HomeMy WebLinkAbout01-17-2022 Agenda
Planning and Development Committee
Agenda
Date:January 17, 2022
Time:6:30 p.m.
Location:Council Members (in Chambers or MS Teams) | Members of the Public (MS
Teams)
Inquiries and Accommodations: For inquiries about this agenda, or to make arrangements for
accessibility accommodations for persons attending, please contact: Lindsey Patenaude,
Committee Coordinator, at 905-623-3379, ext. 2106 or by email at lpatenaude@clarington.net.
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*Late Item added or a change to an existing item after the Agenda was published.
Pages
1.Call to Order
2.Land Acknowledgment Statement
3.Declaration of Interest
4.Announcements
5.Public Meetings
6.Presentations/Delegations
6.1.Delegation of Eric Bowman, Chair, Agricultural Advisory Committee,
Regarding the Agricultural Advisory Committee 2021 Accomplishments
4
(Correspondence Attached)
6.2.Delegation of Elizabeth Campbell, Monde Development Group Inc.,
Regarding Report PDS-003-22 Courtice Community Improvement Plan
Grant; 1607 Highway 2, Courtice
7.Reports/Correspondence Related to Presentations/Delegations
7.1.PDS-003-22 Courtice Community Improvement Plan Grant; 1607
Highway 2, Courtice
8
8.Communications
9.Staff Reports and Staff Memos
9.1.PDS-001-22 5-year Corporate Electric Vehicle Action Plan 14
9.2.PDS-002-22 Downtown Community Improvement Plan Programs 2021 -
Annual Report
89
9.3.PDS-004-21 A Draft Approved Plan of Subdivision and Rezoning, West
of Green Road North of Durham Highway 2, in Bowmanville
95
10.New Business - Consideration
11.Unfinished Business
Planning and Development Committee
January 17, 2022
Page 2
12.Questions to Department Heads/Request for Staff Report(s)
13.Confidential Items
14.Adjournment
Planning and Development Committee
January 17, 2022
Page 3
Agricultural Advisory Committee of Clarington
2021 Accomplishments
2021 Members:
Eric Bowman (Chair)
John Cartwright (Vice-Ch)
Tom Barrie
Ryan Cullen
Ben Eastman
Jennifer Knox
Jordan McKay
Brenda Metcalf
Richard Rekker
Don Rickard
Henry Zekveld
Councillor Zwart
Staff Liaisons:
Amy Burke
COVID-19
Due to COVID-19 restrictions and to ensure social distancing, participation in all 2021
meetings was done electronically and by conference call.
A lack of reliable, high quality internet connection across many areas of Durham
Region, and in particular rural areas, is making it challenging for agricultural
organizations and other networks to stay connected. The COVID-19 pandemic has
forced association meetings and networking opportunities to transition to a virtual
format. Connection issues hinder the ability for many to fully participate in these events.
Presentations to the Committee
COVID-19 Community Improvement Grant Program: Sarah Allin, Planning &
Development Services, presented an overview of the COVID-19 Community
Improvement Plan, approved by Council in October 2020. The CIP seeks to support
Clarington’s local businesses with physical improvements necessary to implement
COVID-19-related health and safety requirements.
Rural Capital Projects Annual Update: Sean Bagshaw, Public Works Department,
presented an overview of the rural area capital infrastructure projects planned for 2021.
A range of planned projects, including road resurfacing, road rehabilitation, culvert
replacement, roadside protection, roadside stabilization and road shoulder widening and
paving, were highlighted. In addition, desktop level projects planned for 2021 were
introduced.
Page 4
Clarington Corporate Climate Change Action Plan: Doran Hoge, Planning and
Development Services, presented the Clarington Corporate Climate Action Plan,
approved by Council in March 2021. Doran described the process used to develop the
actions and the main goals of the plan. He provided the adaption and mitigation
framework guiding the implementation of the plan, as well as an overview the
monitoring and evaluation process and the next steps of implementation. Committee
members asked how the effects of the plan are going to be measured and brought up
on-farm carbon sequestration opportunities.
Emerald Ash Borer - Tree Removal Rural Area Plan: Brett Novak, Public Works
Department, provided an update on the ongoing Emerald Ash Borer and Rural Tree
Removal Program. He advised the tree removal in the urban areas is complete and
rural areas are now being prioritized. He noted that increased 2021 budget allocation for
the program has supported the advance of the program in the rural area. The
Committee inquired about what happens to the removed trees and if there was a
publicly available list of roads where trees are to be removed and the timeframe.
Regional Roads Capital Program: Ron Trewin and Andrew Janes, Transportation
Design, Region of Durham, presented an overview of rural projects proposed in
Clarington. Nine key road projects will occur along or near Taunton Road between
Townline Road and Liberty Street over the next three to four years. Ron noted that the
Region continues to update Regional Road Standards, considering new approaches to
road safety, concerns received from rural residents, and the impacts of climate change.
The Committee commented on the importance of ensuring that farm vehicles can easily
move between their farming locations and requested notification of pending road
projects as far in advance as possible.
Envision Durham: Kiersten Allore-Engel, Planning and Economic Development,
Region of Durham, updated the Committee on Envision Durham – the Municipal
Comprehensive Review of the Regional Official Plan, and provided an overview of the
proposed policy directions relating to the Strategic Direction of a Thriving Rural System.
She reviewed the policy framework, review approach, and timelines. Margaret Walton,
Planscape, provided an overview of the Agricultural System update study. Margaret
demonstrated how the system relates to the policy framework in Ontario, reviewed how
the system was identified and refined, and then explained the implementation process
and project timelines. Questions and comments relating to land severance policies,
agricultural system fragmentation and the mapping of prime agricultural lands were
discussed. Future project updates and requests for comments will be made of the
Committee in 2022.
Wilmot/Graham Creek Flood Plain Mapping Update Study: Cory Harris of the
Ganaraska Region Conservation Authority provided an overview of the floodplain
mapping update study being done for the Wilmot and Graham Creeks, in collaboration
with the Municipality. Cory outlined the technical requirements of the study and how the
floodplain mapping is delineated. The project timelines were reviewed and the
relationship of the mapping updates to land use planning was discussed.
Page 5
Golden Horseshoe Food and Farming Alliance – Event Barn Position Paper (Draft):
Janet Horner, Executive Director, Golden Horseshoe Food and Farming Alliance
(GHFFA), provided an overview of the GHFFA’s Draft Event Barn Position Paper. Ms.
Horner informed the Committee that the position paper has been written with input from
the GHFFA, OMAFRA and municipal staff, and has used three existing event barns in the
Greater Golden Horseshoe as case studies for the basis of the review. The basis for the
position set out in the paper, which states that “event barns should only be permitted if
they can meet all the current government requirements and follow the OMAFRA
Guidelines on Permitted Uses in Ontario's Prime Agricultural Areas,” was provided and
recommendations and next steps were highlighted. The paper was referred to the On-
farm Diversified Use Sub-Committee for commenting in early 2022.
Consultation Feedback
Clarington Tourism Advisory Committee – 2021 Focus on Local Agriculture: The
Committee met with representatives of Clarington’s Tourism Advisory Committee to
discuss the CTAC’s 2021 focus on local agriculture and to share ideas on how
Clarington Tourism can further support and showcase local farms as destinations. Farm
education and raising awareness of what Clarington has to offer was seen as a critical
component, and several ideas were suggested.
Clarington Official Plan Amendment, Special Study Area 2: Planning and
Development Services Staff consulted with the Committee regarding Draft Official Plan
Amendment COPA 2021-001. The Committee also heard several delegations on the
matter.
The Committee provided comments, and recommended that Council focus its protective
effort on the lands between Bowmanville and Newcastle, by ensuring:
1. That growth be provided through intensification and redevelopment, and within
the existing urban boundaries;
2. That impacts from settlement areas on agricultural operations be mitigated;
3. That all types, sizes and intensities of agricultural uses and normal farm practices
be promoted and protected in accordance with Provincial Standards; and
4. That stringent tests for the consideration of urban boundary expansions into
Prime Agricultural Areas be established, including soil capability (e.g. avoid
Classes 1, 2 and 3 soils, in this order of priority) and other key factors, such as
those considered by the LEAR evaluation system model.
And further, that additional incentives to promote long term agricultural use of these
lands be considered. [Motion 021-013]
Page 6
Committee Correspondence
Temporary Foreign Worker Program: An acknowledgment letter expressing
appreciation for the program was submitted on behalf of the Committee to Employment
and Social Development Canada.
Other Highlights
On-Farm Diversified Uses: In response to Councils direction in Resolution #PD-207-
21 referring the topic of On-Farm Diversified Uses and guidelines for such uses to the
Committee for their input, an On-Farm Diversified Uses Sub-Committee was formed.
The Committee will commence meetings in 2022. The input of the Sub-Committee will
also inform the Comprehensive Zoning By-law Review Project - Zone Clarington.
Zone Clarington: The Committee received regular updates on the Comprehensive
Zoning By-law Review Project. Additional consultation with the Committee on
agricultural aspects of the Second Draft Zoning By-law, released November 2021, will
occur in 2022.
Page 7
Staff Report
If this information is required in an alternate accessible format, please contact the Accessibility
Coordinator at 905-623-3379 ext. 2131.
Report To: Planning and Development Committee
Date of Meeting: January 17, 2022 Report Number: PDS-003-22
Submitted By: Ryan Windle, Director of Planning and Development Services
Reviewed By: Andrew C. Allison, CAO Resolution#:
File Number: PLN 37.4; CIPC2021-001 By-law Number: N/A
Report Subject: Courtice Community Improvement Plan Grant; 1607 Highway 2, Courtice
Recommendations:
1. That Report PDS-003-22 and any related communication items, be received;
2. That Council provide direction regarding a maximum funding commitment of up to
$1, 000,000 in response to the application for a Development Charge Grant under
the Courtice Main Street Community Improvement Plan submitted by Monde
Development Group for 1607 Highway 2 in Courtice;
3. That any funding committed by Council to Monde Development Group for 1607
Highway 2, Courtice for a DC Grant be conditional upon the completion of the
project in accordance with site plan approval and the fulfilment of the requirem ents
of the CIP Agreement to the satisfaction of the Municipality;
4. That $1,000,000 from the General Capital Reserve, allocated for the Courtice CIP,
be committed for this project;
5. That, if there are insufficient funds in the General Capital reserve, the Treasurer be
authorized to withdraw from another reserve or reserve fund that the Treasurer
deems appropriate;
6. That any funds withdrawn from an alternate reserve or reserve fund, be repaid on an
annual basis using 50 per cent of the incremental property ta x for the property, with
the remaining 50 per cent available for general budgetary use;
7. That all interested parties listed in Report PDS-003-22 and any delegations be
advised of Council’s decision.
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Municipality of Clarington Page 2
Report PDS-003-22
Report Overview
The purpose of this report is to obtain a funding commitment and direction regarding an
application submitted by Monde Development Group for a Development Charge (DC) Grant
under the Courtice Main Street Community Improvement Plan (CIP).
In accordance with the Courtice Main Street CIP, applications for qualifying development
projects are brought forward to Council for consideration of grant funding. The applicant
would be required to enter into an agreement with the Municipality once CIP grant funding is
conditionally allocated to the project.
Additional information about the Courtice Main Street CIP is provided in the Community
Improvement Plan Programs Annual Report 2021 (PDS-002-22), also on the agenda for the
Planning and Development Committee meeting.
1. Background
Courtice Main Street Community Improvement Plan
1.1 The Courtice Main Street Community Improvement Plan (CIP) was approved in 2016 to
support the vision established by the Courtice Main Street Secondary Plan to develop
the area as a mixed-use, transit-supportive, and pedestrian-friendly environment that
preserves valuable natural heritage, built form and community character. The CIP
provides incentives to higher density residential and mixed-use development projects
that generate new or increased property assessment.
1.2 The Courtice Main Street CIP incorporates two financial incentive programs including
the Development Charge (DC) Grant Program, and the Tax Increment Grant Program.
1.3 To be eligible for the Courtice Main Street CIP Grant Programs, projects must first meet
minimum intensification targets (e.g. density, floor space index). Once it is determined
the project achieves the minimum eligibility criteria, the application is evaluated against
a performance evaluation framework to determine how well the project addresses key
community improvement needs identified by the CIP. The grant value for a project is
based on the number of performance criteria achieved by the as-built project, and is
expressed as a proportion of the applicable development charges, in the case of the DC
Grant, or a proportion of the increased tax assessment generated by the development
for the Tax Increment Grant.
1.4 All applicable development charges are required to be paid as per the Development
Charges By-law, typically at the time a building permit is issued. Grant approvals and
funding commitments are conditional upon the development being completed in
accordance with the site plan approved plans/drawings, and the terms and conditions
outlined in the required CIP Agreement. Grants would be issued once construction of
the development is complete, and the applicant has demonstrated the terms and
conditions of the Agreement have been fulfilled to the satisfaction of the Municipality.
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Municipality of Clarington Page 3
Report PDS-003-22
1.5 DC grants are budgeted for annually and held in a reserve fund in order to meet
anticipated demand in future years. Tax Increment grants are tied to the increased
assessment value of a property resulting from development, which the Municipality
would forgo (on a sliding scale) for a specified period of time (e.g.10 years). Additional
details about the Courtice Main Street CIP fund are outlined in PDS-002-22.
2. CIP Grant Application and Discussion
Development Charge Grant Application for 1607 Highway 2, Courtice
2.1 An application for a DC Grant has been submitted by Monde Development Group for its
project at 1607 Highway 2 in Courtice. The project consists of a six-storey residential
apartment building containing 89 dwelling units and 95 underground parking spaces
(File SPA2019-034). A location map is included for information as Attachment 1. This is
the first grant application under the Courtice Main Street CIP.
2.2 The property is designated Regional Corridor by the Clarington Official Plan and is
within the Low-Rise High-Density Residential designation of the Courtice Main Street
Secondary Plan. The property is zoned “Residential Mixed Use - Holding
((H)MU2(S:4/6))” and “Special Purpose Commercial Exception (C5-1)” by Zoning By-law
84-63. The site plan application for the proposed development (File SPA2019 -0034)
was approved in February 2021. The applicant is working with Planning and
Development Services staff to finalize the site plan agreement. It is now appropriate to
consider a funding commitment for the requested DC Grant.
Eligibility and Performance Criteria
2.3 The Courtice Main Street CIP encourages intensification along the Regional Corridor in
the form of higher density residential, commercial, and mixed-use development. To be
eligible for a DC Grant, properties within the Low-Rise High Density Residential
designation outside of the Town Centre of the Courtice Main Street Secondary Plan
area must achieve minimum intensification targets of 75 residential units per gross
hectare, a floor space index (FSI) of 1.2, and minimum height of five storeys. The
development approved for this property under Site Plan File SPA2019 -0034 meets the
Minimum Intensification Targets and qualifies for the Program.
2.4 The DC Grant Program requirements are designed to encourage development that is of
high quality, sustainable urban design and construction, and contributes towards a
range of housing affordability.
2.5 DG Grant applications are evaluated against five categories of Project Performance
Criteria, including: Building Design and Construction, Pedestrian Environment and
Active Transportation, Green/Open Spaces and Trail Access, Housing Choice,
Accessibility and Affordability, and Sustainable Development. Full details of the
Performance Criteria and requirements are included in Appendix F of the Courtice Main
Street CIP.
Page 10
Municipality of Clarington Page 4
Report PDS-003-22
2.6 An additional incentive is provided for projects required to pay the Region the cost of full
municipal services. Developments that are not responsible for their share of the cost of
full municipal services may be eligible to receive a grant equal to between 25 per cent
and 37.5 per cent of the applicable development charges. DC grants for developments
required to cover the cost of municipal services may range from 50 per cent to 75 per
cent of applicable development costs, depending on the number of
Project Performance Criteria achieved by the as-built project.
2.7 Based upon the information provided in support of the CIP application and the site plan
approved drawings, the residential development proposed at 1607 Highway 2, Courtice
meets 5 out of 5 Project Performance Criteria. The developer will be required to pay the
Region for their share of the cost of municipal services. The project would qualify for a
grant of up to 75 per cent of the applicable development charges, resulting in an
estimated maximum grant value between $800,000 and $1 million.
Commitment of Funding
2.8 This report seeks direction from Council regarding a funding commitment in the range of
$800,000 to $1 million in response to the DC Grant application made by Monde
Development Group to facilitate its six-storey residential apartment development located
at 1607 Highway 2, Courtice.
2.9 Subsequent to Council’s direction, staff will complete the processing of the Grant
application to the satisfaction of the Director of Planning and Development Services,
including the execution of a CIP Agreement.
2.10 As outlined in Report PDS-002-22, funding has been included in the Planning and
Development Services 2022 budget to continue to build the CIP reserve in anticipation
of this and other applications which may be received. The timing of payout of the grant
is after completion of the construction and once the performance criteria can be verified
which could be anywhere from 2-5 years.
Finance Considerations
2.11 The Municipality allocates unspent budgeted CIP funds to the General Capital Reserve,
this reserve is a working capital reserve that includes a variety of items that are carried
over from year to year for specific projects. At December 31, 2020 there was
approximately $119,800; in 2021, there was a budgeted contribution of $210,000 which
would make the December 31, 2021 balance approximately $329,800.
2.12 It is proposed that Council authorizes the Treasurer to draw on the Tax Rate
Stabilization Reserve Fund for any shortfall in the grant funding between now and when
the payment is to be issued. This provides the developer with a funding commitment
providing the grant conditions are met, the developer will be relying upon this
commitment for their financial decision making.
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Municipality of Clarington Page 5
Report PDS-003-22
2.13 Once the development is complete, the Municipality will realize increased property tax
revenue, which over time will offset the up-front cost of the DC Grant for the project.
Therefore, any grant funding shortfall made up by the Tax Rate Stabilization Reserve
Fund, or other reserve as the Treasurer determines, shall be repaid on an annual basis
using 50 per cent of the incremental property tax for the property.
3. Concurrence
This report has been reviewed by the Director of Financial Services and Director of
Legislative Services who concur with the recommendations.
4. Conclusion
4.1 The purpose of this report is to obtain direction from Council regarding an application
submitted by Monde Development Group for a DC Grant under the Courtice Main Street
CIP for the development for SPA2019-0034 at 1607 Highway 2.
4.2 Staff have reviewed the subject CIP application and ha ve determined that the site plan
approved development meets the eligibility criteria for the Program and qualifies for a
DC Grant.
4.3 Should Council provide direction to commit the necessary funding, staff will proceed
with the conditional approval of a DC grant and execution of a CIP Agreement. The
grant would be paid out once (i) the development is complete and occupied, and (ii) all
Site Plan and CIP Grant agreement requirements have been fulfilled to the satisfaction
of the Municipality.
Staff Contact: Sarah Allin, Planner, 905-623-3379 ext. 2419 or sallin@clarington.net.
Attachments:
Attachment 1 – Location Map and Aerial; 1607 Highway 2, Courtice
Interested Parties:
The following interested parties will be notified of Council's decision:
Monde Development Group
Page 12
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Regional Highway 2
Stirling Avenue
Kennedy DriveStrathallan Drive Mcmann CrescentStrathallan Drive Strathallan Drive
Strathallan Drive Mcmann CrescentMcmann Crescentµ
1607 Regional Highway 2Courtice
Subject Property
Subject Property
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Courtice RdRegion
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Solina
Newtonville
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Burketon
Tyrone Leskard
Mitchell Corners
Kendal
Haydon
MapleGrove
Kirby
Brownsville
Enfield
Subject Area
Page 13
Staff Report
If this information is required in an alternate accessible format, please contact the Accessibility
Coordinator at 905-623-3379 ext. 2131.
Report To: Planning and Development Committee
Date of Meeting: January 17, 2022 Report Number: PDS-001-22
Submitted By: Ryan Windle, Director of Planning and Development Services
Reviewed By: Andrew C. Allison, CAO By-law Number:
File Number: PLN 23.29 Resolution#:
Report Subject: 5-year Corporate Electric Vehicle Action Plan
Recommendations:
1. That Report PDS-001-22 be received for information;
2. That Council endorse the Electric Vehicle Action Plan (EVAP) to guide the electrification
of the Municipal fleet and the installation of public EV charge stations on Municipal
properties (Attachment 1);
3. That Municipal staff consult the EVAP to inform annual budget recommendations
related to the electrification of the municipal fleet and the installation of public electric
vehicle (EV) charge stations on municipal properties;
4. That Council authorize staff to apply for funding opportunities to support the
implementation of the EVAP, where/when identified; and
5. That all interested parties listed in Report PDS-001-22 and any delegations be advised
of Council’s decision.
Page 14
Municipality of Clarington Page 2
Report PDS-001-22
Report Overview
This report provides an overview of the Clarington Electric Vehicle Action Plan (EVAP). The
EVAP is a guide to transition the municipal fleet to zero-emissions electric vehicles (EV) and
install fleet and public EV charging stations at municipal facilities between 2022 and 2026.
The EVAP sets out the Municipality’s annual EV purchases and infrastructure needs and
makes recommendations for the timing and location of public EV charging stations to be
included in the annual budget cycle.
By following the steps outlined by the EVAP the Municipality will transition 25 fleet vehicles
to electric and install at least 60 EV charge points on municipal properties for public and fleet
charging.
Fleet vehicles are responsible for 13.8 per cent of Municipal greenhouse gas (GHG)
emissions. Transportation is responsible for approximately 47 percent of region-wide
emissions. By implementing the EVAP, the Municipality will take significant steps to respond
to climate change by directly reducing GHG emissions associated with corporate
transportation; provide infrastructure to meet the community’s need for public EV charging;
and improve community wellbeing by promoting transportation options that reduce air and
noise pollution.
1. Background
1.1 The Municipality’s 2018 corporate GHG emissions inventory shows that municipal fleet
vehicles are responsible for 13.8 per cent of Clarington’s corporate GHG emissions.
The 2019 Durham Community Energy Plan (DCEP) shows that the transportation sector
is responsible for 47 per cent of region wide GHG emissions.
1.2 In November 2019, Clarington Council endorsed the DCEP though resolution
#GG-551-19, which establishes a community energy reduction target of 80% by 2050
and the Low Carbon Pathway scenario as the preferred energy scenario for
implementation, which includes a community-wide transition to electric vehicles (EVs).
1.3 In March 2020, the Municipality set targets to reduce corporate GHG emissions 35 per
cent by 2030 from 2018 levels and achieve net-zero emissions by 2050.
1.4 On March 2, 2020, Council passed resolution #C-066-20: “That it be policy for all future
car and SUV purchases be electric vehicles or similar vehicles without tailpipe
emissions where practicable.”
1.5 In December 2020, Trent University completed a report as part of Communications and
Critical Thinking Capstone course, which identifies best practices for the Municipality to
reduce corporate GHG emissions thought the adoption of EVs.
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Municipality of Clarington Page 3
Report PDS-001-22
1.6 Action 1.30 of the Clarington Corporate Climate Action Plan (CCCAP), which was
approved by Council in March 2021, recommends updating the Municipal Fleet Strategy
and establishing a five-year plan to electrify the Municipal fleet, where practicable.
1.7 Based on direction from Council outlined above, the EVAP was created to guide the
Municipality’s transition to EVs over the next five years (2022 to 2026). The EVAP is
provided in Attachment 1.
1.8 The EVAP sets out the Municipality’s annual EV purchases and infrastructure needs
and makes recommendations for the timing and location of public EV charging stations.
1.9 By transitioning the municipal fleet from internal combustion engine vehicles (ICEs) to
EVs and by helping the public to also make the switch to EVs, the Municipality is taking
important steps to reduce both corporate and community GHG emissions and respond
to climate change.
2. Rationale for Switching to Electric Vehicles
Environmental Benefits
2.1 GHG emissions from vehicles (tailpipe emissions) are some of the easiest emissions to
pinpoint and eliminate, as they come from a single source and can be easily quantified.
