| 142781 | REPORT | N | N | MAIN | ACTION | AMENDED | N | Micromobility Update | 2025.IE24.1 | Y | Y | Y | Y | <p>Electric micromobility options have become more prevalent as they offer affordable, sustainable alternatives to personal vehicles, help to address first- and last-mile gaps, reduce congestion, and improve accessibility. While micromobility presents scalable solutions to urban challenges such as climate change, air quality and traffic congestion, its growing use also introduces safety risks, particularly for vulnerable road users including the rider and pedestrians such as seniors, children and people living with disabilities. Coordinated efforts in public awareness, infrastructure review and policy development are needed to ensure safe and equitable integration.</p>
<p> </p>
<p>In 2024, Transportation Services released <a href="https://www.toronto.ca/legdocs/mmis/2024/ie/bgrd/backgroundfile-245135.pdf">Toronto’s Micromobility Strategy</a>, establishing key policy goals and evaluation criteria to guide the integration of emerging micromobility options. This report provides an update as requested by Council (2024.IE13.1) on actions taken to enhance safety for micromobility users and pedestrians, including progress on a public education campaign, the formation of a dedicated working group and next steps to understand the impact of current behaviours and to support behaviour change and safe micromobility practices.</p> | 24 | 1 | CMMTTEE | IE | All | N | 1759896000000 | … | Report | ACTION | Amended | Main | Committee | … | … | … | … | … | … | … | … | … | … | … | … | ACTION | true | Amended | … | … | … | … | — | — | — | — |
| 142120 | LETTER | N | N | MAIN | ACTION | AMENDED | N | Revised Free-Floating Car-Share Program | 2025.IE24.2 | Y | Y | Y | Y | <p>City Council on June 26 and 27, 2024, referred Item IE13.4 to the Infrastructure and Environment Committee for further consideration with the Parking Strategy in the first quarter of 2025, and requested the General Manager, Transportation Services, in consultation with other appropriate City Divisions, to report on the following:</p>
<p style="padding-left: 30px;"><br />a. the impact of allowing an expanded free-floating car-share program outside of permit parking areas / streets in the development of the Parking Strategy;</p>
<p style="padding-left: 30px;"><br />b. the impact of allowing an expanded free-floating car-share program outside of permit parking areas / streets on winter maintenance operations;</p>
<p style="padding-left: 30px;"><br />c. the possibility to continue to enforce parking regulations when car-share vehicles are in use;</p>
<p style="padding-left: 30px;"><br />d. the options for free-floating car-share vehicles dropping off and picking up off-street parking arrangements, rather than solely in public locations designated for permit parking under Municipal Code Chapter 925; and</p>
<p style="padding-left: 30px;"><br />e. the development of a communications strategy on the expansion of the free-floating car-share program outside of permit parking area / streets.</p> | 24 | 2 | CMMTTEE | IE | All | N | 1759896000000 | … | Letter |
| 142786 | REPORT | N | N | MAIN | ACTION | NO_ACTN | N | Revised Free-Floating Car-Share Program | 2025.IE24.2a | Y | Y | Y | Y | <p>At its meeting of June 26 and 27, 2024, City Council considered <a title="https://secure.toronto.ca/council/agenda-item.do?item=2024.IE13.4" href="https://secure.toronto.ca/council/agenda-item.do?item=2024.IE13.4">item IE13.4</a> titled, "Revised Free-Floating Car-Share Program" which was referred to the Infrastructure and Environment Committee for further consideration with the Parking Strategy, along with a request to report on the following:</p>
<p> </p>
<p style="padding-left: 30px;">a. the impact of allowing an expanded free-floating car-share program outside of permit parking areas/streets in the development of the Parking Strategy;</p>
<p> </p>
<p style="padding-left: 30px;">b. the impact of allowing an expanded free-floating car-share program outside of permit parking areas/streets on winter maintenance operations;</p>
<p> </p>
<p style="padding-left: 30px;">c. the possibility to continue to enforce parking regulations when car-share vehicles are in use;</p>
<p> </p>
<p style="padding-left: 30px;">d. the options for free-floating car-share vehicles dropping off and picking up off-street parking arrangements, rather than solely in public locations designated for permit parking under Municipal Code Chapter 925; and </p>
<p> </p>
<p style="padding-left: 30px;">e. the development of a communications strategy on the expansion of the free-floating car-share program outside of permit parking areas/streets.</p>
<p> </p>
<p>In addition, the Infrastructure and Environment Committee at its meeting of June 11, 2025 also requested that staff identify high-demand areas for free-floating car-sharing in the City.</p>
