OTC Magazine - Artwork 2022

A SEMI-ANNUAL PUBLICATION OF THE ONTARIO TRAFFIC COUNCIL MAGAZINE WINTER 2021/22 EDITION SOCIALLY (UN)ACCEPTABLE: CHALLENGING TODAY'S ATTITUDES TOWARDS SPEEDING MAKING THE GRADE ON SCHOOL PARKING ZONE SAFETY WHAT IS AMPS AND WHY ARE MUNICIPALITIES PUSHING FOR IT? MMLOS GUIDELINES CARBON EMISSIONS & TRANSPORTATION RACING THROUGH THE PANDEMIC UNDERSTANDING COVID’S IMPACTS

Ontario Traffic Magazine is published for The Ontario Traffic Council 3100 Garden Street, PO Box 80030 RPO Rossland Garden, Whitby ON L1R 0H1 Ph: 647-346-4050 traffi[email protected] I www.otc.org BOARD OF DIRECTORS Adam Bell PRESIDENT TMIG (The Municipal Infrastructure Group Ltd.), a T. Y. Lin Company Heide Schlegl VICE PRESIDENT Town of Milton Nelson Cadete TREASURER City of Brampton Manoj Dilwaria SECRETARY City of Thorold Peter Sejrup DIRECTOR Peterborough Police Services John Crass DIRECTOR Jeffrey Smart DIRECTOR Tacel Ltd. Sheyda Saneinejad DIRECTOR City of Toronto OTC STAFF EXECUTIVE DIRECTOR | Geoff Wilkinson MEMBERSHIP & EVENTS COORDINATOR | Aswathy Prathap All rights reserved. The contents of this publication may not be reproduced by any means, in whole or in part, without the prior written consent of the association. 02 Ontario Traffic Magazine

Contents President’s Message 04 06 06 09 Socially 12 (Un)Acceptable: 16 18 Challenging Today's Attitudes 21 Towards Speeding 03A Semi-Annual Publication of the Ontario Traffic Council Making the Grade 09 12 School Parking Zone Safety 15 Carbon emissions ...and transportation 2022 OTC Events Calendar What is AMPS 16 18 ...and why are municipalities pushing for it? MMLOS Guidelines Racing through the 21 Pandemic Understanding COVID’s impacts on Ontario’s drivers OTC Transportation 24 Planning Awards Annual Transportation Planning Member(s) of the Year Award Project of The Year Award

PRESIDENT’S MESSAGE Adam Bell OTC President President’s Message SPRING IS HERE - the groundhog did not see his shadow. Restrictions for COVID are lifting. Life is starting to return to normal. So, will Transportation ever be back to normal? I don't think it will. The pandemic has forced us to rethink how we work and has shattered many of our paradigms of the past. Long has the of ce been structured around industry in the 20th century – but industry has changed. In many cases, the means of production has changed from manual instruments to a laptop computer. Memos dictated by managers and typed by assistants have been replaced by email, instant messaging, and video conferencing. We are rethinking our relationship with the office more than ever. This can be seen in changes to traffic, transit, active transportation, and parking patterns – none of which are behaving as predicted. Many of Ontario's commuters will likely continue to work from home if not permanently, at least a day or two a week – but recent traf c numbers show that much of the decreases in transit ridership has been reintroduced as single occupant vehicles. Active Transportation has increased but many parents are driving our children to school instead of walking. All of this has and will continue to make the jobs of Transportation Engineers and Planners that much more challenging. In this edition of OTMagazine we look at some of the challenges we experienced and continue to face with speeding and risky driving behaviour. Carbon emissions is a signi cant challenge to the transportation industry we've added an article to initiate discussions. We also have an article on the challenges on parking around schools and on Multi Modal Levels of Service which is topical given our recent release of the MMLOS Guidelines. 04 Ontario Traffic Magazine

PRESIDENT’S MESSAGE This May we will be introducing a workshop on MMLOS and we also have an OTM Book 18 training session in June. Our Technical Traf c Operations, 9 full-day course, an excellent program for new or relatively new Transporta- tion Engineers, Planners or Technologists will be running in-person May 24 - June 3rd at Mohawk College in Hamilton complemented by virtual delivery. We continue to see strong registrations in OTM Book 7 training, which protects workers and mitigates municipality and contractor liability for those involved with temporary condition construction zones. At the time of writing this article we are still waiting for the Administrative Monetary Penalty (AMPS) regulation for automated camera offence com- ments to be assessed by the Government as posted through the Regulatory Posting portal. We are hoping our advocacy work helped to have this regu- lation approved through Order of Council (very soon). THE OTC IS WORKING ON SOME VERY EXCITING PROJECTS INCLUDING GUIDES FOR ONTARIO VISION ZERO, RESTAURANT PATIOS, HOSTILE VEHICLE MITIGATION, AND AN UPDATE TO THE SCHOOL CROSSING GUARD GUIDE. WE HAVE SOME OTHER SPECIAL PROJECTS IN THE WINGS WE ARE HOPING TO SHARE MORE INFORMATION WITH YOU ON OVER THE NEXT FEW MONTHS. I would like to thank all our Committee Chairs, Committee members and our Board of Directors for all of the work you have done over the last year and in looking forward to initiatives and events for 2022. I would like to especially thank you our members for continuing to support the OTC through your mem- bership, participation at training events, workshops, symposiums and our conference. Our rst in-person event which will include a virtual option will be the OTC/CARSP Vision Zero Sympo- sium on June 22nd in Sudbury. I hope to see you there. It has been a long time since we have been able to share a story over coffee or lunch. I'm so looking forward to it! Please feel free to reach out to me at any time at [email protected]. 05A Semi-Annual Publication of the Ontario Traffic Council