2.2 Unlike internal combustion engines (ICEs), which burn fossil fuels and emit GHGs
during operation, EVs rely on the electricity grid for their energy. EVs are as ‘clean’ as
the electricity grid used to power them. Most of Ontario’s electricity is produced from low
or no carbon sources, including nuclear, hydro, and renewable energy sources, with
some backup power coming from natural gas ‘peaker plants’, which compensate for
spikes in energy demand.
2.3 A transition to EVs will result in reduced GHG emissions and air pollutants, and
significantly contribute to achieving the Municipality’s net-zero emissions target.
Community Benefits
2.4 The EVAP includes options for installing public EV charge stations in strategic locations
on Municipal properties to support the public to transition to EVs.
2.5 By installing publicly accessible chargers, the Municipality is providing the community
with needed EV charging infrastructure and actively promoting the reduction of
community GHG emissions that contribute to climate change.
2.6 A community-wide transition to EVs will benefit the community in several ways:
Reduced noise pollution in urban neighbourhoods.
Improved air quality (EVs do not emit carbon monoxide, sulfur oxides or volatile
organic compounds).
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Municipality of Clarington Page 4
Report PDS-001-22
Reduced GHG emissions (most notably carbon dioxide and methane).
The simplicity of an electric motor and the reduced number of moving parts in an
electric car means that EVs have been found to be more reliable and require less
regular maintenance than ICEs.
Lower maintenance costs are coupled with cheaper fuel prices to bring a lower
total cost of ownership.
EV fueling costs from municipal charging stations will remain predictable and
relatively unchanging over the coming years.
Gasoline and diesel prices are anticipated to rise with the federal carbon tax, EV
drivers can expect to benefit from low fuel costs relative to petroleum-based
alternatives.
Current Trends
2.7 The switch to EVs is already underway. In June 2021, the Federal government set a
target for all passenger vehicles sold in Canada to be electric by 2035.
2.8 All major auto manufactures have publicly committed to continuing the transition to EVs ,
and now have models of EVs available, many of which are less expensive to operate
and maintain than ICE vehicles.
Alignment with the Region of Durham
2.9 Clarington’s direction to switch its fleet to EVs and develop EV charging infrastructure is
supported by the Durham Community Energy Plan (DCEP), which was endorsed by
Clarington Council on November 25, 2019, through Resolution #GG-551-19.The DCEP
sets a goal to support the transition of the transportation sector in Durham to electric.
2.10 Clarington has already collaborated with the Region of Durham, Ajax, Whitby, and
Oshawa on two applications to the federal Zero Emissions Vehicle Infrastructure
Program (ZEVIP) for funding to install EV charging infrastructure across the region.
Both applications have been funded. (More information in Sections 3.6 to 3.9 below).
EV Support in Ontario
2.11 As referenced in the Made-in-Ontario Environment Plan, the Provincial Government has
signaled its support for an EV transition by investing $295 million into the Ford Oakville
Assembly Complex. The investment will transform the automobile manufacturing facility
into a battery electric vehicle production facility.
2.12 On November 17, 2021, the provincial government announced that it will work with the
auto industry to prioritize EVs in Ontario by: 1) supporting vehicle and parts production
for EVs; 2) establishing and supporting an electric battery supply chain ecosystem; 3)
innovating on EV development; and 4) investing in auto workers.
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2.13 Investment in domestic EV production is a positive indicator that the provincial
government has confidence in the growing EV market.
Direction of the Federal government
2.14 On June 29, 2021, the Federal government announced a plan to ban the sale of new
ICEs by 2035, accelerating their previously released timeline of 100 percent EV sales
by 2040 by five years.
2.15 This mandatory target is part of the federal government’s plan for nationwide carbon
neutrality by 2050 and is supported by a series of policies and incentives to help
consumers, manufacturers and governments prepare for the transition.
2.16 To spur demand from consumers, the federal government has committed $587 million
to the popular federal EV rebate program, which offers those who buy zero-emissions
vehicles up to $5,000 in purchasing rebates.
2.17 The Federal government has committed $460 million to build EV charging infrastructure
across the country. The ZEVIP will distribute $240 million of the total committed funds to
subsidizing EV charge station purchase and installation costs.
3. Cost Considerations
Shifting Vehicle Lifecycle Costs
3.1 Transitioning to an EV fleet requires a reconceptualization of municipal vehicle budgets.
Currently, electric vehicles have higher Manufacturer Suggested Retail Prices (MSRP)
than similar ICE models. Despite their higher MSRPs, EVs offer lower fuel and
maintenance costs over the lifespan of the vehicle.
3.2 While maintenance costs between ICEs and EVs vary significantly depending on
vehicle make, model, drive cycle and other factors, research shows that EVs have
substantially lower maintenance and fuel costs. EVs contain fewer moving parts and
have fewer fluids to change than ICE vehicles.
3.3 The Ontario Ministry of Transportation estimates that, for a car driven 20,000 km/year,
the average yearly fueling cost for EVs is approximately $530; a similar size ICE would
cost $2,500. The estimates assume overnight (off-peak) charging and a gasoline price
of $1.20/L (2020).
3.4 Most municipal vehicles in Clarington are replaced within 7 years, before they require
serious or ongoing repairs. EVs offer savings on routine maintenance costs as the
electric motor and drive train do not need regular servicing (such as the oil changes and
engine maintenance required by ICEs). The relative simplicity of EVs compared to ICE
vehicles reduce the risk of unexpected malfunctions.
3.5 A 2021 report by the Clean Air Partnership that compares EV and ICE vehicles in fleet
applications in London, Ontario and the Fraser Valley Regional District found that
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switching fleet vehicles to EVs saved more than $3,000 per vehicle in fuel and
maintenance costs (based on average 13,000km/year and service life of 7 years).
3.6 A 2018 report from the 2 Degree Institute estimates that combined fuel and
maintenance costs are 66 per cent less per year for EVs than similar ICE vehicles in
Ontario. Taking into consideration upfront purchase cost, fuel, and maintenance, EVs
cost on average $27,000 less than ICEs over a 15-year life of life of the vehicle
(250,000km)
3.7 With current government incentives, carbon taxes, declining EVs prices, and increasing
petroleum fuel prices it is likely that EVs will continue to outperform ICEs on total cost of
ownership as fleet vehicles in Clarington.
3.8 As such, departmental budgets will need to account for a higher upfront purchase price
for EVs with the understanding the Municipality will likely save money over the 7-year
replacement life of the vehicle. Please see Appendix C of the EVAP (Attachment 1) for
more information about these figures.
EV and Charge Station Purchasing Incentives
3.9 To encourage electric vehicle purchases, the Government of Canada has launched the
Incentives for Zero Emissions Vehicles Program (iZEV), which offers rebates of up to
$5,000 on the purchase of new electric vehicles.
3.10 The federal government has also made funding available to assist with the proliferation
of EV charging infrastructure through the Zero Emission Vehicle Infrastructure Program
(ZEVIP). The ZEVIP program has committed $280 million in funding until 2024 to
subsidize up to 50 per cent of the costs associated with installing charging
infrastructure.
3.11 Clarington has already benefited from federal ZEVIP funding.
3.11.1. In Fall 2019, Clarington received approximately $21,400 from NRCan,
subsidizing the cost of five public charge points in downtown Bowmanville .
3.11.2. In the Spring of 2020, Clarington received approval for $82,000 from NRCan to
subsidize the installation of 18 charge points across the Municipality ($4,554
per charge point).
3.12 Guided by the EVAP, staff will continue to take advantage of external funding
opportunities for EVs and EV charging stations.
4. Other Considerations
Emergency Vehicle Exemptions
4.1 Emergency and Fire Services staff expressed concerns regarding EV performance
during emergency situations. Specifically, staff brought forward concerns regarding
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towing capacity, battery life and vehicle range during prolonged vehicle use in cold
weather.
4.2 Electric pickup trucks have only recently come to market. As such, there has not been a
significant amount of time to assess their performance in real-world emergency
situations.
4.3 To ensure the proven reliability of vehicles during extended emergency situations,
Emergency and Fire Services vehicles designated as an emergency vehicle by the Fire
Chief are exempted from the EVAP. Fire prevention vehicles must comply with
Council’s EV policy.
4.4 The EVAP recommends that Emergency and Fire Services prioritize vehicles with high
energy efficiency and low carbon emissions when selecting vehicles moving forward.
4.5 The use of EVs in Emergency and Fire operations will be revisited as more information
about the use of EVs in emergency situations becomes available.
Expanding EV Options and Technology
4.6 The EVAP includes only light-duty cars, vans, and pickup trucks up to one half-ton
(equivalent to a Ford F-150). The EV options coming to market in 2022 and beyond are
expanding, providing more options for the Municipality when purchasing vehicles. This
is especially relevant for truck and van replacements.
4.7 The EVAP will be reviewed annually to evaluate expanding EV availability to assess
potential EV options for light, medium, and heavy-duty vehicles as they become
available.
4.8 Moving forward, staff will consider the practicality of less conventional EVs such as ice
resurfacers, fire trucks, e-mobility scooters, e-bikes, and other ZEV options as they
become available.
4.9 Currently the average range of EVs is already around 400 kilometres per charge, the
range will continue to increase as battery technology continues to improve. This will
provide more flexibility, some vehicles could likely go several days without charging if
the need arose.
4.10 Staff will monitor the real-word performance and repair costs of EV fleet vehicles and
municipally owned EV charge stations on an ongoing basis to inform ongoing decisions
related to the municipality’s transition to EVs.
5. EVAP Methodology
EV Inventory
5.1 The EVAP is a plan to transition the Municipality’s existing fleet from ICEs and EVs as
vehicles reach the end their service life.
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5.2 To create the EVAP the Municipal Interdepartmental Climate Change Working Group
(ICCWG) convened to set the objectives of the plan and establish milestone dat es. The
ICCWG has been updated monthly throughout the creation of the plan to guide the
development of the plan and review its content.
5.3 To begin, staff created a list of key stakeholders from all departments with direct
knowledge of future vehicle acquisitions. Identified stakeholders submitted a list of all
anticipated new and replacement vehicle purchases between 2021 – 2026.
5.4 This list was analyzed, and all light-duty vehicles with suitable EV replacement options
(cars, SUVs, transport vans, and light-duty trucks) were counted to create an
anticipated 5-year EV inventory.
5.5 Once the number of EVs expected to be purchased over the next five years was
established, it was used to determine how many charge points would need to be
installed each year to ensure sufficient charging capacity to accommodate yearly EV
purchases.
5.6 As a precautionary measure, and to leverage available federal funding, the installation
of EV charge stations over the next five years was prioritized for installation early in the
2022-2026 period, with most of the fleet charging locations scheduled to be installed in
the next three years.
5.7 Once the EVAP was drafted and reviewed by the ICCWG, it was circulated more
broadly to department heads for internal feedback. Several one -on-one meetings were
held with key representatives from Community Services, Emergency and Fire Services
and Public Works to address the specific challenges or circumstances and these were
incorporated into the plan.
EV Charger Site Selection
5.8 The EVAP focuses on retrofitting existing buildings and parking lots to install the
charging capacity needed by fleet and public vehicles. It is expected that all new
municipal buildings will integrate public and fleet EV charging into their designs, taking
into consideration the site selection criteria outlined below
5.9 A list of potential sites was compiled from all municipal properties, including buildings
and parking lots. This list was assessed and refined by Community Services facilities
staff and Public Works staff to eliminate locations that were deemed unsuitable for
infrastructure installation.
5.10 Five criteria were used to measure the suitability of locations for fleet EV charger
installation. Suitability criteria include:
Near municipal offices or depots
Near where staff are working
There are enough parking spaces for staff personal vehicles and fleet vehicles
There is enough space for an adequate grouping of EV chargers (4-8 stations)
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There is a transformer or electrical panel with sufficient capacity to
accommodate the EV chargers
5.11 Five criteria were used to measure the suitability of locations for public EV charger
installation. Suitability criteria include:
Significant traffic at the site
Potential to attract users
The area is currently underserved by charging stations
There is enough space for an adequate grouping of EV chargers (4-8 stations)
There is a transformer or electrical panel with sufficient capacity to
accommodate the EV chargers
5.12 For each list, locations scoring a ‘Medium’ or ‘High’ were prioritized for charge station
installation within the next five years. Eight public charging locations and nine fleet
charging locations were identified for development between 2021 – 2026.
5.13 Locations that can accommodate large banks of stations and locations where many
fleet EVs can conveniently be parked and charged have been prioritized for early
installations.
Figure 1 – Proposed Fleet EV Charge Stations
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Figure 2 – Proposed Public EV Charge Stations
6. Yearly EV and EV Charge Station Breakdown
6.1 The EVAP contains a yearly breakdown of the costs associated with the purchase of
new fleet EVs and the purchase and installation of fleet and public EV charge stations.
6.2 The EV and EV charge station cost summaries outlined below are subject to change, as
departments and Council may shift priorities regarding the purchases or as external
funding opportunities become available.
6.3 Vehicle purchasing years are subject to change, as departments may opt to delay or
expedite new vehicle purchases as approved during budget review by Council.
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EV Purchases by Year
6.4 As the Municipality’s fleet vehicles reach the end of their service life, they will be
replaced with zero emission EVs between 2022 and 2026.
Year New EVs/Hybrids
purchased
Estimates upfront EV
costs by year.
Potential Savings to the
Municipality over the lifespan (7
years or 91,000 km)
2021 7 $315,000 $21,000
2022 3 $155,000 $9,000
2023 9 $543,000 $27,000
2024 1 $73,000 $3,000
2025 2 $167,000 $6,000
2026 3 $165,000 $9,000
Total 25 1,418,000 $75,000
Table 1 – Fleet EV Purchases by Year and Saving on Fuel and Maintenance over the
lifespan of EVs
6.5 Please see Appendix B of the EVAP for a detailed breakdown of the EV purchasing
costs.
6.6 Staff will seek all available subsidies at the time that vehicles are purchased.
Municipal Fleet EV Charge Station installations by Year
6.7 EV charge stations for fleet vehicles will be installed ahead of vehicle purchases.
Year
Charge
Points
Installed
Total
Estimated
Cost
Potential ZEVIP
Contributions
Estimated Cost to
Clarington
2021 9 $95,525.00 $40,724.44 $54,800.56
2022 8 $93,550.00 $40,000.00 $53,550.00
2023 6 $66,162.50 $30,000.00 $36,162.50
2024 0 $0.00 $0.00 $0.00
2025 2 $24,137.50 $10,000.00 $14,137.50
2026 0 $0.00 $0.00 $0.00
Total 27 $279,375.00 $120,724.44 $158,650.56
Table 2 – Fleet EV Charge Station Installations by Year
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6.8 Please see Appendix A of the EVAP (Attachment 1) for a detailed breakdown of the
Fleet EV charge station purchase and installation cost by year.
Public EV Charge Points Installed
Year
Charge
Points
Installed
Total
Estimated
Cost
Potential
ZEVIP Grant
Contribution
Estimated Cost
to Clarington
2021 4 $52,025.00 $17,120.00 $34,905.00
2022 6 $89,912.50 $10,000.00 $79,912.50
2023 8 $120,222.50 $40,000.00 $80,222.50
2024 8 $104,050.00 $40,000.00 $64,050.00
2025 2 $24,137.50 $10,000.00 $14,137.50
2026 10 $118,187.50 $50,000.00 $68,187.50
Total 38 $508,535.00 $167,120.00 $341,415.00
Table 3 – Public EV Charge Station Installations by Year
6.9 Please see Appendix A of the EVAP for a detailed breakdown of the public EV charge
station purchase and installation cost by year.
7. Conclusion
7.1 To achieve the Municipality’s GHG emissions reduction targets, the Municipality must
transition its fleet to low carbon options.
7.2 With broader community adoption of EVs already underway, the Municipality should
also act to ensure community EV charging infrastructure is available.
7.3 The EVAP is a guide for the Municipality to electrify its fleet and provide much -needed
public EV charging infrastructure at Municipal facilities between 2022 and 2026.
7.4 Under this plan, the Municipality over the next 5 years is proposing to acquire over 25
electric vehicles to replace ICE vehicles and install more than 60 EV charging spaces,
to meet fleet and community EV charging needs at municipal facilities.
7.5 By implementing this plan, the Municipality is taking significant steps to respond to
climate change by directly reducing GHG emissions associated with transportation,
providing needed infrastructure to meet the community’s needs for EV charging,
promoting community wellbeing and transportation options that reduce air and noise
pollution.
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7.6 Municipal staff will consult the EVAP during its annual budget cycle to guide the
electrification of the municipal fleet and the installation of public EV charge stations on
municipal properties.
8. Concurrence
8.1 This report has been reviewed by the Director of Community Services, the Director of
Financial Services, the Director of Public Works and the Director of Emergency and Fire
Services, who concur with the recommendations of this report.
9. Recommendations
9.1 The Electric Vehicle Action Plan (EVAP) be endorsed to guide the electrification of the
Municipal fleet and the installation of public EV charge stations on municipal properties
(Attachment 1);
9.2 The EVAP will be used by Staff to inform annual budget recommendations related to the
electrification of the municipal fleet and the installation of public electric vehicle (EV)
charge stations on municipal properties;
9.3 Staff will continue to seek out and apply for funding to support the implementation of the
EVAP.
Staff Contact: Doran Hoge, Energy and Climate Change Response Coordinator,
905-623-3379 ext. 2429 or dhoge@clarington.net.
Attachments:
Attachment 1 – Clarington Electric Vehicle Action Plan
Interested Parties:
List of Interested Parties available from Department.
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Clarington’s Five-Year Electric Vehicle Action Plan
(EVAP)
Introduction .................................................................................................................. 4
Objectives .................................................................................................................... 4
About EVs and EV Charging ........................................................................................ 5
Electric Vehicle Basics .............................................................................................. 5
EV Charging Stations ............................................................................................... 6
Level 1 AC Chargers (120V)................................................................................. 6
Level 2 AC Chargers (240V)................................................................................. 6
DC Fast Chargers (480V) ..................................................................................... 7
Networked vs. Non-Networked Stations ............................................................... 7
Rationale for Switching to Electric ................................................................................ 7
Direction from Council .............................................................................................. 7
Alignment with the Region of Durham ...................................................................... 8
EV Support in Ontario ............................................................................................... 8
Direction from the Federal Government .................................................................... 8
Environmental Benefits ............................................................................................. 9
Community Benefits .................................................................................................. 9
Cost Considerations ................................................................................................... 10
Shifting Vehicle Lifecycle Costs .............................................................................. 10
Purchasing Incentives ........................................................................................ 11
Charger Installation Costs ...................................................................................... 12
Fleet Charging Stations ...................................................................................... 12
Public Charging Stations .................................................................................... 12
EV Charge Station Incentives ............................................................................. 12
Other Considerations ................................................................................................. 13
Emergency Vehicle Exemptions ......................................................................... 13
Expanding Vehicle Options and Technology ...................................................... 13
Plan Development Process ........................................................................................ 14
Assumptions ........................................................................................................... 14
Fleet Charging Infrastructure Assumptions ........................................................ 14
Public Charging Infrastructure Assumptions ....................................................... 15
Plan Creation Methodology .................................................................................... 16
Electric Vehicle Inventory Methodology .............................................................. 16
EV Charger Site Selection .................................................................................. 17
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EVAP Adaptability................................................................................................... 18
Yearly EV and Charge Station Breakdown ................................................................ 18
Yearly Overview...................................................................................................... 19
EV Charge Station Locations .................................................................................. 20
2021 ........................................................................................................................ 21
Vehicle Costs ...................................................................................................... 21
Charger Costs .................................................................................................... 21
Garnet B Rickard Recreation Complex - Fleet Chargers .................................... 22
Church and Division St Parking Lot - Public Chargers ....................................... 23
2022 ........................................................................................................................ 24
Vehicle Costs ...................................................................................................... 24
Charger Costs .................................................................................................... 24
Community Resource Centre (Firehouse Youth Centre) - Fleet Chargers ......... 25
Fire Station #1- Fleet Chargers .......................................................................... 26
Courtice Community Complex - Public Chargers ............................................... 26
Orono Public Library - Public Chargers .............................................................. 27
2023 ........................................................................................................................ 27
Vehicle Costs ...................................................................................................... 28
Charger Costs .................................................................................................... 28
Yard 42 - Fleet Chargers .................................................................................... 29
Bowmanville Indoor Soccer Centre - Public Chargers ........................................ 30
Shaw Building - Public Chargers ........................................................................ 32
2024 ........................................................................................................................ 33
Vehicle Costs ...................................................................................................... 33
Charger Costs .................................................................................................... 33
Alan Strike Aquatic and Squash Centre - Public Chargers ................................. 34
South Courtice Arena - Public Chargers ............................................................. 35
2025 ........................................................................................................................ 36
Vehicle Costs ...................................................................................................... 36
Charger Costs .................................................................................................... 36
Yard 42 (Expansion) - Fleet Chargers ................................................................ 37
Garnet B Rickard - Public Chargers ................................................................... 38
2026 ........................................................................................................................ 39
Vehicle Costs ...................................................................................................... 39
Charger Costs .................................................................................................... 39
Darlington Sport Centre - Public Chargers ......................................................... 40
Municipal Administrative Centre (MAC) - Public Chargers ................................. 41
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Conclusion ................................................................................................................. 42
Bibliography ............................................................................................................... 43
Appendix A – EV Charger Installation Costs .............................................................. 46
Summary of EV Charger Installation by Year ......................................................... 46
2021 ................................................................................................................... 47
2022 ................................................................................................................... 49
2023 ................................................................................................................... 51
2024 ................................................................................................................... 53
2025 ................................................................................................................... 54
2026 ................................................................................................................... 56
Appendix B – Projected EV purchases by Year ......................................................... 57
Summary EV Purchases by Year ........................................................................... 57
2021 ................................................................................................................... 57
2022 ................................................................................................................... 57
2023 ................................................................................................................... 58
2024 ................................................................................................................... 58
2025 ................................................................................................................... 58
2026 ................................................................................................................... 58
Appendix C – EV Ownership Costs ........................................................................... 59
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Introduction
In March 2020, the Municipality of Clarington set targets to reduce corporate
greenhouse gas (GHG) emissions 35 per cent by 2030 from 2018 levels and achieve
net-zero emissions by 2050. The 2018 corporate GHG emissions inventory shows that
municipal fleet vehicles are responsible for 13.8 per cent of municipal GHG emissions.
Similarly, the 2015 Durham Community Energy Plan shows that the transportation
sector is responsible for 47 per cent of region-wide emissions. By transitioning
Municipality’s fleet from internal combustion engine vehicles (ICEs) to electric vehicles
(EV)s and by helping the public to also make the switch, the Municipality is taking an
important step to reduce carbon emissions and respond to climate change.
The switch to EVs is already underway. In June 2021, the Federal government set a
target for all passenger vehicles sold in Canada to be electric by 2035. All major auto
manufactures now have models of EVs available, many of which are less expensive to
operate and maintain than ICE vehicles. More models of EVs, including transport vans
and pickup trucks are coming online in 2022.
This Electric Vehicle Action Plan (EVAP) was created to guide the Municipality’s
corporate transition to EVs over the next five years (2022 to 2026). The EVAP maps out
the Municipality’s annual EV purchases and infrastructure needs and makes
recommendations for the timing and ideal locations for EV charging stations. EVs offer
Clarington an opportunity to significantly reduce GHG emissions and fuel costs from the
municipal fleet while simultaneously encouraging community-wide uptake of EVs by
demonstrated leadership in adoption and investment in charging infrastructure.
The implementation of this plan will require interdepartmental coordination as the
Municipality adapts to a new vehicle type and fueling system. The public charging
aspect of this plan is intended to serve the long-term needs of the community on
Municipal properties.
There is a gap in public EV charging in Clarington that needs to be filled.