<p> </p>
<p>This report addresses the requests above and given the growth of the program seeks City Council's approval to allow for the expansion of the Free-Floating Car-Share Program through several Municipal Code amendments within defined free-floating car-share service area(s) requiring endorsement from the local Ward Councillor(s) and approved by the appropriate Community Council before the area(s) are put into operation. These changes include exemptions from:</p>
<p> </p>
<p style="padding-left: 30px;">- the city-wide 3-hour unsigned parking rule,</p>
<p> </p>
<p style="padding-left: 30px;">- restricted parking prohibitions on highways with maximum permitted limits of one (1) hour or more, and</p>
<p> </p>
<p style="padding-left: 30px;">- parking prohibitions in the former North York from 2:00 a.m. to 6:00 a.m., from December 1 of one year to March 31 of the next following year on highways set out in Schedule IV to City of Toronto Municipal Code Chapter 950 (a seasonal bylaw).</p>
<p> </p>
<p>These exemptions would proceed through a process where the free-floating car-share company would identify and map a pre-defined service area, outside of permit parking areas, which would be submitted to the General Manager, Transportation Services who would then seek the local councillor's endorsement.</p>
<p> </p>
<p>Should the local councillor endorse the proposed expansion area, Transportation Services would then submit a staff report requesting the appropriate Community Council's approval of the free-floating car-share service area. Once the area is approved and put into operation, customers of the free-floating car-share program can legally park and end their trips only within the defined area(s) at the termination of their reservations and only on those streets where the exemptions apply.</p>
<p> </p>
<p>The report also seeks to remove the limit for the number of permits issued to one company which is currently set at 1,000 permits on a first-come, first-serve basis out of a total 2,000 available permits. At this time there is only one company that provides free-floating car-share in the City, but in the future, others may also have an interest in participating.</p>
<p> </p>
<p>Should City Council approve Municipal Code amendments associated with these exemptions, conditions and process, the Free-Floating Car-Share program will become more accessible to those residents living in neighbourhoods where demand for the service is on the rise and provide a more equitable service across the City.</p> |
| 142828 | REPORT | N | N | MAIN | ACTION | REFERRED | N | Feasibility of Pedestrian Priority Phase at Yonge Street and Eglinton Avenue | 2025.IE24.3 | Y | Y | Y | Y | <p>This report is prepared in response to a request from the Infrastructure and Environment Committee regarding the feasibility of implementing a Pedestrian Priority Phase (PPP), also known as a ‘Pedestrian Scramble’, at the intersection of Yonge Street and Eglinton Avenue following the commencement of the Eglinton Crosstown Light Rail Transit operations.</p>
<p> </p>
<p>Transportation Services staff conducted an analysis and reviewed the feasibility of implementing a Pedestrian Priority Phase at this location with the goal of reducing pedestrian delay and eliminating conflicts between pedestrians and turning vehicles, thereby enhancing safety and comfort for vulnerable road users. The investigation determined that a Pedestrian Priority Phase at this location is warranted, as the intersection observed over 5,000 pedestrians per hour in November 2024, making this one of the busiest pedestrian intersections in the City based on the past five years of data collection. Field observations confirmed pedestrian crowding at the street corners, further emphasizing the need for the City to implement a strategy that minimizes delay for pedestrians at this location.</p>
<p> </p>
<p>Although the intersection exceeds the first numerical warrant criteria of more than 3,000 pedestrians crossing per hour, a further analysis found that implementing a Pedestrian Priority Phase at this location would not result in significant benefits to pedestrians when compared to the existing operation. In fact, implementing a Pedestrian Priority Phase was shown to increase pedestrian delays, rather than reduce them, given the need to add additional signal time for other modes of travel to clear. Furthermore, the existing vehicle turn-restrictions at this intersection already eliminate pedestrian-vehicle conflicts, meaning a Pedestrian Priority Phase would not provide any additional safety benefits.</p>
<p> </p>
<p>It is also important to note that when the Eglinton Crosstown opens, there will be additional pedestrian crossing capacity available for transit riders transferring between transit lines underground. This will reduce some of the pedestrian demands at the intersection as well.</p>
