General Government Committee Agenda

Final

General Government Committee Agenda Date: November 7, 2016 Time: 9:30 AM Place: Council Chambers, 2nd Floor Municipal Administrative Centre 40 Temperance Street Bowmanville, Ontario

Inquiries & Accommodations: For inquiries about this agenda, or to make arrangements for accessibility accommodations for persons attending, please contact: Michelle Chambers, Committee Coordinator, at 905-623-3379, ext. 2106 or by email at mchambers@clarington.net. Alternate Format: If this information is required in an alternate format, please contact the Accessibility Coordinator, at 905-623-3379 ext. 2131. Audio Record: The Municipality of Clarington makes an audio record of General Government Committee meetings. If you make a delegation or presentation at a General Government Committee meeting, the Municipality will be audio recording you and will make the recording public by publishing the recording on the Municipality’s website. Noon Recess: Please be advised that, as per the Municipality of Clarington’s Procedural By-law, this meeting will recess at 12:00 noon, for a one hour lunch break, unless otherwise determined by the Committee. Cell Phones: Please ensure all cell phones, mobile and other electronic devices are turned off or placed on non-audible mode during the meeting. Copies of Reports are available at www.clarington.net General Government Committee Agenda Date: November 7, 2016 Time: 9:30 AM Place: Council Chambers 1 Call to Order 2 New Business – Introduction 3 Adopt the Agenda 4 Declaration of Interest 5 Announcements 6 Adoption of Minutes of Previous Meeting

6.1 Minutes of a Regular Meeting of October 17, 2016 Page 5 7 Delegations

7.1 Rod and Rhonda MacDonald Regarding the Lakebreeze Townhomes located at 300-330 Lakebreeze Drive, Newcastle 7.2 Trish McAuliffe, Durham Health Coalition, Regarding a Proposed Integration of Ajax Pickering Hospital with Lakeridge Health 8 Communications - Receive for Information

8.1 CLOCA Minutes of the Central Lake Ontario Conservation Authority Page 25 Minutes dated October 18, 2016

8.2 Tyrone Minutes of the Tyrone Community Centre dated Page 28 Community October 19, 2016 Centre Minutes 8.3 GRCA 2017 Ganaraska Region Conservation Authority 2017 Page 29 Budget Preliminary Budget

8.4 Metrolinx Debi A. Wilcox, Regional Clerk/Director of Legislative Page 61 Response Services, The Regional Municipality of Durham – Durham Region’s Response to Metrolinx’s Paper Entitled “Discussion Paper for the Next Region Transportation Plan, Greater Toronto and Hamilton Area” – Environmental Bill of Rights Registry No. 012-8405 (2016-COW-35)

Page 2 General Government Committee Agenda Date: November 7, 2016 Time: 9:30 AM Place: Council Chambers

9 Communications – Direction

9.1 Durham Alexander Harras, Manager of Legislative Services/Deputy Page 153 Region Clerk, Town of Ajax – Durham Regional Transit and Seniors Transit Residences

(Motion to Endorse)

9.2 Ontario’s Tara Mieske, Clerk/Planning Manager, Township of North Page 155 Electrical Frontenac – Request for Support for Ontario’s Electrical Bills Bills (Motion for Direction)

9.3 MTO Jill Hughes, Director, Transportation Policy Branch, Ministry Cycling of Transportation - Public Consultation on Cycling Program Program (Motion for Direction)

10 Presentations

No Presentations 11 Engineering Services Department

No Reports 12 Operations Department

No Reports 13 Emergency and Fire Services Department

13.1 ESD-004-16 Emergency Services Activity Report – 2nd Quarter of Page 156 2016

14 Community Services Department

14.1 CSD-015-16 2017 Community Event Sponsorship Requests – Fall Page 162 Intake

Page 3 General Government Committee Agenda Date: November 7, 2016 Time: 9:30 AM Place: Council Chambers

15 Municipal Clerk’s Department

15.1 CLD-032-16 Changes to the Municipal Elections Act Page174

15.2 CLD-034-16 Municipal Elections - Ranked Ballot Elections Page 185

16 Corporate Services Department

No Reports 17 Finance Department

17.1 FND-016-16 Bowmanville Museum Process Review Page 209

18 Solicitor’s Department

No Reports 19 Chief Administrative Office

No Reports 20 New Business – Consideration

20.1 Motion Regarding Highway 407 Phase 2A Extension Page 216

20.2 Motion Regarding Celebrate Agriculture, 2017 Legacy Project

21 Unfinished Business

No Reports 22 Confidential Reports

No Reports 23 Adjournment

Page 4

General Government Committee Minutes October 17, 2016

Minutes of a meeting of the General Government Committee held on Monday, October 17, 2016 at 9:30 AM in the Council Chambers.

Present Were: Mayor A. Foster, Councillor S. Cooke, Councillor R. Hooper, Councillor J. Neal, Councillor C. Traill, Councillor W. Woo

Regrets: Councillor W. Partner

Staff Present: C. Clifford, A. Allison, M. Berney T. Cannella, J. Caruana, F. Horvath, M. Marano, N. Taylor, J. Gallagher, M. Chambers, B. Radomski

1 Call to Order

Mayor Foster called the meeting to order at 9:30 AM.

2 New Business – Introduction

Councillor Neal added a New Business item, regarding an organizational review, to the New Business – Consideration section of the agenda.

Councillor Traill added a New Business item, regarding a sign exemption request for the Rotary Club of Courtice, to the New Business – Consideration section of the agenda.

3 Adopt the Agenda

Resolution #GG-490-16

Moved by Councillor Hooper, seconded by Councillor Cooke

That the Agenda for the October 17, 2016 General Government Committee meeting be adopted as presented, with the addition of the following New Business items:

• Organizational Review • Sign exemption request for the Rotary Club of Courtice Carried

4 Declaration of Interest

Councillor Cooke declared an interest in the New Business Item regarding a sign exemption request for the Rotary Club of Courtice.

Councillor Neal declared an interest in the New Business Item regarding a sign exemption request for the Rotary Club of Courtice.

- 1 - 5

General Government Committee Minutes October 17, 2016

5 Announcements

Members of Council announced upcoming community events and matters of community interest.

6 Adoption of Minutes of Previous Meeting

Resolution #GG-491-16

Moved by Councillor Cooke, seconded by Councillor Hooper

That the minutes of the regular meeting of the General Government Committee meeting held on September 26, 2016, be approved. Carried

7 Delegations

7.1 Sally Barrie, Director of Home Support and Deb Kalogris, Administrator of Home Support, Community Care Durham, Regarding an Update on Community Care Durham

Sally Barrie, Director of Home Support, and Deb Kalogris, Administrator of Home Support, Community Care Durham (CCD) were present regarding and update on CCD. They made a verbal presentation to accompany a handout. Ms. Barrie provided background information on CCD. She noted that the future of health care is providing an opportunity for healthier living at home. Ms. Barrie added that the services and programs that are offered by CCD will decrease the cost to our health care system. Ms. Barrie reviewed the mission of CCD and noted that their main goal is to enhance the quality of life for the residents in the Region of Durham. She explained that they rely heavily on volunteers to provide services. Ms. Barrie continued by summarizing the many programs and services that are offered by CCD. She added that they have partnerships with Whitby Shores and surrounding hospitals. Ms. Barrie reviewed their operating budget and explained that the majority of their funding comes from LHIN. She added that they have a plan for 2016-2019 that has been created to support the LHIN goals. Ms. Barrie stated that the programs and services that they offer will allow people to live a healthier lifestyle and home and will be a benefit to all residents. She concluded by thanking the Municipality for their continued financial support and their commitment to Community Care. Ms. Barrie offered to answer any questions from the Committee.

- 2 - 6

General Government Committee Minutes October 17, 2016

Resolution #GG-492-16

Moved by Councillor Woo, seconded by Councillor Traill

That the delegation of Sally Barrie, Director of Home Support and Deb Kalogris, Administrator of Home Support, Community Care Durham, regarding an update on Community Care Durham, be received with thanks. Carried

8 Communications - Receive for Information

8.1 Minutes of the Ganaraska Region Conservation Authority dated September 15, 2016

Resolution #GG-493-16

Moved by Councillor Traill seconded by Councillor Hooper

That Communication Item 8.1, Minutes of the Ganaraska Region Conservation Authority dated September 15, 2016, be received for information. Carried

8.2 Kathryn McGarry, Minister of Natural Resources and Forestry – Introduction of Legislation to Amend the Aggregate Resources Act

Resolution #GG-494-16

Moved by Councillor Cooke, seconded by Councillor Woo

That Communication Item 8.2 from Kathryn McGarry, Minister of Natural Resources and Forestry regarding an introduction of legislation to amend the Aggregate Resources Act, be received for information. Carried

9 Communications – Direction

9.1 Brenda Metcalf, Agricultural Advisory Committee of Clarington – Request to Endorse Resolution of the Agricultural Advisory Committee

Resolution #GG-494-16

Moved by Councillor Neal, seconded by Councillor Traill

That the following Agricultural Advisory Committee of Clarington resolution, be referred to the October 24, 2016 Planning and Development Committee:

- 3 - 7

General Government Committee Minutes October 17, 2016

Whereas Ontario-grown corn, soybeans and wheat crops generate $9 billion in economic output and are responsible for over 40,000 jobs;

Whereas Ontario farmers are stewards of the land and understand the importance of pollinators to our environment and ecosystems;

Whereas the Ontario government is implementing changes to ON Reg 63/09 that would prevent any Certified Crop Advisor (CCA) from carrying out a pest assessment if they receive financial compensation from a manufacturer or retailer of a Class 12 pesticide;

Whereas the reduction of CCAs would force corn and soybean farmers to terminate their relationships that they have built with experts that understand their unique crop requirements, soil types, and field conditions, placing undue delays on planting crops;

Therefore, be it resolved that the Agricultural Advisory Committee of Clarington supports the efforts of the Member of Provincial Parliament for Huron-Bruce to eliminate barriers to employment opportunities for CCAs and allow Ontario farmers the freedom to engage in business with the expert of their choice; and

That Clarington Council be advised of this resolution. Motion Lost

Resolution #GG-495-16 Moved by Councillor Hooper, seconded by Councillor Woo

That the following Agricultural Advisory Committee of Clarington resolution, be endorsed by the Municipality of Clarington:

Whereas Ontario-grown corn, soybeans and wheat crops generate $9 billion in economic output and are responsible for over 40,000 jobs;

Whereas Ontario farmers are stewards of the land and understand the importance of pollinators to our environment and ecosystems;

- 4 - 8

General Government Committee Minutes October 17, 2016

That Clarington Council be advised of this resolution. Carried

9.2 Sandra Kranc, City Clerk, City of Oshawa – Seeking Emergency Financial Assistance in Order to Continue to Support the Economic Participation of Those Furthest from the Labour Market in Durham Region

Resolution #GG-496-16

Moved by Councillor Woo, seconded by Councillor Traill

That Communication Item 9.2 from Sandra Kranc, City Clerk, City of Oshawa regarding seeking emergency financial assistance for the Durham Region Employment Network (DREN) in order to continue to support the economic participation of those furthest from the labour market in Durham Region, be received for information. Motion Withdrawn

Councillor Hooper left the meeting at 10:00 AM.

Resolution #GG-497-16

Moved by Councillor Neal, seconded by Councillor Traill

That Communication Item 9.2 from Sandra Kranc, City Clerk, City of Oshawa regarding seeking emergency financial assistance in order to continue to support the economic participation of those furthest from the labour market in Durham Region, be referred to Council meeting of October 31, 2016 for staff to provide a report/memo on how many Clarington residents have been employed as a result of the Durham Region Employment Network (DREN). Carried

Councillor Hooper returned to meeting at 10:02 AM.

9.3 Lynn Dollin, President, Association of Municipalities of Ontario – Support for Closing the Municipal Fiscal Gap

Resolution #GG-498-16

Moved by Councillor Cooke, seconded by Councillor Traill

That the following Association of Municipalities of Ontario resolution, be endorsed by the Municipality of Clarington:

- 5 - 9

General Government Committee Minutes October 17, 2016

Whereas recent polling, conducted on behalf of the Association of Municipalities of Ontario indicates 76% of Ontarians are concerned or somewhat concerned property taxes will not cover the cost of infrastructure while maintaining municipal services, and 90% agree maintaining safe infrastructure is an important priority for their communities;

And Whereas infrastructure and transit are identified by Ontarians as the biggest problems facing their municipal government;

And Whereas a ten-year projection (2016-2025) of municipal expenditures against inflationary property tax and user fee increases, shows there to be an unfunded average annual need of $3.6 billion to fix local infrastructure and provide for municipal operating needs;

And Whereas the $3.6 billion average annual need would equate to annual increases of 4.6% (including inflation) to province-wide property tax revenue for the next ten years;

And Whereas this gap calculation also presumes all existing and multi-year planned federal and provincial transfers to municipal governments are fulfilled;

And Whereas if future federal and provincial transfers are unfulfilled beyond 2015 levels, it would require annual province-wide property tax revenue increases of up to 8.35% for ten years;

And Whereas Ontarians already pay the highest property taxes in the country;

And Whereas each municipal government in Ontario faces unique issues, the fiscal health and needs are a challenge which unites all municipal governments, regardless of size;

Now Therefore Be It Resolved that the Council of the Municipality of Clarington supports the Association of Municipalities of Ontario in its work to close the fiscal gap; so that all municipalities can benefit from predictable and sustainable revenue, to finance the pressing infrastructure and municipal service needs faced by all municipal governments. Carried

- 6 - 10

General Government Committee Minutes October 17, 2016

9.4 Gabriel Medel, Blackbird Constructors 407 GP – Highway 407 East Phase 2 Noise By-law Exemption Request

Resolution #GG-499-16

Moved by Councillor Woo, seconded by Councillor Cooke

That the exemption for Blackbird Constructors 407 General Partnership, regarding the 407 East Phase 2 construction project, to the Municipality’s Noise By-law, from mid October to November 30, 2016, be approved. Carried

9.5 Clark Somerville, FCM President and Regional Councillor, Halton Hills Request for Contribution to the Haiti Emergency Fund

Resolution #GG-500-16

Moved by Councillor Woo, seconded by Councillor Hooper

That Communications Item 9.5 from Clark Somerville, FCM President and Regional Councillor, Halton Hills regarding a request for contribution to the Haiti Emergency Fund, be received for information. Carried 10 Presentations

10.1 Samantha Burdett, Policy Advisory, Diversity and Immigration, Regional Municipality of Durham Social Services Department, Regarding the Diversity and Immigration Community Report Card, Year Four

Samantha Burdett, Policy Advisory, Diversity and Immigration, Regional Municipality of Durham was present regarding the diversity and immigration community report card, year four. She made a verbal presentation to accompany an electronic presentation and a handout. Ms. Burdett provided an overview of the demographics related to diversity in the Municipality of Clarington and the Region of Durham. She summarized the highlights from 2011-2015. Ms. Burdett reviewed the Diversity and Immigration Community Plan 2016-2019. She continued by outlining the four priority areas which included: create a culture of inclusion, support labour market attachment of newcomers, engage employers in attracting and retaining a diverse workforce, and to support two- way integration of diverse population. Ms. Burdett provided details on the Local Diversity and Immigration Partnership Council - supporting excellence. She concluded by thanking the Committee and offering to answer any questions.

- 7 - 11

General Government Committee Minutes October 17, 2016

Resolution #GG-501-16

Moved by Councillor Hooper, seconded by Councillor Woo

That the delegation of Samantha Burdett, Policy Advisory, Diversity and Immigration, Regional Municipality of Durham Social Services Department, regarding the Diversity and Immigration Community Report Card, Year Four, be received with thanks. Carried

10.2 Mike Patrick, Founding President, Clarington Board of Trade (CBOT) & Owner of Bowmanville Foundry, Lawson Gay, President, CBOT & Owner of Gay Construction and Laura Sciore, Vice-President, CBOT & Owner The Cooperators/Sciore & Associates, Regarding the Presentation of Economic Development Plan 2021

Mike Patrick, Founding President, Clarington Board of Trade (CBOT) & Owner of Bowmanville Foundry, Lawson Gay, President, CBOT & Owner of Gay Construction and Laura Sciore, Vice-President, CBOT & Owner The Cooperators/Sciore & Associates were present regarding the presentation of the Economic Development Plan 2021. They made a verbal presentation to accompany an electronic presentation and a handout.

Mr. Patrick provided background information on how the CBOT was created and details on the economic development model. He added that the current arrangement has been very successful. Mr. Patrick explained that the focus of the CBOT has been on leadership and he noted some of the past presidents and past directors of the CBOT. He stated that the staff at the CBOT does an excellent job and added that they rely heavily on volunteers.

Mr. Gay continued by explaining that the business consulting and retention is strong. He added that that Clarington is experiencing growth and need to focus more on collaboration to continue to move forward. Mr. Gay reviewed the discussion platforms for the CBOT. He provided details on how the CBOT is creating opportunity, attracting investment and reaching out to the workforce. Mr. Gay concluded by outlining their commitment to economic development in Clarington.

Ms. Sciore provided details on Clarington’s New Reality and reviewed some of the current projects in Clarington. She added that they are committed to connecting these projects with local businesses and suppliers. Ms. Sciore provided an overview of the Plan 2021 which included supporting sector growth, new programs to foster local growth and tracking their efforts. She explained that they are working towards achieving these goals by focusing on specialized economic development. Ms. Sciore reviewed the services offered by the Municipality of Clarington to show where the tax money is being allocated and noted they amount for economic development. Ms. Sciore provided an overview of the proposed work plan for 2017 to 2021. She concluded by noting the value of relationships, trust and respect cannot be under estimated. Ms. Sciore thanked the Committee and offered to answer any questions. - 8 - 12

General Government Committee Minutes October 17, 2016

Recess

Resolution #GG-502-16

Moved by Councillor Neal, seconded by Councillor Woo

That the Committee recess for 10 minutes. Carried

The meeting reconvened at 10:58 AM with Mayor Foster in the Chair.

Mike Patrick, Founding President, Clarington Board of Trade (CBOT) & Owner of Bowmanville Foundry, Lawson Gay, President, CBOT & Owner of Gay Construction and Laura Sciore, Vice-President, CBOT & Owner The Cooperators/Sciore & Associates, Regarding the Presentation of Economic Development Plan 2021 – Continued

Mike Patrick, Lawson Gay, Laura Sciore and Shelia Hall answered questions from members of the Committee.

Suspend the Rules

Resolution #GG-503-16

Moved by Councillor Neal, seconded by Councillor Traill

That the Rules of Procedure be suspended to allow Members of Committee to ask questions of Mike Patrick, Lawson Gay, Laura Sciore and Shelia Hall regarding the presentation of the Economic Development Plan 2021, a second time. Carried

Recess

The Committee recessed at noon for their one hour scheduled break as per the Procedural By-law.

The meeting reconvened at 1:00 PM with Mayor Foster in the Chair.

Alter the Agenda

Resolution #GG-504-16

Moved by Councillor Neal seconded by Councillor Cooke

That the Agenda be altered to consider Addendum to Report CAO-004-16, Clarington Board of Trade Contract Renewal, at this time. Carried

- 9 - 13

General Government Committee Minutes October 17, 2016

19.1 CAO-004-16 Clarington Board of Trade Contract Renewal

Resolution #GG-505-16

Moved by Councillor Neal, seconded by Councillor Traill

That Report CAO-004-16 be received;

That the Municipality of Clarington enter into an agreement with the Clarington Board of Trade with regard to Economic Development in the amount of $300,000 for 2017, with a 2% increase in 2018;

That the agreement be reviewed prior to the expiry of January 1, 2019;

That the 2017 allocation of $300,000 be a preapproved amount in the 2017 budget;

That the Interim CAO report back on possible performance targets for the Clarington Board of Trade contract;

That the Mayor and the Clerk be authorized to execute an agreement with the Clarington Board of Trade; and

That all interested parties listed in Report CAO-004-16 and any delegations be advised of Council’s decision. Motion Lost (See following motions)

Resolution #GG-506-16

Moved by Councillor Neal, seconded by Councillor Traill

That the foregoing Resolution #GG-505-16 and Report CAO-004-16, regarding the Clarington Board of Trade Contract Renewal, be referred to the Interim CAO for a report back to the Council meeting of October 31, 2016.

Lost on the following recorded vote:

Council Member Yes No Declaration of Absent Pecuniary Interest Councillor Traill X Councillor Woo X Councillor Cooke X Councillor Hooper X Councillor Neal X Councillor Partner X Mayor Foster X

- 10 - 14

General Government Committee Minutes October 17, 2016

The foregoing Resolution #GG-505-16 was lost on the following recorded vote:

Council Member Yes No Declaration of Absent Pecuniary Interest Councillor Traill X Councillor Woo X Councillor Cooke X Councillor Hooper X Councillor Neal X Councillor Partner X Mayor Foster X

Resolution #GG-507-16

Moved by Councillor Woo, seconded by Councillor Cooke

That Report CAO-004-16, Clarington Board of Trade Contract Renewal be referred back to the Interim CAO; and

That the Interim CAO be asked to report on specific accountability measures, reqarding the Clarington Board of Trade Economic Development agreement, to the Council meeting of October 31, 2016. Carried

Later in the Meeting

(See following motion)

Resolution #GG-508-16

Moved by Councillor Traill, seconded by Councillor Neal

That the foregoing Resolution #GG-507-16 be amended by adding the following at the end:

“Including recommendations with respect to reviewability.” Motion Lost

The foregoing Resolution #GG-507-16 was then put to a vote and carried.

Mayor foster left the meeting at 2:02 PM.

- 11 - 15

General Government Committee Minutes October 17, 2016

Councillor Neal chaired this portion of the meeting.

11 Engineering Services Department

11.1 EGD-037-16 Ontario Community Infrastructure Fund - Execution of Agreement

Resolution #GG-509-16

Moved by Councillor Hooper, seconded by Councillor Cooke

That Report EGD-037-16 be received;

That the Mayor and Clerk be authorized to execute the funding agreement between the Province and the Municipality of Clarington as attached to report EGD-037-16;

That the By-law attached to Report EGD-037-16 be approved; and

That all interested parties listed in Report EGD-037-16 and any delegations be advised of Council's decision. Carried 12 Operations Department

No Reports for this section of the Agenda.

13 Emergency and Fire Services Department

No Reports for this section of the Agenda.

Councillor Hooper chaired this portion of the meeting.

14 Community Services Department

14.1 CSD-014-16 Roof-Top Solar Projects – Feed-in-Tariff Program, Version 5.0

Resolution #GG-510-16

Moved by Councillor Woo, seconded by Councillor Traill That Report CSD-014-16 be received;

That Council indicates its support for the construction and operation of roof-top solar projects anywhere in the Municipality by passing the resolution attached to Report CSD-014-16 (Attachment 1) as follows: WHEREAS capitalized terms not defined herein have the meanings ascribed to them in the FIT Rules, Version 5.0; - 12 - 16

General Government Committee Minutes October 17, 2016

AND WHEREAS the Province’s FIT Program encourages the construction and operation of Rooftop Solar generation projects (the “Projects”); AND WHEREAS one or more projects may be constructed and operated in the Municipality of Clarington; AND WHEREAS pursuant to the FIT Rules, Version 5.0, Applications whose projects receive the formal support of Local Municipalities will be awarded Priority Points, which may result in the Applicant being offered a FIT Contract prior to other Persons applying for FIT Contracts; NOW THEREFORE BE IT RESOLVED THAT Council of the Municipality of Clarington supports the construction and operation of the Projects anywhere in the Municipality of Clarington; That this resolution’s sole purpose is to enable the participants in the FIT Program to receive Priority Points under the FIT Program and may not be used for the purpose of any other form of municipal approval in relation to the Application or Projects, or for any other purpose; and That this resolution shall expire twelve (12) months after its adoption by Council. That the Mayor and Clerk be authorized to execute a Roof-top Solar Panel Lease Agreement for the three specific projects, provided such Agreement is acceptable to the Municipal Solicitor; and That Veridian Connections and Solera Sustainable Energies Company be advised of Council’s decision. Carried

Councillor Traill chaired this portion of the meeting. 15 Municipal Clerk’s Department

15.1 CLD-028-16 Ban on Door-to-Door Sales of Home Services Sector Activities

Resolution #GG-511-16

Moved by Councillor Cooke, seconded by Councillor Neal

That Report CLD-028-16 be received;

That the City of Markham's Resolution of May 3, 2016 requesting a Ban on Door-to- Door Sales of Home Service Sector activities be endorsed (Attachment 1 to Report CLD-028-16) as follows

Whereas the Provincial Government implemented the Stronger Protection for Ontario Consumers Act in April 2015 to address, among other things, aggressive and misleading door-to-door sales tactics; - 13 - 17

General Government Committee Minutes October 17, 2016 Whereas Ontarians over the last twelve months continue to experience unsolicited, aggressive and misleading sales tactics at their door from companies seeking to sell home energy products, despite this provincial legislation;

Whereas the door to door agents acting on behalf of these companies misrepresent their purpose and/or identity, often posing as utility inspectors and government agents needing to gain access to the homes of Ontarians,

Whereas people across Ontario, and in particular Markham residents, have been targeted by these door to door misrepresentations and misleading sales tactics;

Whereas one such company has been recently charged with 142 breaches of the Consumer Protection Act due to this fraudulent and misleading sales conduct, previous attempts by the Province to protect Ontarians have failed;

Whereas the province has implemented a ban on door-to-door sales for electricity and natural gas contracts by passing the Strengthening Consumer Protection and Electricity system Oversight Act, 2015;

Now therefore be it resolved that Council:

1) Urge the Provincial Government to ban all door-to-door sales in the home services sector(more specifically the sale or lease of HVAC equipment, water heaters, water filtration systems and other related home energy products and services by door-to-door sales agents) as soon as possible, and before the spring session of the Ontario legislature concludes; 2) Issue an Alert via News Release and other forms of communication to Markham residents to warn them about ongoing door-to-door sales activities, and encourage Markham residents to sign the online petition at Change.org; 3) Encourage other GTA municipalities to join with Markham in calling on the Province to act; 4) That staff be authorized and directed to do all things necessary to give effect to this resolution. ; and

That all interested parties listed in Report CLD-028-16 and any delegations be advised of Council's decision by the Department. Carried 15.2 CLD-030-16 Appointment to the Newcastle Arena Board

Resolution #GG-512-16

Moved by Councillor Hooper, seconded by Councillor Cooke

That Report CLD-030-16 be received;

That Gord Blaker be thanked for his contribution to the Newcastle Arena Board;

- 14 - 18 General Government Committee Minutes October 17, 2016 That the vote be conducted to appoint one citizen representative for a term ending December 31, 2018 or until a successor is appointed, to the Newcastle Arena Board for the Municipality of Clarington, in accordance with the Appointments to Boards and Committees Policy; and

That all interested parties listed in Report CLD-030-16 and any delegations be advised of Council's decision. Carried

The following appointment was made in accordance with the voting process outlined in the Council Appointments to Boards and Committees Policy for the Newcastle Arena Board for a term ending December 31, 2018 or until a successor is appointed:

• Peter Kennedy

15.3 CLD-031-16 Appointment of Parking Officers

Resolution #GG-513-16

Moved by Councillor Neal, seconded by Councillor Woo

That Report CLD-031-16 be received;

That the By-law attached to Report CLD-031-16, as Attachment 1 be approved, to appoint CLOCA as Private Parking Enforcement Officers for private property under the ownership and jurisdiction of CLOCA; and

That all interested parties listed in Report CLD-031-16 and any delegations be advised of Council's decision. Carried

Councillor Neal chaired this portion of the meeting. 16 Corporate Services Department

16.1 COD-021-16 Co-operative Tender No. C2016-056 – Supply and Delivery of Winter Sand

Resolution #GG-514-16

Moved by Councillor Traill, seconded by Councillor Hooper

That Report COD-021-16 be received;

- 15 - 19

General Government Committee Minutes October 17, 2016 That Vicdom Sand & Gravel (Ontario) Limited with a total bid amount of $205,504.32 (net H.S.T. Rebate) for the Municipality of Clarington’s requirements of winter sand being the lowest responsible bidder meeting all terms, conditions and specifications of Tender C2016-056 be awarded the contract to supply approximately 17,500 tonnes of winter sand, as required by the Municipality of Clarington’s Operations Department;

That pending satisfactory pricing and service and approval by the Durham Purchasing Co-operative, the Purchasing Manager be given authority to extend the contract two additional one year terms; and

That the funds expended be drawn from the Operations Department Winter Control/Sanding/Salting Miscellaneous Operating Supplies Account 100-36-383-10300-7112. Carried 17 Finance Department

17.1 FND-012-16 Acceptance of Letters of Credit from Credit Unions

Resolution #GG-515-16

Moved by Councillor Traill, seconded by Councillor Woo

That Report FND-012-16 be received; and

That letters of credit be accepted from Credit Unions provided that they comply with the required terms established satisfactory to the Municipal Treasurer or Municipal Solicitor, as listed below:

a) The Credit Union is a member of the Central 1 Credit Union;

b) The Central 1 rating from Dominion Bond Rating Service for medium and long term senior notes and Deposits is A (High) or better and short term notes is R-1 (middle) or better;

c) The Credit Union is listed on the annual and quarterly reports list for the largest 100 Credit Unions based on asset size issued by Canadian Credit Union Association; and

d) The developer or other company posting the letter of credit is responsible for supplying (or arranging to supply) to Clarington documented proof of the Credit Union’s standing. Carried

- 16 - 20

General Government Committee Minutes October 17, 2016 17.2 FND-014-16 List of Applications for Cancellation, Reduction, Apportionments or Refund of Taxes

Resolution #GG-516-16

Moved by Councillor Hooper, seconded by Councillor Woo

That Report FND-014-16 be received;

That the list of applications, attached to Report FND-014-16 as Attachment 1, for cancellation, reduction, apportionments or refund of taxes be approved;

That Council’s authority pursuant to Sections 356 (Division into parcels), 357 (Cancellation, reduction, refund of taxes), 358 (Overcharges) and 359 (Increase of Taxes) of the Municipal Act, 2001, be delegated to the Treasurer as authorized under Section 23.2 of the Municipal Act, 2001; and

That a By-law be passed delegating Council’s authority under Sections 356, 357, 358 and 359 of the Municipal Act, 2001 to the Treasurer. Carried

17.3 FND-015-16 2016/2017 Insurance Program

Resolution #GG-517-16

Moved by Councillor Woo, seconded by Councillor Cooke

That Report FND-015-16 be received;

That the general insurance placement, in conjunction with the other member municipalities of the Durham Municipal Insurance Pool, with the Frank Cowan Company for an integrated pooling arrangement that includes integrated insurance coverages and common self-retention deductible levels for the period July 1, 2016 to June 30, 2017, at an approximate cost to Clarington of $943,554 be confirmed; and

That Clarington’s share of the $1.7 million surplus funds, amounting to $223,550 be utilized for risk management and claims prevention projects as identified. Carried

18 Solicitor’s Department

No Reports for this section of the Agenda.

19 Chief Administrative Office

19.1 CAO-004-16 Clarington Board of Trade Contract Renewal

Report CAO-015-16, Clarington Board of Trade Contract Renewal was considered earlier in the meeting during the presentation portion of the agenda. - 17 - 21

General Government Committee Minutes October 17, 2016

19.2 CAO-005-16 Fall Tourism Update

Mayor Foster returned to the meeting at 2:27 PM and resumed the Chair.

Resolution #GG-518-16

Moved by Councillor Hooper, seconded by Councillor Cooke

That Report CAO-005-16 be received for information. Carried

Recess

Resolution #GG-519-16

Moved by Councillor Traill, seconded by Councillor Woo

That the Committee recess for 10 minutes. Carried

The meeting reconvened at 3:11 PM with Mayor Foster in the Chair.

Closed Session

Resolution #GG-520-16

Moved by Councillor Neal, seconded by Councillor Neal

That, in accordance with Section 239 (2) of the Municipal Act, 2001, as amended, the meeting be closed for the purpose of discussing a matter that deals with personal matters about an identifiable individual, including municipal or local board employees. Carried

Rise and Report

The meeting resumed in open session at 3:26 PM with Mayor Foster in the Chair.

Mayor Foster advised that one item was discussed in “closed” session in accordance with Section 239(2) of the Municipal Act, 2001 and no resolutions were passed.

- 18 - 22 General Government Committee Minutes October 17, 2016 20 New Business – Consideration

20.1 Motion Regarding Electronic Message Boards for Community Events in Courtice

Resolution #GG-521-16

Moved by Councillor Neal, seconded by Councillor Cooke

That Staff be directed to provide a report on the cost and potential locations of an electronic message board for community events in Courtice. Carried

20.2 Sign Exemption Request for Rotary Club of Courtice

Councillor Cooke declared a pecuniary interest in New Business Item regarding a sign exemption request for the Rotary Club of Courtice he is the President of the Courtice Rotary Club. Councillor Cooke left the room and refrained from discussion and voting on this matter.

Councillor Neal declared a pecuniary interest in New Business Item regarding a sign exemption request for the Rotary Club of Courtice he is a member of the Courtice Rotary Club. Councillor Neal left the room and refrained from discussion and voting on this matter.

Resolution #GG-522-16

Moved by Councillor Traill, seconded by Councillor Woo

Whereas the Municipality of Clarington Sign By-law 2009-123 allows for temporary signs for Community Groups to announce a community function or event sponsored by a non-profit organization;

And Whereas the Sign By-law allows signs for a Community Group on the property where the event will be held or, by Council policy, on municipally owned property; and

And Whereas the Courtice Rotary is requesting to place a sign on a privately owned property located on the south side of Bloor Street east of Townline Road leading up to the “Welsh Men’s Choir Concert” on November 19, 2016;

Now therefore, be it resolved that, subject to the Courtice Rotary obtaining the owner’s consent, staff be directed to issue a sign permit for the Courtice Rotary for the two week period leading up to the event from November 4, 2016 to November 19, 2016 for the property on the south side of Bloor Street east of Townline Road as long as it remains undeveloped. Carried

- 19 - 23

General Government Committee Minutes October 17, 2016 Councillor Cooke returned to the meeting.

Councillor Neal returned to the meeting.

20.3 Organizational Review

Resolution #GG-523-16

Moved by Councillor Neal, seconded by Councillor Traill

That the Interim CAO report back at the first General Government Committee meeting in December, 2016 on a Request for Proposal for an external review of the Clarington organization structure. Motion Withdrawn

Resolution #GG-524-16

Moved by Councillor Neal, seconded by Councillor Traill

That the Interim CAO be directed to prepare a report providing Members of Council with information regarding the process, costs and outcomes of other municipalities’ organization structure reviews. Carried 21 Unfinished Business

There were no items considered under this section of the Agenda.

22 Confidential Reports

There were no items considered under this section of the Agenda.

23 Adjournment

Resolution #GG-525-16

Moved by Councillor Neal, seconded by Councillor Cooke

That the meeting adjourn at 3:56 PM. Carried

Mayor Deputy Clerk

- 20 - 24 CENTRAL LAKE ONTARIO CONSERVATION AUTHORITY M I N U T E S N O. 7 AUTHORITY MEETING Tuesday, October 18, 2016 - 5:00 P.M. MEETING LOCATION: 100 WHITING AVENUE, OSHAWA AUTHORITY’S ADMINISTRATIVE OFFICE, BOARDROOM

Present: Don Mitchell, Chair John Aker Shaun Collier Joe Drumm Adrian Foster Derrick Gleed Ron Hooper John Neal Gerri Lynn O’Connor Nester Pidwerbecki Tom Rowett Elizabeth Roy C. Darling, Chief Administrative Officer B. Boardman, Administrative Assistant/Recording Secretary H. Brooks, Director, Watershed Planning & Natural Heritage D. Hope, Land Management & Operations Supervisor C. Jones, Director, Planning & Regulations P. Sisson, Director, Engineering & Field Operations R. Wilmot, GIS Systems Supervisor

Absent: Bob Chapman, Vice Chair

Excused: Joe Neal David Pickles

The Chair called the meeting to order at 4:59 p.m.

DECLARATIONS of interest by members on any matters herein contained - NONE

ADOPTION OF MINUTES Res. #91 Moved by J. Aker Seconded by S. Collier THAT the Authority minutes of September 20, 2016 be adopted as circulated. CARRIED

CORRESPONDENCE (1) Conservation Ontario Council Minutes from Meeting #2/16 Re: Thank you letter for Minister McGarry (Agenda pg. 1)

(2) Conservation Ontario Council Minutes from Meeting #3/16 Re: Minutes of Meeting from September 26, 2016 (Agenda pg. 2)

Res. #92 Moved by E. Roy Seconded by R. Hooper THAT the above correspondence be received for information. CARRIED

Cont’d

25 AUTHORITY MEETING MINUTES NO. 7 – OCTOBER 18, 2016 – PAGE 2

DIRECTOR, DEVELOPMENT REVIEW & REGULATION (1) Staff Report #5489-16 (Agenda pg. 12) Re: Permits Issued for Development, Interference with Wetlands and Alteration to Shorelines and Watercourses – September 1 to September 30, 2016

Res. #93 Moved by J. Drumm Seconded by J. Aker THAT Staff Report #5489-16 be received for information. CARRIED

(2) Staff Report #5485-16 (Agenda pg. 14) Re: City of Oshawa Permit Application for Fill Cap at Harbour Lands and Marina Lands

J. Aker thanked C. Darling and C. Jones for their hard work on this project.

Res. #94 Moved by J. Drumm Seconded by J. Aker THAT permit application RPRG4991-1 be approved subject to implementing conditions to be determined by staff; and, THAT consistent with City of Oshawa Staff Report DS-16-178, the City of Oshawa is requested to investigate the opportunity for future hydraulic improvements to the Simcoe Street South Bridge crossing of the Oshawa Creek when the infrastructure is considered for rehabilitation or replacement and that any potential improvements are subject to Council budget approval at its sole discretion. CARRIED

DIRECTOR, ENGINEERING & FIELD OPERATIONS (1) Staff Report #5492-16 (Agenda pg. 23) Re: Conservation Areas Inspection Policy Res. #95 Moved by T. Rowett Seconded by N. Pidwerbecki THAT Staff Report #5492-16 be received for information; and, THAT the Board of Directors endorse the Central Lake Ontario Conservation Authority Conservation Areas Inspection Policy. CARRIED

CHIEF ADMINISTRATIVE OFFICER (1) Staff Report #5491 (Agenda pg. 40) Re: 2017 Meeting Schedule – Board of Directors Res. #96 Moved by J. Aker Seconded by S. Collier THAT Staff Report #5491-16 be received for information; THAT the 2017 Meeting Schedule for Board of Directors be adopted. CARRIED

(2) Verbal Report #5491 Re: CLOCA’s 60th Anniversary – Annual General Meeting

C. Darling notified members of the date for the AGM as well as offered suggested host locations as the CLOCA office would not accommodate the number of people anticipated to attend. J. Aker requested that we invite past chairs to the AGM as well as the dignitaries that C. Darling noted.