Objectives
On March 2, 2020, Council passed resolution #C-066-20: “That it be policy for all future
car and SUV purchases be electric vehicles or similar vehicles without tailpipe
emissions where practicable.” This plan puts Clarington on a path to fulfill this
resolution. The objectives of this plan are: 1) to transition Clarington’s municipal fleet to
EVs; 2) provide public EV charging on municipal properties to fill the current public EV
charge station service gap, and 3) reduce corporate GHG emissions as part of the
Municipality’s efforts to achieve net-zero carbon emissions by 2050.
This plan will also satisfy action 1.30 of the Clarington Corporate Climate Action Plan, to
update the Municipal Green Fleet Strategy and establish a five-year plan to electrify
municipal fleet vehicles where practicable. This plan is intended to guide the transition
of the municipal fleet to include at least 25 low carbon electric hybrid vehicles (hybrids),
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plug-in hybrid electric vehicles (PHEVs) and electric vehicles (EVs) over the next five
years.
In addition to transitioning the municipal fleet to electric, the installation of public EV
charging stations will demonstrate Clarington’s commitment to serving the public. The
EVAP proposes 60 charging points to be installed across the Municipality by the end of
2026 to meet the needs of municipal fleet and public vehicles. The installation of public
EV stations will bridge the current service gap in Clarington and contribute to Ontario’s
much-needed network of public EV charging stations. Figure 1 illustrates the current
gap in charging infrastructure in Clarington.
Figure 1 - EV charging stations in Southern Durham Region, illustrating the service gap in Clarington
About EVs and EV Charging
Electric Vehicle Basics
Unlike traditional internal combustion engine (ICE) vehicles, which rely on gasoline or
diesel fuel to power an engine to move, electric vehicles use an internal battery and
electric motor to operate. Because of this, there are no tailpipe emissions from electric
vehicles. By switching to EVs, electricity providers can reduce overall transportation
emissions by integrating renewable, low carbon energy sources into electrical grid, such
as wind, solar, hydroelectric, and nuclear. The below chart describes the main types of
light-duty zero and low emissions vehicles currently available.
Type of Vehicle Description
Hybrid Vehicle A vehicle with a gasoline engine and electric motor,
both of which are used to power the car. These
models cannot be plugged in to charge and typically
rely on regenerative braking to charge the battery.
Plug-In Hybrid Electric Vehicle
(PHEV)
Like hybrids, PHEVs employ both a gasoline engine
and an electric motor. The main difference is PHEVs
use a wall plug to charge, have a larger battery, and
(therefore) can go further using only battery power,
using the gasoline engine as a backup.
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Zero Emissions Vehicle (ZEV) A zero emissions vehicle is any vehicle that does
not directly produce emissions from operating (what
would be considered ‘tailpipe emissions’ from the
above vehicle types). Most ZEVs use an electric
battery and motor, but hydrogen fuel cell vehicles
also fall into this category (given the lack of options
and available infrastructure, hydrogen vehicles have
not been considered as part of this plan).
Electric Vehicle (EV) An electric vehicle is powered solely by a large
internal battery and electric motor. They can use
wall plugs to charge or use fast charging
infrastructure to replenish the battery faster. The
motors are much less complex than ICE’s and a fully
electric car has a substantially farther range than a
PHEV does using solely it’s battery. These are also
referred to as battery electric vehicles or BEVs.
Table 1 - Types of Electric Vehicles
EV Charging Stations
To fuel Clarington’s electric vehicles, charging stations will need to be installed across
the Municipality at convenient locations, with enough grid capacity to accommodate
them. There are three kinds of EV chargers which the Municipality could install for fleet
and public use. Each has different infrastructure requirements and price points.
Level 1 AC Chargers (120V)
The slowest of the three charging options. Level 1 charging involves plugging the
electric vehicle into a standard 120-volt wall outlet and is a popular choice for overnight
charging at home as it does not require any additional infrastructure or electrical
capacity. The rate of charge or ‘Range Per Hour’ (RPH) is 8km/h. Level 1 chargers are
best suited for vehicles that are driven less than 100 kilometres a day and can be left to
charge overnight. This entry-level charger usually operates on a standard 15 or 20-amp
circuit. Level 1 chargers do not come at an extra cost as the 120-volt outlet is a
household standard, and the charging cable is included with the EV.
Level 2 AC Chargers (240V)
Level 2 chargers are also common for overnight at-home charging of EVs and are
increasingly common in public parking lots where drivers stay for relatively long periods,
such as outside a mall or grocery store. Level 2 chargers are the most common type of
public or fleet charger. They require dedicated infrastructure and electrical capacity to
operate and are most useful for vehicles that will be plugged in for at least an hour. At
240 volts, Level 2 chargers deliver an RPH between 19 to 40 kilometers depending on
the model of charger and EV type. These chargers can range from 20 to 80 amps (32
amps being the most common). The installation costs for the infrastructure can range
from $2,500 to $15,000.
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DC Fast Chargers (480V)
Direct current fast chargers (often called Level 3 chargers) can deliver an RPH charge
of over 160k/h; some EVs can have their battery charged to 80 per cent in as little as 30
minutes. They are commonly installed along highways or long-distance routes where it
is expected an EV will need to recharge and time is a factor. It should be noted that not
all EVs are equipped with a DC fast-charging port, and some can only utilize Level 1
and 2 chargers. These chargers have the highest installation price point as they have
higher electrical requirements, and more electrical infrastructure is required as they can
operate anywhere from 60 to 800 amps. The typical installation price of a Level 3
charger is $75,000 and up.
Networked vs. Non-Networked Stations
Another consideration when installing EV infrastructure is whether to invest in
networked or non-networked chargers. The main benefit to non-networked stations is
the purchasing and servicing costs are lower than networked stations. Non-networked
stations do not feature an internet connection and therefore do not have the ability to
charge a user fee, committing those who install them to provide free charging.
By contrast, networked stations give the Municipality the capability to apply user fees (to
supplement maintenance and replacement costs) and track fleet fuel consumption by
car for accurate departmental billing. Networked stations are slightly more expensive to
purchase and require a fee to be paid to a service provider. Networked stations provide
powerful use-management tools that give the Municipality the ability to set charge and
idling fees, send reminders to users whose batteries are fully charged, restrict public
use of fleet chargers during specified periods, and collect data on usage trends.
After consideration of the above charge station capabilities and the most likely usage
patterns for fleet and public charging, the chargers which will be primarily used in
Clarington will be networked, Level 2 chargers. These chargers will allow fleet and
public usage to be tracked and billed appropriately while also monitoring wider usage
trends, which will inform future installation decisions. As fleet vehicles will sit idle
overnight, their battery will have time to fully recharge before they are needed the next
day. These chargers will be useful to residents visiting municipal buildings or public
parking lots for 30 minutes or more. According to research conducted by Trent
University, networked Level 2 chargers balance cost and reliability and are the
appropriate choice for Clarington.
Rationale for Switching to Electric
Direction from Council
On March 2, 2020, Council passed Resolution #C-066-20: “That it be policy for all future
car and SUV purchases be electric vehicles or similar vehicles without tailpipe
emissions where practicable.”
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On March 3, 2020, Clarington Council approved Resolution # GG-083-20, declaring a
climate emergency, stressing the need to act to respond to the threats that climate
change present to the Municipality.
On March 2, 2021, Council’s direction to transition the municipal fleet to zero-emission
vehicles was further strengthened with the endorsement of the Clarington Corporate
Climate Action Plan (CCCAP). The CCCAP sets targets for the Municipality to reduce
corporate GHG emissions 35 per cent by 2030 and achieve net-zero emissions by 2050
from 2018 levels – a goal which is only possible with the adoption of EVs across the
fleet. Action 1.30 in the CCCAP calls for the creation of a green fleet strategy and a plan
to electrify the corporate fleet. More broadly, the CCCAP supports climate actions that
reduce corporate energy use and GHG emissions.
Alignment with the Region of Durham
Clarington’s push to switch its fleet to EVs and develop EV charging infrastructure is
supported by the Durham Community Energy Plan (DCEP), which was endorsed by
Clarington Council on November 25, 2019, through Resolution #GG-551-19.The DCEP
sets a goal to support the transition of the transportation sector in Durham to electric.
Clarington has already collaborated with the Region of Durham, Ajax, Whitby, and
Oshawa, on two applications to the federal Zero Emissions Vehicle Infrastructure
Program (ZEVIP) for funding to install EV charging infrastructure across the region.
Both applications have been awarded.
EV Support in Ontario
As referenced in the Made-in-Ontario Environment Plan, the Provincial Government has
signaled its support for an EV transition by investing $295 million into the Ford Oakville
Assembly Complex. The investment will transform the automobile manufacturing facility
into a battery electric vehicle production facility.
On November 17, 2021, the provincial government announced that it will work with the
auto industry to prioritize EVs in Ontario by: 1) supporting vehicle and parts production
for electric vehicles; 2) establishing and supporting an electric battery supply chain
ecosystem; 3) innovating on EV development; and 4) investing in auto workers.
Investment in domestic electric vehicle production is a positive indicator that the
provincial government has confidence in the growing EV market.
Direction from the Federal Government
On June 29, 2021, the Federal Government announced a plan to ban the sale of light
duty ICEs by 2035, accelerating their previous target to have 100 per cent EV sales in
Canada by 2040. New interim targets are currently under development, though it is
expected that they will be more ambitious than the previous plan’s goal of converting 10
per cent of all light-duty vehicle sales to ZEVs by 2025 and 30 per cent by 2030. This
mandatory target is part of the federal government’s plan for nationwide carbon
neutrality by 2050 and is supported by a series of policies and incentives to help
consumers, manufacturers and governments prepare for the transition.
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To spur demand from consumers, the federal government has committed $587 million
to the popular federal EV rebate program, which offers those who buy zero-emissions
vehicles up to $5,000 in purchasing rebates. To ease the transition for the automotive
industry, tax cuts and strategic partnerships are being rolled out for affected businesses.
The Federal Government has also committed $460 million to build EV charging
infrastructure across the country. The Zero Emissions Vehicle Infrastructure program
(ZEVIP) (from which Clarington has already benefited) will distribute $240 million of the
total committed funds to subsidizing EV charge station purchase and installation costs.
With this plan in place, Clarington is in an ideal position to access for federal funding to
install EV stations for public and fleet use.
Environmental Benefits
GHG emissions from vehicles (tailpipe emissions) are some of the easiest emissions to
pinpoint and eliminate, as they come from a single source and can be easily quantified.
Unlike ICEs, which burn fossil fuels and emit GHGs during operation, EVs rely on the
electricity grid for their energy. As such, EVs are as ‘clean’ as the electricity grid used to
power them. Most of Ontario’s electricity is produced from low or no carbon sources,
including nuclear, hydro, and renewable energy sources; with some backup power
coming from natural gas ‘peaker plants,’ which compensate for spikes in energy
demand. A transition to EVs will realize emissions reductions, reduce air pollutants, and
significantly contribute to achieving the Municipality’s net-zero emissions target.
The public switch to EVs is already taking place. Current trends in vehicle purchases,
coupled with the federal government’s pledge to ban the sale of ICEs by 2035, indicate
that public adoption of EVs will increase sharply in the coming years.
Auto manufactures are also pushing the switch to EVs. All major auto manufactures are
now selling EVs, with over 50 models of EVs for sale in 2022. All major auto
manufactures have publicly committed to continuing the transition to EVs.
The EVAP includes options for installing public EV charge stations in strategic locations
on municipal properties to support the public to transition to EVs. By installing publicly
accessible chargers, the Municipality is providing the community with needed EV
charging infrastructure and actively promoting the reduction of community GHG
emissions that contribute to climate change.
Community Benefits
Clarington residents face barriers to widespread EV adoption, including a lack of
charging infrastructure and a lack of trust in the reliability of EVs. Clarington can
address some of these concerns by educating the public about EV technology and
providing EV charging stations for the public to use. The visible presence of more
charging stations and EVs on Clarington’s roads will also help to normalize the EVs as a
trusted option for consumers.
In a report completed by Trent University in 2020 for the Municipality of Clarington,
range anxiety was identified as one of the principal concerns cited by those considering
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an EV purchase, a city-led effort to build out local charging capacity will accelerate the
community adoption to EVs.
A community-wide transition to EVs will benefit the community in several ways: The
electric motors in EVs are much quieter than ICEs. Therefore, reducing the number of
ICE vehicles on Clarington roads will reduce noise pollution in urban neighbourhoods;
switching to EVs will reduce the number of vehicles emitting tailpipe emissions,
improving air quality across the Municipality; Reducing (and eventually eliminating)
tailpipe emissions will reduce greenhouse gases (most notably carbon dioxide and
methane) and local air pollutants (notably carbon monoxide, sulfur oxides and volatile
organic compounds).
Beyond air and noise pollution, electric vehicles will bring increased reliability and
decreased operating costs to owners. The simplicity of an electric motor and the
reduced number of moving parts in an electric car means that EVs have been found to
be more reliable and require less regular maintenance than ICEs. Lower maintenance
costs are coupled with cheaper fuel prices to bring a lower total cost of ownership after
the upfront purchase price is taken into consideration (Appendix C – Vehicle Cost of
Ownership).
The public EV stations proposed in the EVAP are intended to be revenue-neutral,
ensuring fueling costs for residents stay low. As maintenance and replacement costs for
the charging stations are well known, EV fueling costs from municipal charging stations
will remain predictable and relatively unchanging over the coming years. While gasoline
and diesel prices are anticipated to rise with the federal carbon tax, EV drivers can
expect to benefit from low fuel costs relative to petroleum-based alternatives.
Cost Considerations
Shifting Vehicle Lifecycle Costs
Transitioning to an EV fleet requires a reconceptualization of municipal vehicle budgets.
Currently, electric vehicles have higher Manufacturer Suggested Retail Prices (MSRP)
than similar ICE models. Despite their higher MSRPs, EVs offer lower fuel and
maintenance costs over the lifespan of the vehicle.
While maintenance costs between ICEVs and EVs vary significantly depending on
vehicle make, model, drive cycle and other factors, research shows that EVs have
substantially lower maintenance and fuel costs. EVs contain fewer moving parts and
have fewer fluids to change than ICE vehicles.
The Ontario Ministry of Transportation estimates that, for a car driven 20,000 km/year,
the average yearly fueling cost for EVs is approximately $530; a similar size ICE would
cost $2,500. The estimates assume overnight (off-peak) charging and a gasoline price
of $1.20/L (2020).
A 2018 report from the 2 Degree Institute estimates that combined fuel and
maintenance costs are 66 per cent less per year for EVs than they are for similar ICEs
in Ontario. Taking into consideration upfront purchase cost, fuel, and maintenance, EVs
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cost on average $27,000 less than ICEs over a 15-year life of life of the vehicle
(250,000km)
Most municipal vehicles in Clarington are replaced within 7 years, before they require
serious or ongoing repairs. However, EVs offer savings on routine maintenance costs
as the electric motor and drive train do not need regular servicing (such as the oil
changes and engine maintenance required by ICEs). The relative simplicity of EVs
compared to ICE vehicles reduce the risk of unexpected malfunctions.
A 2001 report by the Clean Air Partnership, which compares EV and ICE vehicles in
fleet applications in London Ontario and The Frasier Valley Regional District, all-electric
EVs save more than $3,000 from reduced fuel and maintenance costs, compared to
ICE vehicles the current fleet vehicles (based on average 13,000km/year and service
life of 7 years).
With current government incentives, current carbon tax, and reducing EVs prices, and
increasing petroleum fuel prices it is probable that EVs would outperform ICEVs on total
cost of ownership as fleet vehicles in Clarington.
As such, and departmental budgets will need to account for a higher upfront purchasing
cost for EVs with the understanding the Municipality will likely save money over the 7-
year replacement life of the vehicle. See Appendix C for more information about these
figures.
Purchasing Incentives
To encourage electric vehicle purchases, the Government of Canada has launched the
Incentives for Zero Emissions Vehicles Program (iZEV), which offers rebates of up to
$5,000 on the purchase of new electric vehicles. The federal government has
committed to the iZEV program through the 2022 fiscal year, but at this point, further
funding has not been announced.
Federal Electric Vehicle Incentives (July 2021)
Type of Vehicle Financial Incentive
(rebate) Eligibility Definition
Battery Electric Vehicle,
Hydrogen Fuel Cell Vehicle,
or Long-range Plugin Hybrid
Electric Vehicle
$5,000
All zero-emissions vehicles or
Plug-in hybrids with a battery
capacity greater than 15kWh,
with a base model MSRP of
$45,000 or less.
Short-range Plugin Hybrid
Electric Vehicle $2,500
All Plug-in hybrid vehicles with
a battery capacity lower than
15kWh, with a base model
MSRP of $45,000 or less.
Table 2 - Federal Electric Vehicle Incentives (July 2021)
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Charger Installation Costs
To fuel the EV fleet and offer charging options to residents, Clarington must invest in EV
charging stations in advance of electric vehicle purchases. Many factors must be
considered when costing new charging stations, including site design, transformer and
panel upgrades, site preparation, EV station hardware, repair, and maintenance. A
detailed breakdown of anticipated costs by location can be found in Appendix A – EV
Charger Installation Costs.
Fleet Charging Stations
To provide predictability for staff, each fleet EV will be assigned a centrally located
parking/charging spot, where the vehicle will charge each night. The number and
location of charging stations has been mapped out as part of the EVAP process to
provide predictability and security to departments purchasing EVs. Each department will
continue to be responsible for budgeting for the purchase, maintenance, and fuel costs
for the vehicles their department uses. Appendix B outlines by year the location and
number of fleet stations to be installed, as well as the department(s) which will be using
them and therefore responsible for including them in their budgets.
Public Charging Stations
As a service to the community, public EV chargers will be installed at high-traffic
locations across the Municipality. Ideal public EV charge station locations were
identified based on a set of criteria based on research conducted for the Municipality
Trent University (outlined below). Appendix B identifies the location and number of
public charging stations to be installed by year. These stations are primarily intended to
be used by the public while they are accessing the nearby facilities, services, and
businesses. While these chargers are considered public, they may be utilized by
municipal fleet vehicles during the workday if needed. Fleet vehicles will be expected to
charge overnight at their designated charging space.
As public stations will be located at municipally owned recreation complexes, buildings
and parking lots, funding for public stations will be included in the Community Services
department yearly budget. Council should consider increases to Community Service
annual budget to accommodate the additional expenses associated with the installation
and maintenance of community EV charging stations as a service to the community.
Public charging stations are considered ancillary services offered to residents as an
added benefit to residents accessing municipal facilities.
While seed funding will be needed to make the initial purchase for public EV stations,
user fees will be applied to offset the maintenance, repair, and replacement costs for
public stations. Fees for the use of public stations are intended to be revenue-neutral,
encouraging public EV adoption while maintaining a reasonable fee for use.
EV Charge Station Incentives
The federal government has made funding available to assist with the proliferation of EV
charging infrastructure through the Zero Emission Vehicle Infrastructure Program
(ZEVIP). Through the ZEVIP program $280 million has been committed until 2024 to
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subsidize 50 per cent of the costs associated with installing charging infrastructure up to
$5000 per charge point.
Clarington has already benefited from federal ZEVIP funding. In Fall 2019, Clarington, in
partnership with Durham Region, Ajax, Oshawa, and Whitby, successfully applied to
Natural Resources Canada (NRCan) for funding through ZEVIP. This application
secured 60 Level 2 charge points for the region, kickstarting a region-wide push for EV
adoption. Clarington received approximately $21,400 from NRCan, subsidizing the cost
of five public charge points in downtown Bowmanville.
In the Spring of 2020, Clarington, Whitby, Scugog and the Region of Durham
successfully applied for a second round of ZEVIP funding to install a further 42 stations
across the region. Clarington received approval for $82,000 from NRCan to subsidize
the installation of 18 charge points across the Municipality ($4,554 per charge point). By
the end of 2022, Clarington will have 21 public charge points and fleet charge stations.
Clarington staff will continue to take advantage of external funding opportunities for EVs
and EV charging stations as it transitions its fleet to electric and develops public EV
charging infrastructure on Municipal properties.
Other Considerations
Emergency Vehicle Exemptions
During the development of the EVAP Emergency and Fire Services staff expressed
concerns regarding electric vehicle performance during emergency situations.
Specifically, staff brought forward concerns regarding towing capacity, battery life and
vehicle range during prolonged vehicle use in cold weather. Electric pickup trucks have
only recently come to market. As such, there has not been a significant amount of time
to assess their performance in real-world emergency situations. To ensure the reliability
of vehicles during extended emergency situations, Emergency and Fire Services
vehicles have been exempted from the EVAP. The EVAP recommends that Emergency
and Fire Services prioritize vehicles with high energy efficiency and low carbon
emissions when selecting vehicles moving forward. The use of EVs in Emergency and
Fire operations will be revisited as more information about the use of EVs in emergency
situations becomes available.
Expanding Vehicle Options and Technology
The EVAP includes only light-duty cars, vans, and trucks up to half-ton (equivalent to a
Ford F-150). The electric vehicle options coming to market in 2022 and beyond are
expanding. This is especially relevant for pickup truck and van replacements, which will
provide more options for the Municipality when choosing vehicles. The EVAP will be
reviewed annually to evaluate expanding EV availability to assess potential EV options
for light, medium, and heavy-duty vehicles. Moving forward, staff will also consider less
conventional electric vehicle options such as ice resurfaces, fire trucks, e-mobility
scooters, e-bikes, and other ZEV options as they become available.
The goal of the EVAP is to convert Clarington’s fleet EVs across all municipal
operations where practicable to do so. As electric vehicles become more prevalent,
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more options and lower MSRPs will give the Municipality an expanded range of lower-
cost vehicle replacement options. While the range of EVs is already around 400
kilometers per charge, the range if EVs is projected to increase as battery technology
continues to improve.
Plan Development Process
Assumptions
The EVAP has been designed based on a set of assumptions about how EVs and EV
charge stations will be used by staff and the public. These assumptions are based on
best practices identified by staff through research and consultation with stakeholders.
Fleet Charging Infrastructure Assumptions
Assumption Rationale
Each fleet vehicle will have a designated
charge point and parking spot.
Designated EV charge points and parking
spaces will provide simplicity and
consistency to staff.
Future municipal buildings will be
constructed with the inclusion of fleet
charging stations, as appropriate.
Clarington will continue to expand its EV
fleet beyond the 2026-time horizon of this
plan and will require more charging
capacity. It is much less expensive to
design and build in charging capacity
during initial construction than to retrofit
buildings at a later date.
All EV stations will be located on
municipal property.
Installing EV stations on municipal
property simplifies construction timelines,
lowers costs, and provides continuity of
parking spot availability to staff.
100 per cent of eligible light-duty vehicles
set to be purchased in the next five years
will be electric.
Direction from Clarington Council requires
a transition to EVs wherever practicable.
100 per cent of the municipal fleet will be
electric by 2035 where practicable.
The federal government has set a target
to ban the sale of light duty ICEs by 2035.
All EV stations will be networked. Networked stations allow staff to track
station use and can be used to charge a
fee for public use.
Most of the EV stations will be ‘Level 2’
charging stations.
Fleet Vehicles will be parked there
overnight; Level 2 stations balance cost
and charging speed. Level 3 charge
stations will be considered for charging
fleet and public EVs in urgent situations.
Some Emergency and Fire Services
vehicles will be exempt.
Concessions will be given for Emergency
and Fire Services vehicles due to the lack
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of sufficient data about the use of EVs in
emergency situations and the high need
for vehicle reliability in emergency
situations.
No stations will be located at small
community halls.
These locations do not get enough use to
be prioritized as part of the EV charge
station site selection criteria (see site
selection criteria below).
The number of stations installed is based
on projected need and transformer
capacity.
User needs and grid capacity are limiting
factors for the installation of EV charge
stations.
