london housing advisory committeecouncil.london.ca/councilarchives/agendas/community and...

6TH REPORT OF THE

LONDON HOUSING ADVISORY COMMITTEE

Meeting held on November 12,2008, commencing at 12:16 p.m.

PRESENT: S. Trosow (Chair), K. Butler, M. Connoy, S. Courtice, M. Herbert, S. Joselyn-Fogarty, J. Pastorius, D. Peckham, B. Sexsmith, P. Stewart, J. Stickling and B. Mercier (Secretary).

ALSO PRESENT: J. Binder, U. Filice, S. Giustizia, 0. Katolyk, G. Kotsifas, G. Matthews and L. Stevens.

I YOUR COMMllTEE REPORTS:

Delegation - Implementation of BUS Rapid Transit

Delegation - Rental Residential Business Licensing Proposal

Orafl Implementation Strategy to Initiate the 10 Strategic initiative Identified in Closing the Gap

Affordable Housing Needs Assessment

Aiternate Member-at- Large Position

Governance Task Force

5th Report of the LHAC

1. That the London Housing Advisory Committee (LHAC) heard a verbal delegation and received the attached documentation from L. Ducharme, General Manager of London Transit Commission, with respect to the implementation of Bus Rapid Transit; it being noted that Mr. Ducharme will provide the LHAC with information on the proposed routes initiating the use of 'bike racks' on City buses in 2009 and new bus routes that are planned for the period of 2009- 201 1; it being further noted that the LHAC struck a Working Group consisting of J. Pastorius, and S. Joselyn-Fogarty, Co-chairs, to provide comments on the diverse transit needs of students, seniors, low income families and individuals and those with special needs, and to report back at a future meeting of the LHAC in early 2009.

2. That the London Housing Advisory Committee (LHAC) heard a verbal delegation from 0. Katolyk, Manager of By-law Enforcement, with respect to the Rental Residential Business Licensing proposal; it being noted that the LHAC was advised that the draft Residential Business Licensing By-law will be available for circulation in December 2008 at which time it will be forwarded to the LHAC for its comments, the LHAC asked that 0. Katolyk, Manager of By-law Enforcement be invited to attend its January 2009 meeting for further discussion of this matter; it being further noted that S. Trosow presented data on a 2006 Census pertaining to the conditions of housing rentals and noted that the LHAC has taken a position with this matter in the past.

3. That the London Housing Advisory Committee (LHAC) heard a verbal update from S. Trosow, Chair, with respect to draft Implementation Strategy to initiate the 10 strategic initiatives identified in 'Closing the Gap'; it being noted that the LHAC was advised portions of its recommendations to staff were implemented into the Draft Strategy.

(5)

4. That the London Housing Advisory Committee (LHAC) heard a verbal update and viewed the attached documentation from S. Trosow, Chair, with respect to the 2006 Census Data as it relates to the Affordable Housing Needs Assessment; it being noted that the LHAC referred the information to Staff to conduct further research on the 2006 Census Data pertaining to the conditions of housing rentals by area, and to report back at a future meeting of the LHAC.

5. (7, 8) That the London Housing Advisory Committee (LHAC) heard a verbal update from S. Trosow, Chair, with respect to the LHAC's Alternate Member- at-Large position and received a Municipal Council resolution adopted at its meeting held on November 3,2008 with respect to the LHAC Terms of Reference relating to Alternate Members.

6. (Added) That the London Housing Advisory Committee (LHAC) heard a verbal update from D. Peckham with respect to the Governance Task Force and its proposed recommendations relating to Advisory Committees.

7. filed the following:

(a) (1) from its meeting held on October 8, 2008;

(6)

That the London Housing Advisory Committee (LHAC) noted and

the 5th Report of the London Housing Advisory Committee (LHAC)

8th Report of the CHLC

Appointment to the LHAC

Toronto's Ne g I i g e n t Landlords Face Fee for Inspections

Confidential Matters

Next Meeting

LHAC - 2

(b) (CHLC) from its meeting held on October 21, 2008;

(c) a Municipal Council resolution adopted at its meeting held on October 20,2008 with respect to the appointment of Rebecca Clark to the LHAC for the term ending November 30,2010; and,

(d) a communication from J. Binder, Canada Mortgage and Housing Corporation (CMHC), with respect to negligent landlords facing fees for inspections as Toronto announces a new unit to assess 176 of the worst Toronto buildings in first year.

