Decisions

The Infrastructure and Environment Committee recommends that:

1. City Council designate Community Safety Zones at the locations set out in Attachment 1 to the report (November 14, 2024) from the General Manager, Transportation Services.

2. City Council delete Subsection (3) of §950-400B of City of Toronto Municipal Code Chapter 950, Traffic and Parking, and insert a new Subsection (3) generally as follows:

"(3) (a) Within 15 metres of a pedestrian crossover on the approach side to a pedestrian crossover;

(b) Within 10 metres of a pedestrian crossover beyond the crossover; or

(c) Where authorized signs are otherwise posted on the approach side of a pedestrian crossover or beyond a pedestrian crossover, within the area designated as no stopping by the authorized signs.”

3. City Council delete Subsection (4) of §903-6A of City of Toronto Municipal Code Chapter 903, Parking for Persons with Disabilities, and insert a new Subsection (4) generally as follows:

"(4) (a) Within 15 metres of a pedestrian crossover on the approach side to a pedestrian crossover;

(b) Within 10 metres of a pedestrian crossover beyond the crossover; or

(c) Where authorized signs are otherwise posted on the approach side of a pedestrian crossover or beyond a pedestrian crossover, within the area designated as no stopping by the authorized signs."

4. City Council establish new offences and establish new associated penalties and amend City of Toronto Municipal Code Chapter 610, Penalties, Administration of, generally as follows:

a. By deleting from Schedule A, Table 10:  Chapter 950, Traffic and Parking, the following:

b. By inserting in Schedule A, Table 10:  Chapter 950, Traffic and Parking, the following:

5. City Council authorize that the amendments in Recommendations 2, 3, and 4 be implemented effective February 10, 2025.

6. City Council authorize the City Solicitor to introduce the necessary bills to give effect to City Council's decision and City Council authorize the City Solicitor to make any necessary clarifications, refinements, minor modifications, technical amendments, or by-law amendments as may be identified by the City Solicitor or General Manager, Transportation Services, in order to give effect to Recommendations 1 to 5, inclusive, above.

7. City Council request Members of Council to share the submission by Councilor Mike Colle titled "Trends in Serious Injuries and Fatalities" with their constituents.

Since Vision Zero was first adopted by the City in 2016, it has incrementally grown to provide extensive, proactive, systemic and directed initiatives, informed by data and targeted to ensure that serious injuries and fatalities are eliminated on Toronto’s streets. This report provides an update on the Vision Zero Road Safety Plan and outlines continued and new programs, initiatives, and countermeasures.

This report provides status updates and recommended improvements to various components of the Vision Zero Road Safety Plan in the following areas:

1. Trends in Serious Injuries and Fatalities: describing changes over time for each emphasis area of the Vision Zero Road Safety Plan as well as comparison to other leading jurisdictions;

2. Speed Management Initiatives: providing updates on various ongoing and upcoming programs and initiatives under the speed management strategy that help address the frequency and / or outcome of relevant collision scenarios, including recommendations for a number of Community Safety Zones;

3. Improving Crossings for Pedestrians: providing updates on measures to address pedestrian crossing protection and recommendations to improve visibility at Pedestrian Crossovers;

4. Improving Intersection Safety: providing updates on measures to address safety of all road users at intersections; and

5. Other Updates: describing other enforcement measures, progress on other complementary City initiatives and an update on the School Safety Zone program.

This report recommends enacting 20 new or extended Community Safety Zones to support installation of Automated Speed Enforcement cameras focused on improving safety for older adults as well as expanding one existing location in Ward 16 as requested by the local Councillor that staff have reviewed and support. This report also recommends revising stopping prohibitions around Pedestrian Crossovers to meet current Provincial guidance.

Since 2016, the Vision Zero annual budget and spend rate has increased incrementally reflecting the demand for improved road safety as well as the capacity to deliver. The 2025 proposed budget of $99.1 million - $31.7 million in capital and $67.4 million in operating - is the largest annual budget for the Plan since inception and further demonstrates the importance of this initiative and Transportation Services’ ability to deliver the varied aspects of the work.

The Infrastructure and Environment Committee recommends that:

1. City Council amend Section 903-4 of City of Toronto Municipal Code Chapter 903, Parking for Persons with Disabilities, to insert the word "and" after Subsection B and to insert a new Subsection C as follows:

“C. in the vehicle displaying the permit in accordance with subsection 903-4A or 903-4B is a passenger vehicle or commercial vehicle that does not exceed 3,000 kilograms."