Cont’d 26 AUTHORITY MEETING MINUTES NO. 7 – OCTOBER 18, 2016 – PAGE 3

A. Foster arrived at 5:04pm G. L. O’Connor arrived at 5:05pm

CONFIDENTIAL MATTERS (1) CONFIDENTIAL Staff Report #5490-16 (Agenda pg. 41) Re: Property Matter

Res. #97 Moved by S. Collier Seconded by A. Foster THAT the meeting convene “In Camera”. CARRIED

Res. #99 Moved by J. Aker Seconded by S. Collier THAT the meeting reconvene; and, THAT the discussion of the “In Camera” session be received for information. CARRIED

ADJOURNMENT Res. #100 Moved by S. Collier Seconded by R. Hooper

THAT the meeting adjourn. CARRIED

The meeting adjourned at 5:10 p.m.

27 Tyrone Community Centre Meeting October 19, 2016

Present: Joy Vaneyk-chairman; Cecile Bowers-Secretary; Paul Rowan; Alvin Hare; Corinne VanDeGroothveen; Walter Loveridge; Larry Quinney and Dave Taylor. Absent: Treasurer: Claude Godin. Regrets: Danielle Carroll; Marlene Craig; Kat Caplan; Justin Vachon. Adoption of June 5 minutes M/S by Larry Quinney and Dave Taylor. CARRIED. Adoption of minutes of September 22, 2016, mainly preparation for our upcoming Fortieth Anniversary The only monetary note was that Councillor Corrina Traill brought a cheque for $500.00 from Town of Clarington, that was to help with our advertising for September’s Fortieth Anniversary celebrations. It was noted that Chris Duke, who installed our new countertop in the kitchen, will be coming back to fix up one area near the dishwasher. His labour cost was $1800.00. No report on bookings as Danielle was not able to attend meeting but regarding the November 12th booking for Tyrone United Church, we were asked if they could get in early to start cooking meat, etc. Agreed they could be in by 9 a.m. Joy noted that since Danielle will be incapacitated at end of November, Joy will be showing the hall to those wishing to rent. Maintenance: Larry reported that the floor polishing is done every three months. He mentioned there are several bookings on Fridays and again early on Saturdays, that he could use extra help with the cleaning on the Saturday mornings at 7 a.m. Corinne had helped for last rental and Joy volunteered to help for upcoming ones. Dance Report: Dave noted that last dance had attendance of 113 people. After discussion, the dance for January 7th it was decided to stick with the D.J. Joy to get permit for the 2017 dances. Old Business: Some items were read from the Time Capsule that had been set out on September 24. Decided there may still be more to come. Joy and Corinne will donate the $40.00 made from their euchre on Sept. 27 and October 25, the money will be donated to the Tyrone Community Centre. Breakfast with Santa is December 10: Need helpers for Crafts; Face Painting, kids music and entertainment, cooks and servers. Cecile and Corinne volunteered to do Face Painting once again. Board Christmas Party Dec. 10 at Orono Firehall Bistro...Joy needs to confirm numbers by November 18. She has paid the $200.00 deposit. The word Tyrone is missing from front of Building....Brian Miehe is working on making it for us. Discussion about a public skating rink in our park....Paul Rowan and Danielle will look into the rules and regulations with Fred Horvath. Dave noted that the Tyrone Announcement sign by roadway needs fixing or replacing...looking into that. Cecile volunteered Ralph to cut a limb off that hangs over our Tyrone signboard by road. M/S by Dave Taylor and Larry Quinney to adjourn. CARRIED.

28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 If this information is required in an accessible format, please contact 1-800-372-1102 ext. 2564

FHeader

To: Committee of the Whole From: Commissioner of Planning and Economic Development Report: #2016-COW-35 Date: October 5, 2016

Subject:

Durham Region’s response to Metrolinx’s paper entitled “Discussion Paper for the Next Regional Transportation Plan, Greater Toronto and Hamilton Area” – Environmental Bill of Rights Registry No. 012-8405

Recommendations:

1) THAT the Committee of the Whole recommends to Regional Council that Report #2016-COW-35 be endorsed and submitted to Metrolinx as Durham Region’s response to the Environmental Bill of Rights Registry No. 012-8405 regarding the Metrolinx Discussion Paper for the Next Regional Transportation Plan (RTP), including the following key comments and recommendations:

a) THAT Metrolinx retain Simcoe Street as a rapid transit corridor in its GTHA Rapid Transit Network in 2025 (Funded and Completed Projects) and Projects under Development;

b) THAT the transportation needs in the emerging community of Seaton be considered as a key update to the Metrolinx RTP Review, including road widening and transit services along the Steeles Avenue/Taunton Road West corridor and GO Rail extension to Seaton;

c) THAT Metrolinx consider the public transportation needs of rural residents in the next Regional Transportation Plan;

d) THAT the new RTP include a clear focus on improving local transit systems and providing operating funding to support expansion of the grid of frequent transit networks, higher density development and a feeder system for Regional

63 Report #2016-COW-35 Page 2 of 7

Express Rail (RER) in Durham Region;

e) THAT the new RTP recommends that provincial funding be made available to ensure that active transportation infrastructure and affordable housing become key elements of any Mobility Hub development;

f) THAT a key element of the new RTP should explore opportunities to move freight on other modes besides trucks, such as through the Port of Oshawa and through development of the Pickering Airport, which is a key element of the Regional Official Plan;

g) THAT the Province and Metrolinx develop a policy guideline with regard to all the new technologies and services. In addition, it is recommended that Metrolinx, in partnership with municipalities and established leaders, pilot some of the emerging technologies discussed in the Discussion Paper, such as electric buses, dynamic transit, etc.; and

h) THAT in order to improve the transparency and accountability for decisions on expenditures, municipal representation should be restored to the Metrolinx Board.

2) THAT a copy of Report #2016-COW-35 be forwarded to Metrolinx and Durham’s area municipalities for their information.

Report:

1. Purpose

1.1 On August 18, 2016, Metrolinx released a documented entitled “Discussion Paper for the Next Regional Transportation Plan, Greater Toronto and Hamilton Area” (Discussion Paper) requesting comments by October 31, 2016 (refer to Attachment 1).

1.2 The purpose of this report is to provide an overview, and a Regional response to the Discussion Paper.

2. Background

2.1 The Provincial Transportation Agency, Metrolinx, is required to review the Greater Toronto and Hamilton Area’s (GTHA) Regional Transportation Plan (RTP) (i.e. The Big Move, 2008) every ten years. The release of the Discussion Paper for public and municipal comment represents the first step in the review process.

64 Report #2016-COW-35 Page 3 of 7

2.2 Metrolinx’s review of The Big Move aims to:

a. Evaluate and incorporate evidence-based research, new analysis and innovative approaches; b. Assess progress, change and the impacts of committed provincial investments on the GTHA’s transportation system; and c. Continue to strengthen relationships with stakeholders by advancing and aligning the provincial, regional and local priorities that together can achieve the shared vision for the GTHA’s transportation system.

2.3 The Discussion Paper is based on a series of background reports that aim to update project progress, provide insight and support future direction of the GTHA’s transportation needs.

3. Overview and Comments

3.1 The Discussion Paper provides an opportunity for municipalities, agencies, and the public to comment on plans, projects and priorities for the GTHA’s transportation system through to 2041. The Discussion Paper recognizes that the planning context of the GTHA has changed in the GTHA since 2008 when the Big Move was first released. Many ongoing and new challenges are impacting the transportation system, such as climate change and recent advancement in technology and business models such as autonomous cars and paid ride sharing. The RTP will also formulate an investment plan for the $15.5 Billion that the Province dedicated in 2015 to advance the “Next Wave” of projects in the GTHA. As a first step towards the update of the RTP, the Discussion Paper proposes to update the Big Move’s Vision, Goals and Objectives.

3.2 The reasons for reviewing and updating the Vision, Goals and Objectives are to:

a. Ensure the Vision continues to resonate with that of stakeholders; b. Clarify the distinction between the Vision, Goals and Objectives; c. Consolidate the 13 existing Goals with a greater focus on transportation; d. Reduce redundancy between the Goals and Objectives, and e. Better align the Objectives with existing or desired data, including the Key Performance Indicators (KPIs) described in the The Big Move Baseline Monitoring Report (2013).

The key triple bottom line messages found within the original Vision are still relevant and have been left largely intact, with some minor modifications. The 13 original

65 Report #2016-COW-35 Page 4 of 7

Goals and 37 Objectives have been consolidated into 6 Goals and 19 Objectives in the proposed draft (refer to Attachment 1, page 22).

3.3 The Discussion Paper also reflects on the past achievements, focuses on current transportation needs and provides a plan to move forward on implementation. It urges stakeholders to think about transportation in a broad GTHA perspective. There is a continued emphasis on increasing transit mode share and solutions that can complement the Province’s rapid transit investments, such as transit service and fare integration across all service providers. Through this Discussion Paper, Metrolinx is also seeking further stakeholder input on opportunities for transit, congestion management, active transportation support, creation of safer and more complete streets and freight movement.

Leveraging the Transit Investment

3.4 The 2008 Big Move envisioned a list of rapid transit corridors across the GTHA within a 25 year horizon (to 2033). Within Durham Region, the Big Move recommended rapid transit lines along Highway 2, Steeles/Taunton, 407 East Transitway, Seaton GO Rail, GO rail extension to Bowmanville, and Simcoe Street in Oshawa . The Discussion Paper carries that vision forward and includes a map of GTHA wide rapid transit projects that are expected to be funded, completed, or under development by 2025 (Refer to Figure 4 of Attachment 1, page 17). Within Durham Region, the map identifies rapid transit along Highway 2 and the GO Rail extension to Bowmanville. However, this map does not show dedicated rapid transit along Simcoe Street in Oshawa. The ongoing work of the Durham Region Transportation Master Plan (TMP) Update has demonstrated that there is a need for a dedicated right-of-way for rapid transit along Simcoe Street. Simcoe Street is already home to major trip generators such as the University of Ontario Institute Of Technology, Durham College, Downtown Oshawa, Lakeridge Health Hospital and the future Oshawa GO station and should be recognized in the RTP. Therefore, it is recommended that Metrolinx retain Simcoe Street as a rapid transit corridor in “Figure 4: GTHA Rapid Transit Network in 2025 (Funded and Completed Projects) and Projects under Development”.

3.5 In 2009, Ministry of Transportation completed the Durham/Toronto/York Area Transportation Study which showed a significant amount of population growth in the study area. Infrastructure will be needed in the coming years along the Steeles Avenue/Taunton Road West corridor to address the growing needs in Seaton and vicinity. Metrolinx should consider the findings of the Durham/Toronto/York Area Transportation Study to assist with improving transit and alleviate congestion in this

66 Report #2016-COW-35 Page 5 of 7

corridor. Therefore, it is recommended that the transportation needs in the emerging community of Seaton be considered as part of the RTP Review, including improvements along the Steeles Avenue/Taunton Road West corridor, and GO rail extension to Seaton.

3.6 A large portion of the GTHA is rural. However, the Discussion Paper focuses on large urban centres and dense corridors, while lacking consideration of the needs of rural residents. The ongoing work on the Durham Region TMP Update addresses the growing transit needs of rural residents. The use of new mobility options, such as dynamic transit shuttles, could be one way of better serving rural communities and should be addressed in the RTP. Therefore, it is recommended that the needs of rural residents be addressed in the review of the RTP.

3.7 The Discussion Paper makes an assumption that the nine local transit authorities will make it a top operational priority to provide a feeder service to the Regional Express Rail (RER) 15 minute service. This initiative may not occur given competing demands for local service (e.g. campus bus service). Considerable investment will be needed in the level of "frequent transit networks" in Durham to create a bi- directional transit network with all day 10 or 15 minute service headways. Therefore, it is recommended that the new RTP include a clear focus on improving local transit systems and providing operating funding to support expansion of the grid of frequent transit networks, higher density development and a feeder system for RER in Durham Region.

A Connected and Aligned Region

3.8 One of the priorities of The Big Move was for Metrolinx to develop a system of connected mobility hubs1, which is still a work in progress. The RTP should consider the importance of active transportation in the development of Mobility Hubs, by improving funding and to consider the growing concern around affordable housing as a component to mobility hub development. Therefore, it is recommended that provincial funding be made available to ensure active transportation infrastructure funding and affordable housing become a key elements of any Mobility Hub development.

1. Mobility hubs are major transit stations and the surrounding areas with significant levels of planned transit service and high residential and employment development potential within an approximately 800m radius of the rapid transit station.

67 Report #2016-COW-35 Page 6 of 7

3.9 The efficient movement of goods across the GTHA is important for the regional economy. Beyond the highway system, goods movement should also take into consideration the potential for more freight to move by rail, water and air in order to alleviate an already congested highway network. Moving more goods by rail and water will also help reduce the negative environmental consequences of goods movement and help the Province better reach its climate change goals. Therefore, it is recommended that a key element of the new RTP should explore opportunities to move freight on other modes besides trucks, such as through the Port of Oshawa and through development of the Pickering Airport, which are key elements of the Regional Official Plan.

The Next Generation of Mobility

3.10 The Discussion Paper gives considerable attention to various applications related to use of new technologies and services e.g. ride sharing, autonomous vehicles, etc. for the transportation sector. In order to avoid having a patchwork of different policies across the GTHA, policy guidelines should be developed across the region. Therefore, it is recommended that the Province and Metrolinx develop a policy guideline with regards to all the new technologies and services. In addition, it is recommended that Metrolinx, in partnership with municipalities and established leaders, pilot some of the emerging technologies discussed in the Discussion Paper, such as electric buses, dynamic transit, etc.

Metrolinx Board

3.11 The Discussion Paper recognizes the complexity of governance over transit in the GTHA. The original Metrolinx Board was made up of elected representatives to guide and advance shared goals across the GTHA. However, the current board does not include elected officials or representatives from the GTHA municipalities. Though the Board meets quarterly in public, there is no formal mechanism for the public or the partner municipalities to participate in the public meetings. The Board also meets in private. Therefore, it is recommended that in order to improve the transparency and accountability for decisions on expenditures, municipal representation should be restored to the Metrolinx Board.

4. Next Steps

4.1 The second phase of the RTP Review by Metrolinx (late 2016 to early 2017) will involve developing scenarios for the transportation network, updating the RTP strategies and producing a draft RTP.

68 Report #2016-COW-35 Page 7 of 7

4.2 The third and final phase (mid to late 2017) of the RTP Review will include the preparation of the final RTP, along with an implementation plan.

5. Conclusions

5.1 The comments in this report are intended to assist Metrolinx in identifying opportunities for improvement of the next Regional Transportation Plan for the GTHA and to ensure that Durham’s interests are identified.

5.2 Various Regional departments were consulted in the preparation of this report, including, Works, the CAO’s Office, and Durham Region Transit.

5.3 It is recommended that this report be forward to Durham’s area municipalities for information.

6. Attachments

Attachment #1: Discussion Paper

Respectfully submitted,

Original signed by

B. E. Bridgeman, MCIP, RPP Commissioner of Planning and Economic Development

Recommended for Presentation to Committee

Original signed by

G.H. Cubitt, MSW Chief Administrative Officer

69 Discussion Paper for the Next Regional Transportation Plan

GREATER TORONTO AND HAMILTON AREA

AUGUST 2016

70 ABOUT METROLINX AND THE REGIONAL TRANSPORTATION PLAN

As the regional transportation agency for the Greater Toronto and Hamilton Area (GTHA), Metrolinx is committed to planning, building and operating transportation that supports a high quality of life, a thriving, sustainable and protected environment and a strong, prosperous and competitive economy.

Under provincial legislation, Metrolinx has a mandate to provide leadership in the co-ordination, planning, financing, development and implementation of an integrated, multi-modal transportation network that conforms with the policies of Ontario’s Growth Plan for the Greater Golden Horseshoe and complies with other provincial transportation policies and plans in the regional transportation plan area. Metrolinx is also responsible for the operation of the regional transit system, GO Transit, the PRESTO electronic fare payment system and the UP Express airport rail link.

Metrolinx works closely with provincial ministries and the region’s municipalities and transit agencies to implement the Regional Transportation Plan, and engages with civic, academic, business and community partners to realize the collective vision for the region’s transportation system, as set out in the Regional Transportation Plan.

As Metrolinx embarks on a review of The Big Move – the first Regional Transportation Plan – we are marking a decade of championing multi-modal, connected and integrated mobility solutions in the Greater Toronto and Hamilton Area. The next Regional Transportation Plan will be made available in mid-2017.

71 Table of Contents

EXECUTIVE SUMMARY 2 4 WHAT DO YOU THINK? 46 1 OPENING UP THE CONVERSATION 6 Discussion Questions 47 1.1 A Dynamic Region 8 APPENDIX 1: PROFILE OF THE REGION 48 1.2 Thinking as One Region 11 Regional Growth Context 49 2 TEN YEARS OF PROGRESS 12 Population Growth in the GTHA 49 2.1 The Big Move: Meeting the Challenge 13 Employment Growth in the GTHA 50 2.2 Expansion of the Rapid Transit System 16 Travel Demand 53 3 THE NEXT PLAN 20 Making Transportation and Land Use Work Together 55 3.1 A Shared Vision: Updating the Vision, Goals and Objectives 21 Performance of the Region’s Transportation System 57 Building the Plan 24 What modes do we use? 57 3.2 Leveraging the Transit Investment 25 How much do we drive? 60 GO Regional Express Rail: A Critical Catalyst 25 What is the impact on the climate? 61 Continuing Transit Expansion 27 How long does it take to get to work? 64 People-Centred Transit 28 Is transit available and does it provide access? 64 An Integrated Fare System 30 Is transit accessible to those who need it Mobility Hubs 31 the most? 67 3.3 A Connected and Aligned Region 32 How safe are our roads? 71 Supporting Active Transportation 32 Does freight move safely and efficiently? 72 Creating Safer, More Complete Streets 35 APPENDIX 2: Background Research and 74 Managing Congestion 35 Analysis to Support the RTP Review Moving Urban Freight 37 Reducing the Demand for Travel 37 ACKNOWLEDGEMENTS 76 Designing for All Modes 38 LIST OF FIGURES 78 Sustainable Funding 40 REFERENCES 79 3.4 The Next Generation of Mobility 42 Emerging New Mobility Options 42 Embracing New Mobility Opportunities 44

72 BUILDING MOMENTUM Executive Since 2008, great progress has been made, with 94% of The Big Move actions and policies completed/continuous or in progress. Together with Metrolinx, provincial ministries, Summary municipalities, transit agencies, and stakeholders have implemented a wide range of Big Move transportation A review of the GTHA’s first Regional improvements. These efforts are transforming, and will continue to transform, mobility in the Greater Transportation Plan (RTP), The Big Move, is Toronto and Hamilton Area. Some examples include: underway. The review of the RTP provides an opportunity to take stock of and build on the foundation of Big Move projects. It supports The GO Regional Express Rail program is being us working together as a region toward the implemented across the region, bringing two-way all-day completion of an updated RTP in 2017. rapid transit service to the region. The region’s first Light Rail Transit line is under construction along the Eglinton Avenue corridor.

Bus Rapid Transit is operating and continuing to be The RTP guides the work being done to transform the expanded in York Region and Mississauga. way people and goods move in the Greater Toronto and Hamilton Area. Its Vision, Goals and Objectives provide UP Express has reached its one-year service milestone, a blueprint to support decision-making by municipalities, connecting riders between Union Station and Lester B. agencies, and the provincial government. Developed and Pearson International Airport. implemented jointly with a diverse range of partners and The Toronto-York-Spadina Subway Extension is under stakeholders, the RTP sets out how the transportation construction – the first subway line to extend outside the system contributes to a high quality-of-life, thriving, City of Toronto. sustainable and protected environment and a strong, prosperous and competitive economy, now and Strategies to improve goods movement have been into the future. introduced across the region.

This discussion paper presents an opportunity for the Ontario’s #CycleON strategy is supporting municipalities public, and all partners and stakeholders in planning, in expanding cycling infrastructure and programs. building and implementing the region’s transportation Hamilton and Toronto have introduced system, to reflect on how well it is working today in the bike-sharing programs. context of the Growth Plan for the Greater Golden Horseshoe, and on its performance in the future. Municipalities have integrated mobility hubs into official plans and transportation master plans.

Transit agencies and municipalities are improving specialized transit coordination and delivery to facilitate cross-boundary travel.

The Triplinx regional transportation app and the PRESTO smart card are making getting around the region easier.

2 73 THE REGION’S TRANSPORTATION SYSTEM: KEY FACTS1

566 64 2 km of rapid transit GO train stations million PRESTO in the GTHA customers

Includes GO Service Area and Ottawa.

668 69.5 300,000+ million transit million GO transit daily Union Station trips taken in annual boardings transit users the GTHA (2015) annually

553 5 3.46 km of provincial municipal million cars owned highways expressways in the GTHA within the GTHA

Don Valley Parkway, Gardiner Expressway, Includes 407 ETR (107km) Allen Road, Red Hill Valley Parkway, Lincoln M. Alexander Parkway

33 3 13.6 carpool international million daily trips lots in the airports made by GTHA GTHA residents Lester B. Pearson International Airport, John C. Munro Hamilton International Airport, Billy Bishop Toronto City Airport

1 2 3 ferry freight intermodal major ports terminal terminals

Toronto Brampton, Vaughan Toronto, Hamilton, Oshawa

Discussion Paper for the Next Regional Transportation Plan 3 74 KEEPING THE RTP. Civic, business, academic and MOMENTUM GOING neighbourhood organizations have weighed in, contributing to a vibrant Keeping this momentum going, dialogue about the future of one of the leveraging current investments and world’s most liveable urban regions. continuing to work as a region by incorporating new and projected Since the release of The Big Move, growth into our planning can drive the planning context has continued the transportation system to keep to shift. This discussion paper up with and manage growth in a reflects on past changes and how sustainable way. Progress is being we can incorporate them into current made and every level of government and future efforts. Climate change has recognized the need to make and new mobility, for example, are significant investments in the region’s altering the way we plan, build and transportation system. The provincial operate transportation. There are new 2014 Moving Ontario Forward plan is technologies, such as real-time trip an unparalleled provincial commitment planning and ride-sharing applications to invest $31.5B over ten years that need to be built into planning for for transit, transportation and other mobility in the region. The region is priority infrastructure projects across moving out of a “catch-up” era and the province including approximately focusing on collaborative planning $16B for priority rapid transit projects to better optimize investments, in the GTHA. Public awareness of the reflecting the perspective and growing mobility challenge and the need for experience of this region to create a timely solutions is being voiced across regional transportation system that the region, creating the momentum works into the future. that will help shape the updated

WORKING TOGETHER The scope and timing of the Regional Transportation Plan review addresses the requirements of The Metrolinx Act, 2006 and aligns with the Province of Ontario’s review of The Growth Plan for the Greater Golden Horseshoe, which continues to call for compact development that makes the best use of land in the region, and an effective and integrated transportation system to keep people and goods moving sustainably.

The two plans work together to direct the region’s population and employment growth to align with the transportation system. The updated RTP will work in concert with the efforts of the Province to manage growth and address climate change to 2041, another ten years beyond The Big Move’s original long-range planning horizon.

4 75 WHAT IS INCLUDED IN THE This review of the RTP recognizes The updated RTP will be developed DISCUSSION PAPER? the need for on-going investment in from a new baseline and incorporate transportation infrastructure to support emerging best practices and We are re-igniting a conversation growth and to update the RTP from transportation innovations, aligned about a shared vision for the region’s the foundation provided by The Big with current provincial plans, policies transportation system that looks at Move. The emphasis on increasing and guidelines. where we have been, what we need transit mode share remains, to be to do and the way to get there. accomplished through solutions that Throughout the paper we ask you to complement rapid transit investments, take a look at transportation planning and address diverse market needs. in a regional context and to start This discussion paper proposes thinking about the links between land updating the original Big Move use and transportation. Opportunities vision, goals and objectives, as well for transit, managing congestion, as exploring: supporting active transportation, • Opportunities to leverage the creating safer more complete streets committed transit investments; and moving freight are some examples of topics that need your input to • Opportunities to connect and align shape how our communities grow the transportation system in the and how we will move around the region; and region in the future. • Opportunities for exploring and incorporating new mobility.

WE WANT TO HEAR FROM YOU

This discussion paper is meant to spark a conversation and groups across the region. We need and welcome across the region. At the end of the paper you will find your feedback, experiences and participation in the the section called “What Do You Think?” intended process of updating the Regional Transportation Plan. to guide consideration of the Regional Transportation This will help us collectively as we continue to improve Plan’s review, and we want to hear from you. The connections in the Greater Toronto and Hamilton region regional plan draws on the expertise of individuals over the next 25 years.

Discussion Paper for the Next Regional Transportation Plan 5 76 1 Opening Up The Conversation

A coordinated and integrated regional transportation plan is essential to address the challenges residents of this region face. The Regional Transportation Plan (The Big Move) is being updated with input from a wide range of partners, stakeholders and the general public. This is the beginning of our year-long conversation to determine the next Regional Transportation Plan.

77 MANDATE TO REVIEW. The review of the Regional Transportation Plan (RTP) is a requirement of the Metrolinx Act, 2006, which states that the RTP must be reviewed at least every ten years.

This discussion paper outlines Metrolinx’s review of the Regional Transportation Plan. It includes an assessment of progress since 2008 and a look ahead to opportunities and challenges to inform the future update of the RTP. It invites readers to answer key questions as part of a public conversation about what the next plan should try to accomplish, and how.

Using the input received for this discussion paper, Metrolinx and its municipal partners will work towards the next RTP. A draft updated Regional Transportation Plan is planned for public comment in mid-2017, with the final RTP to be completed later that year. An Implementation Plan will follow, to be developed jointly with municipalities, identifying detailed processes, the roles of various partners and stakeholders, and a range of investment strategy tools to put the RTP into action.

Many technical and academic research reports have informed this review and will inform the development of the next RTP. More information is available at www.metrolinx.com/theplan.

Discussion Paper for the Next Regional Transportation Plan 7 78 1.1 A Dynamic THE GREATER TORONTO AND Transit. Today, 79% of trips are made HAMILTON AREA (GTHA) is a by car.3 The transportation system Region growing and prosperous metropolitan also provides not only for people to region. Its diverse and talented move but also goods movement – by population, dynamic economy and truck, rail and bicycle. The regional robust institutions have helped it transportation system functions across become an increasingly attractive many jurisdictions (see Figure 1). place to live, work and invest. The Together, the connectivity between the GTHA is one of the fastest-growing parts of the system has a large impact regions in North America, expected on how easily people and goods can to add approximately 110,000 new travel in this region. Many different residents every year from 2011 to partners and stakeholders 2041, joining the 7 million people who are involved in how each part of are already here.2 The need to keep the system functions independently the region moving over the long-term and how the different parts function – to get people and goods where they together as a coordinated, integrated need to go – is a complex task that transportation network. involves several levels of government, THE BIG MOVE is the current service providers, businesses, 25-year multi-modal Regional communities, institutions and all of us Transportation Plan (RTP) for the as individuals. Greater Toronto and Hamilton Area OUR LIVES ARE INCREASINGLY (GTHA), adopted in 2008. It is the MORE COMPLEX. More and first regional transportation plan more the demands of our lives covering the entire GTHA. The plan require a greater variety of trips was developed to conform to the and destinations, and the region’s Growth Plan for the Greater Golden transportation system needs to be Horseshoe 2006 (Growth Plan)i able to grow and evolve to meet our which together with the Greenbelt ever-changing needs. This means Plan sets out the Province’s long term we need a more multi-modal system, vision for where and how the region providing a range of options for should grow. It has been the basis of people to get around, including driving prioritizing investment and initiatives alone or carpooling, cycling, walking, over the last ten years. and taking local transit or taking GO

THE REGION: KEY FACTS

8,242km2 9 30 size of the GTHA municiple transit municipalities agencies

1.5 1 7.2 i times the size of An updated proposed Growth Plan for the Greater regional transit agency million people (2015) Golden Horseshoe (2016) has been released by Prince Edward Island the Ontario Growth Secretariat for public comment and feedback.

8 79 Figure 1: Map of the Greater Golden Horseshoe, including the GTHA and the GO Service Area

Simcoe

Barrie

Kawartha Lakes Peterborough

Georgina Brock

Dufferin East Gwillimbury

Newmarket Peterborough Uxbridge Wellington King Aurora Whitchurch- Scugog Caledon Stouffville Richmond Hill Pickering Oshawa Vaughan Markham Whitby Clarington Ajax Brampton Northumberland Halton Guelph Hills Toronto Waterloo Mississauga Milton

Oakville

Burlington Lake Ontario

Hamilton Brantford Brant Greater Golden Horseshoe Hamilton Toronto

Halton York Haldimand Niagara Peel Durham Rest of GO Rest of Greater Service Area Golden Horseshoe

GO Transit Service will be added to Brantford in Fall 2016.

Discussion Paper for the Next Regional Transportation Plan 9 80 PROGRESS. Since 2008, SO MUCH HAS CHANGED. NEW HORIZON YEAR – 2041. the Province, Metrolinx, GTHA The world in 2016 is different than it As the ten-year anniversary of The Big municipalities and transit agencies was in 2008. Many of the factors that Move approaches, the current review have invested historic levels of funding, influence transportation needs and of Ontario’s plans for the Greater as well as energy and experience, to solutions have changed – economic Toronto and Hamilton Area and for the support the growth and mobility of the trends, development patterns, Greater Golden Horseshoe will use a region. The region is now beginning to municipal priorities, funding gaps and planning horizon of 2041 rather than experience the impact of investments opportunities, energy and climate 2031. That represents an additional in rapid transit infrastructure. Many change concerns, income distribution, decade of population and employment projects from The Big Move have technology and new business growth to be served by the region’s received committed funding, are being models – and this will lead to different planned transportation system. built or are complete, allowing for a objectives and responses. Regional planning initiatives will be reset of the foundation for the next aligned, taking into consideration the NEW WAYS OF DOING THINGS. 25 years, to 2041. The next Regional same horizon year. The transportation “toolbox” has Transportation Plan will be recalibrated expanded over the last decade. to reflect the accomplishments of There are more, and better, ways regional and local area municipalities, to meet the region’s goals – such transit agencies, Metrolinx, the as the Triplinx online travel planner, Province and others to implement the PRESTO electronic fare card, The Big Move. We now know so new cycling facility designs, and much more about the region and the best practice guidelines for creating transportation system, which creates mobility hubs and transit- and an even better position from which to freight-supportive communities. develop the next plan.

THE REGION’S TRANSIT SYSTEM

Local Transit in the GTHA is Regional transit is provided provided by nine agencies: the by GO Transit trains and buses Toronto Transit Commission (TTC), in the GTHA, and beyond. Seven the Hamilton Street Railway; GO Train lines radiating across Oakville Transit, Burlington Transit the region from Union Station and Milton Transit in Halton operate in weekday peak periods, Region; Brampton Transit and with some off-peak and weekend Mississauga Transit in Peel service, and multiple GO Bus Region; York Region Transit/Viva routes also extend across the in York Region; and Durham regional service area. Region Transit. UP Express airport rail service provides access between Union Station rail terminal and Lester B. Pearson International Airport.

10 81 1.2 Thinking as Toronto and Hamilton Area. The improving the commuting experience, Province is undertaking a coordinated limiting emissions and intensifying One Region review of the four provincial land-use development. The Ontario Ministry of plans that cover the Greater Golden Transportation has also commenced Horseshoe area, including the Growth a process to develop a long-term Plan, the Greenbelt Plan, the Oak multi-modal transportation plan for the Ridges Moraine Conservation Plan, broader Greater Golden Horseshoe Metrolinx was created in 2006 to and the Niagara Escarpment Plan. region, that will build ensure the region’s transportation Many of the proposed amendments on the RTP and the Growth Plan, system would function as a whole – to the four plans are aimed at and look ahead at the transportation greater than just the sum of its parts building more complete communities, challenges and opportunities for – to meet current and future needs of mitigating the impacts of climate 2051 and beyond. the growing population. change, and better linking transit to DELIVERING ON THE PLAN’S where people live and work. People travel across municipal PROMISE. Since the creation of boundaries because many activities The proposed amendments to the RTP, the Province of Ontario has of our daily lives – work, higher the Growth Plan, released in May supported Metrolinx in delivering on education, leisure, recreation and 2016, provide an even stronger the plan. The Moving Ontario Forward health care – are organized within framework for a more compact and program of over $31.5 billion for the the broader region. Municipal transit-supportive region. Higher next 10 years is of historic proportion governments have transportation and intensification rates (60%), higher and is an investment that many land use plans that support local goals designated greenfield area targets stakeholders have identified as being and objectives in moving people and (80 people and jobs per ha) and long overdue. goods within their boundaries, but major transit station area targets, Ontario climate change initiatives people’s trips and the movement of as well as strengthened policies complement both the policy goods – to meet daily needs for work, around settlement area expansion, directions, and the infrastructure school, business and other activities will collectively provide significant investments to take the region even – take place within a single economic support for optimizing provincial transit further beyond the 25 year horizon of region. To function effectively to meet investments. the RTP and the Growth Plan. diverse transportation needs, the BLUEPRINT FOR A REGIONAL transportation system and its key Ontario climate change initiatives TRANSPORTATION SYSTEM. In elements (e.g. transit, road and freight complement policy directions and 2008 The Big Move – the first RTP systems) need overall coordination infrastructure investments in order to for the region – was established and integration to deliver maximum take the region beyond the 25-year by the Metrolinx Board of elected benefits for all. horizon of the RTP and the Growth representatives to guide and advance Plan. A VISION FOR GROWTH IN shared goals and objectives for THIS REGION. Through the mobility in the GTHA. Today, the RTP Together with numerous local Provincial Policy Statement and the helps us to create, recognize and act supporting actions by municipalities, Growth Plan for the Greater Golden on the opportunities that come from the private sector, and the not-for- Horseshoe (Growth Plan), the thinking, planning and moving as one profit sector, we are increasingly Province of Ontario has committed region. As a guiding document, the moving forward with a more coherent to a vision of a vibrant, compact and RTP describes what the Province, and integrated vision of a sustainable transit-supportive region. The Growth Metrolinx and municipalities should future for the region. Plan sets the vision for the region address to support optimal mobility and its urban structure, and Metrolinx and access within the region. It and municipalities are required to outlines the policies, infrastructure conform to the Growth Plan and work and services required to meet shared to implement this vision in the Greater goals like managing congestion,

Discussion Paper for the Next Regional Transportation Plan 11 82 2 Ten Years of Progress

This section describes progress made in implementing The Big Move’s strategies and actions. It begins with an overview of progress to-date, followed by a description of the many committed projects in the Regional Transportation Plan that are now either completed, continous or in progress.

12 83 2.1 The Big Move: PUTTING THE TEN STRATEGIES IN MOTION. While putting major Meeting the rapid transit investments in motion, Challenge Metrolinx and its many partners have also been implementing numerous THE BIG MOVE set out ten Today, progress is represented by the projects and initiatives that reflect the strategies to achieve its Vision, Goals fact that 94% of the plan’s actions full breadth of the ten strategies in The and Objectives (See Figure 2). The and supporting policies are complete/ Big Move. Together, these initiatives plan sets out a bold shift in thinking continuous or in progress (see are having an impact on mobility in about all modes of transportation: the Figure 2).4 (See The Big Move the region. The Big Move Baseline shift from a focus on moving vehicles Priority Action and Supporting Policy Monitoring Report (2013) provides a to prioritizing the movement of people, technical paper for full list.) comprehensive review of progress on proposing a change in perspective all of the actions and policies in The about how our system is designed Big Move. and how it functions.