8. following resolution prior to moving in camera from 2:20 p.m. to 2:34 p.m.:

That the London Housing Advisory Committee (LHAC) move in camera to consider a matter pertaining to personal matters about identifiable individuals, including municipal or local board employees relating to the 2009 Mayor's New Year's Honour List. The LHAC is submitting a confidential report to the Community and Protective Services Committee (CPSC) regarding this matter. (See Confidential Appendix to the 6th Report of the London Housing Advisory Committee (LHAC) enclosed for Council Members only.)

9. (LHAC) will be held on January 14, 2009.

(2) the 8th Report of the Council Housing Leadership Committee

(3)

(4)

That the London Housing Advisory Committee (LHAC) passed the

That the next meeting of the London Housing Advisory Committee

The meeting adjourned at 2:35 p.m

The employmeht Strategy; which of an effective,

The technology of "real time" signal priority, information.

pita1 cos: orders'of,goverriment,

50% Pr - 50% frari

The technology became operatiQnal

displays of next stop locations announcements of next stop locations

of route name, direction and destination via Global Positioning Technology, providing a

real time information for next buses - 8 malls, University of Western Ontario,

of "smart bus technology" is, critical to London Transit's Long Term ,.Growth includes bus rapid transit,service,,design. The technology suppo,rts the ,building ' .

tfficient and sustainable , , transit ,. . service benefiting all Londoners., . I

supports improved custoqer service and service delivery through the provision s3rvice information, on; board. announcement and .display of next stops, traffic' automatic passenger counts, interactive voice response and web based travel

of the system is budgeted at $6.5 miilion and is fully funded from the senior

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with the split being.as follows: vincial Gas Tax Program

,Federal Transit Trust Program (2005-2007) . ,

will be imp1emented:in two phases. Phase 1 includes the following . ., ._ items , . ,. .. . which . ., . , . . . commencing September 2008.

Phase I I targete L to be operational in the spring of 2009 includes: lnteracti e, telephone voice response with real time information for next buses and travel planning 1 . : '

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infomation via LTC website Passenger Countebs on 25 buses, supporting better service planning

signal priority - interfacing of bus fleet (service) to City of London's traffic

Other facts an figures Number of b u s i : 192 (141 of which aie low floor accessible) Number of route : 35 plus 3 community bus routes (26 of which are fully accessible) Number of stop Ridership: Service hours:

in excess of 2,500 (45% near side, 35% far side, 20% mid block) 21.7 million annually - approximately 75,000 passengers per weekday 530,000 annual revenue service hours

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Customer Service and Website Information (availabiliq varies - see specific items)

Will the real time service information be available on the LTC website? Yes, the information on the website will be based upon real time information for next bus(es). Information will be updated every minute. You will also be able to access future day/trip stop information to assist with trip planning based upon scheduled information. The real time service is anticipated to be available on the LTC website in the Spring of 2009.

When I call customer service do fhey have access to the real time information? Yes, customer service staff currently has access to real time information in responding to telephone inquiries regarding schedule information.

What is fhe Interactive Voice Response System? The Interactive Voice Response (IVR) System is a phone system that utilizes voice recbgnition technology to assist customers with planning their trips, or seeking schedule information on our conventional service. The Interactive Voice Response System is anticipated to be available in the Spring of 2009. The IVR will utilize real-time information when applicable.

For schedule information, the caller wilt identify the name and direction of the route they wish to travel on, the stop they will utilize and the day of week and time of day they wish to travel. The system will then provide schedule for that route, listing the scheduled stops and corresponding times. For trip planning, the caller needs to provide the same type of information as above, and then selects whether they would like to base their trip on the shortest travel time or the fewest number of transfers. Once all of the necessary information has been provided, the system will provide step by step\ inptructions to the caller to complete their trip. For a demonstration of the IVR system, please visit www.ontirti.com/demos/tripfinder.

Traffic Signal Priority for Transit How will transit signal priority interface with the new traffic signal system? The City’s traffic signal system has the capability to interface with the transit system (buses). Through established protocol, a discriminator and the optlcom transmitter provides the means for buses and traffic lights to interface. Experience in other systems where transit signal priority has been introduced have shown only minor temporary impact on signal timing progression. The regular timed progression is usually restored within 1 or 2 signal phases.