2. City Council delete Subsection (1) from Section 903–5 B of City of Toronto Municipal Code Chapter 903, Parking for Persons with Disabilities, and insert a new Subsection (1) as follows:

“(1)     The exemptions set out in § 903-5A do not apply so as to permit any person to park or stand a vehicle with a permit displayed on any highway for a period exceeding 24 hours, except in a designated parking space on a highway licensed for overnight permit parking, a parking machine parking space or mobile only zone parking space, pursuant to the provisions of any by-law or municipal code of the City or a former municipality. For further clarity, in the event a person parks or stands a vehicle with a permit displayed on any highway for a period exceeding 24 hours, except as set out in the previous sentence, that person shall be liable to prosecution as if they had violated the restrictions or time limits in relation to parking or standing a vehicle as set out in the applicable by-law or municipal code section.”

3. City Council amend Section 910-9 of City of Toronto Municipal Code Chapter 910, Parking Machines, Parking Meters and Mobile Only Zones, by inserting a new Subsection F as follows:

“F.      Despite any other provision of the Municipal Code or any other City of Toronto By-law, a vehicle displaying an accessible permit and weighing more than 3,000 kilograms will not be exempt from the requirement to pay or deposit a fee and to use or activate the parking meter.”

4. City Council delete Subsection B from Section 950-405 of City of Toronto Municipal Code Chapter 950, Traffic and Parking, and insert a new Subsection B as follows:

“B.      No parking a bus certain times.

Where official signs prohibiting parking are displayed, no person shall park a bus on any highway at the side and between the limits set out in Schedule XIII in § 950-1312 during the prohibited times and/or days set out in Schedule XIII.”

5. City Council delete Subsection P from Section 925-5 of City of Toronto Municipal Code Chapter 925, Permit Parking, and insert a new Subsection P as follows:

“P.      A person with an accessible parking permit issued by the Ministry of Transportation shall be exempted from this chapter provided the accessible permit is displayed on a vehicle which is under 3,000 kilograms in weight and not longer than 5.2 meters in length.”

6. City Council amend of City of Toronto Municipal Code Chapter 925, Permit Parking, Section 925-5 N by inserting a new Subsection (6) as follows:

“(6)     A valid permit will be considered invalid if hooked or attached to a trailer or storage container or bin.”

7. City Council amend Schedule A of City of Toronto Municipal Code Chapter 610, Penalties and Administration of, generally as set out in Attachment 1 to the report (November 13, 2024) from the General Manager, Transportation Services.

8. City Council authorize that the amendments in Recommendations 1 to 7, inclusive, be implemented effective February 10, 2025.

9. City Council authorize the City Solicitor to introduce the necessary bills to give effect to City Council's decision and City Council authorize the City Solicitor to make any necessary clarifications, refinements, minor modifications, technical amendments, or by-law amendments as may be identified by the City Solicitor or General Manager, Transportation Services, in order to give effect to Recommendations 1 to 8 inclusive.

This report responds to a request from City Council to examine the feasibility of updating the bylaws associated with the use of an Accessible Parking Permit to allow the enforcement of larger vehicles specifically classified as commercial or recreational using an accessible parking permit while parked on city streets. Currently, such vehicles are exempt from certain parking regulations by the City.

Under City of Toronto bylaws, any person with a valid Accessible Parking Permit, issued by the Ministry of Transportation Ontario, is exempt from certain parking regulations identified in various City of Toronto Municipal Code Chapters, which exemptions are outlined further in the report. Those include Chapter 903, Parking for Persons with Disabilities, Chapter 910, Parking Machines, Parking Meters and Mobile Only Zones, Chapter 925, Permit Parking, and Chapter 950, Traffic and Parking. Currently, the City of Toronto is the only municipality that provides the most parking regulation exemptions in the Greater Toronto Area to Accessible Parking Permit holders.

This report is seeking Council approval to not exempt large vehicles weighing more than 3,000 kilograms or vehicles that are longer than 5.2 metres in length (a parking spot is generally 5.5 metres in length). This restriction would align with the current permit parking program which places similar weight and vehicle length restrictions. To enforce these new provisions, amendments to the aforementioned Municipal Code Chapters are being recommended, including the introduction of new offences and penalty amounts for non-compliance with the new restrictions when using an Accessible Parking Permit. This will ensure vehicles displaying an Accessible Parking Permit is strictly for the purpose of transporting individuals with mobility challenges and not for the long-term storage of larger commercial and recreational vehicles on City streets.