<p> </p>
<p>For these reasons, while the numerical warrant was met, Transportation Services staff do not recommend implementing a Pedestrian Priority Phase at this location and advise that the City should maintain the existing signal operation even after the Eglinton Crosstown is in operation.</p> |
| 142456 | MBR_MOT | N | N | MAIN | ACTION | ADOPTED | N | Review of Automated Speed Enforcement (ASE) Ticket Appeals Process | 2025.IE24.4 | Y | Y | Y | Y | <p>City Council on July 23 and 24, 2025, referred Member Motion <a href="https://secure.toronto.ca/council/agenda-item.do?item=2025.MM32.17">MM32.17</a> to the Infrastructure and Environment Committee for consideration.</p>
<p> </p>
<p>Road safety is of vital importance to the City of Toronto. Our Vision Zero strategy includes a number of measures to achieve the goal of reducing traffic-related fatalities and injuries. One such tool is Automated Speed Enforcement technology. When Automated Speed Enforcement works well, it encourages drivers to be conscious of their speed. At the same time a driver must have the right to due process when appealing a ticket. The appeal process must be efficient and easy to navigate. However, many barriers can be faced during the process of appealing an Automated Speed Enforcement ticket. Residents have reported numerous issues: the website does not recognize their ticket number; tickets were sent out with outdated email addresses, the unstable phone line repeatedly dropped calls after 2 hours on hold. This is an overall lack of communication on the status of the ticket once the appeal form was submitted. This collection of experienced failures of the appeals process for Automated Speed Enforcement tickets undermines the legitimacy of the entire program. Therefore, I am requesting a full and thorough review of the appeals process for Automated Speed Enforcement tickets.</p> | 24 | 4 | CMMTTEE | IE | All | N | 1759896000000 |
| 142780 | REPORT | N | N | MAIN | ACTION | ADOPTED | N | Transition of the Blue Box Program to Extended Producer Responsibility - Post-Transition Communications Strategy | 2025.IE24.5 | Y | Y | Y | Y | <p>The purpose of this staff report is to provide Infrastructure and Environment Committee with an overview of Solid Waste Management Services and Strategic Public and Employee Communications' strategy to communicate Blue Box Program changes to residents and other City of Toronto waste customers before and after the full operational transition to Extended Producer Responsibility beginning on January 1, 2026.</p> | 24 | 5 | CMMTTEE | IE | All | N | — | … | Report | ACTION | Adopted | Main | Committee | … | … | … | … | … | … |
| 142806 | REPORT | N | N | MAIN | ACTION | AMENDED | N | Green Lane Landfill Renewable Natural Gas Project Update | 2025.IE24.6 | Y | Y | Y | Y | <p>The City's Green Lane Landfill produces landfill gas. The regulated practice for managing this gas is to capture and flare it, which does not take advantage of the gas' green energy potential. To realize this potential, the City has been working with Enbridge Gas Ontario on a project to turn the landfill gas into renewable natural gas, a renewable energy that can be used to fuel vehicles or heat buildings.</p>
<p> </p>
<p>As part of an agreement with the City, Enbridge Gas Ontario was to be responsible for the design and construction of the renewable natural gas facility as well as its operation and maintenance for the first 15 years. Additionally, the City had required that Enbridge Gas Ontario provide the three First Nations in close proximity to Green Lane Landfill with an opportunity to invest in the equity of the project in order to generate benefits for their communities.</p>
<p> </p>
<p>The project recently completed its pre-design phase which included a feasibility study. On July 3, 2025, the City received a letter from Enbridge Gas Ontario stating that based on the feasibility study, Enbridge Gas Ontario no longer wishes to proceed with the project and is terminating its agreement with the City. As a result, the project cannot go forward as originally intended.</p>
<p> </p>
<p>The purpose of this report is to provide an update on the project and Solid Waste Management Services intention to explore alternative avenues to beneficially use the landfill gas produced at Green Lane Landfill. It is also to advise of Solid Waste Management Services' intention to partner with the City's Indigenous Affairs Office to enhance the division's Indigenous engagement.</p> | 24 | 6 | CMMTTEE | IE |
