TABLE OF CONTENTS

REPORTS OF THE STANDING COMMITTEES

AND OTHER COMMITTEES

As Considered by

The Council of the City of Toronto

on February 4, 5 and 6, 1998

URBAN ENVIRONMENT AND DEVELOPMENT COMMITTEE

REPORT No. 1

1Investigation of Bicycle Fatalities by theRegional Coroner for Metropolitan Toronto

2Additional Funding from the Province of Ontariofor Highway Transfers.

3Removal of King Street Reserved Streetcar Lanes

4Task Force on the Gardiner/Lakeshore Corridor.

5Other Items Considered by the Committee.

City of Toronto

REPORT No. 1

OF THE URBAN ENVIRONMENT AND DEVELOPMENT COMMITTEE

(from its meeting on January 12, 1998,

submitted by Councillor Joe Pantalone, Chair)

As Considered by

The Council of the City of Toronto

on February 4, 5 and 6, 1998

1

Investigation of Bicycle Fatalities by the

Regional Coroner for Metropolitan Toronto

(City Council on February 4, 5 and 6, 1998, adopted this Clause, without amendment.)

The Urban Environment and Development Committee recommends:

(1) the adoption of Recommendation No. (2) of the Metropolitan Cycling and Pedestrian Committee, embodied in the Committee Transmittal (October17, 1997) from the Metropolitan Clerk, viz:

"That the Regional Coroner for Metropolitan Toronto be requested to:

(2) advance, on an interim basis while the inquest is being prepared and conducted, all recommendations respecting cycling fatalities, including those contained in the brief dated June17, 1997, from Metropolitan Toronto and the City of Toronto, the following recommendations of the Metropolitan Cycling and Pedestrian Committee, and other cycling groups, in order that work to prevent further cycling deaths can proceed immediately;"; and

(2) that, until such time as the Special Committee to Review the Final Report of the Toronto Transition Team has released its recommendations respecting the Special Committees and Task Forces contained in Appendix3 to the Transition Team's Final Report, all former Cycling and Pedestrian Committees be encouraged to meet, together when possible, to develop suggestions for submission to the Special Committee, and to continue to work with staff on initiatives currently in progress.

The Urban Environment and Development Committee reports, for the information of Council, having:

(a) referred the following Recommendation No. (3)(c) of the Metropolitan Cycling and Pedestrian Committee, embodied in the Committee Transmittal (October17, 1997) from the Metropolitan Clerk, to the Interim Functional Lead for Transportation with a request that he submit a report thereon to the Urban Environment and Development Committee:

"(3)(c) recommend immediately to the appropriate Committee of the new City of Toronto Council that a complete system of bicycle lanes be developed and that education programs for cyclists and motorists be planned to target certain key groups such as truck and other large vehicle drivers;";

(b) recommended to the Special Committee to Review the Final Report of the Toronto Transition Team that separate committees be established to deal with cycling and pedestrian issues;

(c) requested the Interim Functional Leads for Transportation and Planning to submit a joint report:

(i) to the Special Committee to Review the Final Report of the Toronto Transition Team on the staffing level and other resources previously in place to support the Metropolitan Cycling and Pedestrian Committee and the City of Toronto Cycling Committee, including the adequacy thereof; and

(ii) to the Urban Environment and Development Committee on how the proposed committees to deal with cycling and pedestrian issues will apply to all areas of the new City of Toronto.

The Urban Environment and Development Committee submits the following communication (December 23, 1997) from the Metropolitan Clerk:

I am enclosing for your information and any attention deemed necessary, Clause No.2 contained in Report No.21 of The Planning and Transportation Committee, headed "Investigation of Bicycle Fatalities by the Regional Coroner for Metropolitan Toronto", which was adopted, as amended, by the Council of The Municipality of Metropolitan Toronto at its meeting held on December10 and18, 1997.

May I draw your attention to the amendment by Council found at the beginning of the Clause.

(Clause No. 2 of Report No. 21 of

The Planning and Transportation Committee,

referred to above.)

(The Metropolitan Council on December 10 and 18, 1997, amended this Clause by adding thereto the following:

"It is further recommended that the Regional Coroner for Metropolitan Toronto be requested to recommend immediately that all 'traffic-calming' proposals be subject to improved safety conditions for cyclists.")

The Planning and Transportation Committee recommends:

(1) the adoption of Recommendations Nos. (1), (3)(b) and (4) of the Metropolitan Cycling and Pedestrian Committee, embodied in the following Committee Transmittal (October 17, 1997) from the Metropolitan Clerk, viz:

"That the Regional Coroner for Metropolitan Toronto be requested to:

(1) conduct a full inquest into recent cyclist deaths in order to fully air their circumstances and to establish prevention strategies;

(3)(b) recommend immediately to the Metropolitan Toronto Police Services Board that improved liaison be established with the Metropolitan Cycling and Pedestrian Committee to pursue a wide range of joint initiatives; and

(4) replace the word "accident" with the word "collision" in all reports and recommendations of the Regional Coroner;";

(2) that the following Recommendations Nos. (2) and (3)(c) of the Metropolitan Cycling and Pedestrian Committee be referred to the appropriate Standing Committee of the New City of Toronto Council:

"that the Regional Coroner for Metropolitan Toronto be requested to:

(2) advance, on an interim basis while the inquest is being prepared and conducted, all recommendations respecting cycling fatalities, including those contained in the brief dated June17, 1997, from Metropolitan Toronto and the City of Toronto, the following recommendations of the Metropolitan Cycling and Pedestrian Committee, and other cycling groups, in order that work to prevent further cycling deaths can proceed immediately; and

(3)(c) recommend immediately to the appropriate Committee of the New City of Toronto Council that a complete system of bicycle lanes be developed and that education programs for cyclists and motorists be planned to target certain key groups such as truck and other large vehicle drivers;";

(3) that Council endorse the following Recommendation No. (3)(a) of the Metropolitan Cycling and Pedestrian Committee, and refer such Recommendation to the appropriate Standing Committee of the New City of Toronto Council:

"(3)(a) that the Regional Coroner for Metropolitan Toronto be requested to recommend immediately to the Toronto Transition Team that a cycling and pedestrian committee, including citizens, interest groups and elected Councillors, be incorporated into the design of the new megacity decision-making structure, and that this committee be adequately staffed in order to be able to effectively pursue cycling and pedestrian safety initiatives;"

(4) that Recommendation No. (5) of the Metropolitan Cycling and Pedestrian Committee be received, viz:

"(5) that the Regional Coroner for Metropolitan Toronto be requested to include the Metropolitan Cycling and Pedestrian Committee in the consultation process and any other processes that are recommended."; and

(5) that a copy of this Clause be forwarded to the Toronto Transition Team for information.