There are reasons to CHALLENGING TODAY'S ATTITUDES believe the pandemic TOWARDS SPEEDING has inspired riskier “When I was out on the road as a junior police officer 20 years ago, we didn't driving habits on see that kind of behavior; or at least, not nearly to the same extent,” says Toron- to Police Service Superintendent Scott Baptist, “At the risk of sounding like the old Ontario’s roads (read: guy complaining about rock music, I do believe that some of these movies or Racing Through the games have had an impact on the young people who engage with them and think it's cool to carry out those activities in real life.” Pandemic). Even still, social attitudes towards No doubt, watching the latest Fast and Furious movie or playing the latest Need for Speed videogame can be entertaining. The problem is that repeated exposure to these speeding and stunt romanticized depictions of speedsters can have an impact. driving were changing “There’s certainly a perpetuation in pop culture of speeding being something well before COVID fun and exciting,” adds Sonia Sanita, Healthy Built Environment Specialist, Public entered the mix (and not Health Branch, Community & Health Services Department, with the Regional Municipal- ity of York. “Through the pandemic, you had people spending a lot more time at for the better). home watching those movies or playing those games. And yet, we know from a lot of medical reports that the media young people utilize during the day does What’s really impact their function in their daily experience. So if they're playing a video influencing driver game with racing vehicles for six to eight hours a day and then get into a vehi- cle, they may treat that experience similar to the video game experience behaviours? they’ve been enjoying.” Take your pick. Between Hollywood car chases, over-the-top videogame races, and speedy automobile advertising, pop culture has done its share to normalize dangerous habits. 06 Ontario Traffic Magazine

SOCIALLY (UN)ACCEPTABLE: CHALLENGING TODAY'S ATTITUDES TOWARDS SPEEDING Advertising and social media aren’t guiltless either. Between Tik-Tok driving challenges, YouTube stunts, and fast-paced car commercials, entire communities have formed around the concept that stunt driving is a fun way to get around. “And that’s a dangerous disconnect,” says Halton Regional Police Staff Sergeant Ryan Snow.“There are online videos and car ads that glorify speed, and what a lot of people fail to recognize is that fine print at the end that says these videos are shot in very controlled conditions.” “The people watching this content don’t always recognize the additional level of training and judgment that you need to be able to safely operate at those speeds, or the fact that these activities are being done without other drivers around them.” CHANGING ATTITUDES driver themselves, and yet that comes a surprise for a lot of people.” The idea that speeding and stunt driving are inching closer to becoming more socially acceptable is cause for Getting the message, says Snow, means illuminating concern. That's why Ontario's traffic stakeholders are those risks and explaining why speeding is something taking steps to reverse these attitudes through greater that needs to be addressed: “I find the generation public outreach and education. that's coming up to be the 'why' generation because you have to explain exactly why you’re asking them to For example, says Sanita, “I found in my work with do something or change their behaviours, and you young people that talking about the outcomes of can’t just say ‘because.’” speeding and getting into the nitty-gritty does impact the behavior, and that goes for adults as well.” For example, he continues, “When I’m teaching young police recruits, I'll explain that when they double their The key, she adds, is raising awareness: “Just like how speed, they quadruple their stopping distance, and a we used intensive messaging and communication lot of them will say they had no idea. So part of the plans to curb the rates of smoking, we need to get answer is taking time to explain and answer the ques- the word out there that speeding is extremely tion ‘why.’” dangerous; even a 10 kilometer per hour difference can be life or death for a pedestrian, cyclist, or the 07A Semi-Annual Publication of the Ontario Traffic Council

SOCIALLY (UN)ACCEPTABLE: CHALLENGING TODAY'S ATTITUDES TOWARDS SPEEDING SHIFTING PERSPECTIVES NO SINGLE SOLUTION Social attitudes around speeding and stunt driving took Ontario’s traffic safety stakeholders are going the the spotlight during a recent online presentation led by distance to combat dangerous driving behaviours. CIMA+ and Professor Nicholas J. Ward, Director of Going further, however, requires strategies that will Center for Health and Safety Culture at Montana State address the social attitudes and misconceptions along University, for the Ontario Traffic Council’s Vision Zero the way. Guide Steering Committee. In it, Ward spoke to various strategies that may work to counter such public percep- “It's a multifaceted problem, tions, one of which was to address misconceptions and it's going to need a multi- around what drivers considered normalized behaviours. faceted response and solu- tion,” adds Baptist. “At the end “We did some work in Minnesota where we looked of the day, we need police at drivers’ beliefs around speeding, what they officers to do their jobs and thought was normal in terms of speeding behavior, deliver solid enforcement. But and whether they said they sped themselves,” he then, we also need govern- explains. “One of the main influences on whether ments to ensure there is a people said they sped was if they thought most robust set of legislation that other people sped too. But in fact, when you looked can be utilized to lay charges at what people actually did, most people didn't and hold people accountable, speed or, at least, didn't speed most of the time.” and we need courts to stand behind the charges that are Herein, Ward adds, if society is led to perceive the norm laid. Then, we need parents and to be risky, they may be more likely to engage in that community leaders to enforce risky behavior because they assume it is acceptable: good habits among young Therefore, one thing you can do the strategy is to say, people, and we all need to do 'Actually, that's not who we are as a society. Most our part in keeping everyone people are safe' And sometimes, when people recog- calm and safe on the roads.” nize what the true norm is, they may change their decision-making process and decide to adopt what IN SHORT, their cultural group is doing as normal, which in this THERE IS NO SINGLE WAY case is to drive more responsibly. TO REFRAME SOCIAL ATTITUDES Ultimately, Ward adds, there are beliefs and values and AROUND DRIVING attitudes that are shared amongst some groups of road FOR THE BETTER. users that influence their decision to be risky rather than safe,“And if we can understand what those shared RATHER, values, beliefs, and attitudes we can develop strat- THERE IS AN ONGOING NEED egies, experiences that might change those partic- ular parts of the culture.” TO UNITE TRAFFIC SAFETY PROPONENTS IN IDENTIFYING Ward’s presentation also discussed the importance of AND ADDRESSING WHAT MAKES addressing traffic safety from a united front. That means ONTARIO’S SPEEDERS TICK. bringing academics, engineers, law enforcement, driving instructors, EMS, and all other stakeholders Author: Matthew Bradford together to share insights and resources. “Part of that process of moving to a safe system approach is to change the way we work together as stakeholders,” he adds. 08 Ontario Traffic Magazine