Station installations are intended to meet
imminent need and prepare for future
expansions.
Preparing sites for further rounds of
charger installations will reduce the
overall installation costs associated with
transitioning the municipal fleet to electric.
Some fleet stations may be made
available to the public during
predetermined hours.
Fleet charging capacity may not be
needed during the municipal working day;
these stations could be utilized by
citizens, maximizing charger utility.
Table 3 - Fleet Charging Infrastructure Assumptions
Public Charging Infrastructure Assumptions
Assumption Rationale
The Municipality has a role in promoting
community EV adoption to reduce GHG
emission, noise pollution and air pollution.
By declaring a climate emergency,
Clarington has taken a leadership role in
fighting climate change. Encouraging the
adoption of EVs in the community is a
significant step in reducing GHG
emissions causing climate change.
Future municipal buildings will include EV
public EV charging stations in their design
and construction.
Clarington will continue to expand its
public charging network beyond 2026. It
is much less expensive to design and
install EV charging into new buildings
than to retrofit existing buildings.
Municipally owned parking lot rehabs that
meet the site selection criteria for public
stations will be prioritized (see site
selection criteria below).
Coordinating EV station installations with
scheduled parking lot resurfacing will
save on installation costs.
All EV stations will be located on
municipal property.
Installing EV stations on municipal
property simplifies construction, ensures
control and ownership of stations stays
with the Municipality.
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The installation of public stations is based
on community trends toward EV adoption.
EV sales are expected to increase
exponentially over the next 14 years. The
federal government has set a target to
phase out (until the anticipated complete
ICE phase-out by 2035)
All Stations are networked. Networked stations allow the Municipality
to track EV station use and allow for the
application of a fee for service, based on
Clarington’s Fee Bylaw and Signage
bylaw.
EV Charging stations will be revenue
neutral.
The fee charged for the use of public EV
stations will only be applied to cover the
cost of operating, maintaining, and
replacing the stations.
No stations will be located at small
community halls
These locations do not get enough use to
be prioritized as part of the EV charge
station site selection criteria (see site
selection criteria below).
The number of stations installed is based
on projected need and transformer
capacity.
Need and grid capacity are limiting
factors for installing community EV
stations.
Fleet vehicles can use public charging
stations.
During the day, staff may need to charge
their fleet vehicles at locations distant
from their designated charging station. As
the Municipality’s primary duty is service
delivery to residents, fleet vehicles will be
permitted to charge at public stations.
Table 4 - Public Charging Infrastructure Assumptions
Plan Creation Methodology
Electric Vehicle Inventory Methodology
To create this plan the Municipal Interdepartmental Climate Change Working Group
(ICCWG) convened to set the objectives of the plan and establish milestone dates. The
ICCWG has been updated monthly throughout the creation of the plan to guide the
development of the plan and review its content.
To begin, staff created a list of key stakeholders from each department with direct
knowledge of future vehicle acquisitions. Identified stakeholders submit a list of all
anticipated new and replacement vehicle purchases between 2021 – 2026. This list was
analyzed, and all light-duty vehicles with suitable EV replacement options (cars, SUVs,
transport vans, and light-duty trucks) were counted to create an anticipated 5-year EV
inventory.
Once the number of EVs expected to be purchased over the next five years was
established, it was used to determine how many charge points would need to be
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installed each year to ensure sufficient charging capacity to accommodate yearly EV
purchases. As a precautionary measure, and to leverage available federal funding, the
installation of EV charge stations for over the next five years was prioritized for
installation early in the 2022-2026 period, with most of the fleet charging locations
scheduled to be installed in the next three years.
Once the EVAP was drafted and reviewed by the ICCWG, it was circulated more
broadly to department heads for internal feedback. Several one-on-one meetings were
also held with key representatives from Community Services, Emergency and Fire
Services and Public Works to address the specific challenges or circumstances and
incorporated into the plan.
EV Charger Site Selection
The EVAP focuses on retrofitting existing buildings and parking lots to install the
charging capacity needed by fleet and public vehicles. It is expected that all new
municipal buildings will integrate public and fleet EV charging into their designs, taking
into consideration the site selection criteria outlined below.
A list of potential sites was compiled from all municipal properties, including buildings
and parking lots. This list was initially assessed and refined by Community Services
facilities staff and Public Works staff to eliminate locations that were deemed unsuitable
for infrastructure installation. Locations were eliminated because they were remote,
unused, or slated for demolition or sale. Small community halls owned by the
Municipality were also excluded, as these locations are typically operated by third-party
groups, complicating installation processes. The resulting list contained 38 potential
sites to install public and fleet charging stations.
The sites were reviewed again and assessed for their suitability for fleet and public
charging, creating a list for each. For each list, a set of criteria was developed to guide
the site selection process for public and fleet chargers to ensure the optimal placement
of EV stations. The site selection criteria were used to rank the remaining options. Sites
were scored based on how many of the criteria were met, with grid capacity being a
mandatory requirement for consideration. A complete list of sites and assessment
criteria can be found in Appendix B - Projected EV purchases by Year.
Fleet Charger Suitability Criteria
After from the initial suitability assessment, five criteria were used to gauge the
suitability of locations for fleet EV charger installation. Suitability criteria include:
Near municipal offices or depots
Near where staff are working
There are enough parking spaces for staff personal vehicles and fleet vehicles
There is enough space for an adequate grouping of EV chargers (4-8 stations)
There is a transformer or electrical panel with sufficient capacity to accommodate
the EV chargers
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Public Charger Site Selection Criteria
After the initial suitability assessment, five criteria were used to gauge site suitability.
Suitability criteria include:
Significant traffic at the site
Potential to attract users
The area underserved by charging stations
There is enough space for an adequate grouping of EV chargers (4-8 stations)
There is a transformer or electrical panel with sufficient capacity to accommodate
the EV chargers
For each list, locations scoring a ‘Medium’ or ‘High’ were prioritized for charge station
installation within the next five years. Eight public charging locations and nine fleet
charging locations were identified for development between 2021 – 2026. A timeline,
broken down by year was created, listing the public and fleet charging stations that
would be installed each year. Locations that can accommodate large banks of stations
and locations where many fleet EVs can conveniently be parked and charged have
been prioritized for early installations.
Once a list of prioritized locations was identified, it was circulated for feedback to
members of the ICCWG and departmental staff whose fleet vehicles will be replaced
with an EV during the plan’s five-year time horizon. The finalized timeline of station
installations can be found in Appendix B - Projected EV purchases by Year.
EVAP Adaptability
The EVAP is intended to be a living document, with amendments expected over the
course of the five-year plan. Any changes made throughout the life of this plan should
be made with the goal of expanding Clarington’s fleet of EV charging infrastructure.
Changes to the EVAP will be based on the availability of funding, the expansion of EV
model availability, improvements to EV charging infrastructure and increased ambition
by Municipal Council.
Yearly EV and Charge Station Breakdown
The following section summarized the information in Appendices A and B. The
information contained herein is subject to change as departments and Council may shift
priorities or ambitions regarding the below purchases. Vehicle purchasing years are
especially subject to change as departments may opt to delay or expedite new vehicle
purchases.
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Yearly Overview
Year New EVs/Hybrids
purchased
New public chargers
installed
New fleet chargers
installed
2021 7 5 8
2022 3 6 8
2023 9 8 6
2024 1 8 0
2025 2 2 2
2026 3 10 0
Total 25 39 24
Table 5 - EVs purchased, Public Chargers and New Chargers Installed by Year
Note: The higher number of EVs purchased than fleet chargers installed is not a cause
for concern, as the Municipality already has several chargers in operation, which pre-
date the EVAP.
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EV Charge Station Locations
Figure 2 - Proposed Fleet EV Charge Stations
Figure 3 - Proposed Public EV Charge Stations
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2021
In 2021, six EVs and one hybrid vehicle were budgeted by the Municipality. All six EVs
were purchased by the Planning and Development Services department and will be
charged at the fleet chargers located at Garnet B Rickard. The hybrid vehicle was
purchased by the Emergency and Fire Services Department.
Vehicle Costs
Department Vehicle Type and Model Projected MSRP
(Rounded)
Planning and Development
Services EV (car) $45,000
Planning and Development
Services EV (car) $45,000
Planning and Development
Services EV (car) $45,000
Planning and Development
Services EV (car) $45,000
Planning and Development
Services EV (car) $45,000
Planning and Development
Services EV (car) $45,000
Emergency and Fire Services Hybrid $45,000
Total 6 + 1 Hybrid $315,000.00
Table 6 - 2021 Vehicle Costs
Note – budget does not reflect external funding subsidies that are currently available
Charger Costs
Location Address Charger
Type
Number of
Charge Points
Estimated Cost
(Rounded)
Garnet B Rickard
Recreation
Complex
2440
Highway 2,
Bowmanville,
ON
Fleet 8 $81,000
Church and
Division Street
Parking Lot
26 Division
St,
Bowmanville,
ON
Fleet and
Public 5 $66,000
Total 13 $147,000
Table 7 - 2021 Charger Costs
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Note – budget does not reflect external funding subsidies that are currently available
Garnet B Rickard Recreation Complex - Fleet Chargers
Garnet B Rickard is slated to receive a group of eight fleet chargers at the East side of
the building in late 2021. Six of these chargers are reserved for Planning and
Development EVs. The remaining two spots will temporarily be available to the public
until the final two Planning and Development Services EVs are purchased in 2022 and
2023, at which time they will become reserved for fleet parking. Garnet B Rickard
already has two networked stations to the West of the building and is scheduled to
receive more public charging stations in the coming years.
This location was prioritized for a large group of stations because its large parking lot
can accommodate eight stations without creating a shortage of parking spaces for other
drivers. The Recreation Complex is centrally located and near to where the vehicle
users will be working. The building also had sufficient electrical capacity to
accommodate the charging stations. Partial funding for these chargers has been
granted to Clarington through the federal government’s Zero Emissions Vehicle
Infrastructure Program (ZEVIP).
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Church and Division St Parking Lot - Public Chargers
The parking lot on the Southwest corner of the intersection of Church and Division St in
Bowmanville is the first location under the EVAP to have chargers installed. The
location consists of five charge points. One charge point is dedicated to fleet charging
for Legislative Services’. Four charge points are reserves for public charging.
The Church and Division Street parking lot was prioritized for EV charge stations
because of its central location in downtown Bowmanville. The location allows EV users
to charge their vehicles while visiting nearby businesses, municipal buildings, and the
library. The parking lot is large enough to allow for vehicle charging while not
substantially reducing the total number of available parking spaces. Partial funding for
these chargers was provided to the municipality through the federal government’s Zero
Emissions Vehicle Infrastructure Program (ZEVIP).
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2022
Clarington will add three EVs to their fleet in 2022. Legislative Services will acquire a
Plug-in Hybrid EV. The Planning and Development Services and Emergency and Fire
Departments will each purchase an additional Chevy Bolts.
A bank of six fleet chargers will be installed at the Community Resource Centre to
charge the Legislative Services department’s vehicles, which will acquired in 2022 and
2023. Two fleet charge points will also be installed at Fire Station 1. The community is
slated to receive six new charge points as well: two at the Orono Branch Public Library,
and four at the Courtice Community Complex.
Vehicle Costs
Department Vehicle Type and Model Projected MSRP
(Rounded)
Planning and Development
Services EV (car) $45,000
Fire and Emergency Services EV (SUV) EUV $60,000
Legislative Services PHEV (car) $50,000
Total 3 $155,000
Table 8 - 2022 Vehicle Costs
Note – budget does not reflect external funding subsidies that are currently available
Charger Costs
Location
Address
Charger
Type
Number of
Charge
Points
Estimated Cost
(Rounded)
Community
Resource Centre
(Firehouse Youth
Centre)
132 Church
Street,
Bowmanville,
ON
Fleet 6 $68,000
Fire Station #1 2430 Highway
2, Bowmanville,
ON
Fleet 2 $26,000
Courtice
Community
Complex
2950 Courtice
Road, Courtice,
ON
Public 4 $52,000
Orono Library s 127 Church
Street, Orono,
ON
Public 2 $38,000
Total 14 $184,000
Table 9 - 2022 Charger Costs
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Note – budget does not reflect external funding subsidies that are currently available
Community Resource Centre (Firehouse Youth Centre) - Fleet Chargers
The bank of six fleet charge points to be located at the Firehouse Youth Centre will
draw power from electrical transformers located on electrical polls at the site. The site
will primarily charge vehicles from the Legislative Services Department, specifically the
vehicles purchased in 2022 and 2023 and a further two EVs in 2026. Though the bank
of stations is intended for fleet charging, the unassigned charge points at this location
will be made available for public charging until to allow for excess capacity should the
municipality decide to expand its fleet with more EVs.
This location was selected because the parking lot allows for the installation of a bank of
EV charge stations without significantly impacting the total amount of parking spots
available to the public. The Firehouse Youth Centre is centrally located near the
Municipal Administrative Centre, which is a convenient and central location near to
where staff are working.
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Fire Station #1- Fleet Chargers
Two additional charge points will be added to Fire Station #1, bringing the total number
of chargers at the site to four. They are necessary to meet the needs of the Emergency
and Fire Department’s expanding fleet of EVs (the department will have a total of four
EVs by the end of 2023).
Fire station #1 is situated among the most densely populated areas in Clarington. It has
the required electrical capacity to accommodate more chargers and has already
undergone electrical work to install the first two charge points in 2020.
Courtice Community Complex - Public Chargers
The Courtice Community Complex has a parking lot large enough to dedicate four spots
to EV charging locations while ensuring there is sufficient parking at the site. Currently,
there are no publicly available chargers in Courtice. These four charge points will
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address a service gap in the community. The Courtice Community Complex hosts a
swimming pool and other activities which will keep patrons on the site for at least an
hour (on average), making it a suitable location for level 2 chargers. It is a high-traffic
location for the community, and the chargers’ visual presence at the site will serve as a
reinforcement of Clarington’s commitment to an EV transition. This location has more
than enough panel capacity to accommodate these chargers and future expansions of
up to six or more charge points.
Orono Public Library - Public Chargers
Orono does not currently have any EV charge points. Placing two at the library will
begin to fill the public EV charging gap for the community and provide a location for
municipal fleet vehicles to recharge at night. These charge points may also serve as an
indirect method of increasing tourism for the community. The charge points will be
located near Highway 115 and the several restaurants, shops, and green spaces.
Locally, the availability of EV charging may encourage residents to consider adopting
EVs.
2023
The Planning and Development Department will acquire their eighth Chevy Bolt in 2023,
at which point all eight charge points at Garnett B Rickard (installed in 2022) will be
dedicated for fleet use. Emergency and Fire Services will acquire two new EVs. All four
EMS EVS will be parked at Fire Hall #1 for charging. Legislative Services will acquire an
electric van and EUV. Lastly, the Public Works Department is slated to replace four
light-duty pickup trucks this year two of which were deferred from 2022. These trucks
are anticipated to be Ford F-150 Lightnings. The trucks will be parked and charged at
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Yard 42, which will have six EV charge points installed this year (later expanded to
eight). 2023 will also see the most significant build-out of public chargers to date, with a
total of eight being installed in three different locations across the Municipality.
Vehicle Costs
Department Vehicle Type and Model Projected MSRP
(Rounded)
Planning and Development
Services EV (car) $45,000
Emergency and Fire Services EV (EUV) $47,000
Emergency and Fire Services Hybrid (car) $47,000
Legislative Services EV (SUV) $47,000
Legislative Services EV (Cargo Van) $65,000
Public Works EV (pickup truck) $73,000
Public Works EV (pickup truck) $73,000
Public Works EV (pickup truck) $73,000
Public Works EV (pickup truck) $73,000
Total 9 $543,000
Table 10 – 2023 Vehicle Costs
Note – budget does not reflect external funding subsidies that are currently available
Charger Costs
Location Address Charger
Type
Number of
Charge
Points
Estimated Cost
(Rounded)
Yard 42
178 Clarke
Townline,
Bowmanville, ON
Fleet 6 $66,000
Bowmanville Indoor
Soccer Centre
2375 Baseline
Road,
Bowmanville, ON
Public 4 $53,000
Newcastle Branch
Library
150 King Avenue
East, Newcastle,
ON
Public 2 $38,000
Shaw Building 156 Church St,
Bowmanville, ON Public 2 $33,000
Total 14 $190,000
Table 11 - 2023 Charger Costs
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Note – budget does not reflect external funding subsidies that are currently available
Yard 42 - Fleet Chargers
Yard 42 is one of Clarington’s main service yards. Used primarily by the Public Works
Department, it is the location where service trucks and other vehicles are parked by
Public Work’s staff. This is an important location for EV chargers, as the municipal EV
fleet expands beyond sedans and SUVs. This location will receive a bank of six EV
charging points (later expanded to eight) and will be the main charging site for electric
trucks. At the time of writing, these are all anticipated to be Ford F-150 Lightnings,
though this may change as more electric truck options come onto the market.
Electric trucks and the city staff who operate them have different needs than those with
Sedans and SUVs. Yard 42 is one of the main Public Works hubs for Clarington. It
makes sense, then, to install charging stations for these and future trucks in the location
where they are most frequently used and parked. The fleet chargers at this location will
not be accessible to the public and will be for the sole use of city staff. The location is
central to where affected city staff operate, and the site has enough electrical capacity
to accommodate the six (later expanded to eight) chargers that will operate at Yard 42.
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Bowmanville Indoor Soccer Centre - Public Chargers
The Bowmanville Indoor Soccer Centre will host four EV charge points, all dedicated to
public use. The site is also a good candidate for future expansions past the EVAPs
2026 time horizon. The Centre is used year-round for indoor and outdoor soccer and
lacrosse games and maintains a steady flow of people, especially on the evenings and
weekend. While it has not been decided where the chargers will be located, it is
assumed that they will be close to the building and the entrance. Situating the stations
close to the structure will lower installation and electrical costs while providing a
preferred parking benefit for those who use them.
As a large sports centre with continual year-round usage, sufficient electrical capacity
and a large parking lot, the Bowmanville Indoor Soccer Centre was deemed to be a
highly suitable location for public charging.
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Newcastle Branch Library - Public Chargers
The Newcastle Branch Library will have two public charge points installed in its parking
lot. Though the location of the chargers has not yet been determined, it is likely that they
will be located close to the building to reduce installation and electrical costs.
There is a deficit of public EV charging infrastructure in Newcastle. There are currently
no publicly available EV chargers in the community, with the nearest public chargers to
be in Bowmanville and Orono. This is likely a deterrent to residents interested in
purchasing an EV. Installing EV charge points at the Newcastle Branch Library is a step
to encourage community members to adopt EVs. These chargers may offer the side
benefit of increased traffic and tourism to local businesses (especially the restaurants in
the area), given the community’s proximity to Highway 401.
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Shaw Building - Public Chargers
The two charge points to be installed at the Shaw building will be in the parking lot on
the left side of the building. This building has enough electrical capacity to
accommodate a double head charger. The chargers at this site will be designated as
public use charge points but given the building’s proximity to the Municipal
Administrative Centre and several fleet charging stations, the charge points at the Shaw
Building have been designated as a backup location for municipal EVs and may be
used for overnight fleet vehicle charging if the need arises.
The Shaw building is centrally located in downtown Bowmanville, providing EV charging
for residents while they visit the Municipal Administrative Centre or visit location
businesses and recreation locations in downtown Bowmanville. This location also offers
a benefit to fleet EVs; the chargers at the Shaw building can be used for overnight
charging if charge points at the Community Resource Centre require maintenance,
replacement or are otherwise offline.
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2024
Public Works is the only department expected to acquire a new EV in 2024. With the
replacement of another light-duty truck, they will add another Ford F-150 Lightning to
the fleet, which will also be charged at Yard 42. The EVAP’s goal to install most of the
required fleet charging in the early years of the plan means that in 2024, all 10 charge
points installed will be designated for public charging. Two double-headed chargers will
be installed at the Alan Strike Aquatic and Squash Centre (Alan Strike Centre). An
additional four charge points will offer community charging to those using the South
Courtice Arena.
Vehicle Costs
Department Vehicle Type and Model Projected MSRP
(Rounded)
Public Works EV (pickup truck) $73,000
Total 1 $73,000.00
Table 12 - 2024 Vehicle Costs
Note – budget does not reflect external funding subsidies that are currently available
Charger Costs
Location Address Charger
Type
Number of
Charge
Points
Estimated Cost
(Rounded)
Alan Strike Aquatic
and Squash Centre
49 Liberty Street,
Bowmanville, ON Public 4 $52,000
South Courtice
Arena
1595
Prestonvale
Road, Courtice,
ON
Public 4 $52,000
Total 8 $104,000
Table 13 - 2024 Charger Costs
Note – budget does not reflect external funding subsidies that are currently available
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Alan Strike Aquatic and Squash Centre - Public Chargers
The Alan Strike Centre is located centrally in Bowmanville, hosting both a pool and
squash courts. There are several parking lots that can be used when accessing the
Centre, and while the exact location for the chargers has not been determined, it is
likely that the charging spots will be located on the south side of the west parking lot, as
that location is closest to the transformer which the power would be drawn from. The
four level-2 two charging points will be primarily accessible to members of the public
who are using the Alan Strike facility.
The Alan Strike Centre enjoys consistent levels of year-round use, making it a medium-
traffic location in Clarington’s largest urban settlement area. Publicly accessible
charging installations at this facility are part of Clarington’s plans to extend EV charging
infrastructure to every medium and large-sized municipally owned building. This location
was deemed to be of medium suitability due to the building itself not having enough
panel capacity to accommodate the chargers, necessitating a separate service be run
from a nearby transformer.
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South Courtice Arena - Public Chargers
The South Courtice Arena is a year-round public facility with a skating rink, gymnasium,
meeting room, youth centre, and a football field, basketball court and dog park, which
are accessible in the summer months. The four charge points to be installed at the site
will be placed close to the building to reduce installation costs. The four charging spots
will be available exclusively for public use for those using the facility.
The South Courtice Arena is a high-traffic location with a steady user base year-round.
Its proximity to Oshawa means that it will likely receive more traffic than other locations
as the Arena draws in residents from the neighbouring city. The main building offers
more than sufficient electrical capacity. The site suitability selection criteria (outlined
above) indicate that this site would be a good candidate for future expansions to the
charging network. It is likely that Courtice will still be underserved by public chargers in
2024. This central, high-traffic location is an ideal spot for expansion.
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2025
At the time of writing, there are only two electric trucks planned for purchase in 2025.
Two chargers will be installed at Garnet B Rickard for public use, doubling the number
of public chargers currently installed at the site. Yard 42 will receive an expansion of two
additional charge points, creating additional charging capacity to accommodate the two
new trucks.
Vehicle Costs
Department Vehicle Type and Model Projected MSRP
(Rounded)
Public Works EV (pickup truck) $73,000
Public Works EV (pickup truck) $73,000
Total 2 $146,000.00
Table 14 - 2025 Vehicle Costs
Note – budget does not reflect external funding subsidies that are currently available
Charger Costs
Location Charger
Type
Number of
Charge
Points
Estimated Cost
(Rounded)
Garnet B Rickard
Recreation Complex
2440 Highway 2,
Bowmanville,
ON
Public 2 $24,000
Yard 42 (expansion)
178 Clarke
Townline,
Bowmanville,
ON
Fleet 2 $24,000
Total 4 $48,000
Table 15 - 2025 Charger Costs
Note – budget does not reflect external funding subsidies that are currently available
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Yard 42 (Expansion) - Fleet Chargers
Yard 42 is one of Clarington’s main service yards, used primarily by the Public Works
Department. Yard 42 hosts many of the service trucks used by Public Work’s staff. The
expansion of two additional charging points should be a relatively simple task, as the
installation in 2022 prepared for this expansion.