Figure 2: Progress on Implementation

The Status* of The Big Move’s 92 actions and Policies 31.5% 62.0% 6.5%

Complete / Continuous In Progress To be Initiated

* Based on The Big Move Baseline Monitoring Report, Appendix B: 7+62+31+C Inventory of Initiatives, 2013 (with updates) Ten Strategies of The Big Move

Build a comprehensive Enhance and expand Improve the efficiency Create an ambitious regional rapid of the road and transportation demand Create a customer-first transit network active transportation highway network management program transportation system

Build communities that Improve goods movement Implement an integrated Commit to continuous are pedestrian, cycling and Plan for universal access within the GTHA and with transit fare system transit-supportive adjacent regions improvement

Discussion Paper for the Next Regional Transportation Plan 13 84 Strategy #1 BUILD A COMPREHENSIVE REGIONAL RAPID TRANSIT NETWORK

THE • Metrolinx is introducing GO Regional Express Rail and BIG launched UP Express MOVE • The City of Toronto, Metrolinx and their partners are revitalizing Union Station • Metrolinx is continuing construction on the Eglinton Crosstown LRT in Toronto, and has provided the GO rail extension to Kitchener-Waterloo • Mississauga’s MiWay is completing a bus rapid transit system EXAMPLES OF THE BIG MOVE IN ACTION • York Region is upgrading its bus system with separated rapidways, under VivaNext

Strategy #2 Strategy #3 ENHANCE AND EXPAND ACTIVE IMPROVE THE EFFICIENCY OF TRANSPORTATION THE ROAD AND HIGHWAY NETWORK

• Metrolinx added walking and cycling bridges and • MTO is building new carpool parking lots, high-occupancy underpasses across major highways, rail lines and waterways vehicle lanes on 400-series highways, and extensions to Highways 410, 404, 407 and 427 • Public transit agencies added bike racks to all GTHA transit buses • Metrolinx introduced priority parking for carpool users at 49 GO Transit stations • Ontario introduced the provincial #CycleON strategy • Municipalities added capacity to arterial roads across • Municipalities provided new walking and cycling facilities – the region from trails to painted or separated bicycle lanes – and updates to active transportation plans • Hamilton and Toronto, launched their bike-sharing programs

Strategy #4 Strategy #5 CREATE AN AMBITIOUS CREATE A CUSTOMER-FIRST TRANSPORTATION DEMAND TRANSPORTATION SYSTEM MANAGEMENT PROGRAM

• Municipalities and Metrolinx expanded the Smart Commute • Metrolinx launched the Triplinx regional travel planning tool workplace program to provide TDM programming for • Toronto, Hamilton, Brampton, Durham and York Region transit approximately 330 members (with 720,000 employees), and agencies and Metrolinx introduced real-time information for launched many initiatives to support active school travel transit services • Metrolinx supported the Call-One joint paratransit booking centre during the 2015 PanAm Games • Metrolinx and local transit providers are developing a seamless network wayfinding program

14 85 Strategy #7 Strategy #6 BUILD COMMUNITIES THAT IMPLEMENT AN INTEGRATED ARE PEDESTRIAN, CYCLING AND TRANSIT FARE SYSTEM TRANSIT-SUPPORTIVE

• Metrolinx, UP Express and all transit agencies (except Milton) • Metrolinx introduced Mobility Hub Guidelines and the have adopted the PRESTO fare card system GO Transit Rail Parking and Station Access Plan (now being updated in the context of GO RER) • Metrolinx and GTHA transit providers outside Toronto have fare integration agreements providing discounted travel on • MTO published the Transit-Supportive Guidelines municipal transit to-and-from GO services • Municipalities have integrated mobility hubs into official plans and transportation master plans • Metrolinx and GTHA municipalities have initiated parking studies, such as Mississauga’s parking strategy for the City Centre

Strategy #9 Strategy #8 IMPROVE GOODS MOVEMENT PLAN FOR UNIVERSAL ACCESS WITHIN THE GTHA AND WITH ADJACENT REGIONS

• Metrolinx established the regional Accessibility Advisory • Metrolinx undertook the GTHA Urban Freight Study, Committee comprised primarily of people with disabilities, established the multi-sectoral GTHA Urban Freight Forum to provide input on the accessibility elements of a broad and an urban goods movement data framework range of Metrolinx projects • Ontario published the Freight-Supportive Guidelines • Municipalities and transit agencies are improving • GTHA regions are taking a strategic approach to goods specialized transit coordination and delivery including movement, with a range of studies and plans, such as the establishing a Memorandum of Understanding that Region of Peel’s Goods Movement Strategic Plan recognizes eligibility between specialized transit service providers to facilitate cross-boundary travel

Strategy #10 COMMIT TO CONTINUOUS IMPROVEMENT

• Metrolinx has undertaken new research into a variety of transportation questions and supported local initiatives across the region, such as Milton’s dynamic transit pilot project • Collaborative partnerships have been established with the University of Toronto’s Transportation Modelling Group, as well as with local and regional municipalities, non- governmental organizations and academic institutions

Discussion Paper for the Next Regional Transportation Plan 15 86 2.2 Expansion of the One of the most dramatic shifts helping to manage congestion. The that followed The Big Move was GO RER concept was set out in The Rapid Transit System the expansion of the region’s rapid Big Move and is continuing to be transit system, starting with the early implemented through the Province’s successes of the 2008/2009 “Quick Moving Ontario Forward plan. Wins” program. The priority projects Today, GO RER is creating new identified by the RTP garnered the potential across the region, with “First Wave” of investments that a view to improving convenience, totalled over $16 billion. Through the unlocking development potential, and Moving Ontario Forward program in making employment centres more 2015, an additional $15.5 billion has accessible with 15-minute frequent been proposed to advance the “Next train services. Rush-hour GO rail Wave” projects in the GTHA. services will also be expanded in Figure 3 presents a map of rapid order to make connections to other transit in 2008, and Figure 4 presents transit systems more convenient a map of funded GTHA rapid transit and to reduce customers’ reliance projects expected to be completed by on schedules. GO RER will provide 2025, as well as “Next Wave” projects four times the number of trips in off- that are being advanced through peak periods, such as evenings and further planning and design. weekends, and twice the number of trips during peak rush-hour periods. A HUGE STEP FORWARD: Upgrading most of the GO rail system GO REGIONAL EXPRESS RAIL: from diesel to electric engines on The impact of the RTP reverberated core areas of the network will enable in 2015 when the Province of Ontario faster travel speeds, more frequent announced its commitment to faster, service, and reduced operating costs more frequent, GO rail service with and emissions. electrification on core segments of the network including UP Express. Every area of the GTHA will see This initiative will transform the GO improvements with GO RER. GO rail network from a largely rush-hour ridership is anticipated to almost service into an all-day, two-way rapid double – an increase to approximately transit network, increasing transit 127 million customers – within five ridership, reducing trip times and years of completion.5

16 87 Figure 3: GTHA Rapid Transit Network in 2008

To Barrie South

YORK

DURHAM

PEEL

TORONTO

HALTON

1. Lakeshore West Line 2. Milton Line Regional Rapid Transit Infrastructure - 2008 3. Georgetown Line 4. Barrie Line Existing in 2008 5. Richmond Hill Line 6. Stouffville Line Rapid Transit 7. Lakeshore East Line GO Rail 8. Bloor-Danforth Subway Peak Service 9. Yonge-University-Spadina Subway GO Rail 10. Sheppard Subway Off-Peak Service 11. Scarborough Rapid Transit HAMILTON

May 2016

Figure 4: GTHA Rapid Transit Network in 2025 (Funded and Completed Projects) and Projects under Development

Discussion Paper for the Next Regional Transportation Plan 17 88 Mississauga Transitway (first Projects currently being segment opened 2014). This 18 planned, designed or built km corridor that parallels Highway (but not complete): 403 and Eglinton Avenue will allow Toronto-York Spadina Subway buses to run unhindered by general Extension (Planned opening traffic when fully completed, late 2017). This extension from connecting the TTC subway Downsview Station to Vaughan system, Mississauga City Centre Metropolitan Centre will be the first and employment hubs such as the subway line to extend outside of RTP QUICK WINS and Airport Corporate Centre. the City of Toronto. FIRST WAVE PROJECTS UP Express (Opened 2015). This Eglinton Crosstown LRT The first steps to implement direct rail link between Toronto (Planned opening 2021). This The Big Move included: Pearson International Airport and 19km route, with more than 10km Union Station offers 15-minute $740 million worth of “Quick underground, will carry riders frequency with stops at Weston Wins.” Completed projects include across Toronto from Weston Road and Bloor GO stations. an expansion of GO Transit’s bus to Kennedy subway station. and rail fleet, the acquisition of new GO Transit rail service Finch West LRT (Planned buses for municipal transit agencies, expansion (on-going). Multiple opening 2021). This 11km line will the introduction of the “DRT Pulse” projects to expand the extent, run from the Finch West subway enhanced bus service in Durham and quality and quantity of regional rail station now under construction at the addition of bike racks on every service as identified in The Big Keele Street to Humber College. bus in the GTHA. Move have been completed since 2008, including the introduction Sheppard East LRT (dates “First Wave” projects. The of hourly bi-directional mid- to be determined). This line implementation of the rapid transit day service on the Kitchener will run almost 13km from Don network identified in The Big Move line between Union and Mount Mills subway station to east of began in earnest with the commitment Pleasant and the extension of the Morningside Avenue. of significant funding to a “First Lakeshore West line to the new Wave” of transit projects drawn from Scarborough Rapid Transit West Harbour station in Hamilton. the Plan’s list of Top Priority transit (dates to be determined). The The extension of the Richmond Hill projects. While several projects have funding for the Scarborough line to the new Gormley station been completed, many are currently Rapid Transit project identified in will open in late 2016. This GO in the planning or building phases of The Big Move in 2008 has been expansion has been supported implementation. reallocated to a replacement by upgrades to Canada’s busiest project led by the City of Toronto, transportation hub, Union Station, the extension of the Bloor Danforth as prioritized in 2008 as “Big Move Projects partially or fully subway. The Scarborough subway #3”. Completed and ongoing operational, since 2008: extension is currently in the work includes revitalization of the planning phase. York Region VivaNext rapidways train shed and switches as well (first major segment opened 2013). as expanded concourses, new This project includes more than 34 PATH connections, and a second km of dedicated express bus lanes subway platform intended on major roads including Highway 7, to accommodate a significant Yonge Street and Davis Drive. increase in passenger flow.

18 89 the day), will be introduced on options to the GTHA’s largest core areas of five lines: Lakeshore employment area, downtown East, Lakeshore West, Kitchener, Toronto, and relieve Yonge subway Barrie and Stouffville. UP Express line congestion. electrification will also be achieved Yonge North Subway Extension. through the GO RER program. This proposed extension from Finch Hurontario LRT (Planned opening Station in Toronto to Highway 7 in 2022). This 20-km service between Richmond Hill would be the second Port Credit and the Brampton subway extension reaching beyond RTP NEXT WAVE PROJECTS Gateway terminal at Steeles Avenue the City of Toronto, connecting A “Next Wave” of projects was will link four mobility hubs and to Viva BRT lines running to the initially identified in 2012, drawing support planned urban growth areas. north, west and east as well as the from the balance of The Big It will connect to the Mississauga Richmond Hill GO line. Move’s list of Top Priority projects. Transitway and planned Dundas Dundas Street BRT. This 40km The proposed scope of GO Street BRT as well as the Milton and east-west transit project would cross rail expansion would be further Lakeshore West GO lines. the western GTHA, connecting Brant enhanced following the provincial Hamilton LRT (Planned opening Street in the City of Burlington to government’s 2014 commitment to 2024). This project will run across Kipling subway station in Toronto. It GO Regional Express Rail. the lower portions of the City of would connect the Milton GO line, Projects with full funding Hamilton, connecting McMaster the Bloor-Danforth subway and the commitments include: University to Queenston Circle Hurontario LRT. through the city’s downtown core. GO Regional Express Rail Durham-Scarborough BRT. It will connect to West Harbour GO (Phased implementation 2014– This new line would run from the station as well as a future pedestrian 2024). The GO RER program is Scarborough Civic Centre in Toronto link to Hamilton GO Centre. a $13.5 billion capital investment to downtown Oshawa in Durham to transform the GO network from Region via Highway 2, connecting a commuter-oriented service to the downtown cores of Pickering, Additional Next Wave projects a comprehensive regional rapid Ajax, Whitby and Oshawa to one with planning and design transit option. Service levels on all another and offering Durham underway include: seven GO rail lines will expand and residents improved access to the electric service, (every 15 minutes or Relief Line. This new rapid transit TTC rapid transit network. better in both directions throughout line would provide new access

The implementation of all NEXT WAVE GTHA jobs and residents within 800m of rapid transit Next Wave rapid transit projects has RAPID TRANSIT been forecasted to create up to: PROJECTS WILL

ENABLE MORE 2011 Rapid transit network 2031 Rapid transit network6 person-years PEOPLE TO of employment REACH JOBS 900,000 AND MEET 9% of residents 21% of residents and contribute up to OTHER DAILY NEEDS USING of jobs of jobs to Ontario’s economy7 TRANSIT. 19% 33% $130B

Discussion Paper for the Next Regional Transportation Plan 19 90 3 The Next Plan

The next Regional Transportation Plan will build on the foundation provided by The Big Move. This section explores the opportunities and challenges that have arisen since 2008. Some of these are outlined in the box on the next page.

91 A SHARED REGIONAL VISION BRINGING ALL PUBLIC TRANSIT SYSTEMS TOGETHER By updating the Regional Transportation Plan’s Vision, Goals and Objectives. By expanding, improving and integrating the GTHA’s family of transit services.

MORE THAN JUST TRANSIT NEW MOBILITY

By improving the travel experience and cooperation By preparing for a potential transformation by better integrating active transportation, road of urban transportation, sparked by advances efficiency, congestion management, goods movement, in technology and business model innovation transportation demand management and supportive brought by new entrants to the land uses. transportation sector.

3.1 A Shared The aim of the review and update The key triple bottom line messages of the RTP Vision, Goals and found within the original Vision Vision: Updating Objectives is to: still hold in 2016 and have been the Vision, Goals left largely intact, with some minor • Ensure the Vision continues modifications. The 13 original Goals and Objectives to resonate with that of and 37 Objectives have been stakeholders; A STRATEGIC FOUNDATION. The consolidated into 6 Goals and 19 policies and actions in a long-range • Clarify the distinction Objectives in the proposed draft. transportation plan should be based on between the Vision, Goals Figure 5 illustrates the original and a strong conceptual foundation. In 2008, and Objectives; proposed RTP Goals. that foundation was set by municipal • Consolidate the 13 existing leaders, key stakeholders and the general Goals with a greater focus public. Now, as part of developing the on transportation; next RTP, Metrolinx has begun consulting in order to review and update The Big • Reduce redundancy between Move’s Vision, Goals and Objectives. the Goals and Objectives, and

• Better align the Objectives with existing or desired data, including the Key Performance Indicators (KPIs) described in the The Big Move Baseline Monitoring Report (2013).

Discussion Paper for the Next Regional Transportation Plan 21 92 Proposed Updated Vision, Goals, and Objectives VISION “In 2041, the region’s integrated transportation system • Make it easy to choose modes of travel that will allow people to get around easily and will contribute to reduce our environmental footprint and contribute a high quality-of-life, a thriving, sustainable and protected to a thriving, sustainable and protected environment, and a prosperous and competitive economy. environment; and It will: • Connect people to jobs, move goods and deliver • Offer a variety of options for getting around reliably, services efficiently throughout the region, supporting a comfortably, conveniently and safely, contributing to a strong, prosperous and competitive economy.” high quality-of-life;

Figure 5: Original and Proposed Updated RTP Goals

ORIGINAL GOALS PROPOSED GOALS

A. Transportation Choices A. CONNECTIVITY, CONVENIENCE B. Comfort and Convenience (split) AND INTEGRATION

J. Multi-Modal Integration B. EQUITY AND ACCESSIBILITY K. Interconnectedness

B. Comfort and Convenience (split)

D. Safe and Secure Mobility C. HEALTH, COMFORT AND SAFETY

C. Active and Healthy Lifestyles

H. Foundation of an Attractive and Well-Planned Region D. A WELL-PLANNED REGION

F. A Smaller Carbon Footprint and Lower Greenhouse Gas Emmissions E. EXEMPLARY ENVIRONMENTAL G. Reduced Dependence on Non-Renewable Resources FOOTPRINT

I. Prosperity and Competitiveness

L. Efficiency and Effectiveness F. PROSPERITY AND COMPETITIVENESS E. Fairness and Transparency

M. Fiscal Sustainability

22 93 GOAL A: CONNECTIVITY, GOAL B: EQUITY AND GOAL C: HEALTH, CONVENIENCE ACCESSIBILITY COMFORT AND SAFETY AND INTEGRATION

OBJECTIVES OBJECTIVES OBJECTIVES 1. People have appropriate, realistic 5. Transit offers affordable access to 7. Walking and cycling are attractive options to move easily and reliably jobs, services and major destinations, and realistic choices for most trips. from place to place. and is competitive for most trips. 8. Transit offers an attractive, 2. People have the information 6. Transit fleets and transportation high-quality user experience. they need to optimize their infrastructure, services and 9. People feel safe and secure when travel decisions. technology are accessible to users travelling, with continuous progress of all ages and abilities. 3. Transit services and fares are toward eliminating injuries and seamlessly integrated. deaths from transportation. 4. All transportation modes 10. Goods are moved safely are coordinated. and securely.

GOAL F: PROSPERITY GOAL D: A WELL- GOAL E: AN EXEMPLARY AND COMPETITIVENESS PLANNED REGION ENVIRONMENTAL FOOTPRINT OBJECTIVES 16. Travel times are predictable OBJECTIVES OBJECTIVES and reasonable. 11. The transportation system supports 14. The transportation system is adaptive 17. The transportation system offers value compact and efficient development. and resilient to the stresses of a to users and governments by providing changing climate, uses resources 12. Integrated transportation and land economical, reliable and efficiently, and fits within the use planning reduces the need environmentally sustainable movement ecosystem’s capacity. for travel and encourages walking, of people and goods. cycling and taking transit. 15. The transportation system 18. Governments promote innovation in the contributes to the achievement of 13. Transit infrastructure and services transportation sector. provincial targets for greenhouse gas have the capacity to meet demand. emission reductions. 19. Sustainable, coordinated funding supports transportation operations, maintenance and expansion.

CROSS TOWN TRAVEL TIMES CUT IN MISSISSAUGA WITH BUS RAPID TRANSIT (BRT)

MISSISAUGA, PEEL REGION Upon full implementation in 2017, the BRT will serve 5 million riders annually, saving riders an average of between 15 and 18 minutes on a crosstown journey. It features heated waiting areas, WiFi, full accessibility, and multi-modal integration with bicycle lockers at each of its 12 stations.

Discussion Paper for the Next Regional Transportation Plan 23 94 Building the Plan provincial and municipal partners, indicators. The evaluation criteria will stakeholders and the public; as well be both qualitative and quantitative, The updated Vision, Goals and as those that are generated internally and will be designed to capture Objectives will provide the foundation through Metrolinx’s research and changes that can positively influence for evaluating initiatives for the next development. In order to develop the travel outcomes (e.g. reduced journey Regional Transportation Plan. Just next regional plan, Metrolinx will apply times, improved transit access) or as The Big Move featured a series an initial screening to determine what quality-of-life (e.g. reduced emissions, of transportation projects, prioritized should proceed to the next step of improved safety or physical activity). to realize the Vision, Goals and the process and how they should An overview of the proposed Objectives, the next plan will feature be bundled with complementary approach is shown in Figure 6. both priority transportation projects programs or projects for the evaluation The RTP screening is applied at the and region-wide programs alongside phase. complementary initiatives. early stages of planning, whereas The projects, programs and policies the Metrolinx Business Case multi- This plan development process will will be assessed against their account framework and the Metrolinx inventory a wide variety of programs, expected contributions toward Project Prioritization Framework occur policies and projects, including achieving the Vision, Goals, and later in the planning process. All of projects that have not been initiated to Objectives of the RTP, and to these processes are used to assist date from The Big Move; ideas from advancing the RTP key performance Metrolinx in delivering results.

Figure 6: RTP Screening

24 95 3.2 Leveraging the Creating a more seamless regional GO Regional Express transit experience for customers Rail: A Critical Catalyst Transit Investment will present several challenges: The next RTP will need to reinforce the The Big Move’s approach to better integrating GO Transit with commitments and progress that the GO addressing the need to “catch up nine municipal transit systems (and Regional Express Rail is delivering by with growth” was to recommend a integrating the nine with each other); 2024. This program is now more than dramatic expansion of major transit providing better connections between just lines in The Big Move. The next infrastructure across the region. While transit and other modes; leveraging the RTP will need to reflect the specifics of considering the need for additional power of new mobility technologies and the committed program currently under infrastructure, the updated Regional business models while avoiding their construction and represent specific Transportation Plan will focus more on pitfalls; meeting public expectations, implications for addressing growth in the need to make the best possible and overcoming fiscal challenges. the region for an additional ten years use of the region’s transit assets A variety of strategies are needed to out, to 2041.8 and maximize the return on prior address the different transit markets investments. This section discusses in the region. A range of options exist NEW AND EXISTING STATIONS. As a number of ways in which Metrolinx depending on conditions in any given part of GO RER, Metrolinx is proposing and its partners can do this, thereby market area. For example, areas with several new station locations that will making transit and other modes slower growth and lower densities add to the 64 existing GO stations, an even more valuable and integral need different approaches from pending funding confirmations. The next part of daily life for millions of the areas with higher growth and higher RTP will further support development region’s residents. densities. Some options – like shared of GO stations as important hubs for daily activity, and not simply arrival and The next RTP will recognize the mobility – may have the greatest departure points. Increasing commercial need to attract new riders while also potential to address gaps in an existing and residential densities, in line with investing in those who are already low growth area with low transit mode the proposed Growth Plan, around using transit today, providing them share, while the biggest impact in a station areas and addressing GO with greater access, frequency, high growth, high transit mode share station parking lots and facilities will be reliability, speed, affordability, comfort area may be made by enhancing an important aspect for the systems and convenience. local transit service, or by combining enhanced local service with other success. Since 2008, parking at GO options. However, no option needs to stations has grown by 19,000 spaces be considered in isolation from others to a total of 72,000 spaces system- (see Figure 7). wide, making Metrolinx the largest parking provider in North America.

DURHAM DESIGNATES BUS-ONLY LANES

AJAX, DURHAM REGION Durham Region’s first bus-only lanes opened in the Town of Ajax along 1.4km of Highway 2 in 2014. The street redevelopment included cycle lanes along this main corridor.

Discussion Paper for the Next Regional Transportation Plan 25 96 Figure 7: Transit Solutions for Different GTHA Markets Figure 7: Potential Transit Solutions for Different Areas in the GTHA

EMERGING URBAN & HIGH GROWTH GROWING More frequent services Improve first-mile/last-mile Increase capacity of existing services (e.g. establishment/expansion connections to rapid transit (e.g. higher frequency, larger vehicles) of frequent grid-network) Road pricing and More rapid/higher More rapid services parking pricing order transit (e.g. new express bus service) (e.g. higher speeds, fewer stops) Transit pricing More transit connections (e.g. peak/off-peak fares) Stronger frequent transit network between major trip generators (e.g. new regional bus connections)

FARE AND LOW TRANSIT MODE SHARE SERVICE HIGH TRANSIT MODE SHARE INTEGRATION STABLE & URBAN & SUBURBAN STABLE Demand-responsive transit Transit priority measures or partnerships with new (e.g. queue jump lanes, signal priority, mobility providers reserved lanes on arterial roads, or (e.g. rideshare or ride- HOV/HOT lanes on freeways) matching applications)

Basic transit service that provides connectivity to key nodes (e.g. community transit services)

LOW GROWTH

BRAMPTON TRANSIT GETS PEOPLE MOVING

BRAMPTON, PEEL REGION Since its launch in September 2010, Brampton Transit’s Züm has increased transit ridership by increasing service levels, providing state- of-the art buses, infrastructure improvements, and customer-focused technologies. Transit priority signals and bus lanes help Züm buses to be reliable. Brampton Transit’s ridership has increased 72% from 12.3 million riders in 2009 (prior to Züm) to 21.2 million riders in 2015.

26 97 ALL MODE ACCESS TO Continuing Transit well-aligned with existing rapid transit STATIONS. Convenient station Expansion lines, or with future rapid transit or access for pedestrians, cyclists, GO RER corridors. The Growth Plan transit customers, drivers and car- CREATING CONNECTIVITY. identifies and sets policies for Urban poolers is a key to making GO RER In considering what future rapid transit Growth Centres and Major Transit service a success. While parking at projects are needed in the GTHA, the Station Areas to align density and GO stations will remain important for next RTP will take as its starting point transportation. More specifically, the many communities across the region, The Big Move’s many completed/ proposed Growth Plan has policies in Metrolinx is also working with local continuous, in progress or to be the following areas: transit providers and municipalities initiated projects (see Chapter 2). It • Sets out a vision for regional to make it easier to reach stations by will then consider what the remaining growth, with a strong focus other modes, to reduce the reliance gaps and additional needs are for on intensification along nodes on more parking spaces at GO transit capacity to service regional and corridors served by transit, stations as ridership grows with GO growth to 2041, ten years beyond and promoting transit as a first RER service enhancements. That The Big Move’s planning horizon of priority for moving people. is, to optimize the investment in GO 2031. In general, the next plan will RER and maximize potential ridership, focus on additions to the rapid transit • Strengthens policies around it will be necessary to increase the network by improving its reach where complete communities, sets station access transit mode share. needs are identified (e.g. through density targets for major An important part of achieving this minor extensions), connectivity transit station areas, identifies goal will be providing bus facilities could be improved (e.g. through the priority corridors (which align at GO stations, and transit priority addition of “missing links” between with committed and funded measures on and off the station sites. different corridors and strengthening projects), includes policies to In addition, it will involve working connections to GO RER), or by improve the design of with transit agencies to adjust local servicing emerging corridors with transit stations and station transit services to match GO RER high transit ridership potential (e.g. areas and promotes transit service levels, to provide convenient, strengthening the GO bus network to service integration. effective transfers for passengers complement GO RER). • Includes employment policies travelling in both directions throughout RE-ENFORCING THE GROWTH that seek to better connect the day, and with municipalities to PLAN. Figure 8 shows areas in the jobs and transit, strengthens support travel behaviour change with GTHA that were dense enough (i.e. transit connections to key trip programming, campaigns, awareness having at least 50 residents plus jobs generators and office parks, and support. Innovation will also per hectare) to support cost-effective and includes strengthened need to be encouraged to develop transit service delivery as of 2011 (in TDM policies. new, attractive and cost-effective on- dark green), and development areas demand services to stations. that were not transit-supportive in • Introduces strategic growth 2011 but will be by 2031 (in lightest areas, frequent transit, active green). New, sufficiently dense transportation and complete development areas are generally streets terminology.

Discussion Paper for the Next Regional Transportation Plan 27 98 Figure 8: Existing and Future Transit Supportive Areas, GTHA (2011 and 2031) 9

People-Centred Transit platforms. The streamlining of agencies are working to provide real- cross-boundary transit trips, which time transit schedule information to OFFERING A MORE today are complicated by different their customers. Metrolinx’s traveller INTEGRATED AND INTUITIVE routes, schedules, fares and hours information system, Triplinx, now TRANSIT EXPERIENCE. The of services between adjacent offers GTHA-wide transit trip planning next Regional Transportation Plan communities, will help to advance this assistance, and over time will be will emphasize the key role of the goal. Taking transit across boundaries enhanced to offer fare calculations, GTHA’s nine local transit systems should be as seamless as driving bike share information and real-time in providing service to support GO across boundaries. next arrival schedules. RER and other rapid transit services. Over time, the goal of offering FOCUSING ON CUSTOMER Metrolinx Design Excellence is transit users a consistent, familiar NEEDS. A customer-centered working to advance good design in experience regardless of where approach as part of transit planning order to build ridership and improve they travel in the region will become and service decision-making (e.g. fare the customer experience. It integrates even more important. As in The Big systems, schedule information and trip design thinking into all significant Move, transit systems are adopting planning) supports efforts to increase Metrolinx capital investments common approaches to planning ridership through infrastructure and at an early stage, broadening and delivering service – from the service investments. Many transit the organization’s focus beyond criteria used to define frequent agencies are adopting customer engineering and infrastructure delivery transit networks, to common transfer charters with measurable objectives toward fostering constructive city policies and customer information for customer service, and reporting building across the region. Areas of on their progress. More transit focus include architecture, landscape

28 99 Figure 9: Areas of Opportunity to Expand Frequent Transit Service Anchored by GO RER 10

architecture, urban design, public stations across the region. In addition, 10 minute minimum bus and streetcar realm and customer experience. by the end of 2016, all but one of the service on major routes. Increasing the GTHA transit agencies will use the frequency of transit service on a grid Metrolinx is also renovating a number PRESTO electronic fare card that system serves local trips better and of GO stations to improve safety and enables integrated payment and fare can build capacity and attractiveness comfort, such as adding lighting structures, in order to simplify the in a “virtuous cycle”, attracting more and heated shelters. Metrolinx also payment system for customers. riders and justifying additional service. has a new back-up power standard A regional FTN would benefit from for stations and facilities in the event EXPANDING THE GRID consistent practices (e.g. priority of power outages. Establishing OF FREQUENT TRANSIT measures, service standards and safety-enhancing features to increase NETWORKS. Transit systems marketing) across transit systems customers’ sense of personal across the GTHA are focusing on to deliver a level of service that is security is also important to complementing their downtown- consistently aligned with transit understand and incorporate into focused or GO station-focused supportive densities across the region. customer-centered planning.11 radial networks with frequent transit networks (FTNs) that offer more There are several areas outside Metrolinx is also pursuing frequent transit service (generally Toronto that have densities supportive opportunities to provide additional every 10 minutes or less) on direct, of frequent transit services that could amenities and services at GO grid-based routes anchored by major be anchored by connections to GO stations to improve the customer hubs including GO and rapid transit RER, as shown in Figure 9. Numerous experience. For instance, the GO- stations. In 2015 the TTC introduced municipalities in the GTHA have Zipcar partnership, launched in 2014, a Frequent Transit Network – a grid of implemented planning efforts and has already expanded to thirteen

Discussion Paper for the Next Regional Transportation Plan 29 100 analysis to designate new frequent the focus to moving as many people As well, additional travel time – transit network lines in their as possible (rather than vehicles) obstacles arise from the historically Official Plans. would give priority to transit vehicles, independent operations of GO Transit resulting in more efficient operations, and the GTHA’s nine municipal PRESERVING AND IMPROVING higher speeds, greater reliability, and transit systems. The growth in transit CONNECTIVITY TO KEY ultimately, increased ridership. use across boundaries has created DESTINATIONS. One advantage demand for a more connected, of a frequent transit network is that Transit priority measures include the integrated user experience. Transit it can service multiple commercial creation of reserved transit lanes on fare integration can lead to more and employment areas, increasing arterials and expressways, transit competitive transit options and an access to jobs and services for priority signals and queue jump effectively expanded transit network, residents throughout the region. It lanes. Many of the highest-frequency, and be a transformative step for can also involve community-based highest-demand transit routes across transit in the region. transportation services, an important the GTHA (e.g. those operating on component to improving connectivity grid-based frequent transit networks) Since 2008, the emergence of the in low-density communities. With a would likely return the greatest value PRESTO electronic fare card and focus on meeting the transportation from a concerted effort to give buses payment system has provided a needs of a specific population(s), priority in mixed traffic situations. strong foundation and opportunity community transportation also has the to comprehensively re-think regional potential to play a growing role with transit fare structures. It provides the emergence of flexible, demand- An Integrated convenience to customers while responsive approaches to delivering Fare System enabling integrated payment and fare transportation services. structures. In the future, PRESTO will A TRANSFORMATIVE continue to offer the primary electronic MOVING PEOPLE, NOT JUST OPPORTUNITY. The vast majority fare payment system for the region VEHICLES. A conventional objective of trips on public transit (other and provide a regional platform for of road operations is to move as many than GO Transit) across municipal integrated fares. It will also develop motor vehicles as possible, regardless boundaries are far from seamless, its technology and products to of how many people they carry. This and discourage additional customers. efficiently allow for more convenience, results in all vehicles being given equal Co-fare arrangements that encourage flexibility and integration, such as the priority on roadways. In congested cross boundary transit use have ability for customers to use credit areas, this can lead to slow speeds, been in place between GO Transit and debit cards for tapping onto the low reliability and higher operating and local operators for many years. PRESTO system. costs for transit, as transit vehicles The exception remains between TTC (buses and streetcars) are reduced to services and other transit systems AN INTEGRATED, HARMONIZED moving at the speed of traffic. Shifting currently requiring a second fare. APPROACH TO FARES. The existing approach to fares in the region is complex, and a new solution requires planning and collaboration to support the development of transit TORONTO IMPROVES SURFACE TRANSIT services between municipalities. Metrolinx is addressing this challenge for the first time on a system-wide TORONTO basis, developing a modelling platform The Toronto Transit Commission is adding 50 new buses that will serve 24 that is tailored to the GTHA’s unique of the city’s busiest bus routes during peak hours to reduce crowding. In circumstances. Different regional 2015, the TTC launched its Frequent Transit Network. All streetcar routes fare structures are being analyzed in and 52 bus routes now constitute a 10-minute-or-better service network. consultation with municipalities and transit agencies. This investigation

30 101 Figure 10: Mobility Hubs Designated in The Big Move Figure 10: Mobility Hubs Designated by The Big Move

Source: Metrolinx Mobility Hub Guidelines, 2011. will help to develop a potential vision address issues of fare concessions transportation come together, and for transit fares in the region that (e.g. discounts for seniors, students), where an emphasis is needed on will consider short-, medium- and fare products (e.g. weekend passes, serving the “first mile” and “last mile” long-term opportunities. family rates) and fare price. Issues of transit trips, and on supporting of equity and access will also be key higher-density transit-supportive An integrated, harmonized and development. The creation of considerations for the region. customer-first regional fare structure, successful mobility hubs requires with a consistent and fair approach Mobility Hubs effective land use and transportation to calculating and paying fares, has planning, committed private sector the potential to simplify the customer A COMPLEX CHALLENGE. partners, and strong stakeholder experience and transit system One major recommendation in The engagement and commitment to a operations. For many years GO Big Move was to create a system common vision. Transit has been operating with a of 51 “mobility hubs” (see Figure ACCELERATING ACTION. The co-fare agreement with all GTHA 10). A mobility hub is an area that next RTP offers an opportunity to local transit operators except the TTC. is a tangible demonstration of the review and refine the criteria for the Improved agreements between transit benefits of integrating land use and designation of mobility hubs, and agencies could minimize the barriers transportation. Each mobility hub to consider updates to the list of created by transfers. includes a major rapid transit station mobility hub locations in view of new in its immediate surroundings, and rapid transit plans or development Fare structure is foundational to an serves a critical function as the origin, activities. Ontario’s proposed Growth Plan amendments would prioritize integrated fare system, but in addition, destination, or transfer point for a integrated land use and transportation work will need to advance with significant number of trips. Each is planning in “strategic growth areas”, municipalities and the Province to also a place where different modes of including mobility hubs.

Discussion Paper for the Next Regional Transportation Plan 31 102 3.3 A Connected Supporting Active While overall GTHA average cycling Transportation and walking mode shares have not and Aligned changed very much since 1991 Region CAPTURING MORE SHORT TRIPS. (see Figure 28 in Appendix 1), Cycling and walking are clean, healthy, there have been large increases for affordable, flexible and available to This section discusses several certain market segments, especially almost everyone from children to areas outside the realm of public within downtown Toronto. Cycling seniors. The Big Move emphasized transit services where the Regional trips in particular have increased active transportation for these reasons, Transportation Plan could offer substantially between 2006 and and public support for cycling and stronger guidance in response to 2011, with the number of trips almost walking has grown since 2008. region-wide opportunities. Most doubling and cycling mode shares of these are within the jurisdiction There is potential to increase walking increasing substantially for many of municipal governments, rather and cycling for short trips in the GTHA. market segments, as shown in Figure than Metrolinx. Many are also being Residents make many short trips, but 31 in Appendix 1. Overall, active considered from the perspective of very few of these trips actually happen transportation is expected to increase broader, province-wide interests as by active transportation; Figure 11 slightly in most parts of the GTHA to part of the Ministry of Transportation’s shows GTHA mode share grouped by 2031, as shown in Figure long-term Greater Golden Horseshoe cycling potential (e.g. trips are less than 28 in Appendix 1. transportation plan now underway. 5 km long and not taken to pick-up/ IMPROVING ACTIVE Considering opportunities through a drop-off a passenger). Furthermore, one- TRANSPORTATION PLANS. regional lens will allow Metrolinx and its third of all car trips have the potential There are many reasons for low 12 partners to identify ways of developing to be cycled. A map showing the rates of cycling to work. Walking and more consistent, connected and geographic distribution of cycling mode cycling plans can identify, cost and integrated transportation connections, share in the GTHA in 2011 by origin is prioritize the measures needed to fill infrastructure and services. shown in Figure 12. gaps in a community’s infrastructure or services. Most GTHA municipalities have cycling plans, but about half do not have a plan to improve pedestrian Figure 11. Mode Share of Household Trips in the GTHA, by Cycling Potential, 2011 infrastructure and services. This lack of attention to walking can also indirectly discourage transit use. 1% 5% By setting objectives with targets, Cycled Walked active transportation plans can also guide data collection to help monitor and measure changes over time and help to coordinate routes that cross municipal boundaries, which is especially important for building networks. The proposed Growth Plan would require municipalities to plan for safe and continuous active transportation networks. In 2014, 31% Ontario launched the #CycleON 63% Potentially provincial cycling strategy which Cyclable Not Potentially Cyclable identified initiatives in progress, to undertake, and others that are long-term, and included two new Source: Transportation Tomorrow Survey, 2011. programs: the Ontario Municipal

32 103 Figure 12: Geographic Distribution of Cycling Mode Shares in the GTHA, by Trip Origin (2011)

Source: Transportation Tomorrow Survey, 2011.

Cycling Infrastructure Program to help networks and prevent people from additional multi-modal trips as people municipalities build new and improve walking or biking, even for short take advantage of the systems to bike existing cycling infrastructure, and the trips. Active travel can also be to and from major transit stations. Cycling Training Fund to help partners discouraged by snow and ice build- LAND USE PLANNING AND develop, enhance and deliver cycling up on sidewalks, trails and roads DESIGN. The provincial requirement skills training programs. during the winter. For some people, to intensify existing communities the barrier of not having a bicycle at OVERCOMING BARRIERS and reduce greenfield development hand for a given trip can be overcome THROUGH INFRASTRUCTURE. supports active transportation, through bike-sharing programs like An immediate way to make walking because increasing the density and those already operating in the cities of and cycling safer is through mix of development can encourage Toronto and Hamilton. Bike-sharing is infrastructure, such as protected bike shorter trips that are easy to make also important for facilitating flexible, lanes and high-visibility pedestrian on foot or by bike. The proposed one-way or multi-modal (first-mile/ crossings. The best walking and Growth Plan also encourages the last-mile) trips. Regional coordination cycling routes are straight lines, development of a vibrant public realm could make active transportation more and providing attractive facilities on and prioritizing quality urban design to attractive to people who travel around major roads can help people reach encourage walking and cycling. the region and want to cycle or walk key destinations. Missing links and in different areas; enhancing bike- other obstacles create discontinuous sharing systems can actually stimulate

Discussion Paper for the Next Regional Transportation Plan 33 104 In recent years, many organizations and promoting development designs of pedestrian crossings. In order have identified the health benefits of that connect new developments to better monitor progress toward physical activity, which has become to nearby sidewalks and cycling safer walking and cycling, there more challenging to undertake for facilities. Metrolinx is looking closely remains a need for more consistent many reasons: the nature of work at improving “first-mile/last-mile” and comprehensive data collection has changed and generally become connections at GO stations to by municipalities and policing more sedentary; greater numbers of complement GO RER service organizations across the region. people are living in low-density, car- expansion, as well as designing PROMOTING ACTIVE TRAVEL based neighborhoods; and often, the stations to protect for future transit- BY CHILDREN AND YOUTH. relatively low number of stores, parks, oriented development. Making it easier Today, fewer young people walk schools, community facilities and job for GO customers to connect into or cycle to school and other daily opportunities that can be reached and out of the regional transit network destinations than 25 years ago (see by walking or cycling leads to fewer – using a variety of transportation Figure 42 in Appendix 1).14 More are opportunities for physical activity. modes – is a priority. driven by their parents due to safety In 2014, GTHA Medical Officers STRATEGIES TO IMPROVE and security concerns, demands of of Health called for full funding WALKING AND CYCLING SAFETY. the workplace, a lack of sidewalks and implementation of The Big International experience shows that and protected road crossings, Move, as well as stronger provincial higher volumes of pedestrians and and the trend away from smaller policies to support transit and active cyclists are typically accompanied by neighbourhood schools and facilities transportation, and more effective lower collision rates involving those toward larger centralized ones.15,16 integration of those modes into urban road users – an effect dubbed “safety Not only are children and their families planning processes.13 in numbers”. For this reason, steps to driving to school, but are also reliant increase the number of pedestrians on car trips to access activities In addition, promoting good design and cyclists across the region are also outside of school hours. Researchers through municipal plans and by-laws likely to improve their safety over time. believe that this reduction in active, can lead to greater comfort, security, independent movement is detrimental accessibility and aesthetics that Another effective approach is to to the health and development encourage active modes. There are improve the behaviour of all road of young people. It may also be opportunities for municipalities to users, such as through driver shaping their future travel habits in mandate supportive land uses – from awareness campaigns, cycling skills unsustainable ways. overall growth patterns to building training, and the enforcement of setbacks – in their official plans, to laws like those recently enacted in adopting zoning by-laws that require Ontario regarding passing distances, bicycle parking at all trip destinations, “dooring” of cyclists and clearing PICKERING PEDESTRIAN ACCESS HAMILTON GETS MOVING ON TWO WHEELS ENHANCED

HAMILTON REGION PICKERING, DURHAM REGION As part of efforts to increase cycling mode share and creating a multi- With the construction of a modal future, the City of Hamilton has adopted a cycling master plan, fully-enclosed pedestrian outlining future developments. The Cannon Street Cycle Track pilot bridge that spans 14 lanes of project, a 3km two-way physically separated cycle track, opened in fall Highway 401, the Pickering 2014. 2014 also marked the launch of Hamilton’s “Sobi” bike sharing GO station is now a short walk 2 system. Serving an area of over 40km , the system provides a fleet of from new office development 750 bikes and 110 docking stations. in the City Centre.

34 105 CITY OF TORONTO & WATERFRONT TORONTO

TORONTO Waterfront Toronto unveiled the revitalized Queens Quay Boulevard in the summer of 2015 – a new Complete Street featuring a streetcar right-of-way, wide pedestrian thoroughfares, and a multi-use pathway that connects formerly fragmented waterfront trails. With a focus on active transportation, public space, and pedestrian realm improvements, Queens Quay sets an innovative precedent.

