City of Toronto  
HomeContact UsHow Do I...?Advanced search
Living in TorontoDoing businessVisiting TorontoAccessing City Hall
 
Accessing City Hall
Mayor
Councillors
Meeting Schedules
   
   
  City of Toronto Council and Committees
  All Council and Committee documents are available from the City of Toronto Clerk's office. Please e-mail clerk@city.toronto.on.ca.
   

 

 

City of Toronto

 

 

REPORT No. 13

OF THE EMERGENCY AND PROTECTIVE SERVICES COMMITTEE

(from its meeting on November 3, 1998,

submitted by Councillor Dennis Fotinos, Chair)

 

 

As Considered by

The Council of the City of Toronto

on November 25, 26 and 27, 1998

 

 

 

 

1

Final Report of the Task Force to Review the Taxi Industry

 

(City Council on November 25, 26 and 27, 1998, amended this Clause by:

 

(1) adopting the report dated November 25, 1998, from the Commissioner of Urban Planning and Development Services, entitled "Response to the Emergency and Protective Services Committee Respecting the Report on the Review of the Taxicab Industry", subject to including a provision that Ambassador licences be issued only from the drivers’ list, and subject further to:

 

(a) inserting in Recommendation No. (1)(v), after the word "personal", the words "and survivor income", so that such recommendation shall now read as follows:

 

"(v) an outline of personal and survivor income insurance coverage issues be included in the Ambassador training program and the taxicab industry retraining programs;";

 

(b) adding to Recommendation No. (1)(ii) the words "and that this criteria be only applicable to Standard Licences which elected to accept the new Ambassador Class Designation", so that such recommendation shall now read as follows:

 

"(ii) the amendment to Recommendation No. (16) in the Report on the Review of the Taxicab Industry, as outlined in Recommendation (d) of the Emergency and Protective Services Committee, not be adopted and that the recomendations, as provided for in the Report on the Review of the Taxicab Industry whereby a Designated Ambassador Cab may abandon its Ambassador Cab Designation and continue to operate as a Standard Licensed Taxicab, be adopted, and that this criteria be only applicable to Standard Licences which elected to accept the new Ambassador Class Designation;"; and

 

(c) amending Appendix 1 to such report by:

 

(i) deleting Recommendation No. (11) and inserting in lieu thereof the following new Recommendation No. (11):

 

"(11) new Ambassador Taxicab licenses shall be issued to eligible persons at a rate of 100 licenses annually to be issued from the drivers’ list only;"; and

 

(ii) adding to Recommendation (14)(d) the following new paragraph:

 

"Standard Licence owners shall not be permitted to sell, transfer, lease or assign a licence to a corporation that owns one licence or more, effective immediately.";

 

(2) adding thereto the following:

 

"It is further recommended that:

 

(1) in addition to whatever licences are issued under the regular or Ambassador class, 25 additional licences be issued yearly for accessible cabs, and that this provision continue until such time as 10 percent of all taxicabs are accessible, or until such time as Council is satisfied that community needs have been met; and in order to assist the taxicab industry, Council establish a lower license and renewal fee at no more than 50 percent of that charged for regular or Ambassador licenses, or make grants available equivalent to similar amounts;

 

(2) training programs for drivers include education on the needs of persons with disabilities, especially those with guide dogs or other working dogs, as well as an emphasis on the fact that drivers cannot refuse to provide service to these individuals and their animals;

 

(3) the Commissioner of Urban Planning and Development Services be requested to submit a report to the Emergency and Protective Services Committee, in consultation with appropriate City staff, representatives of the disabled community and the taxi industry, within three months, on the issue of accessible taxicabs and mechanisms which could be employed in order to achieve the community’s needs, as outlined in Recommendation No. (1), above;

 

(4) all efforts be made to monitor the income of drivers/owners;

 

(5) the new meters being introduced be programmed to monitor the income of drivers, and that it be a requirement that the City of Toronto be provided with this information on an annual basis;

 

(6) By-law No. 20-85 be amended to provide that failure to provide the annual income information to the City of Toronto shall be an offence;

 

(7) the General Manager, Toronto Licensing Commission be requested to:

 

(a) develop a formula to address the future issuance, over and above the 100 new Ambassador Taxicab licences to be issued annually, and report to the Emergency and Protective Services Committee and Council for approval in one year;

 

(b) monitor changes in plate values, leasing rates, operating costs, and drivers’ incomes;

 

(c) increase enforcement efforts and seek assistance from the Toronto Police Service in order to strictly enforce unlicensed and out-of-town taxicabs that are picking up passengers within the boundaries of the City of Toronto and report to the Emergency and Protective Services Committee on the procedures the Toronto Licensing Commission proposes to implement in this regard; and

 

(d) submit reports to Council, through the Emergency and Protective Services Committee, on:

 

(i) mechanisms to ensure compliance with Recommendation No. (14)(d) of Appendix 1; and

 

(ii) the provision of a driver-funded benefits package that includes long-term disability coverage and spousal benefits; and

 

(8) the Commissioner of Urban Planning and Development Services be requested consult with various financial institutions, and submit a report to the Emergency and Protective Services Committee on the feasibility of the City of Toronto buying back all outstanding plates with an appropriate financing mechanism, and the City of Toronto subsequently acting as the leasing agent."

 

In addition, Council referred:

 

(1) the following motions to the Emergency and Protective Services Committee:

 

Moved by Councillor Balkissoon:

 

"That the Clause be amended to provide that Recommendation No. (2) of the Emergency and Protective Services Committee be amended to read as follows:

 

‘(2) Council adopt a firm commitment to having an annual review of this issue by the appropriate City staff and the City Auditor, and that such review be completed, and the reports thereon be submitted to the Emergency and Protective Services Committee and Council, prior to the issuance of the second allotment.’ "

 

Moved by Councillor Bossons:

 

"It is further recommended that the Commissioner of Urban Planning and Development Services be requested to submit a report to the Emergency and Protective Services Committee on a mechanism which would permit the owner of an Ambassador License to designate an alternate driver in the case of a medical or accident emergency, such emergency to be certified by a medical doctor chosen by the Toronto Licensing Commission."

 

Moved by Councillor Shiner:

 

"That the Clause be amended by striking out Recommendation No. (14)(c) embodied in Appendix 1 to the report dated November 25, 1998, from the Commissioner of Urban Planning and Development Services, and inserting in lieu thereof the following:

 

‘(14)(c)(i) leasing of taxicabs and/or taxi licenses be prohibited effective January 1, 2004;

 

(ii) with the following exception, notwithstanding the general prohibition, that owners/drivers, and in the case of their death, their spouse or other directed family members, be permitted to lease their taxicabs; and

 

(iii) the Commissioner of Urban Planning and Development Services, in consultation with the appropriate City officials, be directed to submit an implementation plan to the Emergency and Protective Services Committee.’ "; and

 

(2) the following motion to the Review Panel for a report thereon to Council, through the Emergency and Protective Services Committee:

 

Moved by Councillor Fotinos:

 

"That:

 

(1) the Commissioner of Urban Planning and Development Services and the Chief Administrative Officer attempt to establish a flexible time, comprehensive taxi driver education and training program, outlined in Recommendation No. (25) in Appendix 1, through the Community Colleges, so as to allow for greater access to interested parties;

 

(2) this training program be implemented for 1999, or as quickly as possible thereafter;

 

(3) all operators and drivers of taxicabs be required to enroll in these courses within three years of the time that they are offered;

 

(4) all new recipients of City-issued licences be required to have completed the aforementioned training program and be required to drive the taxi for at least five years;

 

(5) City-issued licences be limited to one per lifetime, per individual;

 

(6) after January 1, 2001, the sale or transfers of taxi licences be restricted to persons who have successfully completed the training course, who have a valid taxicab drivers’ licence, and who will be able to demonstrate that they are active in the taxi industry;

 

(7) all taxi licence holders be notified that, after 2001, the leasing of taxicabs shall be strictly monitored and that the leasing of plates shall result in immediate revocation of the taxi licence;

 

(8) the age of vehicles recommended in the report be amended so that the maximum age of a vehicle be restricted to six model years for owner driven cabs and five model years for leased vehicles, and that a vehicle of up to four model years be permitted to be placed on the road as a taxicab;

(9) the issue of Ambassador taxi plates be referred to the Taxicab Advisory Committee; and

 

(10) the City issue 100 more licences in 1999, and that staff work with the Taxicab Advisory Committee to bring forward a formula for issuing licences in the future.")

 

The Emergency and Protective Services Committee recommends:

 

(1) the adoption of the recommendations of the Task Force to Review the Taxi Industry, as outlined in the report (October 28, 1998) from the City Clerk, with the following additional amendments:

 

(a) all current owners and licensees and all transferees of licenses be reminded that the taxi licenses are the exclusive property of the City of Toronto, as currently set out in Licensing By-law No. 20-85;

 

(b) Recommendation No. (10) (b) be amended by deleting the words "one model year old" and replacing them with the words "two model years old";

 

(c) Recommendation No. (14) be amended as follows:

 

(i) that the training program referred to in Section (c) include training to observe, report and respond appropriately to incidents that endanger public safety and security in consultation with the "Taxis on Patrol" Program;

 

(ii) that Section (e) be amended by adding the words "or newer" after the words "operates a vehicle that by year is one model year old"; and

 

(iii) by adding thereto the transferability of the plates to a surviving spouse;

 

(d) Recommendation No. (16) be deleted, i.e.:

 

"(16) A Designated Ambassador Cab may abandon its Ambassador Cab Designation, and continue to operate as a Standard Licensed Taxicab;";

 

(e) Recommendations No. (25) be amended by adding thereto the following additional recommendation:

 

"(vii) Training to observe, report and respond appropriately to incidents that endanger public safety and security, in consultation with the ‘Taxis on Patrol’ Program.";

(f) Recommendations No. (26) be amended as follows:

 

(i) that staff of Toronto Licensing and the Office of the Chief Administrative Officer immediately begin working with community colleges and the Ministry of Colleges and Universities to establish a flexible time, comprehensive taxi driver education and training program that will include the components outlined in Recommendation No. 26;

 

(ii) that this training program be implemented for 1999;

 

(iii) that all license renewals after the year 2003, or five years after the training program has been implemented, be contingent on the successful completion of these courses;

 

(iv) that all new recipients of City issued licenses be required to have completed the aforementioned training program; and

 

(v) by adding thereto the following additional recommendation:

 

"(xiv) Training to observe, report and respond appropriately to incidents that endanger public safety and security, in consultation with the ‘Taxis on Patrol’ Program.";

 

(g) Recommendation No. (26) (viii) be amended to read:

 

"(viii) Sensitivity training to include all aspects of sensitivity, i.e. Race, Religion, Sex, etc.;"

 

(h) Recommendation No. (31) be amended as follows:

 

(i) by inserting the words "or newer" after the words "Ambassador Class Taxicab licensees must provide a vehicle that by year, is one model year old"; and

 

(ii) to provide that a vehicle can come into service as a taxi at two model years old or newer;

 

(i) Recommendation No. (32) be amended as follows:

 

(i) by inserting the words "or newer" after the words "Grandfathered licensees by the year 2003, provide a vehicle that by year, is one model year old"; and

 

(ii) to provide that the age that a vehicle can come into service as a taxi for grandfathered licensees be amended from "one model year old or newer by the year 2003" to "two model years old or newer by the year 2000 and beyond"; and

 

(2) Council adopt a firm commitment to having an annual review of this issue by the appropriate City staff and the City Auditor and that reports thereon be submitted to the Emergency and Protective Services Committee and Council.

 

The Emergency and Protective Services Committee reports, for the information of Council, having:

 

(a) requested the Chair of the Task Force to Review the Taxi Industry to sponsor informal discussions with taxi owners, union representatives and taxi drivers to make recommendations that will fine tune the Task Force’s proposal and to submit same to Council when this matter is considered;

 

(b) requested the Commissioner of Urban Planning and Development Services to report to Council when it considers this matter on November 25, 1998, on the following:

 

(i) that Recommendation No. (13) be amended to provide the Ambassador Taxicab License holders with a mechanism to have the opportunity to approach the Emergency and Protective Services Committee or Toronto Licensing to deal with situations of hardships, i.e. sickness or long term disability;

 

(ii) on the structure of the training programs so that drivers can participate in their off-duty hours; and

 

(iii) on a comment made by a couple of the deputants that the supply of drivers to the industry should be limited;

 

(c) referred the following motions to the Commissioner of Urban Planning and Development Services for a report thereon to Council when this matter is considered on November 25, 1998:

 

(i) Moved by Councillor Moscoe:

 

"That the number of new plates issued for the first year be in accordance with the Coopers and Lybrand report (i.e. 233).";

 

(ii) Moved by Councillor Giansante:

 

"That the recommendations of the Task Force to Review the Taxi Industry be amended to provide for the following amendments, additions and deletions to the report (October 7, 1998) from the Commissioner of Urban Planning and Development Services:

 

(1) Recommendation No. (2) be received;

 

(2) That all reference to "Standard Licenses" be deleted and be referred to as existing licenses;

 

(3) Recommendation No. (3) be amended to include an extra bullet in the Taxicab Passenger Bill of Rights that "every customer has a right to 24 hour service".

 

(4) Recommendation No. (10) be amended by:

 

(a) deleting the word "licenses" and replacing it with the word "designation"; and

 

(b) deleting section (b) and replacing it with the following:

 

"(b) operate a vehicle that by year one is no more than three model years old at the time it enters service as a taxicab and that is replaced at the end of its fifth model year.";

 

(5) Recommendation No. (11) be deleted and replaced with the following:

 

"(11) New taxicab licenses shall be issued to an eligible person at a rate not to exceed 233 licenses in year one and 100 licenses annually thereafter.";

 

(6) Recommendation No. (13) be deleted and replaced with the following:

 

"(13) The new taxicab licenses shall:

 

(a) be driven by the license holder, who must register with a dispatch service and the license holder be allowed to hire two alternate drivers;

 

(b) be permitted to be transferred after a five-year probationary period; and

 

(c) be permitted to be leased after a five-year probationary period.";

 

(7) Recommendation No. (14) be amended as follows:

 

(a) Part (a) be deleted;

 

(b) Part (b) be deleted and replaced with the following:

 

"existing licenses may be transferred only to persons holding a valid Toronto taxicab drivers license, a designated agent’s license or in the event of death, only to a spouse.";

 

(c) Part (c) be amended by adding at the end of the third bullet after the word Licensing "and be enrolled in the new Ambassador Training Program";

 

(d) Part (d) be amended by deleting the words "all Standard License owners" and replacing them with the words "all existing license owners and/or licensed agents"; and

 

(e) Part (e) be deleted and replaced with the following:

 

"(e) a taxicab operating with an existing license may be designated as an Ambassador Taxicab where the existing license holders and/or operators:

 

_ successfully completes the Advanced Ambassador Taxi training course;

 

_ operates a vehicle that by year one is three model years old at the time it enters service as a taxicab and that is replaced at the end of its fifth model year.";

 

(8) Recommendations Nos. (15) and (16) be deleted;

 

(9) Recommendation No. (18) be referred to the Taxicab Advisory Committee;

 

(10) Recommendation No. (28) be amended to read "at a ratio 95 to 5 from the driver’s list and the owner’s list as currently provided for in the By-law.";

 

(11) Recommendation No. (31) be deleted and replaced with the following:

 

"Ambassador Taxicab owners and/or agents must provide a vehicle that by year one is three model years old or less and must be replaced by five model years old as defined in the description of motor vehicle portion of the current Ontario Ministry of Transportation and Communications passenger motor vehicle permit for any vehicle.";

 

 

(12) the first part of Recommendation No. (32) be amended to read as follows:

 

"(32) All licensees by the year 2003 provide a vehicle that by year is three model years old or less and must be replaced after five model years old as defined in the description of motor vehicle portion of the current Ontario Ministry of Transportation and Communications passenger motor vehicle permit for any vehicle (1999 model or newer) and that the upgrade in vehicle quality be phased-in as follows:";

 

(13) That the following new recommendations be added:

 

"(51) Designated agents’ licenses be issued to persons who:

 

(a) manage one or more plates for owners and are active in the taxi industry; and

 

(b) successfully complete a certified training course for agents, established by the Taxicab Advisory Committee;

 

(52) Designated agent license holders or owners without agents have full accountability for the quality of vehicles and drivers under the By-law;

 

(53) That existing plate owners, who have been in the taxi industry for at least 20 years, be exempted from taking the three month course provided that they successfully complete a course to be designed by the Taxicab Advisory Committee;

 

(54) That all spouses who have inherited a taxicab license plate from former active owners shall be exempt from taking the course, with the proviso that spouses have to use a designated agent to qualify;

 

(55) That staff create a mechanism to allow the vehicle to be registered to a plate owner but the purchaser of the vehicle be the actual owner;

 

(56) Upon successful completion of the requirements, the taxicab license holder shall be entitled to display a distinguishable Ambassador Taxicab insignia in the taxicab, including a decal and vehicle stripe, visible to potential passengers; and

 

(57) That the Ambassador Training Program be split into two parts and that applicants be permitted up to two years to complete both parts of the course.";

 

(iii) Moved by Councillor Balkissoon:

 

"That Recommendation No. (14), Sections (a) and (b), be amended to provide that the period of ‘two years’ be replaced with ‘five years’ "; and

 

(iv) Moved by Councillor Fotinos:

 

"That:

 

(1) all owners, drivers and designated agents be required to enroll in these courses within 2 years of the time that they are offered;

 

(2) Toronto Licensing issue the number of taxi licenses recommended by the Coopers and Lybrand formula (i.e. 233) over the next two years and thereafter licenses be issued by a formula to be developed by the Taxicab Advisory Committee and Council;

 

(3) after January 1, 2003, the sale or transfer of taxi licenses be restricted to spouses or to persons who have successfully completed the training course and who will drive the vehicle for five years; and

 

(4) the issue of the proposed Ambassador Cabs be referred to the Taxicab Advisory Committee for further consideration."

 

The Emergency and Protective Services Committee submits the following report (October 28, 1998) from the City Clerk:

 

Recommendations:

 

The Task Force to Review the Taxi Industry on October 27, 1998, recommended to the Emergency and Protective Services Committee and Council that the report (October 7, 1998) from the Commissioner of Urban Planning and Development Services be adopted subject to the following amendments:

 

(1) that Recommendation No. 17 contained therein be struck out and replaced with the following:

 

"(17) The Province of Ontario be requested to make the required changes to provincial legislation to provide municipalities with the legislative ability to regulate taxi plate leasing including the ability to set maximum lease rates and institute conditions for lease cancellations.";

 

(2) that a provision be added to the Taxicab Passenger Bill of Rights that disabled riders have a right to be treated with courtesy, dignity and respect for their disabilities;

(3) that the training programs include how to assist those with disabilities; and

 

(4) that this issue be reviewed after these recommendations have been in effect for a three year period and that the Task Force to Review the Taxi Industry be reconvened at that time to make further recommendations.