| 142832 | REPORT | N | N | MAIN | ACTION | AMENDED | N | Update on the City’s Long-term Residual Waste Management Work Plan | 2025.IE24.7 | Y | Y | Y | Y | <p>As directed by Council, Solid Waste Management Services is providing an update on consultations related to the Council approved Residual Waste Management Work Plan (June 14 and 15, 2023). The report outlines the results from consultations on the public’s perceptions of energy-from-waste (for example incineration) as an option to manage residual waste compared to landfilling, the Request for Expression of Interest for public landfills in Ontario, and the use of private landfills in Ontario. The report also outlines the remaining tasks in the 2023 Council approved Work Plan and staff's intent to return to Committee for direction in 2027 once all investigative work for long-term residual waste management has been completed.</p> | 24 | 7 | CMMTTEE | IE | All | N | — | … | Report | ACTION | Amended | Main | Committee | … | … | … |
| 142827 | REPORT | N | N | MAIN | ACTION | ADOPTED | N | Response to Information Request Related to Solid Waste Trucks for IE22.5 - Authorized Vehicles in Parks Report | 2025.IE24.8 | Y | Y | Y | Y | <p>This report provides information requested by City Council on the number of solid waste trucks used in parks, where the trucks are required to drive on the turf to pick up waste in parks, and the estimated costs from the Parks and Recreation budget to repair turf.</p>
<p> </p>
<p>Solid Waste Management Services provides waste collection services to approximately 1,175 parks across the city with a total fleet of 33 small waste collection vehicles. In most parks, waste can be collected without entering the park or by staying on paved pathways within the park. In certain situations, Solid Waste Management Services operators are required to temporarily drive off the paved surfaces to access waste bins and / or to avoid pedestrians and cyclists using the paved paths. In 186 parks (15.8 per cent of total parks serviced), waste station locations require operators to travel outside of paved pathways for waste collection.</p>
<p> </p>
<p>The majority of turf repairs due to solid waste trucks are minor to medium in scale. The estimated cost from the Parks and Recreation budget for a minor repair is approximately $500, for a medium repair approximately $1000, and for a large repair approximately $2500 or more. There are very few instances of large-scale turf damage in parks.</p>
<p> </p>
<p>Solid Waste Management Services and Parks and Recreation continue to work together on new park designs to minimize or eliminate the need for waste collection vehicles to travel off paved pathways.</p> | 24 | 8 | CMMTTEE | IE | All | N |
| 142805 | REPORT | N | N | MAIN | ACTION | ADOPTED | N | 1555 Danforth Avenue: Jurisdictional Transfer and Park Naming | 2025.IE24.9 | Y | Y | Y | Y | <p>This report summarizes the site history and past Council decisions related to City-owned land at 1555 Danforth Avenue, as referred in item <a title="https://secure.toronto.ca/council/agenda-item.do?item=2025.IE23.10" href="https://secure.toronto.ca/council/agenda-item.do?item=2025.IE23.10">IE23.10</a>. While the site is maintained by Parks and Recreation as green space, it is under the jurisdiction of Toronto Parking Authority. This report outlines the required steps for implementing a jurisdictional transfer from Toronto Parking Authority to Parks and Recreation and a naming as "Coxwell Commons".</p> | 24 | 9 | CMMTTEE | IE | 14 - Toronto - Danforth | N | — | … | Report | ACTION | Adopted | Main | Committee | … | … | … | … |
| 142829 | REPORT | N | N | MAIN | ACTION | ADOPTED | N | Tree Maintenance Review Update 2025 | 2025.IE24.10 | Y | Y | Y | Y | <p>Environment, Climate and Forestry is committed to the continued implementation of tree maintenance service improvements as recommended by the Auditor General in their report entitled "Getting to the Root of the Issues: A Follow Up to the 2019 Tree Maintenance Services Audit".</p>
<p> </p>
<p>Improvements have been focused on strengthening processes and increasing productivity and service quality to drive a more effective and efficient tree maintenance operation. Progress to date includes improved contract language and management practices, increased oversight of Urban Forestry Operations, and timely responses to complaints.</p>
<p> </p>
<p>In line with these improvements, Environment, Climate and Forestry continues to focus on the quality of its tree maintenance services through a multi-faceted review of operational practices. As reported to the Infrastructure and Environment Committee in the Tree Maintenance Review Update (2024), an external review was conducted in 2023 by Ernst and Young with a focus on service quality enhancements. Ernst and Young recommended a pilot project to evaluate service quality improvements and cost reductions achievable through insourcing of tree maintenance services.</p>
<p> </p>