Recommendations:

The Metropolitan Cycling and Pedestrian Committee at its meeting held on September 17, 1997, recommended to the Planning and Transportation Committee, and Metropolitan Council, that the Regional Coroner for Metropolitan Toronto be requested to:

(1) conduct a full inquest into recent cyclist deaths in order to fully air their circumstances and to establish prevention strategies;

(2) advance, on an interim basis while the inquest is being prepared and conducted, all recommendations respecting cycling fatalities, including those contained in the brief dated June17, 1997, from Metropolitan Toronto and the City of Toronto, the following recommendations of the Metropolitan Cycling and Pedestrian Committee, and other cycling groups, in order that work to prevent further cycling deaths can proceed immediately;

(3) recommend immediately:

(a) to the Toronto Transition Team that a cycling and pedestrian committee, including citizens, interest groups and elected Councillors, be incorporated into the design of the new megacity decision-making structure, and that this committee be adequately staffed in order to be able to effectively pursue cycling and pedestrian safety initiatives;

(b) to the Metropolitan Toronto Police Services Board that improved liaison be established with the Metropolitan Cycling and Pedestrian Committee to pursue a wide range of joint initiatives; and

(c) to the appropriate Committee of the New City of Toronto Council that a complete system of bicycle lanes be developed and that education programs for cyclists and motorists be planned to target certain key groups such as truck and other large vehicle drivers;

(4) replace the word "accident" with the word "collision" in all reports and recommendations of the Regional Coroner; and

(5) include the Metropolitan Cycling and Pedestrian Committee in the consultation process and any other processes that are recommended.

The Planning and Transportation Committee submits the following communication (August 28, 1997) from Metropolitan Councillor Jack Layton, Co-Chair, Metropolitan Cycling and Pedestrian Committee:

Attached is a compilation of recommendations which have been submitted by staff at Metro and the City of Toronto concerning cycling fatalities.

I joined a wide variety of stakeholders at a recent meeting with the Coroner. He is requesting feedback on the recommendations in the July17, 1997, list. I proposed that our Committee provide feedback immediately.

I would invite you to review the recommendations and propose any additions or changes which you feel are appropriate. Below is a list of recommendations I would suggest which I hope you will consider.

Recommendations:

The Metropolitan Cycling and Pedestrian Committee recommends to the Coroner that:

(1) a full inquest into recent deaths of cyclists be conducted in order to fully air the circumstances and to establish prevention strategies;

(2) while the inquest is being prepared and conducted, actions such as those suggested in the list of recommendations from Metro and the City as well as those suggested below and from other cycling groups be advanced on an interim basis by the Coroner in order that work to prevent further cycling deaths can proceed immediately;

(3) he recommend immediately to the Toronto Transition Team that a Cycling Committee, including citizens, interest groups and elected Councillors be incorporated into the design of the new megacity decision-making structure, and that this Committee be adequately staffed in order to be able to effectively pursue cycling safety initiatives;

(4) he recommend immediately that improved liaison between the Metropolitan Toronto Police Service and the Metropolitan Cycling and Pedestrian Committee be established to pursue a wide range of joint initiatives;

(5) he recommend immediately that Metro develop a complete system of bicycle lanes;

(6) education programs for cyclists and motorists be planned to target certain key groups such as truck and other large vehicle drivers;

(7) he replace the word "accident" with "collision" in his reports and recommendations;

(8) the Metropolitan Cycling and Pedestrian Committee be added to the Coroner's consultation process and any further consultation process which is recommended; and

(9) all of these recommendations be adopted and forwarded directly to Metropolitan Council for approval, given the time element and the fact that the Planning and Transportation Committee will no longer be meeting.

I hope that you will find these recommendations helpful.

City-Metro Recommendations to Coroner's Investigation of Bicycle Fatalities

June 17, 1997

Recommendations:

(A) Bicycle Accident Reporting:

(1) "That the definition of 'reportable accident' be expanded to include all bicycle accidents resulting in injury or fatality or property damage exceeding $700.00 (same criteria as used for motor vehicle accidents)."

Currently, a bicycle accident is only reportable if a motor vehicle is involved. This may require changes to the Highway Traffic Act (HTA). For example, the HTA section173 (1) states, "Every person in charge of a motor vehicle or street car who is directly or indirectly involved in an accident shall, if the accident results in personal injuries or in damage to property apparently exceeding an amount prescribed by regulation, report the accident forthwith to the nearest provincial or municipal police officer and furnish him with such information concerning the accident as may be required by the officer under sub-section(3)."

Incident reports record less information than do accident reports. Using the accident report form for recording bicycle accidents which do not involve a motor vehicle will contribute to a more consistent, accurate recording and analysis of bicycle accidents involving injury. Bicycle accidents which do not involve injury or meet the property damage threshold could continue to be recorded on the incident report. This proposed change in reporting procedure would be an important message to the cycling community that bicycle accidents are treated as seriously as motor vehicle accidents.

It should be noted this is a change from Recommendation No.(4) made by the Coroner in the inquest into the death of Mr. Herman Matesich (1991). Recommendation No.(4) stated, "That the incident report form currently being used by the Metropolitan Toronto Police be revised to specify bicycle accidents and that any such revision should be compatible with the development of future computer programs that would facilitate the collection of bicycle statistics." The incident report has been modified to specify bicycle accident under "type of incident".

The explanatory note following Recommendation No.(4) states, "This form is currently used for bicycle accidents which do not involve motor vehicles or those which are not reportable under the HTA section173. It is coded but only one copy is made. Unless that coding picks up the bicycle involvement, no survey of bicycle accidents will retrieve the incident involved. This is a small but reasonable change to the front of the form. (Currently a manual record of bicycle accidents is kept using, largely, these forms...)."

A copy of the recommendations from the Matesich Inquest is attached as AppendixA.

(2) "That bicycle accidents be reportable at any Metro Police Station. Cyclists should not be required to report their accidents at a Collision Reporting Centre (CRC). The following actions would facilitate this:

(a) educating Police Officers, cyclists and drivers about the accident-reporting procedure for cyclists (this could include a "what to do following a bicycle accident" flyer [with a map showing police station locations] and including some of this information in the existing CRC flyer);

(b) showing locations of Police Stations on the Metro Cycling Map (and encouraging other bicycle map producers to do the same) with advice on how to report bicycle accidents; and

(c) providing CAN-BIKE training (half-day course) for Officers who are involved in accident reporting, investigation, data coding and analysis."

In the interest of collecting reliable data for cycling accidents it is important that bicycle accidents be easily reportable.