As trucks continue to be decommissioned and more mid- and heavy-duty electric truck
options become available on the market, the Public Works fleet of EVs will continue to
expand. This installation prepares for future purchases, setting up Yard 42 as a central
charging hub for Clarington’s electric trucks and other heavy-duty EVs.
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Garnet B Rickard - Public Chargers
By the end of 2023, the Planning and Development Services Department will acquire
two more EVs, which will be charged at the stations in the Eastern parking lot. This will
leave only two public charge stations at one of the Municipality’s highest traffic public
facilities.
In 2025, two public EV charge points will be installed at this location, doubling the public
charge points currently installed at the site. These charge points will be located next to
the existing public chargers on the site in the building’s western parking lot.
Note: As data is collected over the coming years on charger usage, there may be a
case for expanding this installation from four to six public charge points. Usage statistics
of the existing public chargers should be examined in 2024 to determine whether this
expansion is warranted.
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2026
In 2026 Legislative Services will replace another one of their cars with an EV. While this
is the only vehicle being replaced that currently has a suitable EV alternative, the
expansion of available EVs models will mean that more heavy-duty fleet EVs will be
available in 2026. Public charging capacity will continue to be expanded in 2026, with
charge points at the Darlington Sports Centre and six charge points at the Municipal
Administrative Centre (MAC).
Vehicle Costs
Department Vehicle Type and Model Projected MSRP
Legislative Services EV (Sedan) $45,000
Legislative Services EV (pickup truck) $73,000
Emergency Services EV (SUV) $47,000
Total 3 $165,000
Table 16 - 2026 Vehicle Costs
Note – budget does not reflect external funding subsidies that are currently available
Charger Costs
Location Address Charger
Type
Number of
Charge
Points
Estimated Cost
Darlington Sport
Centre
2276 Taunton
Road, Hampton,
ON
Public 4 $52,000
Municipal
Administration
Centre (The MAC)
40 Temperance
Street,
Bowmanville, ON
Public 6 $66,000
Total 10 $118,000
Table 17 - 2026 Charger Costs
Note – budget does not reflect external funding subsidies that are currently available
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Darlington Sport Centre - Public Chargers
The Darlington Sports Centre is one of the only large, publicly owned buildings in
Darlington. The Centre hosts an ice pad, soccer field and skate park, meaning there is a
level of usage at the centre year-round. Power for the EV chargers will not come from
the centre, as it does not have the necessary capacity. Instead, the power will be drawn
from a transformer on the eastern end of the parking lot. Four charging spots will be
located as close to the transformer as possible.
Darlington does not currently have any EV charging stations in the area, leaving
residents without convenient access to community charging. By installing four charge
stations at the Darlington Sports Centre, Clarington will address this service gap.
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Municipal Administrative Centre (MAC) - Public Chargers
The MAC offers two small parking lots, each with a hydro meter nearby, which could be
used to power chargers at the site. A bank of six chargers at either location would take
up many of the parking spots in the lot. Care will need to be taken to balance the
Parking needs of ICE and EV drivers. Further study will be needed to ascertain the best
location for chargers on this site.
The MAC is the central hub of Clarington’s municipal government, providing in-person
municipal services to citizens and is in the heart of downtown Bowmanville, close by to
shops, restaurants and green spaces. The main branch of the Clarington library is also
located at this site. The MAC is a highly suitable location for a bank of six public charge
points. Public chargers at this site have been pushed to 2026, as there will already be
EV chargers in the area (at the Church and Division Street Parking Lot, the Shaw
building, and the Community Resource Centre). The building has sufficient electrical
capacity to support EV chargers.
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Conclusion
To achieve the Municipality’s GHG emissions reduction targets, the municipality must
act the transition is fleet to electric. With a boarder community adoption of EVs already
underway, the Municipality must also act to ensure community EV charging
infrastructure is available.
This Electric Vehicle Action Plan is a guide for the Municipality to electrify its fleet and
provide much-needed public EV charging at municipal facilities between 2022 and
2026. Under this plan, the Municipality is set to acquire at least 25 electric vehicles,
install more than 60 EV charging spaces, and become a regional leader in EV charging
stations. This plan aims to fulfil direction by Council to implement an electric vehicle
transition strategy through resolution #C-066-20 which this plan fulfills.
By implementing this plan, the Municipality is taking significant steps to respond to
climate change by directly reducing GHG emissions associated with transportation,
providing needed infrastructure to meet the community’s needs for EV charging,
promoting the community wellbeing promoting transportation options that reduce air and
sound pollution.
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Appendix A – EV Charger Installation Costs
Summary of EV Charger Installation by Year
Fleet Charge Points Installed
Year Charge Points
Installed
Total Estimated
Cost
Potential Grant
Contribution
Estimated Cost to
Clarington
Pre 2011 2 N/A N/A N/A
2021 9 $95,525.00 $40,724.44 $54,800.56
2022 8 $93,550.00 $40,000.00 $53,550.00
2023 6 $66,162.50 $30,000.00 $36,162.50
2024 0 $0.00 $0.00 $0.00
2025 2 $24,137.50 $10,000.00 $14,137.50
2026 0 $0.00 $0.00 $0.00
Total 27 $279,375.00 $120,724.44 $158,650.56
Table 18 - Fleet EV Charger Installation by Year
Public Charge Points Installed
Year Charge Points
Installed
Total Estimated
Cost
Potential Grant
Contribution
Estimated Cost to
Clarington
Pre-2021 2 N/A N/A N/A
2021 4 $52,025.00 $17,120.00 $34,905.00
2022 6 $89,912.50 $10,000.00 $79,912.50
2023 8 $120,222.50 $40,000.00 $80,222.50
2024 8 $104,050.00 $40,000.00 $64,050.00
2025 2 $24,137.50 $10,000.00 $14,137.50
2026 10 $118,187.50 $50,000.00 $68,187.50
Total 40 $508,535.00 $167,120.00 $341,415.00
Table 19 - Public EV Charger Installation by Year
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2021
Fleet
Garnet B
Rickard
Church &
Division
Lot
Unit
Cost
No. of
Units Cost No. of Units Cost
EV Charger Equipment
Double-Charge Point Stations - Pedestal Unit (level
2) $9,000 4 $36,000 0 $0
Single-Charge Point Station - Pedestal Unit (level 2) $7,000 0 $0 1 $7,000
Insurance and Maintenance (per station) $350 4 $1,400 1 $350
Shipping (per station) $150 4 $600 1 $150
Installation
Panel Upgrades and Electrical Work $15,000 1 $15,000 0 $0
Hardscaping Excavation Work / m2 $100 26 $2,600 26 $2,600
'EV Charging Only' Signage (per charge point) $400 8 $3,200 1 $400
'Municipal Vehicles Only' Signage (per charge point) $200 8 $1,600 1 $200
Stencil $500 1 $500 0 $0
Painting (per charge point) $110 8 $880 1 $110
Bollards (per charge point) $120 8 $960 1 $120
Site Remediation (road, curb and softscaping) (per
station) $550 4 $2,200 1 $550
Contingency (12% of total costs) 12% 1 $7,793 1 $1,378
HST (13% of Total) 13% 1 $8,442 1 $1,492
Total
$81,175
$14,350
Table 20 - 2021 Detailed Fleet Charger Costs
Garnet B. Rickard Church & Division Lot Total
Municipal Contribution $44,731 $10,070 $54,801
Grant Contribution $36,444 $4,280 $40,724
Total $81,175 $14,350 $95,525
Table 21 - 2021 Fleet Charger Cost Contributions
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Public
Church & Division Lot
Unit Cost No. of Units Cost
EV Charger Equipment
Double-Charge Point Stations - Pedestal Unit (level 2) $9,000 2 $18,000
Single-Charge Point Station - Pedestal Unit (level 2) $7,000 0 $0
Insurance and Maintenance (per station) $350 2 $700
Shipping (per station) $150 2 $300
Installation
Panel Upgrades and Electrical Work $15,000 1 $15,000
Hardscaping Excavation Work / m2 $100 35 $3,500
Signage (per charge point) $400 4 $1,600
Stencil $500 1 $500
Painting (per charge point) $110 4 $440
Bollards (per charge point) $120 4 $480
Site Remediation (road, curb and softscaping) (per station) $550 2 $1,100
Contingency (12% of total costs) 12% 1 $4,994
HST (13% of Total) 13% 1 $5,411
Total $52,025
Table 22 - 2021 Detailed Public Charger Costs
Church & Division Lot Total
Municipal Contribution $34,905 $34,905
Grant Contribution $17,120 $17,120
Total $52,025 $52,025
Table 23 - 2021 Public Charger Cost Contributions
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2022
Fleet
Community
Resource Center
(Firehouse Youth
Center)
Fire Station 1
Unit Cost No. of Units Cost No. of Units Cost
EV Charger Equipment
Double-Charge Point Stations - Pedestal Unit (level 2) $9,000 3 $27,000 1 $9,000
Single-Charge Point Station - Pedestal Unit (level 2) $7,000 0 $0 0 $0
Insurance and Maintenance (per station) $350 3 $1,050 1 $350
Shipping (per station) $150 3 $450 1 $150
Installation
Panel Upgrades and Electrical Work $15,000 1 $15,000 1 $5,000
Hardscaping Excavation Work / m2 $100 35 $3,500 35 $3,500
'EV Charging Only' Signage (per charge point) $400 6 $2,400 2 $800
'Municipal Vehicles Only' Signage (per charge point) $200 6 $1,200 2 $400
Stencil $500 1 $500 1 $500
Painting (per charge point) $110 6 $660 2 $220
Bollards (per charge point) $120 6 $720 2 $240
Site Remediation (road, curb and softscaping) (per station) $550 3 $1,650 1 $550
Contingency (12% of total costs) 12% 1 $6,496 1 $2,485
HST (13% of Total) 13% 1 $7,037 1 $2,692
Total $67,663 $25,888
Table 24 - 2022 Detailed Fleet Charger Costs
Community Resource Center
(Firehouse Youth Center) Fire Station 1 Total
Municipal Contribution $37,663 $15,888 $53,550
Potential Grant Contribution $30,000 $10,000 $40,000
Total $67,663 $25,888 $93,550
Table 25 - 2022 Fleet Charger Cost Contributions
Page 75
Page 50
Public
Courtice Community
Complex Orono Library
Unit Cost No. of Units Cost No. of Units Cost
EV Charger Equipment
Double-Charge Point Stations - Pedestal Unit (level 2) $9,000 2 $18,000 1 $9,000
Single-Charge Point Station - Pedestal Unit (level 2) $7,000 0 $0 0 $0
Insurance and Maintenance (per station) $350 2 $700 1 $350
Shipping (per station) $150 2 $300 1 $150
Installation
Panel Upgrades and Electrical Work $15,000 1 $15,000 1 $15,000
Hardscaping Excavation Work / m2 $100 35 $3,500 35 $3,500
'EV Charging Only' Signage (per charge point) $400 4 $1,600 2 $800
Stencil $500 1 $500 1 $500
Painting (per charge point) $110 4 $440 2 $220
Bollards (per charge point) $120 4 $480 2 $240
Site Remediation (road, curb and softscaping) (per station) $550 2 $1,100 1 $550
Contingency (12% of total costs) 12% 1 $4,994 1 $3,637
HST (13% of Total) 13% 1 $5,411 1 $3,940
Total $52,025 $37,888
Table 26 – 2022 Detailed Public Charger Costs
Courtice Community
Complex Orono Library Total
Municipal Contribution $32,025 $27,888 $79,913
Potential Grant Contribution $20,000 $10,000 $10,000
Total $52,025 $37,888 $89,913
Table 27 - 2022 Public Charger Cost Contributions
Page 76
Page 51
2023
Fleet
Yard 42 Depot
Unit Cost No. of Units Cost
EV Charger Equipment
Double-Charge Point Stations - Pedestal Unit (level 2) $9,000 3 $27,000
Single-Charge Point Station - Pedestal Unit (level 2) $7,000 0 $0
Insurance and Maintenance (per station) $350 3 $1,050
Shipping (per station) $150 3 $450
Installation
Panel Upgrades and Electrical Work $15,000 1 $15,000
Hardscaping Excavation Work / m2 $100 35 $3,500
'EV Charging Only' Signage (per charge point) $400 6 $2,400
'Municipal Vehicles Only' Signage (per charge point) $200 0 $0
Stencil $500 1 $500
Painting (per charge point) $110 6 $660
Bollards (per charge point) $120 6 $720
Site Remediation (road, curb and softscaping) (per station) $550 3 $1,650
Contingency (12% of total costs) 12% 1 $6,352
HST (13% of Total) 13% 1 $6,881
Total $66,163
Table 28 - 2023 Detailed Fleet Charger Costs
Yard 42 Depot Total
Municipal Contribution $36,163 $36,163
Potential Grant Contribution $30,000 $30,000
Total $66,163 $66,163
Table 29 - 2023 Fleet Charger Cost Contributions
Page 77
Page 52
Public
Bowmanville Indoor
Soccer Center
Newcastle Library
Branch Shaw Building
Unit Cost No. of
Units Cost No. of
Units Cost No. of
Units Cost
EV Charger Equipment
Double-Charge Point Stations -
Pedestal Unit (level 2) $9,000 2 $18,000 1 $9,000 1 $9,000
Single-Charge Point Station -
Pedestal Unit (level 2) $7,000 0 $0 0 $0 0 $0
Insurance and Maintenance (per
station) $350 2 $700 1 $350 1 $350
Shipping (per station) $150 2 $300 1 $150 1 $150
Installation
Panel Upgrades and Electrical
Work $15,000 1 $15,000 1 $15,000 1 $15,000
Hardscaping Excavation Work / m2 $100 35 $3,500 35 $3,500 35 $3,500
'EV Charging Only' Signage (per
charge point) $400 4 $1,600 2 $800 2 $800
Stencil $500 1 $500 1 $500 1 $500
Painting (per charge point) $110 4 $440 2 $220 2 $220
Bollards (per charge point) $120 4 $480 2 $240 2 $240
Site Remediation (road, curb and
softscaping) (per station) $550 2 $1,100 1 $550 1 $550
Contingency (12% of total costs) 12% 1 $4,994 1 $3,637 1 $3,637
HST (13% of Total) 13% 1 $5,411 1 $3,940 1 $3,940
Total $52,025 $37,888 $30,310
Table 30 - 2023 Detailed Public Charger Costs
Bowmanville Indoor Soccer
Center
Newcastle Library
Branch Shaw Building Total
Municipal Contribution $32,025 $27,888 $20,310 $80,223
Potential Grant Contribution $20,000 $10,000 $10,000 $40,000
Total $52,025 $37,888 $30,310 $120,223
Table 31 - 2023 Detailed Public Charger Contributions
Page 78
Page 53
2024
No EV stations for fleet are planned for installation in 2024
Public
Alan Strike Aquatic and
Squash Center
South Courtice Arena
Unit
Cost No. of Units Cost No. of
Units Cost
EV Charger Equipment
Double-Charge Point Stations - Pedestal Unit (level 2) $9,000 2 $18,000 2 $18,000
Single-Charge Point Station - Pedestal Unit (level 2) $7,000 0 $0 0 $0
Insurance and Maintenance (per station) $350 2 $700 2 $700
Shipping (per station) $150 2 $300 2 $300
Installation
Panel Upgrades and Electrical Work $15,000 1 $15,000 1 $15,000
Hardscaping Excavation Work / m2 $100 35 $3,500 35 $3,500
'EV Charging Only' Signage (per charge point) $400 4 $1,600 4 $1,600
Stencil $500 1 $500 1 $500
Painting (per charge point) $110 4 $440 4 $440
Bollards (per charge point) $120 4 $480 4 $480
Site Remediation (road, curb and softscaping) (per
station) $550 2 $1,100 2 $1,100
Contingency (12% of total costs) 12% 1 $4,994 1 $4,994
HST (13% of Total) 13% 1 $5,411 1 $5,411
Total $52,025 $52,025
Table 32 - 2024 Detailed Public Charger Costs
Alan Strike Aquatic and Squash Center South Courtice
Arena Total
Municipal Contribution $32,025 $32,025 $64,050
Potential Grant Contribution $20,000 $20,000 $40,000
Total $52,025 $52,025 $104,050
Table 33 – 2024 Public Charger Contributions
Page 79
Page 54
2025
Fleet
Yard 42
Unit Cost No. of Units Cost
EV Charger Equipment
Double-Charge Point Stations - Pedestal Unit (level 2) $9,000 1 $9,000
Single-Charge Point Station - Pedestal Unit (level 2) $7,000 0 $0
Insurance and Maintenance (per station) $350 1 $350
Shipping (per station) $150 1 $150
Installation
Panel Upgrades and Electrical Work $15,000 0 $0
Hardscaping Excavation Work / m2 $100 0 $0
'EV Charging Only' Signage (per charge point) $400 2 $800
'Municipal Vehicles Only' Signage (per charge point) $200 0 $0
Stencil $500 1 $500
Painting (per charge point) $110 2 $220
Bollards (per charge point) $120 2 $240
Site Remediation (road, curb and softscaping) (per station) $550 1 $550
Contingency (12% of total costs) 12% 1 $1,417
HST (13% of Total) 13% 1 $1,535
Total $14,763
Table 34 - 2025 Detailed Fleet Charger Costs
Yard 42 Total
Municipal Contribution $4,763 $4,763
Potential Grant Contribution $10,000 $10,000
Total $14,763 $14,763
Table 35 - 2025 Fleet Charger Contributions
Page 80
Page 55
Public
Garnet B. Rickard
Unit Cost No. of Units Cost
EV Charger Equipment
Double-Charge Point Stations - Pedestal Unit (level 2) $9,000 1 $9,000
Single-Charge Point Station - Pedestal Unit (level 2) $7,000 0 $0
Insurance and Maintenance (per station) $350 1 $350
Shipping (per station) $150 1 $150
Installation
Panel Upgrades and Electrical Work $15,000 0.5 $7,500
Hardscaping Excavation Work / m2 $100 0 $0
'EV Charging Only' Signage (per charge point) $400 2 $800
Stencil $500 0 $0
Painting (per charge point) $110 2 $220
Bollards (per charge point) $120 2 $240
Site Remediation (road, curb and softscaping) (per station) $550 1 $550
Contingency (12% of total costs) 12% 1 $2,257
HST (13% of Total) 13% 1 $2,445
Total $23,513
Table 36 - 2025 Detailed Public Charger Costs
Garnet B.
Rickard Total
Municipal Contribution $13,513 $13,513
Potential Grant Contribution $10,000 $10,000
Total $23,513 $23,513
Table 37 - 2025 Detailed Public Charger Contributions
Page 81
Page 56
2026
No EV stations for fleet are planned for installation in 2026
Public
Darlington Sport
Center
Municipal
Administrative Center
Unit Cost No. of Units Cost No. of
Units Cost
EV Charger Equipment
Double-Charge Point Stations - Pedestal Unit (level 2) $9,000 2 $18,000 3 $27,000
Single-Charge Point Station - Pedestal Unit (level 2) $7,000 0 $0 0 $0
Insurance and Maintenance (per station) $350 2 $700 3 $1,050
Shipping (per station) $150 2 $300 3 $450
Installation
Panel Upgrades and Electrical Work $15,000 1 $15,000 1 $15,000
Hardscaping Excavation Work / m2 $100 35 $3,500 35 $3,500
'EV Charging Only' Signage (per charge point) $400 4 $1,600 6 $2,400
Stencil $500 1 $500 1 $500
Painting (per charge point) $110 4 $440 6 $660
Bollards (per charge point) $120 4 $480 6 $720
Site Remediation (road, curb and softscaping) (per station) $550 2 $1,100 3 $1,650
Contingency (12% of total costs) 12% 1 $4,994 1 $6,352
HST (13% of Total) 13% 1 $5,411 1 $6,881
Total $52,025 $66,163
Table 38 - 2026 Detailed Public Charger Costs
Darlington Sport
Center
Municipal
Administrative
Center
Total
Municipal Contribution $32,025 $36,163 $68,188
Potential Grant Contribution $20,000 $30,000 $50,000
Total $52,025 $66,163 $118,188
Table 39 - 2026 Public Charger Contributions
Page 82
Page 57
Appendix B – Projected EV purchases by Year
Summary EV Purchases by Year
Year New EVs/Hybrids purchased
2021 7
2022 3
2023 9
2024 1
2025 2
2026 3
Total 25
Table 40 - Summary EV Purchases by Year
2021
Department Vehicle Type and Model Projected MSRP (Rounded)
Planning and Development Services EV (car) $45,000
Planning and Development Services EV (car) $45,000
Planning and Development Services EV (car) $45,000
Planning and Development Services EV (car) $45,000
Planning and Development Services EV (car) $45,000
Planning and Development Services EV (car) $45,000
Emergency and Fire Services Hybrid $45,000
Total 6 + 1 Hybrid $315,000.00
Table 41 - 2021 EV Purchases
2022
Department Vehicle Type and Model Projected MSRP (Rounded)
Planning and Development Services EV (car) $45,000
Fire and Emergency Services EV (SUV) $60,000
Legislative Services PHEV (car) $50,000
Total 3 $155,000
Table 42 - 2022 EV Purchases
Page 83
Page 58
2023
Department Vehicle Type and Model Projected MSRP (Rounded)
Planning and Development Services EV (car) $45,000
Emergency and Fire Services EV (SUV) $47,000
Emergency and Fire Services Hybrid (car) $47,000
Legislative Services EV (SUV) $47,000
Legislative Services EV (Cargo Van) $65,000
Public Works EV (truck) $73,000
Public Works EV (truck) $73,000
Public Works EV (truck) $73,000
Public Works EV (truck) $73,000
Total 9 $543,000
Table 43 - 2023 EV Purchases
2024
Department Vehicle Type and Model Projected MSRP (Rounded)
Public Works EV (truck) $73,000
Total 1 $73,000.00
Table 44 - 2024 EV Purchases
2025
Department Vehicle Type and Model Projected MSRP (Rounded)
Public Works EV (truck) $73,000
Public Works EV (truck) $73,000
Total 2 $146,000.00
Table 45 - 2025 EV Purchases
2026
Department Vehicle Type and Model Projected MSRP
Legislative Services EV (Sedan) $45,000
Legislative Services EV (truck) $73,000
Emergency Services EV (SUV) $47,000
Total 3 $165,000
Table 46 - 2026 EV Purchases
Page 84
Page 59
Appendix C – EV Ownership Costs
Source: Clean Air Partnership, Green Fleets business Case Series, 2001.
Table 47 - TOTAL COST OF OWNERSHIP OF FORD ESCAPE S (2015)
Table 48 - TOTAL COST OF OWNERSHIP OF TOYOTA PRIUS (2015)
Page 85
Page 60
Table 49 - TOTAL COST OF OWNERSHIP OF FORD FOCUS SE (2014)
Page 86
Page 61
Table 50 - TOTAL COST OF OWNERSHIP OF TOYOTA COROLLA (2015)
Table 51 - TOTAL COST OF OWNERSHIP OF NISSAN LEAF SEV (2015)
Page 87
Page 62
Table 52 - TOTAL COST OF OWNERSHIP OF FORD FOCUS EV (2015)
Page 88
Staff Report
If this information is required in an alternate accessible format, please contact the Accessibility
Coordinator at 905-623-3379 ext. 2131.
Report To: Planning and Development Committee
Date of Meeting: January 17, 2022 Report Number: PDS-002-22
Submitted By: Ryan Windle, Director of Planning and Development Services
Reviewed By: Andrew C. Allison, CAO By-law Number:
File Number: PLN 37 Resolution#:
Report Subject: Downtown Community Improvement Plan Programs 2021 - Annual Report
Recommendations:
1. That Report PDS-002-22 be received; and
2. That all interested parties listed in Report PDS-002-22 and any delegations be advised
of this report.