 

The Task Force to Review the Taxi Industry also reports having:

 

(a) referred to the Commissioner of Urban Planning and Development Services for a report thereon to the Emergency and Protective Services Committee the following:

 

(i) that 10 per cent of the new ambassador licences be accessible to the disabled;

 

(ii) staff be requested to consider additional incentives to the establishment of accessible taxis;

 

(iii) the feasibility of converting all plates to ambassador plates over a 10-year period; and

 

(iv) how brokerages can be made to accept greater responsibility and accountability for taxis within their brokerages;

 

(b) requested the Commissioner of Urban Planning and Development Services to forward copies of the Toronto Star articles by Peter Cheney, and the editorials from the Toronto Star and the Ottawa Citizen on this issue, to the Emergency and Protective Services Committee to be reprinted and included on the agenda for its meeting to be held on November 3, 1998;

 

(c) referred the following motion to the Commissioner of Urban Planning and Development Services for a report thereon to the Emergency and Protective Services Committee:

 

"Moved by Councillor Fotinos that:

 

(1) the Commissioner of Urban Planning and Development Services and the Chief Administrative Officer be requested to immediately begin working with community colleges and the Ministry of Colleges and Universities to establish a flexible time, comprehensive taxi driver education and training program that will include the components outlined in Recommendation No. 26 of the report from the Commissioner of Urban Planning and Development Services;

 

(2) this training program be implemented for 1999;

 

(3) all owners, drivers and designated agents be required to enroll in these courses within two years of the time that they are offered;

 

(4) all licence renewals after the year 2001, or three years after the training program has been implemented, be contingent on the successful completion of these courses;

 

(5) Toronto Licensing issue the number of taxi licences recommended by the Coopers and Lybrand formula (i.e. 233) over the next two years;

 

(6) all new recipients of City issued licences be required to have completed the aforementioned training program;

 

(7) after January 1, 2001, the sale or transfer of taxi licences be restricted to persons who have successfully completed the training course and who will be able to demonstrate that they are active in the taxi industry and that their primary source of income is derived from the taxi business; and

 

(8) the issue of the proposed Ambassador Taxicabs be referred to the Taxicab Advisory Committee for further consideration."; and

 

(d) received all the communications and submissions on this issue.

 

Background:

 

The Task Force to Review the Taxi Industry had before it the following report and communications:

 

(i) (October 7, 1998) from the Commissioner of Urban Planning and Development Services forwarding a report which presents an overview of the review of the Toronto Taxicab Industry as conducted by the Task Force to Review the Taxi Industry and submitting recommendations in regard thereto;

 

(ii) (June 23, 1998) City Clerk advising that at a joint meeting held on June 22, 1998, the Metropolitan Cycling and Pedestrian Committee, the Toronto City Cycling Committee and the North York Cycling and Pedestrian Committee recommended to the Task Force to Review the Taxi Industry the adoption of the following recommendations of the joint Education, Safety and Security Sub-Committee and requested that they be considered with all of the other recommendations respecting the review of the Toronto taxi industry and included in the Task Force’s final report and recommendations to City Council:

 

(1) that the City of Toronto lobby the Ministry of Transportation of Ontario to designate a special classification of driver’s license for taxicab drivers;

 

(2) that, until such time as Recommendation No. (1) is in place, the City of Toronto assess the competence of its taxicab drivers through the licensing program; and

 

(3) that the Toronto Licensing Commission significantly expand the road safety component of the taxicab driver training program to include a minimum of one day’s training spent on cycling and pedestrian safety issues;

 

(iii) (July 9, 1998) Mr. Eugene W. Meikle, President, Toronto Taxi Drivers Association, complimenting the Task Force for the "round table" talks held on July 6, 1998, and expressing the hope that such sessions would become mandatory in the future;

 

(iv) (July 9, 1998) Councillor Howard Moscoe, North York Spadina, recommending that, in the event the Toronto Taxi Reform package is successfully challenged in the courts, the City immediately:

 

(A) terminate all payments made under the reform package (this be disclosed to plate holders prior to their accepting the package);

 

(B) the City immediately restrict the leasing of plates by:

 

(1) grandfathering all existing taxi plates;

 

(2) begin immediately issuing a new category of taxi plates called the "New Toronto Taxi Plate";

 

(3) issuing a new plate to any individual who meets and agrees to all of the following conditions:

 

(a) is qualified to drive a taxi by virtue of holding a valid Toronto Licensing Commission taxi driver’s licence;

(b) agrees to affix such plate to a current model year car as approved by the Commission;

(c) agrees to remove that car from taxi service after it has operated as a taxi for no longer than five years;

(d) is the principle driver of this vehicle and operates it on an ongoing basis; and

(e) understands that the "New Toronto Taxi Plate" is non transferable, remains the property of the Toronto Licensing Commission and must be returned to the Toronto Licensing Commission if any of these conditions are not in effect; and

 

(C) Amend By-law No. 20-85 accordingly;

 

(v) (July 13, 1998) Councillor John Adams, Midtown, forwarding correspondence from Mr. Garfield Mahood, Toronto, expressing his concerns regarding the practices of Toronto’s taxicabs and the need for an overhaul of the industry;

(vi) (July 20, 1998) Mr. Ian Outerbridge, Solicitor, on behalf of the Toronto Taxi Drivers Association, addressed to the Premier of Ontario presenting information with regard to the Association’s plan of action for the taxicab industry entitled Plan 2001 which calls for the abolition of taxicab license leasing and the introduction of a system of taxicab ownership similar to the system used in London, England;

 

(vii) (July 22, 1998) Mr. Ian Allaby, Toronto, expressing concerns with regard to the practices of designated agents;

 

(viii) (July 21, 1998) Mr. Harold J. Mitchell, Toronto, expressing concerns with regard to the existing taxi situation particularly as it relates to riders in wheel chairs;

 

(ix) (August 17, 1998) Mr. Jim Bell, Toronto Taxi Alliance, forwarding suggestions for improving enforcement of the by-law related to unlicensed drivers and vehicles in the taxicab industry;

 

(x) (August 26, 1998) Mr. Michael Khlaif, Scarborough, a cab owner-driver, addressed to Mayor Lastman, providing suggestions on this issue;

 

(xi) (October 22, 1998) Mr. Vincent Rodo, General Secretary, Toronto Transit Commission, advising that the Commission on October 21, 1998, approved the following recommendations:

 

"1. Requesting the Taxi Industry and Toronto Licensing Commission to assist in making more accessible taxis available, in addition to those under contract for Wheel-Trans service;

 

2. Requesting the Toronto Licensing Commission to review licensing fees or possible incentives to help increase the number of accessible taxis;

 

3. Recommending to the Toronto Licensing Commission that they require a certain percentage of licenses to be for accessible taxis or to create a sub-class of the proposed "Ambassador" Class; and

 

4. Forwarding the foregoing motions and the deputation to the Task Force to the Taxi Industry for consideration when it reviews the final report on the Taxi Industry."; and

 

(xii) (October 1998) Mr. Nabil Nasser expressing concerns with regard to the recommended changes to the taxi industry and requesting that change be made slowly but decisively as the industry is in such turmoil that it will not survive the massive reforms recommended in the Task Force report.

 

_______

 

The following persons appeared before the Task Force to Review the Taxi Industry in connection with the foregoing matter:

 

- Mr. Ross Dunsmore, Chair, Toronto Board of Trade;

- Mr. Rod Seiling, Greater Toronto Hotel Association;

- Mr. Andrew Reti, Toronto Taxicab Owners and Operators Association, Thornhill, and filed a written submission;

- Mr. Al Moore, Toronto, and filed a written submission;

- Ms. Janet Youdell, Ontario March of Dimes, Toronto, and filed a written submission;

- Ms. Janice Tait, Transportation Action Now, Toronto, and filed a written submission;

- Ms. Gail Souter, General Manager, Toronto Taxi Alliance, c/o Beck Taxi, Toronto, and filed a written submission with Mr. Jim Bell;

. Mr. Larry Labovitch, Kingsboro Taxi, Toronto;

- Mr. George Bartsiocas, Toronto, and filed a written submission;

- Mr. William Brown, O.M.C., Chair, Advisory Committee for Accessible Transportation, Toronto Transit Commission, Scarborough;

- Mr. Paul Forhan, Independent Cab Owners' Co-operative Inc., Toronto, and filed a written submission;

- Mr. Peter Zahakos, c/o Co-op Taxi Associates Committee, Etobicoke, and filed a written submission;

- Mr. Spiros Bastas, Maple Leaf Taxi, Toronto, and filed a written submission;

- Mr. Nabil Charbel, Staff Representative, Ontario Taxi Union, Mississauga, and filed a written submission;

- Mrs. Wilma Walsh, Mississauga;

- Mr. Afhin Zaboli, Toronto;

- Mr. Asafo Addai, Brampton;

- Mr. Orhan Aybars, Toronto;

- Mr. Jim Bell, General Manager, Diamond Taxicab Association (Toronto) Limited, Toronto;

- Mr. Boniface Banye, Toronto;

- Mr. Eugene Meikle, President, Toronto Taxi Drivers Association, Toronto, and filed a written submission;

- Mr. Michael Khlaif, Toronto;

- Ms. Aileen Cummins, Toronto;

- Mr. Ian Allaby, Communications Director, Toronto Taxi Drivers' Association, Toronto, and filed a written submission;

- Mr. Stanley Steiner, Taxicab Consulting Services, North York, and filed a written submission;

- Mr. Kuldip Singh, Brampton;

- Mohammad Reza, Toronto;

- Mr. Lou Racz, Toronto;

- Mahmoud Heydari, Toronto;

- Mr. Stefano Fedele, Brampton, and filed a written submission;

- Mr. George Witte, Toronto;

- Mr. Suki Dhillan, Toronto;

- Mr. Joel Barr, Toronto, and filed a written submission;

- Mr. Hillel Gudas, Toronto;

- Mr. Michael J. Webster, Toronto;

- Mr. Martin Ceh, Toronto;

- Mrs. Helen Silver, Toronto;

- Mr. Dave Thomas, Toronto;

- Mr. Mohamud Omar, Toronto;

- Mr. Robert Stewart, Scarborough;

- Mr. Hubert Anderson, Toronto;

- Mr. Carlton Keane, Toronto;

- Mr. Michael Carman, Thornhill;

- Mr. Ahmet Gulkan, Brampton;

- Mr. Ali Shariff, Toronto;

- Mr. Nasser Moradmand, Toronto;

- Mr. Hubert Leach, Toronto; and

- Mr. Larry Huang, Toronto.

 

(Report dated October 7, 1998, addressed to the

Task Force to Review the Taxi Industry from the

Commissioner of Urban Planning and Development Services)

 

Purpose:

 

This report presents an overview of the review of the Toronto Taxicab Industry as conducted by the Toronto Task Force to Review the Taxi Industry. As such, the report serves as the executive summary to the attached detailed report entitled "Report to Review the Toronto Taxi Industry", that provides the analysis to support the recommended reforms.

 

This executive summary addresses the extent of research and analyses conducted, describes the study methodology, provides an overview of the feedback received through deputations, submissions and workshops, and describes the conclusions and recommendations for reforms to the taxi industry.

 

Funding Sources, Financial Implications and Impact Statement:

 

There are operating cost implications to Toronto Licensing due to changes in administrative procedures and resources that result from this study. Specifically, a requirement for ten additional enforcement staff is identified and requires an increase in the amount of approximately $800,000.00 for staff and equipment, in Toronto Licensing’s 1999 operating budget. Once these recommendations are implemented, it is expected that the quality of the taxicab industry will improve and demand for enforcement will decline. Other implications related to increased training and complaints handling requirements will become evident as the recommendations are implemented and will impact future budgets in the year 2000 and beyond. It is recommended that these impacts be reported to the Emergency and Protective Services Committee and Council within six months of approval of this report.

 

The current practice requires Toronto Licensing to recover operating costs through annual licensing fees allocated proportionately to each industry that it regulates. The changes recommended in this report are for the benefit of taxi licensees and it is therefore recommended that any budget increase be offset by an increase to the license fees paid by taxi service licensees. Recognizing the timing of this report, the proposed improvements to the taxicab industry will be additional to the license fees 1999 taxicab license fees already approved by Council at its meeting on October 1 and 2, 1998, as contained in Clause No. 2 of Report No. 9 of the Emergency and Protective Services Committee. This approval provides for taxicab licenses to be issued for a period of eight months in 1999. Therefore, impacts on Licensing fees that result from the recommendations in this report can be incorporated into the calculations for the next license period for taxicab license.

 

The recommended reforms also impact the current market value of taxicab licenses, lease rates for taxicabs, and income for drivers. These changes are designed to be implemented gradually so that the impact on individuals can be appropriately managed. These changes are necessary and will serve to benefit the Toronto public and visitors and the taxi industry overall.

 

Recommendations:

 

It is recommended that:

 

(1) the Task Force approve the attached Report to Review the Taxi Industry and forward it to the Emergency and Protective Services Committee and Council for approval;

 

(2) the recommendations for reform be approved as a package recognizing the interrelationship of all initiatives and that all the changes are necessary to improve Toronto’s taxi service in accordance with the goals of the Task Force to Review the Taxi Industry;

 

With respect to customer service:

 

(3) to adopt a new Taxicab Passenger Bill of Rights for all Toronto taxicabs, to be displayed on the back of the passenger seat, easily visible to passengers, to inform that Taxicab passengers have a right to:

 

_ A professional driver who:

_ is licensed and knowledgeable;

_ knows the major routes and destinations in the City of Toronto;

_ speaks and understands English;

_ is courteous and provides assistance;

_ provides a safe ride;

_ knows and obeys the by-laws and all traffic laws;

_ offers a silent ride if desired;

 

 

_ Direct the driver on the route to be taken;

 

_ A quality taxicab:

_ in good mechanical and physical condition;

_ with a clean passenger area and trunk;

_ air-conditioned or heated on demand;

_ with easy access to seatbelts;

_ with a smoke-free environment;

_ equipped with a meter that issues receipts noting the date and time of the trip, distance, taxicab license number, and the fare charged;

 

_ An effective customer complaints process;

 

_ Reduce the tip if the above services are not provided;

(4) in order to implement recommendation number (3), the following steps be taken to give effect thereto;

 

(5) all Toronto taxicabs be equipped with a receipt machine that provides the passenger with a receipt noting the date and time of the trip, length of the trip, registered number of the taxicab, the fare charged, and the Toronto taxicab customer service telephone number;

 

(6) information from the receipt equipment be made available to Toronto Licensing as required, for information, training, and review purposes;

 

(7) Toronto Licensing adopt the easily remembered customer service number 1-877-TO-TAXIS;

 

(8) Toronto Licensing develop a plan respecting steps to be taken to augment the current customer complaints process with a marketing plan and resolution process and report back to Emergency and Protective Services Committee within six months to identify any impact with respect to resources to provide for:

 

_ taxicabs to boldly display the customer service number, posted on the Taxicab Passenger’s Bill of Rights, with the accompanying plate number and driver’s name posted alongside the advertisement;

 

_ all taxicabs to display the customer service number with a safe driving message on the back of the taxicab, visible to other vehicles;

 

_ Customers to have the option to file an on-line complaint whereby personal information, as well as an account of the incident, can be filed;

 

_ the customer with the choice of either filing a complaint against a driver through an industry-wide organization such as the Taxicab Advisory Committee, or attending a short hearing with the regulatory authority;

 

_ Toronto Licensing to respond in writing within 7 days to the customer to inform them of actions to be taken;

 

_ Toronto Licensing to resolve complaints within 90 days and advise customers in writing respecting the outcome of the investigations;

 

_ The industry to assume a greater role in the self-management of their trade;

 

With respect to industry structure:

 

(9) Council endorse the principle that Toronto is a world class city and that as ambassadors for a world class city, Ambassador Taxicabs must provide:

 

_ High quality driving skills;

 

_ High quality customer service skills;

 

_ High quality vehicles;

 

(10) Ambassador Taxicab licenses be issued to persons who:

 

(a) successfully complete the Advanced Ambassador Taxi training course, with access to the training program as defined by recommendations 26-30, below;

 

(b) operate a vehicle that by year is one model old at the time it enters service as taxicab and that is replaced at the end of its fifth model year;

 

(11) Ambassador Taxicab licenses shall be issued to eligible person as defined in a rate not to exceed 300 licenses annually;

 

(12) a vehicle that is converted to natural gas or a taxicab meeting criteria for barrier free accessibility may be eligible for a two-year extension;

 

(13) Ambassador Taxicab licenses shall:

 

(a) be driven by the License holder;

 

(b) not be transferred;

 

(c) not be leased;

 

(d) entitle the Taxicab to display a distinguishable Ambassador Taxicab insignia, including a decal and vehicle stripe, visible to potential passengers;

 

(e) entitle the Taxicab to pick-up passengers at Pearson International Airport, if agreements can be reached with the Greater Toronto Airports Authority;

 

(14) the existing 3,480 taxicab licenses be grandfathered and the characteristics of the standard taxicab licenses (Standard Licenses) include:

 

_(a) transferability of Standard Licenses as currently provided for under By-law 20-85 for a period of two years;

_

_(b) after two years, Standard Licenses may be transferred only to persons holding a valid Toronto taxicab drivers license who may:

_

_ lease the taxicab;

 

_ drive the taxicab; or

 

_ transfer to a person holding a valid taxicab drivers license;

 

(c) leasing of taxicabs as currently provided for under By-law 20-85 is continued, with the following amendments:

_

_ a lessee may be party to only one taxicab lease agreement at any one time, and the lessee must drive the taxicab on a full-time basis;

 

_ a lessee can hire up to three alternate drivers;

 

_ New taxicab drivers who drive standard taxicabs, must successfully complete the existing three week training program offered by Toronto Licensing;

 

(d) all Standard License owners must participate in the industry by:

 

_ personally attending all three annually scheduled inspections;

 

_ file annual documents in person at Toronto Licensing;

 

_ attend all hearings relating to that owner’s license or vehicle in person;

 

(e) a taxicab operating with a Standard License may be designated as an Ambassador Class Taxicab where the Standard License holder:

 

_ successfully completes the Advanced Ambassador Taxi training course;

 

_ operates a vehicle that by year is one model year old at the time it enters service as a taxicab and that is replaced at the end of its fifth model year;

 

(15) a taxicab operating with a Standard License that is designated as an Ambassador Taxicab ("Designated Ambassador Cab"):

 

(a) shall be driven by the License holder;

 

(b) shall not be transferred;

 

(c) shall not be leased;

 

(d) shall entitle the Taxicab to display a distinguishable Ambassador Taxicab insignia, including a decal and vehicle stripe, visible to potential passengers;

 

(e) shall entitle the Taxicab to pick-up passengers at Pearson International Airport, if agreements can be reached with the Greater Toronto Airports Authority;

 

(16) a Designated Ambassador Cab may abandon its Ambassador Cab Designation, and continue to operate as a Standard Licensed Taxicab;

_

_(17) Toronto Licensing investigate with the Ministry of Municipal Affairs and Housing of the Province of Ontario, the possibility for the City of Toronto to set limits on lease rates and instituting conditions for lease cancellations;