With the advent of Collision Reporting Centres (CRC) it is more difficult for cyclists to report accidents. Approximately 65 percent of reported bicycle accidents occur in the central region of Metro (Cities of Toronto and York and Borough of East York) yet there are no CRCs in this area. The remote location CRCs were "created to assist motorists in reporting motor vehicle collisions in the Greater Toronto Area" (Source: CRCpamphlet).

(B) Accident Data Collection and Coding:

(3) "That the following fields of the Ontario Motor Vehicle Accident Report be coded by the Metropolitan Toronto Police Service (in addition to those already being coded):

- Type of Involved Person (request that all involved persons be coded, regardless of injury);

- Injury of Involved Person (e.g., minimal, major, fatal);

- Traffic Control Device (e.g., stop sign, traffic signal);

- Road Surface Condition (e.g., dry, wet, ice);

- Safety Equipment (e.g., helmet, lap belt only);

- Location Co-ordinate (e.g., intersection, midblock);

- Driver/Pedestrian Condition (e.g., fatigue, ability impaired - over 80mg); and

- Vehicle Identification Number (VIN).

Coding these fields means this data will be available for analysis by Metro Transportation's Traffic Data Centre. It is important to understand the distinction between coded and reported accident information. When a collision occurs, the Police have a legal obligation to complete all of the fields on the Motor Vehicle Accident Report. This is the "reported" information. The Metropolitan Toronto Police Service then code some of the fields and enter the coded fields into their accident management system - CARS. Only the coded information is easily accessible for analysis.

The following fields are currently coded by the Metropolitan Toronto Police Service into CARS:

- Report Number (report ID number);

- Street Names;

- Date of Collision;

- Accident Classification (e.g., Fatal, Personal Injury);

- Drivers' Names and Addresses;

- Accident Time;

- Charges Laid;

- Type of Involved Persons (information is only coded for persons injured -e.g.,driver, cyclist);

- Age of Involved Persons;

- Vehicle Manoeuvre;

- Type of Property Damage;

- Weather;

- Initial Direction of Travel;

- Geo-Coding for Accident Location;

- Alcohol Involved;

- Insurance Information; and

- Tow Truck Information.

(C) Expert Review of Bicycle Accidents and Accident Data:

(4) "That a team involving Metropolitan Toronto Police Officers and municipal staff (involved in traffic engineering, bicycle facility planning and bicycle safety training) be established to conduct an investigation following each cyclist fatality in the Metropolitan Toronto area and review, on an annual basis, bicycle accident data in order to identify:

(a) probable causes of accident (behavioural, geometric design, road condition, etc.);

(b) high frequency accident locations;

(c) bicycle accident/injury trends;

(d) physical infrastructure improvements to prevent accidents (site specific or systemic changes); and

(e) educational messages for drivers, cyclists and the media; and any other relevant issues."

Currently, there is little co-ordination between Police Officers who investigate/reconstruct accidents and the municipal staff who may be able to make changes to roadways and develop educational material and programs to prevent common accident types. An ongoing cooperative approach to bicycle accident investigation and analysis could result in more effective preventive measures for reducing bicycle accidents.

(D) Accident and Injury Prevention:

Education:

There is a general lack of understanding among drivers, cyclists, municipal traffic engineering staff and some Police Officers about the rules of the road affecting cyclists and about how cyclists should safely operate a bicycle in mixed traffic. The following recommendations identify strategies to ensure that bicycle safety information reaches a wider audience in a more systematic way.

(5) "That Metropolitan Toronto municipalities identify ongoing funding sources to expand cycling accident/injury prevention programs. These programs could include, for example:

(a) more widespread availability of CAN-BIKE training for adults and youth;

(b) publishing regular road safety reports that highlight common accident types and ways to prevent them; and

(c) production of a bicycle safety video for use in driver training programs, police training programs, in schools and other programs."

Although bicycles are disproportionately represented in traffic accidents relative to their numbers on the road, the development and delivery of cycling-related injury prevention programs is hampered by the lack of ongoing funding. Time and energy is spent trying to secure funds rather than carrying out programs that will increase safety. Typically, about ten percent of reported traffic accidents in the City of Toronto each year which result in injury involve cyclists. Bicycles constitute between three percent and ten percent. of total traffic on many downtown streets, averaging about five percent of traffic crossing the Central Area Cordon if expressways and their ramps are excluded (Source: March9, 1993, report, "Bicycle Lanes and Routes - Various Locations", by the Department of Public Works and the Environment).

(6) "That the Ministries of Transportation and Health, in co-operation with local municipalities, police forces and cycling groups, develop and fund programs that would increase awareness of Ontario's bicycle helmet law and encourage the use of helmets by all ages."

In the Matesich Inquest, the Coroner supported the passage of Bill124 which, at the time, would have required all cyclists in the Province of Ontario to wear approved bicycle helmets. In supporting Bill124, the Coroner went on to recommend, "That any such legislation be accompanied by awareness programmes that would encourage and support the use of helmets."

Bill124 was subsequently amended and adopted by the Legislature and came into effect on October1, 1995. Cyclists, age 17 and younger, are required to wear helmets. There has been no Provincial co-ordination or funding for making the public aware of the new law or to promote the use of helmets. Helmet use promotion has been left to local communities to develop. Provincial funding and coordination would greatly enhance efforts to increase compliance with the provincial helmet law and encourage helmet use.

(7) "That additional cycling safety information be included in the Province of Ontario's Official Bus Handbook and Official Truck Handbook when these handbooks are reprinted."

It should be noted that the inquest into the death of Mr. Herman Matesich (1991) resulted in the following recommendation: "That the Driver's Handbook be revised to include a section that would educate motorists as to the implications of the increased use of bicycles as a means of transportation." The new Official Driver's Handbook (1995) includes more cycling content (see AppendixB). The Official Bus Handbook and the Official Truck Handbook each have one reference to watching out for cyclists in the section dealing with right turns. They advise, "When it becomes necessary to 'block' off another traffic lane, make sure that smaller vehicles, motorcycles, or cyclists are not attempting to move up along the right side of your vehicle." Given the high likelihood that a collision with a cyclist will result in the cyclist's death, it would be useful to highlight specific strategies for operators of large vehicles to share the road with bicycles.

(Note: The Ministry of Transportation Cycling Skills booklet includes two pages of text and diagrams providing advice on dealing with buses, trucks and streetcars.)

(8) "That the Ministry of Transportation establish criteria for cycling content to be included in driver training and driver instructor/examiner training programs."

Incorporating CAN-BIKE training information into driver training programs would provide information that is not currently available to new drivers.

Enforcement:

(9) "That the Metropolitan Toronto Police Service, in partnership with municipal Cycling Committees, expand targeted enforcement and education efforts towards specific behaviours (cyclists and drivers) which cause accidents, and use the media to raise awareness of these behaviours."