The Infrastructure and Environment Committee recommends that:    

1. City Council authorize the General Manager, Solid Waste Management Services and / or designate, to negotiate, enter into, and execute any new agreements, amendments of existing agreements, or acknowledgements - including on the basis of a non-competitive procurement under Toronto Municipal Code Chapter 195, Purchasing - necessary in connection with the efforts to generate, manage, market, distribute, use and sell in a manner beneficial to the City the environmental attributes associated with Solid Waste Management Services' compressed natural gas use in vehicles, on terms and conditions acceptable to the General Manager, Solid Waste Management Services and in a form satisfactory to the City Solicitor.

The City's Solid Waste Management Services has been transitioning from diesel-powered trucks to quieter and more environmentally conscious natural-gas-powered trucks since 2010, with 96 percent of the City’s in-house residential waste collection fleet now using natural gas.

To support the move away from diesel, Solid Waste Management Services had compressed natural gas fuelling stations installed at three of its sites. As a result of its compressed natural gas use and ownership of any related environmental attributes, Solid Waste Management Services has an opportunity to benefit from the creation and sale of compliance credits pursuant to the Clean Fuel Regulations under the Canadian Environmental Protection Act and may be eligible to generate environmental attributes under other programs as well. Environmental attributes refer to any and all credits, benefits, emissions reductions, offsets, and allowances, related to the avoidance, removal or mitigation of greenhouse gases or pollutants.

The purpose of this report is to seek authority for Solid Waste Management Services to enter into agreements related to the generation, management, marketing, distribution, use and sale of environmental attributes associated with its compressed natural gas use.

The Infrastructure and Environment Committee recommends that:  

1. City Council authorize the General Manager, Transportation Services to negotiate, enter into and execute on behalf of the City of Toronto a funding agreement amendment with PortsToronto for contribution by the City of up to an additional $15 million from the approved 2024 - 2033 Capital Budget and Plan for Transportation Services in order to complete the Ship Channel Bascule Bridge Rehabilitation Project, on terms and conditions satisfactory to the General Manger, Transportation Services, and in a form satisfactory to the City Solicitor.

This report provides an update on the ongoing rehabilitation of the bascule bridge over the Ship Channel in the Port Lands, being undertaken by PortsToronto with financial support from the City of Toronto, as well as an update on the Unwin Avenue Bailey Bridge Replacement Study.

The Ship Channel Bridge is owned by PortsToronto and carries Cherry Street over the Ship Channel. In 2021, PortsToronto and the City agreed on a joint rehabilitation of the bridge in recognition of the vital role it plays providing access to the Port Lands area, with the City funding rehabilitation of the bridges approach spans and superstructure and PortsToronto funding rehabilitation of the bridge's mechanical and electrical systems. Project oversight is conducted by a joint staff level working group and an Executive Steering Committee. City Council granted authority for Transportation Services to enter into an agreement with PortsToronto to fund up to $22 million for the City portion of the works. Phase One, the approach spans, was completed in March 2024 and a portion of Phase Two, the contract for rehabilitation of the steel superstructure, has been tendered and is ready to commence in January of 2025.

PortsToronto will fund the second contract of the Phase Two works for rehabilitation of the mechanical and electrical systems with an anticipated award in the first quarter 2025.

As a result of post pandemic cost increases and supply chain challenges which have been experienced across the construction industry, along with some unforeseen work which is typical with structures of this age and complexity, and enhancements to the originally proposed traffic management to reduce delays for road users, the Phase One works cost more than originally estimated. The Phase Two contract for steel superstructure rehabilitation also reflects market conditions and is higher than originally envisaged in 2021 when the agreement with PortsToronto was completed. Given the age and type of structure and complexity of the works it can be expected that some unforeseen conditions will be encountered during construction. City staff are therefore requesting authority to amend the existing agreement with PortsToronto to provide up to an additional $15 million to complete the City funded critical bridge rehabilitation works.

Separately, in April 2024, the bridge's lifting mechanism encountered unanticipated and significant mechanical issues; a bent shaft, requiring an approximate five-month emergency repair period. During this time the bridge was raised and lowered only as able due to ongoing repairs, resulting in significant closures for road and/or ship users as the specialized repair work was completed.

The temporary emergency closure of the Ship Channel bridge during the summer of 2024 restricted access to lands south of the Ship Channel and to Cherry Beach. This put greater than anticipated demand on the existing single lane Bailey bridge on Unwin Avenue. Pre-planned capital repairs on the Bailey bridge were completed by the City in the summer of 2024, which included replacement of deck panels and waterproofing of the deck surface. These pre-planned repairs were co-ordinated with PortsToronto to ensure they were completed during periods when the Ship Channel bridge was in the lowered position.