_

With respect to industry responsibilities:

 

(18) Council endorse the concept of self-management and work to create the conditions which will permit it to be implemented over time;

_

(19) Council endorse the continuation of the Taxicab Advisory Committee (TAC);

 

(20) the TAC be structured in such a way to develop the industry capacity for self-management;

_

_(21) the structure be amended to include: elected representation from taxi drivers, elected representation from taxicab license owners, elected representation from industry managers including designated agents and brokerages; and that there be ex-officio representatives of Toronto Licensing, the Board of Trade, the Hotel and Restaurant Association, the Province of Ontario, the proposed Greater Toronto Services Board, and the Greater Toronto Marketing Association;

_(22) the mandate of the TAC include:

 

_ Drivers code of ethics;

 

_ Driver safety and property loss and the possible assistance that can be offered by the Toronto Police Service in this regard;

 

_ Reasonable accessibility to taxicab transportation for the disabled;

 

_ Performance reviews and incentives;

 

_ Passenger complaints handling;

 

_ Study and make recommendations to Council on the applicability of self-management to the needs of the industry;

 

(23) the Chief Administrative Officer (CAO) address industry self-management and the issues identified in recommendations 20-21 above, in the development of the terms of reference for the Taxicab Advisory Committee;

_

With respect to training:

 

(24) Toronto Licensing develop and provide a five-day, taxicab license owner and designated agents certification course that must be taken annually by all taxicab license owners and designated agents and addresses at a minimum:

_

_(i) changes in By-law 20-85 or other relevant legislation;

 

(ii) Toronto tourism information;

 

(iii) Performance statistics respecting the taxicab industry;

 

(iv) Workshop to discuss potential improvements to the taxicab industry;

 

(25) Toronto Licensing develop and provide a three-day, taxicab driver retraining program that must be taken every two years by all taxicab drivers that addresses at a minimum:

_

_(i) changes in By-law 20-85 or other relevant legislation;

 

(ii) Toronto tourism information;

 

(iii) Performance statistics respecting the taxicab industry;

 

(iv) Workshop to discuss potential improvements to the taxicab industry;

 

(v) Defensive and rough weather driving skills including an in-car driving test;

 

(vi) Customer service skills;

 

(26) Toronto Licensing, in accordance with City procedures, prepare terms of reference to contract out to colleges or other appropriate training institutions, the development and provision of an up to three-month, advanced driver training program for the new Ambassador Taxicabs, that addresses at a minimum:

_

_(i) Toronto tourism;

 

(ii) Importance of taxicab drivers to serve as ambassadors to Toronto;

 

(iii) By-law 20-85 and other relevant legislation;

 

(iv) Toronto geography and road network;

 

(v) Taxicab meter/trip records;

 

(vi) Services for passengers with disabilities;

 

(vii) Communications and professionalism;

 

(viii) Cultural and gender sensitivity;

 

(ix) Passenger and driver safety;

 

(x) Financial planning;

 

(xi) Small business practices;

 

(xii) CPR and first aid;

 

(xiii) Defensive and rough weather driving skills including in-car testing;

 

(27) Toronto Licensing in consultation with the City Solicitor, report to the Emergency and Protective Services Committee on the necessary amendments to the By-law to change the purpose of the current drivers list and owners list to a mechanism to determine who has access to the advanced Ambassador Class training for the purposes of obtaining a license;

 

(28) access to the Ambassador Class training program for the purpose of obtaining a license, should continue at ratio one to one from the owners list and drivers list, as currently provided for in the By-law;

_

(29) when an individual’s name reaches the top of the list, they may:

 

(i) Elect to take the training;

 

(ii) Defer their training under the following provisions:

 

_ Each individual may only defer two times;

_ Each individual must notify Toronto Licensing that they elect to defer training to the next available year or to the bottom of the list;

 

(30) drivers and owners from the current list who take the course and do not pass, be given one opportunity to add their name to the bottom of the list and retake the training program;

 

With respect to taxicab quality:

 

(31) Ambassador Class Taxicab licensees must provide a vehicle that by year, is one model year old and must be replaced by five model years old as defined in the description of motor vehicle portion of the current Ontario Ministry of Transportation and Communications passenger motor vehicle permit for any vehicle;

_

_(32) Grandfathered licensees by the year 2003, provide a vehicle that by year, is one model year old and must be replaced by five model years old as defined in the description of motor vehicle portion of the current Ontario Ministry of Transportation and Communications passenger motor vehicle permit for any vehicle (1999 model or newer) and that the upgrade in vehicle quality be phased-in as follows:

 

(i) In the year 1999, no motor vehicle that, by model year, is more than eight years old shall be used as a taxicab by the time of the second mechanical inspection of such taxicab (1992 model or newer); and no motor vehicle used as a taxicab may be replaced by a motor vehicle that, by model year, is more than three years old;

 

(ii0 In the year 2000, no motor vehicle that, by model year, is more than seven years old shall be used as a taxicab by the time of the second mechanical inspection of such taxicab (1994 model or newer); and no motor vehicle used as a taxicab may be replaced by a motor vehicle that, by model year, is more than two years old;

 

 

 

(iii0 In the year 2001, no motor vehicle that, by model year, is more than six years old shall be used as a taxicab by the time of the second mechanical inspection of such taxicab (1996 model or newer); and no motor vehicle used as a taxicab may be replaced by a motor vehicle that, by model year, is more than two years old;

 

(iv0 In the year 2002, no motor vehicle that, by model year, is more than five years old shall be used as a taxicab by the time of the second mechanical inspection of such taxicab (1998 model or newer); and no motor vehicle used as a taxicab may be replaced by a motor vehicle that, by model year, is more than two years old;

 

(v0 In the year 2003, no motor vehicle that, by model year, is more than five years old shall be used as a taxicab by the time of the second mechanical inspection of such taxicab (1999 model or newer); and no motor vehicle used as a taxicab may be replaced by a motor vehicle that, by model year, is more than one year old; and

 

(vi0 a vehicle that is converted to natural gas or a taxicab converted for barrier-free accessibility is subject to a two-year extension to the retirement date;

 

With respect to regulation and enforcement:

 

(33) Toronto Licensing increase the commitment to enforcement of the taxicab industry by 25 per cent, requiring additional enforcement staff of ten full-time equivalents;

_

(34) the appropriate adjustment for staff and equipment, reported by Licensing to be $800,000.00, be made to the 1999 operating Licensing budget submission and the increase in license fees be calculated for the next license renewal period;

_

(350 the Commissioner of Urban Planning and Development Services report to the Emergency and Protective Services Committee and Council on the resource and budget implications respecting other recommendations in this report related to training requirements and the customer complaints process;

 

(36) Toronto Licensing in consultation with the City Solicitor report to the Emergency and Protective Services Committee, on recommendations for changes to By-law 20-85 or other legislation to enhance enforcement of licensing By-law offences within the taxicab industry;

 

(37) Toronto Licensing, in cooperation with the Ministry of Transportation of the Province of Ontario, develop and seek appropriate approval for a coordinated taxicab license identification program to provide:

_

(i0 Ontario license plates attached to taxicabs identified as such by a vertical "TAXI" wordmark that clearly identifies the vehicle as a taxicab;

 

(ii0 a coordinated numbering system that provides for matching numbers for Ontario License plates and Toronto taxicab plates;

 

(38) Toronto Licensing investigate the possibility of identifying limousines by a vertical "LIVERY" wordmark on the Ontario license plate that clearly identifies the vehicle as a limousine;

_

(39) Toronto Licensing work with the Ministry of Transportation of the Province of Ontario to develop an inspection program to provide regular taxicab safety blitzes;

 

(40) the Taxicab Advisory Committee and Toronto Licensing work with the Toronto hotel industry to develop guidelines to ensure that hotel doormen hail only Toronto licensed taxicabs for guests;

_

_(41) Toronto Licensing work with the Ministry of Municipal Affairs and Housing of the Province of Ontario to seek amendments to the Municipal Act to remove the exemption for non-Toronto, Airport plated taxicabs and limousines that currently permits them to pick up fares within the boundaries of the City of Toronto;

 

(42) Toronto Licensing enter into discussions with the Greater Toronto Airports Authority to explore initiatives that would allow Toronto Ambassador Class Taxicabs to pick up passengers from Pearson International Airport;

_

(43) Toronto Licensing in consultation with the City Solicitor seek to amend By-law 20-85, to license designated agents as managers, subject to duties and obligations to be developed by Toronto Licensing;

 

(440 this report be referred to the Licensing Commission (Licensing Tribunal) for information;

 

(45) in the interest of public safety, the City Solicitor and Toronto Licensing staff report to the Emergency and Protective Services Committee on possible By-law amendments to limit the number of hours that taxicab drivers can drive a cab to a maximum of 60 hours over seven consecutive days and also to require taxicab drivers to maintain a daily log, documenting hours worked, that must be provided to Toronto Licensing for review upon request;

_

_(46) Toronto Licensing in consultation with the City Solicitor amend the By-law to provide for an evening surcharge, in the amount of $2.00 per trip, be introduced between the hours of 9:00 p.m. to 6:00 a.m.;

_

(47) Toronto Licensing discuss the possibility of amending the Municipal Act with the Ministry of Municipal Affairs and Housing of the Province of Ontario to allow for the introduction of minimum penalties for offences under By-law 20-85, and report back to the Emergency and Protection Services Committee on actions that can be taken;

 

With respect to implementation:

 

(480 Toronto Licensing develop an implementation plan that defines the schedule for change and includes:

_

_(i0 Implementation and management plan for each recommendation requiring action by Toronto Licensing;

 

(ii0 provisions for performance review to measure the success of these initiatives;

 

(iii0 a communications plan to inform stakeholders of the reforms and the status of implementation;

 

(49) this report be referred to the City Solicitor for the purpose of developing specific instructions to amend By-law 20-85, as required by these recommendations; and

_

(50) the appropriate City Officials be authorized and directed to take the necessary action to give effect thereto.

 

Council Reference/Background/History:

 

At its meeting on April 16, 1998, by adoption of Clause No. 2 of Report No. 3 of the Emergency and Protective Services Committee, Council established a Task Force to Review the Taxi Industry. The creation of this Task Force was the culmination of a number of recent articles in the media and the concerns expressed by the public, taxicab owners and drivers, Toronto Licensing, the Board of Trade and the tourism industry respecting the state of the taxi industry in Toronto.

 

These concerns include:

 

_ continued deterioration of the quality, safety, and reliability of taxicabs that do not provide adequate service to the public or a positive image for the City of Toronto;

_ lack of priority to customer service that reflects poorly on the taxicab industry and the City of Toronto;

_ that the characteristics of taxi licenses has evolved the industry structure to include an increased number of participants for individual licenses that splits potential revenues more extremely than can be supported by the industry;

_ inflated values of taxicab licenses that provide incentives for absentee and passive investors to own taxicab licenses without investing or participating in the industry; and

_ that the current situation hampers the ability for many drivers to earn a fair wage.

 

Council approved the following guiding principles for the Task Force:

 

_ the general public has the right to expect and demand clean, safe taxicabs;

_ the general public has the right to expect and demand courteous, knowledgeable and experienced drivers;

_ drivers have the right to expect and demand a fair return for their labour;

_ plate holders have the right to expect and demand a fair return for their investment; and

_ the City has the right to expect and demand that its by-law will be obeyed.

 

At its meeting on May 11, 1998, the Task Force to Review the Taxi Industry adopted the report entitled "Work Plan for the Task Force". The report described the resources, tasks and timelines involved in reviewing the Toronto taxi industry, consulting with stakeholders, and developing recommendations. The work plan consists of three phases, namely: research and scoping of issues, analysis and consultation, and report and recommendations.

 

At its meeting on June 22, 1998, the Task Force adopted the report entitled "Status of the Review of the Toronto Taxi Industry" for information. The report provided a summary of the deputations received from stakeholders and presented the status of the review of the taxicab industry, including an overview of issues and a summary of possible solutions. It addressed the structure for the workshops held on July 6, 1998, that were designed to gain feedback from various participants in the Toronto taxicab industry. The report also more clearly defined the goals of the Task Force, namely to ensure that the Toronto Taxicab industry:

 

_ provides safe and secure service to the public;

_ offers high quality customer service in clean, comfortable taxis;

_ employs courteous, knowledgeable and experienced drivers; and

_ permits people who work in the system to share fairly in the costs and benefits.

 

Comments and/or Discussion and/or Justification:

 

The Toronto taxicab industry needs major improvement. Too often its passengers suffer from a ride in an inferior vehicle with poor quality service. Customer complaints are common and severe, as many passengers perceive a dilapidated taxicab as an unsafe taxicab. In too many cases, this perception may be reality: at any one time, an estimated 70 taxicabs are serving the public while in dangerous and unsafe condition. Many passengers describe an intolerable lack of comfort and a complete lack of customer service. This situation is an unacceptable, negative reflection on the image of the City of Toronto as a world class city. Taxicabs must be ambassadors for our City of Toronto.

 

The problems of the industry have been blamed on bad or unenforceable rules in the By-law, poor enforcement of the By-law, and to the structure and temperament of the industry itself

 

 

Overcoming these problems, and providing high quality service to the customer is the goal of the this report. The 50 recommendations are organized around five points:

 

1. Create a Taxicab Passenger Bill of Rights: to focus the industry on customer service;

2. Improve the Cabs: retire dilapidated cabs and replace with newer, quality vehicles;

3. Improve training: so that all people in the industry, owners and drivers, know what the public expects and have the skill to do the job;

4. Create Ambassador class cabs: to put greater pride of ownership behind the wheel; and

5. Strengthen Enforcement: to make sure it all happens.

 

Every recommendation is an integral part to an overall plan designed to improve the taxicab industry. It is critical to approve these recommendations as a package rather than piecemeal, as the expected positive impacts on the industry will not be realized by isolated measures. Some recommendations directly address the quality of vehicles and training requirements, while others address issues less obvious to the public such as regulations and structure of the industry.

 

The poor existing state of the industry has evolved over 30 years and no fair and reasonable reform can transform it into a customer-based service overnight. Countless studies in the past have not been implemented for various reasons or change has been ineffective. As a result, the industry continues to decline. In addition, many industry stakeholders are frustrated and demoralized, with customers paying the ultimate price with poor service.

 

There have been some heartening, isolated improvements in the industry in recent months. But we take them not as a comfort that the industry will self-improve and that no change is necessary, but rather as confirmation of how positive change can be. Efforts by the industry to participate in this process and introduce better quality vehicles for example, are applauded. It is evidence that the Toronto taxicab industry is determined to improve. This is a signal of support that the time for change is now to secure a successful and respected future for Toronto taxicab industry participants.

 

The proposals contained in this report will bring immediate, visible improvement to the taxi industry. In the first year alone, Torontonians would see the retirement of all cabs over eight model years old. That’s approximately 50 per cent of the fleet upgraded in 1999, (1,738 taxicabs). By the year 2002, all Toronto taxicabs would be no more than five model years old. At the same time, continuous improvements in training for all drivers and owners would lead to discernible improvements in service and driver knowledge. These changes would have an immediate positive impact from the back seat view in a taxicab.

 

Industry Background:

 

The Taxi industry is governed by the Toronto Licensing, and By-law 20-85. A taxi may not be put on the road unless it is licensed by Toronto Licensing. Similarly, no one may drive a cab except a Toronto Licensing approved driver. The holder of a cab license may:

 

_ drive the plate as taxi driver;

_ lease the plate to a taxi driver; or

_ sell the plate.

Only about 20 per cent of owners drive their own plate. About 60 per cent of drivers hire a middleman-manager, known as a "designated agent" to operate the plate on their behalf. The remaining 20 per cent lease the plate to a driver directly, without a designated agent.

 

The number of taxicab licenses is strictly limited. Drivers’ licences have traditionally been relatively easy to obtain. This has resulted in a relative over-supply of drivers for the number of available plates. There are well over 10,000 licensed taxi-cab drivers for the 3,480 licensed taxicabs on the road in Toronto. Cabs tend to be driven in two twelve-hour shifts, so there are roughly three drivers for every possible taxi shift.

 

New plates are issued based on a formula which projects demand for taxi services. Toronto Licensing maintains waiting lists for owners and drivers for new plates. At present, these two lists combined are over 2,500 names long. No new taxicab licenses have been issued since 1992, although had the model been applied from the freeze in 1993 to today, 233 new licenses would have been issued.

 

Drivers say that the over-supply of drivers allows owners to command "take it or leave it prices" for plate leases. Owners are quick to point out they only charge what the market will bear, and that no one is forced to remain a cab driver. Many drivers claim that that they feel compelled to continue driving even if their returns are low, because they must continue to drive to keep their name on waiting list for a new plates.

 

The market price of owner’s licenses has grown in recent years: from $49,976.00 in 1993 to $85,000.00 in 1998. Income derived from leasing provides an annual average rate of return of 13 per cent. This is a spread of 8 per cent over the returns from standard investment options, such as Canada Savings Bonds.

 

The Taxicab Passenger Bill of Rights:

 

It is apparent that it is necessary to change the culture of Toronto’s Taxi Industry. The focus needs to change to customer service. This can be promoted by setting clear performance standards that the City of Toronto expects in its cabs.

 

The Taxicab Passenger Bill of Rights was a concept introduced in New York as part of the sweeping reforms brought to New York’s cab industry. It has had a major effect in refocusing industry priorities and in raising consumer expectations. This report recommends the adoption of the New York Bill of Rights with minor amendments: for example, as much emphasis is put on heating as on air conditioning, given the realities of the Toronto winter.

 

It is believed that the Bill of Rights will be the benchmark against which developments in the industry will be tested. In that sense, it is the centrepiece of the report. All the other recommendations serve as a means of giving effect to the service standards contained within it.

 

 

Better Taxicabs:

 

There are not as many new cabs on the road as there used to be. In 1982 over 80 per cent of cabs were less than three years old. Now, only 20 per cent of Toronto’s cabs are less than three years old.

 

Similarly, the retirement age of cabs is getting older. Until 1992, all cabs were retired at the end of their sixth model year. Many argued that if age extensions were permitted, then the fleet would be improved because owners would put better cars on the road. In reality, it did not work that way. In 1998, over 50 per cent of the cabs are over eight years old and maintenance violations have gone up since 1992.

 

On average, 2 per cent of vehicles fail their scheduled inspections and are found to be "dangerous and unsafe" That figure translates to roughly 70 taxicabs.

 

Of greater concern, in a recent spot check performed by Toronto Licensing, 14 out of 21 cabs inspected were removed from service as "dangerous and unsafe". Clearly, there is a problem of vehicle quality that must be addressed.

 

At present, cabs may be no more than three years old when they enter service, and are retired at the end of six years. They are eligible for age extensions beyond six years, however, when they can pass a mechanical inspection.

 

The report recommends that taxicabs be no more than one model year old when they come into service and that they be retired at the end of their fifth model year. It is recommended that these new age restrictions be phased in over five years. It is also recommended that age extensions be made available for two years where the vehicle has been fitted for natural gas or for provided handicapped accessibility features. No other extensions shall be offered.