Will the link apply to every signalized location? While the potential exists that every signalized intersection could be activated the system will be implemented in a priority manner on the corridors identified as part of the Long Term Growth Strategy and other areas of significant delay to transit. The selected locations will be part of the discussion with the City of London.

Does the driver have control of the timing of the traffic signal? No, the activation of the signal is done automatically by the bus and is dependant upon establlshed thresholds (protocols) e.g. if bus is more than 3 minutes late the system will delay a red or extend a green to permit the bus to travel through the intersection.

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On Board Customer Information (currently available , on all buses)

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How will I know if the bus that has stopped is the one I want to board? An external announcement will be made :each time a bus stops and opens,.its doors. The announcement will provide the name'ofthe route the.bus is&krently operating on.

Will the "on-board information"

Where is the visual display located? ,The visual next stop sign is located near the front of the bus on a standard length bus and both ,at the front and in the'middie of articulated buses.

How loud will the on-board announcement be and is it controllable by the operator? The on-board announcements will be brohdcast through s,peakers on the buses.. The.volume is controllable by the operator only to a minimum levelwhich is set as part of the system parameters.

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announced audibly 'an ' . 'I

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Wayside Customer Information (available late September 2008)

How many wayside information signs will there be and where will they be located? There will be eight wayside signs (each with up to 8 lines of information). The signs will be located at the four major regional malls, UWO, Fanshawe College and in the downtown area.

Will the information be schedpled time or actual time? The signs will display real time information except if the next bus(es) are not anticipated for arrival until after an established time (e.g. beyond 30 minutes). In those instances scheduled time will be displayed and then real time displayed as the bus moves to within the set threshold.

How will the information be displayed at the wayside information signs? The signs will display route number, name and next bus arrival time. They will also display current time, and allow for special messaging, as may be appropriate.

How frequently is the inforkation updated? Vehicle locations are updated constantly, with updates to wayside signs occurring once every 60 seconds.

Where are the 2009 operating dollars invested (appliedJ? For the 2009 budget, personnel costs for London Transit employees (comprised of wages, salaries and employment benefits) represents approximately 61% of total operating expenditure, with fuel costs representing approximately 16%. The remaining 23% is allocated as depicted in the following graphic.

2009 Operating Budget - Items of Expenditure ($56.235 millionl - insurance

$1.619- All other $2.293

I I Bus Contract

MBint Service $3.341 $2.819

I I Facility Reserve $1.764 Funding

$1.064

How is the recommended 2009 operating budget funded (who pays)? As indicated in the following graphic, passengers (fares) fund 52% of the total operating budget. The City of London is next largest source of funding at 37%.

2009 Operating Budget - Sources of Funding ($56.235 million)

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' Operating 'Province Revenue of Ontario 51.612 53.497

What are the 2009 incremental operating funding requirements? London Transit requires approximately $4.5 million'in new pekanent ,operating investment in support of the 2009 budget: The $4.5 million is made up of thefollowing'major items:

$2.9 million relating to a net increase in direct operating expenditures attributed to higher cost of goods and sewices, 2008 flow through growth initiatives and 2009 new growth initiatives $0;9 million to cover the 2008 deficit resulting from"the net of higher than expected fuel ,costs (approximately 29% higher than budget) and higher than expected ridership ancl revenue largely impacted by the higher fuel costs. The Energy Management Reserve.and the General Operating

$0.4 million relating. to one-time funding in 2008 of Provinclal gas tax moneys to defer a fare increase .,, ,

$0.2 million relating to one-time other.operating sources of revenue in 2008' $0.1. million relating to one-time funding In 2008 from the General Operating to Address In part the impact of the cap in City of London funding

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Reserve will be used, for 2008.only, to fund.the deficit.,. . .