<p>In response to this recommendation, Environment, Climate and Forestry completed a quality service pilot in 2024 that evaluated the most effective service model to deliver tree pruning and small tree removal services. The results of the pilot and subsequent cost analysis show similar quality, productivity and operating costs between insourced and outsourced tree maintenance crews. A key difference is that insourced crews offer greater operational flexibility than outsourced crews, in that insourced crews can be re-directed and customized quickly and easily to respond to changing priorities in real time.</p>
<p> </p>
<p>Based on the results of the pilot, Environment, Climate and Forestry recommends a phased approach to insourcing tree maintenance services, beginning with staff position conversions to optimize crew role assignments, enabling deployment of five (5) additional insourced tree maintenance crews in 2026. The phased approach will be monitored to assess impacts to service levels, with an eventual target of providing equal levels of insourcing and outsourcing, to achieve a better balance between self performed and contracted service delivery. </p>
<p> </p>
<p>Further to the quality service pilot, Environment, Climate and Forestry is currently undertaking a comprehensive third-party review with Beacon Environmental Ltd. examining existing tree maintenance programs, including staff training and qualifications, and aligning with industry standards for tree pruning. This work incorporates engagement sessions with key industry and public stakeholders and a jurisdictional best practices review. The project will conclude in the second quarter of 2026 with a framework of improvements to strengthen reactive and proactive tree maintenance services.</p> |
| 142847 | REPORT | N | N | MAIN | ACTION | AMENDED | N | Proposed Incentive Pilot Programs to Collect and Manage Stormwater on Private Property in Support of Climate Resilience | 2025.IE24.11 | Y | Y | Y | Y | <p>Around the world, extreme weather events have become more frequent, intense, and severe due to human-caused climate change. In the last 20 years, Toronto has seen at least four intense storms that have exceeded the 100-year storm, which historically has a one percent chance of occurring in any given year. These storms have caused widespread flooding and power outages and have disrupted transportation, City services, and people's daily lives. While annual precipitation and extreme precipitation events are anticipated to increase in Toronto, the total number of dry days in a year is also expected to increase, leading to increased water consumption, likely the result of increased watering of gardens and lawns.[1]</p>
<p> </p>
<p>When correctly installed and properly maintained, green infrastructure can reduce localized flooding by capturing water from small, frequently occurring storm events. For the purposes of this report, green infrastructure refers to either landscape solutions that help manage stormwater by improving water infiltration (e.g., rain gardens, permeable pavement, soakaway pits, etc.[2]) or solutions that collect and store limited amounts of stormwater, such as rain barrels, that collect rainwater from eavestroughs that can be used for watering lawns and gardens, thereby offering other benefits such as water conservation.</p>
<p> </p>
<p>This report provides a response to the following Council directives:</p>
<p> </p>
<p style="padding-left: 30px;">- A plan to implement a green infrastructure incentive program for private property, including subsidized rain barrels (2025.EX20.12[3]).</p>
<p style="padding-left: 30px;"> </p>
<p style="padding-left: 30px;">- The feasibility of implementing a grant program to support property owners in enhancing green stormwater infrastructure features on their property to improve stormwater management (2025.IE20.7[4]).</p>
<p> </p>
<p>This report outlines the program design rationale, proposed implementation frameworks, and resource requirements to develop and operate two new incentive pilot programs to collect and manage stormwater on private property in Toronto, and reports on potential next steps for ongoing enhancement of program supports for incentivizing green infrastructure in the city.</p>
<p><br /> <br />[1] Toronto's Current and Future Climate:<a href="https://www.toronto.ca/wp-content/uploads/2024/12/949f-TorontosCurrentandFutureClimate-REPORT-Final.pdf"> https://www.toronto.ca/wp-content/uploads/2024/12/949f-TorontosCurrentandFutureClimate-REPORT-Final.pdf </a> <br />[2] For the purposes of the pilot program, the following definitions apply:</p>