The overall rehabilitation of the bascule bridge is anticipated to be complete in 2027, with structural steel repair and mechanical and electrical work to be carried out in parallel during the marine navigational closure period each year. This will maximize efficiencies in project delivery and avoid unnecessary disruptions to vehicular and pedestrian traffic. Non-critical path work will be required to be undertaken outside of the winter navigational closure period and may require periodic road closures.

To ensure the safe continued operation of the crossing and to improve traffic conveyance and access within the area of Unwin Avenue, Transportation Services, with the support of Engineering and Construction Services, is undertaking a study of design options as part of an interim bridge replacement strategy until the City is in a position to complete the Environmental Assessment process for the re-alignment of Unwin Avenue as established in the 2017 Council-endorsed Port Lands and South of Eastern Transportation and Servicing Master Plan. The current study is considering this future re-alignment, where possible. Recommendations on a preferred bridge replacement conceptual design are anticipated in early first quarter 2025, with staff reporting back on the completed study at the end of the first quarter 2025.  

The Infrastructure and Environment Committee recommends that:

1. City Council direct the General Manager, Fleet Services, subject to securing a total of $5,675,560 net of Harmonized Sales Tax through the 2025 budget process, to retrofit suitable City-owned commercial vehicles with side guards.

2. City Council direct the General Manager, Fleet Services, to share with relevant City Agencies and Corporations, the best practices learned from retrofitting side guards on City-owned commercial vehicles.

3. City Council direct the General Manager, Fleet Services, in consultation with relevant City Divisions, to report back to City Council in the third quarter of 2025 on the feasibility of requiring existing and new Suppliers who use commercial vehicles to provide contracted City services to have side guards installed on their vehicles.

The purpose of this report is to advise City Council on the feasibility of mandating Lateral Protective Devices (‘side guards’) on all commercial trucks operating within the City of Toronto, including retrofitting the City's fleet. Side guards are protective railings or bars mounted on the sides of large trucks between the axles to prevent individuals from being pulled under a truck’s wheels in the event of a collision.

Research from various sources based in the United Kingdom, Australia, and Netherlands indicate that side guards could reduce cyclist fatalities by approximately 62 percent, pedestrian fatalities by 20 percent, and serious injuries for cyclists by 6 percent. However, there are currently no federal or provincial requirements for vehicles to be fitted with side guards. As the federal government sets national vehicle safety standards, the City of Toronto does not have the jurisdiction or authority to mandate all commercial vehicles operating within the City of Toronto be equipped with side guards.

However, City Council, through Vision Zero 2.0, authorized the implementation of side guards and a comprehensive fleet safety and accountability program for all Solid Waste Management Services vehicles, both in-house and contracted. Currently, thirty (30) units in the City’s fleet are equipped with side guards.

The addition of side guards to Solid Waste Management Services vehicles builds upon new and existing design and technological initiatives aimed at supporting safety. Engineering design changes to advance safety include the use of cabover chassis designs to improve visibility and reduced blind spots, the colouring of heavy-duty vehicles yellow and blue to increase visibility, the provision of convex mirrors for all trucks to widen the driver's field of view, and 360-degree cameras. Additionally, testing technological advancements, such as collision-avoidance sensors, and active driver assist systems provide real-time warnings and enhance driver awareness. The majority of City vehicles are also equipped with telematics devices that provide vehicle intelligence data on driver behaviors to support education and promote greater accountability.

As of 2024, commercial vehicles procured by the Fleet Services have included side guards. Vehicles are expected to be delivered within 18 to 24 months following the placement of an order.

In alignment with the principles of Vision Zero and previous Council direction regarding Solid Waste Management Services vehicles, Fleet Services is recommending retrofitting suitable commercial City of Toronto fleet vehicles with side guards. Vehicles suitable for retrofitting will be assessed using a risk-based approach to prioritize vehicles that are most likely to cause the greatest harm to cyclists and pedestrians in the event of a collision. It is estimated that 219 of 500 heavy-duty vehicles that are suitable for side guards will be retrofitted between December 2024 and December 2025, with all vehicles retrofitted by December 2026.

Fleet Services will also share with relevant City Agencies and Corporations, the best practices learned from retrofitting side guards on City-owned commercial vehicles.

In addition, while Fleet Services does not currently require side guards for contracted services, Fleet Services will consult with relevant City Divisions and explore the feasibility of requiring existing and new Suppliers, who use commercial vehicles to provide contracted City services, to have side guards installed on their vehicles, and will report back to City Council in the third quarter of 2025.