Page 89
Municipality of Clarington Page 2
Report PDS-002-22
1. Background
1.1. A Community Improvement Plans (CIP) is a tool available under the Planning Act that
allows municipalities to provide incentives to business and property owners within an
identified geographic area. Council adopted the CIPs for Bowmanville and Orono in
2005, and Newcastle in 2008. These three CIPs were refreshed and renewed in 2018
with an expanded suite of grant programs. The Bowmanville, Newcastle, and Orono
CIPs primarily focus on grants for improving existing buildings and enhancing the
historic downtown streetscapes. The Courtice Main Street CIP, adopted in 2016,
includes programs that encourage major redevelopment and intensification within the
Highway 2 Regional Corridor.
1.2. Information about the CIP programs is available to business and property owners within
the CIP areas on Clarington’s website, is distributed using Clarington’s social media
platforms, and is provided by staff during pre-consultation meetings and as part of
responses to property inquiries. ‘Word-of-mouth’ within the community has also been
effective in creating awareness of CIP grant opportunities.
1.3. Liaison Groups were established for the three historic downtown CIPs for Bowmanville,
Newcastle, and Orono. The CIP Liaison Groups meet with Planning and Development
Services staff on a quarterly basis. Liaison Group members are apprised of CIP- related
matters, assist staff with informing business/property owners about CIP programs, and
provide feedback on the effectiveness of the various grant opportunities based upon the
experiences of those who participate in the programs.
1.4. In 2018, a portion of the CIP grant funds for Bowmanville and Newcastle was allocated
to support the Sidewalk Patio pilot project. The initiative was expanded to include Orono
Report Overview
The grant programs available under the Bowmanville, Newcastle, and Orono downtown
Community Improvement Plans (CIP) continue to be an effective tool for encouraging
investment and renewal in Clarington’s historic downtowns. These CIPs are intended to
support improvements to the appearance and function of buildings in the downtowns.
The Courtice Main Street CIP was adopted by Council in 2016 and functions in a different
manner. Its purpose is to promote land consolidation, redevelopment, and intensification in
support of the vision for a sustainable, quality-designed, and complete community
established by the Courtice Main Street Secondary Plan.
This annual report provides an update and overview of downtown CIP program activities and
grants in 2021.
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Municipality of Clarington Page 3
Report PDS-002-22
in 2019 and was made available again to all three communities in 2020 and 2021. This
component of the CIP funding was not expended during the 2021 sid ewalk patio season
and will be carried over and made available in 2022 to support new sidewalk patios in
accordance with PDS-060-21.
2. CIP Grant Program Activity
Overview of CIP Grant Applications
2.1. Two CIP signage grant applications associated with two Bowmanville properties were
received in 2021. No new applications were received for properties within the Newcastle
or Orono CIP areas. Participation of property and business owners in each of the
downtown areas was considerably lower in 2020 and 2021 than in previous years, likely
due to the COVID-19 pandemic.
2.2. Although new grant activity was slow in 2021, grants that were conditionally approved in
previous years were paid out as the work was completed, suggesting property owners
and businesses are beginning to resume planned improvement works.
Bowmanville, Orono, Newcastle Community Improvement Funding
2.3. To date, the Municipality has provided funding of over $1 million for grants in support of
the CIP programs in the Bowmanville, Newcastle, and Orono downtown areas. CIP
grants represent an investment and partnership whereby the grant value is matched by
property or business owners at a ratio of 3:1 or 2:1, based upon eli gible costs for the
specific type of grant in each community. It is noted that many projects exceed this ratio,
resulting in the grant comprising a much smaller proportion of the overall cost of the
project.
2.4. The implementation of the CIPs through grant programs has translated into direct public
benefit. Investment in building code and accessibility upgrades, façade improvements to
historic and aging buildings, and upgraded signage all contribute to the vibrancy of
Clarington’s central business areas as viable and attractive places to shop and access
local services. It is estimated that the grant contributions have resulted in over $3.7
million in investments in the downtowns. Figure 1 illustrates the total applications
received by grant type since the CIP grant programs began.
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Municipality of Clarington Page 4
Report PDS-002-22
Figure 1: Summary of Total Applications by Grant Type
2.5. Funds not committed to grant applications are carried over into subsequent years. Each
CIP has carry-over funding from prior years available for projects when applications are
received. The grant funding request appears as part of the Planning and Development
Services budget each year. Table 1 below summarizes the funding status for each CIP
identifying the total funding (i) provided to the programs to date (ii) expended through
grants issued (iii) committed to conditionally approved projects, and (iv) remaining for
new applications in each community.
Table 1: Summary of Funding Status; Bowmanville, Newcastle, Orono and Courtice
CIPs
Funding
Category
Bowmanville Newcastle Orono Courtice (DC
Grant)
Provided $716,000 $348,000 $172,000 $456,000
Expended $551,842 $221,269 $135,517 $126,179*
Committed $12,719 $26,169 $13,970 $0
Remaining $151,439 $100,561 $22,513 $329,821
*Includes $90,000 that was reallocated from the Courtice CIP towards the local
parks/trail system as noted in subsection 2.9, below.
0 10 20 30 40 50 60 70 80 90
Façade Improvement
Building Code Upgrades
Signage
Building Permit Fee
Site Plan Fee
Infill/Reconstruction
Accessiblity
Summary of Total Number of Grants by Type
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Municipality of Clarington Page 5
Report PDS-002-22
Courtice Main Street CIP Funding
2.6. The Courtice Main Street CIP was approved in 2016 and incorporates two programs
including the development charge grant program, and the tax increment grant program.
Grants issued under the Courtice Main Street CIP will result in much higher grant values
due to its focus on incenting significant development/redevelopment projects that would
generate new and/or increased property assessment.
2.7. Development charge grants are budgeted for annually and held in a reserve fund in
order to meet anticipated demand in future years. Tax increment grants are tied to the
increased assessment value of a property resulting from development or
redevelopment, which the Municipality would forgo for a specified period of time (e.g.10
years).
2.8. To date, two developers are interested in pursuing development charge grants under
the Courtice Main Street CIP. Based upon the eligibility and project performance
criteria, possible DC Grant values for these projects could be in the range of $800,000
to $1 million for each project. Applications for qualifying development projects would be
brought forward to Council for consideration and commitment of funding. Applicants
would be required to enter into an Agreement outlining the terms and conditions
associated with the grant funding. A separate report, PDS-003-22 on one of these
applications is on the same meeting agenda.
2.9. As per Table 1 above, the non-capital funding to date for the Courtice CIP is $456,000.
In 2019, previously approved funds from 2018 and $100,000 budgeted in 2019 for the
Courtice CIP were reallocated to support works within the local parks and trails system.
In 2020, $100,000 and 2021, $210,000 was allocated to the Courtice Main Street CIP
reserve fund. The reserve is being built to address anticipated grants due for issuance
once construction of the qualifying developments is complete and is confirmed to meet
the project performance criteria for sustainability and high-quality urban design.
Planning and Development Services staff has included $210,000 in the 2022 budget to
continue to build the reserve fund.
2.10. The Courtice Main Street CIP has been in place for five years. The CIP includes a
Monitoring Program to ensure the incentive programs remain relevant and effective. In
2022, staff will undertake a review and update to ensure the performance criteria and
requirements continue to incent development projects that (i) exceed industry standards
in the areas of sustainability, urban design, and affordability, and (ii) contribute to the
realization of the vision established by the Courtice Main Street Secondary Plan.
Recommendations to adjust the financial incentive programs will be brought forward for
Council’s consideration but would not require a formal amendment to the CIP.
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Municipality of Clarington Page 6
Report PDS-002-22
3. Concurrence
3.1. The Director of Financial Services has reviewed this report and confirmed the budget
and monies allocated to date.
4. Conclusion
4.1. The purpose of this report is to provide an update and overview of CIP program activity
in 2021 and the associated funding framework. COVID-19 has impacted several
municipal programs in 2021, including applications for CIP grants. However, the interest
in and uptake of the CIP programs for Bowmanville and Orono was strong and steady in
pre-pandemic 2019. It is anticipated that as businesses continue to adjust to the
presence of COVID-19, applications for CIP grants will return to prior levels.
4.2. Two developers are interested in pursuing development charge grants under the
Courtice Main Street CIP. Qualifying applications will be brought forward to Council for
consideration and commitment of funding. The Courtice Main Street CIP reserve fund is
being built to address anticipated demand for grants in future years. Staff will undertake
a review of the Courtice financial incentive programs in 2022 to ensure they continue to
achieve the goals of the CIP.
4.3. It is respectfully recommended that Council receive this report for information.
Staff Contact: Sarah Allin, Planner II, 905-623-3379 x 2419 or sallin@clarington.net.
Interested Parties:
List of Interested Parties available from Department.
Page 94
Staff Report
If this information is required in an alternate accessible format, please contact the Accessibility
Coordinator at 905-623-3379 ext. 2131.
Report To: Planning and Development Committee
Date of Meeting: January 17, 2022 Report Number: PDS-004-22
Submitted By: Ryan Windle, Director of Planning and Development Services
Reviewed By: Andrew C. Allison, CAO By-law Number:
File Number: S-C 2020-0001, ZBA 2020-0006 Resolution#:
Report Subject: A Draft Approved Plan of Subdivision and Rezoning, west of Green
Road north of Durham Highway 2, in Bowmanville
Recommendations:
1. That Report PDS-004-22 be received;
2. That the application by DG Group for a Draft Plan of Subdivision and Rezoning, on the
west side of Green Road, north of Durham Highway 2, Bowmanville be supported
subject to conditions as generally contained in Attachment 1 to Report PDS-004-22;
3. That the Zoning By-law Amendment application submitted by DG Group be approved as
contained in Attachment 3 to Report PDS-004-22;
4. That once all conditions contained in the Official Plan and the Zoning By-law with
respect to the removal of the (H) Holding Symbol are satisfied, the By-law authorizing
the removal of the (H) Holding Symbol be approved;
5. That the Region of Durham Planning and Economic Development Department and
Municipal Property Assessment Corporation be forwarded a copy of Report
PDS-004-22 and Council’s decision; and
6. That all interested parties listed in Report PDS-004-22 and any delegations be advised
of Council’s decision.
Page 95
Municipality of Clarington Page 2
Report PDS-004-22
1. Application Details
1.1 Owner: Players Business Park Ltd.
West Diamond Properties Inc.
1.2 Applicant: DG Group
1.4 Proposal: Draft Plan of Subdivision for approximately 200
residential units consisting of;
50 Single detached units
43 street townhouses
Two future development blocks to accommodate:
o 3 single detached dwellings
o 10 street townhouses
o 8 condominium townhouses; and
o 86 low-rise apartments
Zoning By-law Amendment
To rezone the lands from Agricultural (A) to permit the
proposed Draft Plan of Subdivision
1.5 Area: 6.2 hectares
Report Overview
This is a recommendation report relating to the application for a Draft Plan of Subdivision
and a Zoning By-law Amendment by DG Group to permit 50 single detached dwellings and
43 street-related townhouse units. The Plan also contains two future development blocks
which are proposed to be used for Single detached dwellings, low rise apartments and
condominium townhouses. There are also Environmentally Protected lands (0.442 ha) on
the west side of the Plan to be dedicated to the Municipality.
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Municipality of Clarington Page 3
Report PDS-004-22
1.6 Location: 2400 Green Road, west side of Green Road,1 kilometre
north of Durham Highway 2, Bowmanville (see Figure 1)
1.7 Roll Number: 18-17-010-020-18435
1.8 Within Built Boundary: No
Figure 1 – Area subject to applications
2. Background
2.1 DG Group (formerly Metrus) submitted applications for a Draft Plan of Subdivision and
Rezoning in March 2020. Planning staff provided a status letter July 30, 2020 outlining
comments received from various agencies and departments, including Planning staff
review of the proposal. Through discussions with staff and the conservation authority,
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Municipality of Clarington Page 4
Report PDS-004-22
the environmentally protected lands and buffer, as shown in green on Figure 1, were
added to the proposed plan.
2.2 DG Group developed the lands to the south of the subject lands, as well as the la nds to
the east of Green Road. The street pattern in the proposed draft plan has been set as
they are an extension of earlier phases south of Ross Wright Avenue.
2.3 The following reports were submitted in support of the applications:
Environmental Impact Study
Traffic Brief
Servicing Plan
Parking Plan
Noise Assessment
Functional Servicing Report
Archaeological Report
2.4 A Statutory Public Meeting was held on October 5, 2020, to provide background
information regarding the application and to obtain public comments. The proposal was
for 194 units consisting of 53 single detached lots, 36 townhouse lots, and two
condominium blocks of 105 units. Several residents had concerns regarding the
proposal. In consideration of the comments from residents, Committee pas sed a
resolution requiring the owner/applicant to hold a public open house prior to a
subsequent report on these applications coming back to Committee.
2.5 Following the Public Meeting, the applicant made changes to the plans for the site
based on feedback that was heard during the meeting. On February 10, 2021, the
applicant/owner and their consultant team hosted a virtual open house to obtain
comments from the public on the revised plan and to answer questions. The revised
plan proposed a total of 211 units, consisting of 47 single detached dwellings, 83
townhouse units and a block for an 81 unit apartment building.
2.6 A summary of submissions, from both the Statutory Public Meeting and the Public
Information Meeting, are provided in Section 8 of this report.
2.7 Since then, modifications were made to the plan to further address comments and
alleviate some concerns with the development. The proposed unit mix is now 50 single
detached dwellings and 43 street townhouses (frontage on a public road) with two future
development blocks along Green Road. The two future development blocks are planned
to be used for 3 single detached dwellings, 18 townhouses, and an apartment building
containing 86 units. The single detached dwellings and the street townhouse blocks
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fronting onto Marsden Way would ultimately be created through the exemption from
Part Lot Control permitted in the Planning Act. Details of the townhouses that face the
internal laneway and the apartment block would be further refined through the required
Site Plan process.
2.8 Since the Public Meeting Report, the applicant has worked towards resolving staff,
agency, and public comments. The latest Draft Plan of Subdivision has been revised as
follows:
Murray Tabb Street extends north and then runs parallel to Longworth Ave.
connecting into Marsden Way;
The condominium townhouse block has been relocated along Green Road, adjacent
to the apartment block;
As a result of the reconfiguration, the number of street townhouse dwellings has
been slightly revised from 36 street townhouse dwellings to 64 (including the units
on the future development blocks).
2.9 The two future development blocks would have a Hold provision on the lands until
details of the development have been further established and agreed upon. Prior to
removing the Hold, the applicant must demonstrate that the number of units and density
can be accommodated on-site in accordance with the Official Plan and Brookhill
Secondary Plan policies, including the urban design policies. If it has been
demonstrated that the site can accommodate the density, and the appropriate
development agreements are in place, a by-law would be forwarded to Council to
remove the Hold.
3. Land Use Characteristics and Surrounding Uses
3.1 The subject lands are currently vacant. A portion is being cultivated and another portion is
used to stockpile topsoil from previous phases.
3.2 The surrounding uses are as follows:
North - Lands for the future extension of Longworth Avenue and beyond woodlands and
wetlands
South - existing residential development
East - existing residential development
West - woodlands and wetlands
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4. Provincial Policy
Provincial Policy Statement
4.1 The Provincial Policy Statement encourages planning authorities to create healthy,
livable and safe communities by accommodating an appropriate range and mix of
residential, employment, recreational and open space uses to meet long term needs.
New development shall occur adjacent to built-up areas, shall have compact form and a
mix of uses and densities that allow for the efficient use of land, infrastructure and public
services.
4.2 Natural features shall be protected for the long term. Development shall not be
permitted in, or adjacent to, significant woodlands unless it has been demonstrated that
there will be no negative impacts.
4.3 The applications are consistent with the Provincial Policy Statement.
Provincial Growth Plan
4.4 The Provincial Growth Plan encourages municipalities to manage growth by directing
population growth to settlement areas, such as the Bowmanville. Municipalities are
encouraged to create complete communities that offer a mix of land uses, employment
and housing options, high quality open space, and access to stores and services.
4.5 The development allows for the efficient use of land, infrast ructure and public services
and forms part of a neighbourhood where various housing types would be
accommodated as development proceeds. Municipal water and sanitary sewer are
available to the site. Transit will be made available to the site in the future.
4.6 The applications conform to satisfy the policies and objectives of the Growth Plan.
5. Official Plans
Durham Regional Official Plan
5.1 The Durham Region Official Plan designates the lands as Living Areas. Lands
designated as Living Area permit the development of communities incorporating the
widest possible variety of housing types, sizes and tenure to provide living
accommodations that address various socio-economic factors.
5.2 The site is adjacent to Green Road and the future extension of Longworth Aven ue,
designated as a Type B and Type C arterial roads in the Region Official Plan.
5.3 The proposed development conforms with the Living Area designation.
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Clarington Official Plan
5.4 The lands are designated Urban Residential. The Urban Residential designation is
predominately intended for housing purposes. Other uses may be permitted which by
the nature of their activity, scale, design and location are supportive of and compatible
with residential uses.
5.5 The policies require new residential development and emerging neighbourhoods to be
designed to provide for a variety of housing types and supportive land uses, including
commercial and community facilities and encourage accessible, walkable
neighbourhoods that prioritize pedestrians over cars and provide for a variety of uses.
5.6 Green Road is designated as a Type “B” arterial Road and the future extension of
Longworth Avenue to the west of Green Road is designated as a Type “B” arterial road
but has been deferred by the Region of Durham, which designates it as a Type “C”
arterial road. Longworth is a Type “C” arterial road, east of Green Road in both Official
Plans.
5.7 The areas of the subject lands that are adjacent to the arterial roads ar e to have slightly
higher densities than the areas that are internal to the neighbourhood in order to create
more vibrant streetscapes along the arterial roads and to utilize infrastructure, such as
public transit routes and cycling networks. Internal to the neighbourhood, the minimum
net density is 13 units per net hectare. For areas at the edge of the neighbourhood, the
minimum density is 19 units per net hectare. Buildings are to be between 1 -3 storeys
and limited apartments (along arterial roads), as well as townhouses and single
detached dwellings are permitted.
5.8 The draft plan shows townhouses along Longworth Avenue that would front onto
Longworth Avenue, with two future development blocks along Green Road to
accommodate a mix of detached dwellings, townhouses and a low-rise apartment. The
net density for the single detached and street townhouse areas is approximately 22
units per net hectare. The density for the future development blocks is proposed to be
70 units per net hectare, however further refinements would be determined through
further details of the Site Plan.
5.9 The proposal conforms to the Clarington Official Plan.
Current (In Effect) Brookhill Secondary Plan
5.10 The lands are designated Low Density Residential and Medium Density Residential in
the Brookhill Secondary Plan. The permitted uses, densities, and built forms in these
designations rely on the Clarington Official Plan policies
5.11 The draft plan is consistent with the policies of the Secondary Plan.
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Recently Adopted Brookhill Secondary Plan Update
5.12 The updated Brookhill Secondary Plan has recently been adopted by Clarington and is
with the Region of Durham for approval. The subject lands are designated Low Density
Residential and Medium Density Residential. The Medium Density designation is
identified in the south west of the future extension of Longworth Avenue and Green
Road.
5.13 The predominant use of lands within the Low Density Residential designation shall be a
mix of housing types and tenures in low-rise building forms. Other uses, including small
scale service and neighbourhood retail commercial uses, which are supportive of and
compatible with residential uses, are also permitted in accordance with the Official Plan.
5.14 The following building types are permitted:
a) Detached dwellings;
b) Semi-detached dwellings;
c) Street townhouses; and
d) Accessory apartments, as per Policies 7.2.21 and 7.2.22 of this Plan.
5.15 Buildings within the Low Density Residential designation shall not exceed 3 storeys in
height and the minimum net density is 13 units per net hectare.
5.16 Detached and semi-detached dwelling units shall account for a minimum 80 percent of
the total number of units in the Low Density Residential designation, with units in other
building types accounting for the remaining 20 percent. Generally, this ratio should be
applied for each plan of subdivision to encourage an even distribution of townhouse
units. Private streets and private lanes are not permitted within the Low Density
Residential Designation.
5.17 The predominant use of lands within the Medium Density Residential designation are a
mix of housing types and tenures in mid and low-rise building forms. Other uses,
including small scale service and neighbourhood retail commercial uses, which are
supportive of and compatible with residential uses, are also permitted in accordance
with the Official Plan.
5.18 The following building types are permitted:
a) Street townhouses;
b) Block townhouses;
c) Stacked townhouses;
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d) Back-to-back townhouses;
e) Apartment buildings; and
f) Accessory apartments, as per Policies 7.2.21 and 7.2.22 of this Plan.
5.19 Building heights shall be a minimum of 2 storeys and a maximum of 4 storeys.
Development on lands designated Medium Density Residential shall have a minimum
net density of 40 units per net hectare. This is slightly denser than what the Clarington
Official Plan typically permits for areas at the edge of neighbourhoods and adjacent to
arterial roads.
5.20 Residential development shall contribute to the overall appearance of the streetscape.
Garage doors shall not dominate the view of the streetscape. Front and exterior side
yard porches shall be encouraged.
5.21 The applications conform to the updated adopted Brookhill secondary Plan policies.
6. Zoning By-law
6.1 Zoning By-law 84-63 zones the subject lands Agricultural (A) Zone.
6.2 A Zoning By-law Amendment is required to place lands in appropriate residential zones
to implement the Draft Plan of Subdivision. Open space lands and their buffers would
be placed in the Environmental Protection (EP) Zone. A draft Zoning By-law
Amendment for the subject lands is provided in an attachment to this report.
6.3 The proposed Zoning By-law amendment would also place the two future development
blocks in a Holding Zone. Development on these two blocks would not be permitted to
proceed until the following has been completed:
a) A detailed site plan is submitted and approved for the density blocks in accordance
with the Official Plan policies and underlying zone category and to the satisfaction of
the Director of planning;
b) Execution of a Development Agreement (Site Plan); and
c) Final approval and clearing of subdivision conditions.
7. Summary of Background Studies
Planning Brief, Bousfields Inc., March 2020
7.1 The report provides a brief analysis and planning justification for the proposal. In
summary, the development is the fifth phase in the Brookhill neighbourhood. It
continues the development patterns from the south, including the grid like street pattern
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and provides a greater range of housing options for the neighbourhood in a form that is
compatible with the existing and planned uses in the neighbourhood. The proposed
subdivision also includes important infrastructure components, such as the westerly
extension of Longworth Avenue.
7.2 The surrounding context is predominantly low rise residential with nearby commercial
uses. The proposed built form is suggested to be generally consistent with the
neighbourhood. The proposed townhouses along Longworth Avenue would frame the
street and vehicle access would be from the rear, along Murray Tabb Street and
Marsden Way. The intent of the two future development blocks is to rezone it to
accommodate higher density built forms along the arterial roads, consistent with the
Official Plan policies.
Scoped Environmental Impact Study, Niblett Environmental Associates Inc., Feb. 2020
7.3 A scoped Environmental Impact Study (EIS) was completed to update an existing EIS
that was completed in 2017. The study area is immediately adjacent to the Maple Grove
Wetland Complex, which is a provincially significant wetland.
Traffic Impact Brief, GHD, Feb. 2020
7.4 A Traffic Brief was prepared to address the proposed changes to the layout of the
streets. There was an initial Traffic Impact Study completed in 2010 for the entire
Brookhill Neighbourhood. There were no major traffic issues raised as a result of the
proposed subdivision design and street layout. The site design and street layout slightly
changed in February 2021, from the original application that was submitted in March
2020. No major concerns were raised with the revisions to the Draft Plan.
7.5 Environmental Noise Assessment, YCA Engineering Ltd., January 2020
7.6 A Noise Assessment was completed for the subject lands. Based on the analysis, there
are no residential dwelling units that will require air conditioners. There are some lots
and blocks along the future extension of Longworth Avenue that will require forced air
heating system with ducting sized to accommodate a central air conditioner unit, in
order to allow the homeowner the option of installing central air conditioning in the
future. Appropriate warning clauses are also to be included in the purchase and sale
agreement.