Making the Grade ON SCHOOL PARKING ZONE SAFETY Safety is priority one at our schools. And yet, ongoing risks to parking safety can make it difficult for communi- ties to make good on that mandate. At last check, CAA indicates that nearly 70% of Canadians have witnessed speeding in school zones, with almost a quarter saying they've seen near misses or colli- sions within school zones. “We hear about near misses in the school parking lots almost every week,” says Isooda Niroomand, Program Manager for School Travel Planning, Ontario Active School Travel, with Green Communities Canada. “For 20-30 minutes period, during the Drop-off and Pick-up (twice a day) throughout the school year, school parking lots become some of the most con- gested roadways. Without addressing these con- cerns, we’re just waiting for another disaster to happen.” In another recent study cited by Jiya Benni, Project Man- ager for 8 80 Cities, nearly 400 motor vehicle colli- sions involving children near Toronto schools were reported over 12 years. “If we don’t address the challenges brought about by the high amount of car traffic,” she says, “the streets around schools are going to get more congested and more dangerous for students and caregivers.” Ontario Traffic Magazine 09

MAKING THE GRADE ON SCHOOL PARKING ZONE SAFETY IT TAKES MORE that promoting fewer drivers would fits can take shape. These include ENFORCEMENT go a long way. enhanced air quality, reduced carbon emissions, improved physi- Enforcement is just one piece of the “The greatest explanation for cal and mental health for students, school parking zone safety puzzle. the increased school traffic increased social connections, and True, steeper fines and other deter- congestion and safety con- safer public environments. rents make an impact, but it simply cerns is the growing number of isn't feasible to have traffic enforc- students being driven to “For school communities that ers at every drop-off. school and at the same time a are highly dependent on car drop in parents' willingness to travel, the switch to active “We can only be so many support/let their children to school travel won't be easy or places at different times,” says walk or bike to and from school quick, but it needs to happen,” Michael Newell, Supervisor, Park- independently,” says Niroomand. notes Benni. “There needs to be ing Enforcement/School Safety, “Having so many cars and a change in perspective and a Transportation Planning and Park- small children nearby is a willing leadership that is deter- ing Division with the City of Hamil- recipe for disaster.” mined to make this change. It is ton. “When we receive a com- also important that there are plaint from the public regarding The issue of volume is highlighted champions for active school activity at a certain school, we in Green Communities Canada’s travel in the school community. devote one day to enforcing the 2020 School Travel Planning In These leaders need to choose arrival and dismissal at that Toronto1 report. Using data from to prioritize children and peo- school. Then, when complaints the Toronto Student Transportation ple's safety and well-being over come in from other schools, we Group to focus on School Travel the convenience of car travel.” put them on a rotating ledger. Planning (STP) program schools, We try to be fair about enforce- the group found that the average CURBING THE RISKS ment across the board and percentage of students living within prioritize everyone's safety, but walking distance of their school There will always be an element of we just don't have the people to was found to be 71.5%. Still, in risk whenever cars are present in do this everywhere 24/7.” reality, only 51% of these students and around school zones. Fortu- were actually walking. nately there is no shortage of solutions to deter dangerous park- The key isn't to be too heavy-hand- “This means there is an opportu- ing behaviour, be it through ed, Newell adds. It helps to have nity gap between those living increased signage, traffic calming short grace periods for caregivers within walking distance and those features, physical barriers, or even who stop at no park zones to let who report travelling by active enlisting school staff and volunteers their kids off at school and focus on modes,” Niroomand explains. “So to serve as monitors during busy education over punishments. facilitating the implementation of pick-ups and drop-offs periods. school travel plans, road safety “It becomes a bit of a delicate education, and other measures Still, says Niroomand, a large part issue because we don't want to to ensure active and safe routes of solving the school public safety upset too many people,” he to school could help encourage issue comes down to education: adds. “But at the same time, parents and students to walk/- “Focusing on behaviour change these are laws that have to be bike to school.” through education and engage- followed and we have to do our ment may not be the easiest job by enforcing them.” Reducing vehicles in and around and fastest solution, but it’s school grounds is a strategy that worth trying before deciding on TURNING DOWN Benni and her team at 8 80 Cities more complex and expensive THE VOLUME promote. By encouraging more solutions like enforcement or active travel to school and making changing the existing infra- When it comes to school parking changes to the built environment to structure.” zone safety, there’s an argument support other forms of commuting, the group believes that many bene- 10 A Semi-Annual Publication of the Ontario Traffic Council

MAKING THE GRADE ON SCHOOL PARKING ZONE SAFETY Increasing awareness around the car-free Mountview Avenue. We OTC’S World: risks of parking around schools and are currently supporting Missis- SCHOOL the many factors that make sauga, Markham and Hamilton to CROSSING students vulnerable to accidents, is implement their own School PROGRAM key. Equally important, says Streets this year.” Newell, is clarifying the penalties for If you are looking for solutions to failing to operate a vehicle safely Green Communities is also your school zone parking and responsibly: “One of our addressing the problem of school issues, check to ensure your ongoing challenges is getting parking zone safety. It is forming municipality is participating in that communication and the unique committees at each school understanding to the parents to create a platform through which OTC’s School Crossing and the residents in the area. all stakeholders (e.g., teachers, Programs Committee It's important they know why caregivers, law enforcement, etc.) they need to leave these no can identify problems and where members discuss issues, parking areas vacated for the concerns and co-plan/ co-design challenges and solutions at safety of the kids and that not achievable solutions. semi-annual meetings, through paying attention to the rules will their community forum at eventually net you a ticket if “The key to success in this type there's enforcement occurring of work is involving the local OTConnect.org and at the at that area.” community in the problem-solv- ing process and educating annual School Zone Safety Creative approaches to enforcement them on potential solutions,” Symposium. “Just about are also taking shape. In his jurisdic- says Niroomand. every year we have one or tion, Newell and his team are hoping two presentations at the to introduce “Special Enforce- Crowded school parking lots and Symposium on parking and ment Zones” around school areas, streets out front of schools and traffic challenges in and much like the recent initiative used to busy commuters are never a good around school zones” says curb tourists parking at Waterfall mix. This is especially true in school Julie Ellis, School Crossing features within the City of Hamilton parking zones where the slightest Guard Coordinator, Transporta- distraction or misjudgment can tion Service, City of Niagara- Elsewhere, 8 80 Cities is champi- lead to serious harm. Fortunately, Falls, OTC School Crossing oning its School Streets program, the issue of school parking zone Programs Chair. which creates a car-free environ- safety can be addressed by ment in front of schools at the start encouraging stronger awareness, “Our Committee is com- and end of the school day to priori- collaboration, and creative prob- pelled to get our kids safely tize safe walking conditions for lem-solving. to and from school every children, their caregivers, and day, whether through engi- teachers. Already, the group imple- Author: Matthew Bradford neering tools, crossing mented a School Streets pop-up guards, communications, on Mountview Avenue in Toronto in active transportation 2019. programs, automated speed or traditional speed and “When we surveyed the users of 1.- https://ontarioactiveschooltravel.- parking enforcement” this School Street, 97% of them Ellis adds. ca/wp-content/up- said they felt safe during the loads/2021/03/School-Travel-Planning-in-Tor Ontario Traffic Magazine 11 onto-Summary-of-Programs-2017-2020-FIN pop-up as opposed to 23% AL-1.pdf before the pop-up,” Benni reports. “And not surprisingly, 100% of children said they preferred the