The Infrastructure and Environment Committee recommend that:

1. City Council amend Municipal Code Chapters 813, 658, 608, 632, 743, 918 and 441 as described in Attachment 1 to the report (November 13, 2024) from the General Manager, Parks, Forestry and Recreation and the Executive Director, Environment and Climate, to grant the Executive Director, Environment and Climate equal authority as the General Manager, Parks, Forestry and Recreation which would allow either Division head to implement and enforce the relevant provisions.

The City of Toronto's Environment and Climate Division leads, coordinates and is accountable for the City’s environment and energy sustainability outcomes. With the goal of making Toronto one of the most sustainable cities in the world, the division facilitates the development and implementation of strategic community and corporate-wide environment and energy policies and programs. The City of Toronto's Urban Forestry branch of the Parks, Forestry and Recreation Division is responsible for the health, maintenance, protection and expansion of Toronto’s tree canopy and natural areas and ravine lands in the city. The branch also leads the City’s implementation of various nature-based solutions and natural infrastructure projects, which are a critical component of Toronto’s climate resilience. 

Effective January 1, 2025, the Urban Forestry branch will be moving from the Parks, Forestry and Recreation Division in Community and Social Services and joining the Environment and Climate Division in Corporate Services. The transition of Urban Forestry to the Environment and Climate Division strongly aligns with the division’s City-wide mandate and goals for environmental protection and climate action, most notably TransformTO - the City’s Net Zero Strategy, and the City’s renewed approach to climate resilience. Strategically realigning this portfolio will ensure the City of Toronto remains a municipal powerhouse in climate resilience excellence.

During the transition period, senior leadership from both divisions require full authority to implement and enforce various City by-laws, where purview over trees exist. The purpose of this report is to seek City Council approval to make technical amendments to various by-laws, granting shared authorities to the Executive Director, Environment and Climate Division concurrent with the existing power and duties of the General Manager, Parks, Forestry and Recreation.

The Infrastructure and Environment Committee recommends that:

1. City Council authorize the General Manager, Transportation Services, to negotiate, enter into and execute a new or amended boundary agreements with the City of Mississauga, with terms and conditions satisfactory to the General Manager, Transportation Services, and in a form satisfactory to the City Solicitor.

The purpose of this report is to seek City Council approval to renew an agreement between the City of Toronto and The Corporation of the City of Mississauga for the cost sharing and maintenance of the boundary facilities shared by both parties. The previous agreement between the two jurisdictions had been in place since January 1, 2012, and recently expired on December 31, 2022. The proposed renewal agreement is substantially based on terms similar to the previous agreement, with the addition of a new clause to acknowledge that Mississauga may assume The Queensway Bridge (currently shared between Peel Region and the City of Toronto and governed by the Region of Peel - Toronto Agreement that commenced on January 1, 2020) upon the dissolution of the Regional Municipality of Peel as per the Hazel McCallion Act. Should this occur, the renewed agreement with the City of Mississauga will also apply to this additional structure.

The Infrastructure and Environment Committee recommend that:

1. City Council to receive the report (November 13, 2024) from the Executive Director, Environment and Climate for information.

In May 2023, City Council adopted a new Climate Change Goals and Governance chapter for the Municipal Code.¹ This chapter sets emission budgets outlining the total amount of greenhouse gas emissions from both Community and Corporate sources² over a set period that is consistent with Council-adopted greenhouse gas emissions reduction targets. The Corporate emissions budget is set at 2,016,471 tonnes carbon dioxide equivalent (~2 Megatonnes) for the period 2026 - 2030. This enables the City to allocate and manage sector-specific emissions budgets for Corporate Buildings³ and Transportation⁴ sectors and track progress through comparing emissions "spending" with the remaining budget, akin to financial budgets.

The Executive Director, Environment and Climate, acting as designate for the City Manager under the Climate Change Goals and Governance chapter, and considering the opinions of Corporate Real Estate Management, Toronto Community Housing Corporation, Fleet Services, and the Toronto Transit Commission (collectively "Corporate Sector Leaders"),⁵ recommends emission budgets for Corporate Buildings and Transportation (i.e. fleet vehicles) amounting to 935,641 and 829,719 tonnes carbon dioxide equivalent, or a ratio of 1.1:1 when comparing the two subsectors. This aligns with the trend in the ratio of emissions from Corporate Buildings and Fleet vehicles in the City's annual Sector-Based Emissions Inventory ("Inventory") over 2018 - 2021. In the City's most recent Inventory covering the 2021 year, Corporate emissions were split 43 percent from buildings, 40 percent from transportation, and 17 percent from waste. Within buildings, 56 percent of emissions came from Toronto Community Housing Corporation buildings and 44 percent from "City Facilities and Buildings" under capital control of various divisions and agencies including Corporate Real Estate Management, Parks, Forestry and Recreation and Toronto Transit Commission among others. Within transportation, 70 percent of emissions came from Toronto Transit Commission buses, 4 percent from Toronto Transit Commission subways and streetcars, and the remainder from fleet vehicles under capital control of divisions and agencies including Fleet Services and Toronto Police Service among others.

