Consumption and Greenhouse Gas Emissions
Water temperature
Hot water with a temperature of 60°C - 71'C (140°F - 160°F) is traditionally used to make
and resurface arena ice because it lacks trapped air that is found in cold water. In other
words, heating up water effectively deaerates it. The benefit of using deaerated water for
ice resurfacing is that it refreezes smoother and creates a stronger bond with the existing
ice surface. Further, hot water quickly melts the surface of the ice to smooth any
imperfections not taken care of during the scraping or washing process.
Although hot water has been the preferred method for ice making for many years, it is
incredibly energy intensive to heat the amount of water required, which is reflected in natural
gas consumption at City of Kitchener arenas. During hockey tournaments ice may need to
be resurfaced as many as 30 times in one day — with only one flood using up to 500 L of
water. Deaerating flood water mechanically, rather than thermally, has proven to be an
effective and less energy intensive alternative for ice making and resurfacing.
In February 2024, a mechanical deaerator unit was installed at Sportsworld Arena. After the
installation of the unit, the average temperature for ice maintenance has been reduced to
approximately 17.5°C (63.5°F), which is a 60% temperature decrease from traditional
methods. While utility consumption was not sub -metered, data for the facility shows that
both natural gas and electricity usage at Sportsworld Arena decreased by approximately 5%
since the installation of the mechanical deaerator.
With a decrease in natural gas and electricity usage, comes a decrease in GHG emissions.
When comparing emissions from the project period to baseline emissions (pre installation),
a total decrease of 14 tonnes of CO2 equivalents (tCO2e) have been observed at
Sportsworld Arena. Natural gas emissions have reduced by 12 tCO2e while electricity has
reduced by 2 tCO2e.
Compressor
While the observed decrease in electricity usage may be a result of several factors, it is
anticipated that it is in part a result of installing the mechanical deaerator. Arena ice pads
are built on concrete that is kept cool using a refrigeration system which pumps glycol
through a network of pipes, effectively removing any heat from the ice. With the use of
deaerated cold water, the average ice surface temperature has increased slightly, and the
application of hot water has been eliminated, therefore the compressor does not need to run
as often, resulting in less electricity used to power the refrigeration system compressor.
Page 51 of 62
Decreased load on the dehumidification system is another added benefit. The use of
deaerated cold -water results in the reduction of humidity inside the arena, therefore reducing
the load on the dehumidification system, resulting in further energy use reductions.
Ice Surface and Ambient Air Temperatures
Ice surface temperature is another parameter that has changed because of transitioning to
cold water for ice making. Traditionally, the ice surface temperature was kept around
-6°C/ -5.5°C (21 °F/220F). Due to the decrease in water temperature being used to flood the
ice rink in between programming, the overall surface temperature of the ice rink was able to
be increased by approximately 1.7°C (40F), with a new average ice surface temperature of
-3.8°C (25°F). These increases in temperature reduce the load on the refrigeration system
and dehumidification system, resulting in energy savings.
As a result of the increased ice surface temperatures, the indoor ambient air temperature
has also been increased slightly. The exact indoor ambient air temperature at Sportsworld
Arena pre -mechanical deaerator installation was not recorded, however staff have indicated
that the temperature has increased. The average ambient air temperature since installing
the mechanical deaerator unit is 10°C (50°F).
No Changes to Maintenance Schedules and Programming
Prior to the installation of the mechanical deaerator, potential challenges were identified by
staff and monitored as part of this business case. The first concern noted was if increased
time would be required to fill the ice resurfacing tank due to decreased water pressure
flowing from the mechanical deaerator, therefore requiring shifts in workflow and ice flooding
schedules. Staff also noted the potential for increased ice making and flooding time due to
decreased water pressure from the boom sprayer on the ice resurfacer. To track these
changes and identify any issues to maintenance schedules, staff at Sportsworld Arena
tracked the following metrics over the course of a year:
• Time it takes to refill the ice re -surfacer tank
• Mechanical deaerator water temperature
• Mechanical deaerator unit pressure (PSI), prior to fill and during filling
• Ice surface temperature for both the spectator and practice rinks
• Brine supply for spectator and practice rink
• Indoor ambient air temperature
• Indoor relative humidity
Typically, floods are scheduled at 10 minutes to the hour on the practice rink, and 5 minutes
after the hour on the spectator rink. This can change depending on programming, such as
tournaments and league games with second period floods for example. Arena staff tracked
the time it took to fill the ice resurfacer at least once a day during the monitoring period and
indicated that the average fill time was 5.8 minutes.
The data collected on maintenance and programming indicates that while this approach to
ice making differs from traditional methods, arena staff are still able to provide the same
level of quality service to arena users as previous years.