CARBON EMISSIONS A N D T R A N S P O R TAT I O N Since 2019, more than 60 jurisdictions across country, and 62% of these emissions come from Ontario have declared a climate emergency.1 This personal vehicles2. Vehicle travel not only accounts declaration af rms their commitment to ghting for a signi cant percentage of our greenhouse gas climate change, and typically sets in motion a series of emissions, but the infrastructure required to support directives and actions aimed at accelerating local vehicle travel such as roads, highways, and parking efforts to address climate change. The speci cs of a lots also impacts the environment through the loss of climate emergency differ from community to communi- greenspace and farmland, stormwater runoff, water ty but can include launching a climate-change focused pollution, and more. task force, directing staff to identify new actions to reduce greenhouse gas emissions, setting new targets, Across the province, we’re seeing municipalities take making additional green investments, and more. action and work towards lowering the carbon footprint of our transportation networks, but it can be a slow, With transportation accounting for 35% of green- complicated and expensive process. It’s clear from the work underway that these substantial changes are house gas emissions in Ontario, it is critical that only possible with a willingness to change course, the efforts to address climate change include signi cant work of multi-disciplinary teams, supportive policy and changes to our transportation system. Our province is long-term planning tools, and of course, funding. the largest emitter of transportation emissions in the 13A Semi-Annual Publication of the Ontario Traffic Council

CARBON EMISSIONS & TRANSPORTATION REDUCING GREENHOUSE GAS buses are running on two existing bus routes and are EMISSIONS THROUGH expected to save approximately 235 tonnes of C02 per ELECTRIFICATION year, per bus5 One of the most common ways that municipalities are While the electrification of vehicles plays an important looking to “go green” when it comes to transportation is role in greening transportation systems, to truly reduce with the electrification of vehicles. transportation-related emissions, municipalities also need to work to shift the overall number of vehicle trips “Switching over to electric vehicles, particularly being made and support increased adoption of walking, for their primary fleet of vehicles, is one of the wheeling and public transit. most common approaches we see communities taking right now,” says Loren Polonsky, a Senior LINKING THE CLIMATE Environmental Planner and Project Manager with Safe EMERGENCY AND MODE Roads Engineering who also serves as a Peer Review SHIFT IN LONDON, ONTARIO Committee Member for the Federation of Canadian Municipalities’ (FCM) Green Municipal Fund. “The Since declaring a climate emergency in 2019, the City of Green Municipal Fund also sees applications from London has worked to establish a clear link between communities who want to pursue green transit their climate change goals and transportation projects. initiatives and increase the number of electric The city serves as an interesting case study when it vehicle charging stations. Communities of all comes to translating climate goals into transporta- sizes are looking to make these changes, but it’s tion-related actions. really expensive.” London has been tracking community wide energy use There are many local examples of municipalities making and greenhouse gas emissions since 2004, with some investments in greener electric vehicles. Recently, the data dating back to the 1990s. The city tracks local Township of Selwyn purchased a Plug-in Hybrid Electric vehicle registration rates and vehicle size to estimate Vehicle for use within their Building & Planning Depart- emissions, monitors gasoline and diesel sales, and uses ment with support from FCM’s Green Municipal Fund. Google’s environmental insights explorer, which Hamilton, Kingston and Mississauga have also made provides breakdowns of things like trip distances. moves to electrify their corporate fleets and provide Based on this data, transportation represents more charging stations. 41% of all greenhouse gas emissions in London, When it comes to the electrification of transit buses, the City of Ottawa has set its sights on being the first Cana- with personal vehicles accounting for about one dian city with a fully electric bus fleet by 20363. The first third of all emissions6. four battery electric buses were unveiled in Ottawa in 2021, with plans for them to enter service in early 2022. A direct outcome of the development of London’s An additional seventy-four electric buses are expected Climate Emergency Action Plan has been the creation of to be added to the fleet in 2023 as the city implements a Climate Emergency Screening Tool (CEST) as part of a gradual phase-out of diesel buses4. And in Brampton, the Climate Lens Process. This tool is meant to provide there are eight electric buses operating as part of the Council with more information on the climate and biodi- Pan-Canadian Electric Bus Demonstration. These versity risks associated with each project7. The CEST asks key questions about how the project aligns with climate change mitigation and adaptation consider- Ontario Traffic Magazine 13