This recommendation is subject to adjustment pending ongoing work to refine the accounting of Corporate emissions in the Inventory, in particular the organization of emission sources into the correct subsectors. Environment and Climate is committed to working from the Corporate Sector Leaders over the rest of 2024 and early 2025 to make any necessary refinements. If this work results in changes to the Inventory that would necessitate changes to the emission budgets for Corporate Buildings and Transportation recommended in this report, a new recommendation would be brought to Council for consideration.

By the end of the second quarter 2025, plans for the key actions to reduce emissions from Corporate Buildings and Transportation in line with the recommended emissions budgets will be brought to Council as part of the Net Zero Strategy Action Plan for 2026-30. These plans will also set out the needs, risks and dependencies for those actions.

¹ 2023.IE3.4 - Carbon Accountability: Institutionalizing Governance, a Carbon Budget and an Offset Credits Policy.
² Corporate emissions are those from the City government's own operations. The Corporate emissions budget applies to emissions from Corporate buildings and fleet vehicles (including Toronto Transit Commission revenue vehicles).
³ Includes City-owned buildings, facilities, and certain yards plus Toronto Community Housing-owned buildings.
⁴ Includes fleet vehicles operated by Fleet Services Division, Toronto Transit Commission (including revenue and non-revenue), Toronto Police Service, Toronto Fire Services, Toronto Paramedic Services, Toronto Community Housing, Exhibition Place, Toronto Zoo, Toronto Parking Authority, and Toronto Public Library.
⁵ Climate Change Goals and Governance, Municipal Code Ch. 669, at § 669-2.3(A)(6).

The Infrastructure and Environment Committee recommends that:

1. City Council request the General Manager, Transportation Services, to install parking corrals suitable for cargo bikes on-street in appropriate locations, upon the request of the local Ward Councillor.

This report responds to a request from the Infrastructure and Environment Committee for the General Manager, Transportation Services to explore options for cargo bike parking in permit parking areas, by examining two options requested by the Infrastructure and Environment Committee. The first is to exempt cargo bike owners from being required to purchase a permit to park on-street, and the other option is to offer a voluntary program for cargo bike owners to display a unique licence plate which would allow cargo bike owners to purchase a permit parking permit.

Both options were explored and are discussed in greater detail as to why neither option is considered a viable solution. Transportation Services recognizes the increasing demand for safer, more convenient cargo bike parking options and that it is important to ensure that the growing number of residents can meet their transportation needs without a personal automobile. To support cargo bike owners, an alternative option that can be implemented as part of an existing program and under existing authorities is being suggested, through the deployment of bike corrals in neighbourhoods where there is an obvious need for cargo bike parking.

Bike corrals are an appropriate scaled solution for cargo bike parking because they provide additional security for cargo bikes users when parking their vehicles in the curbside and clears up any ambiguity surrounding the allowance of parking cargo bikes on-street in the same locations as motor vehicles. The use of bike corrals is the more practical solution rather than having to undertake an overhaul of a complex City-wide process, such as Toronto’s permit parking program to accommodate cargo bike parking.

The Infrastructure and Environment Committee:

1. Forwarded this item to City Council without recommendations.

The Infrastructure and Environment Committee:

1. Requested the General Manager, Parks, Forestry and Recreation to report directly to the December 17, 18 and 19, 2024 meeting of City Council, by itemizing the measures needed, and the resources required in the 2025 Budget, to institute effective protections of the ecological functions of the Environmentally Sensitive Areas on the Toronto Islands in the year 2025.

Environmentally Significant Areas and Provincially Significant Wetlands are the highest quality ecological assets of Toronto's Natural Heritage System and on Toronto Island. Parks, Forestry and Recreation and Toronto and Region Conservation have a long history of investment in the natural environment of Toronto Island that continues today through ongoing investment in infrastructure to manage impacts of erosion and park use, as well as management of invasive plant species and planting of native species, within and adjacent to Environmentally Significant Areas and Provincially Significant Wetlands.