 

Better Training:

 

The skills of the driver are as important as the vehicle in providing a safe and comfortable trip for the consumer. It is believed that it is necessary to make sure that drivers have the skills necessary to provide exceptional customer service.

 

Toronto Licensing has recently adopted a three-week training course for drivers, but the overwhelming majority of license holders got their license before it was instituted. They obtained their license on the basis of a three day course. While on-the-job training has been their classroom, there are changes in the industry that require on-going training.

 

Accordingly, the report recommends that all drivers take three-day refresher course every two years. The course would cover changes in the By-law, developments in tourism, defensive driving and customer service. It is also recommended that drivers who fail the current three-day course be required to take the current three-week course to maintain their license. Training is not only important for drivers. Owners and designated agents also need to maintain their skills, particularly given how many owners are not active in the industry on a day-to-day basis. Accordingly, an annual five-day course is proposed for all owners and designated agents.

 

Ambassador Class Taxicabs:

 

The issuing of new taxicab plates is probably the most controversial aspect of the industry. The limit on plates creates a closed market. The number of cab licenses determines how many ways Toronto’s Taxi "pie gets sliced". Adding new plates adds new mouths to feed, so industry concern over new plates is understandable.

 

The matter should also be of concern to the City. The issuance of new licenses should not merely grow the industry, but also grow it in a way that promotes the health of the industry.

 

The report makes two key recommendations:

 

The first relates to how we issue plates. The second relates to the characteristics of the new plates. Together, the recommendations are designed to ensure that new entrants to the taxi industry will offer a high quality service that we will be proud to have as Ambassadors for Toronto.

 

First: how we issue new plates. This report recommends that over time, the City should move away from the existing system whereby an economic model determines when new plates should be issued.

 

Instead, the City should draw from the London, England model, whereby new participants may enter the industry after making an investment in customer service. In London, this investment takes the form of passing a notoriously difficult test – an investment of about two years of the applicant’s time. A two year course does not appear to be necessary in Toronto’s case: the City is simply not that complicated. Nevertheless, there needs to be a legitimate barrier to entry to prevent the market from being flooded with cabs.

 

This report recommends that the barrier should not be absolute, as at present, but rather permeable. The City should facilitate individuals who want to make the necessary investment to get into the industry.

 

Secondly, the barrier should promote the health of the industry by leading to a positive investment in the skills and tools of the prospective cab driver.

 

Accordingly, two components are recommended:

 

_ The applicant would be required to successfully complete a three-month course specially designed for Toronto taxicab drivers.

_ Second, the applicant would have to put a car on the road that was no more than one model year old at the time it entered service.

Initially, it is recommended that licences be issued on this basis to a maximum of 300 licences per year. Over time, however, it is recommended that numeric limits be abandoned in favour of the modified London model.

 

The second recommendation relates to the characteristics of taxicab licenses. The problem with issuing new licenses of the existing kind is that it provides an economic windfall to the recipient, with no corresponding benefit to the public. The plate is issued at a cost of roughly $6,000.00, but soon is saleable at a market value approaching $85,000.00-$90,000.00. Furthermore, the right to lease the plate means that the new owner may soon cease directly serving the public.

 

Analysis reveals that owner-drivers are the least likely drivers to have complaints made against them for poor vehicle maintenance or bad service. This is attributed to two factors. First, an owner-driver is his or her own boss, and operates without the burden of lease costs or other layers of management. With fewer expenses to pay, the owner driver has more money to channel into vehicle maintenance. Secondly, it appears that the positive influence of pride of ownership translates into better cars and a more consistent, higher level of customer service.

 

Unfortunately, the number of owner-drivers is in decline. While they made up the majority of the industry in the 1970’s, today they make up about 20 per cent of cab drivers. The recommendations in this report promote the existence of the owner-driver in the industry, is to promote the industry itself.

 

Accordingly, this report recommends that all new plates be issued with the following stipulations:

 

_ They may only be driven by the owner;

_ They may not be sold; and

_ They may not be leased.

 

This would ensure that new plate owners would be owner-drivers.

 

Existing plates would be grandfathered under current regulations, with one exception: After two years from implementation, plates could only be sold to purchasers with a valid taxi driver’s licence.

 

Enforcement:

 

Experience in the taxi industry has shown that vigorous enforcement is necessary to uphold the provisions of the By-law. This report recommends that action be taken to ensure that the public interest is upheld.

 

First, it is recommended that amendments be made to the By-law and to the Municipal Act to allow for more aggressive enforcement. For example, in order to charge an unlicensed taxicab, enforcement officers must witness money change hands. Passengers are often understandably reluctant to serve as a witness and attend a hearing. As a result, it is often impossible to successfully prosecute an offence when it is caught by enforcement staff. This requirement often renders the offence effectively unenforceable. Enforcement problems are exacerbated by the requirement that the Commission must base any penalty on their judgement whether the individual will offend in the future. Further, the Municipal Act does not currently provide for the institution of minimum penalties for guilty offences. All of these factors make vigorous enforcement a challenge. The report makes specific recommendations for amendments that will enhance the ability of the City to enforce the By-law.

 

Secondly, the report recommends that more resources be put into enforcement. There has been an overall decrease in enforcement resources for the taxicab industry caused by staff reductions and workload increase. This facilitates a culture that openly contravenes the By-law. Many participants choose to offend as the risk of penalty is limited. The report recommends that ten new enforcement officers be hired to increase enforcement activity in the industry.

 

Finally, it is believed that in the future, the industry should take a greater role in managing itself. It is recommended that the Taxi Advisory Committee be reconstituted as an elected body, with a mandate to work with Toronto Licensing to develop ways and means of achieving greater industry self-management over the next five years.

 

Conclusion:

 

The simple issuance of more licenses will not improve the quality of the industry to the degree necessary. It may be argued that the improvement to vehicle quality and driver training is all that is required. It is more likely, however, that the existing structure, even with additional plates, will lead to an eventual absence of owner-drivers and a continued decline in customer service. The challenge is to propose a solution that improves quality for passengers and provides fair returns for drivers and owners within a regulatory structure that works effectively. We believe that this plan meets the challenge.

 

While this report is critical of many practices common in the industry, the criticisms do not apply to everyone in it. There are many individuals – owners, drivers and designated agents – who have impressed us by their commitment to good business and good customer service. We believe that they, their peers and their customers know who they are, and we applaud them for maintaining high standards in an often frustrating system.

 

The real message of this report is that taxicabs are ambassadors to our visitors and residents. We must impose high expectations on the taxicab industry to leave a positive impression on the City of Toronto. This can only be achieved if all stakeholders work together towards this common goal.

 

(A copy of the detailed report (October 1998) entitled "Report to Review the Toronto Taxi Industry" and the Financial Analysis attached to the foregoing report was circulated to all Members of Council with the agenda for the meeting of the Task Force to Review the Taxi Industry held October 27, 1998, and is on file in the Office of the City Clerk.)

 

The Emergency and Protective Services Committee also submits the following supplementary report (November 3, 1998) from the Commissioner of Urban Planning and Development Services:

 

Purpose:

 

The purpose of this report is to respond to requests made by members of the Task Force to Review the Taxi Industry respecting the report submitted by staff to the Task Force on the review. These issues deal with increasing the number of accessible taxicabs for the disabled, ambassador plates, plate issuance, responsibility of brokerages for taxicabs, and training.

 

Funding Sources, Financial Implications and Impact Statement:

 

There are no financial implications related to this report.

 

Recommendations:

 

It is recommended that:

 

(1) the increase in the number of taxicabs accessible to the disabled be achieved by increasing the number of accessible taxicabs contracted by Wheeltrans, from 25 taxicabs to 73 taxicabs by 2002, as provided for in the Wheeltrans 5-Year Accessible Plan approved by the TTC and the former Metro Council in 1997;

 

(2) the Emergency and Protective Services Committee refer this report to Wheeltrans and encourage the implementation of the 5-Year Accessible Plan;

 

(3) the Commissioner of Urban Planning and Development Services consult with representatives of the disabled community in the development of the Ambassador Taxicab training program, and the owner and driver retraining programs;

 

(4) this report be referred to the CAO to ensure that the Terms of Reference to be developed for the Taxicab Advisory Committee include as a priority, other means or incentives to increase the number of accessible taxicabs or improve taxicab service by the disabled;

 

(5) the Commissioner of Urban Planning and Development Services report to the Emergency and Protective Services Committee within one year on how brokerages can be made to accept greater responsibility and accountability for taxis within their brokerages;

 

(6) Commissioner of Urban Planning and Development Services be authorized and directed to immediately begin an RFP process to determine interest in providing the Ambassador Taxicab training program and that the program be implemented in 1999; and

 

(7) the appropriate City Officials be authorized and directed to take the necessary action to give effect thereto.

Council Reference/Background/History:

 

_The Task Force to Review the Taxi Industry on October 27, 1998, requested the Commissioner of Urban Planning and Development Services to report to the Emergency and Protective Services Committee on the following:

 

_____________________ò_!!`_1_____ that 10 per cent of the new ambassador licenses be accessible to the disabled;

_____________________ò_!!`_1_____ staff be requested to consider additional incentives to the establishment of accessible taxis;

_____________________ò_!!`_1_____ the feasibility of converting all plates to ambassador plates over a 10-year period; and

_____________________ò_!!`_1_____ how brokerages can be made to accept greater responsibility and accountability for taxis within their brokerages;

 

The following motion was also referred for a report to the Emergency and Protective Services Committee:

 

"Moved by Councillor Fotinos that:

 

________________________!!!____ the Commissioner of Urban Planning and Development Services and the Chief Administrative Officer be requested to immediately begin working with community colleges and the Ministry of Colleges and Universities to establish a flexible time, comprehensive taxi driver education and training program that will include the components outlined in Recommendation No. 26 of the report from the Commissioner of Urban Planning and Development Services;

________________________!!!____ this training program be implemented for 1999;

________________________!!!____ all owners, drivers and designated agents be required to enroll in these courses within two years of the time that they are offered;

________________________!!!____ all license renewals after the year 2001, or three years after the training program has been implemented, be contingent on the successful completion of these courses;

________________________!!!____ Toronto Licensing issue the number of taxi licenses recommended by the Coopers and Lybrand formula (i.e. 233) over the next two years;

________________________!!!____ All new recipients of City issued licenses be required to have completed the aforementioned training program;

________________________!!!____ After January 1, 2001, the sale or transfer of taxi licenses be restricted to persons who have successfully completed the training course and who will be able to demonstrate that they are active in the taxi industry and that their primary source of income is derived from the taxi business; and

________________________!!!____ The issue of the proposed Ambassador Taxicabs be referred to the Taxicab Advisory Committee for further consideration."

 

Comments and/or Discussion and/or Justification:

 

Accessible Taxicabs:

_

 

Accessible taxicabs are an important component to the Toronto transportation system for the disabled. There are two key issues respecting accessible taxicabs; quality of service, and availability of service.

With respect to quality of service, a number of individuals indicate that many drivers are not sensitive to the special service needs of the disabled. Concerns range from some drivers refusing to service individuals with guide dogs, not properly securing wheelchairs, and not providing assistance. The taxicab training and retraining programs recommended in the review will include specific training respecting services for disabled passengers to ensure that they are treated with dignity and respect.

With respect to availability of service, transportation options for many disabled individuals are limited to Wheeltrans service provided by the TTC and the taxi industry. While many disabled passengers can be served by the standard taxicab fleet, there are a number of individuals who require special vehicles, converted for wheelchair access. For these individuals, the issue is availability of service, not just the quality of service.

 

Current Accessible Taxicab Service:

 

Currently there are 32 accessible taxicabs in Toronto, 25 of which are under contract to six brokerages with Wheeltrans. Passengers using the Wheeltrans contracted taxicabs are in effect, subsidized, as registered passengers pay the regular TTC fare to the taxicab driver that is reimbursed to Wheeltrans. The brokerage is then paid a flat rate of $2.54 per kilometer, with the distance determined by Wheeltrans operational maps.

 

Accessible taxicab transportation funded by Wheeltrans is only available to registered passengers by booking a day in advance. Passengers may call a brokerage for service by one of the remaining 7 accessible taxicabs, but are obliged to pay the regular taxicab fare rate. One operator of accessible taxicabs indicates that without the subsidized Wheeltrans contracts, accessible taxicabs are not individually profitable. They further advise that the high demand for service and limited supply of vehicles generally requires pre-booking by passengers.

 

This view is supported by a financial analysis that reveals that vehicles are substantially more expensive, both from a capital and maintenance perspective. The capital cost of an accessible taxicab is approximately $50,000 - $55,000. The cost will vary depending on the characteristics of the taxicab. Maintenance cost will also vary but required hydraulic systems and the extra weight on the structure of the vehicles causes additional wear and tear.

 

Any current taxicab license holder can provide accessible taxicab service, as there is currently no differentiation in the license itself. The low number of privately available accessible taxicabs is likely the result of:

_

 

(10 Substantially higher capital and operating costs for accessible taxicabs render them non-profitable:

(10 Accessible taxicabs cost approximately $50,000-$55,000

(20 Brokerages indicate that they use the profits from the Wheeltrans contract to provide the private accessible taxicabs

(30 An individual driver could not viably operate an accessible taxicab without the Wheeltrans contract

(40 Private accessible taxicabs are much more expensive than accessible taxicabs operated through Wheeltrans

(50 Passengers booking service through Wheeltrans pay the TTC fare rather than the usual, more expensive taxicab fare (passengers must book this service in advance)

(60 Accessible taxicabs cannot service the same average number of passengers per day due to greater distance traveled between fares and the greater input in labour (passenger assistance)

(70 Fare rate charged is the same for accessible and non-accessible taxicabs

(80 There is not the same level of 24-hour demand

(90 There is a reluctance of non-disabled persons to ride in an accessible taxicab

 

An analysis of the privately operated accessible taxicab suggests that even if the license were acquired for free, fare revenues would have to be a minimum of 50-60% higher to be as equally well-off as a taxicab operating under a standard lease arrangement. Therefore, even if accessible taxicab licenses were offered for free, with no annual license renewal fee, it is unlikely that an individual driver would choose to provide this type of service.

 

Future Plans:

 

The Wheeltrans 5-year Accessible Plan was approved by the TTC and Metro Council in 1997 and calls for an increase in accessible taxicabs from 25 in 1998 to 73 in the year 2002 as indicated in Figure 1. The projections are based on 3% annual growth in the demand for accessible taxicab service. It should be noted that the TTC collective agreement currently limits peak service by accessible taxicabs to 25 taxis. This agreement expires on April 30, 1999.

 

Figure 1

 

 

Year

 

1998

 

1999

 

2000

 

2001

 

2002

Accessible Taxicabs

25

25

44

62

73

 

Solution:

 

Under current provisions, accessible taxicabs are not financially viable for individual operators. Recognizing that Ambassador Taxicabs are intended to be owner-operated, it is difficult to devise a fair system to allocate 10% of licenses that will be accessible. The industry structure also does not support allocating a percentage of owned licenses that must be accessible. Since in most cases, fleets are not owned by brokerage companies, it is not practical to set a percentage of each fleet that must be accessible.

 

Incentives:

 

Although it is possible to create a special class of taxicab for accessible services, it would be required to provide a distinctive service from the standard taxicabs. Federal and Provincial grants to support conversion of accessible taxicabs were eliminated a number of years ago and the City cannot support business through grants or other means. The recommendations for reform to the taxicab industry also call for a 2-year extension to the life of vehicles converted for accessibility.

 

It appears that the preferred incentive is currently provided through the Wheeltrans contracts that offer a means of profit for taxicab owners. This system seems to work, although there is a shortage in supply. The Wheeltrans 5-Year Accessible Plan identifies this need and presents a reasonable plan to expand the fleet of accessible taxicabs. Therefore it is recommended that the increase in the number of taxicabs accessible to the disabled be achieved by increasing the number of accessible taxicabs contracted by Wheeltrans, from 25 taxicabs to 73 taxicabs by 2002, as provided for in the Wheeltrans 5-Year Accessible Plan approved by the TTC and the former Metro Council in 1997. It is also recommended that the Emergency and Protective Services Committee refer this report to Wheeltrans and encourage the implementation of the 5-Year Accessible Plan.

 

There may be other opportunities and ideas that the taxicab industry, in consultation with representatives of the disabled, can offer to increase service by accessible taxicabs. It is also recommended that this report be referred to the CAO to ensure that the Terms of Reference to be developed for the Taxicab Advisory Committee include as a priority, other means or incentives to increase the number of accessible taxicabs or improve taxicab service for the disabled.

 

Conversion to Ambassador Plates:

 

The conversion of all plates to Ambassador plates would result in the elimination of leasing and the complete devaluing of existing plates. The Ambassador license is premised on the concept of pride of ownership and the operation of the taxicab by an individual who has completed an advanced training program. As such, Ambassador licenses cannot be sold or leased. The financial impacts are shown in Appendix 1 to this report. Generally, returns for current taxicab license holders would diminish over a 10-year period until the lease and sale of licenses is phased out. Although a fleet of owner-operated Ambassador taxicabs offers benefits respecting quality of service, this approach would not meet all of the principles established for the Task Force in that it would not provide a fair return on investment for current taxicab license owners.

 

Responsibilities of Brokerages:

 

Brokerages are licensed by the City to provide dispatch services for the taxicab industry. As such, it is reasonable to consider methods that will increase their accountability for taxicabs operating within individual brokerages. Brokerages should have some responsibility for taxicabs they dispatch and also for the quality of the car that provides service as part of their business. Currently, responsibility for taxicabs is assigned to the owner and the driver.

 

The mechanisms that may be available to increase responsibilities and accountabilities for brokerages is a complex issue and would require a review of the existing license provisions. Before recommendations are made in this regard, consideration must be given to implications on enforcement, impact on the perceived decrease of responsibility for the taxicab on behalf of individual owners and drivers, and the ability of the Licensing Tribunal to impose meaningful penalties. It is therefore recommended that the Commissioner of Urban Planning and Development Services report to the Emergency and Protective Services Committee within six months on how brokerages can be made to accept greater responsibility and accountability for taxis within their brokerages.

 

Training:

 

The approach to design and implement a training program for the Ambassador Taxicab licenses through the issuance of an RFP is in accordance with standard procedures of the City. The options for providing this training program are varied and range from individual colleges, many colleges, or other training providers. A direct arrangement, without a public process, may eliminate reasonable options. Specific program requirements, including the need to implement training in 1999 can be specified in the RFP document. Therefore, the RFP process is supported as the best approach.

 

The training of all owners, drivers, and designated agents within two years of the time they are offered presents three issues for consideration – the impact on Ambassador taxicabs, the impact on existing plate holders, and the practicality of training a more than 10,000 people within two years.