Creating Safer, More and functions, planning and design travel by car, bus and truck. Excessive Complete Streets activities can explicitly integrate congestion makes industry less social, economic and environmental competitive, can cause businesses A CHANGING VIEW ON THE priorities to maximize quality-of-life. to relocate, and make it difficult for ROLE OF ROADS. The vast majority The City of Toronto is developing companies to attract the skilled of daily trips in the region – by foot, Complete Street Guidelines to direct workers they need. Congestion costs bike, car, bus and truck – are made future development in the city. The the GTHA’s residents and economy on roads and highways, so making proposed Growth Plan would require about $3.3 billion each year (about them safer and more efficient can municipalities to adopt a complete $1,600 per household) through strengthen the region’s quality of life, streets approach. delays to people and goods, vehicle economy and environment. At the operating costs and collisions, and VISION ZERO. A movement same time, it is important to balance $2.7 billion each year in lost economic attracting recent attention in the the mobility function of roads with activity that creates jobs. Without region is Vision Zero, an international their role as public spaces. There new strategies to better manage initiative based on the concept that is growing recognition that roads congestion, these annual costs are no one should be killed or seriously need to be sensitive to their context, expected to rise to $8 billion for injured while using the road transport and support adjacent residential or GTHA residents and $7 billion in system. From its origin in Sweden, commercial activities. economic activity by 2031.17 Vision Zero has been adopted by A COMPLETE STREETS national and local governments OPERATIONAL EFFICIENCY. APPROACH. Complete streets are across Europe and North America. It While it is increasingly accepted roads that are planned, designed, promotes safety while preserving the that new and wider roads will not refurbished, reconstructed and built key functions of roads, and integrates resolve congestion, making the for all users regardless of mode, age strategies related to road design, most efficient use of roads remains or ability. They are safer, more efficient vehicle technology, education part of the congestion management and attractive for transit-users, cyclists and enforcement. toolbox in many areas of the region. and pedestrians, as well as car and In many corridors, giving priority to truck drivers, and they are considered transit vehicles, carpools, cyclists and appropriately accommodated Managing Congestion and pedestrians can minimize the in their community context. They demand for travel by car. To prioritize The Regional Transportation Plan include elements such as lighting, transit and reduce delays for all users, review presents an opportunity to benches, signage and wayfinding, municipalities can remove bottlenecks revisit how congestion is managed trees, patios, utilities and stormwater by adjusting traffic signals, modifying across the region’s municipalities to management. While not every street road configurations, updating rules can accommodate all potential users improve the speed and reliability of

Discussion Paper for the Next Regional Transportation Plan 35 106 and enforcing on-street loading, autonomous vehicles could also require also increase the minimum number of stopping and parking regulations. significant road network upgrades to HOV occupants from two to three as Sophisticated tools to identify and enable self-driving cars, buses and lane demands grow. Ontario recently remove collisions and other unexpected trucks. launched an HOT pilot project on the incidents, and to provide drivers with Queen Elizabeth Way. MANAGED LANES. While auto trips routing information for those events as are not expected to be significantly Buses and carpools move many well as for weather-related conditions, impacted by recent transit commitments, more people than single-occupant can preserve the road system’s the introduction of more high-occupancy vehicles and, where volumes warrant, reliability. Operational efficiency is also vehicle (HOV) transit lanes on regional consideration should be given to extremely important for addressing highways would affect auto times. granting them priority on HOV lanes access to and from on freeways and arterial roads. GO rail stations. Within the region, the Province of Currently, the City of Toronto operates Ontario operates HOV lanes on SMARTER ROADS. Advances in five arterial road HOV corridors, Highways 403, 404 and the Queen technology raise the possibility for typically in weekday peak periods. Elizabeth Way, and will expand those “smart roads” to play an active role in by 2031 to create a 300km network The results of provincial pilot HOV managing congestion. Roadside or of HOV lanes on 400-series highways. lanes during the Pan/ParaPan in-road sensors and road-to-vehicle Ontario has announced that, over American Games in summer 2015 communications have the potential for time, some of those HOV lanes will be were positive, and demonstrate the real-time operational adjustments (e.g. converted to HOT (high-occupancy untapped potential of transportation changes in signal timing or HOV lane toll) lanes that can be used by drivers demand management initiatives to eligibility) and driver information (e.g. of single-occupant vehicles who have improve the transportation system. weather or road surface conditions, purchased a permit; the Province can HOV3+ lanes on the Gardiner and routing advice). The emergence of

Figure 13: GO Bus Passenger Time Savings with HOV3+

No HOV3+ lanes Queen Elizabeth Way With HOV3+ lanes

Highway 427

Gardiner Expressway West

Gardiner Expressway East and Don Valley Parkway

Highway 404 between Highway 401 and Highway 407

Highway 401 Between Warden Ave. and Brimley Ave.

401 between McCowan Rd. and Westney Rd.

0 100 200 300 400 500 600

Total Daily Passenger Delay (hours) Source: GO Bus Operations

Note: Passenger delay is measured as travel time greater than scheduled travel time multiplied by the number of passengers affected

36 107 the Don Valley Parkway had the largest important routes for truck freight. COLLABORATION AND impact on GO passengers in terms of In this region, such routes might KNOWLEDGE-BUILDING. As a reducing delay (see Figure 13). Regional be under municipal or provincial follow-up to The Big Move, Metrolinx’s highways are carrying an increasing jurisdiction, but represent the most GTHA Urban Freight Study (2011) amount of transit users on GO buses efficient links between major goods- identified the need for better regional and local transit buses. Better travel generating activity centres, intermodal consultation and planning around times and reliability on highways used by terminals and regional gateways. A goods movement. It also highlighted buses could lead to a steep increase in strategic goods movement network the need for new data collection bus ridership, while also decreasing bus could act as a lens for prioritizing the and analytical tools to improve the operating costs. The benefits of HOV location and timing of truck-friendly understanding of freight patterns as lanes for transit vehicles and carpoolers improvements to road geometry or e-commerce boosts the demand for across the region could be accelerated operations, and for understanding express delivery to homes by increasing both the scope and pace the potential impact of new and businesses. of their implementation. truck restrictions. REDUCING ENVIRONMENTAL IMPROVING COMPATIBILITY IMPACTS. Action is needed to Moving Urban Freight WITH LAND USE. Conflicts reduce freight’s environmental effects between goods movement and such as air emissions, noise and A COMPLEX SECTOR WITH HIGH land use planning have become vibration. Boosting the efficiency of STAKES. The region’s economy relies more acute as new residential and the “last mile” of freight movements on the ability to move goods quickly, industrial developments extend could help, and might include the reliably, safely, and with acceptable the GTHA’s urban boundary, and creation of urban distribution centres costs and environmental impacts. The as redevelopment occurs in older that allow carriers to consolidate region’s network of air, marine, rail, neighbourhoods near freight-intensive goods, share vehicles and increase road and pipeline facilities involves areas. In addition, the growing the efficiency of deliveries; or the both the public sector (Metrolinx, the popularity of last-mile deliveries creation of low-emission zones where Ministry of Transportation, municipalities, stemming from the rise of on-line high-emitting vehicles are prohibited ports, airports) and the private sector shopping could mean more traffic or must pay a fee to enter. (retailers, manufacturers, builders, on local roads. However, several railways, trucking companies, couriers approaches to lessen these impacts and logistics providers, among others). are emerging. For example, land Reducing the Demand Growing congestion and a greater use plans and policies can cluster for Travel industry reliance on logistics and freight-intensive developments near EXPANDING TRANSPORTATION efficient freight transport have raised efficient freight routes to facilitate DEMAND MANAGEMENT (TDM). the stakes around protecting shorter truck trips or to keep trucks Transportation Demand Management freight’s positive contribution to the from driving through sensitive areas. (TDM) strategies use information, region’s economy. MTO has developed freight-supportive education and incentives to influence guidelines to help municipalities STRATEGIC GOODS MOVEMENT the demand for travel and support develop official plans, zoning and NETWORK. The existing truck public investments in roads, transit, development approvals practices that route networks designated by GTHA sidewalks and trails. TDM makes protect the interests of businesses municipalities are intended to protect some travel choices (typically and residents. The proposed Growth sensitive neighbourhoods and road walking, cycling, transit, carpooling Plan is strengthening its corridor infrastructure from the impact of high or teleworking) more attractive, and protection policy to ensure that heavy truck volumes, but they do not encourages people to try new ways corridors for goods movement can provide a constructive framework for of getting around. TDM measures can be developed when they are needed supporting economic development. increase ridership on new rapid transit in the future. Some other regions in North America corridors – something of interest given have identified a network of strategically the extensive plans for new transit

Discussion Paper for the Next Regional Transportation Plan 37 108 investments and optimize the uptake of new transit services. Funding YORK REGION EXPANDS ITS CYCLING NETWORK tools could be used to encourage collaboration and implementation of a scalable set of TDM measures. The YORK REGION proposed Growth Plan requires that Coupling transportation redevelopment with active transportation municipalities develop TDM plans infrastructure, the Highway 7 East Viva BRT project included cycle to ensure that these strategies are lanes along its length. The Region also has plans for a multi-use path on considered in the planning process. Highway 7’s protected centre median.

Designing for All Modes facilities across the region. They can funding mechanisms (e.g. dedicated The region’s urban form – that is, the also minimize disruption during road development charges). buildings, street-blocks, and road and transit construction projects Metrolinx has several tools (e.g. the patterns that make up the structure by encouraging the use of different PRESTO electronic fare card, the of the region – has an impact on how modes or routes. Triplinx travel planner, and various well the transportation system can INCREASING EFFECTIVENESS. elements of the Smart Commute support the economy, and particularly While several years of TDM program) that could be used to give the knowledge economy which relies programming have laid a solid more support to TDM programming, and heavily on attracting the “creative foundation for the GTHA, TDM’s new tools could go further by enabling class”. Today’s developments will true potential has not yet been dynamic real-time ride-matching. influence travel demand for decades. realized. Perhaps the best example Municipalities could also consider Throughout the region, and particularly of how it could support the region’s regulations requiring TDM programs in its fast-growing areas, there is an transportation goals came during in large workplaces, or financial tools urgent need to make sure that new the 2015 Pan/Parapan American such as parking charges or various developments improve travel options Games, when TDM’s ability to balance forms of road pricing. Smart Commute for residents and employees, and travel demand with transportation also collaborates with local partners to that public investments enhance the capacity was demonstrated through support active and sustainable school regional transportation system and the temporary expansion of the HOV travel through program implementation strengthen the economy. A number lane network, supported by additional (e.g. School Travel Planning pilot, Bike of municipalities have been working cost-effective strategies like travel to School Day), regional coordination to push the envelope in requiring new planning tools, flexible working hours (e.g. Active and Sustainable School developments to be more supportive and communications.15 Employers Transportation Regional Hub), strategy of sustainable travel modes. also have a leadership role to play development and research. DEVELOPMENT APPROVALS. in implementing flexible working A LOOK AHEAD. Municipalities are influential when hours and other measures that would The contribution of TDM to the vision adopting policies, by-laws and support more effective functioning of of the next RTP could be enhanced approval practices that build support the region’s transportation network. by creating an overarching policy for walking, cycling, transit and Opportunity exists to better integrate framework that clarifies roles and carpooling into new homes, condos, TDM into the land development improves coordination among all offices, stores and institutions. For process, including stronger policy partners and stakeholders. At a regional instance, municipalities can encourage (e.g. requiring TDM plans with level, clearer guidance could help developments that provide carpool applications), active transportation- municipalities improve TDM programs parking, bicycle storage, showers and supportive design and infrastructure and performance measurement, and change rooms, and direct connections (e.g. bicycle parking), programming new policies and tools could support to nearby sidewalks and bus stops. (e.g. individualized marketing) and the delivery of major infrastructure

38 109 PARKING STRATEGIES. Figure 14: Comparison of Trends in Transit Operating Costs, Revenues, Municipalities have a role to play in and Ridership, 2008-2014 determining the amount of parking included in new developments; such as requiring parking structures rather than at-grade lots, promoting shared % Growth TTC 140 parking among neighbouring land Operating Cost uses and charging drivers to park 120 Ridership in public places. Ineffective parking Operating Revenue management in private developments 100 can easily undermine major public 80 investments and prevent the 60 achievement of regional transportation goals. Behavioural research has 40 shown that the provision of free or 20 heavily discounted parking at the workplace is one of the key factors 0 in commuters deciding to drive to 2004 2006 2008 2010 2012 2014 work, even when transit alternatives Year are available.18,19 Residential parking Rest of GTHA (Excl. GO) availability plays a role in making 140 car ownership more attractive, and 120 updating zoning codes to reduce the amount of parking required in new 100 housing developments can be 80 another tool in reducing auto ownership and increasing transit 60 and active mode share.20 40

It is also important to consider the 20 future of parking with the eventual 0 arrival of autonomous vehicles (see 2004 2006 2008 2010 2012 2014 Section 3.4), as well as the potential impact of peer-to-peer parking. If less GO Transit parking will be needed, opportunities 140 for complete streets and other city- 120 building initiatives may become easier to implement. 100 80

0 2004 2006 2008 2010 2012 2014

Source: Canadian Urban Transit Association (CUTA)

Discussion Paper for the Next Regional Transportation Plan 39 110 Figure 15: Relationship of Transit Operating Cost to Urban Density, GTHA (2014) 21

Operating Cost $10.00 per Passenger $9.00 Milton $8.00 Oakville York $7.00 Burlington

$6.00 Durham $5.00 Brampton Mississauga $4.00 Hamilton $3.00 Toronto

$2.00

$1.00

$- 0 10 20 30 40 50 60 70 80 Density in Urbanized Areas (Population + Employment per ha)

Sustainable Funding to pay for maintenance, fuel, drivers slow to respond to the emergence and security (Figure 14). Even with the of on-demand services and pose a The Regional Transportation Plan new federal funding for infrastructure challenge to their complementary and review also provides an opportunity committed in the 2016 budget as well orderly deployment across the region. to advance the public dialogue about as prior provincial commitments, it is OPERATIONAL transportation funding in the region. In becoming evident that new funding CONSIDERATIONS. A dramatic many jurisdictions, long-range plans are tools are required to continue planning, increase in the quantity of transit aligned with fiscal plans that describe building and operating an effective service across the region will be how proposed infrastructure and service regional transportation system. will be provided. needed to achieve the proposed COMPLEX GOVERNANCE. Who vision, goals and objectives for the The RTP review also provides an plans transportation infrastructure, who next Regional Transportation Plan opportunity to reconsider revenue builds it, and who pays for it involves and to support the transportation tools as a means of influencing travel the Province of Ontario, Metrolinx, needs of the region. This is especially behavior, in addition to generating regional and local municipalities, and true in areas where rapid population the funds needed to implement the nine transit agencies. While Metrolinx growth is expected, current ridership strategies and policies for the region’s is a planning and coordinating body for is low, and transit services typically transportation system. transit infrastructure in the GTHA, its recover only a small proportion of their AN IMBALANCE BETWEEN provincial and municipal partners also operating costs from the fare box. build major public works. COSTS AND FUNDING. As assets Increases in operating cost age and congestion mounts, the While emerging on-demand services are generally related to service rehabilitation and expansion of the are presenting opportunities to enhance improvements, which can result in GTHA’s transportation infrastructure is mobility, a complex web of long-standing higher ridership (see Figure 14), becoming more urgent. Transit ridership provincial and municipal legislation and particularly where densities are is accelerating while operating costs regulations are in place, developed over high enough to support transit use. grow even faster, and transit systems decades to reflect the public interest. However operating revenue does not are facing strong competition with other However, today they are relatively always increase proportionally and public services for the funds they need

40 111 many transit agencies may continue POSSIBLE FUNDING TOOLS. reviewed the investment practices to suffer from low fare-box recovery Metrolinx’s 2013 Investment Strategy of regional transportation authorities rates. Operating costs are generally recommended raising $2 billion around the world, and found that proportional to urban density (see Figure annually in new revenues for GTHA the use of multiple funding tools can 15), and as a result, cost-recovery transit infrastructure and services, increase funds, but also change rates are typically lower in suburban walking and cycling facilities, mobility travel behaviour. municipalities. If transit agencies hubs, roads and urban freight, and Value capture financing is one are going to increase service levels, the preferred tools to generate approach that has been used particularly to match GO RER service these funds. It recommended four internationally. When government levels, and leverage other investments in guiding principles to be applied to makes key infrastructure investments, rapid transit infrastructure, solutions to the selection of new funding tools: typically in water/sewer connections funding enhanced operating costs will dedication of revenues to specific or transportation infrastructure, have to be found, including how partners outcomes, fairness, regional equity considerable “unearned” profits work together to help manage operating and accountability and transparency. accrue to land developers. Value costs that arise from strengthening The update of the Regional capture financing explicitly reclaims regional-scale services. Transportation Plan provides an for government a portion of the profit opportunity to revisit or clarify Another issue that will have an impact that is unlocked due to governmental these principles. on the ability to increase transit service action and then leverages additional is that operating costs are increasing Some revenue tools would serve two borrowing capacity against these faster than ridership, particularly on purposes: they would provide a more future value capture payments.22,23 GO Transit (Figure 14). Given the goal stable revenue source for funding While development charges are of keeping transit affordable and to transit infrastructure and operating quite common in Ontario, other generally maintain high levels of transit cost shortfalls, and also be used to types of value capture have not ridership, GO Transit fares have not kept reshape the region. Road tolls or commonly been considered, and in pace with operating costs, with the gap road pricing would have a significant some cases, a new legal framework widening between 2008 and 2014 (see impact on mode choice and would may be requried to enable this type Figure 16). also encourage a more compact of financing. development pattern. Metrolinx has

Figure 16: Operating Cost per Revenue Passenger in 2008 and 2014

2008 $2.78 TTC 2014 $2.88 Average Fare

Other GTHA $4.95 Agencies (excl. GO) $5.30

$6.91 GO Transit $10.38

$0.00 $2.00 $4.00 $6.00 $8.00 $10.00 $12.00

Operating Cost Per Passenger (dollars) Source: Canadian Urban Transit Association (CUTA)

Discussion Paper for the Next Regional Transportation Plan 41 112 3.4 The Next a wide variety of services. The most low density areas), and have the Generation of popular form involves travellers hiring potential to fill gaps that transit has non-commercial drivers to transport traditionally found challenging (e.g. Mobility them to their destination, but can also first mile-last mile connections). facilitate ride-sharing, carpooling and However, there is a risk that the Advances in mobility service models, ride-matching. Advanced multi-modal benefits of on-demand mobility autonomous and connected vehicle trip planning tools can now instantly services to the individual could technologies, and mobile applications pair carpool drivers and passengers eclipse the societal benefits of a more loom large over any future vision for a trip, and facilitate digital coordinated and balanced mobility of transportation in the region. payments to share driving expenses. system resulting, for example, in The next Regional Transportation Additionally they are leading to new increased vehicle travel, less viable Plan will lay the groundwork for an options such as demand-responsive transit service, or less equitable ongoing process of anticipating and (on-demand) transit services with access and mobility for those that responding to influential trends. routes determined in real-time. TNCs have fewer options. have the potential to compete with Transportation network companies personal cars and taxis as well as with Emerging New Mobility and ride-sharing companies are likely public transit. At present, regulation Options to increase demand for trips that is evolving, with some Canadian were traditionally made by taxi mode The travel choices available to municipalities establishing local in 2011. However, these companies residents for decades are being regulations, typically in isolation of one also have plans to promote trips made reinvented as new mobility models and another in the same region. Commonly by multiple travelers (e.g. Uber Pool technologies are emerging outside identified regulatory issues include car and Lyft Line), which has considerable traditional government planning and insurance, service for passengers with potential to decrease overall motorized delivery frameworks. They could disabilities, security, competition with vehicle kilometres travelled (vkt). At bring benefits, but also controversy taxicabs, and mode shift from transit. the same time, these improvements and complexity. By contrast to Canadian jurisdictions, will only come about if most of the a host of American states have TRANSPORTATION NETWORK shared ride travelers were previously passed statewide bills to regulate COMPANIES (TNCs) (e.g. Uber, Lyft, taxi riders or drivers. If TNCs draw TNCs and ridesharing. BlancRide, Bridj) are rapidly becoming significant ridership from former transit highly visible and disruptive forces in Overall, these emerging new mobility riders or from people using active cities around the world. Through the models can be complementary to modes, overall vkt could increase as a flexibility of mobile communications transit, provide more efficient services result of this new service. One recent and the “sharing economy,” TNCs offer for segments of the population (e.g. study suggested that half of Uber users in San Francisco were drawing predominantly from transit and active modes.24 MILTON TACKLES THE FIRST AND LAST MILE CAR-SHARING is growing rapidly (see Figure 17), and reflecting

MILTON, HALTON REGION that many younger professionals For the cost of a standard local transit fare, Milton’s GO Connect Drop- in dense urban areas may have a Off evening service provides flexible shuttle service for each rider who lessened interest in the expense of arrives in Milton on the GO train. The service is provided to 110 riders car ownership and maintenance. each weekday evening, providing a local solution to the “first-mile/last- Between January 2014 and January mile” challenge of accessing the GO station. 2015, car-sharing memberships in Canada grew by 50%.25 Shifts in technology and consumer behaviour

42 113 Figure 17: Growth in Car-Sharing Membership in the Americas Figure 17: Growth in Car-Sharing Membership in Canada

Members

400,000

350,000

300,000

250,000

200,000

150,000

100,000

50,000

- 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 Source: Shaheen and Cohen. Carsharing Market Overview, Analysis and Trends. 2015 (Jan) have led to new models of car-sharing, be brought about by focused AUTONOMOUS VEHICLES (also including peer-to-peer, and will likely development of a single transport called fully-automated vehicles, become more popular as these models mode, but instead requires an driverless cars or self-driving cars) mature and innovate. Research suggests integrated approach. can read their surroundings and car-sharing has the potential to reduce make intelligent decisions about CONNECTED VEHICLES use new car ownership and car use, but parking their direction, speed and interaction technologies that allow vehicle-to- supply is a constraint to its growth, and with other road users. Autonomous vehicle and vehicle-to-infrastructure opportunity exists to adapt traditional vehicles (AVs) could lead to the more communication to improve road safety, parking provision and policies to flexible use of private cars, as well as reduce congestion and emissions, and optimize its use.26 to customized and lower-cost transit boost the effective capacity of roads services. Their widespread use could MOBILITY-AS-A-SERVICE is without widening them. Connected improve safety for all road users (given an emerging model for marketing a vehicles represent an incremental and that 90% of crashes are caused by comprehensive suite of multi-modal largely positive change to current road human error), and enhance mobility services. Travelers plan and pay for their use; in Toronto, connected vehicles options for non-drivers (e.g. seniors, mobility needs through a single portal have the potential to reduce travel youth and persons with disabilities). that integrates the services of multiple times by 37%, reduce emissions by AVs could provide an effective solution providers (e.g. transit systems, car or 30%, and improve safety indicators by to “first mile” and “last mile” barriers bike share providers, taxis), and choose 45%.27 The United States Department facing travelers trying to get to and from several on-demand services for of Transportation estimates that from rapid transit stations (particularly each trip. Treating transport as a service vehicle-to-vehicle connectivity could in suburban areas), and could reduce encourages providers to look at mobility affect or eliminate up to 76% of the cost of long-distance trucking. from the perspective of customers multi-vehicle crashes involving light- and their needs, recognizing that duty vehicles.28 Other potential benefits include desired changes to the transportation improved traffic circulation, increased system (e.g. congestion relief) cannot road capacity and reduced emissions

Discussion Paper for the Next Regional Transportation Plan 43 114 – especially in conjunction with adoption of battery electric and plug-in Embracing New connected vehicle technologies. hybrid electric vehicles as one means Mobility Opportunities Their advancement may allow for of achieving reductions. the redeployment of road capacity Going forward, transportation The Electric Vehicle Incentive Program for pedestrian and cyclist use, and planning, modelling and project was introduced by MTO in 2010, redevelopment of land previously assessment will need to consider and updated in 2016 to reward early used for parking. These advances the impact of emerging mobility and adopters and develop market demand could have the greatest benefit for technology trends. for new technology. The number of customers in lower-density suburban electric vehicles registered in the Metrolinx has begun to explore a or rural areas, where conventional program is shown in Figure 18. In number of possible models for the transit can be expensive to deliver parallel, the Ontario Green Investment delivery of new mobility options in the and require long walking distances Fund is being directed towards the region with our municipal partners and waiting times. At the same time, build-out of a public electric vehicle who have responsibility for local suburban households may be the least charging station network. Since 2010, transit service and regulating private likely to embrace these options. more than 6,000 EVs have been sold transportation services. Many of Factors that will influence adoption in Ontario29, and more than 1,000 these models involve partnerships include vehicle availability and public charging stations have opened. with the private sector to develop a features; consumer acceptance; Metrolinx is also installing electric more integrated suite of services that government regulation; privacy and vehicle charging infrastructure at complement the central role of public security regulations, and insurance several of its GO stations (see transit in meeting traveller needs. industry adjustments, and it may Figure 18). These could include collaboration on take decades before they become new travel choices in areas with low Municipalities are also taking a commonplace. Uncertainty also transit service levels, emergency ride leadership role in supporting electric surrounds whether consumers will home options for Smart Commute vehicles by including EV policies gravitate towards ownership or participants and on-demand in their community energy planning shared-use of autonomous vehicles, accessible transportation services. processes, installing public charging which will significantly influence the In setting the parameters within and priority parking spaces, and impacts on the transportation system. which the private sector operates, promoting EV resources to residents Government will need to monitor government can provide enough and businesses. progress and plan scenarios and space for technological and service policy accordingly to ensure optimal innovation, as well as establish outcomes from AV technology, and technical and social standards to screen major investments through the abide by. The possible benefits of lens of AVs. such models could include improved user mobility and convenience, better VEHICLE FUEL-EFFICIENCY user information, lower public sector AND ELECTRIC VEHICLES (EVs) continue to represent an opportunity for the transportation sector to make a big impact on reducing greenhouse BURLINGTON TRANSIT GOES MOBILE gas emissions(GHGs). EVs will play an important part in Ontario’s

Climate Change Strategy by reducing BURLINGTON, HALTON REGION transportation emissions, the largest In recognition of growing mobile web traffic, Burlington Transit launched a GHG source in the province. Ontario mobile-friendly website in 2016, complete with real-time bus data. Riders has set a long-term goal to reduce can now view a live map featuring the exact location of their bus from their emissions by 80% below 1990 mobile device. levels by 2050, and is promoting the

44 115 New mobility relies on, and creates Figure 18: Electric Vehicles in the Incentive Program and Charging Infrastructure a vast amount of data, using Figureat GO 18: Stations TK smartphones to receive and generate trip data and enabling more flexible Newmarket 54 and adaptive transportation services. Aurora The field of data management will 41 require increased attention to ensure YORK Richmond Hill privacy, ownership and security 157 DURHAM concerns are met, and that big data PEEL Vaughan 209 Markham Whitby appropriately informs transportation 179 Pickering 33 Brampton 29 127 decision-making. Data generation TORONTO Ajax Toronto 37 and monitoring can even enable new 1,045

Mississauga policy tools for demand management 275 HALTON (e.g. pay-as-you-drive insurance,

Milton active transportation incentive 28 Lake Ontario programs). Ultimately, government Oakville 178 could potentially act as a steward for Burlington 113 MTO Electric Vehicle Incentive Recipients & mobility-related data in the region, EV Charging Infrastructure at GO Stations maintaining its integrity, security GO Rail Service Number of Vehicles by Municipality 123 and openness.

Hamilton EV Charging Infrastructure at Station 73 HAMILTON Pre-Wired for EV Charging Infrastructure While autonomous vehicles could June 2016 have a major impact on personal Source: Ontario Ministry of Transportation mobility, connected vehicles represent costs, and more effective use of public congestion, safety and accessibility), an incremental change to current resources, such as large buses. In and by enacting timely legislation and road use; the role of governments considering these options, it will be regulation. Ontario is the first province could revolve mainly around necessary to focus on areas where to allow for the testing of automated establishing protocols and upgrading new partnerships can fill gaps in the vehicles and related technology on- roads and roadside infrastructure conventional services provided by road, and with the Ontario Centres to enable communications with the public sector, or where current of Excellence Connected Vehicle/ vehicles and their users. Metrolinx services can be improved upon and Automated Vehicle Program there is a and municipalities can monitor the delivered more efficiently. supportive legislative environment for progress of related technologies and the region to be a leader in this area. the impacts of pilot testing, support The role of governments in research and development that vehicle technology is expected Overall, coordination is needed advances the public interest (e.g. in to revolve around establishing between different levels of government, areas such as congestion, safety and protocols and upgrading roads and and across boundaries. For example, accessibility), and, in conjunction with roadside infrastructure to enable Metrolinx is partnering with the the Province, enact timely legislation communications with vehicles City of Toronto to better assess the and regulation. and their users. Metrolinx and speed at which these technologies municipalities must act to maximize will be adopted (once they become the benefits of innovation while commercially available) and how this mitigating the costs. They can do so might vary between urban and suburban by monitoring the progress of related households. This work will inform the technologies and the impacts of scenarios used in the RTP’s screening pilot testing, by supporting research process (see section 3.1). and development that advances the public interest (e.g. in areas such as

Discussion Paper for the Next Regional Transportation Plan 45 116 4 WHAT DO YOU THINK?

Help us create the next Regional Transportation Plan.

Comment online E-mail us: www.metrolinxengage.com [email protected]

Learn more about the 25-year multi-modal transportation plan for the region: www.metrolinx.com/theplan

Send us your responses by Monday, Look for more information on our October 31, 2016. We’ll use them website this fall and into early 2017, to shape the draft and final versions of when we will launch a variety of public the next Regional Transportation Plan. consultations to help develop the plan.

117 Discussion Questions The following questions are intended to guide consideration of the RTP’s review, as described in this discussion paper.

Toward a shared vision of the future • Do the Vision, Goals and Objectives resonate with you and the 2041 future you would wish for? • Did we miss anything? • Does anything belong in another policy or document?

Opportunities for better transit & transportation • Do the areas of focus for the next RTP make sense to you? • Are there other opportunities or challenges you want the plan to consider? • Do you have specific local transit or transportation situations that will benefit from a more regional lens? • Looking beyond 2031, what should the RTP include to ensure that transportation expansion continues to meet regional growth to 2041?

Opportunities for regional integration & collaboration • Have we identified the key areas for improved regional/local integration and connectivity? • Are there other areas where local and regional connections and integration need to be addressed? • Where are the opportunities to improve regional collaboration to better support the implementation of the RTP? Are new tools required? • How should regional equity be addressed in the next RTP and subsequent Implementation Plan? How should issues of transit equity and access be addressed?

Opportunities for new mobility • How should the RTP focus on emerging influences including carsharing, on-demand services and autonomous vehicles?

118 APPENDIX 1: Profile of The Region

This section begins by describing how the region’s future growth will affect its transportation system, and how transportation can contribute to sustainable growth of both residential and employment areas. It then describes key performance indicators to examine the contribution that committed transportation investments are making towards satisfying the goals of the RTP.

48 119 Regional Growth Context

Population Growth demand for urban living in central Total Total Toronto, rising house prices and the PopulationPopulation in the GTHA (Millions)(Millions) Growth Plan’s implementation has 10.5 Cities and suburbs will grow in encouraged a greater mix of housing 10.5 49% 49% population. The GTHA’s population types among all new dwelling units in 10.0 10.0 is expected to increase from 7.2 the GTHA (see Figure 20).31 million people in 2015 to 10.1 9.5 9.5 million in 2041, resulting in higher As shown in Figure 21, the share of seniors (age 65 and up) is population densities (see Figure 19). 9.0 9.0 The City of Toronto will remain the expected to increase dramatically as most populous municipality, but most the population continues to grow, 8.5 8.5 growth will happen elsewhere – with becoming the dominant age cohort 32 Durham, Halton, Peel and York regions by 2041. This has strong 8.0 8.0 seeing population increases of more implications for future mobility than 50%.30 Over the last decade, throughout the region. 7.5 7.5

7.0 7.0

6.5 6.5

6.0 6.0

5.5 5.5

5.0 5.0 Figure 19: Projected Growth in GTHA Population

4.5 4.5

Total PopulationTotal Population 4.0 4.0 (Millions)(Millions) 26% 26% 3.5 3.5 3.5 3.5 2001 2001 3.0 3.0 3.02006 2006 3.0

2011 2011 2.5 2.5 2.5 2.5 2041 2041 47% 47% 2.0 2.0 2.0 2.0 68% 68%

1.5 1.5 1.5 1.5 90% 90% 93% 93% 1.0 1.0 1.0 1.0 46% 46%

0.5 0.5 0.5 0.5

0.0 0.0 0.0 0.0 HamiltonHamilton Halton Halton Durham Durham York York Peel Peel Toronto Toronto GTHA GTHA

Source: Statistics Canada and the Growth Plan for the Greater Golden Horseshoe (2006). Note: Metro

Discussion Paper for the Next Regional Transportation Plan 49 120 Employment Growth in A SHIFTING ECONOMIC warehouse and manufacturing the GTHA FOUNDATION. The GTHA’s facilities and low density suburban economy and employment office parks, are more difficult to serve EMPLOYMENT WILL GROW AND patterns have changed in the last with transit. People tend to choose THE LOCATION OF JOBS WILL three decades. Almost 200,000 how they get to work based on where SHIFT. The number of jobs in the manufacturing jobs have disappeared they work rather than where they live, GTHA is expected to keep pace with since 2001, mostly in older industrial so to keep the region moving transit population, rising from 3.3 million areas, and the sector’s share of needs to align with where jobs are in 2011 to 4.8 million in 2041 (see regional employment dropped to 10% located in sufficient density to 33 Figure 22). Since 2006, employment in 2015 from 20% in the mid-1980s. support transit use. located inside and outside of the Increasingly, the region’s economy is OFFICE GROWTH IN City of Toronto has been relatively based on professional and technical DOWNTOWN TORONTO. Since balanced. However, the City is services (including knowledge-based 2006, in a reversal of trends in forecasted to be home to only 36% organizations and creative businesses) the 1990s, there has been more of the region’s jobs in 2041, with the in addition to the retail, healthcare and than twice as much major office majority of growth forecasted to be institutional services required by a 34 development in Toronto’s core as outside Toronto. This is in part due to growing population.35 the population-related growth outside everywhere else in the GTHA (see of Toronto and the growth in non- The location of jobs is a determinant Figure 22), growing from 40% to 46% office sectors. To support employment of how people travel to work. Higher of the total office employment in the 36 growth, the existing and planned density, office employment tends GTHA in the last ten years. transportation system needs to take to be more conducive to transit into account the growth in jobs and use, for example, whereas lower their location across the region. density employment types, including

Figure 20: Proportion of Dwelling Units by Type Built between 2001 and 2016.

Share of Housing Completions 100%

80%

60%

40%

20%

0% 2001- 2006- 2011- 2001- 2006- 2011- 2006 2011 2016 2006 2011 2016

Toronto Rest of GTHA

Apartment Row Single & Semi-Detached

Source: Hemson Consulting Ltd. with data from CMHC Monthly Housing Market Tables

50 121 Figure 22: Total Employment and Office Employment in the GTHA

Total Office Employment Employment (millions) Total Employment (thousands) Office Employment 3.5 600

3.0 500

2.5 400

2.0 300 1.5

200 1.0

100 Figure 21: Proportion of GTHA Population 0.5 by Age Group, 2016-2041

0.0 0 Proportion of 2006 2011 2016* 2031 2041 2006 2011 2016* 2031 2041 GTHA Population Downtown Rest of Toronto Rest of GTHA Rest of GTHA 25% Toronto Toronto

Total Office Employment Employment (millions)20% Total Employment (thousands) Office Employment 3.5 600

15% 3.0 500

10%2.5 400

2.0 5% 300 1.5

200 0% 1.0 2016 2021 2026 2031 2036 2041

100 0.5 Youth (age 3-19) Young Adults (age 20-34) 0.0 Middle Age (age 35-49) 0 2006 2011 2016* 2031 2041 2006 2011 2016* 2031 2041 Adults 50-64 (age 50-64) Downtown Rest of Toronto Rest of GTHA Rest of GTHA Seniors (age 65+) Toronto Toronto

Source: Ministry of Finance Population Projections Source: Hemson Consulting Ltd. with data from Statistics Canada 2011 National Household Survey, Growth Plan for the Greater Golden Horseshoe (2006) *Note: 2016 data are estimated

Discussion Paper for the Next Regional Transportation Plan 51 122 Figure 23: Accessibility to Labour Force within 45 minutes by Transit (2011)37

Areas with high employment but poor access to potential labour force by transit are circled in red. *Note: Data for Durham include access by GO Transit only. Durham Region Transit route data were not available at the time of writing. Downtown Toronto will likely remain the focus of office development for some time, in part due to the competition among employers to attract a young workforce. This downtown-oriented growth reinforces demand for transit services that feed OAKVILLE MAKES IT EASIER FOR Toronto’s core. At the same time, LOCAL TRANSIT USERS with the implementation of GO RER bi-directional service, there is an OAKVILLE, HALTON REGION opportunity to cluster office growth In 2009, Oakville began restructuring its transit system to meet the outside the downtown core around needs of residents travelling within the town. Six new grid-system bus suburban rail stations and in routes were introduced and service was increased to make crosstown Urban Growth Centres served by journeys quicker and more direct. These changes resulted in a sharp this program. increase in ridership growth and higher fare-box recovery.

52 123 THE GROWTH OF MEGAZONES. DECLINING TRANSIT POTENTIAL Travel Demand At the same time as growth in Toronto’s IN OLDER EMPLOYMENT downtown core, another important AREAS. As manufacturing With the growth in population and jobs economic trend since 2001 has employment has dropped, so has the comes growth in travel. In 2011, a been the rapid emergence of large number of employees in traditional total of 13.2 million trips were made on employment centres near Highway employment areas in industrial areas average, by all modes (except school 407’s interchanges with Highways 404 and inner suburban business parks. bus), each day within in the GTHA. Of and 400, and around Lester B. Pearson However, the demand for space in these, 3.3 million were made during the International Airport.38 “Megazones” older industrial areas has not morning peak period (6:30 a.m. to 9:30 are not homogenous across their changed with increasing automation a.m.). By 2031, the number of trips in area – they typically consist of and a greater logistics orientation, the morning peak period is expected to various uses which makes consistent as they still require large facilities, grow to 4.5 million (see Figure 24). transportation access difficult. These even while functioning with fewer The number of person-trips made by three suburban “megazones” are not employees. In the process, serving car or transit in the morning peak hour well served by transit and have become these areas with high-quality, cost- will increase from almost 3 million in major contributors to regional traffic effective transit becomes even more 2011 to almost 4 million in 2031 with congestion. While together they host difficult to provide. the committed transit network in place. about 15% more jobs than downtown Toronto (543,000 versus 465,000), they generate about 250% more car-based work trips (950,000 versus 267,000).39

Some firms in these areas need access to low-cost labour to be competitive, and public transit is vital to their Figure 24: Growth in Total Morning Peak Period Trips ability to attract potential employees. However, the megazones have relatively Total Trips, poor transit access related to the areas A.M. Peak Period where potential workers live, creating (Millions) an opportunity for potential new 5.0 services. The map in Figure 23 shows 11% the potential labour force accessible 4.0 to different areas of the GTHA within 18% 45 minutes by transit (including walk 9% access time, wait time, transfer time(s) 3.0 71% and in-vehicle time). The map highlights 10% 18% many areas that have high employment 10% 16% 73% (including megazones, shown as red 2.0 19% circles), but are relatively difficult for 74% people to access by transit. There are 71% also many areas that are accessible 1.0 to many people by transit, but there are few jobs in those areas. Given the 0.0 vast possible variances between areas 1991 2001 2011 2031 of high employment or population, different transportation solutions will be Auto Transit Active needed to serve different contexts. Source: Transportation Tomorrow Survey and MTO Greater Golden Horseshoe Model. Note: Does not include School Bus.