The Toronto Island Park Master Plan, adopted by City Council on July 24, 2024, has nature at its core and recognizes a need for continued and enhanced investment in these significant spaces. The Toronto Island Park Master Plan outlines a vision and identifies investment and programmatic priorities over the next 25 years and beyond. As part of the adoption of the Toronto Island Park Master Plan, City Council requested the relevant City divisions and agencies to report on a work program to develop management plans to protect and enhance the Islands’ wetlands and Environmentally Significant Areas and identify resources that would be required in the 2025 Budget to advance protection and naturalization efforts in the short term. The Toronto Island Park Master Plan is being implemented through a rolling workplan of ongoing and upcoming initiatives, including efforts to protect and restore the Island's Environmentally Significant Areas and Provincially Significant Wetlands.

The Infrastructure and Environment Committee:

1. Requested the Traffic Management and Policy staff in Transportation Services to present to the Toronto Accessibility Advisory Committee at its December 11, 2024 meeting, on a plan to make construction sites accessible for people with disabilities.

At its meeting on October 17, 2024, the Toronto Accessibility Advisory Committee considered Item DI9.2 and made recommendations to the Infrastructure and Environment Committee.

Summary from the Toronto Accessibility Advisory Committee:
Please see below the letter that I am submitting to Toronto Accessibility Access Committee on behalf of Corina McCoy:

“My name is Corina McCoy and I have a newly acquired disability and have quickly become aware that construction projects limit my access to the city as well as creating unsafe situations for me as I move throughout it. In trying to figure out what to do to change this situation I came across the Toronto Accessibility Access Committee (TAAC). Therefore, I am writing to you to ask that you request City Staff to create an Accessibility Access Protection Zone Policy. Some further details are below.

I have had the chance to watch recordings of some of your meetings and see that Toronto Accessibility Access Committee has had several presentations about accessibility in construction zones from City Staffers, however I have noticed the following.

1. There are great Ideas for improved access, but implementation is based on “culture change” and “education of stakeholders”. In other words, hope is a strategy that there will be improvements.

2. There are no timeframes, goals, or metrics, KPIs, OKRs or stated desired outcomes.

3. There are no paths to change, processes, guidelines, or implementation plans. And one checklist tool.

4. The change for disability access in Construction Projects is tied to bike access and able bodied pedestrians access. What they have not applied is the notion that “clearing a path for special needs clears the path for everyone .”

5. There is nothing for non-City projects that are Commercial or Residential in nature.

Additionally, not seeing much substance in the way of policy and becoming frustrated as I wheeled through an obstructed sidewalk on a much-publicised City of Toronto project I looked to my right and saw some trees in a Tree Protection Zone which is a well known City of Toronto construction related policy that has guidelines, a reporting and investigation method and a penalty if broken. It also applies to government commercial and residential construction projects. That's when it hit me, we should have Accessibility Access Protection Zones in Construction Sites as well. Similar to the trees an Accessibility Access Protection Zone Policy would be real policy with reporting procedures, investigation processes and fines for bad actors. As next steps I contacted the Chair of this Committee’s Office and have been communicating with the Director of Policy and Planning and he gave me some good news on June 3rd.

The Councillor and / or his team has started to investigate the solution I have proposed to create a new policy for Accessibility Protection Zone. - This will require work from City Council; the process will need to start with an exploratory request.

I have asked the Director of Policy if I can be part of the solution and he suggested sending him some notes, but I thought it might be good to also speak with Toronto Accessibility Access Committee to see if there's interest in:

1. Putting the request forward to explore creating an Accessibility Access Protection Zone Policy.

2. Providing suggestions on what should be included in the policy. Some of the areas I was thinking of include:

- Policy areas:

A. unplanned blockages on pathways / sidewalks / road crossings;

B. planned blockages for sidewalks / pathways/ road crossings, sidewalk access for size/terrain, road closures etc…

- Project Timings to be considered; short term (less than 7 days), medium term (more than 8 days and less than 3 months) and long term (more than 3 months) construction projects.

- Types of projects to be considered encompassing residential, commercial and government builds with the same principles but different magnitudes and specifics to each.

- Recommendations and regulations for proper implementations, for example proper temporary ramps versus self made ramps by wood or asphalt, or signage in different media to allow for visual and audio directions. (This is where some of the existing city work can be applied.)

- Penalties and fines for non-compliance with different variables for residential versus commercial or government.

- Reporting mechanisms for when an issue is encountered. There has been some work on this from the presentations I reviewed but not enough or the same as there is for the trees and that ties back into penalties and fines or suspension from contracts the way trees are protected.”

The Infrastructure and Environment Committee recommends that:

1. City Council authorize the Executive Director, Environment and Climate to negotiate, enter into and execute an agreement with The Atmospheric Fund to facilitate the transfer of certain funds that the City will receive from the Natural Resources Canada’s Codes Acceleration Fund, on terms acceptable to the Executive Director, Environment and Climate Division and in a form satisfactory to the City Solicitor.