CARBON EMISSIONS & TRANSPORTATION ations which include, but are not limited to, how the MOVING FORWARD project reduces transportation emissions and improves the modal split, and how it might contribute to the urban At a time of big climate promises, it is encouraging to heat island effect and infrastructure resilience. When see municipalities that are taking clear actions towards applied to twelve transportation projects in 2021, the reducing transportation-related emissions in their com- CEST analysis led staff to recommend the suspension munities, and shifting modal demand from vehicles to of two projects – the six-lane widening of the Wonder- walking, wheeling and transit. land Road corridor, and the corridor widening of Adelaide Street North8. As noted by Loren Polonsky “These climate related changes are coming. Municipalities need to have “Continually widening roads to accommodate the foresight to make plans, secure funding and personal vehicles is not sustainable because the get things underway.” more lanes we build, the more people are going to drive,” says Sarah Grady, a Traffic and Transportation 1.- https://climateemergencydeclaration.org/climate-emergency-dec- Engineer with the City of London. “We’re changing larations-cover-15-million-citizens/ the way transportation and mobility planning 2.- https://pointa.ca/2021/02/17/the-importance-of-transporta- happens in London, so it makes sense to pause tion-in-meeting-ghg-emission-targets/?utm_source=rss&utm_medium=rss&utm some projects and figure out how to move _campaign=the-importance-of-transportation-in-meeting-ghg-emission-targets forward.” 3.- https://globalnews.ca/news/7927665/ottawa-electric-bus- eet-environment/ 4.- https://ottawa.ca/en/news/oc-transpo-unveils-otta- The paused projects will be considered as part of the was- rst-battery-electric-buses upcoming Mobility Master Plan process. A multi-dis- 5.- https://www.brampton.ca/EN/residents/transit/About-Us/Pages/ebus.aspx ciplinary city team has been put together to work on 6.- https://pub-london.escribemeetings.com/FileStream.ashx?Docu- the Mobility Master Plan which will look at mobility in mentId=83392 the city overall, instead of various modes and corri- 7.- https://www.londonenvironment.net/climate_emergency_screen- dors in isolation. ing_tool_what_is_it 8.- https://pub-london.escribemeetings.com/FileStream.ashx?Docu- mentId=83392 “There are so many things to get right as part of this process, which is why it’s critical to have a team of people from a variety of departments and specialities involved,” says Sarah Grady. “The interconnections between different modes, land use planning, accessibility and equity must all be considered to create environments where people actually feel they can make the choice to walk, bike or take transit.” Author: Jamie Stuckless 14 A Semi-Annual Publication of the Ontario Traffic Council

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AMPS Despite the initial effectiveness of automated enforcement platforms, the drastic increase in the There are a growing number of automated volume of tickets being issued is exacerbating enforcement platforms available to municipalities pressure on a court system that was already over across Ontario that are authorized for use under the capacity. As a result, the OTC has called on the Highway Traffic Act (HTA). The launch of red-light province to implement an Administrative Monetary cameras in 2000 has been followed more recently by Penalty System (AMPS) and a Working Group has the roll out of Automated Speed Enforcement (ASE) been working with the MTO and the Ministry of the in Community Safety and School Zones. The Attorney General to develop the framework, which Province has also introduced regulations for will guide the drafting of the regulation. automated school bus camera systems and automated streetcar camera systems. There are WHAT IS AMPS, AND components of these latter regulations that municipalities are waiting on that require further WHY ARE MUNICIPALITIES MTO approval. PUSHING FOR IT? As anticipated by many, the automated enforcement The implementation of an AMPS system for traf c platforms currently in use are generating a high matters would change the process for dealing with volume of infractions. Data from the City of Ottawa them and remove them from the court system. shows that there were 101,778 tickets issued across Currently, an individual that violates a non-criminal eight locations within the rst year of their ASE pilot provincial statute (ex. failing to stop at a red light) project, generating approximately $5.4 million in goes through a process for ghting the charge in penalties.1 In the same timeframe, fty speed court that often mirrors the criminal trial process. cameras in Toronto resulted in 227,322 tickets being This includes the option to plead not guilty and issued to speeding vehicles. Preliminary results from have a trial. Provincial Offences Act (POA) court a study by Toronto’s Hospital for Sick Children show trials require the participation of a justice of the that the number of speeding vehicles has dropped on peace, a prosecutor, and the of cer who laid the streets with speed cameras when compared to charge, whether virtually or in-person. There is speeds before the cameras were installed.2 signi cant work associated with the scheduling of trials and with related activities on the path to trial, such as meetings with the prosecutor and disclosure. In addition to taking up a lot of court time and resources, the formality, inconvenience, process, and cost can also be signi cant barriers to ghting a ticket.3 With AMPS in place, that individual would instead receive an administrative penalty notice with the option to ignore it, pay the penalty or request a review with a screening of cer. The standard to issue a penalty notice under AMPS is not lower, it’s just that the options are different, and the interaction can be completely electronic. Individuals can have virtual interactions with

AMPS the screening of cer if that is the route they choose, to decide if, and when, they want to adopt the and documentation can be provided in a digital form. provincial AMPS regime. “The challenge that we have seen over time is a Even for municipalities that are already using AMPS conflict between the need for these new for parking enforcement, new infrastructure will need automated enforcement tools, and the capacity to be developed for this broader application. of the POA courts to process the related Primarily, this will be because this is a provincial charges,” says Sheilagh Stewart, President of AMPS regime being administered by municipalities, Stewart Solutions Inc. and the Ontario Traf c and will include, for example, the provincial Council’s consultant for the AMPS Working Group. requirement of avictim surcharge component or fee, “Even before the COVID-19 pandemic, the POA which is not currently part of administering parking courts did not have enough capacity to process infractions. There are speci c reporting and other all of the violations. Combine that with the requirements that are distinct from parking and will additional volume of violations being generated also need to be incorporated. by ASE, and it’s making it so that municipalities cannot even consider automated enforcement “Municipalities are being provided with a due to limited or non-existent court capacities.” wonderful opportunity to reflect on the need for automated enforcement in their community Municipalities across the province have highlighted without worrying about POA court capacity, but the lack of court capacity as a barrier for adopting they also have a corresponding responsibility Automated Speed Enforcement and Automated when it comes to implementation,” says Sheilagh School Bus Camera Systems. Many have been Stewart. “Even for municipalities already using lobbying the provincial government alongside the AMPS for parking, their systems will need to be OTC to implement AMPS as a way of reducing that updated to meet current customer service capacity pressure. policies, and to provide the opportunity for written and virtual challenges that may not be While it is new to consider the use of AMPS for traf c part of the parking process. Education will also matters, the use of AMPS for non-criminal regulatory be needed to ensure folks understand that the provisions is not new. Both the federal and provincial issuance of a penalty notice is the same as a governments have been using AMPS for years, ticket.” including for violations of energy licenses, environmental damages, and unfair insurance The Ontario Traf c Council will continue to provide practices. Several municipalities also use AMPS for updates on the evolution of AMPS to members are local parking enforcement. they become available. WHAT’S COMING UP NEXT Author: Jamie Stuckless FOR AMPS IN ONTARIO 1.-https://ottawa.ca/en/news/city-ottawa-will-add-15-new- At the time of writing this article, provincial laws that automated-speed-enforcement-cameras-school-zones-ov would allow for AMPS to be used for automated er-next-year enforcement related to traf c matters have not yet been proclaimed, but this is expected to occur by 2.-https://www.cbc.ca/news/canada/toronto/mayor-john-t the summer of 2022. Municipalities will then be able ory-automated-speed-enforcement-cameras-speeding-ve hicles-reduction-1.6152161 3.-https://www.attorneygeneral.jus.gov.on.ca/english/POA %20ConsultationPaper%20Final_ENG.html 17A Semi-Annual Publication of the Ontario Traffic Council