Discussion Paper for the Next Regional Transportation Plan 53 124 Figure 25: Relative Morning Peak Period Travel Demand for Different GTHA Travel Markets, 1991-2031

Projected distribution of total trips per travel market, 2031

2.4% Within Downtown 6% Between Regional Municipalities or Hamilton 8.7% To Downtown 12.7% Between Hamilton or Regional Municipalities and Rest of Toronto 23% Within Rest of Toronto 47.2% Within Hamilton or any Regional Municipality

Within Downtown To Downtown Within Rest Between Hamilton Within Hamilton Between of Toronto or Regional or any Regional Regional Proportion of Municipalities and Municipality Municipalities Total Trips (%) Rest of Toronto or Hamilton

50% 50% 50% 50% 50% 50%

45% 45% 45% 45% 45% 45%

40% 40% 40% 40% 40% 40%

35% 35% 35% 35% 35% 35%

30% 30% 30% 30% 30% 30%

25% 25% 25% 25% 25% 25%

20% 20% 20% 20% 20% 20%

15% 15% 15% 15% 15% 15%

10% 10% 10% 10% 10% 10%

5% 5% 5% 5% 5% 5%

0% 0% 0% 0% 0% 0%

1991 2001 2011 2031 1991 2001 2011 2031 1991 2001 2011 2031 1991 2001 2011 2031 1991 2001 2011 2031 1991 2001 2011 2031

Source: Transportation Tomorrow Survey and MTO Greater Golden Horseshoe Model.

54 125 Although the number of transit trips will TRAVEL DEMAND PATTERNS Making Transportation increase by about 36% between 2011 ARE CHANGING. Figure 25 shows and Land Use and 2031, the number of auto trips will the change in total trips from 1991 to Work Together increase by almost the same proportion 2031, as a percentage of all trips in (33%), from about 2.4 million trips in the GTHA, for different travel markets Communities with mixed land uses 2011 to 3.2 million trips.40 (specific trip origin and destination provide more opportunities to bring combinations). The largest travel market home and work closer together, Provincial investments in rapid transit is for trips within any single or upper- potentially reducing the length of infrastructure have allowed the region tier municipality outside of Toronto, with motorized trips and making walking to keep up with overall growth – this trips growing from 34% of all trips in and cycling more attractive. Greater is significant. However, transit mode the GTHA in 1991 to almost half (47%) density in new and established share is not expected to increase of all trips in the GTHA by 2031. In communities leads to more cost- significantly by 2031, remaining addition, trips destined to downtown effective transit service, which in turn constant at approximately 20% of all Toronto are decreasing, from 14% of all enables better service and higher trips taken in the region (see Section trips in the GTHA in 1991 to only 9% ridership (see Figure 26). 3.3 for a full discussion of mode of trips in 2031. Together these present share).41 While more people Intensification is an opportunity challenges to maintaining and growing will take public transit, the car to improve the mix of uses and transit mode share, as the current can be expected to remain the most density at the same time, while also transit network is heavily focused on prevalent travel mode for most people. making best use of transportation radial trips into downtown, and does investments. Ontario’s Growth Plan not serve the demands of cross- regional travel as well.

Figure 26: Relationship of Urban Density to Transit Mode Share by GTHA Ward (2011)

Transit Mode Share 60%

50%

40%

30%

20% Toronto Wards GTHA Wards Outside Toronto 10%

0 50 100 150 200 250 300

Average Urban Density (Population + Employment per ha)

Source: IBI Group based on Transportation Tomorrow Survey, Statistics Canada 2011 Census and National Household Survey.

Discussion Paper for the Next Regional Transportation Plan 55 126 calls for the development of complete communities, setting density targets for Ministry of Transportation’s Transit- communities that not only minimize major transit station areas, identifying Supportive Guidelines: distance between living and working and protecting priority corridors, and »» By 2011, only 24 out of 68 spaces, but utilizes a fast, reliable and improving the design of transit stations. existing Toronto subway stations integrated transportation system to Overall, the Growth Plan has worked met the threshold of 200 people keep people and goods moving. to intensify the existing urban areas, and jobs per hectare. TARGETS FOR DENSITY AND and the proposed Growth Plan »» Only 1 out of 22 existing light CONNECTIVITY. The Growth recognizes the importance of going rail or bus rapid transit stations Plan envisions compact, mixed-use even further by proposing a 60% met the threshold of 160 people and transit-supportive communities intensification target.42 However, and jobs per hectare.44 where people can live, work and play challenges remain with respect to through their lifetimes. It sets targets integrating growth with public The Growth Plan and the Regional for municipalities to increase land use transit infrastructure: Transportation Plan work together to densities in established communities, ensure that where and how the region • From 2001 to 2011, only 18% urban growth centres, greenfield areas grows aligns with frequent and rapid of new population growth in the and around major transit stations. transit. Proposed amendments to the GTHA happened near frequent The Growth Plan also requires Growth Plan – part of the Province’s transit networks, and only 10% municipalities to plan communities Co-ordinated Land Use Planning happened within 1km of a GO that offer diverse housing types, mixed Review – are currently available for station (see Section 3.2 for land uses and a variety of employment public feedback (to September 30th, further discussion).43 opportunities, and to support walking, 2016). The proposals include new cycling and transit through urban • Very few of the 333 “major transit policies that identify strategic growth form and a highly connected street station areas” identified in official areas where development and transit network. The proposed Growth Plan plans across the Greater Golden infrastructure should be aligned continues to strengthen these policies. Horseshoe have achieved the and integrated. This includes planning for complete densities recommended by the

Figure 27: Key Performance Indicators for the Regional Transportation Plan GOODS MOVEMENT

VEHICLE KILOMETRES MODE OF TRANSPORTATION TRAVELLED

GHG EMISSIONS COMMUTE TIME

TRANSIT ACCESS AND EQUITY SAFETY

56 127 Figure 27: Overall Mode Shares in the GTHA for All Trips (2011) a. MorningFigure 28: Peak Overall Period Mode (6:30 Shares a.m. –in 9:30 the GTHAa.m.) for b. All TripsDay (24 (2011) hour)

Morning Peak Period (6:30 a.m. – 9:30 a.m.) All Day (24 hour)

14.3% 17.3% Transit Transit 5.3% Walk 7.6% 0.9% Walk Bike 0.9% 1.6% Bike School Bus 3.0% 0.4% School Bus Taxi 0.2% Taxi

71.0% 77.5% Auto Auto

Source: Transportation Tomorrow Survey, 2011.

Performance of the What modes do origins and destinations), trip length, Region’s Transportation we use? and the mode(s) of travel that are System Mode share is a key measure of predominantly available or used This section examines how well how residents are using various (automobiles, transit and active) for the region’s transportation system transportation options – driving trips within the market. is working today, and how its alone, sharing a ride (carpooling and As shown in Figure 29, the single performance might change in the vanpooling), using public transportation largest travel market identified future. To guide the discussion, this (commuter rail, heavy rail, and/or represents trips made within any paper presents seven key performance bus transit), and walking and biking. single- or upper-tier municipality in the indicators that Metrolinx will apply to Figure 28 shows car trips are the GTHA outside of Toronto. In 2031, measure progress toward the goals predominant mode of transportation this market will represent 47% of all of the Regional Transportation Plan for most trips in the GTHA. trips in the GTHA, 82% of which are (see Figure 27). These performance DIFFERENT MARKETS USE forecasted to be made by car. The indicators are useful for providing DIFFERENT MODES. Several markets for travel between single- and a closer look at existing and future distinct travel markets exist within upper-tier municipalities (including conditions. The ability to measure the GTHA, and different strategies Toronto, other than downtown) the performance of the region’s will be needed to address the unique represent an additional 19% of transportation network is improving, transportation challenges that each trips, most of which (87%) are also but remains a work in progress. presents. Travel markets represent, forecasted to be by auto.45 Together, very broadly, the types of trips that these markets represent a challenge, people make throughout the region, and an opportunity, to increase transit and are defined by geography (trip use throughout the GTHA.

Discussion Paper for the Next Regional Transportation Plan 57 128 FigureFigure 28: 29: GTHA GTHA Mode Mode Shares Shares for for Key Key Travel Markets (a.m. peak period), 1991 – 2031 Travel Markets, 1991 to 2031

Mode Share

100%

80%

60%

40%

20%

0% 1991 2001 2011 2031 1991 2001 2011 2031 1991 2001 2011 2031 1991 2001 2011 2031 1991 2001 2011 2031 1991 2001 2011 2031

Within Downtown To Downtown Within Rest of Between Hamilton or Within Hamilton Between Regional Toronto Regional or any Municipalities or Municipalities Regional Hamilton and Rest of Toronto Municipality Auto Transit Active

Source: Transportation Tomorrow Survey and MTO Greater Golden Horseshoe Model.

A majority of trips from all parts of the for all trips across the entire day transit ridership levels (see Figure region that are destined to downtown (16%). This relatively high percentage 31) still vary considerably among Toronto are made by transit, and a of cross-border trips is marginally municipalities, with Toronto residents significant number (23% in 2011, higher for work trips (18%) than for taking transit about four times more rising to 25% in 2031) of trips made non-work trips (13%). Nonetheless, often on average than residents of within Toronto use transit. Otherwise, 13% transit share for non-work trips Mississauga or Hamilton, and still the transit mode share is much is an encouraging number, especially eight to ten times more often than lower for trips to, from and within given that GO RER improvements residents of Brampton, which has municipalities outside of Toronto, to off-peak service has not been experienced a 70% growth in total increasing only slightly by 2031. Auto introduced to the region. In addition, transit ridership since 2008.47 Areas of trips can be expected to represent the all-day percentage is only slightly the GTHA that have the lowest transit 94% of all trips between single and below the a.m. peak share (20% ridership today are those that will also upper-tier municipalities outside for work and non-work purposes), experience the greatest rates of future Toronto in 2031, down only slightly presenting an opportunity to highlight population and employment growth: from 97% in 2011.46 Overall, cars can the potential value of fare and service a challenge to the goal of increasing be expected to continue to carry a integration among transit agencies. transit mode share. majority of trips in the GTHA (from TRENDS IN TRANSIT RIDERSHIP. CYCLING IS GROWING AS A 73% in 2011 to 71% in 2031, see Transit ridership across the GTHA MODE OF CHOICE. Walking and Figure 24). has outpaced population growth over cycling carry a substantial share Considering all trips that cross upper- the last decade, particularly for GO of trips within downtown Toronto, or single-tier municipal boundaries, Transit and the other transit systems and to a lesser degree within the including those trips destined for outside the City of Toronto (see Figure rest of Toronto and other GTHA Toronto, the transit share is substantial 30). At the same time, per-capita municipalities. Active modes are

58 129 Figurenegligible 29: Relativefor longer Growth trips ofto Transit downtown Ridership increasedand Population, tremendously Toronto and from GTHA, 2006- between downtown and the former 2004Toronto, 2014 and between single and 2011, more than doubling within pre-amalgamated City of Toronto upper-tier municipalities. By 2031, downtown, and increasing by 50% – is 1.7% all day, and drops to about walking and cycling mode shares almost 100% more than in most other 1% for trips within the former City of are expected to grow within Toronto other travel markets. Toronto.48 On average throughout the (even representing a majority of trips GTHA, the taxi mode share is low at TAXI MODE SHARE. Taxi is within downtown Toronto), but not about 0.4% of all trips (see Figure 28). another mode that demonstrates elsewhere. Cycling and walking trips Figures for emerging, private, clear geographical patterns. Taxi all-day for different travel markets on-demand services (such as Uber) trips within downtown Toronto were are shown for 2006 and 2011 in are not known. 2.8% of all trips made all day in Figure 33. The number of cycling trips 2011. The taxi mode share for trips

HALTON MAKES LONG TERM PLANS FOR ACTIVE TRANSPORTATION

HALTON, HALTON REGION Halton Region has begun work on an Active Transportation Master Plan with an outlook to 2031. The Region is aiming to promote non-motorized travel throughout Halton – safely, affordably and sustainably.

Figure 30: Relative Growth in Transit Ridership and Service Area Population, Toronto and GTHA, 2004 – 2014

% Growth

0 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Year

TTC Ridership Rest of GTHA Ridership GO Transit Ridership Toronto Population GTHA Population

Source: Canadian Urban Transit Association.

Discussion Paper for the Next Regional Transportation Plan 59 130 Figure 31: Annual Transit Ridership per Capita, 2008 – 2014

Annual Ridership Per Capita 200

150

100

0 Toronto Mississauga Hamilton Brampton York Region Oakville Durham Burlington Milton Average Annual Growth 0.4% 2.0% 0.1% 5.8% 3.2% 2.0% 4.4% 0.4% 14.7%

2008 2009 2010 2011 2012 2013 2014

Source: Canadian Urban Transit Association.

How much the same, decreasing only slightly do we drive? from 2006 to 2031 (3%).49 Despite this 3% decrease in per capita vkt, Vehicle-kilometres travelled (vkt) the region is expected to increase is an important measure of motor in population by 40%, leading to vehicle use that is directly linked an increase in overall emissions of to several undesirable impacts approximately 36%. However, due including greenhouse gas emissions, largely to improvements in automobile air pollution, traffic noise, road fuel efficiency, GHG emissions due congestion, road repair and to (morning peak) vkt will actually rehabilitation costs, automobile decrease by 25% over this period, operating costs, and personal assuming 5% of vehicles will be exposure to safety risks. Given the electric by 2031. growth expected in the region, the total vkt in the GTHA is forecasted to increase from 17.6 million km in YORK REGION’S MYTRIP ENCOURAGES 2006 to 24.0 million km in 2031 in SUSTAINABLE TRAVEL CHOICES the morning peak period alone, with the committed rapid transit network in YORK REGION place. This increase is primarily due to MyTrip is a Transportation Demand Management pilot program, currently the increase in total population, as the underway, to encourage residents in six newly developed neighbourhoods total vkt per person will remain about to make sustainable travel choices (transit, cycling and walking).

60 131 What is the impact on vehicle fleet, total vkt is still increasing, alternatives that allow them to reach the climate? potentially offsetting individual vehicle work, education, shopping, health direct emissions efficiency gains. care and social opportunities will One specific concern associated with Further, overall GHG emissions could be essential to reducing reliance on the goal of supporting sustainable continue to rise due to the lifecycle single-occupant vehicles. regional growth is the impact of emissions impacts of personal LINKS TO ENERGY AND population growth and economic vehicle use. development on greenhouse gas EMISSIONS. In addition to (GHG) emissions. LEVERS TO SLOW GROWING promoting a shift in individual travel EMISSIONS. The Regional choices, Metrolinx will release an TRANSPORTATION EMISSIONS Transportation Plan can contribute Energy and Emissions Management ARE RISING. Since 1990, to Ontario’s goal of reducing overall Plan in 2016, which includes actions Ontario’s GHG emissions from GHG emissions by promoting a shift for minimizing energy and emissions transportation have risen more than in individual travel choices from driving from its fleet and facilities. The Plan those from any other sector, and to more energy-efficient options like includes initiatives to promote a now represent the largest source of public transit, active transportation, culture of continuous improvement emissions, at 34% of all emissions in carpooling or teleworking, and in energy conservation, as well as the province. Over three-quarters of enabling shorter, fewer and more investing in capital projects and transportation emissions come from efficient car trips by building denser, technology solutions that incorporate cars, trucks, buses and other on-road mixed-use communities. best practices in energy management 50 motor vehicles. and conservation. Providing people with an attractive The Province of Ontario has and flexible suite of transportation succeeded in meeting its 2014 target of reducing total GHG emissions to 6% below 1990 levels, largely through shutting down coal-fired Ontario’s new Climate Change Action The Infrastructure for Jobs and Plan was released in June 2016, the Prosperity Act, 2015 establishes electricity generating plants and the Province’s five-year plan to fight climate planning principles for future slowdown in the manufacturing sector. change, reduce greenhouse gas pollution infrastructure projects that minimize The Province has further adopted the and transition to a low-carbon economy. environmental impacts and are resilient ambitious goals of a 15% reduction Actions in the plan are designed to meet to climate change. in total GHG emissions from 1990 the challenges of reducing transportation emissions. It includes actions that: levels by 2020, a 37% reduction by 2030, and an 80% reduction • reduce emissions from the existing The Metrolinx Sustainability Strategy by 2050.51 Reductions from the vehicle fleet on Ontario’s roads today, (2015-2020) promotes the construction and operation of transportation transportation sector are expected • promote adoption of the non-polluting infrastructure that is more resilient in the to play a significant role in meeting vehicles now and in the future, face of extreme weather events. these targets. • support cycling and transit, and Today, driving is the dominant option • address the movement of goods, Metrolinx will establish a Corporate in many of the GTHA’s fastest- including by truck and rail. Climate Adaptation Plan in 2018 for growing suburban areas, and is likely facilities, practices and protocols. to remain the dominant option into the In addition, the plan will support the future (see Figure 29). Overall vehicle planning and development of low-carbon communities. It includes actions to help kilometres travelled in the GTHA are municipalities strengthen local land-use Metrolinx will release an Energy and forecasted to continue to increase policies to help fight climate hange;c Emissions Management Plan in 2016 with population growth. Even though to enable local energy planning and for GO vehicle fleet and facilities. vehicles are becoming more fuel mapping; and to reduce traffic congestion and transportation emissions generally. efficient and electric vehicles are likely to make up an increasing share of the

Discussion Paper for the Next Regional Transportation Plan 61 132 ELECTRIFICATION OF provide approximately triple the total CLIMATE ADAPTATION AND TRANSIT WILL HELP REDUCE number of train service km in 2031, RESILIENCE ARE ESSENTIAL. EMISSIONS. In addition to compared to just increasing current Transportation authorities throughout encouraging mode shift from single service levels to match population the GTHA need to prepare for the occupant vehicles to more sustainable growth, while emitting only half the extreme weather that climate change modes, the transit system itself is a total greenhouse gases (see will bring, such as more frequent and source of GHGs. Electrification of Figure 32). intense rainstorms and more extreme transit is another way to reduce the temperature fluctuations, which can LINKS TO AIR QUALITY. In GHG impacts of the transportation lead to flooding and other impacts addition to GHGs, motor vehicles system. The GO RER program is on transportation infrastructure. emit air pollutants such as sulphur part of the committed suite of transit Metrolinx and municipalities across oxides, nitrogen oxides, volatile projects. Most of the electrified the region are working to identify organic compounds and particulate portion of the network is planned to climate-related vulnerabilities of their matter. Measures such as Ontario’s operate with 15-minute headways, all transportation infrastructure and other Drive Clean program have led to day (see Section 2.2). interdependent systems, including significant reductions in these smog- electricity and stormwater. The production of electricity in Ontario forming air pollutants and fewer is relatively clean, relying primarily on smog days.52 The electrification of Further, beyond enhancing the nuclear and hydro-electric sources for both personal vehicles and public resiliency of infrastructure itself, generation, and as a result, in 2031, transit, including the GO Rail fleet, will Metrolinx is helping to improve the a diesel locomotive on average will further contribute to reductions in air overall resiliency of the region and the produce about 20 times more GHG pollutants and have a positive impact communities it serves by providing emissions per km than an electric on air quality and health, particularly integrated, multimodal transportation locomotive or Electric Multiple Unit for people living in close proximity to options to build more redundancy into (EMU) train. The current GO RER major transportation corridors. the transportation system. service concept is expected to

Figure 32: GHG Emissions from GO Rail Operations, 2016 – 2031

2016 2031 without GO RER 2031 with GO RER

Diesel Train km (million/year) 4.3 4.7 1.9 Electric Train km (million/year) - - 12.4 Total Train km (million/year) 4.3 4.7 14.3 Emissions from Train Operations (kt CO2-equivalent/year) 126 137 70

Source: Metrolinx, GO Regional Express Rail Initial Business Case.

SMART COMMUTE REACH IS EXPANDING

ALL REGIONS Through partnership and collaboration, Metrolinx and GTHA municipalities have grown the Smart Commute workplace program to more than 300 workplaces with initiatives such as carpool ride-matching, discounted transit passes and telework arrangements.

62 133 Figure 31: Cycling and Walking Mode ShareFigure for 33:Different Cycling Travel and WalkingMarkets, Mode Share for Different Travel Markets, 2006 – 2011 (all-day) 2006 - 2011 (24 hours)

2006 2011 Cycle Walk Cycle Walk Trips Mode Trips Mode Trips Mode Trips Mode Change Change Share Share Share Share in in Cycling Walking Within Downtown 10,100 4.1% 86,300 34.9% 22,900 7.6% 105,100 35.1% 127% 22% Toronto Between Old City of Toronto 17,500 4.3% 13,100 3.2% 29,700 6.4% 14,100 3.0% 69% 7% and Downtown Within Rest of Old Toronto 13,200 2.6% 76,200 15.3% 20,100 4.0% 74,900 14.8% 53% -2%

Between Rest of Toronto and 5,700 0.6% 8,300 0.8% 11,200 1.0% 8,800 0.8% 96% 7% Old Toronto Within Rest of Toronto 7,000 0.3% 155,900 7.6% 11,500 0.5% 159,900 7.3% 65% 3%

Within GTHA Municipalities 22,200 0.4% 352,800 6.5% 28,300 0.5% 339,100 5.5% 27% -4% Outside Toronto Between GTHA 1,400 0.1% 2,400 0.1% 2,700 0.1% 2,300 0.1% 97% -6% Municipalities

Total 77,100 0.6% 695,000 5.8% 126,300 0.9% 704,200 5.3% 64% 1%

Source: Transportation Tomorrow Survey.

LEADING LOW IMPACT DEVELOPMENT DESIGN

MISSISSAUGA, PEEL REGION The City of Mississauga, the Region of Peel and both Credit Valley Conservation Authority and the Toronto and Region Conservation Authority are national leaders in developing measures to reduce flood risk through the incorporation of Low Impact Development design into specific projects such as parking lots and roads.

Discussion Paper for the Next Regional Transportation Plan 63 134 How long does it take NEW INVESTMENTS IN PUBLIC Is transit available and to get to work? TRANSIT INFRASTRUCTURE does it provide access? WILL HAVE AN IMPACT. Currently The average commuter in the GTHA funded transit projects from The Big A VITAL OPTION. Connecting spends 58.4 minutes a day getting to Move will have an impact on the time people and the places they travel to 53 and from work (across all modes) – spent on transit across the GTHA in by public transit is essential to the longer than almost any other region in 2031 (see Figure 34). For example, in economic and social well-being of the North America. This does not include Toronto these projects are expected region. With significant investments the time spent dropping children off at to reduce the average transit travel in transit infrastructure underway, it school, or stopping to run errands. time from 46 minutes to 44 minutes. is essential that the transit system be The greatest impact was found in York optimized to meet the daily needs of Region, where transit trips would be all segments of the population across reduced from 83 to 70 minutes.54 The the region. In particular, how well the average transit travel time is expected transit system connects where people to improve with the committed live to where their jobs are is a key investments, but different types of indicator of the health of the transit complementary strategies will be system. To be effective and induce needed to have a significant impact on high transit mode splits, transit must overall commute times. not only be fast and reliable, but it also must be convenient, frequent, and take people where they need to go.

Figure 34: Projected (one-way) Travel Time in the a.m. Peak Period for All Trips, by Origin (2031)

Toronto

Hamilton

Peel

Durham

Halton

York

0 20 40 60 80 Minutes

Auto Transit - With funded network Transit - Without funded network

Source: IBI Group using MTO Greater Golden Horseshoe Model.

64 135 Figure 35: Proximity of Residents and Jobs to Transit (2011)

Residents in Walking Share of Service Job in Walking Share of Service Distance of Transit Area Population Distance of Transit Area Employment Frequent Transit Within Toronto 2,344,000 86 1,370,000 91% Outside Toronto 994,000 25% 653,000 35% GTHA Average 3,337,000 50% 2,023,000 60% Any Transit Within Toronto 2,600,000 96% 1,471,000 97% Outside Toronto 3,314,000 84% 1,558,000 84% GTHA Average 5,915,000 89% 3,029,000 90%

Note: Walking distance is defined as being an 800m straight line distance to rapid transit or a 400m straight line distance to local and frequent transit. Source: IBI Group based on Statistics Canada 2011 Census and National Household Survey, Google Transit.

NETWORK COVERAGE. As shown GTHA are within walking distance of in Figure 35, the GTHA is currently frequent transit (See Figure 35). well-served by transit, with 90% of people and 92% of jobs within ACCESS TO EMPLOYMENT. walking distance of some form of Although the vast majority of people transit (400m for local services and in the GTHA have access to some 800m for rapid transit). However, in kind of transit service, the connectivity 2011 only 10% of residents and 20% to employment opportunities that of jobs were within walking distance the transit system provides varies (800m) of rapid transit. With the considerably throughout the region. committed transit network in place, Figure 37 shows the number of jobs this is expected to increase to 21% that are accessible from each part and 29%, respectively, in 2031 (see of the GTHA within 45 minutes by Figure 36). transit (including walk access time, wait time, transfer time(s) and in- The presence of a frequent transit vehicle time). The map highlights many network (transit service operating areas that have high population but every 10 minutes or less) can relatively poor access to employment greatly enhance overall access to opportunities by transit. There are also the transit system and connectivity many areas that have good access to destinations because the time to employment but few residents, penalties associated with long such as the airport corporate centre transfers can impose significant or the large employment centres near barriers on overall mobility. While most Highway 400 at Highway 407 in of Toronto is well-served by a frequent Vaughan, and around Highway 404 at transit network, other than in some Highway 7 in Markham. parts of Brampton and Mississauga, the frequent transit services are Figure 38 shows the number of jobs sparse. About 87% of Toronto in the GTHA that are accessible to residents are within walking distance the average resident of downtown of frequent transit, whereas only about Toronto, Toronto, and the entire GTHA, 25% of residents in the rest of the within 45 minutes and 90 minutes by

Discussion Paper for the Next Regional Transportation Plan 65 136 Figure 36: Proximity of Residents and Jobs to the Rapid Transit Network, 2011 and 2031

Residents within Share of Service Jobs within Walking Share of Service Walking Distance Area Population Distance of Area Employment of Rapid Transit Rapid Transit

2011 Within Toronto 615,000 23% 651,000 43% Outside Toronto - 0% - 0% GTHA Average 615,000 9% 664,000 19% 2031 Within Toronto 1,186,000 37% 949,000 57% Outside Toronto 660,000 12% 450,000 17% GTHA Average 1,847,000 21% 1,400,000 33%

Source: IBI Group based on Statistics Canada 2011 Census and National Household Survey, Google Transit. Note: Walking distance is defined as being an 800m straight line distance to rapid transit or a 400m straight line distance to local and frequent transit.

transit. A person living in downtown with Chicago and Philadelphia-area Toronto has access to almost residents having access to 24% of all 600,000 jobs (about 19% of all jobs jobs in their respective regions. Other in the GTHA) on average, whereas a metropolitan areas performed better, person living elsewhere in the GTHA such as Boston (30%), San Francisco has access to only 110,000 jobs (35%) and New York (37%). on average (about 4% of all jobs in From the perspective of the employer, the region), within 45 minutes by the number of people that can access transit. Within 90 minutes by transit, each job, on average, within 45 the average resident of downtown minutes and 90 minutes by transit, has access to 43% of all jobs in the are shown in Figure 39. The average region, and the average resident of the job in downtown Toronto can be GTHA has access to 23% of all jobs accessed by 610,000 people within within the region. A study conducted 45 minutes by transit, about 10% of by the Brookings Institute looked at all residents in the GTHA, and by 2.7 accessibility to transit and employment million people within 90 minutes by in 100 metropolitan areas in the transit (44% of all GTHA residents). United States, including the number On average throughout the GTHA, of jobs accessible within 90 minutes each job can be accessed by 3% and by transit to the average resident of 25% of the GTHA population within 55 each area. Results for similar-sized 45 minutes and 90 minutes by cities were comparable to results transit, respectively. presented in Figure 38 for the GTHA,

66 137 Figure 37: Number of Jobs Accessible within 45 minutes by Transit (2011)56

*Data for Durham includes access by GO Transit only. Durham Region Transit route data were not available at the time of writing.

Is transit accessible to those who need it the most? In addition to connecting people to DURHAM’S FOCUS ON places, transit serves a critical role in ACCESSIBILITY society in providing affordable access to employment opportunities, health care, education, social, shopping, and DURHAM REGION more. The social equity role of transit Durham Region Transit’s bus fleet does not require that all individuals be became 100% accessible in 2014. treated equally, but rather that they The move toward accessibility also should treated appropriately and brought down the average age of fairly. Equity considerations in DRT buses from 14 to 7 years. More transportation can include considering than 75% of previously inaccessible income disparity, gender, age, bus stops had been paved by 2014, racialized grouping, new immigrants, improving ease of use for all transit physical or mental disability and users. housing insecurity.

Discussion Paper for the Next Regional Transportation Plan 67 138 Figure 39: Geographies of Need and Good Access to Transit in the GTHA Figure 38: Number of Jobs Accessible to the Average Resident within 45 and 90 minutes by Transit (2011)57

45 MINUTES 90 MINUTES By Residents of Number of Jobs Fraction of Number of Jobs Fraction of Accessible All GTHA Jobs Accessible All GTHA Jobs Downtown Toronto 584,700 19% 1,358,500 43% Toronto 217,200 7% 1,221,100 39% GTHA Average 111,100 4% 722,000 23%

Figure 39: Number of People that have Access to Each Job, on Average, 45 and 90 minutes by Transit (2011)58

45 MINUTES 90 MINUTES To Jobs in Number of People Fraction of Number of People Fraction of that have Access All GTHA Residents that have Access All GTHA Residents Downtown Toronto 608,700 10% 2,681,600 44% Toronto 392,500 6% 2,321,000 38% GTHA Average 214,900 3% 1,502,600 25%

TRANSIT IS BECOMING MORE TRANSIT EQUITY IS A GROWING ACCESSIBLE TO ONTARIANS CHALLENGE. Many of the region’s WITH DISABILITIES. The low-income households lack access to accessibility required by Ontario fast, frequent, reliable service. If they legislation is within reach, but cannot drive or choose not to drive, challenges remain including then they face reduced opportunities inaccessible bus stops in suburban to reach work, shopping and other and rural areas with poor sidewalk activities; if they do drive, then the networks, and older rapid transit costs of owning and operating a stations without accessible ramps, car can reduce their ability to pay doors, escalators, elevators and for food and housing. These equity wayfinding. The Accessibility for considerations are important to Ontarians with Disabilities Act, 2005 the quality-of-life for many GTHA requires Ontario’s transportation residents.61 Figure 39 shows areas systems to be fully accessible by of the GTHA that have good access 2025. Nearly 90% of GO rail stations to transit and areas that have a high and almost half of the GTHA’s subway proportion of residents with low and rapid transit stations are already incomes (areas of need). Many areas accessible, and between 2002 and of need do not currently have good 2010 the proportion of accessible access to transit; this is an issue vehicles in GTHA transit fleets grew that will have to be addressed in the from 31% to 91%.59, 60 updated RTP.

68 139 One potential consequence of held permanent, full-time jobs.66 help to some degree, but some increasing transit access to areas Precarious employment (working daily commutes cannot be served of need is that property values may one or more part-time or contract effectively by transit, particularly when increase, which can have a detrimental jobs to make ends meet), is the the destinations are widely dispersed. impact on renters and low-income reality for many in the region. TRAVEL BY CHILDREN AND residents.62, 63, 64 Comprehensive Additional research has shown YOUNG ADULTS. The arrival of planning efforts are required to that precarious employment the “echo boom” generation, and counter impacts on affordability disproportionately impacts younger the migration of young adults from that arise from improved access to workers, female workers and Canada and other countries, has led transit, such as with the development immigrants to Canada.67, 6 8 Access to a large increase in the number of of transit hubs.65 The Growth Plan to reliable public transit is particularly young adults in the GTHA. Young includes policies for a mix of housing important for this segment of the adults already use transit more than in the development that occurs around population. older adults (See Figure 41) and new transit corridors to enhance housing Traditional transit services generally cohorts of children and young adults choices for those who rely on transit. cannot provide a sufficient level of seem likely to continue or increase PRECARIOUS WORK. A major service to enable individuals working their high level of ridership. Recent study carried out by McMaster multiple jobs to access multiple studies across North America have University and the United Way found locations. Enhancing off-peak service shown that fewer young people that 50% of all workers in the GTHA and improving transfer points can possess a driver’s license69, though

Figure 40: Geographies of Need and Good Access to Transit in the GTHA (2011)70

Figure 41: Mode Shares for Trips to School by Youth (ages 11 to 17) in the GTHA, 1986 and 2011

Discussion Paper for the Next Regional Transportation Plan 69 140 panel studies have suggested the suggestions to increase walking and tend to make trips in off-peak periods younger generation is deferring biking to school, from new programs when transit service is reduced, and obtaining driver’s licenses and car and curriculum updates to greater travel to local destinations rather than ownership rather than giving them consideration of the built environment major employment centres. A lifestyle up entirely.71 Young adults tend to and access to schools (e.g. location that relies on car ownership can be see transit as one part of a “mobility decisions, parking, congestion challenging for seniors, including package” that allows them to choose management). In addition, Toronto’s those on fixed incomes, and can the preferred mode for each trip. four universities have partnered become a problem if personal health Their expectations are leading transit to create StudentMoveTO, which issues lead to the loss of a driver’s systems to improve comfort, provide recently released a report highlighting license. These issues will only grow in flexible schedules and make real-time the opportunity for improving university importance as the GTHA’s population information available. student travel patterns in the region.72 of seniors is expected to more than double by 2041 (see Figure 21). In The GTHA has specific challenges TRAVEL BY SENIORS. Older adults addition to the likely drop in transit with respect to travel by children in the GTHA travel more by car than ridership that will occur as working and young adults. While many they used to; the proportion of trips age adults retire, the demand on children still walk or bike to school, they make by transit has dropped paratransit services by those with this percentage has been declining from 16% to 7% over the last 20 mobility constraints is likely to be (see Figure 42). A growing body of years.73 This is partly because more considerable, although it is possible local collaborative research by Smart seniors are staying in their own homes that new mobility services can help to Commute and municipal, community, as they age, and because more are fill this gap. and academic partners examines the living in suburban areas where using root causes and offers a variety of transit is more difficult. Seniors also

Figure 41: Public Transit Mode Share at Peak Times for Different Age Groups, GTHA (2011)

Mode Share

35%

30%

25%

20%

15%

10%

0% 15 - 24 25 - 34 35 - 44 45 - 54 55 - 64 65 - 74 75 +

Age Group

Source: Transportation Tomorrow Survey, 2011.

70 141 HowFigure 43: safe Growth are in Truck Volumes on HighwayMuch 401 Westbound remains to be done to improve The Regional Transportation Plan will our roads? safety for pedestrians and cyclists, look to the successes of Vision Zero including increased awareness to see what lessons can be applied to SAFETY IS IMPROVING. Better campaigns aimed at drivers and improve safety in the region. design of roads and vehicles, and increased enforcement efforts to In addition to infrastructure programs such as Share the Road target impaired drivers, as well as improvements, technological and Reduce Impaired Driving improving infrastructure with better improvements in automobiles are Everywhere (RIDE), are making the lighting and improved signage and likely to lead to fewer car accidents. GTHA’s transportation system safer. potentially separating different road Many of these features have already There has been a significant decline users where possible. Vision Zero been introduced into existing in injuries and fatalities on GTHA is an international road traffic safety automobiles and more safety features roads since the early-1990s, and the initiative that focused on eliminating can be expected in the future. The per-capita rates of injury and death fatalities and serious injuries among all 74 ultimate safety feature might come have dropped as well. road users. in the form of autonomous vehicles, which could remove human error from driving entirely.

Figure 42: Mode Shares for Trips to School by Youth (ages 11 to 17) in the GTHA, 1986 and 201175 Figure 43: Growth in Truck Volumes on Highway 401 Westbound

1986 44.1% Walking 2011 32.5%

1986 2.4% Cycling 2011 1.1%

1986 21.2% Public Transit 2011 14.6%

1986 17.9% School Bus 2011 18.1%

1986 14.2% Car 2011 33.3%

Discussion Paper for the Next Regional Transportation Plan 71 142 Pedestrian injuries and fatalities are Does freight move Background research to support the fairly stable but trending downwards safely and efficiently? RTP review identified three key (see Figure 43). One area of issues in the GTHA: congestion, considerable concern is that while THE IMPORTANCE OF GOODS managing land use compatibility, and teenagers and young adults are the MOVEMENT. The GTHA is a reducing the environmental impact of most likely to be hit, in part because major manufacturing, importing and goods movement. they are more likely to be walking in exporting region, and its national The GTHA is experiencing a growth areas with high traffic levels, seniors role as a freight transportation and in truck traffic and volume across the are disproportionately killed.76 These logistics hub helps it attract new region, and across the time of day, trends are similar to Ontario-wide businesses. Modern supply chains are which has an impact on congestion trends. Further research is needed to designed to minimize inventories, and and emissions.77 Figure 44 displays develop this information specifically businesses depend on predictable the truck traffic volume growth on for the region. freight transport. The region’s overall economic success hinges on the Highway 401 – the backbone of the cost-effectiveness of goods movement provincial goods movement network. – especially trucking – for businesses across the GTHA.

Figure 43: Pedestrian Collision Injuries and Fatalities in the City of Toronto, 2003 – 2012 (Total and per 1 Million Trips Travelled)

Total Pedestrain Injury & Fatality Rate Injuries & Fatalities per Million Trips 2500 25

2000 20

1500 15

1000 10

500 5

0 0 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

Total Pedestrian Injuries & Fatalities Injury & Fatality Rate

Source: City of Toronto Police Motor Vehicle Collision Reports 2003 – 2012; Toronto Tomorrow Survey, 2006, 2011.