Page 52 of 62
Ice Quality
Over the course of the pilot project year, staff received positive feedback regarding the ice
quality at Sportsworld Arena from arena users. Feedback received from staff and arena
users includes:
• Creates good quality ice that freezes clear, smooth and hard
• Ice is easier on skating blades, resulting in less frequent sharpening of blades
(approximately 5-10 hours longer)
• Ambient air temperature and relative humidity in the arena is easier to keep at a
comfortable temperature for spectators
• Staff have observed that it is easier to build/re-build the ice
• Water softeners require less salt
Cost Savings
The decrease in energy consumption at Sportsworld Arena resulted in a cost reduction of
$6,255 the first year. With the estimated annual savings, this project has a payback period
of approximately 3.5 years. If the mechanical deaerator operates for the advertised lifespan
of 25 years, there are potential savings of up to $134,482, following the initial payback
period.
In 2024 the City of Kitchener Project Manager Facilities Energy Management led a grant
application to the Independent Electricity System Operator (IESO) Save on Energy Retrofit
Program to support the transition of ice making at Sportsworld Arena to deaerated water.
The grant application for this electrical demand reduction was successful and the City
received $14,789.97. The impact of this funding reduced the costs of procuring the product
by 49%.
Scaling
This business case has shown that the installation of a mechanical deaerator at Sportsworld
arena has resulted in energy efficiency and cost savings without compromising ice quality
or user experience. Since initiation of this project, a mechanical deaerator has been installed
at two additional City of Kitchener arenas including: Activa Sportsplex and Lions Arena.
In considering the scaling of this technology to single pad arenas it is important to note that
the energy and cost savings would be roughly half of what was observed in this business
case. GHG emission savings would be a total of 7 tCO2e each year. And the payback period
would be closer to 11.5 years.
The cost of the mechanical deaerator has recently increased by approximately 33%. This
increase may correspond to an increase in demand and/or the impacts of incentives being
offered by Enbridge. Incentives are supportive to reducing capital costs. The remaining City
of Kitchener facilities are located within Kitchener Utilities' territory. Incentives will be
available in Kitchener Utilities' service territory for each arena. Kitchener Utilities will review
each application when the gas savings are calculated to determine the incentive amount.
Scaling this technology across other facilities is complex and may include considerations
beyond that which were included in the pilot.
This business case is supportive to making data informed decisions. To support sharing this
story, Attachment A includes a one -pager and video about this pilot and business case.
Page 53 of 62
STRATEGIC PLAN ALIGNMENT:
This report supports Cultivating a Green City Together: Focuses a sustainable path to a
greener, healthier city; enhancing & protecting parks & natural environment while
transitioning to a low -carbon future; supporting businesses & residents to make climate -
positive choices.
FINANCIAL IMPLICATIONS:
Capital Budget — The recommendation has no impact on the Capital Budget.
Operating Budget — The recommendation has no 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 committee meeting. Community engagement included presentation and discussion with
Kitchener's Climate Change and Environment Committee during their September 2025
committee meeting. Throughout the pilot, staff engaged with arena users to obtain feedback
on ice quality. The business case materials, including a one-page summary document, and
video will be shared with the public through the City's website and social media channels.
PREVIOUS REPORTS/AUTHORITIES:
There are no previous reports/authorities related to this matter.
APPROVED BY: Justin Readman, General Manager Development Services
Denise McGoldrick, General Manager Infrastructure Services
Michael May, General Manager of Community Services and Deputy
Chief Administrative Officer
ATTACHMENTS:
Attachment A — One Page Summary: Arenas Cold Water Ice Business Case
Page 54 of 62
Business Case: Cold WaterArena Ice
Making
Sportsworld Arena is a twin pad arena constructed in 2000 and purchased by the City of
Kitchener in 2010. It is one of 8 City owned arenas and has consistently had the highest
energy intensity per sq. ft. among municipally owned arenas in Waterloo Region.
Traditional ice making is an energy intensive practice primarily due to the use of hot
water. Hot water is used because it contains less dissolved air than cold water, resulting
in better ice quality.
This business case tested the use of cold water and a mechanical deaerator at
Sportsworld Arena. The pilot ran for a full calendar year (May 2024 to May 2025).
The results are increased energy efficiency, cost savings, lower emissions, while
maintaining quality ice and user experience.
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What users are saying
"I view it as a net win with better ice
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"It feels smooth... nice and hard... with
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Page 55 of 62
Staff Report
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Development Services Department www.kitchener.ca
REPORT TO: Planning and Strategic Initiatives Committee
DATE OF MEETING: February 9, 2026
SUBMITTED BY: Anna Marie Cipriani, Corporate Sustainability Officer, 519-783-8970
Matthew Lynch, Director Fleet, 519-783-8013
PREPARED BY: Fionnula Wade, Sustainability Advisor, 519-707-1464
WARD(S) INVOLVED: All Ward(s)
DATE OF REPORT:
REPORT NO.:
January 28, 2026
DSD -2026-054
SUBJECT: City of Kitchener Fleet Electrification Business Case
RECOMMENDATION:
For Information
REPORT HIGHLIGHTS:
• This report demonstrates the business case for fleet electrification.