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How is the estimated $4.5 million to be funded? The 2009 operating budget calls for the estimated .,. . , $4.5 million in incremental funding to come from the squrces as &.out in the graphic below:,' " ' '

2009 Operating Budget- Proposed Fundhg Sources,.($4.5 . . million) , . . . , , . . * _. ...:, . . .

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Provindal Gas Tax $0.5 million (1 l.E%)

Does the 2009 operating budget provide for any new growth Initiatives? The 2009 operating budget, includes, an ,increased expenditure investment of $515,700 ($1,074,200 on an annual'basis) which provides for a numtjetof grQWth initiatives, including:

the annual addition of approximately 9,300 revenue service hours for conventional transit to mitigqte current overcrowding/schedule.adherence issues and to continue to expand the service the annual increase of 10,000 eligible passengeritips to help address current high level of non accommodated trips and continued growth in the number of registrants.

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Why such a substantiql . . , f g p . , , increase? The recommended "across the boardw'fare increase ranges between 8% and 10% for the various fare media, which is anticipated to raise an additional $1.999 million in revenue. The increase is net of a loss of an estimated 131,700 trips.

The significance of the,.increase is reflective of balancing .the level of public operating investment with what the passenger pays for the service to cover expenditure growth supporting the delivety of the services.

Why doesn't the increased ridership cover the incremental costs? The,more passengers thesystem carries the .greaier the'need'to invest to accommodate the.growth: The required investment is in both supporting capital investment in infrastructure (buses, facility etc) as well as operating investment supporting service growth. The need for the increased investment recognizes.that the growth in ridership is 1argely:occurring during peak periods when service is virtually at capacity and cannot accommodate the current rate of growth being experienced. Further, while there has been significant growth in peak service demand, off peak service has also grown, and while off peek capacity has not been as significant an issue, service has also had to be inFreased to cover the growth in demand.

ksUy, of note passenger fares dp not contribute to capital budget program requirements, i.e. buses, facility and other equipmenietc:, . . > _ i_

With .respect to .municipal; Investment, public transit systems receive an operating subsidy from the, municipality. The level of subsidy is dependant upon the level of supporVcommitment for the service by Municipal Council, balanced against competing. .demands for other services/programs. As a general principle, consistent support and commitment would mean that the more the system. carries, the more operating assistance is required.

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Why is there a funding issue given the receipt of transit specific funding from the senior orders o f government?

. . Provincial funding specifically.for transit comes from.three ,, programs, namely,' , , , ' ,

. , . ., , ' , 1. , State,of Good Reoair . . 0ntario'Bus.Replacement Program 1 ,

.P?ovincial:Gas Tax Program

The State of Good Repair moneys are one time moneys received from the 'Province. The moneys, identified for capital use only, were applied to the Commission satellite facility and bus replacement programs. , ,

The Ontario Bus Replacement program, as name implies provides 33% funding on the replacement cost of buses. It is for capital purposes only.

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The Provincial gas tax program is largely. intended to support growth capital initiatives leading to increased ridership, which in turn supports the sustainabiiity of London continuing to receive a representative share of, funding under the program: Thb,prograrn guidelines do not offer the flexibility to use certain of the funds for operating purposes.

Direct Federal funding for transit under the Federal Transit Trust programwas received on a "one time only" basis in 2006-07. The program restricts the funding for capital'purposes only. The funding was applied to London's satellite facility and smart bus technology initiatives.

The existence of one time moneys from the State of Good Repair and Federal Transit Trust 'have been critical to two specific programs i.e. satellite facility and smart bus technology initiatives. The combined estimated cost of the two .programs total approximately $28 million and the'above'referenced programs coupled'kith the use of Provincial gas tax funding have meantAthat the two programs are'fuliy funded by

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. , the senior levels of govemment. . ,

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If the City does not approve the requested 8.7% increase in their share of the program, what happens7

Should the 8.7% increase not be approved by Municipal Council (approve only the 3.5% cap amount), the Commission will take the $1 million in required funding from Provincial gas tax revenues to cover the 2009 operating budget program. In doing so, the Commission has directed.the Administration review and report back on the. long.term implications of maintaining .the established caps on City of London operating investment for2009 through.2012 including in the report the impact of same on the:

Long TermGrowth Strategy re: the Bus, Rapid.Transif system, including the ,, impact , . on seeking funding from the senior levels of government in support of the strategy facility (satellite) expansion program Le. have moneys to build the. facility ,but not, necessarily operate same

1, the impact on the level of Provincial gas'taxto be received on a going forward basis

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ability to,'maintain /support existing. service level. ' , 8, ' x . . . ; ; . ,

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Who pays for the capital investment and where has the.money been spent?