At the present time, the Toronto City Cycling Committee works with Metro Police on a S.P.A.C.E. Program (a selective traffic enforcement program). The Province of Ontario was considering expanding this program on a Provincial scale in 1995 as part of the safety strategy around the bicycle helmet legislation. The program was not expanded after the helmet legislation was amended to apply only to cyclists 17years of age and younger.

(10) "That drivers and cyclists be given the option to take an 'approved' CAN-BIKE training session in lieu of paying a fine for cycling-related traffic infractions."

A CAN-BIKE training course would be a proactive and effective approach to increasing skill and knowledge of road users and to changing attitudes towards safety. Metro Police and the Cycling Committee could develop a strategy based on cost recovery to implement this program.

Legislative Review:

(11) "That the Ministry of Transportation establish an expert review process (involving provincial, police and municipal representatives and cycling organizations) to recommend changes to the Provincial Highway Traffic Act and municipal by-laws so that they are more consistent and understandable with respect to cycling and cyclists and therefore easier to promote and enforce."

In the past decade, many North American jurisdictions have revised their vehicle codes to make them more consistent with current thinking on bicycle safety. Some Ontario Highway Traffic Act sections affecting cyclists are not consistent with educational and enforcement priorities for reducing accidents. For example, the night-time visibility requirements are extremely difficult to comply with and the fine for not having a light is only a fraction of the fine for not having a "bell, horn or gong", a much less serious infraction from an accident prevention viewpoint.

Road Design/Facilities:

(12) "That Metropolitan Toronto municipalities identify potentially dangerous locations for cyclists, including high frequency accident locations and cyclist-identified problem areas where site specific improvements can be made to prevent bicycle accidents."

While Toronto municipalities are developing bicycle routes and lanes as part of an overall strategy to improve safety for cyclists, there are many locations that are not identified to be improved for cyclists because they are not part of an official route. Making spot improvements at locations that are known to be hazardous to cyclists, identified from accident data and by cyclists themselves, will enhance cyclists' safety. The City of Toronto's hazardous catch basin cover replacement program, in which catch basin covers are replaced systematically (as part of annual reconstruction programs, on high priority cycling streets and at locations identified by cyclists) is a good model of how a "bicycle safety spot improvement program" could operate.

Large Vehicles and Bicycles:

(13) "That the Ministry of Transportation investigate the feasibility of requiring 'side guards' for large trucks and trailers operated in urban areas to prevent pedestrians and cyclists being run over by the rear wheels in collisions with large vehicles."

Side guards are a legal requirement in the U.K. and in Europe (AppendixC) to reduce injuries to pedestrians and cyclists. According to the Cyclists' Touring Club 1996 report, "Bikes and Heavy Goods Vehicles", 30 percent of cyclist fatalities are the result of collisions with heavy goods vehicles, yet these vehicles represent only about sevenpercent of the volume of traffic on British roads and are involved in only sevenpercent of recorded incidents of perceived danger (Appendix D).

In Toronto, the likelihood that a cyclist will die as a result of a collision increases significantly if a large vehicle is involved. For the years 1985-95 large vehicles* were involved in six percent of reported bicycle accidents (864 of 13,475accidents--Sheet5, Chart11) yet they were involved in 44percent of cyclist fatalities (15 of 34accidents--Sheets6, Chart15). In at least two of the 1996fatalities, the cyclist was crushed under the rear wheels of a truck. Side guards, as required in the U.K. and Europe, are designed to reduce the risk of a cyclist or pedestrian being dragged under the rear wheels.

(* Assumption: Large vehicles include nondescript trucks, streetcars, school bus, bus other, TTC, tractor-trailer, dump truck, closed truck, and open trucks [Sheet5, Chart11].)

The Metropolitan Cycling and Pedestrian Committee also had before it a communication (August 25, 1997) addressed to Councillor Jack Layton, Co-Chair, Metropolitan Cycling and Pedestrian Committee, from Dr. William J. Lucas, Regional Coroner for Metropolitan Toronto, forwarding the responses received by the Office of the Regional Coroner respecting suggestions for formulating specific recommendations for the Coroner's investigation into cyclist fatalities, together with recommendations dated June 17, 1997, previously received by the Regional Coroner; requesting that the aforementioned recommendations be reviewed and comments submitted to the Office of the Regional Coroner; and advising that the Metropolitan Toronto Police Service has been requested to prepare a document, in simplified format, containing the data of the review of cyclists' collisions over the previous 11 years.

Metropolitan Councillor Ila Bossons, Toronto - Midtown, appeared before the Planning and Transportation Committee in connection with the foregoing matter.

The following persons appeared before the Urban Environment and Development Committee on January 12, 1998, in connection with the foregoing matter:

- Ms. Helen Riley, Older Women's Network;

- Ms. Joan Doiron, Feet on the Street, and also filed an information sheet regarding Feet on the Street; and

- Councillor Jack Layton, Don River.

2

Additional Funding from the Province of Ontario

for Highway Transfers.

(City Council on February 4, 5 and 6, 1998, adopted this Clause, without amendment.)

The Urban Environment and Development Committee recommends that Council request the Minister of Transportation of Ontario to advise when the City of Toronto can expect to receive the additional $6.35million promised in his communication dated December15, 1997, addressed to the Metro Commissioner of Finance and Treasurer, viz:

"Second, municipalities receiving a disproportionate share of highway transfers will have their earlier bonus enriched by 50percent.".

The Urban Environment and Development Committee reports, for the information of Council, having requested the Interim Functional Lead for Transportation to submit a report directly to Council, for consideration with this matter at its meeting scheduled to be held on February4, 1998, on whether the City of Toronto has received an equitable portion of the funds allocated by the Province of Ontario to municipalities for highway transfers relative to the quantity and size of the highways that were downloaded to the City.

The Urban Environment and Development Committee submits the following communication (December 15, 1997) addressed to the Metro Commissioner of Finance and Treasurer from the Minister of Transportation of Ontario:

As you are aware, this government is committed to providing better, more efficient and more accountable services and programs to the people of Ontario. A key element of this commitment is the realignment of provincial and local services.

On December 12, 1997, my colleague, the Honourable Ernie Eves, Minister of Finance, announced the Province's approach to the allocation of the Community Reinvestment Fund and released a broad range of financial information regarding the realignment of provincial and local services.

I am writing to you today to provide more details on how this announcement impacts the transfer of highways to your municipality. This government has had extensive consultations with its municipal partners, and is sensitive to concerns that were raised, such as the one year maintenance allowance, the impact of adding more roads to local systems, and bridge structural needs.