In April 2023, an application was submitted to Natural Resources Canada in response to a call seeking proposals to the Codes Acceleration Fund with the goal of accelerating the adoption and implementation of the highest feasible energy performance tiers of the national model energy codes or other high-performance building codes, such as net-zero emissions codes in Canada. The Environment and Climate Division, in conjunction with The Atmospheric Fund, submitted a proposal to support the development of building emissions performance standards, evaluation of codes performance, and sharing knowledge with other municipalities.

On February 7, 2024, the City entered a non-repayable contribution agreement with Natural Resources Canada with the potential to access a financial contribution of up to $2.7 million over three years. The Environment and Climate Division requires authority from Council to act as a conduit to provide funds to The Atmospheric Fund for specific activities under this agreement with Natural Resources Canada.

I am writing to request that City Council authorize the appropriate agreement to be entered into and executed so that the funds can be transferred for the work done by The Atmospheric Fund.

The Infrastructure and Environment Committee recommend that:

1. City Council authorize the General Manager, Parks, Forestry and Recreation to negotiate and sign, on behalf of the City, an Agreement with Parkrun Canada, to provide non-exclusive nominal fee permits for a community running pilot on the Martin Goodman Trail at Budapest Park, Sunnyside Park, and Sir Casimir Gzowski Park ending at Humber Bay Arch Bridge, for a one-year term, in compliance with the Non-Profit / Charitable Special Event Guidelines for City of Toronto Parks and Trails, on terms and conditions satisfactory to the General Manager and in a form satisfactory to the City Solicitor.

For 20 years, Parkrun has been known globally as a free, family-friendly, volunteer-led, 5 kilometres run / jog / walk event taking place every Saturday morning in cities, towns and villages all over the world. Individual Parkrun events are organized by volunteer community members and promote healthy and active lifestyles for participants of all abilities. There is no cost to register or fundraise to take part, making Parkrun events accessible to residents of all economic backgrounds.

Parkrun sets out specific "Event Location and Course Design Guidance" that community organizers must adhere to in order to qualify as a Parkrun event, including the requirement to obtain permission from landowners for use of the venue at no cost. There are currently 51 events taking place under the Parkrun Canada umbrella, including at Downsview Park in Toronto and multiple cities in the Greater Toronto Area.

Community organizers in Ward 4 - Parkdale-High Park are proposing a Parkrun pilot, to take place along the Martin Goodman Trail in a 5 kilometres loop from Budapest Park to the Humber Bay Arch Bridge on Saturday mornings from 9 a.m. The proposed route is accessible for participants of all abilities, including wheelchair users and parents or guardians with strollers. Low impact signage is set-up at the start and finish lines for a maximum of two hours during the event. Events are operated by five to 15 volunteers and is a great opportunity for community to be involved locally, including high school students fulfilling their volunteer hours requirements.

The proposed Parkrun event will allow for people in the Parkdale-High Park community to take advantage of existing City facilities and build a strong community based on an outdoor, healthy, active lifestyle. The route would remain open and accessible to other park users, and no costs will be incurred by Parks, Forestry and Recreation for the pilot. City staff would hold regular check-ins with community organizers to monitor and evaluate the pilot’s effectiveness to determine a go forward approach.

The Infrastructure and Environment Committee recommend that:

1. City Council authorize the General Manager, Toronto Water to negotiate an extension to the existing contract (47023307) with Kemira Water Solutions Canada Inc., for the supply and delivery of iron salts for Toronto Water Division. The extension shall include the negotiated adjustment to the unit rate and will cover the period from January 1, 2025, to December 31, 2025 and will be based on terms and conditions satisfactory to the General Manager, Toronto Water.

Toronto Water is seeking authority to enter into a non-competitive contract with Kemira Water Solutions Canada Inc., for the supply and delivery of iron salts for a one year period commencing on January 1, 2025.

Iron salts (Ferrous Chloride) are a by-product of the steel manufacturing process and are used by municipal wastewater treatment plants across North America to remove phosphorus by precipitation.

City Council approval is required in accordance with Toronto Municipal Code Chapter 195, Procurement, where the current request exceeds the Chief Procurement Officer's authority of the cumulative five-year commitment for each supplier under Article 7, Non-competitive procurement or limited solicitations, Section 195-7.3(D) of the Procurement By-law or exceeds the threshold of $500,000 net of Harmonized Sales Tax allowed under staff authority as per Toronto Municipal Code Chapter 71, Financial Control, Section 71-11A.