MMLOS 16 Ontario Traffic Magazine

MMLOS Level of service (LOS) is a widely used measurement for lines. “The tools required to support the complete assessing how well an intersection is performing. Tradi- streets evolution like MMLOS Guidelines have tionally, LOS measurements have prioritized the lagged. Some municipalities have developed perspective of people travelling in motor vehicles and their own MMLOS guidelines, but there has not have led to infrastructure designs aimed at minimizing been a widely accepted standard for practi- delays to motor vehicle travel and maximizing motor tioners to rely on.” vehicle through-put. This approach has excluded the service needs and experiences of people walking, The new MMLOS Guidelines provide this standard for wheeling, and getting to transit. practitioners across Ontario. In recent years, municipalities across Ontario have APPLICABILITY OF THE been adopting a complete streets approach to trans- MMLOS GUIDELINES portation planning1 to serve travellers using all modes, not only those travelling by motor vehicle. While this The new MMLOS Guidelines are intended for use by shift towards complete streets has taken place, the municipal staff and the consulting community and are tools used to measure the performance of transporta- applicable in single, upper, and lower-tier municipalities tion infrastructure such as LOS have not been widely across Ontario. Practitioners can use these guidelines in updated. the corridor planning and functional design stage to help inform conversations about the transportation In response, the Ontario Traffic Council (OTC) has goals for a street. They can also be applied at the opera- created Multi-modal Level of Service (MMLOS) Guide- tional stage to understand current performance for all lines. The OTC began exploring the merits of develop- modes, and to inform design and operational changes. ing an Ontario-focused guide in 2017 under the leader- ship of the Transportation Planning and Active Trans- The guidelines are consistent with the intent of the portation Committees, and the project was confirmed Ontario Highway Traffic Act, the Provincial Policy State- after the completion of a preliminary literature review of ment (2020) under the Planning Act, and with A Place to national and international best practices. Grow (2019) the provincial growth plan. Municipalities have the power to adopt the guidelines in their entirety, Newly released in February 2022, these made-in-On- or tailor them to meet specific local needs. tario guidelines allow transportation professionals to make design and operational decisions that support The goal is for these guidelines to be universal, but with multi-modal travel, and that are more aligned with the 444 municipalities across the province, it is expected long-term goals and strategies of their municipality. that municipalities may want to adapt them to suit their These guidelines build upon the traditional LOS unique needs and local context. concept but account for the service needs of travellers using all modes of transportation. 1.- https://www.completestreetsforcanada.ca/locations/ “There is a broad acceptance that streets really need to be complete and built to serve travellers of all modes, but if you can’t measure it, you probably can’t achieve it,” says Shawn Doyle, a Partner at Dillon Consulting Limited and Project Man- ager for the development of the OTC’s MMLOS Guide- 19A Semi-Annual Publication of the Ontario Traffic Council

MMLOS USING THE MMLOS Importantly, the MMLOS approach allows for consid- GUIDELINES erations to be made about the various trade-offs made between different road users because it The guidelines have been organized into two halves, (1) accounts for the needs and experiences of all types of setting targets, and (2) measuring performance. travellers. In the target setting phase, practitioners will set their CHALLENGES AND objectives for each of the five major modes of transpor- NEXT STEPS tation: walking, cycling, transit, trucks, and cars. These targets will not be one-size-fits-all across the entire Ontario is comprised of hundreds of municipalities with municipality but will be tailored to the specific context of varying needs and contexts. The objective of these the street. For example, the level of service targets will be guidelines is to provide a standard for practitioners different on an industrial street than on a neighbourhood across Ontario to use to measure multi-modal level of boulevard. service and advance the ongoing work of building com- plete streets. Balancing the needs of communities that To assist with MMLOS assessments, the guidelines range in size from thousands of residents to millions is a include descriptions of nine of the most common street significant challenge, however, the guidelines are intend- types found in municipalities. A generic set of level of ed to be a foundation on which municipalities can build. service targets has been included for each of the nine described street types. Municipalities can choose to use The OTC acknowledges that the application of the these targets as-is or develop their own targets using the MMLOS guidelines will evolve over time and that regular guidance provided. updates of the guidelines will need to be completed to ensure that the document reflects the best practices of Once practitioners have decided what it is they want to the time. achieve through target setting, they will work to identify how performance will be measures against those “The most important thing now is for municipali- targets. The guidelines provide two to three performance ties to try them out,” says Shawn Doyle. “What has measures per mode for analysis of road segments, been developed fills a longstanding gap. It’s better signalized intersections and unsignalized intersections, than what we had, and can be made better still and the practitioner selects the most appropriate mea- with testing, input and ongoing revisions.” sures for the student area being analyzed. For example, a practitioner studying walking along a road segment Author: Jamie Stuckless may look at pedestrian facility width, pedestrian buffer width and the maximum distance between controlled May 6th: MMLOS Workshop - Introducing the crossings. new OTC Guidelines. Register at https://apps.otc.org/Events/ “While many things have been measured in isola- tion over time, it’s important to put these measure- TO ACCESS THE MMLOS GUIDELINES ments together into a single equation,” says Shawn visit: https://otc.org/mmlos-guide-jan-2022/ Doyle. “Instead of measuring the performance of a street from a cyclist’s perspective or a motorist’s perspective separately, the goal here is to measure overall performance of how the street is working for everyone.” 20 Ontario Traffic Magazine