The Ambassador training program is designed to ensure that taxicab drivers who operate an Ambassador taxicab are committed to the industry. In addition to developing skills of taxicab drivers, the training program serves as a barrier to receiving a taxicab license. The incentive for drivers under the Ambassador program to take the expanded training program is the opportunity to operate their own taxicab business. With limited opportunity for drivers within the current structure, many may choose not to complete an extensive training program. One option is to open the opportunity for training with the proviso that the existing list will be used to continue to issue Ambassador licenses at the rate of 300 annually. The general public will benefit from improved customer service and taxicab drivers will know with absolute certainty when they will receive a plate of their own. Further, growth in the taxicab industry will remain controlled. The impact on the Ambassador Taxicab program would need to be considered further before recommendations can be made respecting expanded training.

 

Requiring individuals to successfully complete training in order to have their license renewed contradicts the objectives for grandfathering existing licenses. It is also not clear whether training can be mandated as a requirement for license renewal. The City Solicitor would need to review this proposal in more detail to determine the legal feasibility. Such action may force individuals to sell their licenses if they don’t successfully complete the training program. The proposed reforms suggest a program of retraining for all owners, drivers, and designated agents to ensure that they are continuously upgrading their skill and made aware of changes in the City and the taxicab industry.

With respect to implementing extensive training of all taxicab participants, there are currently more than 10,000 drivers and owners in the taxicab industry. Extensive resources would be required to train that many individuals within two years. If necessary, requirements could be included in the RFP document to determine how the training field could respond to such a large, short-term demand.

 

 

 

 

 

 

 

Issue of Licenses by Formula:

 

The continued issuance of licenses by use of the Coopers and Lybrand formula is not supported as it will perpetuate the problem that occurs within the existing taxicab industry. With respect to the Coopers and Lybrand formula itself, the financial analysis reveals that it underestimates growth in demand. Financial projections completed by City staff indicate that between 200-220 Ambassador licenses would have to be issued every year just to meet growth in demand and hold plate values and lease rates at current levels.

 

If 233 licenses are issued over the next 2 years, and the formula is followed on an annual basis with an estimated annual issuance of 40 licenses, plate values will climb to between $133,000 and $164,00 within ten years, and lease rates to between $1,400 and $1,700 per month, as shown in Appendix 2.

 

This option does not provide any means to ensure that drivers receive a fair return for their labour, and as such, does not meet all of the principles established for the Task Force.

 

Ambassador Taxicabs:

 

It is important to consider the recommended reforms as a package in order to ensure that all of the principles established for the Task Force are met. As noted above, the implementation of the recommended reforms without the new Ambassador licenses will not meet all of the principles established for the Task Force. It is also likely that without opportunity for drivers, the level of customer service will not substantially improve.

 

The process in developing this plan was open for consultation including the Taxicab Advisory Committee. It is therefore the position of the staff team that the recommendations, including the Ambassador licenses, should be approved now to ensure that the reforms meet the needs of the taxicab industry as defined by the principles established.

 

_______

 

The Emergency and Protective Services Committee reports, for the information of Council, having also had before it the following communications/submissions:

 

(a) (July 6, 1998) from Mr. Gerald H. Manley requesting an opportunity to address the Committee with regard to the prepayment of fares in taxi cabs in Toronto;

 

(b) (September 4, 1998) from Ms. Lauri Sue Robertson, Vice President of Operations, HANDIDACTIS Inc., representing a training organization that teaches people who are not disabled to work with those who are, advising of the problems that people with disabilities face when using taxis; and requesting an opportunity to address the Committee to resolve their concerns;

 

 

 

(c) copies of articles which appeared in the Toronto Star on March 14 and 15, 1998 and on April 25, 1998; a copy of a Toronto Star editorial published October 10, 1998; and a copy of an editorial published in the Ottawa Citizen on October 15, 1998, regarding the Toronto taxi industry and the proposed reforms;

 

(d) copy of remarks made by Mr. Ross Dunsmore, Chair, Toronto Board of Trade, to the Task Force to Review the Taxi Industry on October 27, 1998, in support of the recommendations to reform the Toronto taxi industry; and

 

(e) submission (November 3, 1998) from the Greater Toronto Hotel Association requesting that the Committee move forward and ensure that the Toronto City Council implements the recommendations contained in the final report of the Task Force.

 

________

 

The following persons appeared before the Emergency and Protective Services Committee in connection with the foregoing matter:

 

- Ms. Lauri Sue Robertson, Vice President of Operations, Handidactis Inc., Toronto;

- Mr. Elliot Berlin, Solicitor, on behalf of the Toronto Taxicab Owners and Operators Association,

- Mr. Andrew Reti, on behalf of the Toronto Taxicab Owners and Operators Association and the Toronto Taxi Alliance, Thornhill;

- Mr. Stanley Steiner, Taxicab Consulting Services, North York;

- Mr. Al Moore, Toronto, and filed a written submission;

- Ms. Janet Youdell, Ontario March of Dimes, Toronto, and filed a written submission;

- Mr. John Dufort, Toronto, and filed a written submission;

- Mr. Larry Labovitch, Kingsboro Taxi, Toronto;

- Mr. Gerry Manley, Toronto, and filed a written submission;

- Mr. William Brown, O.M.C., Chair, Advisory Committee for Accessible Transportation, Toronto Transit Commission, Scarborough;

- Mr. Peter Zahakos, c/o Co-op Taxi Associates Committee, Etobicoke, and filed a list of questions;

- Mrs. Helen Silver, Toronto;

- Mr. Andre Plante, Toronto;

- Mr. Nabil Charbel, Staff Representative, Ontario Taxi Union, Mississauga;

- Mrs. Wilma Walsh, Mississauga, and filed a confidential list;

- Mr. Jim Bell, General Manager, Diamond Taxicab Association (Toronto) Limited, Toronto, and filed a written submission;

- Mr. Ian Allaby, Communications Director, Toronto Taxi Drivers' Association, Toronto;

- Mr. Peter Mandronis, Peter's Taxi Ltd., Toronto;

- Mr. Kuldip Virk, Toronto;

- Mr. John Lewis, Toronto, and filed a written submission;

- Mr. Randy Shantz, Toronto;

- Mr. Behrouz Khamseh, Toronto;

- Mr. Andrew Whiteley, Toronto;

- Ms. Francine Frimeth, Toronto;

- Mr. Aldo Marchese, Vice President, Independent Cab Owners' Co-operative Inc., Mississauga;

- Mr. Eugene Meikle, President, Toronto Taxi Drivers Association, Toronto;

- Mr. Steve Anemi, Toronto;

- Mr. George Bartsiocas, Toronto, and filed a written submission;

- Mr. Mohammad Reza, Toronto;

- Mr. Kuldip Singh, Brampton;

- Mr. Dave Thomas, Toronto;

- Mr. Paul Forhan, Independent Cab Owners' Co-operative Inc., Toronto, and filed a written submission;

- Mr. David Norman, Toronto;

- Mr. Bruce Thompson, Toronto;

- Mr. Attiq-ur Rahman, Mississauga, and filed a written submission;

- Ms. Frances Schetakis, Toronto;

- Mr. Bruce Davis, Vice-President, Urban Intelligence Inc.;

- Mr. Chris Laskowski, Toronto;

- Mrs. Julie Garside, Toronto;

- Mr. Michael Carman, Toronto;

- Mr. Martin Ceh'Serement, Toronto;

- Mr. Kamil Trubalsey, Toronto;

- Mr. Shawn Weisbart, Toronto, and filed a written submission; and

- Mr. Urban Shaw, Toronto.

 

(City Council on November 25, 26 and 27, 1998, had before it, during considedration of the foergoing Clause, the following report (November 25, 1998) from the Commissioner of Urban Planning and Development Services:

 

Purpose:

 

The purpose of this report is to respond to a number of requests for additional information by the Emergency and Protective Services Committee in its consideration of the Report on the Review of the Toronto Taxicab Industry set out in Clause No. 1 of its Report No. 13 before Council at its November 25, 1998 meeting.

 

Funding Sources, Financial Implications and Impact Statement:

 

There are no financial implications that result from this report.

 

 

 

 

 

 

Recommendations:

 

It is recommended that:

 

(1) Council approve the recommendations in the Report on the Review of the Taxicab Industry and the Supplementary Report as contained in Clause No. 1 of Report No. 13 and amended as outlined in Appendix 1 to this report, with the following additional amendments:

 

(i) the amendment to Recommendation No. (14) in the Report on the Review of the Taxicab Industry, as outlined in Recommendation No. (c)(iii) of the Emergency and Protective Services Committee, not be adopted and that the provisions respecting transferability of licenses and participation in the taxicab industry, as recommended in the Report on the Review of the Taxicab Industry, be approved by Council;

 

(ii) the amendment to Recommendation No. (16) in the Report on the Review of the Taxicab Industry, as outlined in Recommendation No. (d) of the Emergency and Protective Services Committee, not be adopted and that the recomendations, as provided for in the Report on the Review of the Taxicab Industry whereby a Designated Ambassador Cab may abandon its Ambassador Cab Designation and continue to operate as a Standard Licensed Taxicab, be adopted;

 

(iii) the amendment to Recommendation No. (26) as outlined in Recommendation No. (f) (iii) of the Emergency and Protective Services Committee not be adopted and that the Ambassador Taxicab training program be implemented to enhance the skills and quality of drivers and also for the purpose of granting Ambassador Taxicab licenses to successful candidates as proposed in the Report on the Review of the Taxicab Industry;

 

(iv) drivers be encouraged to purchase appropriate income protection insurance coverage if they are unable to drive their taxicab due to illness or other circumstances;

 

(v) an outline of personal insurance coverage issues be included in the Ambassador training program and the taxicab industry retraining programs;

 

(vi) the training program be made available during regular and off-hours with provisions to be split into 2 parts and allow applicants up to 2 years to complete the program;

 

(vii) the recommendations by Councillor Giansante respecting licensing of designated agents be referred to Toronto Licensing to be considered in its development of such licensing provisions; and

 

 

 

(viii) Recommendation No. (14)(a) from the original report by amended to include transferability of standard licenses as currently provided for under By-law 20-85 for a period of 5 years; and

 

(2) the appropriate City Officials be authorized and directed to take the necessary action to give effect thereto.

 

Council Reference/Background/History:

 

The Task Force to Review the Taxicab Industry approved as amended the Report on the Review of the Taxicab Industry at its meeting on October 27, 1998. The Task Force requested staff to submit a supplementary report to the Emergency and Protective Services Committee respecting a number of issues including accessible taxicabs. The Emergency and Protective Services Committee at its meeting of November 3, 1998, also approved the report, as amended and requested staff to respond to a number of issues in an additional report to Council.

 

Comments and/or Discussion and/or Justification:

 

The proposed amendments by the Emergency and Protective Services Committee include adjustments to the age of vehicle provisions, improvements to the training program, and an annual review process. The suggested changes also include a number of recommendations that raise issues that may lead Council to adopt the recommendations contained in the original report. These proposed amendments deal with transferability of licenses, standard taxicabs operating as Ambassador Taxicabs, and extensive Ambassador program training for all taxicab industry participants.

 

Further, the Emergency and Protective Services Committee requested an additional report to be submitted to Council to address a number of proposals raised by Committee members. These proposals address mechanisms to deal with hardships, flexible training, number and characteristics of plates, elimination of Ambassador licenses and the creation of an Ambassador training designation.

 

Emergency and Protective Services Committee Amendments

 

Transferability of Licenses

 

The Emergency and Protective Services Committee approved a recommendation that in the event of death, the taxicab license can be transferred to a spouse despite the proposed requirement that a taxicab license be transferable only to persons with a valid Toronto taxicab drivers licence. The City Solicitor advises that transferability, in the event of death, should not be restricted to a spouse only. In this case, a strong argument can be made that this places discriminatory limitations on the estate of a taxicab licensee.

 

 

 

The proposed reforms are intended to shift ownership of licenses to owner-operators and individuals committed to participating directly in the taxicab industry. This allows for any designated individual to own a taxicab license, provided that they are willing to participate in the taxicab industry. These measures are necessary to encourage direct, active participation in the taxicab industry. For these reasons, it is proposed that transferability be limited to persons holding a valid Toronto taxicab driver’s license. It is therefore recommended that the provisions respecting transferability of licenses and participation in the taxicab industry, as recommended in the original report, be approved by Council.

 

Existing Taxicabs Designated as Ambassador Taxicabs

 

The proposed reforms provide opportunity for existing licensees to operate as Ambassador Taxicabs, using an existing license, if key criteria are met. The requirements include that the owner who successfully completes the Ambassador training program must drive the taxicab, and the taxicab cannot be leased or transferred while operating as an Ambassador Taxicab. The Emergency and Protective Services Committee amended this provision by eliminating the mechanism for a designated Ambassador Taxicab, working under an existing license, to revert back to a standard taxicab designation. This provision is important as it allows an existing license holder to operate as an Ambassador Taxicab without eliminating the opportunity to lease or transfer the license in the future. It is therefore recommended that a Designated Ambassador Cab may abandon its Ambassador Cab Designation and continue to operate as a Standard Licensed Taxicab, as provided for in the original report.

 

Industry-wide Ambassador Training

 

The Emergency and Protective Services Committee recommended that all taxicab industry licensees be required to complete the advanced Ambassador driver training program by the year 2003. This recommendation was proposed in the context of eliminating the new Ambassador Taxicab licenses.

 

The Ambassador training program as proposed in the initial report, is intended to improve the skill and quality of taxicab drivers. It also serves as a measure of commitment by taxicab drivers to operate a taxicab. The incentive to complete the training program offered to taxicab drivers is the grant of an Ambassador Taxicab license. The original report also addresses enhancement of the skills and quality of taxicab drivers, owners and designated agents through regular retraining programs. This requirement is effective as it ensures that current information is shared with the industry and will require all participants to maintain their skills.

 

It is therefore recommended that the Ambassador training program be implemented to enhance the skill level and quality of drivers and also for the purpose of granting Ambassador Taxicab licenses to successful candidates as proposed in the original report. It is also recommended that retraining programs serve as the mechanism to improve the quality and skill of the balance of the taxicab industry as recommended in the original report.

 

Requests by the Emergency and Protective Service Committee for Additional Information

 

Mechanism to Address Situations of Hardship

 

While the intent of this proposal has merit, the establishment of a mechanism within the City that addresses situations of hardship creates an ineffective solution to the issue. Careful consideration must be given to the types of hardship that may be brought forward and the types of remedial action that could be taken in such cases. Circumstances such as retirement, maternity leave and illness may lead to leasing if allowances are made for alternative drivers.

 

In addition to the above concerns, it should also be noted that the revenue that an Ambassador Taxicab operator might derive from the shift rental of the vehicle at an average shift rental rate of $65.00 would not provide a reasonable return for an individual who is unable to work. From a financial perspective, providing exceptions for situations of hardships in the licensing By-law would not be a productive way to address income loss of Ambassador Taxicab operators.

 

A more appropriate approach to deal with cases of hardship is to encourage taxicab drivers to purchase adequate insurance, as is currently done by many small business operators. This approach ensures adequate protection for drivers if they are unable to operate the taxicab. Personal insurance coverage could be addressed in the training program to inform drivers of their options. It is therefore recommended that drivers be encouraged to purchase appropriate business loss protection insurance coverage if they are unable to drive their taxicab. It is also recommended that the topic of business loss protection insurance coverage be included in the Ambassador training program and the taxicab industry retraining programs.

 

Flexible Training

 

It is the intention of the reform package to provide as much flexibility in the training program as possible to accommodate various work schedules and other commitments. It is therefore recommended that candidates be allowed to complete the training program during off-hours and to allow up to 2 years for completion of the program.

 

Limiting the Supply of Drivers

 

As discussed in the original report, one of the economic factors contributing to the current issues facing the Toronto taxicab industry is an oversupply of drivers. The recommended reforms likely accomplish a reduction in the number of taxicab drivers over time, through requirements for advanced training and retraining.

 

It is believed, however, that a limit on the supply of drivers alone, will not improve quality and income potential for drivers to the same degree as the proposed introduction of new taxicab licenses. The new licenses cannot be sold or leased and provide the opportunity for taxicab drivers to work as entrepreneurs, driving and operating their own taxicab as a small business. Along with increased training, opportunity for pride of ownership are critical measures that will contribute greatly to the quality of the Toronto taxicab industry.

Determining the Number of Plates to Issue

 

The Report on the Review of the Taxicab Industry includes a detailed and extensive analysis of the potential financial impacts on industry stakeholders. The financial analysis is based on information provided by taxicab industry participants, Toronto Licensing, and general research.

 

The analysis indicates that demand for taxicab services, supply of plates, fare rates, and operating expenditures, influence income potential. As such, these factors are the primary determinants of lease rates, plate values, and driver income. A financial model was developed, incorporating the influences over changes in the demand for taxi services, plate supply, fare rates, and operating expenditures, to project anticipated changes in taxicab income potential and thus lease rates and plate values. The validity of this model was tested using historical data to compare its predicted lease rates and plate values with observed lease rates and plate values. From a statistical perspective, the model was found to have better predictive ability than the model developed by Coopers & Lybrand in 1987.

 

The outcome of the modelling exercise indicates that the introduction of additional plates will impact current market value of taxicab licenses and driver income. The degree of impact depends on demand, fare rates, operating expenditures, and the number of plates issued. The characteristics of the new plates are also relevant due to the different cost structure and a single versus double shift operation.

 

The recommendation to issue single-shift Ambassador licenses at a rate not to exceed 300 licenses per year, coupled with moderate annual fare increase of 1.0% to 1.5%, would result in a reduction in plate values. Under this scenario plate values are projected to decline from the current estimated value of $90,000.00 to a projected range of between $54,000.00 and $74,000.00 by the year 2003, and between $38,000.00 to $64,000.00 by the year 2009. Lease rates are also projected to gradually fall from the current $900.00 per month to between $800.00 to $850.00 in 2003, and between $400.00 to $675.00 by the year 2009. Driver nominal income would also be expected to fall by 2 to 3 percent by the year 2003 for lessees, and 5 to 13 percent for single shift owner-operators. By the year 2009, nominal income may be expected to fall by 5 to 6 percent for lessees and 13 to 25 percent for owner-operators. This analysis is based on vehicles entering as taxicabs at 2 model years, as recommended by the Emergency and Protective Services Committee. The analysis is shown in Appendix 2 attached to this report.

 

While the above recommended reform assumes moderate fare increases, should a no fare increase objective be followed, a significant impact on plate values would occur, and it is projected that plates would have very little value by the tenth year, also shown in Appendix 2.

 

The motion made by Councillor Moscoe to issue 233 Ambassador licenses in the first year, if coupled with moderate annual fare increase of 1.0 percent to 1.5 percent, is anticipated to result in an appreciation in plate value from the current $90,000.00 to an estimated $91,000.00 to $98,000.00 by the year 2000. If 40 plates per year are issued in subsequent years (i.e., Coopers & Lybrand model), plate values are anticipated in the range of $113,000.00 to $126,000.00 by the year 2003, assuming moderate fare increases throughout this period. Driver nominal income would also be expected to rise by 2 to 3 percent for lessees and 8 to 10 percent for owner-operators over this period. Should a no fare increase objective be followed, the motion is projected to result in a neutral affect on plate value, which would be estimated in the range of $89,000.00 and $105,000.00 by the year 2003. Driver nominal income under this scenario would be expected to remain neutral. The analysis is shown in Appendix 3 attached to this report.