<p>Permeable Pavement: A type of hard surface such as permeable interlocking pavers or porous asphalt or concrete that allows runoff to seep into and between the paving materials and be absorbed into the ground; Rain Gardens: Sunken planting beds, often incorporating native perennial species, with highly permeable and nutrient-rich soils that collect, absorb, and treat runoff from roof downspouts, driveways, and parking areas; Soakaway Pits: Underground storage systems that receive stormwater runoff on a property and allow it to be absorbed into the ground. They are typically lined with geotextile fabric and are filled with granular stone or other materials that allow water to travel through the pit.<br />[3] h<a href="ttps://secure.toronto.ca/council/agenda-item.do?item=2025.EX20.12">ttps://secure.toronto.ca/council/agenda-item.do?item=2025.EX20.12</a><br />[4] <a href="https://secure.toronto.ca/council/agenda-item.do?item=2025.IE20.7">https://secure.toronto.ca/council/agenda-item.do?item=2025.IE20.7</a></p> |
| 142863 | LETTER | N | N | NEW | ACTION | AMENDED | N | Implementation of a Permanent Memorial Program Utilizing Engraved Steel Braces on Utility Poles | 2025.IE24.12 | Y | Y | Y | Y | <p>This motion seeks to inquire about potential opportunities for the City of Toronto to implement a permanent roadside memorial program that would act as an alternative to the current guidelines on makeshift roadside memorials which must adhere to Toronto Municipal Code Chapter 743-19. Memorials in streets.</p>
<p> </p>
<p>There is an existing Commemorative Tree and Park Bench program that allows for the public to provide a permanent tribute to loved ones who have passed away. However, this initiative does not fulfill the request of many who wish to commemorate the victims of traffic-related fatalities near the site of the collision. Makeshift roadside memorials cannot always be properly maintained by the City or community members, and requests for a commemorative tree or bench at the site of the collision are not applicable due to no existing space for trees, benches, or memorial plaques within proximity to the site of the incident.<br /> <br /> Several municipalities and governing bodies have incorporated policies that allow for the permanent installation of roadside memorials on city property where permitted. In 2008, the City of Calgary adopted the Honour a Loved One (HALO) program which permits the installation of engraved memorial steel bands wrapped on a streetlight or traffic signal pole at or near the scene of traffic-related fatalities. A roadside marker program in partnership with MADD Canada also exists for individuals who fell victim to a vehicle collision related drug and/or alcohol impairment on provincial highways.</p> | 24 | 12 | CMMTTEE | IE | All |
| 143014 | LETTER | N | N | NEW | ACTION | ADOPTED | N | Optimizing the Automated Speed Enforcement Program to Stop Speeding | 2025.IE24.13 | Y | Y | Y | Y | <p>Speed kills. Since 2024, 250 Torontonians have died or been seriously injured on our roads. We must do everything we can to eliminate these tragedies, including optimizing our use of tools like automated speed enforcement.</p>
<p><br />Earlier this year, 15-year-old Christina Huang was killed on a neighbourhood street near Finch Avenue East and McCowan Road in Scarborough. Neighbours say cars regularly drive well over the speed limit in that area even though there were multiple schools nearby. This risk to life is never worth saving a few seconds here or there.</p>
<p><br />We know that speed is a major factor in whether a pedestrian lives or dies. A collision at 30 kilometres per hour has a 90 percent survival rate for pedestrians. At 45 kilometres per hour the survival rate drops to 50 percent and at 80 kilometres per hour survival is near zero.</p>
<p><br />Fortunately, we have a tool that is proven to reduce speeding. automated speed enforcement cameras have been used in Toronto since 2020. Toronto only places cameras in designated community safety zones and operates automated speed enforcement in accordance with provincial law. A recent study by SickKids and Toronto Metropolitan University researchers found that automated speed enforcement reduced speeding by 45 percent in Toronto. These cameras are making our streets safer and saving lives.</p>
<p><br />While I acknowledge that automated speed enforcement is not universally supported, it is regularly requested by communities and endorsed by a wide range of road safety experts, including the Ontario Association of Chiefs of Police. Based on what I hear from Torontonians, the most common criticisms of automated speed enforcement are from those who have received tickets through this program and those who feel automated speed enforcement is a “cash grab.” To those critics, I suggest following the speed limit to avoid ever paying a fine. I also point out that Toronto’s annual Vision Zero budget - initiatives dedicated to road safety - is twice as high as the revenue generated by automated speed enforcement tickets. Additionally, millions of dollars of automated speed enforcement revenue is dedicated to supporting Victim Services. We prefer to not collect a single fine, but instead that drivers follow the rules of the road.</p>