RACING THROUGH THE PANDEMIC UNDERSTANDING COVID’S IMPACTS ON ONTARIO’S DRIVERS BLAME IT ON CLEARER ROADS. PIN IT ON PENT-UP ANXIETIES. WHATEVER THE ROOT CAUSES, THERE ARE REASONS TO BELIEVE THE PANDEMIC HAS TRIGGERED AN INCREASE IN RISKY DRIVING BEHAVIOURS, ESPECIALLY AMONG THOSE WHO WERE PRONE TO DANGEROUS BEHAVIOURS PRIOR TO THE PANDEMIC. tPharonudgeh tmihecRACING A recent report by the Traffic Injury ROOM TO SPEED Research Foundation1 sheds light on Understanding COVID’s impacts on Ontario’s drivers how driving attitudes have shifted over Speeders aren’t anything new on the past two years. The extensive study Ontario roads. And as TIRF’s study 1. https://tirf.ca/news/new-poll-about-the-effects-of-the-pandemic-on-road-safety-shows-continued-risk-taking-by-a-small-but-growing-group-of-canadian-indicates that the Ontario Provincial suggests, the pandemic may have drivers/covid-19-rsm-2021-the-impact-of-the-pandemic-on-road-safety-and-mobility-cover-with-border-2/ Police recorded a 40.1% increase in done more to encourage those who the percentage of stunt driving already sped, rather than turn safe incidents since 2019, while cases of drivers into risks. impaired driving also experienced an uptick in various municipalities. More Whatever the motivation, there is interesting, however, are stats which evidence to suggest that the last two indicate a small increase in the amount of years have made their mark. Canadians who said they were “more likely” to engage in distracted driving, “Dangerous driving has been an alcohol-impaired driving, drugged driving, issue forever, but during the pan- and excessive speeding in 2021 than demic, we have noticed that there they were just one year prior. seems to be an increase in stunt driving behavior,” agrees Toronto Yet while the numbers point to a subtle Police Service Superintendent Scott rise in dangerous driving attitudes, the Baptist. “Particularly, incidents of report argues that these are being speeding over 40 kilometers an demonstrated by those who were more hour or more over the limit seems likely to speed or take part in stunt to be more prevalent now than it driving before roads became clearer as a maybe was in the past.“ result of lockdowns and reduced traffic. The uptick in dangerous driving As the report concludes: “Those who behaviours has also been tracked admitted being more likely to engage through Toronto's Vision Zero initiative, in risky driving behaviours may have which was formed in 2020 to focus on consisted of two types of drivers: reducing traffic-related fatalities caused those who previously drove danger- by speeding, aggressive driving, ously and did so more often during distracted driving, and impaired driving. the pandemic, and those who did not This group's statistics indicate that engage in risky driving before and Toronto police saw a 186% increase took the pandemic as an opportunity in stunt driving offenses from 2019 to take more risks on the road. It is to 2020. Similar numbers were clocked presumed this sub-group was for 2021, a year in which Toronto responsible for the increases in officers also issued 75,000 speeding speeding, stunt driving, and impaired tickets, not counting those issued by driving observed by enforcement automated speed enforcement camer- and in other sources of traffic data as, red light cameras, and other during the pandemic.” programs. 21A Semi-Annual Publication of the Ontario Traffic Council

RACING THROUGH THE PANDEMIC UNDERSTANDING COVID’S IMPACTS ON ONTARIO’S DRIVERS “Certainly, stunt driving isn't the only thing “This was at a time when people were in lock- we're seeing,” says Baptist, “Police departments downs and maybe just looking for another way across the GTA have noticed an increase in to connect,” he continues. “Whatever the case, fail-to-stop occurrences. That's why we are we had to intervene in a number of these events lobbying the provincial government to make that were unfolding on our roadways.” changes concerning owner liability legislation so we can find out who was driving that vehicle at A ROUTE TO “NORMAL” the time and hold them to account.” There is a consensus that the pandemic has had an Sonia Sanita has also seen a rise in riskier traffic undue influence on driving attitudes. And while the activities. As Healthy Built Environment Specialist, root causes behind driver speeding and stunt driving Public Health Branch, Community & Health Services can be attributed to long-running social attitudes, it Department, with the Regional Municipality of York, can also be argued that clearer roads and height- she says, “Through our collaboration in working ened tensions may also be contributing factors. with community partners on motor vehicle colli- sions, we have been made aware that speeding “People are seeing fewer cars on the road and is absolutely a factor behind many traffic-related thinking, 'Hey, there's more space to open it up,' incidents; and certainly, across the region, we even though that's exactly the type of thinking have seen more street racing during the that puts other, more responsible, drivers at pandemic.” risk,” offers Snow. “Couple this mentality with what is an activity typically engaged in by a Similar observations have been made by Halton younger, more inexperienced age group – and Regional Police Service Staff Sergeant Ryan Snow. our roadways become less safe for all road Looking back over the past two years, he notes, users.” “When COVID set in around March of 2020, we saw a lot of unplanned car events where people Baptist suggests drivers are also under additional were out on the roadways taking advantage of stress and anxiety as a result of pandemic restric- decreased density on the roads.” tions, noting, “We have a bunch of people who are 22 Ontario Traffic Magazine