 

The recommendation to issue 300 Ambassador plates annually is supported given that industry growth and the impact on the existing taxicab industry is gradual. The benefits are that individuals who wish to commit to the industry can obtain a plate within a more reasonable timeframe than exists today and existing plateholders can continue to earn reasonable returns through leasing and plate values. As described above, reasonable returns continue for plateholders if Ambassador plates are issued at a rate of 300 annually, coupled with moderate fare increases, for the next 10 years.

 

The Councillor Giansante Proposal

 

The series of amendments proposed by Councillor Giansante maintains the current structure of the industry by continuing to issue licenses that can be sold or leased after a 5-year probationary period. The reforms also redefine the advanced Ambassador training as a designation rather than a mechanism to earn a taxicab license.

 

Industry Structure and License Characteristics

 

The structure of the industry, influenced by the ability to lease and sell existing licenses, contributes significantly to the problems in the industry. As long as licenses continue with these characteristics, the proportion of owner-drivers will continue to decline. Historically, owner-drivers are proven to provide the best service, arguably due to pride of ownership. Drivers who feel restricted by an industry structure and suffer from a lack of opportunity will not provide great customer service, even if they have advanced training. Continuation of the existing industry structure fails to provide reasonable opportunity for taxicab drivers to earn a fair return for their labour, 1 of the 5 principles approved by City Council for the review of the taxicab industry. Therefore, amendments that attack the essence of the structural change and maintain the existing industry organization, cannot be supported.

 

The license characteristics proposed by Councillor Giansante describe probationary provisions similar to current requirements for drivers on the driver’s list who must drive, on a full-time basis, for 5 years. Currently, owners are also required to manage the license, on a daily basis, for a 5-year period before they can lease the taxicab. Also, the existing By-law allows for an unrestricted number of alternate drivers. The motions proposed by Councillor Giansante do not provide for owners to manage licenses and imposes a limit of 2 alternate drivers. These amendments place more focus on ownership of taxicab licenses by drivers and operation by drivers for a 5-year period under the current structure. In the context of the recommendations by Councillor Giansante, this change would improve industry participation but is not as effective in increasing the number owner-operators as the proposal for specific owner-operated licenses. This change will still result in a continuing decline in owner-operators in future as many current drivers will be compelled after their probationary period, to lease their taxicab and earn income through alternate drivers.

Under the proposed reforms, Ambassador license holders must be the sole operator of the taxicab and are not allowed to hire alternate drivers. Further, the intention of the recommended package of reforms is to shift the focus of the industry to owner-operators. The proposed reforms also provide grandfathered licensees to hire up to 3 alternate drivers to accommodate vacation schedules and provide service 24-hours per day, 365 days per year if so desired.

 

Dispatch Services

 

The amendments proposed by Councillor Giansante require new license holders to register with a dispatch service. While this is intended to ensure 24-hour per day service, it is beyond the regulatory mandate of the City since the decision to use a dispatch service is a business decision of the license holder. The existing practice results in a number of independent operators along with fleet vehicles. Under the Municipal Act, the City can regulate the industry, owners, drivers, and brokerages, and require reporting and disclosure of various business arrangements. However, the City cannot determine the structure for business arrangements between parties. It should be noted that all owners, including the Ambassador license holders under the proposed reforms, have the option to use the services of a brokerage.

 

24-Hour Service

 

The motion to add 24-hour service obligations to the Customer Bill of Rights also has merit but presents some difficulties since the City cannot force any taxicab to operate 24-hours a day. There are currently 3,480 taxicabs that have the option to provide service 24-hours a day, and these taxicabs will continue to be available after the reforms are implemented. It is estimated that approximately 75 percent of existing taxicabs operate 24-hours a day, in accordance with the proportion of taxicabs currently operating under lease arrangements. The proposed reforms, as recommended in the original report, are not expected to reduce service available on a 24-hour basis.

 

Ambassador Training Designation

 

The reforms proposed by Councillor Giansante also create Ambassadors as a training designation rather than a license designation. Within the context of standard licenses only, advanced training of the entire industry is effective. However, the Ambassador training program as proposed in the original report will enhance the quality and skill of drivers and also serves as an incentive and provides the opportunity for drivers to own and operate their own taxicab. Pride of ownership carries a positive influence over the quality of customer service provided. For this reason, training existing drivers without providing incentive or opportunity will not result in the same level of customer service. It must also be clarified that the existing reforms provide for continuous upgrading of the existing industry through retraining. This will ensure that both the existing and Ambassador taxicabs will achieve the service requirements defined by the Customer Bill of Rights.

 

 

 

 

Age of Vehicles

 

Councillor Giansante recommended an amendment to the age of vehicle provisions such that vehicles can enter into service as a taxicab at the model year age of 3 years. The requirement for taxicabs to enter into operation at 1 model year of age or less was amended to 2 model years or less, by the Emergency and Protective Services Committee.

 

The further amendment to 3 model years or less is not supported as it begins to seriously erode potential quality of vehicles and more specifically, would allow for the use of used police vehicles as taxicabs. This raises a number of concerns recognizing the degree of use received by police vehicles. One priority of these reforms is to ensure safe, quality vehicles are used to provide taxicab services to the public. The amendment permitting vehicles to be 2 model years of age or newer upon service entry, still provides reasonable quality and does not significantly alter the projected financial impacts.

 

Number of Licenses

 

As discussed above, the proposal to issue additional licenses with the same characteristics as existing licenses, is not supported. Ambassador Taxicab licenses represent opportunity for drivers and will gradually change the structure of the taxicab industry.

 

The motion by Councillor Giansante to issue 233 standard licenses in 1999, followed by 100 licenses annually, is anticipated to have a neutral impact on plate value, provided that plate issuance is accompanied by moderate fare increases. Financial analysis indicates plate values in the range of $79,000.00 and $93,000.00 by the year 2003. Under this scenario, lease rates are projected to settle from the current $900.00 per month to between $925.00 to $1,000.00 per month by the year 2003. Driver nominal income is projected to remain relatively stable for both lessees and owner-operators over this period. However, under a no fare increase objective, such a rate of plate issuance would have a detrimental impact upon plate values (as low as $50,000.00 by 2003) and drivers income (which could fall by as much as 8 percent). The analysis is presented in Appendix 4 attached to this report. The proposal to issue standard licenses is not supported as the number of owner-drivers will continue to decline under this scenario.

 

Grandfathered Characteristics of Existing Licenses

 

The proposal recommended by Councillor Giansante also amends the characteristics to be granted to existing licenses. The provision to limit transferability to persons holding a valid Toronto taxicab driver’s license, as recommended in the original report is amended to include individuals holding a designated agent’s license or, in the event of death, a spouse. As discussed earlier, the City Solicitor advises that transferability, in the event of death, cannot be restricted to a spouse only. In this case, a strong argument could be made that this is placing discriminatory provisions on the estate of a license holder. The proposed reforms do not restrict transferability to a spouse or child, but require license holders to participate in the industry.

 

Similarly, the requirement for new taxicab drivers to be enrolled in the new Ambassador training program in order to drive an existing taxicab assumes that Ambassador training serves as a designation rather than a certification for a license.

 

The amendment that allows for existing license owners and/or licensed agents to participate in the industry reduces the effectiveness of these provisions to eliminate absentee owners. This change allows owners to transfer their obligations to agents. It is critical to ensure that owners, agents, and drivers participate in the industry and exhibit responsibility to meet the requirements described in the Customer Bill of Rights.

 

Proportion of Drivers and Owners

 

The motion to amend the distribution for access to training from the current ratio of 50:50 to 95 to 5 shifts the focus to drivers. It should be noted that currently there are approximately 1,700 owners on the waiting list and 1,100 drivers. In the context of standard licenses, this amendment is useful in that it contributes to increasing the number of owner-drivers. This amendment is not necessary, however, under the proposed reforms for Ambassador Taxicab licenses as issuance is only granted to owner-drivers. The current ratio was kept under the reforms giving consideration to the number of owners and drivers on the respective lists. The reforms focus the granting of licenses based on a commitment to improve skills and drive a taxicab.

 

Licensing Designated Agents

 

It is recommended that the motions by Councillor Giansante respecting licensing of designated agents be referred to the Commissioner of Urban Planning and Development Services to be considered in the development of such requirements. With respect to training, it must be noted that the City is responsible for establishing any training course that is a condition precedent to obtaining a license. The Taxicab Advisory Committee, can provide a very important function in providing insight and advice to City staff in its development of a training program. It is therefore recommended that the Commissioner of Urban Planning and Development consult with the Taxicab Advisory Committee and report to the Emergency and Protective Services Committee and Council respecting the licensing requirements for designated agents and the value of a training program for licensing designated agents within 6 months.

 

Accountability for Taxicabs and Taxicab Drivers

 

Councillor Giansante proposed to grant full accountability for the quality of vehicles and drivers to designated agents or owners without agents. The City Solicitor advises that the law provides for the City to define specific regulations by category of participants. This does not provide for one participant to assume complete responsibilities of others. Therefore, this amendment cannot be supported as it allows owners to delegate their full responsibilities which would negate their obligations as owners to remain responsible for their taxicab.

 

 

 

Training Exemptions

 

The proposal also suggests exemptions for the training programs for spouses and industry participants with more than 20 years of experience. The City Solicitor advises that this exemption could be enacted, as a result of amendments to the Municipal Act. However, certain policy issues are raised if Council were to decide to extend the proposed exemption to spouses, as the exemption is apparently designed to recognize long years of active service in the taxicab industry, thereby negating the need for additional training. However, it is quite possible that a spouse of a former taxicab owner will have had very little or no active participation in the industry. If such an extension were extended to spouses, the policy objective of recognizing long years of service, as it relates to the need for training, would not be implemented. Furthermore, the goal of ensuring a high level of knowledge and experience in the industry would not be achieved. Both results would be inconsistent with the objectives of the Task Force recommendations.

 

Vehicle Registration

 

The amendment proposed by Councillor Giansante to validate an activity that often occurs in the existing environment creates a number of issues. The ability of a driver to purchase a vehicle and register the vehicle in the owners name and continue to own the vehicle releases owners from their responsibility to provide a licensed taxicab rather than a license only. In order to ensure that owners are contributing to the industry and taking responsibility for their taxicab, it is critical to maintain and enforce the By-law requirement that owners provide the taxicab. If the owner does not own the vehicle, they are only responsible to maintain a license rather than a taxicab. This change also encourages absentee owners to invest and not participate in the industry.

 

Councillor Balkissoon

 

Councillor Balkissoon recommended that the provision to transfer existing licenses as currently provided for under the By-law be amended from 2 years to 5 years, at which time licenses may only be transferred to persons holding a valid Toronto taxicab driver’s license. The period of 2 years was selected as it provides a reasonable opportunity for existing owners to transfer their licenses if they wish. The critical change is the refocus to participants in the industry that is still met by the 5-year transition period. It is therefore recommended that recommendation (14)(a) from the original report be amended to include: transferability of Standard Licenses as currently provided for under By-law 20-85 for a period of 5 years.

 

Councillor Fotinos

 

The amendments proposed by Councillor Fotinos, similar to the motions by Councillor Giansante, create the Ambassador training program as a training designation for all industry participants. As discussed in the original report and earlier in this report, this eliminates the incentive of an owner-operated license that is provided for in the recommended reforms.

 

 

 

The package proposed by Councillor Fotinos also proposes to issue 233 standard licenses but over the next 2 years, and thereafter to follow a formula to be developed by the Taxicab Advisory Committee and Council. In this instance, plate values are projected to fall to between $83,000.00 and $88,000.00 by the year 2000, assuming moderate fare increases accompany plate issuance. Without fare increases, a plate value of approximately $73,000.00 to $74,000.00 would be expected in the year 2000. Impacts in subsequent years would of course depend on assumptions of future plate issuance and fares. It should be noted however, that if the Coopers & Lybrand formula is followed, substantial plate value increases could result. The analysis is shown in Appendix 5.

 

The participation of the Taxicab Advisory Committee in a regulatory function, such as the development of a formula to determine the number of licenses to be issued should not be supported. It is the responsibility of the City to issue licenses and determine appropriate mechanisms for license issuance. While it is appropriate to consult with the Taxicab Advisory Committee, it is not supportable legally for the City to delegate responsibility for the development and adoption of a license issuance formula to this Commitee.

 

Similarly, the issue of the proposed Ambassador Cabs being referred to the Taxicab Advisory Committee is delegating a regulatory responsibility that should continue to reside with the City. The Taxicab Advisory Committee is to be established under Terms of Reference yet to be developed. The focus envisioned in the reforms is for the TAC to represent the various interests in the taxicab industry, begin to identify common ground and improve the business aspects of the taxicab industry. The importance of the introduction of Ambassador Taxicabs as a key element to the package of reforms has been discussed in this as well as other reports and should not be deferred.

 

Conclusions:

 

The various amendments to the original recommendations must be considered with respect to the 5 principles approved by Council. The reports submitted to the Task Force, Emergency and Protective Services Committee, and now Council propose a package of reforms that will meet the 5 guiding principles approved by Council. Clean safe taxicabs and courteous, knowledgeable and experienced drivers are achieved with the Taxicab Passenger Bill of Rights, improved age of vehicle, training, and retraining provisions. Compliance with the By-law will be improved through the increased and improved approach to enforcement. The principles established by Council also include fair returns for drivers on their labour and fair returns for owners on their investment. Some amendments are proposed that will further the success of the reforms to meet these principles. Ambassador Taxicabs introduce gradual changes to the structure of the industry by focussing on the benefits of owner operators. Ambassador Taxicabs provide opportunity to drivers who want to participate in the industry to earn a fair return for their labour. The introduction of new licenses at the rate proposed allows owners to continue to lease and transfer existing licenses and make reasonable returns. Proposed amendments that eliminate or defer issuance of Ambassador licenses will fail the efforts of these reforms to meet all of the principles approved by Council.)

 

(A copy of each of Appendices 1, 2, 3, 4 and 5, referred to in the foregoing report, is on file in the office of the City Clerk.)

 

(City Council also had before it, during consideration of the foregoing Clause, a report (undated) from Mr. John Seigel, PricewaterhouseCoopers, responding to certain recommendations of the final report of the Task Force to Review the Taxi Industry.)

 

(City Council also had before it, during consideration of the foregoing Clause, a copy of a presentation provided by the Commissioner of Urban Planning and Development Services.)

 

(City Council also had before it, during consideration of the foregoing Clause, the following communications:

 

(i) (November 17, 1998) from Mr. Alasdair Moore requesting that Council reject the recommendations of the Emergency and Protective Services Committee with respect to the final report of the Task Force to Review the Taxi Industry;

 

(ii) (November 17, 1998) from Mr. Michael deCatanzaro, Toronto, forwarding recommendations with respect to the final report of the Task Force to Review the Taxi Industry; and

 

(iii) a petition submitted by Mr. Andrew Reti, Toronto Taxi Owners and Operators Association, containing a total of 398 signatures of a combination of taxi cab owners, drivers and the public requesting that Council reject the recommendations of the Emergency and Protective Services Committee with respect to the final report of the Task Force to Review the Taxi Industry;

 

(iv) (November 23, 1998) from Mr. Stan Steiner, Vice President, Toronto Taxicab Owners and Operators Association, forwarding a joint response dated November 22, 1998, from Mr. Lawrence Eisenberg, President, Toronto Taxicab Owners and Operators Association and Chairman Taxicab Advisory Committee, Mr. Stan Steiner, Vice President and Mr. Andy Reti, Executive Director, Toronto Taxicab Owners and Operators Association, to the Board of Trade’s urgent call for action regarding the implementation of taxi reforms;

 

(v) (November 23, 1998) from Mr. Alasdair Moore, Toronto, submitting a revised communication with respect to the final report of the Task Force to Review the Taxi Industry;

 

(vi) (undated) from Mr. John Twena, Toronto, requesting that Council reject the recommendations with respect to the final report of the Task Force to Review the Taxi Industry;

 

(vii) (November 23, 1998) from Mr. Eli Melnick requesting Council to reject the recommendations of the Task Force to Review the Taxi Industry;

 

(viii) (November 16, 1998) from Mr. Herbert J. Sporn, commenting on the final report of the Task Force to Review the Taxi Industry;

 

(ix) (November 25, 1998) from The Toronto Board of Trade, in support of the final report of the Task Force to Review the Taxi Industry and committing to work with the City to meet the objectives contained in the Report;

 

(x) (November 13, 1998) from the President, The Greater Toronto Hotel Association, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xi) (November 10, 1998) from the General Manager, Toronto Airport Marriott Hotel, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xii) (November 16, 1998) from the General Manager, Travelodge Hotel Toronto East, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xiii) (November 13, 1998) from the General Manager, Radisson Plaza Hotel Admiral, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xiv) (November 10, 1998) from the Regional Vice President Operations, Ontario and Managing Director, Delta Chelsea Inn Downtown Toronto, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xv) (November 12, 1998) from the Director of Operations, Novotel Hotel, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xvi) (November 11, 1998) from the General Manager, Skydome Hotel, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xvii) (November 13, 1998) from the General Manager, Best Western Primrose Hotel, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xviii) (November 13, 1998) from the General Manager, Crowne Plaza Toronto Centre, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xix) (November 11, 1998) from the General Manager, Regal Constellations Hotel, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xx) (November 10, 1998) from the General Manager, Toronto Don Valley Hotel, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xxi) (November 10, 1998) from the General Manager, Wyndham Bristol Place Toronto Hotel, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xxii) (November 11, 1998) from the General Manager, Ramada Hotel, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xxiii) (November 9, 1998) from the General Manager, Cambridge Suites Hotel Toronto, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xxiv) (November 10, 1998) from the Hotel Inter-Continental, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xxv) (November 16, 1998) from the Regional Vice President and General Manager, Royal York Hotel, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xxvi) (November 16, 1998) from Mr. Ali Bassit, Scarborough, in support of the final report of the Task Force to Review the Taxi Industry;

 

(xxvii) (November 25, 1998) from the Executive Director, ARCH, A Legal Resource Centre for Persons with Disabilities, legal counsel to Transportation Action Now, commenting that the final report of the Task Force to Review the Taxi Industry fails to address the issue of accessible cabs; and

 

(xxviii) (November 23, 1998) from the Executive Director, Transportation Action Now Inc., recommending that 10 percent of all new Ambassador cabs be accessible.)

 

 

2

Recovery of Costs for Ambulance Service Delivery into

Regional Municipalities

 

(City Council on November 25, 26 and 27, 1998, adopted this Clause, without amendment.)

 

The Emergency and Protective Services Committee recommends the adoption of the following report (October 5, 1998) from the Acting General Manager, Toronto Ambulance, subject to the words "in a reasonable period of time" contained in Recommendation No. (2) being deleted and replaced with the words "within six months".