7.7 The noise assessment will need to be reviewed for the two condominium blocks along
Green Road once details are available. This would be addressed as necessary through
the Subdivision agreement and Site Plan process.
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7.8 An updated Noise Study, based on the final grading and site design, will be required as
a condition of final subdivision approval to ensure the development agreements include
appropriate conditions to mitigate noise and warning clauses.
Functional Servicing & Stormwater Management report, GHD, February 2020
7.9 The Functional Servicing and Stormwater Management Report finds that water and
sanitary services are available to service the proposed development. The existing
stormwater facility was previously sized to account for this development. Impervious
surface ratio has been increased to include the condominium blocks and found that
there is surplus capacity to provide required controls and treatment for the developmen t.
An updated report to reflect the final design of the subdivision will be required as a
condition of final approval. The two condominium blocks may need to be reassessed
once further details have been provided. This can be done through the Site Plan
application stage of the development.
Stage 1 and 2 Archaeological Assessment, This Land Archaeology Inc., May 31, 2007
and revised September 15, 2008
7.10 A Stage 1 and 2 Archaeological Assessment was completed for the subject lands. The
assessment was carried out in 2006 and 2007. Only seven pieces of chert representing
the past occupation of the land by Native Peoples were found scattered across the field.
None of these constituted a significant archaeological site and no further assessment is
warranted. Should any archaeological or human remains be found on the property
during construction, the Ministry of Tourism, Culture and Sport shall be notified
immediately.
Phase One Environmental Site Assessment, EXP Services Inc., January 17, 2019
7.11 The majority of the property was under agricultural use, consisting of vacant land with a
forested area. No permanent structures were developed on site and the stockpile of
topsoil was generated from preliminary on-site grading activities. No imported fill
materials of unknown quality were brought to the subject lands. Based on the findings of
the assessment, no areas of potential environmental concern were identified. Based on
the conclusions of the report, a phase two assessment is not required. The proponent
will have to satisfy the Region’s Site Contamination Protocol to address site
contamination matters as a condition of final approval.
8. Public Submissions
8.1 A Statutory Public Meeting was held on October 5, 2020, followed by a Public
Information Centre on February 10, 2021. Notification was provided to all property
owners within 120 metres of the site. Signage was posted on the property and
notification was also posted to the Municipality’s website.
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8.2 Public Meeting notice was mailed to area residents, five Public Notice signs were
displayed on the subject property at each frontage. The application and supporting
documents were posted on the municipality’s website. The details of the application
were included in the Planning and Development Services E-update.
8.3 Staff have received over 40 inquiries regarding the application. Below is a summary of
comments that have been received:
One individual inquired about the timing of construction of Longworth Avenue.
One individual supports the application.
One individual, who resides on Ross Wright Avenue inquired about the height of the
units in the condominium blocks, who the builder is, the timing for the extension of
Longworth Avenue and how will construction vehicles and dust be managed.
Another resident, residing on Murray Tabb is concerned about water diversion into
his back yard, the extension of Murray Tabb Street, traffic impacts and construction
traffic.
Lack of green space or recreational space in the neighbourhood to support the
number of new residents.
Increase in traffic throughout the neighbourhood .
Ross Wright Avenue will be the main source of traffic to the neighbourhood until
Longworth is built. There is no proposed connection to Green Road other than Ross
Wright Avenue.
Most traffic will travel south through the subdivision to get to the commercial areas.
Enjoys the small neighbourhood character. Does not support townhouses or
apartments in this neighbourhood.
Increased impacts to on-street parking.
Higher density housing will affect the existing community demographics.
Concerned about the safety of children with the increased traffic. There are a
number of children that board buses in this area.
8.4 A petition was received on September 2020 with approximately 200 names from
individuals residing in previous phases of Brookhill. They are opposed to stacked
townhouses and mid-rise apartments that will cause traffic, impact schools, destroy
local wildlife, over crowd the park and potentially lower property values. The residents
only want single detached dwellings. After this petition was received, a Public
Information Centre was held virtually to present modifications to the proposed plan and
address the resident’s concerns.
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9. Agency Comments
Region of Durham
9.1 Region of Durham Planning and Economic Development Department advises that the
draft plan has been reviewed and provided comments regarding Provincial Plan Polices,
Regional Plan Policies, municipal services and transportation.
9.2 The Region states that the lands are designated as Living Area and shall be used
predominantly for housing purposes with the widest variety of housing types, sizes and
tenure.
9.3 Living Areas shall be developed in a compact form through higher densities and by
intensifying and redeveloping existing areas, particularly along arterial roads, and shall
be developed with consideration for supporting and providing access to public transit.
9.4 The majority of the draft plan is designated Low Density Residential with two future
development blocks for townhouses and apartments along Green Road. The proposed
development would add a mix of housing types and contributed to the Municipality’s
intensification targets as outlined in the Durham Regional Official Plan.
9.5 A scoped Environmental Impact Study concluded that the proposed development would
not have a negative impact on the natural heritage features with the buffers proposed
and if all the mitigation measure and recommendation made by the EIS are
implemented.
9.6 The Phase One Environmental Site Assessment (ESA), prepared by EXP. Services Inc.
reported that no further site investigation is required. The proponent will be required to
provide a regional Reliance Letter and Certificate of Insurance to the Region as a
requirement of final approval.
9.7 Archeological Site Assessment was prepared in in 2008 for lands west and east of
Green Road. The Ministry of Tourism, Culture and Sport has issued a clearance letter
for the development.
9.8 Municipal water supply and sanitary sewers is available to service the proposed
development from Murray Tabb Street, Procknow Street, Carl Raby Street and Marsden
Way. Watermain shall also be extended to the north property limit on Green Road and
proposed Longworth Avenue west of Green Road.
9.9 The Region has no objection to the approval of the proposed Draft Plan of Subdivision
and provided conditions to be fulfilled prior to clearance by the Region for the
registration of the plan.
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Central Lake Ontario Conservation Authority
9.10 The Central Lake Ontario Conservation Authority (CLOCA) does not have any objection
to the approval of the Draft Plan of Subdivision. CLOCA approved the recommendations
of the EIS and is satisfied with the Functional Servicing Report. As conditions of Draft
Plan approval, the authority recommends the Environmentally Protected lands and the
buffer be dedicated to the Municipality. Conditions, such as, restoration planting in the
vegetation buffer, amphibian habitat mitigation measures, an update to the
Environmental Impact Report, have all been added to the conditions of Draft approval
and will need to be addressed prior to any on-site grading or final registration of the
Plan.
Kawartha Pine Ridge District School Board
9.11 The Public School Board offered no objection to the Draft Plan approval subject to the
inclusion of warning clauses in Agreements of Purchase and Sale for homeowners
regarding school bus pick-up points. A school site is reserved in the Phase 4 Draft
Approved Plan of the Brookhill Neighbourhood. This school may not be built for some
time, if at all, in which case students from this area may have to attend existing schools.
10. Departmental Comments
Public Works
10.1 The Public Works Department has reviewed the revised concept and is generally satisfied
with the proposed concept. The standard comments are applicable with respect to
temporary turning circles, general requirements, and the Development Agreement.
Temporary Turning Circles
10.1.1. The applicant will be responsible for removing the temporary turning circle on
Marsden Way and Murray Tabb Street, and reconstructing the roadways to a full
urban standard as required.
Emergency and Fire Services
10.2 The Emergency and Fire Services Department offer no objections.
11. Discussion
11.1 The lands are situated in the Brookhill Neighbourhood of Bowmanville. The existing
development south of the subject lands are only the first two phases. The other two
phases, 3 and 4, are on the east side of Green Road. It includes open space lands for
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trails, a park and a site for a future elementary school (to the east of the creek), should
either school board wish to purchase the site.
11.2 The subject lands are designated for low and medium residential development in the
Brookhill Secondary Plan and is approximately a 15-minute walk to the commercial
centre. The Draft Plan is an extension of the existing residential development to the
south. The proposed grid like street pattern maximizes walkability and would extend the
existing street network, including Carl Raby Street which would extend north and
connect to the future Longworth Avenue.
11.3 The lands at the very west of the site provide a buffer to the environmentally sensitive
lands to the west. This means that the existing lotting pattern on the west side of
Murray Tabb, would not continue north. Murray Tabb does not connect to the future
Longworth Avenue. It turns east and provides for dual frontage townhomes along
Longworth Avenue.
11.4 The proposed plan includes important infrastructure components, such as the extension
of Longworth Ave, which will also be extended further east, 85 metres past Green Road.
The owner will be responsible for the cost and construction of Longworth Ave., including
any services or utilities required to those limits. The Municipality will be responsible for
the cost of the design and construction of any oversizing of Longworth Avenue and the
roundabout proposed at the intersection of Longworth Avenue and Green Road. The
actual construction of Longworth will coincide with the construction of the Draft Plan.
The Owner would also be responsible for the urbanization of Green Road.
11.5 The existing stormwater management pond situated at Green Road and Brookhill
Boulevard is sized to accommodate the proposed development.
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Figure 2 – Brookhill Phasing Plan and General Context
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Brookhill Secondary Plan (Adopted)
11.6 The existing Brookhill Secondary Plan has recently been reviewed and updated.
Council adopted an amendment to the Plan on May 25, 2021. The updated Secondary
Plan requires approval from the Region of Durham, which may result in modifications to
the Secondary Plan.
11.7 The adopted Plan designates the majority of the subject lands as Low Density
Residential. The Medium Density designation runs along the future extension of
Longworth Avenue and along Green Road.
Figure 3- Adopted Land Use Plan for the Brookhill Secondary Plan (subject area
outlined in blue)
11.8 The predominant use of lands within the Low-Density Residential designation shall be a
mix of housing types and tenures in low-rise building forms. Detached dwellings and
street townhouses are permitted. Detached and semi-detached dwelling units shall
account for a minimum of 80 percent of the total number of units in the Low-Density
Residential designation, with units in other building types accounting for the remaining
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20 percent. Generally, this ratio should be applied for each plan of subdivision to
encourage an even distribution of townhouse units. Private streets and private lanes are
not permitted within the Low-Density Residential Designation.
11.9 The proposal has 50 single detached dwellings and 43 street townhouse units, as well
as two future development blocks. The portion of single detached dwellings within the
Low-Density Residential designation is approximately 71%. There are about 20
townhouse units proposed in the Low-Density Designation and they are all fronting a
public street.
11.10 The revision presented at the Open House eliminated the previously proposed Block 61,
a 34-unit medium density townhouse block, which extended approximately half the
width of the property, from the north limits of the property, future Longworth Avenue,
southerly into the subject lands. The elimination of the medium density block is more
consistent with the Secondary Plan.
11.11 The predominant use of lands within the Medium Density Residential designation are a
mix of housing types and tenures in mid and low-rise building forms. Other uses,
including small scale service and neighbourhood retail commercial uses, which are
supportive of and compatible with residential uses, are also permitted in accordance
with the Official Plan.
11.12 The following residential building types are permitted:
Street townhouses;
Block townhouses;
Stacked townhouses;
Back-to-back townhouses;
Apartment buildings;
11.13 Building heights shall be a minimum of 2 storeys and a maximum of 4 storeys.
Development on lands designated Medium Density Residential shall have a minimum
net density of 40 units per net hectare. This is slightly denser than what the Clarington
Official Plan typically permits for the edge of neighbourhoods, which is 1 -3 storeys and
a minimum net density of 19 units per net hectare.
11.14 The area along Longworth Avenue is planned to have dual frontage townhouse units
with a frontage of 6.1 metres. The units would have the front door facing Longworth
Avenue and vehicle access would be at the rear on Murray Tabb Street and Marsden
Way. The Municipality typically requires on-street townhouses to have a minimum
frontage of 7.0 metres. The exception to this is for on-street townhouse lots that have a
dual frontage. Therefore, the townhouse blocks conform to the policies of the Plan.
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Figure 4 – Proposed Draft Plan of Subdivision
Future Development Blocks
11.15 There are two future development blocks (Blocks 59 and 60). Block 59 is to be used for
low rise apartments and townhouses. Block 60, on the south side, is to be used for
condominium townhouse units (that would be developed in conjunction with the
apartment block) and single detached dwellings. Both blocks are within the Medium
Density designation of the adopted Brookhill Secondary Plan. The proposed uses are
permitted.
11.16 Site plan approval is required for the two condominium blocks. The applicant has
demonstrated that the two future development blocks would be able to generally
accommodate the proposed land uses. Private outdoor amenity spaces are shown, as
well as parking. Further design details for the site would be addressed through the Site
Plan approval process such as vehicle access points, loading spaces, landscaping, etc.
11.17 There is a service connection from Marsden Way to the condominium block on the north
part of block 60. This area has the potential to be used as a pedestrian access to the
condominium block. It also separates the different typologies of the townhouses and
single detached dwellings.
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11.18 There are two vehicle access points proposed to the condominium block, one
connecting to Longworth Avenue and one connecting to Green Road which would
reduce vehicle traffic from filtering into the neighbourhood. Further discussions with the
Clarington Public Works Department and an update to the Traffic Impact Brief would be
required to ensure this is feasible without interfering with the proposed roundabout at
the intersection of Green Road and Longworth Ave. There is a possibility that the
access off Longworth Avenue could be a right-in/right-out only access. These technical
details would be able to be addressed through the Site Plan process and should not
have an overall impact on the Draft Plan.
Addressing Comments and Concerns from Residents
11.19 There are three main concerns regarding the proposal.
The type of built form (townhouse and apartment) not related to the existing
character of the neighbourhood;
Overall increase of traffic within the neighbourhood; and
Not enough park space and school capacity for the increase in density.
11.20 The first concern is related to the built form proposed. Areas that are along main road
networks are intended to have greater densities than the areas internal to the
neighbourhood in order to take advantage of the capacity of higher order roadways and
make efficient use of public transit options. It is also necessary to provide a variety of
housing options to meet the needs of different demographics. The proposal conforms to
the medium density residential designation in the adopted Secondary Plan.
11.21 Staff are working with the applicant to try to direct vehicle traffic to the main arterial
roads from the condominium block to see if it is feasible given the close proximity to the
intersection. There were no major traffic issues raised as a result of the proposed
subdivision design and street layout. The site design and street layout slightly changed
in February 2021, from the original application that was submitted in March 2020. No
major concerns were raised with the revisions to the Draft Plan. The traffic analysis can
be updated to compare the additional traffic generated between the two different
proposals (access off Marsden Way or access off Longworth Ave.). As mentioned, the
technical details for the most ideal access point, from a safety perspective, would be
addressed through the Site Plan process.
11.22 There is an existing park located in the neighbourhood to the south of the subject lands.
There is also a planned park on the east side of Green Road with trail connections.
Refer to Figure 2. The amount of parkland in the area satisfies the Secondary Plan
targets. The future development block for the condominium townhouses and the
apartment would also be required to provide private outdoor amenity space according to
the Municipality’s Amenity Guidelines for Medium and High Density Residences.
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12. Conclusion
12.1 In consideration of all agency, staff and public comments, it is respectfully
recommended that the application for Draft Plan of Subdivision and the Zoning By-law
Amendment, as submitted by DG Group, be su pported and approved respectfully,
subject to the Draft Plan conditions included in Attachment 1.
Staff Contact: Nicole Zambri, 905-623-3379 extension 2422 or nzambri@clarington.net.
Attachment 1: Proposed Conditions of Draft Approval
Attachment 2: Draft Plan of Subdivision
Attachment 3: Draft Zoning By-law Amendment
Interested Parties:
List of Interested Parties available from Planning and Development Services Department.
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Conditions of Draft Approval
File Number: S-C-2020-0001
Issued for Concurrence: October 28, 2021
Notice of Decision: _____________
Draft Approved: ________________
__________________________
Ryan Windle, RPP, MCIP, AICP
Director of Planning and Development Services
Municipality of Clarington
Part 1 – Plan Identification
1.1 The Owner shall have the final plan prepared on the basis of approved draft plan
of subdivision S-C-2020-0001 prepared by Bousfields Inc. identified as job number
0147-1a-97dp, dated October 13, 2021, as redlined, which illustrates 50 single
detached units, 43 street townhouse units, block for a low rise apartment, a block
for townhouses in a condominium tenure, environmentally protected lands and
associated buffer, and roads.
1.2 Redline Revisions
(a)Add blocks for 0.3 metre reserves along Longworth Avenue and Green Road,
save and except an access point on Green Road and Carl Raby Street.
(b)The density (UPH) reference be deleted from the Block descriptions on the
Draft Plan for Blocks 59 and 60.
Part 2 – General
2.1 The Owner shall enter into a subdivision agreement with the Corporation of the
Municipality of Clarington (the “Municipality”) that contains all of the terms and
conditions of the Municipality’s standard subdivision agreement respecting the
provision and installation of roads, services, drainage, other local services and all
internal and external works and services related to this plan of subdivision. A copy
of the Municipality’s standard subdivision agreement can be found at
https://www.clarington.net/en/do-business/resources/application-forms/subdivision-
agreement.pdf
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2.2 The Owner shall name all road allowances included in the draft plan to the
satisfaction of the Municipality and the Regional Municipality of Durham (the
“Region”).
2.3 All works and services must be designed and constructed in accordance with the
Municipality’s Design Guidelines and Standard Drawings.
Architectural Control
2.4 (1) The Owner shall pay 100% of the cost for the “Control Architect” to review
and approve all proposed models and building permits consistent with the
approved architectural design guidelines for the Brookhill Neighbourhood
prepared by Watchorn Architects, to the satisfaction of the Director of
Planning and Development Services.
(2) No residential units shall be offered for sale to the public on the draft plan
until such time the exterior architectural design of each building has been
approved by the Director of Planning and Development Services.
(3) No building permit shall be issued for the construction of any building on any
residential lot or block on the draft plan, until the exterior architectural design
of each building and the location of the building on the lot has been approved
by the Director of Planning and Development Services.
(4) In keeping with the Urban Design Principles in the Brookhill Secondary Plan,
the Owner acknowledges and agrees that for Blocks 51-54, 57 and 58, the
front façade of the houses will face Longworth Avenue, while the driveways
and garages will be accessed from Murray Tabb Street.
Marketing and Sales
2.5 (1) The Owner shall prepare a Land Use Plan which shows the draft plan and
surrounding land uses. The Land Use Plan shall be in a format approved by
the Director of Planning and Development Services.
(2) The Owner shall erect and maintain a sign on the development site and/or in
the sales office which shows the Land Use Plan as approved by the Director
of Planning and Development Services.
(3) The Owner shall submit its standard Agreement of Purchase and Sale to the
Director of Planning and Development Services which includes all warning
clauses/ notices prior to any residential units being offered for sale to the
public.
Site Alteration
2.6 Draft plan approval does not give the Owner permission to place or dump fill or
remove fill from or alter the grade of any portion of the lands within the draft plan.
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The Owner shall be required to obtain a permit from the Municipality under Site
Alteration By-law 2008-114, as amended, for any such work. If any portion of the
lands are within an area regulated by a conservation authority, the Owner shall
obtain a permit from the conservation authority in addition to obtaining approval
from the Director of Public Works regarding the intended haulage routes, the time
and duration of the site alteration work and security relating to mud clean up, road
damage and dust control in accordance with the Dust Management Plan in Section
4.7. After registration of a subdivision agreement, the provisions of the
Municipality’s standard subdivision agreement shall apply to any proposed site
alteration on the lands covered by the subdivision agreement.
Part 3 – Final Plan Requirements
3.1 The following road allowances shown on the draft plan shall be dedicated to the
Municipality upon registration of the final plan:
(a) Murray Tabb Street
(b) Procknow Street
(c) Carl Raby Street
(d) Marsden Way
3.2 The Owner shall transfer to the Municipality (for nominal consideration free and
clear of encumbrances and restrictions) the following lands and easements:
(a) Reserves
0.3 metre reserves along Longworth Avenue and Green Road
(b) Sight Triangles
A 15 metre X 15 metre site triangle at the corner of Green Road and
Longworth Avenue
(c) Environmental Protection Lands
Block 61 on the draft plan
Block 62 on the draft plan.
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Part 4 –Plans and Reports Required Prior to Subdivision Agreement/Final Plan
Registration
4.1 The Owner shall submit the following plans and report or revisions thereof:
Phasing
(1) This draft plan shall be developed in one registration only.
Noise Report
(2) The Owner shall submit to the Director of Public Works, the Director of
Planning and Development Services and the Region, for review and
approval, an updated noise report, based on the preliminary noise report
entitled Environmental Noise Report, prepared by YCA Engineering Limited,
dated January 2020, prepared for West Diamond Properties Inc.
Functional Servicing
(3) The Owner shall submit an updated Functional Servicing Report satisfactory
to the Director of Public Works and Central Lake Ontario Conservation
Authority.
Community Theme Plan
(4) The Owner shall submit a “Community Theme Plan” to the Director of
Planning and Development Services and Director of Public Works
consistent with the approved plan for previous phases, for approval. Such
plan shall include design concepts for a community theme including
gateway treatments, landscape treatments, lighting fixtures, fencing details
and related design issues for the overall design, location and configuration
of trails and open space buffers. All Engineering Drawings shall conform
with the approved Community Theme Plan.
Environmental Sustainability Plan
(5) The Owner shall submit Environmental Sustainability Plan to the satisfaction
of the Director of Planning and Development Services. Such plan shall
identify the measures that the Owner will undertake to conserve energy and
water in excess of the standards of the Ontario Building Code, reduce
waste, increase recycling of construction materials and utilize non-toxic,
environmentally sustainable materials and finishes.
Soils Management Plan
(6) Prior to Authorization to Commence, the Owner shall provide a Soils
Management Plan for review and approval by the Director of Public Works.
Such plan shall provide information respecting but not limited to any
proposed import or export of fill to or from any portion of the Lands, intended
haulage routes, the time and duration of any proposed haulage, the source
of any soil to be imported, quality assurance measures for any fill to be
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imported, and any proposed stockpiling on the Lands. All imported material
must originate from within the Municipality of Clarington. The Owner shall
comply with all aspects of the approved Soils Management Plan. The
Director may require the Owner to provide security relating to mud clean up,
dust control and road damage.
Dust Management Plan
(7) Prior to Authorization to Commence Works, the Owner is required to
prepare a Dust Management Plan for review and approval by the Director of
Public Works. Such plan shall provide a practical guide for controlling
airborne dust which could impact neighbouring properties. The plan must:
(a) identify the likely sources of dust emissions;
(b) identify conditions or activities which may result in dust emissions;
(c) include preventative and control measures which will be implemented
to minimize the likelihood of high dust emissions;
(d) include a schedule for implementing the plan, including training of on-
site personnel;
(e) include inspection procedures and monitoring initiatives to ensure
effective implementation of preventative and control measures; and
(f) include a list of all comments received from the Municipality, if any, and
a description of how each comment was addressed.
Part 5 –Special Terms and Conditions to be Included in the Subdivision
Agreement
5.1 Lands Requiring Site Plan
(a) The Owner will be required to make a site plan application for Blocks 59 and
60 to address vehicle access points to the sites, private amenity space,
landscaping, etc.
(b) The Owner shall not make an application for a building permit in respect of
Blocks 59 and 60 until the Owner has received site plan approval from the
Municipality under Section 41 of the Planning Act, R.S.O. 1990, C.P.13.
5.2 Longworth Avenue
The Owner shall be responsible for construction of Longworth Avenue from
approximately 85 metres east of Green Road westerly to the Urban Area
Boundary including the roundabout at Green Road and Longworth Avenue. The
Owner is 100% responsible for the cost and construction of Longworth Avenue
including any services and/or utilities required to the limits described. The
Municipality will be responsible for the cost of the design and construction of any
oversizing of Longworth Avenue and the intersection improvements for
Longworth Avenue and Green Road.