In addition to the $225 million previously allocated for highway transfers, I am pleased to advise you that this government will make available a further $50 million, to be distributed in the following manner. First, the maintenance allowance for highways to be transferred on January1, 1998, will be extended an additional two years, for a total of three years. Second, municipalities receiving a disproportionate share of highway transfers will have their earlier bonus enriched by 50 percent. Finally, approximately $9 million has been provided to enhance the amount of compensation for bridge construction requirements.

Municipalities have raised particular concerns about capital needs for bridges. We have listened to these concerns and have responded. The additional funds being made available for bridge needs apply to both highways to be transferred on January 1, 1998, as well as those that were transferred on April1, 1997.

As s result of the two rounds of transfers, the government will have transferred some 5150kilometres of highways serving local needs, and will have provided $385 million in total compensation to municipalities enabling them to address their additional responsibilities.

I am pleased to advise you that your municipality will receive a one-time unconditional payment of $1,571,150.00, in addition to the compensation previously committed.

If you require further clarification of the above, please contact Denise Evans, Regional Director, Central Region at 416-235-5185.

(City Council on February 4, 5 and 6, 1998, had before it, during consideration of the foregoing Clause, the following report (January 19, 1998) from the Interim Functional Lead, Transportation:

Purpose:

This report responds to the January 12, 1998 request from the Urban Environment and Development Committee to report directly to Council on whether the City of Toronto has received an equitable portion of the funds allocated by the Province to municipalities for highway transfers relative to the quantity and size of the highways that were downloaded to the City.

Recommendation:

It is recommended that this report be received for information.

Background:

For a number of years, the Ministry of Transportation had been reviewing its provincial highways and concluded that a number of highways no longer serve a provincial function because they were either paralleled by 400-series highways or the surrounding land use had changed their role and function from a provincial highway to an arterial road. As a result, in 1996, the Minister of Transportation announced the transfer of the following roads to Metropolitan Toronto, effective April1,1997:

(1) The Queen Elizabeth Way from Highway 427 to the Humber River;

(2) Highway 2A from Highway 401 to Kingston Road;

(3) Highway 2 from Highway 401 to the Region of Durham boundary;

(4) Highway 27 from Highway 401 to Steeles Avenue; and

(5) Eglinton Avenue from The East Mall to a point 0.5 kilometres east.

This was part of the initial transfer of 3,400 kilometres of highways by the Province to municipalities. In transferring these roads, the Minister stated, "I am satisfied that the level and distribution of compensation offered through this arrangement is both equitable and reasonable given today's financial situation."

In early 1997, Metropolitan Toronto received a lump sum of $12,764,750.00 to provide for the capital and operating requirements of the transferred highways. In December 1997, the Minister of Transportation provided an additional $1,571,150.00 in compensation for these highways. In his December 15, 1997 letter, the Minister stated, "In addition to the $225 million previously allocated for highway transfers, I am pleased to advise you that this government will make available a further $50 million, to be distributed in the following manner. First, the maintenance allowance for highways to be transferred on January 1, 1998 will be extended an additional two years, for a total of three years. Second, municipalities receiving a disproportionate share of highway transfers will have their earlier bonus enriched by 50 percent. Finally, approximately $9 million has been provided to enhance the amount of compensation for bridge construction requirements."

The December 15, 1997 letter was forwarded to the Urban Environment and Development Committee meeting on January 12, 1998, and the Committee requested that this report be forwarded directly to Council.

Discussion:

Based on our assessment of these facilities which were transferred to Metropolitan Toronto in 1997, some $46.4 million was identified as required to rehabilitate the pavement, repair the bridge structures and upgrade the traffic control devices. This is necessary in order to correct existing deficiencies and to eventually achieve a minimum life-cycle costing objective relative to the preventive maintenance of this infrastructure. As well, maintenance of these facilities involves an expenditure of about $2.2million per year.

To date, some $2 million in capital funds has been spent to complete the following works:

(1) road and bridge assessments;

(2) replacing the QEW guide and directional signs between the Humber River and Highway 427 to F. G. Gardiner Expressway to reflect the Council approved name change; and

(3) resurfacing of Highway 2A.

The 1998-2002 Capital Works Program Estimates contain an estimated expenditure level of $40,520,000.00 over the five-year period to continue with the rehabilitation of the provincial highways which have been transferred. The 1998 Current Estimates also contain an expenditure level of $2.2 million for annual maintenance of these roads.

We have been advised that the Province has transferred some 5,150 kilometres of highways and will have provided $385 million in total compensation to municipalities. The distribution of these funds was based on a formula derived by the Province based upon its interpretation of needs. To examine the question of fairness within the available funding would require an extensive review of the application of its formula to all jurisdictions and probably a number of discussions with provincial staff. Notwithstanding the question of fairness among jurisdictions, however, it is clear that, relative to the condition of the highways transferred to Metropolitan Toronto, the total contribution of $14,335,900.00 falls far short of the rehabilitation and annual operating funding requirements of the new City of Toronto.

Conclusion:

The provincial highways which have been transferred require substantial upgrading to rectify current deficiencies. As well, their maintenance needs have impacted upon our Current Budget demands. From Toronto's perspective, the compensation which accompanied the transfer of these highways has been inadequate.

Contact Name:

Len Rach, Director of Planning and Engineering, 392-5344.)

3

Removal of King Street Reserved Streetcar Lanes.

(City Council on February 4, 5 and 6, 1998, amended this Clause by striking out the recommendation of the Urban Environment and Development Committee and inserting in lieu thereof the following:

"It is recommended that:

(1) on an interim basis, the reserved streetcar lanes on King Street, between Jarvis Street and John Street, be removed;

(2) the balance of the reserved streetcar lanes on King Street be retained and the Chief of Police be requested to continue enforcement of such lanes; and

(3) the Interim Functional Lead for Transportation, in consultation with the Chief General Manager, Toronto Transit Commission, be requested to submit a report to the Urban Environment and Development Committee, in six months, on the operation of the reserved lanes, having regard for the deletion of the reserved streetcar lanes between Jarvis Street and John Street, and the success of enforcement by the Toronto Police Service.")

The Urban Environment and Development Committee recommends the adoption of the recommendation of the Toronto Transit Commission that the King Street Reserved Streetcar Lanes be removed, as embodied in the following communication (December 17, 1997) from the General Secretary of the Commission:

At its meeting on Tuesday, December 16, 1997, the Commission considered the report from the Chief General Manager, Toronto Transit Commission, entitled "Follow-up to Commission Enquiry: Evaluation of King Street Reserved Streetcar Lane".

The Commission received the above report and requested that it be forwarded to the Urban Environment and Development Committee of the new City of Toronto with a recommendation that the King Street Reserved Lanes be removed.