 

Purpose:

 

To advise Council of its options for the recovery of the cost of cross-border ambulance service to the Regions of Peel, York, Durham and Halton. In the absence of inter-regional agreements, new Ontario Regulations provide for the ability of individual municipalities to bill regions directly for such costs, using a specific billing formula.

 

 

 

 

 

 

Funding Sources, Financial Implications and Impact Statement:

 

The process of billing of regions for cross-border ambulance service will result in the creation of revenues for Toronto Ambulance and/or the City of Toronto. Based on the pricing formula established under Ontario Regulation 354/98, net revenues of approximately $590 thousand are potentially available, based on the assumption that cross-border demand for service in 1998 is similar to actual demand in 1997.

 

Recommendations:

 

"It is recommended that:

 

(1) The Chief Administrative Officer and/or the Commissioner of Works and Emergency Services be requested to formally advise the CAOs and/or Councils of the Regional Municipalities of Peel, York, Durham and Halton of Toronto’s desire to negotiate with the appropriate authorities a process for the recovery of the cost of cross-border ambulance services delivered by and into the City of Toronto;

 

(2) Failing the conclusion of such agreements in a reasonable period of time, the CAO and/or the Commissioner of Works and Emergency Services be directed to submit bills and/or make payments to appropriate regional municipalities, using the formula established in Ontario Regulation 492/97 as amended by O. Reg. 354/98;

 

(3) Concurrent with such negotiations, the Chief Financial Officer and Toronto Legal Services be directed to determine whether outstanding amounts under this Regulation should be shown as an accrual within the Toronto Ambulance budget;

 

(4) Toronto Ambulance set up a process to monitor specific cross border response activity, and to report back to the Emeregncy & Protective Services Committee if extraneous demand in any way compromises ambulance coverage within the City of Toronto; and

 

(5) The appropriate City Officials be authorized and directed to take the necessary action to give effect thereto."

 

Council Reference/Background/History:

 

Toronto Ambulance remains a substantial provider of service to the surrounding regional municipalities. Under the Ambulance Act of Ontario, no request for service into an adjoining region can be refused or redirected by Toronto Ambulance. Consequently, the City bears the cost of maintaining the staff and equipment required to meet these requests.

 

 

 

 

 

Similarly, though, there are occasions when ambulance service providers from the surrounding regions will deliver service within Toronto’s borders. On a net basis, however, Toronto Ambulance provides approximately twice as much cross-border service than it receives (in 1997 it responded to over 5650 calls in the combined GTA regions, while GTA services responded to just under 2900 calls in Toronto).

 

On January 1, 1998, the full funding and operation of ambulance services was downloaded from the Ministry of Health to upper tier municipalities, including the City of Toronto. Through Bill 152, the Province provides for the creation of inter-local agreements for compensation for the cost of ambulance services provided by adjacent municipalities to each other. Subsequently, Ontario Regulation 492/87 was amended as O. Regulation 354/98 to provide an explicit pricing formula for such services where such inter-local agreements are absent, or cannot be mutually developed.

 

Comments and/or Discussion and/or Justification:

 

Staff from Toronto Ambulance have, earlier this year, held meetings with representatives of the surrounding regional municipalities for the purposes of discussing cross-border service and billing matters (as well, Toronto Ambulance has offered consultations on the development and operation of emergency medical services systems to the regions, and to other various representatives of the Association of Municipalities of Ontario). Up to that point no formal billing agreements had been attempted or struck. While the Ambulance Act allowed for adjacent municipalities to establish billing agreements, it did not offer any direct dispute resolution process for situations where municipalities could not come to a satisfactory billing arrangement.

 

At the same time, the four regions did not then and do not yet have in place a formalized mechanism to deal with matters related to cross-border billing, since the regions are themselves still exploring the issues related to delivery of ambulance services within their communities. As a consequence there have been delays in being able to create official jurisdictional agreements.

 

Recently, the Ministry of Health amended the Regulations to allow for municipalities to directly bill the municipalities adjacent to them, where no formal billing agreements exist.

 

In Toronto Ambulance’s 1998 budget submissions, revenues of $350,000 were anticipated for cross-border service delivery. However, the current Regulatory formula now provides for the return of significantly higher revenues for the City of Toronto, in the range of $590,000. Amended estimates based on the provincial pricing formula follow.

 

If these revenue targets are to be met, Toronto Ambulance and/or the City itself requires agreements with the regions of Peel, York, Durham and Halton in order to establish a mechanism for the reconciliation of these costs, and recovery or payment of any net amounts billable. In the absence of such agreements, Toronto Ambulance and/or the City requires authorization to submit bills to the four GTA regional governments under the provisions of O. Regulation 354/98.

 

 

 

Other Billing Opportunities:

 

There also exists an opportunity for the City of Toronto to explore other revenue return opportunities with the four GTA municipal regions, in such areas as disaster resource and contingency preparation. For example, the City of Toronto has historically provided emergency disaster and large incident responses to areas outside Toronto. It may now find itself able to ‘bill’ for the availability or actual use of these resources, based on a fee schedule separate from routine cross-border billing agreements.

 

Revenue Estimates:

 

Based on complete figures for 1997, the following table demonstrates estimates of the revenues and payables likely to arise from operations during 1998. Actuals for 1998 will be determined at year-end. For the purpose of these calculations, the formula provided in Regulation 354/98 is used, which yields an average cost of an ambulance call for Toronto Ambulance of $214. The same figure is used for the adjacent regional services, in the absence of more precise cost-per-call information from them. This assumption produces a conservative estimate of net revenues available to the City of Toronto, as ambulance wage rates (and therefore the costs-per-call) are lower in the adjacent regions.

 

Revenue Estimate Table:

 

 

 

Region

 

Calls serviced

by Toronto

in the Region

 

Cost of Service*

 

Calls serviced

by the Region in Toronto

 

Cost of Service*

 

Net Receivable /

(Payable)

 

Peel

 

3263

 

$698,282

 

624

 

$133,536

 

$564,746

 

York

 

2296

 

$491,344

 

1472

 

$315,008

 

$176,336

 

Durham

 

94

 

$20,116

 

737

 

$157,718

 

($137,602)

 

Halton

 

13

 

$2782

 

53

 

$11,342

 

($8560)

 

Total

 

5666

 

$1,212,524

 

2886

 

$617,604

 

$594,920

 

 

* - As established under Ontario Regulation 654/98.

 

 

 

 

 

 

 

 

The Ministry of Health as Interim Billing Partner:

 

The present Ambulance Act of Ontario has made legislative provisions for the downloading of ambulance services from the Province to municipalities. Some of these allow for a transition period, whereby municipalities have the option of not having to assume immediate responsibility for the operation of their own ambulance services. Municipalities can wait until the latter part of 1999 before they have to declare how their service will be provided, and by whom. Full responsibility for service provision takes place effective January 1, 2000. In the meantime, though, municipalities are responsible for the full funding of their ambulance services.

 

In the meantime, for those municipalities who are electing not to declare their model of service provision, the Ministry of Health is continuing to provide direct ambulance service delivery, but is billing back the costs to the municipalities being served. To this date, each of the four regional municipalities surrounding Toronto have not committed to assuming immediate responsibility for service delivery. As Toronto Ambulance (through the CAO and the Commissioner) commences discussions regarding cross-border billing agreements, it may well enter into financial negotiations through the Ministry, as the rovider of service to the regions. These agreements, if established, will expire January 1, 2000, and any agreements thereafter will be directly with the regions.

 

Conclusions:

 

Significant net revenues are owed to the City of Toronto for the provision of ambulance service to the surrounding municipalities. In turn, and by extension, the City owes each of the municipalities monies for ambulance services rendered within Toronto. Reconciliation of the cost of these services is now provided for under the Ambulance and its Regulations.

 

The City is in a position of now being able to formally approach each of the four GTA regions to initiate the process of establishing cross-border billing agreements. In the absence of such agreements, the City is in a position of being able to bill for services anyway, based on billing formulas introduced by the Ministry. The potential net revenue to Toronto is in the range of $590,000. In addition, the City can explore other potential service billing and/or fee-for-service arrangements in such areas as disaster response.

 

Contact Name:

 

Ron Kelusky

397-9240 Fax: 392-2115

 

 

3

Public Access Defibrillation (PAD)

 

(City Council on November 25, 26 and 27, 1998, adopted this Clause, without amendment.)

 

The Emergency and Protective Services Committee recommends:

 

(1) the adoption of the following report (October 8, 1998) from the Acting General Manager, Toronto Ambulance; and

 

(2) that the Commissioner of Works and Emergency Services be authorized to approach the Ministry of Health, the manufacturers of the defibrillators, and any other potential private sector partner and to report back to the Emergency and Protective Services Committee with a proposed communications plan to encourage the implementation of Public Access Defibrillation programs in private sector locations throughout the City of Toronto.

 

The Emergency and Protective Services Committee reports, for the information of Council, having requested:

 

(a) the Commissioner of Works and Emergency Services, in consultation with the Commissioner of Corporate Services, to report back to the Emergency and Protective Services Committee:

 

(a) within six months with recommendations on how to expand the Public Access Defibrillation Program to all appropriate City of Toronto owned buildings; and

 

(b) with a strategy to provide Cardiopulmonary Resuscitation (CPR) training to all City of Toronto employees to promote a "Cardiac Safe" work environment throughout City of Toronto facilities for employees and the public;

 

(b) the Commissioner of Urban Planning and Development Services to report to the Emergency and Protective Services Committee regarding options to make Public Access Defibrillation programs mandatory in appropriate private and public sector locations similar to provisions for such life safety equipment as smoke alarms, fire alarms, and CO detectors; and

 

(c) that the foregoing reports include information on cost and funding sources.

 

 

 

 

 

 

 

The Emergency and Protective Services Committee submits the following report (October 8, 1998) from the Acting General Manager, Toronto Ambulance:

 

Purpose:

 

To inform Council of the benefits of public access defibrillation and improved cardiac care and response within the City of Toronto, and the requirements for the implementation of automatic defibrillation in City Hall and Nathan Phillips Square.

 

Financial Implications:

 

The initial cost of acquiring three automatic defibrillators for the City Hall project is approximately $15,000.00. Funds for the acquisition of the defibrillators for this initial City of Toronto program will be reallocated from the Division’s 1998 operating budget, and any impacts from the reallocation will be monitored in case of an unfavourable variance at year’s end.

 

In addition, the cost of training, periodic recertification and medical oversight will be provided from existing funds of Toronto Ambulance. Should Council elect to expand the placement of defibrillators in other City of Toronto owned buildings (e.g. Community Council buildings), additional program costs would be required and would be detailed in a future report. The City of Toronto would not be responsible for any costs for public access defibrillation programs initiated by private organizations in their facilities.

 

Recommendations:

 

"It is recommended that:

 

(1) the City of Toronto Council endorse the concept of Toronto becoming a "Cardiac Safe City", actively encouraging public involvement in the provision of Cardiopulmonary Resuscitation (CPR) and wherever possible the use of Public Access Defibrillators (PAD);

 

(2) Toronto Ambulance, in partnership with Sunnybrook and Women’s College Health Sciences Centre, assume the lead role in promoting and coordinating the Cardiac Safe City program, inclusive of promoting greater public participation in learning CPR and the introduction of Public Access Defibrillation; and

 

(3) the appropriate City officials be authorized and directed to take the necessary action to give effect thereto."

 

Council Reference/Background/History:

 

At its meeting on October 2, 1998, Toronto Council approved Clause 1 of Report No. 9 of the Emergency and Protective Services Committee, titled "Public Access Defibrillation Program". The report recommended:

 

  • the reaffirmation of Council’s support of a Public Access Defibrillation Program within the City of Toronto;
  • that the renovations to the Toronto City Hall incorporate the installation of automatic defibrillators in appropriate locations in City Hall and Nathan Phillips Square;
  • that the appropriate staff be trained in the use of automatic defibrillators; and
  • that the program be implemented by January 1, 1999.

 

In addition, the Emergency and Protective Services Committee requested a report regarding the feasibility of a Public Access Defibrillation pilot project in public buildings, statistics on the number of people who would benefit from PAD, and appropriate medical control.

 

Comments and/or Discussion and/or Justification:

 

The placement of automatic defibrillators to provide public access defibrillation holds the promise of shortening the time interval between initial patient collapse and the delivery of the first electrical shock for persons suffering from cardiac arrest, thereby improving the chance of survival. When a cardiac arrest occurs time is critical. The chain of survival depends on the following components:

 

  • early access including the immediate recognition of the emergency and calling 911;
  • early intervention including cardiopulmonary resuscitation;
  • early defibrillation either through Public Access Defibrillation or by a trained and authorized Public Safety Provider (Ambulance, Fire or Police); and
  • advanced cardiac intervention by Advanced Care Paramedics.

 

Medical Rationale:

 

"¼ an initial tachyarrythmia causes 80 to 90% of non-traumatic adult cardiac arrests. The goal of early defibrillation is to get a defibrillator to these patients before they deteriorate into a nonviable rhythm, which takes only a few minutes." "¼ defibrillation is the single most important intervention in adult emergency cardiac care". JAMA, 1992;268: p.2215.

 

The concept of early, rapid defibrillation, clearly endorsed by leading agencies such as the Heart and Stroke Foundation of Canada, Advanced Coronary Treatment (ACT) Foundation of Canada, EMS and Fire Associations and Emergency Physicians, is fairly new in Ontario pre-hospital care. Public Access Defibrillation programs have been established and have proven effective in many communities throughout North America and in Western Canada.

 

Application Within the City of Toronto:

 

The City of Toronto has a commitment to a highly respected emergency medical services system via universal 911 access, Toronto Ambulance and a tiered response program involving the Toronto Fire and Police Services. This provides a formidable link in the chain of survival, which benefits the community.

 

Currently ambulances and fire vehicles are equipped with defibrillators and this, combined with the availability of Advanced Care Paramedics, has resulted in improvements in cardiac arrest survival. To further enhance the chain of survival, implementation of public access defibrillation will shorten the time to delivery of first electrical shock. This is particularly important in a highly developed urban environment such as the City of Toronto where first response and Advanced Care Paramedics experience delays in access to patients due to high rise buildings and large public venues.

 

An assessment of several hundred cardiac arrest cases contained within the Sunnybrook Base Hospital and Toronto Ambulance database indicates that citizen intervention in providing CPR occurs in less than 13% of witnessed cardiac arrest cases. This compares unfavourably to other North American cities where citizen involvement is as high as 80%.

 

Citizen Participation and Promotion:

 

As a "Cardiac Safe City" the City of Toronto must encourage its citizens to become more actively involved in promoting healthy heart activities. One of the ways of doing this is to take CPR training. It has been proven that early recognition and intervention through bystander CPR, combined with early defibrillation, improves survivability and outcome in cardiac arrest situations. Chances of survival decreases by 7-10% for every minute a person waits for treatment. Toronto Ambulance, in conjunction with Sunnybrook and Women’s College Health Sciences Centre, will take a lead roll in promoting greater public awareness and participation in learning CPR. This program would be undertaken in cooperation with the many agencies currently involved in providing CPR training.

 

These agencies include the Heart and Stroke Foundation, the Advanced Coronary Treatment (ACT) Foundation, St. John Ambulance and the Canadian Red Cross. Increased citizen involvement will provide a solid foundation for future enhancements in community cardiac care such as Public Access Defibrillation.

 

Public Access Defibrillation Locations:

 

A recent publication titled "Public Locations of Cardiac Arrest" noted that the 10 locations where there was a higher incidence of cardiac arrest were as follows:

 

Airports

Jails

Large shopping malls

Public sports venue

Large industrial sites

Golf courses

Shelters

Ferries/terminals

Health club/gym

Community and senior centres

 

(Source: Becker, Linda, MA (et al.), Public Locations of Cardiac Arrest Implications for Public Access Defibrillation, JAMA 1998;97:2106-2109) Start Up Sites:

 

It is recommended that City Hall and Nathan Phillips Square proceed as the first site for placement of automatic defibrillators. Implementation of a PAD program at City Hall will set an example for a Cardiac Safe City. This program is intended to encourage other organizations to consider the placement of defibrillators within their facilities and to provide a model for implementation. City Hall will initially be considered a pilot program. Other City of Toronto buildings and locations would be considered following an in-depth analysis of Sunnybrook Base Hospital and Toronto Ambulance’s cardiac arrest database, to determine locations where sudden cardiac arrest is most likely to occur. In addition, consultation with the Medical Officer of Health and cardiac care agencies will provide valuable information for determining potential locations and high-risk target groups that would benefit from public access defibrillation programs within the City.

 

Program Coordination:

 

Advancements in equipment used for defibrillation have facilitated the safe and effective implementation of PAD programs. As a result, it is anticipated there will be rapid expansion in private sector locations where there is high public traffic or areas of potential cardiac risk. It is recommended that Toronto Ambulance and Sunnybrook and Women’s College Health Sciences Centre coordinate the introduction of these programs and create a system to facilitate safe and effective cardiac care in the prehospital environment. This can be achieved in cooperation with the various suppliers and manufacturers of defibrillators and purchaser. Notification of Toronto Ambulance of the location of public access defibrillation programs within the community will establish strong communication within the links in the chain of survival. Medical control is a critical component in the program. Research, outcome monitoring and effective medical control are imperative to establish programs that most effectively serve the communities’ needs.

 

Initial Program Costs:

 

The initial cost to acquire three automatic defibrillators for the City Hall project is approximately $15,000.00 which, for start up purposes, will be absorbed by Toronto Ambulance in recognition of the potentially significant benefits for cardiac patients, and for the longer term promotion of the program. A preliminary assessment indicates that the placement of a defibrillator in each of the towers and one defibrillator located centrally in the entrance way would be most effective. The cost of training, periodic recertification and medical oversight of this initial City of Toronto program would be provided from existing funds of Toronto Ambulance. Should Council elect to expand the placement of defibrillators in other City of Toronto owned buildings additional program costs would be detailed in a future report. The City of Toronto would not be responsible for any costs for public access defibrillation programs initiated by private organizations in their facilities.

 

 

 

 

 

Conclusions:

 

A pilot PAD project for City Hall and Nathan Phillips Square can be implemented at a relatively low cost. The benefits of a Cardiac Safe City with high rates of citizen CPR and Public Access Defibrillation programs have proven to be valuable to the community. It is anticipated that these initiatives, commencing with the pilot project, will improve the survival rate for patients suffering sudden cardiac arrest outside of the hospital. Toronto Ambulance and Sunnybrook and Women’s College Health Sciences Centre endorse the concept of a Cardiac Safe City, increasing public awareness of the need for citizen CPR, and the implementation of Public Access Defibrillation.

 

Contact Name:

 

Ronald L. Kelusky

Phone: 397-9240 Fax: 392-2115

 

 

4

Impact of Local Telephone Service De-Regulation on the Toronto

Police Service.

 

(City Council on November 25, 26 and 27, 1998, adopted this Clause, without amendment.)