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5.3 Green Road
The Owner shall be responsible for the urbanization of Green Road from
approximately 15 metres north of the Ross Wright Avenue to approximately 90
metres north of the intersection of Green Road and Longworth Avenue including
the construction of the roundabout. The Municipality will be responsible for the
cost of the design and construction of any oversizing of Green Road and the
intersection improvements for Longworth Avenue and Green Road.
5.4 Block 158 (Part 9 of 40R-28857)
The Owner shall be responsible for fulfilling the outstanding condition 5.9 from
the Conditions of Draft Approval, dated June 15, 2015, for SC-2012-0003
(Brookhill Phase 3 Plan) which states that a Concept Plan shall be prepared for
Block 158. The Concept Plan shall be included in the Engineering Drawings. The
Owner is 100% responsible for the construction and installation of the work
identified on the approved concept plan.
5.5 Clean Water Pipe
The Owner is 100% responsible for the construction of all infrastructure required
to convey external flows to the Brookhill tributary via a clean water pipe in the
Longworth Avenue right-of-way, similar to the clean water pipe on Brookhill
Boulevard.
5.6 Parkland
The Owner shall pay the Municipality an amount in lieu of conveying land for park
or other public recreational purposes under section 5.1. of the Planning Act,
R.S.O. 1990, c.P.13. The Owner acknowledges that this amount represents the
value of the land that would otherwise be required to be conveyed at the rate of 1
hectare of land for each 300 dwelling units in the draft Plan as of the day before
the approval of draft Plan of Subdivision S-C-2020-0001.
5.7 Noise Attenuation
(1) The Owner shall implement the noise attenuation measures recommended in
the updated noise report entitled Environmental Noise Assessment prepared
by YCA Engineering Limited and dated January 2020 (the “Noise Report”).
(2) The Owner shall not make an application for a building permit for any building
on the Lands until an acoustic engineer has certified that the plans for the
building are in accordance with the Noise Report.
5.8 Temporary Turning Circles
(1) Temporary turning circles are required at phase limits where roadways are
incomplete and any lots abutting temporary turning circles will be frozen and
not eligible for building permits.
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(2) Where part of all of a temporary turning circle is on lands outside of the road
allowances, the Owner shall convey an easement to the Municipality in a
form satisfactory to the Municipal Solicitor. Such easement shall be released
for nominal consideration when the turning circle is removed and the roads
are reconstructed to a full urban standard to the satisfaction of the Director of
Public Works.
(3) Where proposed road connects to existing temporary turning circle, the
Owner shall restore all areas to municipal standards. This includes curbs,
sidewalks, asphalt, drainage, boulevard topsoil and sod, street trees and
streetlighting relocations, all to the satisfaction of the Director of Public Works
Part 6 – Agency Conditions
Part 6 – Agency Conditions
6.1 Region of Durham
(1) The Owner shall provide for the extension of such sanitary sewer and water
supply facilities which are external to, as well as within, the limits of this plan
that are required to service this plan. In addition, the Owner shall provide for
the extension of sanitary sewer and water supply facilities within the limits of
the plan which are required to service other developments external to this
subdivision. Such sanitary sewer and water supply facilities are to be
designed and constructed according to the standards and requirements of
the Region. All arrangements, financial and otherwise, for said extensions
are to be made to the satisfaction of the Region, and are to be completed
prior to final approval of this plan.
(2) Prior to entering into a subdivision agreement, the Region shall be satisfied
that adequate water pollution control plant and water supply plant capacities
are available to the proposed subdivision.
(3) The Owner shall agree in the Municipality of Clarington Subdivision
Agreement to implement the recommendations of the report, entitled
“Environmental Noise Assessment” prepared by YCA Engineering Limited
dated January 2020, which specifies noise attenuation measures for the
development. The measures shall be included in the Subdivision Agreement
and must also contain a full and complete reference to the noise report) i.e
author, title, date and any revisions/addenda and shall include warning
clauses identified in the study).
(4) The Owner shall grant to the Region any easements required for provision of
Regional services for this development and these easements shall be in the
location and of such widths as determined by the Region.
(5) All land dedications, easements, sight triangles and reserves as required by
the Region for this development must be granted to the Region free and clear
of all encumbrances and in a form satisfactory to the Region’s Solicitor.
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(6) The Owner shall satisfy all requirements, financial and otherwise, of the
Region. This shall include, among other matters, the execution of a
subdivision agreement between the Owner and the Region concerning the
provision and installation of sanitary sewers, water supply, roads and other
regional services.
(7) Prior to the finalization of this plan of subdivision, the Owner shall provide
satisfactory evidence to the Regional Municipality of Durham in accordance
with the Region’s Site Contamination Protocol to address site contamination
matters. Such evidence may include the completion of a Regional Reliance
Letter and Certificate of Insurance. Depending on the nature of the proposal
or the findings of the Record of Site Condition (RSC) Compliant Phase One
Environmental Site Assessment (ESA), an RSC Compliant Phase Two ESA
may also be required. The findings of the Phase Two ESA could also
necessitate the requirement for an RSC through the Ministry of Environment
Conservation and Parks, accompanied by any addition supporting
information.
6.2 Conservation Authority
(1) Prior to any on-site grading or construction of final registration of the Plan,
the Owner shall submit and obtain approval from the Municipality of
Clarington, and the Central Lake Ontario Conservation Authority for reports
describing the following:
(a) The intended means of controlling stormwater flow on the site and
conveying stormwater flow from the site to an appropriate outlet,
including use of stormwater techniques which are appropriate and in
accordance with the provincial guidelines;
(b) The intended means of providing water quality treatment for the site in
accordance with provincial guidelines;
(c) The means whereby erosion and sedimentation and their effects will be
minimized on the site and downstream of the site during and after
construction, in accordance with provincial guidelines. The report must
outline all actions to be taken to prevent an increase in the
concentration of solids and prevention of downstream erosion in any
water body as a result of on-site, or related works: and
(e) Details on the types of Low Impact Development (LID) measure to be
implemented within the development to assist in reducing stormwater
runoff and meeting infiltration targets in accordance with the water
balance and CLOCA requirements.
(2) That, an educational Homeowners Guide be developed to be distributed to
the future lot owners regarding the significant wetland and buffer area as well
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as the benefits, functions, and maintenance requirements of low impact
development measures on the individual lots.
(3) That, a Landscape Plan(s) be submitted for review and approval by CLOCA
for the restoration planting within the vegetation protection areas (buffer
lands) shown as Blocks 61 and 62 within the draft plan.
(4) That amphibian habitat be addressed through detailed design measures to
the satisfaction of CLOCA including appropriated exclusion fencing to be
installed in the northern limits of development and the buffer interface at the
west as a mitigation measure.
(5) That a Hydrogeological Study be prepared to the satisfaction of CLOCA
pursuant to the recommendations of the Functional Servicing Report.
(6) That the Environmental Impact Study be further revised, as necessary to the
satisfaction of CLOCA in order to respond to the comments contained in the
May 26, 2020 memo from CLOCA Environmental Engineering.
(7) The Owner shall satisfy all financial requirements of the Central Lake Ontario
Conservation Authority. This shall include Application Processing Fees and
Technical Review Fees as per the approved Authority Fee Schedule.
(8) That the Municipality’s Subdivision Agreement contain all the above noted
conditions.
(9) The Owner agrees to maintain all stormwater and erosion and sediment
control structures and measures operating in good repair during the
construction period, in a manner satisfactory to CLOCA.
(10) The Owner acknowledges that the site is within an area that is subject to
CLOCA regulation, therefore a permit is required prior to any development
activity on site.
6.3 Canada Post Corporation
(1) The Owner covenants and agrees to provide the Municipality of Clarington
with evidence that satisfactory arrangements, financial and otherwise, have
been made with Canada Post Corporation for the installation of Lockbox
Assemblies as required by Canada Post Corporation and as shown on the
approved engineering design drawings/Draft Plan, at the time of sidewalk
and/or curb installation. The Owner further covenants and agrees to provide
notice to prospective purchasers of the locations of Lockbox Assemblies and
that home/business mail delivery will be provided via Lockbox Assemblies or
Mailroom.
(2) The Owner shall satisfy the following requirements of Canada Post
Corporation and the Municipality with respect to the provision of mail delivery
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to the Subdivision Lands and the provision of community mailbox locations,
as follows:
(a) The Owner shall advise Canada Post as to the excavation date for the
first foundation/first phase as well as the date development work is
scheduled to begin.
(b) If applicable, the Owner shall ensure that any street facing installs have
a pressed curb or curb cut.
(c) The Owner shall advise Canada Post as to the expected first occupancy
date and ensure the site is accessible to Canada Post 24 hours a day.
(d) The Owner will consult with Canada Post and the Municipality to
determine suitable permanent locations for the Community Mail Boxes.
The Owner will then indicate these locations on the appropriate
servicing plans.
(e) The Owner agrees, prior to offering any units for sale, to display a map
on the wall of the sales office in a place readily accessible to potential
homeowners that indicates the location of all Community Mail Boxes
within the development, as approved by Canada Post.
(f) The Owner will provide a suitable and safe temporary site for a
Community Mail Boxes upon approval of the Municipality (that is
levelled with appropriately sized patio stones and free of tripping
hazards), until curbs, sidewalks and final grading are completed at the
permanent locations. Canada Post will provide mail delivery to new
residents as soon as the homes or units are occupied.
(g) Owner agrees to provide the following for each Community Mail Boxes
and to include these requirements on the appropriate servicing plans (if
applicable):
i) Any required walkway across the boulevard, per municipal
standards; and
ii) Any required curb depressions for wheelchair access, with an
opening of at least two meters (consult Canada Post for detailed
specifications).
6.4 Utilities
(1) The Owner shall coordinate the preparation of an overall utility distribution
plan that allows for the safe installation of all utilities including the separation
between utilities to the satisfaction of the Director of Public Works.
(2) All utilities will be installed within the proposed road allowances. Where this is
not possible, easements will be provided at no cost to the utility provider.
Proposed easements are not permitted on lands owned by the Municipality
unless it can be demonstrated that there is no other alternative. Such
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easements must not impede the long term use of the lands and will be at the
discretion of the Director of Public Works.
(3) The Owner shall cause all utilities, including hydro, telephone, and cable
television within the streets of this development to be installed underground
for both primary and secondary services.
Part 7 – Standard Notices and Warnings
7.1 The Owner shall include a clause in Agreements of Purchase and Sale for all Lots
informing the purchaser of all applicable development charges in accordance with
subsection 58(4) of the Development Charges Act, 1997, S.O. 1997, C.27.
7.2 The Owner shall include the notices and warnings clauses set out in Schedule 3 of
the Municipality’s standard subdivision agreement in Agreements of Purchase and
Sale for all Lots or Blocks.
7.3 The Owner shall include the following notices and warning clauses in Agreements
of Purchase and Sale for the Lots or Blocks to which they apply:
7.4 Noise Report
(1) The Owner shall include the following notice in the Agreements of Purchase
and Sale for Blocks 51 to 58:
“Purchasers are advised that sound levels due to increasing road traffic
may interfere with some activities of the dwelling occupants as the sound
levels will exceed the Ministry of Environment Conservation and Parks
noise criteria.”
(2) The Owner shall include the following notice in the Agreements of Purchase
and Sale for Lots 51-54, 57, and 58:
“This dwelling unit was ducting to accommodate a central air
conditioning unit. The installation of central air conditioning by the
homeowner will allow windows and exterior doors to be kept closed,
thereby achieving indoor sound levels within the limits recommended
by the Ministry of the Environment Conservation and Parks (Note:
The location and installation of the outdoor air conditioning device
should be done so as to comply with noise criteria of Ministry of the
Environment, Conservation and Parks publication NPC-300.”
(3) The Owner shall include the following notice in the Agreements of Purchase
and Sale for Lots Blocks 51-54, 57, and 58:
“Despite the inclusion of noise control features in the design of the
subdivision and individual units, noise levels from road traffic may be
of concern and may occasionally interfere with some activities of the
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dwelling occupants as the noise exposure level may exceed the noise
criteria of the Ministry of the Environment, Conservation and Parks.”
7.5 Farm Operations
The Owner shall include the following warning clause in agreements of purchase
and sale for All Lots
“Farm Operations –There are existing farming operations nearby and
that such farming activities may give rise to noise, odours, truck traffic
and outdoor lighting resulting from normal farming practices which
may occasionally interfere with some activities of the occupants.”
7.6 Chain Link Fencing
The Owner shall include the following notice in the agreements of purchase and
sale for Block 51 (westerly unit):
“Chain Link Fencing – Chain link fencing is a required feature
between this lot and the adjacent open space. This fencing must be
located on the public portion of the abutting land and will be
maintained by the Municipality after the developer has been released
from any further responsibility for the fence.”
7.7 Environmentally Protected Lands
The Owner shall include the following notice in the agreements of purchase and
sale for Block 51 (westerly unit):
“Environmentally Protected Lands - Purchasers may not dump any material,
debris or grass clippings on these lands. Purchasers shall not drain swimming
pool water or spa water directly into these areas. Water should be directed to
the road, where it enters the storm sewer system, and is treated by stormwater
management controls”
7.8 Noise Attenuation Fencing
The Owner shall include the following notice in the agreements of purchase and
sale for Blocks 54 and 57 end units abutting Carl Raby Street:
“Noise Attenuation Fencing - Noise attenuation fencing is a required
feature for this lot to assist in reducing the noise levels to comply with
Ministry of the Environment Conservation and Parks standards. This
fencing must be located on the private property portion of the lot and
must be designed and constructed in compliance with the
recommendations of the noise attenuation report. The maintenance of
this fencing is the responsibility of the owner of the lot after the
developer has been released from any further responsibility for the
fence.”
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7.9 Schools
The Owner shall include the following notice in the agreements of purchase
and sale for all lots:
“School buses” - -Purchasers are advised that school bus pick up
points will generally be located on a through street at a convenient
location to the Student Transportation Services of Central Ontario.
“New Schools - Purchasers are advised that attendance at the public
school on designated sites within the community are not guaranteed.
Attendance at schools in the area yet to be constructed is also not
guaranteed. Pupils may be accommodated in temporary facilities
and/or be directed to schools outside the area in accordance with
continued development and accommodation pressures”
7.10 Canada Post Corporation
The Owner shall include the following notice in the agreements of purchase and sale for all lots:
“Mail Service - Purchasers are advised that Canada Post intends to service this property through the use of community mailboxes that may be located in several locations within this subdivision.”
Part 8 - Clearance
8.1 Prior to final approval of the plan for registration, the Municipality’s Director of
Planning Services shall be advised in writing by,
(a) Durham Region how Conditions 2.2, 4.1 (2), 6.1 (1) to (7), 7.4, 7.8 have been
satisfied;
(b) Central Lake Ontario Conservation Authority, how Conditions 4.1 (3), 6.2 (1)
to (10) have been satisfied;
(c) Canada Post, how Conditions 6.3 (1) and (2), 7.10 have been satisfied;
Part 9 – Notes to Draft Approval
9.1 Terms used in these conditions that are not otherwise defined have the meanings
given to them in the Municipality’s standard subdivision agreement.
9.2 As the Owner of the proposed subdivision, it is your responsibility to satisfy all
conditions of draft approval in an expeditious manner. The conditions of draft
approval will be reviewed periodically and may be amended at any time prior to
final approval. The Planning Act provides that draft approval, may be withdrawn at
any time prior to final approval.
9.3 If final approval is not given to this plan within three (3) years of the draft approval
date, and no extensions have been granted, draft approval shall lapse and the file
shall be closed. Extensions may be granted provided valid reason is given and is
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submitted to the Director of Planning Services for the Municipality of Clarington
well in advance of the lapsing date.
9.4 Where an agency requirement is required to be included in the Municipal
subdivision agreement, a copy of the agreement should be sent to the agency in
order to facilitate their clearance of conditions for final approval of this plan. The
addresses and telephone numbers of these agencies are:
(a) Durham Regional Planning Department, 605 Rossland Road East, P.O. Box
623, Whitby, Ontario L1N 6A3 (905) 668-7721.
(b) Central Lake Ontario Conservation Authority, 100 Whiting Avenue, Oshawa,
Ontario LIH 3T3 (905) 579-0411.
(c) Canada Post, Metro Toronto Region, 1860 Midland Ave. 2nd Floor
Scarborough ON, M1P 5A1
(d) Kawartha Pine Ridge District School Board, 1994 Fisher Drive,
Peterborough, Ontario K9J 6X6 (705) 742-9773.
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PVACANT EXISTING RESIDENTIAL APPROVED RESIDENTIALP H A S E 3VACANTBUFFER
PROCKNOW STREET (ST. A)CARLRABY ST.MARSDENWAYMURRAYTABB ST.PROCKNOWSTREETG R E E NR O A DCARL RABY STREET (ST. B)MARSDEN WAY (ST. C)LONGWORTH AVENUE
ROSS WRIGHT AVENUEBLOCK 62 - ENVIRONMENTAL PROTECTION BUFFER BLOCK - 0.302 haBLOCK 56
6.1m OSTH
0.119 ha 6u
BLOCK 55
6.1m OSTH
0.121 ha 5u
MURRAY TABB STREET
(ST. D)
BLOCK 51
6.1m OSTH
0.124 ha 6u
BLOCK 61 - ENVIRONMENTAL PROTECTION BLOCK -- 0.140 haBLOCK 57
7.0m OSTH
0.098 ha 4u
BLOCK 58
7.0m OSTH
0.098 ha 4u
BLOCK 52
6.1m OSTH
0.119 ha 6u
BLOCK 53
6.1m OSTH
0.119 ha 6u
BLOCK 54
6.1m OSTH
0.142 ha 6u
BLOCK 59
RESIDENTIAL TOWNHOUSE
AND APARTMENT BLOCK
1.165 ha
BLOCK 60
RESIDENTIAL SINGLE
DETACHED AND
TOWNHOUSE BLOCK
0.398 ha
99.6
and submit a draft plan of subdivision for approval.
being the registered owner(s) of the subject lands hereby
authorize to prepare
subdivided as shown on this plan, and their relationship to
K.
the adjacent land are accurately and correctly shown.
I hereby certify that the boundaries of the land to be
OWNER'S AUTHORIZATION SURVEYOR'S CERTIFICATE
I/we,
Additional land owned by the applicant or in which the applicant
Sanitary & storm sewers to be provided.
Clay loam soil.
Piped water to be provided.
has an interest in the vicinity is as shown on the key plan.
D.
H.
I.
C.
ADDITIONAL INFORMATION REQUIRED UNDER
SECTION 51(17) OF THE PLANNING ACT
Additional Land Owned
LEGEND
Boundary of Subdivision
KEY PLAN
Subject Property
WEST DIAMOND PROPERTIES INC.
PLAYERS BUSINESS PARK LTD.
ASPEN SPRINGS
CORNERS
CLARINGTON
N.T.S.
BOUSFIELDs INC.
SEE ORIGINAL SUBMISSION
SEE ORIGINAL SUBMISSION Residential Singles, OSTH, Residential Townhouse and Apartment Block, Residential
Single Detached and Townhouse Block, Environmental Lands & Roads.
Additional LandsOwned
A, B, E, F, G, J, L - As Shown on Plan
1 : 750 January 11, 2022 0147-1a - 105dp
Toronto, Ontario M5E 1M2
P (416) 947-9744
F (416) 947-0781
3 Church Street, Suite 200
BOUSFIELDs INC.
REVISED DRAFT PLAN OF PROPOSED SUBDIVISION
PART OF LOT 17, CONCESSION 2
(GEOGRAPHIC TOWNSHIP OF DARLINGTON)
NOW IN THE MUNICIPALITY OF CLARINGTON
REGIONAL MUNICIPALITY OF DURHAM
Rev. S-C-2020-001
All area measurements are computer generated.
All existing buildings to be demolished.
All dimensions are in metres.
All elevations refer to Geodetic Datum.
NOTES
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Page 130
Attachment 3 to
Report PDS-004-22
C:\Program Files\eSCRIBE\TEMP\16473565903\16473565903,,,Attachment 3 - Draft Zoning By-law.docx
If this information is required in an alternate format, please contact the Accessibility
Coordinator at 905-623-3379 ext. 2131
The Corporation of the Municipality of Clarington
By-law Number 2022-XX
being a By-law to amend By-law 84-63, the Comprehensive Zoning By-law for
the Corporation of the Municipality of Clarington
Whereas the Council of the Corporation of the Municipality of Clarington deems it
advisable to amend By-law 84-63, as amended, of the Corporation of the Municipality of
Clarington for ZBA-2022-XX
Now Therefore the Council of the Municipality of Clarington enacts as follows:
1. Section 15.4. “Special Exceptions – Urban Residential Type Four (R4) Zone” is
amended by introducing a new Subsection 15.4.47 as follows:
“Section 15.4.47 “Special Exceptions – Urban Residential Type Four (R4-47)
Zone”
Notwithstanding Sections 15.2 a., and h., those lands zoned R4-47 shown on the
Schedule to this By-law, shall be subject to the following zone regulations:
a. Density (maximum) 100 units per hectare
b. Outdoor amenity space (minimum) 4.0 square metres per dwelling unit
2. Section 14.6. “Special Exceptions – Urban Residential Type Three (R3) Zone” is
amended by introducing a new Subsection 14.6.65 as follows:
“Section 14.6.65 “Special Exceptions – Urban Residential Type Three (R3-65)
Zone”
Notwithstanding Sections 14.4 those lands zoned R3-65 shown on the Schedule
to this By-law, shall be subject to the following zone regulations:
a. Density (maximum) 40 units per ha
b. Lot Frontage (minimum) 7.0 metres
c. Yard Requirements (minimum)
i) Front Yard 6.0 metres to private garage
or carport;
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3.0 metres to a dwelling;
and 1.2 metres to unenclosed porch
ii) Interior Side Yard 1.2 metres,
nil where building has a
common wall with any building
iii) Exterior Side Yard 3.0 metres
iv) Rear Yard 7.5 metres
d. Dwelling Unit Area (minimum) 85 square metres
e. Lot Coverage (maximum) 45 percent for townhouse dwelling
55 percent for total of all
buildings and structures
A covered and unenclosed porch/balcony having no habitable floor space above
it, shall be permitted subject to the following:
a) In the case of an interior lot, an unenclosed porch/balcony up to a
maximum area of 10.0 square metres shall be permitted provided it
is in the front yard of the lot and shall not be calculated as lot
coverage.
b) In the case of an exterior lot, an unenclosed porch/balcony up to a
maximum area of 15.0 square metres shall be permitted provided it
is located in the front and/or exterior side yard of the lot and shall
not be calculated as lot coverage
f. Landscaped Open Space (minimum)30 percent
g. Building Height (maximum) 12.5 metres
h. Height of floor deck of unenclosed porch above
finished grade (maximum) 1.0 metre
3. Schedule ‘3’ to By-law 84-63, as amended, is hereby further amended by
changing the zone designation from:
"Agricultural (A) Zone" to "Environmental Protection (EP) Zone"
"Agricultural (A) Zone" to " Holding – Urban Residential Exception ((H)(R1-79)
Zone”
"Agricultural (A) Zone" to " Holding – Urban Residential Exception ((H)(R3-37)
Zone”
"Agricultural (A) Zone" to " Holding – Urban Residential Exception ((H)(R3-39)
Zone”
"Agricultural (A) Zone" to “Holding – Urban Residential Exception ((H)(R3-65)
Zone”
"Agricultural (A) Zone" to “Holding – Urban Residential Exception ((H)(R4-47)
Zone”
as illustrated on the attached Schedule ‘A’ hereto.
4. Schedule ‘A’ attached hereto shall form part of this By-law.
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5. This By-law shall come into effect on the date of the passing hereof, subject to the
provisions of Section 34 and Section 36 of the Planning Act.
Passed in Open Council this _____ day of January 2022
__________________________
Adrian Foster, Mayor
__________________________
June Gallagher, Municipal Clerk
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