The foregoing is forwarded for the consideration of the Urban Environment and Development Committee of the new City of Toronto.

(Toronto Transit Commission, Report No. 26k,

entitled "Follow-up to Commission Enquiry:

Evaluation of King Street Reserved Streetcar Lanes".)

In 1993, the City of Toronto undertook the transit-supportive initiative of designating the median lanes on King Street, between Dufferin Street and Parliament Street, as being reserved for streetcars and taxicabs on weekdays from 7:00 a.m. to 9:00 a.m. and from 4:00 p.m. to 6:00p.m. The objective of this designation was to allow TTC streetcars to operate through the heavily-congested downtown commercial area more quickly and, thereby, to make it more attractive for downtown-destined employees to take transit to their workplace.

Because of changes in staffing at the City of Toronto City Works Services area, the City of Toronto has been unable to undertake its intended formal post-implementation of these reserved streetcar lanes. Therefore, TTC staff are reporting independently on these lanes, based on operating experience to date.

The King Street reserved streetcar lanes have been a failure; we have not achieved the improvements in travel times and service efficiencies that we had expected. The lanes were established on a four-lane roadway and, by designating two of these lanes exclusively for streetcars and taxicabs, there remained very limited capacity to accommodate other users of the road. These reserved lanes also pass by the major office towers in the downtown, in front of which large numbers of taxis queue in the curb lanes to serve the many business travellers who come and go from these buildings. The only way that the centre streetcar lanes would not be used by other vehicles would be if the curb lanes were kept completely and consistently free-flowing, and not obstructed by taxicabs, couriers, and delivery vans.

The police indicated that their presence would be required at all times to keep the curb lane clear of such obstructions and that they do not have enough resources for this level of enforcement. However, even if the curb lane were cleared of parked or stopped vehicles, a motorist in the curb lane intending to make a right turn, but stopped to wait for crossing pedestrians, would block the curb lane. This would require other motorists to move into the reserved streetcar lane to travel around the waiting vehicle, thus negating the effectiveness of the exclusive right-of-way. The police indicated that they were sympathetic to this form of violation and would not ticket motorists for such moves.

Whether it was due to difficulty, or simply reluctance, on the part of the police in enforcing this facility, the reserved streetcar lanes have been, for all intents and purposes, fully open for use by all vehicles on the roadway, and the lanes have been virtually indistinguishable from any other mixed-traffic lane. There have been no significant savings in travel time achieved, minimal operating efficiencies, and generally no improved attractiveness of our service in this area.

Staff had, over time, attempted to implement improvements to this facility. For example, large, curb-side signage was added to supplement the smaller overhead signs advising motorists of the exclusive right-of-way operation. Also, the associated by-law was modified to make enforcement easier. City staff attempted, unsuccessfully, to find a suitable taxistand, off of King Street, to keep the curb lanes clear in the vicinity of First Canadian Place.

There may have been other, less significant contributory factors to the failure of these lanes, such as the limitation in the size of the signage that we were able to suspend from the streetcar span wires to advise motorists that the centre lanes are reserved for streetcars. However, even setting aside such limitations, there would still be a need for constant, ongoing police presence if the lanes were to function as they were originally intended.

The concept of reserving road lanes for high-frequency, high-capacity transit services, to make transit relatively more attractive and competitive with the automobile, remains sound. For these to be effective, however, there must be a full understanding of the implications of such reserved lanes on the overall flow of traffic, and an accompanying full commitment to the enforcement of the legislation.

TTC staff are discussing with City of Toronto Works Services staff the logic of removing the current reserved streetcar lane signage, so as not to devalue this type of designation elsewhere in Metro or at other locations where they might be installed in the future.

(Councillor Shiner, at the meeting of City Council on February 4, 5 and 6, 1998, declared his interest in the foregoing Clause, in that his family owns property on King Street West.)

4

Task Force on the Gardiner/Lakeshore Corridor.

(City Council on February 4, 5 and 6, 1998, adopted this Clause, without amendment.)

The Urban Environment and Development Committee recommends that Council encourage the existing Task Force on the Gardiner/Lakeshore Corridor to continue to meet pending the outcome of the review of its mandate and composition by the Special Committee to Review the Final Report of the Toronto Transition Team.

The Urban Environment and Development Committee reports, for the information of Council, having:

(1) deferred consideration of the communication (October 3, 1997) from the Assistant City Clerk of Toronto until its next meeting, scheduled to be held on February 9, 1998; and

(2) requested the Interim Functional Lead for Transportation to submit a report thereon to the February 9, 1998, meeting of the Urban Environment and Development Committee, and to make a brief presentation at such meeting regarding the dismantling of the eastern portion of the F.G.Gardiner Expressway to the Committee.

Background:

The Urban Environment and Development Committee on January 12, 1998, had before it the following communications:

(i) (October 3, 1997) from the Assistant City Clerk of Toronto advising that the Council of the City of Toronto on September 22 and 23, 1997, amended and adopted Clause No. 1 of Report No. 8 of The Economic Development Committee, entitled "Economic Benefits of the Dismantling of the Gardiner Expressway"; and, in so doing:

(1) recommended that the Council of the new City of Toronto make the creation of a plan dealing with the Gardiner/Lakeshore Corridor a priority and create a broad-based process to move the planning forward, including funding to ensure this work;

(2) recommended that a Task Force on the Gardiner/Lakeshore Corridor, similar to the one presently in place at the City of Toronto, be created by the new City of Toronto, including appropriate staff support and an operating budget;

(3) requested the new City of Toronto Council to ensure full public participation on the impact of dismantling of the Gardiner Expressway, by instituting full public meetings in the community east of Leslie Street; and

(4) reiterated the vital importance of the Gardiner/Lakeshore Corridor to the GTA's economy, and requested that every possible effort be made to ensure that traffic capacity not be lost in the transition period if and when the Gardiner Expressway is removed.

(ii) (January 9, 1998) from Councillor Tom Jakobek, Toronto - East Toronto, requesting the Urban Environment and Development Committee to defer consideration of the communication referred to in (i) above to the next meeting of the Committee in order to allow deputations thereon from the community.

The following persons appeared before the Urban Environment and Development Committee in connection with the foregoing matter:

- Mr. James Alcock, Toronto;

- Mr. Eli Ophek, Toronto; and also filed a copy of a submission dated February 3, 1997, to the Minister of Environment and Energy from the Toronto Bay Group requesting an Individual Environmental Assessment for the F. G. Gardiner Expressway East; and

- Councillor Jack Layton, Toronto - Don River.

5

Other Items Considered by the Committee.

(City Council on February 4, 5 and 6, 1998, received this Clause, for information.)