72 143 The Regional Transportation Plan will Figure 44: Growth in Truck Volumes on Highway 401 Westbound involve creation of a new indicator to measure goods movement. In order to better measure progress and guide At Mississauga-Toronto Boundary At Toronto-Durham Boundary freight supportive planning, metrics Average Number Average Number are necessary to evaluate actions of Trucks of Trucks and the broader performance of the 8000 1000 transportation system as it relates to 7000 900 800 goods movement. Potential indicators 6000 700 could relate to: 5000 600 • Travel time (goods travel time), 4000 500 3000 400 • Reliability (buffer index), 300 2000 200 • Cost (transportation and logistics 1000 100 price index), 0 0 7am 8am 9am 10am 11am 12pm 1pm 2pm 3pm 4pm 5pm 6pm 7am 8am 9am 10am 11am 12pm 1pm 2pm 3pm 4pm 5pm 6pm • Environment (air pollution index), and 1991 1995 2001 2006 2011 • Safety (motorized vehicle road At Mississauga-Toronto Boundary At Toronto-Durham Boundary Average Number incidents involving injuries or Average Number of Trucks fatalities or freight train incidents of Trucks At Mississauga-Toronto Boundary At Toronto-Durham Boundary 8000 involving injuries or fatalities). Average Number1000 Average Number of Trucks of Trucks 7000 900 8000 1000 800 6000 7000 900 700 5000 800 6006000 700 4000 5005000 600 3000 4004000 500 300 2000 3000 400 200 300 1000 2000 100 200 0 1000 0 100 7am 8am 9am 10am 11am 12pm 1pm 2pm 3pm 4pm 5pm 6pm 0 7am 8am 9am 10am 11am 12pm 1pm 2pm 3pm 4pm 5pm 6pm 0 7am 8am 9am 10am 11am 12pm 1pm 2pm 3pm 4pm 5pm 6pm 7am 8am 9am 10am 11am 12pm 1pm 2pm 3pm 4pm 5pm 6pm

1991 1995 2001 2006 2011 1991 1995 2001 2006 2011

Source: David Kriger Consultants Ltd., and CPCS. Regional Transportation Plan Legislative Review Backgrounder: Urban Goods Movement. 2015

PEEL PLANS FOR GOODS MOVEMENT

PEEL REGION The Region of Peel’s Goods Movement Strategic Plan was developed with 23 Actions to encourage efficient transportation of goods within the region. The plan is supported by the Goods Movement Task Force, a public-private partnership that meets regularly to discuss efficiency, competitiveness, and sustainability within the Region.

Discussion Paper for the Next Regional Transportation Plan 73 144 APPENDIX 2 Background Research & Analysis to Support the RTP Review

74 145 Technical Papers Casello, Jeff, and Hall, Daniel. Activity Centre: Integration of the planning and operations of public transit in the GTHA. 2013. • Active Transportation Background Paper. Access at: http://www.metrolinx.com/en/regionalplanning/rtp/ Prepared by Steer Davies Gleave. 2015. research/Activity_Centre_Report.pdf

• Context Paper on the Regional Economy, Castel, Evan, and Farber, Steve. Benchmarking the Health and Public Demographic Outlook and Land Use. Transit Connection in the GTHA: An Analysis of Survey Microdata. Prepared by Hemson Consulting Ltd., and IBI Group. 2016. 2016.

• A Shared Vision: Updating the Vision, Goals & Objectives. El-Geneidy, Ahmed, and Buliung, Ron, Ehab Diab, van Lierop, Prepared by Metrolinx. 2016. Dea, Langlois, Myriam and Legrain, Alexander. Non-Stop Equity: Assessing daily intersections between transit accessibility • New Mobility Background Paper. and social disparity across the Greater Toronto and Hamilton Prepared by WSP. 2016. Area (GTHA). 2014. Access at: http://www.metrolinx.com/en/ • Regional Transportation Plan Legislated Review regionalplanning/rtp/research/Non-stop_equity_Assessing_daily_ Backgrounder: Urban Goods Movement. intersections_between_transit_accessibility_and_social_disparity_ Prepared by David Kriger Consultants Ltd., and CPCS. 2016. across_the_GTHA.pdf

• Regional Transportation Plan Review: Transit Needs and Hertel, Sean, Keil, Roger, and Collens, Michael. Next Stop: Equity – Opportunities for the Greater Toronto and Hamilton Area. Routes to fairer Prepared by IBI Group. 2016. transit access in the Greater Toronto and Hamilton Area. 2016. Access at: http://www.metrolinx.com/en/regionalplanning/rtp/ • Screening Process for the GTHA Regional Transportation Plan. research/Next_Stop_Equity_Routes_to_fairer_transit_access_in_ Prepared by Steer Davies Gleave. 2016. the_GTHA.pdf • Social Equity & Transit: Background Paper to Inform the Regional Hess, Paul, and Nigro, Jacob. Assessing Walkability: Using built Transportation Plan for the Greater Toronto and Hamilton Area. environmental variables and population distribution to estimate and Prepared by Metrolinx. 2016. model walkability conditions around suburban GO Transit Stations. • The Big Move Priority Actions and Supporting Policy Review. Access at: http://www.metrolinx.com/en/regionalplanning/rtp/ Prepared by Metrolinx. 2016. research/Assessing_Walkability_Draft_Report.pdf

• Transportation Demand Management Background Paper. Hess, Paul and Smith Lea, Nancy, Bidordinova, Asya and Klassen, Prepared by Steer Davies Gleave. 2015. Jeana. Identifying and Overcoming Barriers to the Implementation of Active Transportation Policies. 2014. Access at: http://www.metrolinx.com/en/regionalplanning/rtp/ Partnerships with research/Identifying_and_Overcoming_Barriers.pdf Academic Institutions Johal, Sunil, Zon, Noah, Dragicevic, Nevena and Urban, Michael (Mowat Centre). Public Policy Implications of the Sharing Economy for the Buliung, Ron, Colley, Michele, and Salmon, Briana. School Travel in the Transportation Sector. 2016. GTHA: A Report on Trends. 2015. Access at: http://smartcommute. ca/wp-content/uploads/2016/02/School_Travel_Trends_GTHA_ Mahmoud, M. S., Habib, K. N., and Shalaby, Amer. Demand Modelling En.pdf of Cross-Regional Intermodal Commuting Trips in the Greater Toronto and Hamilton Area. 2014. Access at: http://www.metrolinx. Buliung, Ron. Phase 1: Children’s Independent Mobility in the Greater com/en/regionalplanning/rtp/research/Demand_Modelling_of_ Toronto and Hamilton Area: Setting the Stage. 2014. Access at: Cross-Regional_Intermodal_Commuting_Trips_in_the_GTHA.pdf http://smartcommute.ca/wp-content/uploads/2016/03/Phase-1- Childrens-Independent-Mobility-in-the-GTHA-EN.pdf Mitra, Raktim, and Smith Lea, Nancy. Cycling Behaviour in the Greater Toronto and Hamilton Area. 2015. Access at: http://www.metrolinx. Buliung, Ron. Phase 2: Children’s Independent Mobility Across the City com/en/regionalplanning/rtp/research/Cycling_Behaviour_in_the_ of Toronto. 2014. Access at: http://smartcommute.ca/wp-content/ GTHA.pdf uploads/2016/03/Phase-2-Childrens-Independent-Mobility-in- Toronto-EN.pdf Walks, Alan. Assessing and Measuring the Factors Affecting Mobility, Transportation, Accessibility, and Social Need: Barriers to travel Casello, Jeff, Chiu, Kitty and Yeung, Kevin. Quantitative TDM among those with low income and other vulnerable groups. Assessment in a Large Metropolitan Area: Greater Toronto and 2015. Access at: http://www.metrolinx.com/en/regionalplanning/ Hamilton Area. 2015. Access at: http://www.metrolinx.com/en/ rtp/research/Assessing_and_Measuring_the_Factors_Affecting_ regionalplanning/rtp/research/Quantitative_TDM_Assessment_in_a_ Mobility_Transportation_Accessibility_and_Social_Need.pdf Large_Metropolitan_Area_GTHA.pdf

Discussion Paper for the Next Regional Transportation Plan 75 146 Acknowledgements

Metrolinx would like to thank the staff from municipalities and transit agencies, provincial ministries (Ministry of Transportation, Ministry of Municipal Affairs and Housing/Ontario Growth Secretariat), and the consultant and academic teams that made this Discussion Paper possible. Particular thanks to the municipal staff who participate in the RTP Technical Advisory Committee and Municipal Planning Leaders Forum, attended our regional workshops, and continue to provide us with their best advice along the way.

METROLINX MUNICIPAL PROJECT TEAM MUNICIPAL Lin Rogers FORUMS PLANNING & INTERNAL WORKSHOPS Jill Stephen LEADERS FORUM CONTRIBUTORS (FALL 2015) OAKVILLE TRANSIT MUNICIPAL Brian Bridgeman Tom Aylward-Nally Barry Cole TECHNICAL Jane Clohecy Antoine Belaieff CITY OF HAMILTON Kealy Dedman Shahrzad Borjian Joanne Phoenix ADVISORY Danielle Bory Richard Forward Marcus Bowman Sarah Cellini COMMITTEE Ron Glenn Nancy Caetano Anita Fabac REGION OF PEEL Ana Bassios Rob Horne Matthew Canaran Joanne Hickey-Evans Damian Albanese Deepak Bhatt Jennifer Keesmaat Anthony Caruso Trevor Horzelenberg Dan Bennington Jeff Brooks Barb Koopmans Quentin Chiotti Ed John Sean Carnick Alan Brown Daniel Kostopoulos Jodi Ferguson Alissa Mahood Eric Chan Anthony Caruso Dan Labrecque Chris Fong Angela Monaco Wayne Chan Stephen Collins Heather MacDonald Naren Garg Christine Newbold Margie Chung Jacqueline Darwood John MacKenzie Alexandra Goldstein Peter Olak Eric Flora Brian DeFreitas Rino Mostacci Andrea Gusen Steve Robichaud John Hardcastle Michelle Dobbie Martin Powell Antonia Hammer Michelle Sergi Damian Jamroz Kaylan Edgcumbe Ed Sajecki Devin Horne Lorissa Skrypniak Natalie Lapos Eric Flora Michelle Sergi Briana Ingram Lorenzo Mele Paul Freeman Bob Nieuwenhuysen Mary Lou Tanner Michelle Kearns HALTON REGION Ranjit Gill Jason Thorne Kyle Kellam Sabbir Saiyed Lisa De Angelis Tom Goodeve Mary-Frances Turner Lorne Kinsella Adrian Smith Ron Glenn Melissa Green-Battiston Geoff Wright Anna Kramer David Szwarc Alicia Jakaitis Hilary Holden Suniya Kukaswadia Patrick Wong Jeffrey Reid Selma Hubjer Chris Livett RTP INTERNAL David Simpson Richard Hui Jacob Louie STEERING GROUP Dan Tovey CITY OF BRAMPTON Alicia Jakaitis Trevor Anderson Malcolm Mackay Paul Aldunate Barb Koopmans Philippe Bellon David McElroy Jeff Baines Brian Lee CITY OF BURLINGTON Andrew Bodrug Jennifer McGowan Nelson Cadete Chris Leitch Kaylan Edgcumbe Angela Brinklow Becca Nagorsky Brian Lakeman Christine Lee-Morrison Andrea Smith Chris Burke Jennifer Niece Malik Majeed Paul May Leah Smith Carleen Carroll Erik Olaveson Rahul Nargas Rod McPhail Mary Lou Tanner Elise Croll Lisa Orchard Andria Oliveira Richard Nethery Vito Tolone Lorna Day Elli Papaiannou Doug Rieger Joseph Palmisano Joshua Engel-Yan Peter Paz Henrik Zbogar Andrew Pearce BURLINGTON TRANSIT Daniel Fisher Krystal Perepeluk Joe Perrotta Mike Spicer Ersoy Gulecoglu Eric Petersen BRAMPTON TRANSIT Karyn Poad Jennifer Gray Jack Phelan David Stowe Maureen Van Ravens Linda Hall Graham Procter TOWN OF HALTON HILLS Jeffrey Reid Daniel Haufschild Lisa Salsberg Steve Burke Dan Ridgway TOWN OF Elana Horowitz Fred Sztabinski Dan Ridgway Steve Robichaud CALEDON Beth Kapusta Kelly Thornton Maureen Van Ravens Lin Rogers Kant Chawla Jessica Kosmack Josh Tzventarny Melissa Rossi Dean McMillan Nancy Leon Leslie Woo TOWN OF MILTON Prasenjit Roy Hai Quing Xu Stephan Mehr Martin Bateson Sabbir Saiyed Fausto Natarelli AND MEMBERS Heide Schlegl Jill Stephen CITY OF Nadine Navarro OF THE: Susan Tanabe Anna Pace • Transit Leaders Forum MISSISSAUGA Dan Terzievski MILTON TRANSIT Peter Paz • Active and Sustainable Tony D’Alessandro Hamish Campbell Mike Wehkind Bert Peverini School Travel Regional Karen Crouse Henrik Zbogar Angela Dietrich David Pritchard Hub TOWN OF OAKVILLE Bruce Zvaniga Ji-yeon Lee Becky Upfold • TDM Coordinating Colleen Bell Nadeem Zahoor Evie Przybyla Jennifer van der Valk Committee Diane Childs Susan Tanabe Eve Wyatt • Urban Freight Forum Chris Clapham Jane Clohecy Dan Cozzi

76 147 MIWAY CITY OF TORONTO CITY OF GUELPH CONSULTING Alana Tyers Hilary Holden Kealy Dedman FIRMS Tim Laspa Cathy Kennedy Brook McIlroy with CPCS, and YORK REGION Mike Wehkind Allister McIlveen David Kriger Consultants Ltd. Salim Alibhai Victoria Witkowski Phil Meagher Deloitte Analytics Ann Marie Carroll Ian Panabaker IBI Group, with Hemson Stephen Collins TORONTO TRANSIT Todd Salter Consulting, Glenn Pothier Lauren Crawford COMMISSION GLPI, and Noxon Associates Rob Diprofis Jacqueline Darwood REGION OF Steer Davies Gleave Angela Gibson Mark Mis WATERLOO WSP/Parsons Brinckerhoff/ Richard Hui Mitch Stambler John Cicuttin MMM Group Daniel Kostopoulos Lorie Fioze Bruce MacGregor DURHAM REGION Eric Gillespie ACADEMICS Joseph Petrungaro Chris Drimmie John Hill Val Shuttleworth Chris Leitch Geoffrey Keyworth MCGILL UNIVERSITY Karen Whitney Melissa Krone Steve Mayhew Ahmed El-Geneidy Brenna MacKinnon Doug Robertson Ehab Diab YORK REGION Margaret Parkin Prasenjit Roy Myriam Langlois RAPID TRANSIT Alexander Legrain Paul May DURHAM REGION CITY OF CAMBRIDGE Dea van Lierop TRANSIT Brooke Lambert TOWN OF AURORA Paul Smithson Mike Binetti MOWAT CENTRE Ilmar Simanovskis Christopher Norris Sara Ditta CITY OF KITCHENER Nevena Dragicevic Cory Bluhm TOWN OF EAST TOWN OF AJAX Sunil Johal Dorothy McCabe GWILLIMBURY Stev Andis Michael Urban Justin Readman Paul Neuman Hubert Ng Noah Zon Brandon Sloan CITY OF MARKHAM MUNICIPALITY OF NEPTIS FOUNDATION CITY OF WATERLOO Jim Baird CLARINGTON Pamela Blais Philip Hewitson Biju Karumanchery Curry Clifford Marcy Burchfield Brian Lee Nicole Zambri Scott Nevin Joseph Palmisano RYERSON UNIVERSITY Marion Plaunt TOWNSHIP OF CITY OF OSHAWA Raktim Mitra Marg Wouters Helen Break WOOLWICH Gary Carroll John Scarfone UNIVERSITY OF TOWN OF Ranjit Gill NEWMARKET TORONTO Ron Buliung Adrian Cammaert CITY OF PICKERING Evan Castel Jason Unger Jeff Brooks Steven Farber Khandker Nurul Habib TOWN OF RICHMOND TOWNSHIP OF Paul Hess and Nancy Smith HILL UXBRIDGE Lea (TCAT) Ahsun Lee Emilia Gruyters Mohamed Salah Mahmoud Patrick Lee Eric Miller Dan Terzievski TOWN OF WHITBY Amer Shalaby Dhaval Pandya Alan Walks CITY OF VAUGHAN Bob Short Selma Hubjer UNIVERSITY OF John MacKenzie CITY OF BARRIE Roy McQuillin WATERLOO Kevin Bradley Jeff Casello Andrew Pearce Brent Forsyth Anna Sicilia Kitty Chiu Merwan Kalyaniwalla Kevin Yeung Steve Rose TOWN OF Ralph Scheunemann WHITCHURCH- Jason Zimmerman YORK UNIVERSITY Michael Collens STOUFFVILLE Sean Hertel Rob Flindall TOWN OF BRADFORD Roger Keil Steven Kemp WEST GWILLIMBURY Adam Alessandrini Ryan Windle

Discussion Paper for the Next Regional Transportation Plan 77 148 List of Figures

Figure 1 Map of the Greater Golden Horseshoe Area, Figure 25 Relative Morning Peak Period Travel Demand for Including the GTHA and GO Service Area 9 Different GTHA Travel Markets, 1991 – 2031 54

Figure 2 Progress on Implementation 13 Figure 26 Relationship of Urban Density to Transit Mode Share by GTHA Ward, (2011) 55 Figure 3 GTHA Rapid Transit Network in 2008 17 Figure 27 Key Performance Indicators for the Figure 4 GTHA Rapid Transit Network in 2025 (Funded and Regional Transportation Plan 56 Completed Projects) and Projects under Development 17 Figure 28 Overall Mode Shares in the GTHA for All Trips (2011) 57 Figure 5 Original and Proposed Updated RTP Goals 23 Figure 29 GTHA Mode Shares for Key Travel Markets, Figure 6 RTP Screening 24 1991 – 2031 58 Figure 7 Potential Transit Solutions for Different GTHA Markets 26 Figure 30 Relative Growth of Transit Ridership and Population, Figure 8 Existing and Future Transit Supportive Areas, Toronto and GTHA, 2004 – 2014 50 GTHA (2011 and 2031) 28 Figure 31 Annual Transit Ridership per Capita, 2008 – 2014 60 Figure 9 Areas of Opportunity to Expand Frequent Figure 32 Cycling and Walking Mode Share for Different Travel Transit Service Anchored by GO RER 29 Markets, 2006 – 2011 (24 hours) 62 Figure 10 Mobility Hubs Designated in The Big Move 31 Figure 33 GHG Emissions from GO Rail Operations, Figure 11 Mode Share of Household Trips in the GTHA, 2016 – 2031 63 by Cycling Potential, 2011 32 Figure 34 Projected (one-way) Travel Time in the a.m. Peak Figure 12 Geographic Distribution of Cycling Mode Shares in the Period for All Trips, by Trip Origin (to 2031) 64 GTHA, by Trip Origin (2011) 33 Figure 35 Proximity of Residents and Jobs to Transit, 2011 65 Figure 13 GO Bus Passenger Time Savings with HOV3+ 36 Figure 36 Proximity of Residents and Jobs to the Rapid Transit Figure 14 Comparison of Trends in Transit Operating Costs, Network, 2011 and 2031 66 Revenues and Ridership, 2008 – 2014 39 Figure 37 Number of Jobs Accessible within 45 minutes Figure 15 Relationship of Transit Operating Cost to by Transit (2011) 67 Urban Density, GTHA (2014) 40 Figure 38 Number of Jobs Accessible to the Average Resident Figure 16 Operating Cost per Revenue Passenger within 45 and 90 minutes by Transit 68 in 2008 and 2014 41 Figure 39 Number of People that have Access to Each job, on Figure 17 Growth in Car-Sharing Membership in Canada 43 Average, by Transit 68

Figure 18 Electric Vehicles in the Incentive Program and Figure 40 Geographies of Need and Good Access Charging Infrastructure at GO Stations 45 to Transit in the GTHA, 2011 69

Figure 19 Projected Growth in GTHA Population 49 Figure 41 Public Transit Mode Share at peak Times for Different Age Groups, GTHA (2011) 70 Figure 20 Proportion of Dwelling Units by Type Built between 2001 and 2011 50 Figure 42 Mode Shares for Trips to School by Youth (ages 11 – 17) in the GTHA, 1986 and 2011 71 Figure 21 Proportion of GTHA Population by Age Group, 2016 – 2041 51 Figure 43 Total Pedestrian Collision Injuries and Fatalities, 2003 – 2012 (per 1 Million Trips Travelled) 72 Figure 22 Total Employment and Office Employment in the GTHA 51 Figure 44 Growth in Truck Volumes on Highway 401 Westbound 73 Figure 23 Accessibility to Labour Force within 45 minutes by Transit 52

Figure 24 Growth in Total Morning Peak Period Trips 53

78 149 References

1 Metrolinx. Metrolinx Celebrates 2 million PRESTO customers, 2016 Access at: http://smartcommute.ca/wp-content/uploads/2016/03/ (media release); Metrolinx. The Big Move Baseline Monitoring Phase-1-Childrens-Independent-Mobility-in-the-GTHA-EN.pdf. Report, 2013; Metrolinx. Info to GO: Quick Facts, 2016; GO Transit. 17 HDR. Costs of Road Congestion in the Greater Toronto and About Union Station, 2016; Ontario Ministry of Transportation. Hamilton Area. Final Report. 2008. Access at http://www.metrolinx. Annual Average Daily Traffic Counts, 2012; University of Toronto com/en/regionalplanning/costsofcongestion/ISP_08-015_Cost_of_ Data Management Group, Transportation Tomorrow Survey, 2011. Congestion_report_1128081.pdf Ontario Ministry of Transportation. Carpool Lots. 2015; Toronto Transit Commission. TTC Ridership Counts, 2014. 18 Willson, R. W., & Shoup, D. C. Parking subsidies and travel choices: assessing the evidence. Transportation, 17(2), 141-157. 1990. 2 Ontario Ministry of Municipal Affairs and Housing. Growth Plan for the Greater Golden Horseshoe – Office Consolidation. 2013. 19 Badland, H. M., Garrett, N., & Schofield, G. M. How does car parking availability and public transport accessibility influence work-related 3 University of Toronto Data Management Group. 2011 Travel Survey travel behaviors?. Sustainability, 2(2), 576-590. 2010. Summaries for the Greater Toronto and Hamilton Area. 2014. 20 Guo, Z. Home parking convenience, household car usage, and 4 Metrolinx. The Big Move Baseline Monitoring Report. 2013. implications to residential parking policies. Transport Policy, 29, 5 Metrolinx. GO Regional Express Rail Initial Business Case. 2015. 97-106. 2013. 6 For the purpose of this analysis, the 2031 transit network assumes 21 IBI Group. Regional Transportation Plan Review: Transit Needs and the following committed rapid projects (shown in Figure 4) will be in Opportunities for the Greater Toronto and Hamilton Area. 2016. service: YRT Viva BRT, Mississauga Transitway BRT, Toronto-York 22 Rybeck, R. Using value capture to finance infrastructure and Spadina Subway Extension, Eglinton Crosstown LRT, Finch West encourage compact development. Public Works Management & LRT, Huontario LRT, Hamilton LRT, Sheppard East LRT, and GO Policy, 8(4), 249-260. 2004. Regional Express Rail. Any 2031 estimates presented in this paper developed using the MTO Greater Golden Horseshoe Model were 23 Smith, J. J., & Gihring, T. A. Financing transit systems through value developed on the basis of this transit network. The year 2031 is used capture. American Journal of Economics and Sociology, 65(3), 751- as the forecast year for analysis purposes because it aligns with 786. 2006. Metrolinx’s current travel demand modelling framework and allows 24 Rayle, L., Dai, D., Chan, N., Cervero, R., & Shaheen, S. Just a better the impact of the currently funded and committed transit projects to taxi? A survey-based comparison of taxis, transit, and ridesourcing be evaluated. services in San Francisco. Transport Policy, Vol. 45, pp. 168–178. 7 Metrolinx. Metrolinx Investment Strategy: Investing in our Region, 2016. Investing in our Future. 2013. 25 Shaheen, S., & Cohen, A. Carsharing Market Overview, Analysis & 8 Metrolinx is updating the model forecast year to 2041 as part of the Trends. 2015. Access at http://tsrc.berkeley.edu/sites/default/files/ concurrent background work that will enable the updated RTP to Summer%202015%20Carsharing%20Outlook_Final%20(1)_0.pdf make recommendations about potential new transit projects, policies 26 WSP. New Mobility Background Paper. 2016. and programs beyond the current 2031 horizon year and ensure adopted policies conform to the Growth Plan (see Endnote 6). 27 Ibid. 9 IBI Group. Regional Transportation Plan Review: Transit Needs and 28 U.S. Department of Transportation, National Highway Traffic Opportunities for the Greater Toronto and Hamilton Area. 2016. Safety Administration. Frequency of Target Crashes for IntelliDrive Safety Systems. 2010. Access at http://www.nhtsa. 10 Ibid. gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20 11 Metrac. Community Safety Audits. 2016. Publications/2010/811381.pdf

12 Mitra, Raktim, and Smith Lea, Nancy. Cycling Potential in the Greater 29 FleetCarma. Electric Vehicle Sales in Canada: 2015 Final Numbers. Toronto and Hamilton Area (Preliminary Findings). 2016. Access at http://www.fleetcarma.com/ev-sales-canada-2015/

13 Medical Officers of Health in the GTHA (Hamilton, Peel, Simcoe, 30 Ontario Ministry of Municipal Affairs and Housing. Growth Plan for Muskoka and Toronto). Improving Health by Design – a Call for the Greater Golden Horseshoe – Office Consolidation. 2013. Healthy Communities. 2016. 31 Hemson Consulting Ltd. Context Paper on the Regional Economy, 14 Metrolinx. School Travel in the GTHA: A Report on Trends. 2015. Demographic Outlook and Land Use. 2016. Access at http://smartcommute.ca/wp-content/uploads/2016/02/ 32 Ontario Ministry of Finance. 2013-2041 Ontario Population School_Travel_Trends_GTHA_En.pdf Projections By-Age Reference Scenario. 2014. 15 Metrolinx. Greater Toronto and Hamilton Area School Travel 33 Hemson Consulting Ltd. Context Paper on the Regional Economy, Household Attitudinal Study Report. 2011. Access at http:// Demographic Outlook and Land Use. 2016. www.metrolinx.com/en/projectsandprograms/schooltravel/ENG- 2011GTHASchoolTravelStudy.pdf 34 Ontario Ministry of Municipal Affairs and Housing. Growth Plan for the Greater Golden Horseshoe – Office Consolidation. 2013. 16 Buliung, Ron. Phase 1: Children’s Independent Mobility in the Greater Toronto and Hamilton Area: Setting the Stage. 2014.

Discussion Paper for the Next Regional Transportation Plan 79 150 35 Neptis Foundation. Planning for Prosperity: Globalization, 60 Metrolinx. Metrolinx Annual Accessibility Plan 2012. Access at Competitiveness and the Growth Plan for the Greater Golden http://www.metrolinx.com/en/aboutus/publications/Accessibility_ Horseshoe. 2015. Plan_2012_EN.pdf

36 Hemson Consulting Ltd. Context Paper on the Regional Economy, 61 Hertel, S., Keil, R., & Collens, M. Next Stop: Equity – Routes to fairer Demographic Outlook and Land Use. 2016. transit access in the Greater Toronto and Hamilton Area. 2016.

37 IBI Group. Regional Transportation Plan Review: Transit Needs and 62 Lin, J. Gentrification and transit in northwest Chicago. In Journal Opportunities for the Greater Toronto and Hamilton Area. 2016. of the Transportation Research Forum (Vol. 56, No. HS-043 476). 2002. 38 Neptis Foundation. Planning for Prosperity: Globalization, Competitiveness and the Growth Plan for the Greater Golden 63 Kahn, M. E. Gentrification Trends in New Transit-Oriented Horseshoe. 2015. Communities: Evidence from 14 Cities That Expanded and Built Rail Transit Systems. Real Estate Economics, 35(2), 155-182. 2007. 39 Ibid. 64 Grube-Cavers, A., & Patterson, Z. Urban rapid rail transit and 40 IBI Group. Regional Transportation Plan Review: Transit Needs and gentrification in Canadian urban centres: A survival analysis Opportunities for the Greater Toronto and Hamilton Area. 2016. approach. Urban Studies, 52(1), 178-194. 2015. 41 Ibid. 65 Pollack, S., Bluestone, B., & Billingham, C. Maintaining Diversity 42 Province of Ontario. Performance Indicators for the Growth Plan for in America’s Transit-Rich Neighborhoods: Tools for Equitable the Greater Golden Horseshoe, 2006. 2015. Neighborhood Change. Report Prepared by the Dukakis Center for Urban and Regional Policy at Northeastern University. 2010. Also 43 Neptis Foundation. Growing Pains: Understanding the New Reality see: http://communityinnovation.berkeley.edu/tod-and-social-equity of Population and Dwelling Patterns in the Toronto and Vancouver Regions. 2015. 66 Poverty and Employment Precarity in Southern Ontario research group. It’s More than Poverty: Employment Precarity and Household 44 Ibid. Well-being. 2013. Access at http://www.unitedwaytyr.com/ 45 IBI Group. Regional Transportation Plan Review: Transit Needs and document.doc?id=91 Opportunities for the Greater Toronto and Hamilton Area. 2016. 67 Fuller, S., & Vosko, L. F. Temporary employment and social inequality 46 Ibid. in Canada: Exploring intersections of gender, race and immigration status. Social Indicators Research 88.1 (2008): 31-50. 47 Ibid. 68 Mills, M. Demand for flexibility or generation of insecurity? The 48 University of Toronto Data Management Group. 2011 Travel Survey individualization of risk, irregular work shifts and Canadian youth. Summaries for the Greater Toronto and Hamilton Area. 2014. Journal of Youth Studies. 7.2 (2004): 115-139.

49 Ontario Ministry of Transportation. MTO Greater Golden Horseshoe 69 Sivak, M., & Schoettle, B., University of Michigan Transportation Model: V3. 2016. Research Institute. Recent Decreases in the Proportion of Persons 50 Ontario Ministry of the Environment. Ontario’s Climate Change with a Driver’s License across All Age Groups. 2016. Strategy. 2015. 70 Metrolinx. Social Equity & Transit: Background Paper to Inform the 51 Ibid. Regional Transportation Plan for the Greater Toronto and Hamilton Area. 2016. 52 Ibid. 71 Delbosc, A. Delay or forgo? A closer look at youth driver licensing 53 Statistics Canada. 2011 National Household Survey. 2013. trends in the United States and Australia. Transportation (2016): 54 IBI Group. Regional Transportation Plan Review: Transit Needs and 1-8. Opportunities for the Greater Toronto and Hamilton Area. 2016. 72 StudentMoveTO. An overview of early findings. 2016. Access 55 Tomer, A., Kneebone, E., Puentes, R., & Berube, A. Missed at http://www.studentmoveto.ca/wp-content/uploads/2016/04/ Opportunity: Transit and Jobs in Metropolitan America. Metropolitan StudentMoveTO.Handout_4Uni.v2.pdf Policy Program at Brookings. 2011. 73 Metrolinx. The Big Move Baseline Monitoring Report. 2013. 56 IBI Group. Regional Transportation Plan Review: Transit Needs and 74 Ibid. Opportunities for the Greater Toronto and Hamilton Area. 2016. 75 Metrolinx. School Travel in the GTHA: A Report on Trends. 2015. 57 Ibid. Access at http://smartcommute.ca/wp-content/uploads/2016/02/ 58 Ibid. School_Travel_Trends_GTHA_En.pdf 76 59 Toronto Transit Commission. Accessible Transit Services Plan - Bassil, K., Rilkoff, H., Belmont, M., Banaszewska, A., & Campbell, M. 2012 Status Report. Access at http://www.ttc.ca/TTC_Accessibility/ Pedestrian and Cyclist Safety in Toronto. Report for Toronto Public Accessible_Transit_Services_Plan/Accessible_Service_Transit_ Health. 2015. Plan_2012.jsp 77 David Kriger Consultants Ltd., & CPCS. Regional Transportation Plan Legislative Review Backgrounder: Urban Goods Movement. 2015.

80 151 SCHOOL ZONE

152 A LB3,tIzce the WHEREAS front WHEREAS Whitby, 605 WHEREAS on Alexander THAT challenging October [email protected] WHEREAS in Re: to Please in Regional Debi Should Sincerely, residences BE Manager order Durham. transit October IT utmost Rossland doors Wilcox RESOLVED this be ON to . you 19, Durham services; of Municipality advised Thwn resolution access Harras importance to that 17, access seniors seniors’ inclines previous Legislative 2016 L1N ensure require Rd. of 2016: are 6A3 transit Regional E that and that to home are that residences transit be accessibility of transit further to the Services Durham now circulated Durham can services; ensure to following service Transit a required for be large Ontario’s information were difficult all Region I mobility Deputy of to and residents and population resolution service; and Durham to previously Fi,i

PirL (So 90111154ualit Cunisuii,,ily 155

Emergency Services Report

If this information is required in an alternate accessible format, please contact the Municipal Clerk at 905-623-3379 ext. 2102.

Report To: General Governance Committee

Date of Meeting: November 7, 2016

Report Number: ESD-004-16 Resolution:

File Number: N/A By-law Number:

Report Subject: Emergency Services Activity Report – 2nd Quarter of 2016

Recommendations:

1. That Report ESD-004-16 be received for information.

156 Municipality of Clarington Report ESD-004-16 Page 2

Report Overview

The Emergency Services Department is responsible for delivering fire suppression and emergency response, fire prevention and public education programs in accordance with the Fire Protection and Prevention Act. This report provides Council with an overview of the activities associated with the department’s Suppression and Emergency Response and Fire Prevention Division in the first and second quarter of 2016.

1 Fire Suppression and Emergency Response

1.1 Fire Suppression and Emergency Response Core Services

Fire suppression services are delivered in both an offensive and defensive mode and include search and rescue operations, forcible entry, ventilation, protecting exposures, salvage and overhaul as appropriate.

Emergency pre-hospital care is provided through medical acts such as defibrillation, standard first aid and cardio pulmonary resuscitation.

Special rescue services includes performing extrication using hand tools, air bags and heavy hydraulic tools as required. Fulltime firefighters are trained in Level 1 Basic Rope Rescue Techniques as determined by the Fire Chief. Water/Ice Rescue services are provided by those firefighters who are competently trained to perform the requested level of service as determined by the Fire Chief (up to Level III if so trained).

Highly technical and specialized rescue services such as Trench Rescue, Confined Space, HUSAR and Structural Collapse are provided to the Awareness Level.

Defensive hazardous material emergency response is conducted to the Operations Level by the fulltime firefighters and Awareness Level by the volunteer firefighters.

157 Municipality of Clarington Report ESD-004-16 Page 3

1.2 Annual Call Volume Fire Suppression staff responded to 877 calls in the 1st quarter of 2016 and 1,022 calls in the 2nd quarter of 2016. Chart A illustrates Emergency Services call volume from 2012 – 2016. Included in Chart A are statistics for injuries, fatalities and associated dollar loss. Note: Civilian and Firefighter injuries are reported for fires. Non-fire injuries are reported for Firefighters only.

Chart A Year 2012 2013 2014 2015 2016 Call Volume 3,411 3,405 3,483 3,636 1899 Civilian Injuries 2 5 2 3 3 Firefighter Injuries 0 0 4 1 0 Fatalities 0 0 0 1 0 Dollar Loss $3,685,813 $2,995, 046 $5,661,800 $4,563,251 $3,990,707

1.3 Monthly Call Volume Of the 877 calls for service in the 1st quarter of 2016, 15 were fires with loss, 9 outdoor fires with no loss and 853 were non-fire calls.

Of the 1022 calls for service in the 2nd quarter of 2016, 33 were fires with loss, 48 outdoor fires with no loss and 941 were non-fire calls.

Chart B breaks out the 1899 calls by month.

Chart B January February March April May June 0 25 50 75 100 125 150 175 200 225 250 275 300 325 350 375 Fires - loss Outdoor fires - no loss Non-fire call

158 Municipality of Clarington Report ESD-004-16 Page 4

1.4 Call by Response Type Class Chart C depicts the percentage by response type class to date in 2016. Chart C 3% 3% Property fires/explosions (48) 12% 3% Outdoor, no loss fires (57) 3% 5% 2% Burning (controlled) (64) 0% 7% CO False calls (92) 6% False Fire calls (141) Medical/resuscitator call (1063) Other response (123) Overpressure rupture/explosion (1) Pre fire conditions/no fire (29) Public Hazard (62) Rescue (219) 56%

159 Municipality of Clarington Report ESD-004-16 Page 5

2 Fire Prevention Division

2.1. Fire Prevention Inspection and Investigation Activities Chart D illustrates the percentage of documented actions Fire Prevention staff accomplished to date in 2016. Chart D 7% 8% Complaint Inspections (42) 15% Requested Inspections (82) 21% Retrofit Inspections (10) 2% Self-Initiated Inspections (203) Fire Investigations (11)

8% New Construction Inspections (46) New Building Plans Reviews (117) 2% 37% Fire Safety Plan Review (36)

2.2. Distribution of Fire and Life Safety Information and Public Education Programs Chart E illustrates the percentage of the public education activities to date in 2016.

Chart E 9% 14% Station Tours (10) 6% School Visits (20) Fire Safety House Visits (2) 6% 29% Public Events (13) Safety Lectures (10) 14% Extinguisher Training Events (4) Fire Truck Visits (4) TAPP-C Attendance (6)

19% 3%

160 Municipality of Clarington Report ESD-004-16 Page 6

3 Concurrence

Not Applicable. 4 Conclusion

It is respectfully recommended that this Report be received for information. 5 Strategic Plan Application

Not applicable.

Submitted by: Reviewed by: Gord Weir, Curry Clifford, MPA, CMO Director of Emergency Services Interim CAO

Staff Contact: Gord Weir, Fire Chief, 905-623-3379 ext. 2802 or [email protected]

There are no interested parties to be notified of Council’s decision.

GW/cp

161

Community Services

Report If this information is required in an alternate accessible format, please contact the Municipal Clerk at 905-623-3379 ext. 2102.

Report To: General Government Committee

Date of Meeting: November 7, 2016

Report Number: CSD-015-16 Resolution:

File Number: N/A By-law Number:

Report Subject: 2017 Community Event Sponsorship Requests – Fall Intake

Recommendations:

1. That Report CSD-015-16 be received; 2. That Council consider all submitted sponsorship requests; and 3. That all interested parties listed in Report CSD-015-16 and any delegations be advised of Council’s decision.

162 Municipality of Clarington Report CSD-015-16 Page 2

Report Overview

The purpose of this report is to provide Council with a summary of the 2017 Community Event Sponsorship – Fall Intake applicants in order to make decisions about awarding funding.

1. Background

The Community Event Sponsorship Program is an opportunity for Council to recognize and support events in our community that promote engagement and foster civic pride.

The Program is intended to provide financial assistance to community organizations or groups of residents offering event based activities; one-off occurrences that are planned in order to promote, to raise awareness or provide an opportunity for community gathering. Funds are awarded by Council through an application process on a semi- annual basis.

The applications presented herein were accepted through the Fall Intake for events occurring January 1 to June 30, 2017 inclusive. Applications were received until October 1, 2016 (11:59pm).

The Community Event Sponsorship Program (Attachment 1) outlines eligibility for the program. Applications have been reviewed to ensure they meet the funding criteria.

Individual requests through the Community Event Sponsorship Program may not exceed $2,000.00 per application.

The budget for the 2017 Community Event Sponsorship Program has not yet been approved. However, when this program was developed, the Treasurer was consulted and it was determined that the first half of the 2017 sponsorship account would be allotted at this fall intake in 2016. The remaining balance would be considered through the spring intake in 2017.