RACING THROUGH THE PANDEMIC UNDERSTANDING COVID’S IMPACTS ON ONTARIO’S DRIVERS forced to be in a lockdown. They can't go to a Overall, adds Baptist, “There are so many factors restaurant and they can't get together with their that could be contributing to the frustration and friends the same way they may be used to, but the anger that is underlying some of these they can go out in their car.” behaviors. Let's hope that as things open up as maybe some of that subsides and maybe people, Whatever the motivators, the risks are clear. Herein, it'll help calm down their driving to some extent.” traffic enforcement officers are working overtime to combat these pandemic habits with heightened Read Socially (Un)Acceptable: Changing Modern public awareness, driver education, new or adapted Attitudes Around Speeding for a deeper discussion policies, and a host of deterrents. on the social factors behind today's speeding trends. “It's difficult to break habits,” says Sanita. Author: Matthew Bradford “Although, from the stunt driving perspective, York Regional Police has been quite intensive when it comes to curbing those activities through their programs and that enforcement has been key. Going forward, we'll need to keep that level of intensity up while also working with the people who are involved with stunt driving and speeding in general.” AN EYE ON THE 400 Recent data from the Ministry of Transportation offers a glimpse into pandemic speeding behaviours on the 400-series of highways. Overall, it indicates a fluctua- tion in speed levels throughout various periods of high and low-density traffic. Source: MTO, Safety & Information Management Section 23A Semi-Annual Publication of the Ontario Traffic Council

TRANSPORTATION PLANNING AWARDS PAnlnaunalnTrianngspoMrtaetiomn ber (s) OF THE YEAR AWARD Submission deadline is end of day, Friday, April 15, 2022 at 4pm. INTRODUCTION. The Ontario Traffic Council (OTC) Awards Committee is pleased to announce a call for nominations for the Annual Transportation Planning Member(s) of the Year Award. For questions regarding the submission process or the SELECTION CRITERIA OTC Awards program, please contact the OTC office at 647-346-4050 or traffi[email protected] A minimum of 3 years as an active participating member of the Ontario Traffic Council; THIS AWARD IS INTENDED: Set themselves apart through dedicated volunteerism in To recognize significant contributions to the Ontario enhancing the visibility and mandate of the OTC in the Traffic Council and to the transportation planning area of Transportation Planning; profession; Demonstrated leadership within the transportation To honour a particular OTC member for their dedica- planning field generally. tion, passion and hard work in transportation planning projects and initiatives; Recognized and respected by industry peers as being a subject matter expert in transportation planning To thank an OTC member for their outstanding volun- (please provide 3 references be from 3 different munici- teerism in advancing the mandate of the Ontario palities or companies one of which can be the nomi- Traffic Council. nees municipality or company). It will be presented at the OTC’s Annual Conference. NOMINATION ELIGIBILITY Nominations will be sought through various media such as the OTC website, magazine, email, etc. All members of the Ontario Traffic Council (OTC) are eligible for this award. Previous recipients of this Complete and submit the form at the following link, ensur- award can be nominated more than once, provided ing that you are addressing the criteria outlined above as it that the rationale and/or focus pertaining to the relates to your nominee: nomination is distinct and unique from that of the previous award. Submission Form: SELECTION https://form.jotform.com/220185129237251 The OTC Awards Committee will consider the nomi- PRESENTATION nations and select the award recipient(s). The Com- mittee may choose to award more than one award in The Transportation Planning Member(s) of the Year Award a year. The recipient will be notified prior to the OTC will be presented at the Awards Ceremony at the Annual Annual Conference. OTC Conference and Annual General Meeting. The winner will be acknowledged in the OTC Magazine as well as on the OTC website. 24 Ontario Traffic Magazine

TRANSPORTATION PROJECT AWARDS Project Complete and submit the form at the following link, ensuring OF THE YEAR AWARD that you are addressing the criteria outlined above as it relates to your project: The Ontario Traffic Council (OTC) Transportation Submission Form: https://form.jot- Planning Committee is pleased to announce a form.com/220184769789272 call for nominations for our Project of the Year Submission deadline is end of day, Award! This award is intended to acknowledge and Friday, April 15, 2022 at 4pm. showcase excellence undertaken in the field of trans- EVALUATION CRITERIA portation planning by the public or private sector. It will be presented at the OTC’s Annual Conference. Projects eligible for nomination can stem from a variety Applicability of initiatives within the transportation planning field • Will the project contribute to the general quality of life, such as: including a public benefit for customers/users (e.g., improved mobility, increased multi-modal approach, support • Long-range transportation planning studies; the economy, improved safety, etc.)? • Are the benefits of the project to the public, both currently • Transportation Master plans; and into the long-term, clearly articulated? Innovation • Environmental assessment studies; • Does the project demonstrate excellence in innovation and establishing best practices in transportation planning, • Macro, meso and/or micro transportation model- resulting in work being done in a better, more efficient, more ling projects; sustainable or safer way? • Does the project embrace new technology, or use existing • Corridor improvement/complete street studies; technology in a creative or unique way? Significance • Transit planning studies; • Does the project contribute to the practice and knowledge base of the profession? • Active transportation plans; Sustainability • To what extent does the project contribute to making •Transportation Demand Management including infrastructure planning, operations or the urban environment parking studies; more sustainable from an environmental and climate change perspective? • Network performance and monitoring reports. Content: • Does the project submission clearly state the purpose and Note that public sector projects undertaken by third objectives of the project, and summarize its outcomes and party consultants can be nominated on behalf of the recommendations? municipality or government agency leading the • How well is the final report/project deliverable written and study, or the consultant. presented, including clear and compelling visuals? Technical/Analytical Approach: ELIGIBILITY • Does the project contain a well thought out and docu- mented study approach and work plan, which helps All members of the Ontario Traffic Council (OTC) are support its recommendations? eligible for this award. We are seeking nominations from • What degree of technical information is applied in the individuals, public sector agencies or private-sector com- study, and how clearly is it conveyed? panies who have worked on transportation planning AWARD projects or studies that were completed between March, The winner of the Project of the Year Award will receive the 2021 and March, 2022, that fit the above description. following: • Recognition and presentation as the Project of the Year All award nominees will receive a 5–10 minutes live Award winner at the Annual OTC Conference; presentation opportunity at the annual conference. • A commemorative plaque from OTC recognizing the The timetable for presentation will be shared by OTC closer achievement, to be presented at the Annual OTC Confer- to the event dates. ence; and For questions regarding the submission process • Recognition of the project on the OTC website and in or the OTC Awards program, please contact the OTC Ontario Traffic Magazine. office at 647-346-4050 or traffi[email protected] 25A Semi-Annual Publication of the Ontario Traffic Council