 

The Emergency and Protective Services Committee recommends the endorsement of the recommendations embodied in the following report (October 7, 1998) from Councillor Norman Gardner, Chairman, Toronto Police Services Board:

 

The Emergency and Protective Services Committee reports, for the information of Council, having requested the City Clerk, in consultation with the Director of Corporate Access and Privacy, to submit a report to Council when it considers this matter on November 25, 1998.

 

Recommendations:

 

It is recommended that the Emergency and Protective Services Committee endorse recommendations with regard to the impact of local telephone service de-regulation on the Toronto Police Service and request City Council to send a letter to the Federal Minister of Industry indicating such endorsement, the specific recommendations are outlined as follows:

 

1. That a mandate be developed for the Number Portability Administration Centre (NPAC) that includes the registration of all wireline and wireless telephone numbers; and

 

2. That the Toronto Police Service have unobstructed automated access to a database of all wireline and wireless telephones in order to extract information, as necessary, for 9-1-1 calls, and 24 hour a day, 7 day a week access to a contact point for search warrants and telephone interception access.

Council Reference/Background History:

 

At its meeting on September 24, 1998, the Toronto Police Services Board was in receipt of the following report JULY 27, 1998 from David J. Boothby, Chief of Police:

 

Subject Impact of local telephone service de-regulation on the Toronto Police Service

 

Recommendations: That the Board request the Federal Minister of Industry develop a mandate for the Number Portability Administration Centre (NPAC)that includes the registration of all wireline and wireless telephone numbers.

 

Background:

 

The use of telephone services by the public has a significant impact upon the police service in two predominant areas; those being incoming emergency 9-1-1 calls, and investigations regarding the origin or content of a telephone call for investigative purposes.

 

Historically, the Service has dealt with one local telephone service provider, now known as the Incumbent Local Exchange Carrier (ILEC), which has been Bell Canada. Bell has a lengthy history of working with the police service and has maintained the expertise to manage the provincial Enhanced 9-1-1 network, and the security personnel to manage search warrants.

 

Local telephone service de-regulation as discussed in Board Minute 301/97 has resulted in the evolution of two new Certified Local Exchange Carriers (CLEC’s) with another four providers anticipated in the Toronto market place by the end of 1999.

 

Today’s telephone service also extends beyond the traditional "wireline" telephone, to include "wireless" telephone service as provided by cellular, Personal Communications Systems (PCS) and Low Earth Orbit Satellites (LEOS). An ever increasing number of emergency 9-1-1 calls, (approximately 20% to date in 1998) and telephone conversations that are part of a police investigation, are taking place over these "wireless" telephone systems. To date there are 4 major wireless telephone networks, with two additional LEOS networks entering the market place before the end of 1999.

 

To add to this ever expanding industry are a large group of companies that "re-sell" local telephone service they have purchased from a CLEC. These re-seller companies number in the hundreds across Canada. Re-sellers continue to represent a significant challenge for this Services response to emergencies. The Automatic Location Identification data at the 9-1-1 call centre often displays the name and address of the registered reseller, and not the location where the telephone is located. As a result, emergency crews have been dispatched to the administrative offices of a reselling company for heart attacks, robberies, and assaults without anyone knowing where the real event was occurring.

 

The Police Service, namely both the 9-1-1 Emergency Call Centre, and Intelligence Services on behalf of the investigative community, are primarily interested in three essential pieces of information:

 

(1) Where is the telephone physically located

 

(2) Who owns the telephone, or is subscribing to the service

 

(3) Which company is providing the service

 

This information is not standardized across carriers. Local resellers and Wireless Service Providers are not obligated to maintain this information, others do not provide access to it 24 hours a day. Further, there is currently no single point of contact for determining the ownership of all telephone numbers.

 

In order to look after the interests of the 9-1-1 Emergency Call Centre and the investigative community, significant time and effort has been expended by members of this Service to address issues created by telephone de-regulation.

 

The Communications E9-1-1 Co-ordinator Chair’s the regional 9-1-1 Committee for Toronto (police, ambulance & fire departments) and sits as Vice-Chair of the Ontario 9-1-1 Advisory Board (information and press releases from whom are contained in Appendix A). She also sits as a participant of the 9-1-1 Sub-Working Group of the Canadian Radio-Television and Telecommunications Committee (CRTC) representing Ontario, and Co-Chairs the Canadian Wireless Telecommunications Association E9-1-1 Committee representing Public Safety Answering Points (PSAP’s) nationally. Participation on these committees is undertaken to safeguard the interests of the Service, and to protect against the off-loading of costs to the municipality.

 

The CLEC Municipal Service Agreement constructed by the Ontario Board members of the E9-1-1 sub-working group, and developed in consultation with Toronto Legal Services, has resulted in the entrenching of quality and service commitments by CLEC’s that will result in savings for Municipalities across the province for administrative and legal expenses while maintaining an superior level of service.

 

The Electronic Surveillance Co-ordinator for Intelligence Services also sits as a member of the Network Security Sub-Working Group of the CRTC on issues relating to privacy protection and telecommunications interception, and on the Telecommunications Committee of the Criminal Intelligence Service for Ontario. These efforts are undertaken to ensure the police services’ access to information and investigative tools, while also protecting the municipality against the off-loading of costs.

 

The inconsistency in standards for some wireline and wireless providers, the separation of regulatory controls within Industry Canada, and the CRTC, along with the large number of Federal Acts and Regulations, makes the police services work in this field both difficult and time consuming.

 

The offices of the Communications E9-1-1 Co-ordinator and the Electronic Surveillance office and Records Unit of Intelligence Services are tasked with this additional work required to operate in this new and evolving telephone environment. This additional work is putting an added strain on the human and financial resources in these units and continued efforts will have to take place to ensure that the negative impact to our Service created by this de-regulation is limited as much as possible.

 

Although the direct costs associated with CLEC’s was addressed in Board Minute 301/97, and at the Metropolitan Council meeting of 1998.10.8 (Appendix B), the growing human resource expenses associated with this issue are a direct result of actions on the part of the CRTC and the Federal government.

 

The previous efforts of the Board to prevent a "hard dollar" impact on the Service and the Municipality as a result of new CLEC’s requesting direct connection to the 9-1-1 Network as opposed to the 9-1-1 Centres telephone equipment were successful. As a result of the Boards support of the Provincial 9-1-1 Advisory Boards’ intervention, the resulting procedures for new CLEC’s require their connection to Bell Canada’s 9-1-1 network, which already provides our incoming 9-1-1 calls. This CRTC requirement ensures that the Municipality will not be saddled with the hardware upgrade costs and associated annual operating costs that would ensue, had the Board not been successful. Regardless, we have come to realize that there will continue to be additional human resource required to the meet the demands of dealing with this evolving multiple carrier environment.

 

In order to alleviate future human resource demands in the records tracking and telephone information management area, the Service is seeking a single point of contact for telephone number information. The CRTC has engaged a trusted third party company to act as the Number Portability Administration Centre (NPAC). This role is being fulfilled by Lockheed-Martin in Canada as well as the United States. The Service foresees the role of the NPAC as being "the keeper of the data" in relation to all wireline and wireless telephones. We are seeking unobstructed automated access to such a database to extract as necessary this information for 9-1-1 calls, and 24 hour a day, 7 day a week access to a contact point for search warrants and telephone interception access.

 

Failing this, the Service will be forced to take on the responsibility of tracking down subscriber information, addresses, and company information. This will impact upon our ability to provide timely 9-1-1 response, and escalate our human resource costs to secure and manage this information.

 

While the private sector companies that provide this service have shown their opposition to such a request for a broad number of self-serving reasons, they continue to be content to download the costs for these issues to local municipalities.

 

Therefore I recommend that the Board request the Federal Minister of Industry develop a mandate for the Number Portability Administration Centre (NPAC) that includes the registration of all wireline and wireless telephone numbers.

 

 

 

Superintendent William Holdridge of Communications Services (local 87709), Communications 9-1-1 Co-ordinator Judy Broomfield of Duty Operations (local 88899) Staff Sergeant James Brown (8-8851) of Duty Operations and Detective Sergeant Doug MacCheyne of Intelligence Services (local 8-3638) will be present to answer any questions on this issue.

 

Conclusions:

 

The following persons were in attendance and discussed this issue with the Board:

 

S/Sgt. James Brown, Duty Operations

Judy Broomfield, Communications 911 Coordinator

D/Sgt. Doug MacCheyne, Intelligence Services

Rick Galway, District Chief, Etobicoke Branch of the City of Toronto Fire Service & Member of the Canadian Executive, National Emergency Number Assoc.

 

The Board approved the following Motions:

 

1. THAT the Board approve the foregoing report; and

 

2. THAT, in order to broaden the awareness of the concerns created by telephone de-regulation, the Board:

 

(a) provide a copy of the foregoing report to the Emergency & Protective Services Committee with a request that it ask City Council to endorse the Service’s recommendation and send a letter of support to the Federal Minister of Industry; and

 

(b) place this issue on the agenda of the next meeting of the "Big 12" Ontario Police Services Boards.

 

Contact Name and Telephone Number:

 

Staff Sergeant James Brown, Communications Services, Toronto Police Service,

telephone no. (416) 808-8851.

 

(City Council on November 25, 26 and 27, 1998, had before it, during consideration of the foregoing Clause, the following communication (November 17, 1998) from the City Clerk:

 

Purpose:

 

To respond to a request from the Emergency and Protective Services Committee to report to Council with respect to any conflicts with the Municipal Freedom of Information & Protection of Privacy Act arising from the recommendations in a report on the impact of local telephone service de-regulation on the Toronto Police Service.

 

 

Funding Sources, Financial Implications and Impact Statement:

 

Not applicable.

 

Recommendation:

 

That this report be received for information.

 

Council Reference/Background/History:

 

At its meeting held on November 3, 1998, the Emergency and Protective Services Committee had before it the October 7, 1998 report of the Chairman, Toronto Police Services Board in which he requested the report recommendations relating to local telephone service de-regulation be endorsed in order to maintain the Toronto Police Service’s ability to respond to all 9-1-1 calls and to execute search warrants.

 

The report, among other things, recommended:

 

"That a mandate be developed for the Number Portability Administration Centre (NPAC) that includes the registration of all wireline and wireless telephone numbers; and that the Toronto Police Service have unobstructed automated access to a database of all wireline and wireless telephones in order to extract information, as necessary, for 9-1-1 calls, and 24 hours a day, 7-day-a-week access to a contact point for search warrants and telephone interception access."

 

Comments and/or Discussion and/or Justification:

 

I was requested to report on any conflict with the privacy provisions of the Municipal Freedom of Information & Protection of Privacy Act arising from the foregoing recommendations from the Chairman, Toronto Police Services Board.

 

Conclusion:

 

It is my view that, having regard for the privacy rights of individuals and the law enforcement authorities and duties of the Toronto Police Service to execute search warrants and to collect such personal information as is necessary to respond to emergency telephone calls, there is no conflict with the Municipal Freedom of Information & Protection of Privacy Act arising from the October 7, 1998 report recommendations.

 

Contact Name:

 

Rita Reynolds

Director of Corporate Access & Privacy

392-9683.)

5

Other Items Considered by the Committee

 

(City Council on November 25, 26 and 27, 1998, received this Clause, for information.)

 

(a) Publication of Cab Inspection Schedules by Toronto Licensing.

 

The Emergency and Protective Services Committee reports having referred the following communications to the Commissioner of Urban Planning and Development Services for a report thereon to the Committee:

 

(i) (September 28, 1998) from Mr. Gene MacDonald, Publisher and Mr. Stan Steiner, Cab Connection, forwarding a copy of a letter (September 28, 1998) to Ms. Virginia West, Commissioner of Urban Planning Development, appealing the decision of the General Manager, Toronto Licensing, not to release the dates and times for the inspection of taxicabs in Toronto; and

 

(ii) (October 16, 1998) from Mr. Gene MacDonald, Publisher, Cab Connection forwarding a reply from the Corporate Access and Privacy Office of the City of Toronto relating to a request for the inspection schedules for taxicabs in the City of Toronto.

 

(b) Application for Relocation of the Delta Mayfair Bingo Hall from 525 Wilson Avenue (Ward 8) to 1860 Wilson Avenue (Ward 6), City of Toronto.

 

The Emergency and Protective Services Committee reports having deferred the following report and communication to its next meeting to be held on December 1, 1998:

 

(i) (October 15, 1998) from the Commissioner of Corporate Services and the City Clerk, recommending that City Council, in accordance with Provincial criteria and procedures for the establishment of Bingo Halls, approve the relocation proposal by Delta Mayfair Bingo; and

 

(ii) (October 26, 1998) from Councillor George Mammoliti, North York Humber, advising that it is with great reluctance that he will endorse this item to be accepted by the Committee; expressing his opposition to the process followed to place this item on the agenda as he was not consulted thereon; and that he is opposed to the relocation of the Delta Mayfair Bingo Hall, due to the fact that it will be in the vicinity of a provincial welfare office and another Bingo Hall within his ward.

 

(c) Parking Tag Issuance and Request to Discontinue Reports.

 

The Emergency and Protective Services Committee reports having received the following report and having endorsed the request outlined therein:

 

(October 7, 1998) from Councillor Norman Gardner, Chairman, Toronto Police Services Board, advising that the Toronto Police Services Board on September 24, 1998, recommended that:

 

(1) the Emergency and Protective Services Committee receive the parking tag issuance results for the months April 1998 to June 1998; and

 

(2) the Committee discontinue the requirement that quarterly parking enforcement reports be submitted by the Police Services Board, as more timely statistics are prepared by City Finance Department staff.

 

(d) Proposed Unarmed Constabulary in the City of Toronto.

 

The Emergency and Protective Services Committee reports having referred recommendations 1 to 4 and 6 outlined in the following communication (October 30, 1998) from Councillor Feldman, North York Spadina, to the Chief Administrative Officer for a report to the next meeting of the Emergency and Protective Services Committee to be held on December 1, 1998:

 

(1) advising how this system works in Britain; and

(2) on the opportunity for an independent review of this matter.

 

(i) (August 28, 1998) from Councillor Norman Gardner, Chairman, Toronto Police Services Board, advising that the Toronto Police Services Board on August 27, 1998:

 

(1) approved the establishment of a committee to review the issue of an unarmed traffic constabulary; and that the Committee will consist of representatives from the Toronto Police Services Board, the Toronto Police Service, the Ministry of Transportation, the Ministry of the Solicitor General, the Ministry of the Attorney General and City Legal; and

 

(2) referred the Chief's report (dated July 23, 1998) to the proposed committee as well as deferred consideration of the following motions to the above-noted committee:

 

"1. That the Board advise the Minister of Transportation that we do not support the proposed unarmed constabulary program.

 

2. That the Chief prepare a report for the next meeting of the Board on the following issues:

 

(i) With an aggressive zero-tolerance 'Community Road Safety' enforcement campaign (red light runners, rolling stops at stop signs, speeding in residential neighbourhoods and school zones) what would be the estimated revenues that could be achieved?

(ii) With the estimated revenues how many officers could be hired?

 

(iii) The possibility of establishing a 'Community Road Safety' enforcement unit?"

 

(ii) (October 5, 1998) from Councillor Michael Feldman, North York Spadina, requesting that the Toronto Police Service be instructed to keep him personally informed as to the developments and findings of the newly struck committee.

 

(iii) (October 30, 1998) from Councillor Michael Feldman, North York Spadina, requesting that the Committee:

 

1. support the Police Services Board's recommendation to establish a committee to review the issue;

 

2. mandate the new committee to submit a report to the Emergency and Prtoective Services Committee outlining the feasibility of creating an unarmed constabulary WITHOUT THE NECESSITY OF STOPPING VEHICLES;

 

3. require the committee to propose a tentative logistical schedule of implementing the 'unarmed constabulary' in the City of Toronto;

 

4. mandate the committee to investiage ways in which the revenues collected by the issuance of tickets by the 'unarmed constabulary' be used to fund the programme;

 

5. that my executive assistant be made a voting member of the newly formed committee, so as to keep me apprised of its developments; and

 

6. amongst other statistics, the committee provide the Emergency and Protective Committee specifically the following:

 

(i) the number of citations issued for stop sign violations by year for the past 10 years;

 

(ii) the number of accidents at 4-way stops by year for the past 10 years;

 

(iii) the number of restricted 'no entry' violations by year in the past 10 years;

 

(iv) the number of left turn and red light infractions by year in the past 10 years; and

 

(v) the amount of traffic violations challenged in Court.

 

 

 

(e) Legal Action Against Issuance of Fake Parking Tickets.

 

The Emergency and Protective Services Committee reports having received the following report for information:

 

(October 26, 1998) from the City Solicitor advising that a report requested by the Committee from the City Solicitor on this matter will be delayed until the next Committee meeting.

 

(f) Body Shops/Service Centres - Regulation of Hours of Operation/Ventilation.

 

The Emergency and Protective Services Committee reports having received the following report for information and having requested the City Solicitor to ensure that the issue of car washes in residential areas is included in the forthcoming report to the Committee:

 

(November 2, 1998) from the City Solicitor advising that the report as requested by the Emergency and Protective Services Committee at its meeting of September 8, 1998 (as amended at its meeting of October 6, 1998) on restricting the hours of operation of body shop garages, service centres and car washes will be submitted to the next meeting of the Committee.

 

(City Council on November 25, 26 and 27, 1998, had before it, during consideration of Item (a), headed "Publication of Cab Inspection Schedules by Toronto Licensing", embodied in the foregoing Clause, the following communications from Mr. Gene MacDonald, Publisher, Cab Connection:

 

(i) (November 16, 1998) requesting an opportunity to address Council with respect to the publication of cab inspection schedules by Toronto Licensing; and

 

(ii) (November 20, 1998) respecting the publication of cab inspection schedules by Toronto Licensing.)

 

 

 

 

 

 

Respectfully submitted,

DENNIS FOTINOS,

Chair

Toronto, November 3, 1998

 

 

(Report No. 13 of The Emergency and Protective Services Committee, including additions thereto, was adopted, as amended, by City Council on November 25, 26 and 27, 1998.)

 

 

TABLE OF CONTENTS

 

REPORTS OF THE STANDING COMMITTEES

AND OTHER COMMITTEES

 

 

As Considered by

The Council of the City of Toronto

on November 25, 26 and 27, 1998

 

 

EMERGENCY AND PROTECTIVE SERVICES COMMITTEE

REPORT No. 13

 

Clause Page

 

1 Final Report of the Task Force to Review the Taxi Industry 14157

 

2 Recovery of Costs for Ambulance Service Delivery intoRegional Municipalities 14215

 

3 Public Access Defibrillation (PAD) 14220

 

4 Impact of Local Telephone Service De-Regulation on the TorontoPolice Service. 14225

 

5 Other Items Considered by the Committee 14231

 

 

 

   
Please note that council and committee documents are provided electronically for information only and do not retain the exact structure of the original versions. For example, charts, images and tables may be difficult to read. As such, readers should verify information before acting on it. All council documents are available from the City Clerk's office. Please e-mail clerk@city.toronto.on.ca.

 

City maps | Get involved | Toronto links
© City of Toronto 1998-2001