Traditionally, this account been approved at $35,000.00 annually. Based on two intakes per year, there will be $17,500.00 available for allocation at this time.

Five (5) sponsorship applications totalling $9,500.00 have been received for review and consideration. 2. Application Process

All eligible applications received have been recorded in the 2017 Master List of Sponsorship Applicants (Attachment 2), providing Council with an overview of applicants requesting funding.

163 Municipality of Clarington Report CSD-015-16 Page 3

Each application is also presented on a summary sheet numbered from S17-01 to S17- 05. The summaries provide an overview of the events requesting sponsorship, the recognition opportunities to be received through sponsorship and a two-year financial summary of each event to assist Council in their decision making for the awarding of funding (Attachment 3).

Organizations and groups who submitted incomplete applications were contacted and staff worked with them to provide as much of the outstanding information as possible.

This application period will cover events occurring in 2017, until June 30, 2017. Applications for events occurring July 1 to December 31, 2017 will be accepted until April 1, 2017 (11:59pm). 3. Additional Information

An application was received from Holy Family Catholic Elementary School Council to request funds to support their annual fun fair. The event helps raise funds to support Holy Family Catholic Elementary School and bring the local community together.

In the past, Council has supported some fundraising initiatives of schools through the Community Grant Process; mainly to replace aging play structures and once to support a significant anniversary celebration.

However, staff has deemed the application from Holy Family Catholic Elementary – Catholic School Council is ineligible and has not been included for Council’s consideration. Parent councils are established as advisory groups to the principal and school board and are governed by the school board. Therefore, school councils are the responsibility of another level of government and not eligible under the Community Event Sponsorship Program. 4. Concurrence

Not Applicable 5. Conclusion

The Community Event Sponsorship Program is intended to provide an opportunity for Council to assist groups and organizations in offering special events that benefit the residents of Clarington. Such activities and events serve to bring community members together, connect our neighbours and foster pride in Clarington.

164 Municipality of Clarington Report CSD-015-16 Page 4

6. Strategic Plan Application

The recommendations contained in this report conform to the Strategic Plan.

Submitted by: Reviewed by:

Joseph P. Caruana, Curry Clifford, MPA, CMO

Director of Community Services Interim CAO

Staff Contact: Sharon Meredith, Manager of Recreation, 905-623-3379 ext. 2504 or [email protected]

Attachments:

Attachment 1 – Community Event Sponsorship Program

Attachment 2 – Master List of Community Event Sponsorship Applicants

Attachment 3 – Community Event Sponsorship Requests Individual Summary Sheets

List of interested parties to be notified of Council's decision is on file in the Community Services Department.

JPC/SM/WG

165 Attachment 1 to Report CSD-015-16

Community Event Sponsorship Program The Municipality of Clarington would like to assist individuals and organizations to provide opportunities for hosting special events. Such activities and events would serve to bring community members together, connect our neighbours and foster pride in Clarington. The Community Event Sponsorship Program may provide funding for community special events to a maximum of $2,000 per successful application. (Limit of one (1) successful application per applicant per calendar year.) Applicants are further encouraged to pursue other opportunities for financial support. Organizations that receive funding through the Municipality of Clarington’s Community Grant Program are eligible. Organizations must be and must remain in good financial standing with the Municipality of Clarington.

1. Eligibility Criteria: Funding is available for community organizations and groups located in or providing services within Clarington to support local events.

Eligible Applicants: Community Organization: duly constituted group, club, association or society providing programs and services within Clarington; and Group: two (2) or more Clarington residents who share a common purpose in providing a community event with no personal or professional gain. Organizations that receive funding through the Municipality of Clarington’s Community Grant Program are eligible; however, organizations that receive funding through the annual municipal budget process are not eligible. Groups and organizations interested in applying for funding under the Community Event Sponsorship Program must submit a complete Application Form and Event Budget for Council consideration according to the following intake dates:

• By April 1 (11:59pm) – for events occurring July 1-December 31 • By October 1 (11:59pm)– for events occurring January 1-June 30 *Applications will not be considered for events that have already occurred. The Community Event Sponsorship Program may provide funding to groups or community organizations to fund events / activities that:

• Occur locally within the Municipality of Clarington or Region of Durham;

166 Community Event Sponsorship Program

• Are open to the public (i.e. event may be offered at no charge or may charge an admission fee, but cannot not be restricted to membership only); and • Are not the responsibility of another level of government.

2. Recognition: Organizations and groups receiving a Community Event Sponsorship from the Municipality of Clarington shall acknowledge and demonstrate the support of the Municipality. Demonstration of the financial contribution of the Municipality of Clarington through various means such as printed materials, social media and verbal recognition associated with these sponsored events will positively highlight the Municipality’s commitment to supporting our volunteer community, engaging our citizens and connecting our residents.

167 Attachment 2 to Report CSD-015-16

Community Event Sponsorship Applicants 2017 Running Appl. # Organization Event Date First name Last name 2016 Request 2016 Received 2017 Request Comments Received Balance Starting $17,500.00 Balance Clarington Minor Atom AAA Hockey S17-01 March 17-20, 2017 Cassandra Clarke $0.00 $0.00 $1,500.00 $17,500.00 Team Architectural Conservancy of Ontario - S17-02 June 10, 2017 Kim Vaneyk $0.00 $0.00 $2,000.00 $17,500.00 Clarington Branch S17-03 Big Brothers Big Sisters of Clarington June 3, 2017 Darlene Brown $1,500.00 $500.00 $2,000.00 $17,500.00

S17-04 Green Gaels Lacrosse Club June 17, 2017 Doug Luey $500.00 $500.00 $2,000.00 $17,500.00 In the Face of An Angel - Golf S17-05 May 28, 2017 Sandy Cochrane $1,000.00 $1,000.00 $2,000.00 $17,500.00 Tournament

168 Attachment 3 to Report CSD-015-16 Municipality of Clarington Community Services Department Summary of Community Event Sponsorship Information

Applicant / Organization: Clarington Minor Atom AAA Hockey Team

Application #: S17-01

Date Received: September 30, 2016

Contact Name: Cassandra Clarke

Event Information

Event Name: Ontario Minor Hockey Association Minor Atom AAA Championship Event Date: March 17-20, 2017

Event Location: Garnet B. Rickard Recreation Complex

Anticipated Attendance: 3,000

Admission cost: Free for spectators (teams pay registration fee)

Sponsorship Benefits • Recognition in printed program at event • Recognition on banner at event • Verbal recognition at event

Description of the event that the funding will be used for:

The Clarington AAA Zone, Minor Atom AAA hockey team has won the right to host the 2017 Ontario Minor Hockey Association (OMHA) Minor Atom AAA championship hockey tournament. The event will feature teams from across the Province who qualified to represent their Association. Five teams in total will participate in the tournament to determine the OMHA Champion for the 2016 / 2017 season. The Clarington Minor Atom AAA team aims to encourage hockey players to realize their full potential and to contribute responsibly to the game of hockey.

Financial Summary (event only):

2016 2017 Revenue $ 0.00 $ 23,830.00 Expenses $ 0.00 $ 25,330.00 Net $ 0.00 ($ 1,500.00) Sponsorship $ 0.00 $ 1,500.00 Final Net $ 0.00 $ 0.00

169 Attachment 3 to Report CSD-015-16 Municipality of Clarington Community Services Department Summary of Community Event Sponsorship Information

Applicant / Organization: Architectural Conservancy of Ontario - Clarington Branch

Application #: S17-02

Date Received: September 30, 2016

Contact Name: Kim Vaneyk

Event Information

Event Name: Doors Open Clarington

Event Date: June 10, 2017

Event Location: Kendal Area, exact sites to be confirmed

Anticipated Attendance: 8,500

Admission cost: No Charge

Sponsorship Benefits • Recognition in advertisements in local papers, pamphlets and banners distributed in the community • Verbal recognition at public events • Recognition on website • Verbal recognition at committee meetings

Description of the event that the funding will be used for:

Through advocacy and direct action, the Architectural Conservancy of Ontario (ACO) is involved in preserving Ontario's architectural and environmental heritage since 1933 by helping communities and owners preserve buildings and structures of architectural merit and places of natural beauty or interest. Doors Open is a province wide free of charge celebration of community heritage, implemented in Clarington through our local branch of the ACO. Residents and out of town visitors explore unique and interesting places of a particular area in the municipality. This year's Doors Open Clarington event will be occurring in the Kendal community.

Financial Summary (event only): *The applicant has indicated of the $3,000.00 received through the 2016 Community Grant Process, $2,000.00 was used towards the 2016 Doors Open event which was held in Newcastle while the remainder offset their operating expenses.

2016 2017 Revenue $ 5,500.00 $ 5,500.00 Expenses $ 7,155.98 $ 7,500.00 Net ($ 1,655.98) ($ 2,000.00) Sponsorship $ 0.00* $ 2,000.00 Final Net ($ 1,655.98) $ 0.00 170 Attachment 3 to Report CSD-015-16 Municipality of Clarington Community Services Department Summary of Community Event Sponsorship Information

Applicant / Organization: Big Brothers Big Sisters of Clarington

Application #: S17-03

Date Received: September 30, 2016

Contact Name: Darlene Brown

Event Information

Event Name: Spring Food, Wine & Beer Festival

Event Date: June 3, 2017

Event Location: Newcastle Community Hall and Gardens

Anticipated Attendance: 300-400

Admission cost: $10.00 per person

Sponsorship Benefits • Recognition on posters and promotional material, event advertisements (local papers, website) • Event signage, website and social media • Clearly highlighted throughout the event • Post-event recognition • Complimentary tickets to attend

Description of the event that the funding will be used for:

Big Brothers Big Sisters of Clarington provides the highest quality volunteer based mentoring programs to the children of Clarington. The Spring Food, Wine & Beer Festival highlights local cuisine, wines and craft beer while at the same time raising much needed funds for the organization's children's programs.

Financial Summary (event only):

2016 2017 Revenue $ 12,117.00 $ 12,500.00 Expenses $ 3,597.00 $ 4,000.00 Net $ 8,520.00 $ 8,500.00 Sponsorship $ 500.00 $ 2,000.00 Final Net $ 9,020.00 $ 10,500.00

171 Attachment 3 to Report CSD-015-16 Municipality of Clarington Community Services Department Summary of Community Event Sponsorship Information

Applicant / Organization: Green Gaels Lacrosse Club

Application #: S17-04

Date Received: September 30, 2016

Contact Name: Doug Luey

Event Information

Event Name: Lacrosse Day in Durham

Event Date: June 17, 2017

Event Location: Garnet B. Rickard Recreation Complex

Anticipated Attendance: 400-500

Admission cost: $8.00 per person

Sponsorship Benefits • Recognition in event program, website, lineup sheet • Recognition on local television and radio spots

Description of the event that the funding will be used for:

The Clarington Green Gaels Lacrosse Club is pleased to host Lacrosse Day in Durham to celebrate the 150th anniversary of Canada's Game. The event will educate the public about the important role that the sport of lacrosse has had in nation-building and its spiritual significance to the First Nations.

Financial Summary (event only):

2016 2017 Revenue $ 0.00 $ 1,000.00 Expenses $ 0.00 $ 3,000.00 Net $ 0.00 ($ 2,000.00) Sponsorship $ 0.00 $ 2,000.00 Final Net $ 0.00 $ 0.00

172 Attachment 3 to Report CSD-015-16 Municipality of Clarington Community Services Department Summary of Community Event Sponsorship Information

Applicant / Organization: In the Face of an Angel Golf Tournament

Application #: S17-05

Date Received: September 26, 2016

Contact Name: Sandy Cochrane

Event Information

Event Name: In the Face of an Angel Golf Tournament

Event Date: May 28, 2017

Event Location: Newcastle Golf Course

Anticipated Attendance: 48

Admission cost: $100.00 per golfer

Sponsorship Benefits • Recognition on social media, signage and posters leading up to event, sponsor board at event • Verbal recognition at event • Special signage promoting the municipality

Description of the event that the funding will be used for:

Over the past six years, In the Face of an Angel Golf Tournament has raised over $60,000.00 for Ovarian Cancer Canada. On Sunday, May 28, 2017, the 7th annual In the Face of an Angel Golf Tournament will be held at the Newcastle Golf and Country Club. The funds raised through this event are used to fund research and provide outreach programs through the tournament beneficiary, Ovarian Cancer Canada.

Financial Summary (event only):

2016 2017 Revenue $ 13,385.00 $ 14,400.00 Expenses $ 4,800.00 $ 5,700.00 Net $ 8,585.00 $ 8,700.00 Sponsorship $ 1,000.00 $ 2,000.00 Final Net $ 9,585.00 $ 10,700.00

173

Clerk's Report

If this information is required in an alternate accessible format, please contact the Accessibility Coordinator at 905-623-3379 ext. 2131.

Report To: General Government Committee

Date of Meeting: November 7, 2016

Report Number: CLD-032-16 Resolution:

File Number: By-law Number:

Report Subject: Changes to the Municipal Elections Act

Recommendations:

1. That Report CLD-032-16 be received; and

2. That all interested parties, and any delegations, be advised of Council's decision.

174 Municipality of Clarington Report CLD-032-16 Page 2

Report Overview

This report is intended to provide background information for Council regarding the changes to the Municipal Elections Act as a result of Bill 181, Municipal Elections Modernization Act.

1. Background 1.1 The Act

The Municipal Elections Modernization Act, 2016 (MEMA), or Bill 181, makes changes to the Municipal Elections Act, 1996 (MEA). Some of these changes come into effect immediately after Royal Assent on June 9, 2016 and certain changes do not come into effect until April 1, 2018, in time for the next municipal election.

Bill 181 included a number of changes to the Municipal Elections Act that were intended to address issues that have been of concern to election administrators for many years, as well as issues that arose during the 2014 Municipal Elections across Ontario including:

• Lack of regulation for third party advertising; • Challenges with compliance and enforcement of election rules; • Lack of clarity related to campaign financing; • The length of the campaign period; and

Areas where the Act could be updated and modernized. The following changes will be discussed in more detail later in this report:

• Ranked Ballots • Election Calendar • Campaign Finance • Third Party Advertising • Voters’ List • Nomination and Eligibility • Election Administration • Recount Policy • Accessibility 2. Ranked Ballots

The most extensive change is the establishment of a framework to allow for ranked ballot elections in Ontario for the first time. This change can be made based on a Council decision and the passing of a bylaw. Additional details on ranked ballot elections will be provided in a separate report.

175 Municipality of Clarington Report CLD-032-16 Page 3

3. Election Calendar

A number of key dates and timelines in the election calendar have been changed affecting everything from the nomination period for candidates to dates for the voters' list availability and election policies and procedures. A detailed list of changes has been provided in Attachment 1. 4. Campaigning

Campaign provisions have been clarified to allow candidates to access apartment buildings, condominiums, non-profit housing co-ops or gated communities from 9:00 AM until 9:00 PM in order to campaign. Landlords and condominium corporations will not be allowed to prohibit tenants or owners from displaying campaign signs in their windows. Notwithstanding this right, the changes will provide landlords, property managers, condominium corporations or other authorized agents with the ability to establish reasonable limits respecting the size and type of election signage displayed on the property and may prohibit all election signage within common areas of the building.

Candidates and third party advertisers (See Section 11 for an explanation of third party advertising) are required to identify themselves on campaign advertisements and signs, so that it is clear who is responsible for each sign and advertisement that appears or is broadcast.

Municipalities are authorized to remove election campaign advertisements in the case of a contravention. Municipalities may require the following to remove or discontinue the advertising:

• a person who contravened the provisions for third party advertisers or caused/permitted the contravention; or • the owner or occupier of the land on which the contravention occurred. 5. Corporations and Unions

Corporations and trade unions are no longer eligible to contribute to municipal election campaigns. This includes all council and school board elections. Corporations and trade unions, however, can be third party advertisers and make contributions to third party advertisers.

Rules for determining whether two corporations should be considered as a single corporation are simplified, so that it should be easier for corporations and candidates to determine whether the contributions from two corporations should count towards the same contribution limit to third party advertisers.

176 Municipality of Clarington Report CLD-032-16 Page 4

6. Changes affecting Voters

While the secrecy of one’s vote has always been a principle of the Act, the amendments make it clear that electors are prohibited from photographing or video recording their marked ballot and are additionally prohibited from showing their marked ballot to any individual, except if they require assistance to mark their ballot in order to vote. Given the pervasiveness of smart phones, this amendment is intended to reinforce the secrecy afforded to an individual’s vote, particularly in light of a recent trend to share video or photographic evidence of one’s voting record on social media. 7. Campaign Finances 7.1 Bank Account

A candidate who does not accept any contributions of money, or incur any expenses (not including their filing fee), is not required to open a bank account.

7.2 Contributions

Individuals, corporations and unions can make contributions to third party advertisers. (See Section 11 for an explanation regarding third party advertising.)

Currently donations of $10 or less at fundraising functions are not considered to be contributions.

Under Bill 181, the limit is raised to $25. Also, if a candidate sells items for $25 or less in order to raise campaign funds, the money is considered campaign income rather than a contribution. In this case, the candidate does not have to issue a receipt, or make sure that the person buying the item is eligible to make a campaign contribution.

It is important to note that money, goods and services given to and accepted by a person for his or her election campaign, or given to and accepted by another person who is acting under the person’s direction, are deemed to be contributions under the legislation. This means that all in-kind contributions or discounted pricing for goods and services by corporations or trade unions will be prohibited, such as space, equipment, advertising, brochures, signs, printing, website design/hosting, food, etc.

Candidates will be required to inform contributors of the contribution limits. A contributor is limited to a total of $750 to any one candidate in an election (except in the case of the office of Mayor of the City of Toronto) and $5,000 to two or more candidates for office on the same council or local board.

7.3 Spending Limits

There is a new spending limit for parties and expressions of appreciation after voting day. The specific amount of the spending limit is to be set out in a regulation.

177 Municipality of Clarington Report CLD-032-16 Page 5

7.4 Subsequent Filing

If a candidate or third party advertiser has filed their financial statement before the deadline and then discovers an error, they can file a corrected financial statement and auditor’s report up until the filing deadline.

7.5 Late Filing

There is a 30-day grace period for candidates and third party advertisers who miss the deadline to file a financial statement and auditor’s report, provided that the candidate or third party advertiser pays a $500 late filing fee to the municipality.

7.6 Clerk’s Review

The clerk who conducted the election is responsible for reviewing the contributions that are reported on the financial statements to council and trustee candidates as well as third party advertisers. If a contributor appears to have given more than the contribution limits allowed, the Clerk will report this to the Compliance Audit Committee. Within 30 days or receiving the report, the Compliance Audit Committee must decide whether to commence a legal proceeding against the contributor.

7.7 Report on Exceeded Campaign Contribution Limits

The report would identify any candidates who appeared to exceed the campaign contribution limits. The same type of report would also be created for registered third party contributors. The Secretary of a school board would be responsible for compiling this report for candidates running for School Board Trustee. These reports would be referred to the Compliance Audit Committee to determine if any further action will be taken.

7.8 Refund of Nomination Fee

Every candidate will be entitled to a refund of the nomination fee if they file their campaign financial statement and, if needed, the auditor’s report by the deadline.

7.9 Deficits

After the 2018 Municipal Election, campaign deficits will not be carried forward from the previous election campaign.

7.10 Report on “Failure to Comply”

Another new requirement is for the Clerk to publicly identify in a report the candidates and third parties who have failed to comply with the requirement to file a financial statement and who are prohibited from running or registering in the next election as a result.

178 Municipality of Clarington Report CLD-032-16 Page 6

8. Advertising

An election campaign advertisement is defined as an advertisement in any broadcast, print, electronic or other medium that has the purpose of promoting or supporting the election of a candidate.

Candidates will be required to include specific information on their election advertising in order to make it clear who is responsible for the message. This will apply to all advertising regardless of format or method.

Candidates, or those advertising on their behalf, will need to provide broadcasters and publishers with information including the name of the candidate, name of the individual or organization taking out the advertisement, as well as the address and telephone number of the individual interacting with the broadcaster or publisher on behalf of the candidate.

The broadcaster or publisher is then responsible for retaining this information, along with a copy of the ad and invoice, for a period of two years and making this information available to the public for inspection in that time period. 9. Third Party Involvement

The MEA now includes a framework for the registration and financial filing of third party advertisers.

9.1 Definition

A third party advertisement is a message in any medium (billboard, newspaper, radio, etc.) that supports or opposes a candidate or a "yes" or "no" vote on a question on the ballot.

Third party advertising also does not include:

• issues-based advertising, so groups that do public outreach can continue their issued-based advocacy work throughout the municipal election period;

• an advertisement by or under the direction of a candidate;

• advertising that does not cost money to post or broadcast, such as comments made on social media;

• where no expenses are incurred by the person/entity in relation to the advertisement; OR

• when given or transmitted by an individual to employees, by a corporation to its shareholders, directors, members or employees or by a trade union to its members or employees.

179 Municipality of Clarington Report CLD-032-16 Page 7

9.2 Registration for Third Party Advertising

Individuals, corporations or trade unions will be eligible to be third party advertisers, if they formally register with the Clerk in the municipality where they want to advertise. If they want to advertise in more than one municipality, they have to register in each municipality, each with their own spending limit.

Third party advertisers must be registered at the time an advertisement appears.

The following are not permitted to register as a third party advertiser:

• Municipal election candidates;

• A federal political party registered under the Canada Elections Act (Canada) or any federal constituency association or registered candidate at a federal election endorsed by that party;

• A provincial political party, constituency association, registered candidate or leadership contestant registered under the Election Finances Act; and

• The Crown in right of Canada or Ontario, a municipality or local board.

Registration allows a third party advertiser to promote or oppose any registered candidate that the electors in the municipality.

Third party advertising must be done independently of candidates, who are not able to direct a third party advertiser.

9.3 Contributions to Third Parties

In general terms, the rules parallel those that govern contributions to candidates. For example, contributions may only be made to third party advertisers who are registered, and only during the applicable campaign period. Corporations and trade unions are permitted to make contributions to registered third parties. Maximum amounts that may be contributed to registered third parties are specified in the regulations.

9.4 Campaign Finances for Third Party Advertising

Most campaign finance rules that apply to candidates will also apply to third party advertisers. Third party advertisers will have spending limits and there will be contribution limits for those wishing to contribute to a third party advertiser.

180 Municipality of Clarington Report CLD-032-16 Page 8

9.5 Late Filing by Third Parties

If the third party files financial statements late, the registered third party is not entitled to register again until after the next regular election has taken place. However, a registered third party is permitted to avoid the automatic penalty for failing to file a financial statement by the specified deadline if the registered third party pays a late filing fee of $500 and files the report within 30 days after the specified deadline. 10. Candidate Nominations and Eligibility

There is a new requirement that anyone wishing to run for office on a council (does not apply to school boards) must submit the signatures of 25 voters supporting the nomination. The individuals providing the signatures will each have to sign a declaration stating that they were eligible to vote in the municipality on the day that they signed the endorsement. Individuals may endorse more than one nomination. If a candidate files a nomination, and then changes their mind and decides to run for a different office on the same council, they are not required to submit new signatures.

The nomination period is reduced from 37 weeks to 13 weeks, with the opening of nominations occurring on May 1 and ending on the 4th Friday in July (July 27, 2018). 11. Election Administration 11.1 Decision Making

Changes to the MEA will provide greater administrative discretion and independence to the Clerk. The following matters, some of which previously required Council approval, will now be entirely under the authority of the Clerk:

• The establishment of advance voting dates, locations and hours;

• The establishment of reduced voting hours for voting places and long-term care facilities;

• The management of the voters' list, including the removal of deceased persons, additions of new electors and amendments to existing electors, as well as, the method by which additions, amendments and deletions are completed; and

• The ability to decide whether candidates are permitted to file financial statements electronically and any conditions or limits associated electronic filing.

Clerks have greater flexibility in determining how certain election documents may be submitted and how notices are sent out.

Original signatures are required only for nomination forms, third party advertiser registration forms and proxy appointment forms.

181 Municipality of Clarington Report CLD-032-16 Page 9

12. Recount Policy 12.1 Previously

In previous municipal elections, a recount could only be conducted under the following limited circumstances:

• Where the counting of ballots resulted in a tie vote;

• Where a municipality/ local board or Minister of Municipal Affairs and Housing has passed a resolution to order a recount; or

• Where an electors' request for a recount has been granted by the Superior Court of Justice.

12.2 Changes

The Act now provides a municipality may, by by-law, adopt a policy, by May 1st, with respect to the circumstances in which the municipality requires the clerk to hold a recount of the votes cast in an election. The Clerk now has the authority to hold a recount in accordance with the new recount policy.

By way of an example, a policy could conceivably authorize a recount in the event the totals for two candidates were separated by a defined value (i.e. separated by 5 votes or less or 1% of the total number of votes cast for the office, whichever is smaller). The ability to adopt a recount policy would provide greater clarity and certainty to candidates, electors and election administrators when a close vote occurs. 13. Accessibility

The Clerk is now required to prepare an Elections Accessibility Plan and make it available to the public before voting day. Section 12.1(3) of the MEA has also been amended to require that the Clerk prepare a report within 90 days following the election on the identification, removal and prevention of barriers that affect electors and candidates with disabilities and make this report available to the public, rather than submitting it to Council, as was previously required. 14. Financial Impact

The changes to the legislation may require additional staff time or resources to address. Staff will identify the implications through a specific staff report or the budget process, depending on the magnitude of the financial implication. 15. Concurrence

Not Applicable 182 Municipality of Clarington Report CLD-032-16 Page 10

16. Conclusion

It is respectfully recommended that this report be received for information. 17. Strategic Plan Application

Not applicable.

Submitted by: Reviewed by: C. Anne Greentree, Curry Clifford, MPA, CMO Municipal Clerk Interim CAO

Staff Contact: June Gallagher, Deputy Clerk, 905-623-3379 ext. 2103 or [email protected]

Attachments:

Attachment 1 – Changes to key election dates

Interested Parties:

W.R. (Rusty) Hick, Director of Education and Secretary of the Board

Michael Nasello, Director of Education and Secretary-Treasurer, Peterborough Victoria Northumberland and Clarington Catholic District School Board

M. Martin Bertrand, Director of Education, Viamonde French Separate School Board

André Blais, Director of Education, Conseil scolaire de district catholique Centre-Sud, French Catholic School Board

183 Attachment 1 to

Municipality of Clarington Report CLD-032-16

Changes to Key Election Dates

Item Previous Date New Date

By-law Authorization of alternative voting June 1, 2018 May 1, 2017 methods By-law – Use of Ranked Ballots N/A May 1, 2017 Authorization of a recount policy N/A May 1 Establishment of forms, policies and June 1, 2018 December 29, 2017 procedures for voting, vote counting equipment and alternative voting methods Clerk determines single or batch N/A December 31, 2017 elimination for ranked ballots Authorization of a ballot question June 1, 2018 March 1, 2018 Establishment of voting subdivisions Minister’s Letter April 2, 2018 Opening of nomination period First day of business May 1, 2018 after January 1st (January 2nd, 2018) Close of nomination period Second Friday in July 27, 2018 September Availability of the voters' list First Tuesday in September 4, 2018 September Compilation of interim list of changes to 10 days following Starts September 15 and the voters’ list nomination day ends September 25 Voting Day Fourth Monday in October 22, 2018 October Close of 3rd party advertising N/A Voting Day registrations Oct. 22, 2018 Report of candidates in default N/A May 1, 2019

184

Clerk's Report

If this information is required in an alternate accessible format, please contact the Accessibility Coordinator at 905-623-3379 ext. 2131.

Report To: General Government Committee

Date of Meeting: November 7, 2016

Report Number: CLD-034-16 Resolution:

File Number: By-law Number:

Report Subject: Municipal Elections - Ranked Ballot Elections

Recommendations:

1. That Report CLD-034-16 be received;

2. That the Municipality of Clarington maintain the existing first-past-the-post election model for the 2018 Municipal Elections; and

3. That Staff review this position prior to the 2022 Municipal Elections.

185 Municipality of Clarington Report CLD-034-16 Page 2

Report Overview

This report provides a synopsis related to recent changes to the Municipal Elections Act regarding the new ranked ballot election framework. It is intended to assist Council in their considerations of this voting option for future elections. It is not recommended that the Municipality move to this voting system.

1. Background

Report CLD-032-16 summarizes the changes to the Municipal Elections Act (MEA), including ranked ballots. The most extensive change is the establishment of a framework to allow for a ranked ballot election in Ontario for the first time. This change can be made by a Council decision and the passing of a by-law. This report is intended to provide a more in depth background on ranked ballots.

The Province committed to providing municipalities with the option of using ranked ballots in future elections as an alternative to the current first-past-the-post system where the candidate who receives the highest number of votes wins. The current system does not require a certain percentage of votes to be achieved to win a contest. Ranked ballots allow a voter to rank candidates in order of preference (first choice1, second choice, third choice, etc.).

Changes to the MEA now give all municipal councils in Ontario the option to pass a by- law to implement ranked ballot elections starting with the next municipal election in 2018. The related Regulation 310/16 was passed on September 16, 2016 and outlines:

• rules governing ballots, voting procedures, the counting of votes, recounts and reporting results; • conditions, limitations and procedural requirements for passing the by-law, including consultation requirements and timing; and • powers that the Clerk may exercise in administering a ranked ballot election.

The possibility of adopting ranked ballot voting influences decisions regarding the methods of voting (e.g. scanned paper ballots, internet voting, other electronic methods of voting), and what systems will be required for counting votes. Methods of voting and acquisition of systems will be discussed under a separate report at a later time.

186 Municipality of Clarington Report CLD-034-16 Page 3

Ranked ballots are used (but called by different names) in approximately ten municipalities in the United States (in only a handful of communities spanning seven states), in various places in Europe and the United Kingdom and in Canada for political party leadership races. To date, ranked ballot elections have not been implemented in any municipal, provincial or federal elections in Canada.

On June 7, 2016, the federal government formed a parliamentary committee, the Special Committee on Electoral Reform, which is to report by December 1, 2016, but it has promised legislation by April 19, 2017. Town Hall meetings were held in October regarding federal election reform. 2. What is a Ranked Ballot Election (RBE)?

A ranked ballot election means an election whereby electors vote by ranking candidates for an office in order of the elector’s preference, votes are distributed to candidates based on the rankings marked on the ballots, and the counting of votes is carried out in one or more rounds, with at least one candidate being elected or eliminated in each round. .

2.1 Framework

Section 41.1 of the Act sets out the framework for RBE as follows:

1. Electors vote by ranking candidates for an office in order of the elector's preference.

2. Votes are distributed to candidates based on the rankings marked on the ballots.

3. The counting of votes is carried out in one or more rounds, with at least one candidate being elected or eliminated in each round.

RBEs can only be undertaken within a municipality if all municipal races are using ranked ballots. For instance, a municipality could not use ranked ballots for the mayoral race and first-past-the-post for councillor races.

It is important to note that the Act does not allow for RBEs for school boards. School boards do not have the same timeline and will not have the option of using RBEs until, at the earliest, the 2022 election. This is mainly because of the overlap of municipalities within school boards and the inherent logistics of coordinating ballots for ranking and counting

187 Municipality of Clarington Report CLD-034-16 Page 4

2.2 Concept

For RBEs, instead of voting for a single candidate, the elector ranks the list of candidates in order of your preference, first, second, third, etc. The first choice votes are totalled up and if someone receives 50% or more of the votes, then they are declared the winner and the election is over.

However, if no candidate receives more than 50%, then the candidate with the least votes is eliminated from the race. The second choices of the voters whose first choice was the dropped candidate are added to the remaining totals and the votes are counted up again. Once again, if someone has a majority then they are declared the winner.

If not, another candidate is eliminated and the process repeats until there is a majority winner. Attachment 1 provides a simplified example of a ranked ballot election.

2.3 Types of Ranked Ballots

There are two types of ranked ballots: single-member RBEs, also known as instant runoff voting (IRV), and multi-member RBEs, also known as single transferrable vote (STV). In the Municipality of Clarington, a single-member ranked ballot process would apply to all the offices (i.e. where only one candidate is elected). A multi-member ranked ballot process would apply to where multiple candidates are elected per race. Since Clarington does not have a multi-member situation, this report will focus on the “single- member ranked ballot approach”.

2.4 Thresholds According to the ranked ballot approach, a candidate would have to cross a "threshold" of votes to be elected. In the case of a single-member RBE, the threshold to be elected is 50% plus one of the total number of votes received for a contest, calculated as follows: 100% of Votes Cast Threshold = + 1 = 50% + 1 1 candidate will be elected + 1 � �

188 Municipality of Clarington Report CLD-034-16 Page 5

The following is a simplified example of calculating the threshold, from the Ministry of Municipal Affairs Website: (http://www.mah.gov.on.ca/Page11118.aspx )

In this election, you are being asked to vote on the kind of fruit that will be served as a snack.

With ranked ballots you can rank your choices from your most preferred to least preferred option. You rank the choices as follows:

• Cherry 1 • Pear 2 • Strawberry 3 • Apple 4

Thirty people voted, and only one fruit can be chosen. Sixteen votes are needed for a fruit to be chosen (50 per cent of 30 votes is 15 votes, plus one makes it a majority). 2.5 Single-Member Ranked Ballot Election

To cross the threshold in a single-member RBE, votes would be distributed among candidates based on the rankings indicated by the voter on the ballot. In the event that a candidate does not receive enough votes to pass the threshold, subsequent rounds of vote counting would be conducted where the candidate(s) who received the lowest number of votes would be dropped from future counts, and his or her votes redistributed based on the rankings assigned to other candidates on the same ballot, until the threshold is met.

189 Municipality of Clarington Report CLD-034-16 Page 6

The following image, provided by the Ministry of Municipal Affairs, outlines the basic process:

2.6 Elimination of Candidates

Candidates may be eliminated either using single elimination or batch elimination.

The Clerk has the authority to decide which elimination method will be used. The same elimination method must be used for all offices, and all rounds of vote counting.

In the single elimination method, the candidate who has the lowest number of votes is eliminated, and those votes are distributed to the remaining candidates according to the next preference shown on each ballot.

In the batch elimination method, all candidates who do not have a mathematical chance of being elected are eliminated at the same time, and those votes are distributed to the remaining candidates according to the next preference shown on each ballot.

190 Municipality of Clarington Report CLD-034-16 Page 7

3. How Rankings are Interpreted

The voter's preference will be determined by looking at the rankings given to candidates.

If a voter gives the same candidate more than one ranking, only the highest of those rankings will be considered.

If a voter skips a ranking, the next highest ranking will be considered.

If a voter gives two candidates the highest ranking, so that it is not possible to determine which candidate is the voter's first preference, the ballot will be rejected.

In any round of counting after the first round, if a ballot is to be transferred, but it is not possible to determine which candidate is the voter's next preference, the ballot becomes exhausted.

A voter does not have to rank the maximum number of preferences. For example, if a voter only ranks one candidate, that candidate would be the voter's highest preference. If the ballot is to be transferred in a later round, it would become exhausted because it would not be possible to determine the voter's next preference.

In any election where voters complete their ballot by hand, there is an inherent challenge of interpretation. The use of vote counting equipment (i.e. vote tabulators) assists greatly in identifying any voting errors in real time which enables the elector to correct their ballot. The use of internet and telephone voting further overcomes the challenge of interpretation by technically prohibiting errors from occurring (i.e. over-voting). The challenges of vote interpretation may be compounded by complexities of voting in ranked ballot system. That said, where an RBE is contemplated, to eliminate voting errors, the RBE should be conducting using internet and/or telephone voting. 4. Details of Regulations 4.1 Ranking

The by-law may specify the maximum number of rankings that an elector may make and may provide a different number of maximum rankings for each office. If the by-law does not specify the maximum number of rankings, the default maximum is three.

If ranked ballots are authorized for a regular election, ranked ballots must also be used in any by-elections that are held to fill council vacancies during the council term.

191 Municipality of Clarington Report CLD-034-16 Page 8

4.2 Reporting

In addition to declaring the candidates who have been elected, the Clerk will be required to also report the following information to the public:

• the number of ballots cast; • the number of ballots that were declined or rejected; • the threshold for each office; • the number of votes each candidate received in the first round of vote counting; and • the results of each round of vote counting, including the number of votes received by each remaining candidate and the number of exhausted ballots. 5. Regional Chair and Durham Region Municipalities

Upper-tier municipalities that have directly elected offices (i.e. the member does not also sit on a lower tier council) may pass a by-law authorizing the use of ranked ballots to elect those offices. However, an upper tier municipality could only pass a by-law if all of the lower-tier municipalities within it have passed by-laws authorizing the use of ranked ballots to elect the lower-tier offices.

Within Durham Region, Whitby has already indicated that they are not moving forward with ranked ballots (the other municipalities have not taken an official stance), thus ranked balloting cannot be used for the 2018 Municipal Elections for Regional Chair. 6. Pros and Cons of Ranked Ballot Elections

Based on research of ranked ballots, there are several pros and cons provided by various groups. The following is a summary of the findings of staff and considerations for the use of ranked balloting: Pros: • Reduction of vote splitting – voting with your heart instead of strategically voting to avoid having the candidate you don’t want elected. • Greater diversity of candidates and ideas – potential candidates will not be discouraged from running providing a greater number of ideas and platforms. • Discourages negative campaigning as candidates need to appeal to their opponents’ supporters in order to be their 2nd, or 3rd choice to increase their chances of being elected.

192 Municipality of Clarington Report CLD-034-16 Page 9

• Provides a greater element of democracy – current first-past-the-post method provides for electing candidates that may not have a lot of supporters and who have not achieved the majority of the vote. Cons • Complexity of the voting method for electors, which lead to greater costs in educating the voters. • Electors may have difficulty choosing more than one candidate – they may be knowledgeable in their first choice candidate but not in others to make a 2nd or 3rd choice. • Studies suggest that jurisdictions that use ranked ballots disenfranchise less- educated, low-income, immigrant and elderly voters. • Results based on mathematics rather than voter intent – voters whose first choices lose could still feel their votes did not count. There are also many other implications of a ranked balloting system and these are set out below. 7. Implications if Ranked Ballot Elections were Adopted

As per Section 5(1) of Regulation 310/16, before passing a by-law to implement RBEs, Council will be required to give consideration to the following matters:

• The costs to the municipality of conducting the elections; • The availability of technology, such as voting equipment and vote counting equipment and software, for conducting the elections; and • The impact the proposed by-law would have on election administration

7.1 Public Consultation and Support

Substantial public consultation and engagement is required before implementing such a significant change to the current electoral system. If Council directs staff to proceed with a ranked ballot as an option for the 2018 municipal election, a thorough public consultation process is required to gather public feedback. The Municipality would be required to hold an open house to provide the public with information and the opportunity to ask questions about:

• How elections would be conducted, including a detailed description of vote counting;

193 Municipality of Clarington Report CLD-034-16 Page 10

• The estimated costs of conducting the election; • Any voting and vote-counting equipment that is being considered for use in the election; and • Any alternative voting method being considered for use in the election.

A municipality must also hold a public meeting to allow the public to speak to Council about the proposed by-law. The public meeting must be held at least 15 days after the open house is held. Notice of both the open house and public meeting must be issued 30 days prior to each event. The by-law must be passed no later than May 1 in the year before the year of the election (e.g. May 1, 2017 for the 2018 election).