(a) Contracts Nos. T-6-98, T-7-98, T-21-98 and T-22-98:

General Maintenance of Metropolitan Roads.

The Urban Environment and Development Committee reports having recommended to the Strategic Policies and Priorities Committee, and Council, the adoption of the following report:

(December 16, 1997) from the Commissioner of Transportation recommending the award of contracts Nos. Nos. T-6-98, T-7-98, T-21-98 and T-22-98, for general maintenance on major arterial roads.

(b) Russell Hill Subway Train Accident of August 11, 1995

-Due Diligence Checklist Update.

The Urban Environment and Development Committee reports having received the following communication:

(December 17, 1997) from the General Secretary, Toronto Transit Commission, addressed to the Regional Coroner for Metropolitan Toronto, advising that the Toronto Transit Commission on December 16, 1997, received the updated Due Diligence Checklist contained in report No.(3), entitled "Russell Hill Subway Train Accident of August 11, 1995 - Due Diligence Checklist Update"; such report providing a status report on the progress toward closing the Coroner's Jury Recommendations and the TTC's Internal Team Recommendations; and, further, requested that a copy be forwarded to the ChiefCoroner of Ontario, the Municipality of Metropolitan Toronto and the Province of Ontario for information.

(c) Membership of the

Urban Environment and Development Committee.

The Urban Environment and Development Committee reports having received the following communication:

(January 9, 1998) from the City Clerk of Toronto advising that City Council, at its meeting held on January 2, 6 and 8, 1998, appointed the following as members of the Urban Environment and Development Committee, for a term of office expiring on May31, 1999, and/or until their successors are appointed:

Councillor F. Faubert

Councillor I. Jones

Councillor B. F. Kinahan

Councillor P. Li Preti

Councillor P. McConnell

Councillor R. Moeser

Councillor H. Moscoe

Councillor J. Sgro

Councillor M. Silva

Councillor M. Tzekas

Mayor M. Lastman, ex-officio

Councillor J. Pantalone, Committee Chair

(d) Agenda of the Urban Environment and Development Committee.

The Urban Environment and Development Committee reports having requested the City Clerk to assign a number or letter to the section of the Committee Agenda, entitled "Any Other Matters"; and to advise the Chair of the Committee should this request be in conflict with the Council Procedural By-law.

(e) Bell Canada Telephone Booth Advertising.

The Urban Environment and Development Committee reports having:

(1) deferred consideration of the following communications until its next meeting, scheduled to be held on February 9, 1998;

(2) requested the Interim Functional Lead for Transportation:

(a) to submit a comprehensive report thereon to such meeting; and

(b) to meet with Mr. Ron Barr, Executive Director, Community/Government Relations, Gould Outdoor Advertising, to discuss his concerns; and

(3) directed the City Clerk to invite Members of the Community Councils and all other interested parties to appear before the February 9, 1998, meeting of the Urban Environment and Development Committee regarding illuminated commercial advertising on telephone booths:

(December 23, 1997) from the Metropolitan Clerk advising that the Metropolitan Council on December 10 and 18, 1997, directed that Clause No. 1 of Report No. 21 of ThePlanning and Transportation Committee, headed "Bell Canada Telephone Booth Advertising", be struck out and referred to the appropriate Committee of the new City of Toronto Council for consideration, with a request that the Commissioner of Transportation review the revenue streams and report thereon following consultation with the Community Councils on the anticipated impact on local by-laws and advertising policies.

(December 10, 1997) from the Assistant City Clerk of Toronto advising that the Council of the City of Toronto on December 8, 1997, gave consideration to Clause No. 2 of Report No.26 of The Executive Committee, entitled "Advertising Signage on Outdoor Telephone Booths - Metropolitan Toronto Road Allowance"; and stating that City Council took the following action:

(a) requested Metro Council to defer its consideration of Bell Canada's proposal to erect signage for the purposes of third party advertising on outdoor telephone booths within the rights-of-way of certain Metro roads until the new City of Toronto Council has had an opportunity to review this request in light of the decision of the former City of Toronto to not permit this type of signage within the City's road allowances; and

(b) directed that, if Metro Council chooses to permit these signs on outdoor telephone booths, it exclude those portions of the Metropolitan rights-of-way that exist within the former City of Toronto boundaries from any agreement.

Mr. Ron Barr, Executive Director, Community/Government Relations, Gould Outdoor Advertising, appeared before the Urban Environment and Development Committee in connection with the foregoing matter.

(f) Contracts Nos. T-2-98, T-3-98, T-4-98 and T-5-98:

Permanent Repairs to Utility Road Cuts.

The Urban Environment and Development Committee reports having recommended to the Strategic Policies and Priorities Committee, and Council, the adoption of the following report:

(December 16, 1997) from the Commissioner of Transportation recommending the award of contracts Nos. T-2-98, T-3-98, T-4-98 and T-5-98, for Permanent Repairs to Utility Road Cuts.

(g) Contracts Nos. T-43-98 and T-44-98:

Minor Bridge Repairs on Metropolitan Roads.

The Urban Environment and Development Committee reports having recommended to the Strategic Policies and Priorities Committee, and Council, the adoption of the following report:

(December 16, 1997) from the Commissioner of Transportation recommending the award of contracts Nos. T-43-98 and T-44-98, for minor bridge repairs on major arterial roads.

(h) Contract No. T-8-98:

Bathurst Street Bridge Over the Toronto Terminal Railways

South of Front Street--Structure Rehabilitation.

The Urban Environment and Development Committee reports having:

(1) recommended to the Strategic Policies and Priorities Committee, and Council, the adoption of the following report;

(2) requested the Interim Functional Leads for Transportation and Planning to initiate the necessary studies for a pedestrian/bicycle overhead link between the foot of TecumsethStreet and the Fort York lands; and

(3) requested the Interim Functional Lead for Transportation to give consideration to any public art opportunities during Part "B" of Contract No.T-8-98:

(i) (December 15, 1997) from the Commissioner of Transportation recommending that financing be approved for this project; that pre-budget approval be granted to accommodate the rehabilitation of the BathurstStreet bridge; the award of Part "A" of Contract No. T-8-98, for the rehabilitation of the BathurstStreet bridge over the Toronto Terminal Railways south of FrontStreet; the retention of D. S. Lea Associates Ltd. to perform the construction supervision for this project; and that the appropriate City of Toronto officials be directed to take the necessary action to give effect thereto.

(ii) (January 8, 1998) from Councillor JoePantalone, Toronto - Trinity Niagara, recommending that the eport (December 15, 1997) from the Commissioner of Transportation regarding Contract No. T-8-98 be approved; and, further, that the Commissioners of Transportation and Planning be requested to initiate the necessary studies for a pedestrian/bicycle overhead link between the foot of TecumsethStreet and the Fort York lands.