• Highlights of the business case to electrify include: 70% lower annual fuel costs, 73%
lower annual maintenance costs, annual operational savings of approximately
$5,087, 96% less annual GHG emissions, a cost premium payback of 5.26 years,
improved user comfort, efficiency and convenience.
• This report supports Cultivating a Green City Together: Focuses a sustainable path to
a greener, healthier city; enhancing & protecting parks & natural environment while
transitioning to a low -carbon future; supporting businesses & residents to make climate -
positive choices.
BACKGROUND:
The business case that follows supports the implementation of Action #27 of the City of
Kitchener's Corporate Climate Action Plan Pivot: Net -Zero, Kitchener's 2023-2026 Strategic
Plan, and TransformWR, the region of Waterloo's Community Climate Action Plan. The City
of Kitchener's Fleet is comprised of approximately 650 on and off-road vehicles and
equipment (excluding small handheld equipment). Light duty vehicles are the most
amenable vehicle type to electrify currently. The City of Kitchener fleet is comprised of 38%
light duty, 20% medium duty, 12% heavy duty vehicles, and 30% equipment (2024). As of
November 2025, there are 26 light duty battery electric vehicles (BEV) in operation,
representing approximately 10% of light duty fleet vehicles, and 5.6% total City of Kitchener
fleet vehicles (excluding equipment).
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
Page 56 of 62
To prepare this business case staff analyzed vehicle data for two battery electric cargo vans
and two internal combustion engine (ICE) cargo vans used for the same daily tasks by City
employees over a 15 -month period (June 2024—August 2025). Data collected was then
applied to a forecasted 8 -year lifecycle. The report that follows is the business case for fleet
electrification.
REPORT:
Cost Considerations & Savings
To create a like -for -like comparison, the purchase price and operating costs of the vehicles
have been indexed to ensure they reflect current values.
The City of Kitchener's replacement policy follows an 8 -year lifecycle for both ICE vehicles
and BEVs. Research indicates that while a battery's lifecycle is influenced by several factors
including but not limited to climate, charging frequency, and operating state of charge, it is
reasonable to assume that the average BEV battery will last longer than the vehicles
anticipated lifetime, which in this case is 8 years. A 2025 analysis conducted by Geotab (a
Canadian based fleet telematics provider) provides data to support this assumption.
Kitchener's fleet transition is still in the early stages of implementation, so as the City's BEV
fleet continues to age, battery maintenance and health will be monitored.
BEVs require a higher initial investment of approximately 34% compared to internal
combustion engine vehicles. This initial premium is offset by substantially lower operating
expenses. Over the 8 -year replacement cycle, the BEV incurred 70% lower annual fuel costs
and 73% lower annual maintenance costs, resulting in total savings of approximately $14K
over the battery electric cargo vans 8 -year lifecycle, demonstrating that despite the higher
purchase price, BEVs are anticipated to provide a more cost-effective long term financial
profile (see Figure 1).
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Total Cost of Ownership ($)
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Page 57 of 62
Figure 1. Total cost of ownership over an 8 -year period for a battery electric cargo van
(BEV) compared to an internal combustion engine cargo van.
Cost Premium Payback
In this analysis, the cost premium payback represents the number of years of operation
required for the BEVs reduced fuel and maintenance costs to outweigh its higher purchase
price relative to the ICE vehicles alternative. Figure 2 shows the cumulative costs of fuel and
maintenance in addition to the purchase price for BEV and ICE cargo vans. The payback in
this case is 5.26 years, meaning that after this point, the battery electric cargo vans should
result in savings of approximately $5,087 annually. If a BEV continues to stay in operation
beyond the anticipated 8 -year lifespan, the associated savings are anticipated to continue
to increase.
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—Battery electric Internal Combustion Engine
Figure 2. Cumulative lifecycle costs for battery electric and internal combustion engine
cargo vans over an 8 -year period, illustrating the cost premium payback at 5.26 years.
Greenhouse Gas Emissions
BEV replacements also come with a considerable decrease in GHG emissions. When
comparing the 2 BEVs and ICE vehicles used by City of Kitchener employees between June
2024 to August 2025, the battery electric cargo vans used approximately 5.9 tonnes of CO2
equivalents (tCO2e) (5,900 kgCO2e) less than the ICE equivalent, which is approximately
96% less GHG emissions (see Figure 3). This is largely due to the difference in carbon
intensity associated with the different fuel sources. Gasoline has a much higher emission
intensity (2.32 kgCO2e/L) compared to electricity in Ontario (0.03 kgCO2e/kWh). The
transition to battery electric vehicles eliminates tailpipe emissions, delivering a significant
improvement in local air quality while reducing unnecessary idling. These benefits not only
support the City's climate change mitigation objectives but also enhance operational
efficiency. Additionally, prolonged idling in ICE vehicles has been linked to decreased
engine life and performance which can increase maintenance needs however this is not the
case for BEVs.