<p> </p>
<p>Though I strongly believe in automated speed enforcement, it must be fair and focused on changing behaviours to reduce speeding. One criticism of the current automated speed enforcement system that has merit is that a driver may be ticketed many times by the same camera if they are unaware of its presence. To address this valid concern, I am recommending that following the first time a driver is fined for speeding, they cannot be fined again for seven (7) days to provide an opportunity for that driver to receive their fine in the mail and therefore be aware of a given automated speed enforcement camera. I also recommend adding more and larger signs to notify drivers of any automated speed enforcement cameras to provide for fair warning.</p>
<p><br />Automated speed enforcement works and is an important part of keeping our communities safe. As the discussion on the future of automated speed enforcement continues, I am also recommending that City Council formally state its support for the continuation of automated speed enforcement.</p>
<p><br />These actions are intended to signal to the Provincial Government that we are open to making changes, but to do away with the automated speed enforcement would be a mistake that will hurt communities in Toronto and across Ontario.</p> |
| 142990 | LETTER | N | N | NEW | ACTION | ADOPTED | N | Status Update for 2025.MM26.12 - Study of Redesign Options to Address the High Level of Congestion and Neighbourhood Traffic at the Intersection of Eglinton Avenue West and the Allen Expressway | 2025.IE24.14 | Y | Y | Y | Y | <p>On February 5, 2025, City Council approved 2025.MM26.12 - “Study of Redesign Options to Address the High Level of Congestion and Neighbourhood Traffic at the Intersection of Eglinton Avenue West and the Allen Expressway”.</p>
<p> </p>
<p>Both the City’s Transportation Services Division and the long-suffering residents nearby Eglinton Avenue West and the Allen Expressway have clearly identified this intersection as a significant bottleneck and the primary cause of unbearable traffic congestion and neighbourhood traffic infiltration that has caused dangerous conditions for pedestrians and cyclists on local roads and a decline in the quality of everyday life for residents.</p>
<p> </p>
<p>As the City continues its extensive public consultations to create a neighbourhood traffic infiltration mitigation strategy, a Council commitment was also made to study options to remediate the inadequate current operation of the newly redesigned intersection.</p>
<p> </p>
<p>This motion requests a status update at the next meeting of the Infrastructure and Environment Committee on October 29 on the progress of work undertaken to identify options to remediate the intersection of Eglinton Avenue West and the Allen Expressway.</p> | 24 | 14 | CMMTTEE | IE | 8 - Eglinton - Lawrence, 12 - Toronto - St. Paul's | N | — |
| 142991 | LETTER | N | N | NEW | ACTION | AMENDED | N | Planning for Future Servicing Needs in a Growing City | 2025.IE24.15 | Y | Y | Y | Y | <p>As Toronto continues to grow rapidly, the demand for essential city services will only increase. To meet this challenge, we must prioritize the development and modernization of service yards and infrastructure facilities that support the current and future needs of Solid Waste Management, Toronto Water, Parks and Recreation, Transportation Services, and the Toronto Transit Commission.</p>
<p> </p>
<p>There was a previous initiative linked to ModernTO to consolidate service yards; however, it was flawed as it did not look at service requirements, maintenance requirements and service standards linked to growth. Some yards and buildings were closed, and others were put on a closure list with no prior impact review on service levels or replacement requirements.</p>
<p> </p>
<p>Residents in in each quadrant of the city deserve confidence that Toronto is actively planning for both the immediate and long-term needs of the divisions and agencies that deliver essential hard services. There is now a shared recognition that growth planning must be informed by a comprehensive approach - one that incorporates a growth perspective, an environmental focus, and a strong commitment to servicing and maintaining the core infrastructure that supports daily life in our city.</p>
<p> </p>
<p>Agencies such as the Toronto Transit Commission require substantial footprints to operate effectively. For example, the Leslie Barns required a 22-acre yard in the south end of the city to support Toronto’s new streetcars. This illustrates the scale of infrastructure needed to support modern transit and other services.</p>
<p> </p>
<p>An orderly and service-based approach is necessary before any changes are considered to the yards that are the backbone of services that Toronto residents rely on.</p> | 24 | 15 |