(i) Status Report on Short-Term Pro-Transit Strategy; and

Establishment of Sub-Committee on Pro-Transit Initiatives.

The Urban Environment and Development Committee reports having:

(1) decided to establish a Sub-Committee on Pro-Transit Initiatives with the following Terms of Reference:

(a) to review initiatives, proposals, and reports related to the support and promotion of public transit and related modes of travel, and to ensure that these are considered in light of Official Plan objectives and policies addressing multi-modal integration and financial and environmental sustainability;

(b) to provide opportunities for input on pro-transit-related topics from other levels of government, agencies, municipalities, business representatives and members of the public; and

(c) to represent City of Toronto interests in the support and promotion of public transit to other levels of government and other municipalities; and

(2) requested the Chair of the Urban Environment and Development Committee to canvass the Members of the Committee in order to determine their interest in sitting on the Sub-Committee on Pro-Transit Initiatives:

(September26, 1997) from the Metropolitan Clerk enclosing Clause No.4 of Report No.19 of The Planning and Transportation Committee, headed "StatusReport on Short-Term Pro-Transit Strategy", which was adopted, without amendment, by the Council of The Municipality of Metropolitan Toronto at its meeting held on September24 and 25, 1997; and advising that, in adopting the Clause, the new City of Toronto Council is being requested to:

(a) reconstitute the Sub-Committee on Pro-Transit Initiatives as a sub-committee of the appropriate standing committee of the new City of Toronto Council; and

(b) direct that a copy of the following Clause and report be placed on the agenda for the first meeting of the aforementioned standing committee of the new City of Toronto Council:

(i) Clause No. 3 of Report No. 5 of The Planning and Transportation Committee, headed "Short-Term Pro-Transit Strategy and Transportation Funding", which was adopted, as amended, by the Council of The Municipality of Metropolitan Toronto at its meeting held on March 27, 1996; and

(ii) (July 31, 1997), entitled "Status Report on Short-Term Pro-Transit Strategy", from the Acting Commissioner of Planning.

(j) Identification of Eglinton Avenue West,

from the W.R. Allen Road West to Dufferin Street

and Beyond, as a High Priority Area.

The Urban Environment and Development Committee reports having referred the following communication to the Interim Functional Lead for Transportation with a request that he submit a report thereon to the meeting of the Committee scheduled to be held on March 23, 1998; such report to include a list of the high priority items already being considered by the Transportation Department:

(October 16, 1997) from the Metropolitan Clerk advising that the Metropolitan Council on October 8 and 9, 1997, adopted, without amendment, the following Motion:

Moved by: COUNCILLOR DIGIOVANNI

Seconded by: COUNCILLOR LAYTON

"WHEREAS Eglinton Avenue West in the vicinity of the end of the AllenRoad requires significant traffic management strategies; and

WHEREAS the business community and the local residents are eager to work together to maintain the vitality of the portion of Eglinton West from the Allen Road towards Dufferin Street and westward; and

WHEREAS the work of organizing the business association and developing a plan for the streetscape and economic renewal of this area is now in the early stages, showing signs of positive development;

NOW THEREFORE BE IT RESOLVED THAT the section of EglintonAvenue West from the Allen Road, west to Dufferin Street and beyond, be identified as a high priority area for attention by the appropriate committees and departments of the new City of Toronto Council."

(k) Toronto Transit Commission:

Chief General Manager's Report

Period 10--October 5 to November 1, 1997.

The Urban Environment and Development Committee reports having:

(1) received the following communication; and

(2) requested the Chief General Manager, Toronto Transit Commission, to submit a report to the Urban Environment and Development Committee regarding the time lost due to workplace injuries in Plant Maintenance, which was 142percent over target for the first nine months of 1997:

(December17, 1997) from the General Secretary, Toronto Transit Commission (Commission), advising that the Commission on December 16, 1997, received for information report No. (1), entitled "Chief General Manager's Report: Period10--October5 to November1, 1997", and, inter alia, requested that a copy of the full report be forwarded to the new City of Toronto Council for information.

(l) Sheppard Streetscape Report and

Yonge Street Median Construction Phase Two.

The Urban Environment and Development Committee reports having:

(1) received the following communication; and

(2) directed that a copy thereof be forwarded to the Public Art Policy Advisory Committee and the Toronto Transit Commission for information and any attention deemed necessary:

(October 3, 1997) from the Commissioner of Planning, City of North York, forwarding the Sheppard Streetscape report, and the Yonge Street Median Construction Phase 2, which were approved by the Council of the City of North York on September17, 1997.

(m) Standing Committee Briefings.

The Urban Environment and Development Committee reports having received, with thanks, presentations from the following City officials regarding the programs and services under the responsibility of the Committee:

- Ms. Virginia West, Member of the Implementation Task Force responsible for the Urban Environment and Development Committee;

- Mr. Lorne Ross, Interim Functional Lead for Planning;

- Mr. Yuman Uzumeri, Interim Functional Lead for Building;

- Mr. Doug Floyd, Interim Functional Lead for Transportation; and

- Mr. Ralph Walton, Interim Lead, Secretariat, Clerk's Department.

Councillor John Adams, Toronto - Midtown, appeared before the Urban Environment and Development Committee in connection with the foregoing matter.

(n) Unauthorized Parking by Heavy Vehicles on Residential Streets.

The Urban Environment and Development Committee reports having referred the following communication to the Interim Functional Lead for Transportation with a request that he submit a report thereon to the Urban Environment and Development Committee:

(Undated) from the City of York advising that the Council of the City of York on October1, 1997, adopted Clause No.125 of Report No. 15 of The Works and Parks Committee, headed "Unauthorized School Bus Parking"; and, in so doing, inter alia, encouraged the new City of Toronto Council to adopt a uniform traffic by-law and procedures to cover all heavy vehicles, including all school buses, restricting them from parking on residential streets, and permitting active police enforcement of the by-law, without the need for street signage.

(Councillor Balkissoon, at the meeting of City Council on February 4, 5 and 6, 1998, declared his interest in Item (e), headed "Bell Canada Telephone Booth Advertising", embodied in the foregoing Clause, in that he is an employee of Bell Canada.)

(Councillor Giansante, at the meeting of City Council on February 4, 5 and 6, 1998, declared his interest in Item (e), headed "Bell Canada Telephone Booth Advertising", embodied in the foregoing Clause, in that his wife is an employee of Bell Canada.)

Respectfully submitted,

JOE PANTALONE,

Chair

Toronto, January 12, 1998

(Report No. 1 of The Urban Environment and Development Committee, including additions thereto, was adopted, as amended, by City Council on February 4, 5 and 6, 1998.)