Page 58 of 62
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Figure 3. Average GHG emissions for ICE cargo vans and BEV cargo vans from June
2024 to August 2025.
Embodied Carbon
Both ICE vehicles and BEVs have GHG emissions associated with manufacturing, often
referred to as embodied carbon. Calculating embodied carbon depends on several factors
including vehicle make, model, year, and location of manufacturing. This business case did
not include a comparison of carbon from vehicle manufacturing. However, a research study
(2021) conducted by the International Council on Clean Transportation (an independent,
nonprofit research organization) concluded that while BEVs have higher upfront emissions
due to the manufacturing of the battery, compared to ICE vehicles, the total life cycle
emissions for a BEV are still significantly lower than that of an ICE vehicle.
User Experience
Positive Observations
Staff who operate battery electric vehicles daily have provided favorable feedback, noting
the following benefits:
• Climate Control Efficiency/Comfort: Staff have noted that the battery electric cargo
vans tend to respond quicker to cooling and heating during both summer and winter
months. This efficiency allows for enhanced comfort during extreme weather
conditions without prolonged idling.
Improved Traction: BEVs demonstrate superior road traction in wet and icy
conditions compared to previous internal combustion engine vehicle models. This is
because BEVs are heavier than their ICE equivalents.
Operational Convenience: Eliminates the need for refueling; staff find it more
efficient to simply plug in the vehicle at the end of the day.
Page 59 of 62
Challenge
Despite the overall positive experience, staff reported a few drawbacks:
• Maintenance Variable: BEV battery cell maintenance can be hard to predict, and
costly. A full battery cell replacement outside of warranty can sometimes equal the
depreciated value of the vehicle. In this case study, the application requires the
units to be charged daily to meet the operational needs of the work team. We
continue to monitor how this will affect the cell life of the BEV battery.
• Application Alignment: Fleet has worked closely with user groups to identify when
and where BEVs can be implemented. This small sample size is continuing to be
reviewed for functionality, over the lifecycle of the vehicles.
• Reduced Winter Range: Older BEV models exhibit lower range in cold conditions
(approximately 100 km less). Although only one incident of range depletion occurred
in the past two years, this limitation can cause range anxiety. Fleet management is
addressing this by procuring vehicles with larger battery capacities.
Conclusion
Transitioning from internal combustion engine vehicles to battery electric vehicles offers
clear environmental and financial benefits for the City of Kitchener. BEVs deliver a sustained
reduction in greenhouse gas emissions—approximately 96% lower than ICE equivalents —
supporting the City's climate action goals and improving local air quality. While the initial
purchase price of BEVs is higher, this cost is offset by significantly lower maintenance and
fuel expenses, resulting in a favorable cost of ownership and a payback period of just under
five and a half years. Operational feedback from staff highlights improved comfort,
efficiency, and convenience, reinforcing the practical advantages of electrification. As
vehicle technology continues to advance and charging infrastructure expands, replacing ICE
vehicles with BEVs, where operationally feasible, aligns with both sustainability objectives
and long-term fiscal responsibility, making electrification a strategic and forward-looking
choice for municipal fleet management. The transition to battery electric vehicles depends
on several factors including the job function associated with each vehicle. This business
case will inform the development of the City of Kitchener's Sustainable Fleet Transition
Strategy anticipated Q4 2026.
STRATEGIC PLAN ALIGNMENT:
This report supports Cultivating a Green City Together: Focuses a sustainable path to
a greener, healthier city; enhancing & protecting parks & natural environment while
transitioning to a low -carbon future; supporting businesses & residents to make
climate -positive choices.
FINANCIAL IMPLICATIONS:
Capital Budget – The recommendation has no impact on the Capital Budget.
Operating Budget – The recommendation has no impact on the Operating Budget.
Page 60 of 62
COMMUNITY ENGAGEMENT:
INFORM — This report has been posted to the City's website with the agenda in advance of
the council / committee meeting.
INFORM —Attachment A includes a one-page shareable business case summary document.
PREVIOUS REPORTS/AUTHORITIES:
There are no previous reports/authorities related to this matter.
APPROVED BY: Justin Readman, General Manager Development Services
Denise McGoldrick, General Manager Infrastructure Services
ATTACHMENTS:
Attachment A — One Page Summary: Fleet Electrification Business Case
Page 61 of 62
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