If Council directs staff to pursue the option of an RBE, significant staff time will be required to conduct and document public consultation and engagement. It is estimated that the following staff time will be required:

• Communications staff: 30-35 hours • Clerk's staff: 100-120 hours

Total staff time: 155 hours 7.2 Public Education and≃ Voter Turnout

The ranked ballot system is a fundamental departure from the experience of the average voter who is used to selecting a specified number of candidates for each office. For example, choose one candidate for the Office of Mayor, not a first, second and third choice for the Office of Mayor. A change to the ranked ballot approach may be confusing to experienced and new voters alike. A significant amount of time, effort and election funding would have to be put towards public education and resources to inform voters about this new system. A change to ranked balloting could lead to public confusion and may have a negative impact on voter turnout which is typically quite low at the municipal level. Effective communication and public education would be essential to informing the public.

7.3 Voting Equipment and Systems

The regulations related to ranked ballot vote counting procedures (O.Reg.310/16) were just released on September 16, 2016. Therefore, neither staff nor voting equipment/method vendors have a full understanding of the requirements and whether the technology can be modified in time to provide a secure and accountable 2018 Municipal Election. However, the anticipated complexities of the ranked ballot approach necessitate the use of electronic vote counting equipment.

194 Municipality of Clarington Report CLD-034-16 Page 11

Testing:

A move to a ranked ballot approach would have a large effect on the amount of time needed to prepare and test vote counting equipment and systems. Ranked balloting involves multiple rounds of voting based on a more complex mathematical calculation. As with any election, testing would have to be conducted on all vote counting equipment and systems to ensure that votes are counted correctly, as well as, the security and integrity of the systems.

Programming:

Programming tabulators would be more complex and this would increase vendor costs.

Logic & Accuracy (L&A) Testing:

The logic and accuracy testing phase for voting equipment would need to develop new testing procedures, would take longer as it would have to test for multiple rounds of vote counting and would require additional staffing to complete. In 2014, it took two days of preparation/setup (two persons), plus two days of testing (nine persons) for a total of 150 person-hours to conduct logic and accuracy testing for vote tabulators. Based on information provided by Minneapolis, MN and Cambridge, MA, a minimum of one additional day, seven additional hours with nine staff would be needed to conduct logic and accuracy testing if ranked voting was implemented. A significant portion of this additional time is based on testing of accessible devices using audio ballot which will have to read out each office, with each candidate read out three or more times before selections can be made and tested.

It is worth noting that, at a recent election forum in Markham where several voting equipment vendors demonstrated their equipment, none of the vendors could say with certainty that their equipment could perform the calculations required by the legislation. This was mainly based on the fact that the draft regulations had only recently been released and no vendor has had a chance to program them or test them.

Auditor:

There may be the need for an independent auditor to ensure that the source code for the tabulators or internet software has been programmed correctly.

195 Municipality of Clarington Report CLD-034-16 Page 12

7.4 Ballot

A composite ballot is currently used displaying all elected offices on the same ballot face. Offices for Mayor and Council may be elected by ranked ballot; however, there are no proposed changes to allow for school board election using a ranked ballot. If Council resolves to use ranked choice ballot voting for the 2018 election, there will be multiple ballots and different voting instructions used for municipal and school board elections and the office of Regional Chair.

The general rules regarding what can appear on a ballot set out in the MEA would continue to apply to ranked ballots. In addition, ballots used in an RBE would also be required to contain the following information:

• The number of candidates to be elected for each office; • Instructions to the voter on how to mark the ballot to rank their preferences; and • The maximum number of preferences that may be ranked on the ballot for each office

Depending on the number of candidates for the Office of Mayor and Councillor/ paper ballots may need to be larger, may need to use the front and back of the ballot face or a voter may need to use multiple ballots to vote. To demonstrate the difference in ballot face and layout, a sample ballot under the first-past-the-post (FPTP) and ranked balloting systems are included as Attachments 1 and 2 respectively.

A ballot using ranked voting will be significantly different than the ballot that voters are familiar with and may cause confusion. The time for completing a ranked ballot by an elector will be significantly longer as voters are selecting multiple options for each race. Voters may mark ballots incorrectly leading to more spoiled ballots. This is often a source of frustration for voters and some refuse to go through the process again to obtain a new ballot which ultimately results in lost votes. Longer wait times at voting locations may result.

It should also be considered that the consequence of error in completing a ranked paper ballot is much higher than if the ballot is completed online. There is no way to prevent electors from selecting multiple choices on a paper ballot which would ultimately spoil and discount that ballot. Staff recommend that, if a ranked ballot election is implemented, that it be conducted solely by the use of internet voting.

It will be more time consuming for election workers at voting locations to issue, manage, balance and reconcile multiple ballots or dual face ballots and to educate voters with questions at the voting location.

196 Municipality of Clarington Report CLD-034-16 Page 13

7.5 Election Results and Recounts

In order to be transparent with voting results, more in depth information would need to be available with ranked ballots. In addition to the candidates who have been elected and the number of ballots cast, which are currently reported, the Clerk would also have to report on the following:

• The number of ballots that were declined or rejected; • The threshold for each office; • The number of votes each candidate received in the first round of vote counting; • The results of each round of vote counting, including the number of votes received by each remaining candidate and the number of exhausted ballots.

Regulation stipulates that in the event of a tie and it cannot be determined which of the candidates has enough votes to meet or exceed the threshold, the following method will be used to determine the successful candidate:

• The tied candidate with the higher number of votes in the previous round will be considered to have the highest number of votes; • If candidates were tied in the previous rounds, the vote totals in earlier rounds are used; • If the candidates were to tie in all previous rounds, the name of the candidate who will be considered to have the highest number of votes is chosen by lot in a draw; • The same process is applied to ties for candidates with the lowest number of votes in determining which candidate will be eliminated.

In addition, ranked ballot processes will likely delay the time between the close of voting and the release of official results from the Clerk's office. With the current voting system, election results are typically generated very quickly with unofficial results announced at the end of voting day and official results announced the following business day. With ranked voting, unofficial results may still be available the same night; however, the verification of official results would require more time and could take more than a week. This delay would be required to ensure results are accurate and can vary significantly depending on the number of rounds of counting required and the vote counting systems implemented. Cambridge, MA, produces preliminary results on the night of the election and unofficial results the following day. For the verification and posting of official elections results it reportedly takes 10 days to complete.

197 Municipality of Clarington Report CLD-034-16 Page 14

7.6 Accessibility

In previous municipal elections, including 2014, Clarington utilized accessibility devices at voting locations in an effort to mitigate potential barriers to voting. Devices included ballot marking tools, audio, tactile and paddle interfaces, and a sip and puff machine. The audio device gave the voter the opportunity to listen to an audio ballot with candidate options read out over headphones. Even with a FPTP ballot, this can take a significant amount of time to be read out in full. An area of potential concern for accessibility is the length of time it will take to have an audio ballot read out if a voter is now presented with the opportunity to rank each candidate three times. Depending on the number of rankings allowed (1st choice, 2nd choice, and 3rd choice) and the number of candidates for an office, this could make marking a ballot using an accessibility device significantly longer than it would to mark a paper ballot. The vendor for tabulators and accessibility devices for the 2014 municipal election has indicated that they have not deployed the accessible audio ballot feature, which was used on the tabulators in 2014, in a ranked ballot system before. However, the vendor estimates that it could take up to up to twice as long, with twice as much effort, for a voter mark an audio ballot if ranked ballot was used.

7.7 Increased Administrative Costs

In light of these considerations, increased administrative costs are anticipated based on the following:

• Paper ballot production costs will increase based on the size and number of ballot faces required for each voter, as well as, in anticipation of more spoiled ballots and replacements needed. • Additional staff will be needed to support research, planning and implementation of ranked voting with new processes and audit procedures. • Extensive public education will be needed to inform and assist voters and this will require additional staff, as well as, promotional materials and communication initiatives. • One additional election worker will be needed at each voting location to assist voters who are unclear on the new voting method and to ensure wait times are not increased. • Additional training will be required for all election workers to ensure that they are knowledgeable on ranked balloting and can assist voters.

Detailed estimates of these increased costs are provided in more detail within the Financial Implications section.

198 Municipality of Clarington Report CLD-034-16 Page 15

8. Question on the Ballot Option

While a referendum is not required for a municipality to move from the FPTP system to ranked ballots, it could form part of the municipal public consultation process. Some individuals feel that a referendum would be an important provision as it is a change to how the electors will vote. Others argue that municipalities have the authority to change the vote casting/counting method without a requirement for a referendum and that elected officials in Canada are elected to make decisions, rather than ask the electorate what decision is to be made.

The City of Cambridge Council is one of the few municipalities who, although unanimously voting to stay with the FPTP system for the 2018 elections, they directed staff to look into a referendum question on those ballots to see if voters want ranked ballots in 2022.

The last Ontario referendum related to electoral reform resulted in the majority of voters choosing to maintain a first past the post system. However, the referendum alternative was not specifically a ranked ballot system.

If Council wishes to consider RBEs as an option for future municipal elections a referendum could be held with a question on the 2018 ballot. Since 2005, three Canadian provinces have held referenda on electoral reform, including on ranked balloting, but did not receive sufficient support for the change:

• Ontario- 2007 Mixed Member Proportional representation referendum • Prince Edward Island- 2005 Mixed Member Proportional representation referendum • British Colombia- 2005 and 2009 Single Transferable Vote referenda

More information on these referenda and other electoral reform initiatives in Canada can be found on the Parliament of Canada website: http://www.lop.parl.gc.ca/content/lop/researchpublications/prb0417-e.htm

A significant factor when considering the inclusion of a question on the ballot is whether voter turnout will be high enough to pass the threshold needed for a binding decision. In accordance with Section 8(2) 1 of the MEA, the results would only be binding if:

(a) at least 50 per cent of the eligible electors in the municipality vote on the question; and

(b) more than 50 per cent of the votes on the question are in favour of those results.

199 Municipality of Clarington Report CLD-034-16 Page 16

In 2014, the Municipality of Clarington had a voter turnout of 30.53%. In the last eight Clarington elections, the highest turnout was 41%. If a question on RBEs was put on the 2018 ballot, voter turnout would have to be at least nine per cent higher in order to have a binding result. Additionally, the fundamental concerns and costs, expressed above, regarding public education, would be applicable even for a question on the matter of ranked ballots.

A question on the ballot would have to be authorized through a by-law no later than March 1, 2018. In reality, staff would recommend such a decision be made much earlier in order to properly coordinate ballot printing and to provide for an associated educational and public awareness campaign. 9. Financial Implications

Public Consultation

Based on estimates from other municipalities, the cost to conduct a public consultation could be between $5,000 and $10,000.

Communications and Community Engagement Sessions

If Council directs staff to consider RBEs as an option for the 2018 municipal election it is estimated that the communications and community engagement sessions would cost between $25,000 and $30,000.

Implementation

The 2014 Clarington Municipal Election total cost was approximately $332,000. Of that, approximately $140,000 was spent on ballots and tabulators/electronic equipment.

It is anticipated that there will be other additional costs which, at this point are very preliminary as vendors have not yet set pricing, staff has not yet undertaken a thorough process assessment, and nor has a method of election been determined by Council. That said, at the very least staff expect the following additional costs with a ranked balloting approach:

• an increase for the extra programming for ranked ballots (approximately $14,000- $17,000).

200 Municipality of Clarington Report CLD-034-16 Page 17

• a 50% increase in the cost of ballots due to the possibility of having to print on the back of the ballots or make them larger, since ranked contests take up more space, resulting in approximately $8,000. • additional election workers ( approximately $6,600).

It should be noted that the above financial implications could be different should Council choose to implement internet voting. Based on the results of the “Internet Voting Project Report”, from the Centre for E-Democracy, published in August, 2016, the costs of internet voting could be anywhere from 20% less to 20% more per voter than traditional paper ballots. 10. Timing

In accordance with Section 41.2(1) of the MEMA, Council has the option to pass a future by-law with respect to RBEs for Offices of Council. While the 2018 municipal election may seem far away, if an RBE is to be implemented it must be authorized through a by- law no later than May 1, 2017. In reality, this decision would need to be made much earlier in order to allow staff the time required to properly implement such a change. It is necessary to determine whether Council is interested in pursuing RBEs for the 2018 Municipal Elections to allow sufficient time for community engagement and the related administration. The following is the proposed timeline, should Council decide to proceed.

Item New Date

Notice of Open House Week of December 16, 2016 Open House Week of January 16, 2017 Notice of Public Meeting February 22, 2017 Public Meeting regarding Ranked Ballots March 27, 2017 (General Government Committee Meeting) Report to General Government Committee April 18, 2017 Last Day to pass By-law Authorization of May 1, 2017 alternative voting methods By-law – Use of Ranked Ballots May 1, 2017* Establishment of forms, policies and December 29, 2017 procedures for voting, vote counting equipment and alternative voting methods Clerk determines single or batch elimination December 31, 2017 for ranked ballots Authorization of a ballot question March 1, 2018

201 Municipality of Clarington Report CLD-034-16 Page 18

11. Concurrence

Not Applicable 12. Conclusions

Staff recommends that Council maintain the current first-past-the-post election model for the 2018 municipal election for the following reasons.

12.1 Regulations

While the amendments to the MEA received Royal Assent for the MEMA in June, 2016, the regulations that govern the detailed processes by which RBEs are to be conducted were only released on September 16, 2016. This makes implementation very difficult based on an already tight timeline for public consultation, final reporting by early 2017 and by-law approval by May 1, 2017. The implications of a new voting system with a ranked ballots need to be balanced with opportunities to naturally progress and expand on election services in terms of planning and implementing the 2018 Municipal Elections.

12.2 Financial considerations

Significant additional costs of conducting an RBE have been identified in the Financial Implications section of this report. These extra costs would significantly impact the election reserve budget. These additional costs have not been anticipated and budgeted for. The election budget is necessary to cover the costs of the municipal election every four years, but also must leave funds in reserve in case of a recount, a compliance audit, and/or a by-election. Even if the election reserve held the funds to cover the additional costs of an RBE, the Municipality’s ability to carry out a recount, compliance audit and/or by-election may be compromised.

12.3 Public education

The ranked ballot system is a fundamental departure from the experience of the average voter. No municipality in Ontario currently conducts RBEs and, as a result, there is a significant lack of public knowledge on this system among both experienced and new voters alike. A significant amount of time, effort and election funding would have to be put towards public education and resources to inform voters about this new system. In order to prevent public confusion and potential negative impacts to voter turnout, it would be beneficial to monitor the impacts of implementation and learn from the public education initiatives led by municipalities who adopt a ranked ballot system for the first time in 2018. In addition, it is anticipated that there may be an opportunity to learn from a

202 Municipality of Clarington Report CLD-034-16 Page 19

Provincial or Federal election which may undertake to use ranked ballots between now and 2022.

12.4 Equipment testing and results

In 2014, the Municipality relied on tabulator equipment to count ballot selections at 33 different voting locations (plus 6 special voting places). This equipment ensures the consistent and accurate counting of votes, as well as, the timely production of results. There are unique requirements for having a ballot with both ranked and FPTP systems, for how a tabulator would have to read and count a first, 2nd and 3rd choice of candidate, and for how tabulator results would calculate multiple rounds of vote counting. It is currently unclear, and untested, if and how the tabulator equipment meets these new requirements.

The algorithms, security and programming of vote tabulating equipment are all areas that have not been fully explored or proven to work by service providers which underscores the need to wait to implement this type of voting after more research and testing can be conducted.

12.5 Lack of current adoption

In the case of RBES, there are no provinces or municipalities across Canada, let alone in Ontario, that are currently using this election system. With the new amendments to the MEA, 2018 is the first year that Ontario municipalities have the option of implementing an RBE.

The Association of Municipal Clerks and Treasurers of Ontario (AMCTO) surveyed Clerks in the spring of 2016 and found that only four percent indicated that they were likely to recommend the use of ranked ballots and only eight percent felt prepared to run a ranked ballot election by 2018. At the time of writing this report, staff research did not identify any municipality that has adopted ranked balloting for 2018.

It is recommended that the Municipality monitor and learn from the implementation experiences of other Ontario municipalities in 2018, to ensure that additional costs, considerations of public interest and risks are identified and mitigated prior to implementation.

If directed to investigate ranked balloting further, public consultation will need to be conducted and a decision report would be brought forward early in 2017 for consideration

203 Municipality of Clarington Report CLD-034-16 Page 20

13. .Strategic Plan Application

Not applicable.

Submitted by: Reviewed by: C. Anne Greentree, Curry Clifford, MPA, CMO Municipal Clerk Interim CAO

Staff Contact: June Gallagher, Deputy Clerk, 905-623-3379 ext. 2103 or [email protected]

Attachments:

Attachment 1 – Example of Ranked Ballot Election

Attachment 2 – Sample of Clarington First Past the Post Composite Ballot and a Sample of Burlington’s Ranked Ballot Elections Composite Ballot

There are no interested parties to be notified of Council’s decision.

204 Attachment 1 to

Municipality of Clarington Report CLD-034-16

Example of Single-Member Ranked Ballot Election First Round

In the example below, in the first round of counting: the Cherry received 5 votes; Strawberry received 6 votes; Pear received 9 votes and Apple received 10 votes:

None of the fruits has received enough votes to be elected.

Eliminate the Option in Last Place and Redistribute those Ballots to Other Candidates

The first choice, Cherry, got the fewest votes. The ballots of everyone else who voted for Cherry as their first choice will now have their second choices redistributed.

Assuming that 4 of the Cherry ballots chose Pear and one choose Strawberry as their second choices,, the 5 Cherry ballots are redistributed, and the new vote count is: Strawberry=1; Pear=4; Apple=0, as follows:

After the second round of counting, none of the fruits has received a majority – which is required to be elected.

205 Municipality of Clarington Report CLD-034-16 Page 22

Drop the last place and redistribute those ballots

Strawberry now has the fewest votes. Electors that chose Strawberry as their first choice and Pear as their second choice will then have their vote redistributed to Pear in this third round. Electors that chose Strawberry as their first choice and Apple as their second choice will have their vote redistributed to Apple in this third round.

After the 7 Strawberry ballots are redistributed, the new vote count is: Pear=17; and Apple=13.

Pear is elected with 17 votes. Even though your first choice didn’t get elected, your ballot helped your second choice to win.

206 Attachment 2 to TEST: 2014-08-08 11:53:19Report CLD-034-16

Municipality of Clarington Ward 1 Ballot ID DRO 2014 Municipal Elections English-Language Monday, October 27, 2014 Public School 1 To vote, fill in the oval next to your choice(s), like: or: Pour voter, remplissez l'ovale à côté de votre choix, comme ceci: ou: ......

Office of / Poste de Office of / Poste de Office of / Poste de Mayor Regional Councillor English Public School Vote for no more than one (1) Wards 1 & 2 Trustee Ne voter pour que un (1) Vote for no more than one (1) Vote for no more than two (2) Ne voter pour que un (1) Ne voter que pour deux (2) Gillian Apps . Laura Fortino Chloé Dufour-Lapointe . . Patrice Bergeron . Charles Hamelin Ryan Fry . . Valérie Maltais . Kelsey Serwa Charline Labonté . . Office of / Poste de Dominique Maltais Regional Chair Office of / Poste de . Regional Municipality of Local Councillor Ward 1 Jill Officer Durham Vote for no more than one (1) . Vote for no more than one (1) Ne voter pour que un (1) Ne voter pour que un (1) Drew Doughty . Alexandre Bilodeau . Kaillie Humphries . Jay Bouwmeester . Haley Irwin . Mélodie Daoust . Kim Lamarre . Dylan Moscovitch . Kevin Reynolds . Marianne St-Gelais .

2016 Municipal Election Ward 1 Monday, May 9, 2016 English Language Public School To vote, fill in the oval next to your choice(s), like: Use only the marking pen provided. Pour voter, remplissez l'ovale à côté de votre choix, comme ceci: Utilisez uniquement le stylo fourni.

......

Special Instructions for Ranked Choice Voting Office of / Poste de 1. Pick your first choice and completely fill in the oval next to that candidate under 1st Choice. REGIONAL CHAIR 2. If you have a second choice candidate, completely fill in the oval next to that candidate under 2nd choice. Vote for no more than 1 3. Your third choice candidate, if you have one, works the Ne voter que pour 1 same way. Bryan BARNETT Fill in no more than 1 oval per candidate. Alexandre BILODEAU Instructions spéciales pour le vote préférentiel. Christine SINCLAIR 1. Choisissez votre premier choix et remplir complètement dans l'ovale à côté de ce candidat au titre 1er choix. Office of / Poste de 2. Si vous avez un deuxième candidat de choix, remplir HDSB TRUSTEE complètement dans l'ovale à côté de ce candidat en vertu de 2e choix. WARDS 1 & 2 3. Votre troisième candidat de choix, si vous en avez un, Vote for no more than 1 fonctionne de la même façon. Ne voter que pour 1 Remplissez pas plus de 1 ovale par candidat. . Matt DUCHENE Office of / Poste de Jessica HEWITT MAYOR Duncan KEITH Rank candidates in order of choice. 1 to be elected. Heather MOYSE Classer les candidats par ordre de préférence. 1 pour être élu. . Kirsten WALL 1st Choice 2nd Choice 3rd Choice

1er choix. 2e choix. 3e choix. Jeremiah BROWN 1 2 3 Patrick CHAN 1 2 3 Marielle THOMPSON 1 2 3 Brittany TIMKO 1 2 3 Adam VAN KOEVERDEN 1 2 3 Office of / Poste de CITY AND REGIONAL COUNCILLOR - WARD 1 Rank candidates in order of choice. 1 to be elected. Classer les candidats par ordre de préférence. 1 pour être élu. . 1st Choice 2nd Choice 3rd Choice

1er choix. 2e choix. 3e choix. Drew DOUGHTY 1 2 3 Christine GIRARD 1 2 3 Alex HARVEY 1 2 3 Jesse LUMSDEN 1 2 3 Patrick MARLEAU 1 2 3 Scott MOIR 1 2 3 Kirsten MOORE-TOWER 1 2 3 Mark OLDERSHAW 1 2 3 Brittany WEBSTER 1 2 3 Hayley WICKENHEISER 1 2 3 1

208

Finance Department Report

If this information is required in an alternate accessible format, please contact the Accessibility Coordinator at 905-623-3379 ext. 2131.

Report To: General Government Committee

Date of Meeting: November 7, 2016

Report Number: FND-016-16 Resolution:

File Number: By-law Number:

Report Subject: Bowmanville Museum Process Review

Recommendations:

1. That Report FND-016-16 be received for information.

209 Municipality of Clarington Report FND-016-16 Page 2

Report Overview

Council requested that staff review the financial records of the museum with the view to provide comments on processes and internal controls at the museum pertaining to expenses. This report provides comments and recommendations to address these issues.

1. Background

As per Council resolution C-222-16 from the Council meeting September 19, 2016, the financial records were provided to Municipal Finance staff on September 29, 2016. The review of the financial records is to provide an opinion on the financial reporting and internal controls. Throughout this review, if any deficiencies or weakness are determined, they will be reported and recommendations will be made to improve their processes. It is understood that the scope of this report is limited to financial records and internal controls and does not cover the process or decisions relating to museum activities.

The main focus of the review was the analytical assessment of expenses. The expenses were reviewed with respect to adequate internal controls, appropriate authorization, supporting documentation and the adherence to the Museum’s policies. 2. Mileage Process Review

Several employees have submitted expenses for mileage for staff travel and other expenses incurred for Museum business. The bulk of the amount and number of expense claims pertain to the Executive Director. The Museum did start using a new Mileage Reimbursement form in 2016. The form is clear and easy to use. As per the Museum policy, staff travel is compensated at the government rate of $0.54 per kilometre in 2016. This is noted in several places in the Museum policies. On July 5, 2016, the Museum board approved an updated Expense & Travel Policy which reiterated the compensation for staff travel at $0.54 per kilometre. In all expense forms the correct mileage rate was used. However, there were the following issues noted with some of the mileage claims:

• Details were not always noted on expense forms including days of travel rather than just the month; • Inconsistency on kilometres for routine trips such as those to Clarke museum site; • Duplication of some mileage claims; • Lumped total mileage with the description “local kms” and no other explanation; • Approved By section not signed by authorized signature; • No appropriate approval noted anywhere on some of the Mileage Reimbursement form; and • Mileage expense not consistently posted to the Staff Travel general ledger account.

210 Municipality of Clarington Report FND-016-16 Page 3

Staff expenses are submitted on a similar Expense Reimbursement form. As per accepted internal controls, it is noted that original receipts are to be attached to the form. The form has a clear Approved By section at the bottom of the report. The following issues were noted on the staff expense forms:

• Original receipts often not included with the expense claim • Photocopied receipts attached rather than originals • Notes, Petty Cash chits and hand-written notes used for expense receipts • No supporting document for the expense claimed – such as receipt or agreement with Board • Approved By section not signed by authorized signature • No appropriate approval noted anywhere on some of the Expense Reimbursement form

Recommendations: 1. Review and train staff and Board on the Museum policies. 2. Enforce the process of approving the Executive Director’s mileage and expenses. 3. Mileage and Expense Reimbursement forms to be submitted with all areas completed. 4. Ensure all supporting documents and original receipts attached. 5. Ensure details including date and purpose of trip or expense is included. 6. When approving such claims the authorized signer must sign in the appropriate spot with the date signed once confirming the form and documentation is complete. 7. Cheques must not be issued unless the mileage and expense claims are complete (as in items 3-6) and authorized. 8. Staff travel expenses should be posted to Staff Travel general ledger account consistently.

3 Corporate VISA Process Review

The Museum also has a corporate VISA card as a means of paying for Museum expenses. It is clear that this is advantageous for items such as Facebook advertising and other online purchases. There does not appear to be a policy specifically to the use of this VISA card. There has been some discussion in the minutes regarding restrictions on cash advances and appropriate review of VISA expenses. The charges of the VISA should be used for Museum business only and would have the same requirements of employee expenses. This would include the requirement for original receipts which include the vendor’s HST number, details of the expense and the reason for the charge. There were several issues noted on the VISA account.

• Late payment of VISA account, use of cash advances and over limit fees resulted in avoidable service charges.

211 Municipality of Clarington Report FND-016-16 Page 4

• Purchase of gas on the VISA does not comply with the Museum policies with the exception of gas for rental vehicles. • Lack of original and complete receipts. • Some items expensed appear to have no application to the Museum business. • Cash advances with no documentation to show pre-approval as noted in Executive Committee Meeting minutes of February 1, 2016. • No clear Approved By section on the VISA reconciliation, form not signed by authorized signature. • No appropriate approval noted anywhere on VISA statements or VISA expense form.

Recommendations: 1. It is strongly recommended that the Museum board develop a policy on the use of the VISA card. 2. Designated Board member(s) should approve all VISA expenses. 3. Improve the processing of the VISA account to eliminate unnecessary charges. 4. It is strongly recommended that cash advances not be allowed and noted in the policy developed by the Board. Accordingly, the Cash Advances in the Expense and Travel policy should be matched to the policy on the use of the VISA. 5. Codify the direction of the Board in the minutes. 6. Ensure consistency with the policy for Expense and Travel with respect to Personal Vehicle Use for Business, Accommodation and Business Meals.

4 Cash Handling Process Review

On the general ledger there are three cash floats, one for each museum site and a cash float issued for the Canada Day event. Only the cash float at the Sarah Jane Williams site could be confirmed. There is no record of the additional cash float for the Canada Day event being deposited back after the event. There is also a petty cash recorded in the general ledger. There has been no cheque issued for petty cash replenishment and no record of a deposit made referencing the return of the petty cash funds. Cash handling procedures are poor. Recommendations 1. Cash floats be verified on a regular basis. This should be part of the daily balancing (or as required) of the cash register or cash box. 2. Cash floats that are no longer required should be deposited to the bank with the appropriate notation. 3. Periodic checks on the cash float should be made by a supervisor who does not regularly use the cash register or cash box.

212 Municipality of Clarington Report FND-016-16 Page 5

4. During non-business hours and business periods, where access to cash is not required, all funds (cash floats, cash receipts and petty cash) are required to be stored in secured location such as a locked safe or other locked cabinet/drawer. 5. Under no circumstances should cash disbursements or advances be taken from cash receipts. 6. Funds are to be deposited to the bank on a timely basis. The museum should be using the agreed upon shared services of the armoured car deliveries to the bank. 7. Any funds taken from petty cash must have the appropriate receipt from the purchase. 8. Petty cash should be reconciled on a regular basis, at the minimum of once a month.

5 Contract and Lease Review

The museum has entered a lease with Catalyst Finance Partners Inc. There is a monthly payment deducted from the bank. As per the lease agreement, it is a 36 month lease for NS700 Panasonic phone system including 6 phones and accessories. There is no record in the minutes noting this three year commitment nor any background on the business decision. The museum also engaged the services of a consultant at a regular monthly fee. In total this contract is a significant amount for the museums budget. It is noted in the February 2016 minutes that this was a three month contract. There is no further reference to this consultant in the Museum minutes. There should be clear communication to the Board on significant financial decisions and Board approval of contracts of any significant duration and/or value. 6 Legacy Funds Policy Review

As part of the Museum by-law, there is to be regular reporting on the legacy or trust funds. It is not clear from the minutes, if a written report on these funds had been submitted. Similarly, it is unclear if the Board is receiving regular financial statements at the Board meetings or simply sporadic verbal reports. This is an excerpt from the By-law:

12. Legacy Funds

All legacy funds received by the Museum Board are to be invested in accordance with the Regulations made under section 418 of the Municipal Act as referenced above. Funds will be used by the Board, based on the specific requirements of the will or based on the Board’s approval of projects identified for the use of such funds, as applicable and reflected in the Board’s minutes. Under the Municipal Act, as the Municipal Treasurer is responsible to ensure compliance with Section 418, annually the Board shall provide all details of investments made to the Municipal Treasurer. Also, the Museum Executive Director shall provide a statement of legacy funds and related

213 Municipality of Clarington Report FND-016-16 Page 6

investments to the Board at each regular Board meeting. Approval of the statement shall be reflected in the minutes of the Board.

This section of the By-law should be adhered to and clear resolutions approving the report by the Board referencing effective date and final amounts to be reflected in the minutes. 7 Budget Review

The Museum budget included with the financial records for this review was high level in that the budget figures applied to a grouping of accounts in aggregate. In order to maintain and review revenues and expenses, it is recommended that the budget be prepared on a line by line basis. This will assist with identifying variances to specific accounts in a budget year. Any variances, over or under, can then be examined to determine the cause. In some cases, it may be an unexpected expense but with the detailed budget it can be more easily identified and an explanation noted. As well, the detailed budget would assist with the understanding of the revenues and expenditure year to year. It is noted, that the new account structure was put in place in 2016. 8 Other Comments

Finance staff previously noted irregular financial practices from 2015 and notified the Board Treasurer in January 2016. The current bookkeeper also indicated questions pertaining to the staff travel expenses and the appropriateness of the gas purchases that were directed to the Board Treasurer. 9 Concurrence

Not applicable. 10 Conclusion

It is respectively recommended that the recommendations in the body this report be reviewed by the Museum Board and that all the Board and Museum staff ensure that all established policies and practices are followed consistently. 11. Strategic Plan Application

Not applicable.

214 Municipality of Clarington Report FND-016-16 Page 7

Submitted by: Reviewed by: Catherine Carr, Hon.BSc.,Hon.BBA Curry Clifford, MPA, CMO Manager of Internal Audit Interim CAO

Staff Contact: Catherine Carr, Manager of Internal Audit, 905-623-3379 ex 2606 or [email protected]

Interested Parties:

Clarington Museum and Archives Board

215 RESOLUTION #______

DATE November 7, 2016

MOVED BY: Councillor Cooke

SECONDED BY: Councillor Neal

WHEREAS Council approved on April 29, 2013, Resolution #GPA-249-13, stating “THAT in the interest of public safety, the Municipality, request the Province provide their assurance that should there be larger traffic impacts than estimated by the Ministry’s traffic impact study that the Ministry take necessary corrective action to mitigate the Municipality’s public safety concerns and assume all liability for any related incidents”; and

WHEREAS there has been a significant increase in traffic on Taunton Road, resulting from the opening of Phase 1 of the Hwy. 407 east extension; and

WHEREAS local area residents have expressed considerable concern with existing traffic volumes on Trulls Road at current levels even before the opening of the Phase 1 extension; and

WHEREAS it is anticipated that traffic volumes will increase further as a result of the opening of the Hwy. 407, Enfield Road Interchange with the Phase 2A extension to be completed in late 2017;

NOW THEREFORE BE IT RESOLVED THAT Clarington Council amend Resolution #GPA-249-13 such that Clarington staff be directed to meet with staff from the Ministry of Transportation to review these concerns related to the anticipated increase in traffic volumes on Trulls Road as a result of the opening of the Enfield Road Interchange as part of the Phase 2A extension of Hwy. 407.

216 Agenda Addendum Items From: MTO Cycling [mailto:[email protected]] Sent: November-03-16 10:24 AM To: MTO Cycling Subject: Ministry of Transportation Public Consultation on Cycling Program

[le français suit l’anglais]

Dear valued partners,

Ontario's Climate Change Action Plan (CCAP), released on June 8, 2016, committed to creating a cleaner transportation sector in Ontario, in part by promoting cycling.

The Ministry of Transportation is ready to do its part to support the CCAP by implementing a number of initiatives that support reductions to transportation emissions. These initiatives will be funded by proceeds from the province’s cap and trade program.

Through a discussion paper posted to the Environmental Registry, we are seeking your input on a proposed plan to implement actions identified in the CCAP to improve commuter cycling networks.

We encourage you to review the discussion paper, accessible through the Environmental Registry or the Ministry’s Cycling Strategy web page and provide your comments by November 30, 2016. We look forward to hearing from you.

Jill Hughes, Director Transportation Policy Branch Ministry of Transportation 777 Bay Street, 30th Floor Toronto, ON M7A 2J8 Tel: (416) 585-7177

MUNICIPALITY OF CLARINGTON

General Government Committee Meeting

RESOLUTION #______

DATE: ______

MOVED BY Councillor Woo

SECONDED BY

Celebrate Agriculture 2017 Legacy Project Whereas: Canada is celebrating 150 years as a country in 2017 and has asked all communities to consider special projects to commemorate this important milestone Whereas: The Celebrate Agriculture Committee a subcommittee of Durham Farm Connections and the Durham Federation of Agriculture has an educational mandate to continually promote the celebration of our Agricultural achievements on an Annual basis as well as promote the further education of the general public on the importance of the Agricultural economy to our local economy as well as the provincial and national economies Whereas: The Celebrate Agriculture has identified a project for 2017 that will put the spotlight on our Agricultural Accomplishments in this Region as a whole and the impact those accomplishments have had and continue to have on the Nation Whereas: Agriculture is an industry as old as Confederation itself and continues to provide jobs and sustainability for our environment as well as food security for our residents Whereas: In Durham many of our community museums and libraries are joining in helping celebrate this important industry but unfortunately there is no permanent place in a prominent location central to all communities to showcase Durham’s accomplishments in this industry Whereas: Our agricultural leadership in Durham has been second to none including The Massey family in Newcastle village, the Tyrone farmer with a small winter hobby that became General Motors of Canada, a world-renowned race horse born and raised in Oshawa, one of the first counties to form a 4-H Leadership Association, 7 Annual Fairs of which 6 are older than Confederation and combined have an annual attendance of approx. 75,000 residents and tourists and Durham is the second original founding community for the Federated Women’s Institutes of Canada and the world. Therefore be it resolved: • That the Council of the Town of Clarington assist in this significant legacy project by allocating space in their Municipal Offices for a temporary Heritage agricultural exhibit in 2017 as well as a permanent location for a Plaque commemorating the Pioneer Farm Families of Durham ( families that have farmed in Canada for 150 years and now farm in Durham).

• That the Council submit to the Region of Durham and all municipal Councils in Durham a request to support this project and a permanent Agricultural Wall of Fame in a prominent Durham Region location to Showcase our Heritage Accomplishments from 1867-Modern Times. LAKEBREEZE TOWNHOMES 300-330 Lakebreeze Dr. Newcastle

Presentation to Clarington General Government Committee

November 7, 2016 Current Situation

● 12 Freehold townhomes plus a Common Elements Condominium Corporation

● Condominium Corporation’s sole purpose – ejector pumps, force main / sewage main

● Condominium Corporation is responsible for this sewage handling system

● Aggregate condominium maintenance costs are estimated to be $26K at 2 yrs, $57K at 5 yrs and $122K at 10 yrs ●Lakebreeze Townhomes Sewage System (common elements) Challenges

● Uncertain time line for the new Pumping Station

● Potential for significant repair cost if several ejector pumps fail ($36 to 48K or $3 to 4K +/- per pump)

● No sewage service during Hydro outages or failure of any pump

● Strong odor from manhole (raw sewage - not sealed)

● Reduced property values

● Uncertain condo wind-up costs

● Unable to make landscaping improvements ASKS From Council

● Support prioritization during FY2017/18 Capital Project Planning for Newcastle Water Treatment Plant project/sewage pumping station

● $1,000 per townhome Property Tax Relief per annum

● Agreement to cover Condominium Corporation wind- up costs (versus current commitment capped at $7,500) Summary - We need your help!

● We are unique as a condominium corporation

● Significant additional costs

● Future is uncertain and could become even more costly

● We need expansion of the Pumping Station to be a near term priority LAKEBREEZE TOWNHOMES

300-330 Lakebreeze Drive, Newcastle

Presentation to Clarington General Government Committee

November 7, 2016

Current Situation

● 12 Freehold townhomes plus a Common Elements Condominium Corporation

o pumps to be removed after construction of the new sewage pumping station and connection to the Municipal main ● Condominium Corporation’s sole purpose are the ejector pumps, force main / sewage main

o due to insufficient sewage handling capacity, the pumps eject into a force main under the townhomes’ front yards (the common elements land) to a manhole in the front yard of 330 Lakebreeze Drive ● Condominium Corporation is responsible for this sewage handling system

o Annual costs estimated at: . 2 years - $10,450 . 5 years - $12,000 . 10 years - $15,440 ● Aggregate condominium maintenance costs are estimated to be $26K at 2 yrs, $57K at 5 yrs and $122K at 10 yrs

Challenges

● Uncertain time line for the new Pumping Station ● Potential for significant repair cost if several ejector pumps fail ($36 to 48K or $3 to 4K +/- per pump) ● No sewage service during Hydro outages or failure of any pump and risk of back-up if toilets are used by mistake ● Strong odor from manhole (raw sewage - not sealed) ● Reduced property values ● Uncertain condo wind-up costs ● Unable to make landscaping improvement ASKS From Council

● Support prioritization during FY2017/18 Capital Project Planning for Newcastle Water Treatment Plant project/sewage pumping station ● $1,000 per townhome Property Tax Relief per annum ● Agreement to cover Condominium Corporation wind-up costs (versus current commitment capped at $7,500)

Summary - We need your help!

● We are unique as a condominium corporation

o A parcel of tied lands (POTL) containing individual ejector pumps and sewer lines servicing 12 freehold townhomes ● Significant additional costs

o The condominium corporation situation creates significant additional costs for the home owners ● Future is uncertain and could become even more costly ● We need expansion of the Pumping Station to be a near term priority