The following tables outline the capital iqvestment over the past three years and.that included in the 2009 budget as well as the various funding sources utilized. . .

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Capital Budget.Program Expenditure (mlllions)

Program 2006-2008 2009 Bus replacement and expansion $22,748 $6,956 Facility upgrades and expansion 26,847 1,400 Smart bus technology 6,523 0 Transit priority 1,000 500 All other 4,359 934 Total Droqram $61,577 $ 9,790

Capital Budget Program -Funding Sources (millions)

~i~otal I Oral Funding Source 2006-2008 2009 Citv of London $14,567 $ 5,029 Development Charges -City of London 1,623 568 LTC capital program reserve 3,611 270 Province of Ontario 28,275 3,923 Federal transit trust 13,501 -

$61,577 $ 9,790

Capital B.udget Program -%,Sharing

, . ' Total Total

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., 2006-2008 2009 23.7% , . 51.3%

Funding Source City of London'..' i7.+, ', . -

2.6% 5.6%

45.9% 40.1% 21.9% 0.0%

100.0%

' . .' , ' 5.9% 2.8% Developme LTC capital Province of Ontario ' .; Federal transit'trust: ' '

-'C& . , , of , , , .. London ,,

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. . 100.0% , . , . . , . , .,. ,

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What is London Transit's long Term Growth Strategy?

The Long Term Transit Growth Strategy is a series of initiatives to assist the City of London and the LTC in meeting the 10% transit mode share target by 2024 as set out in the 2004 City of London Transportation Master Plan. The strategy recognizes that in order to achieve the set target, it is necessary to build ridership through such initiatives as service improvements (design and delivery), transit priority measures, programs and investment involving all three levels of government. Other initiatives include transit friendly land use and development of a comprehensive parking strategy for the City of London.

What is Bus Rapid Transit (BRT)?

The London Transit Long Term Growth Strategy calls for the implementation of an Enhanced Corridors and Nodes Transit Strategy using a Bus Rapid Transit (BRT) platform. The platform promotes the use of higher order transit to improve the speed, frequency, comfort and reliability of transit services on key corridors connecting primary transit nodes and activity generators. The BRT platform provides a premium level of service to customers. The BRT system in London will feature higher levels of service and operating speeds, a range of transit priority measures, exclusive transit rights-of-way, faster passenger boardings and a system image that is uniquely identifiable.

The map below sets out the planned BRT routes, including the proposed levels of service for each.

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How will Bus Rapid System be developed7

It will be based on the principles of fiscal responsibility, maximum ridership growth and public support.

Fiscal responsibility, will be,. achieved~ by !ensuring corrldor'investments achieve 'the highest payback in terms of ridership and number of buses benefited. It also means balancing the dnancial resources required over the life of the plan in 5 year increments. Simple solutions that are cost effective would be the primary focus.

Ridership growth will be maximized by focusing ,infrastructure investment on well traveled corridors that are or will experience significant population growth over the life of the plan.

The system is supported by the implementation of the smart bus technology which provides the following features:

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automatic in vehicle visual and voice announcements of next stop locations automatic.,external vehicle ,announcements of route name, direction and.destination . . . . " , '

inteiactive telephone voice response with real time information for next

real time schedule inforpation yia website

.transitsignal priority *. .real'time.signagefor next bus information at nodes and major stops in

cohjunction with an effective marketing and branding campaign.

buses''? ,

' ~ ', automatic passenger counters on some buses

A business case assessment of the Long Term Growth Strategy, considering the economic, environmental and social factors concluded a net present value benefit of $156 million to the City of London over the next 25 years.

How many service levels does BRT recognize?,

There are four service levels within the:BRT network-The base service with 30 minute frequency during peak and non peak hours,.. secondary: service with 15 minute frequency during peak and 30 minute frequency during.off peak hours, primary'kervice with 10 minute frequency during peak and 20 minute frequency during off peak hours.and dedicated service with 5 minute frequency 'during peak and 15 minute frequency during off peak hours.

BRT will also utilize such features as signal priority (for all four service levels), queue jump (for secondary, primary and dedicated service), High Occupancy Vehicle (for primaly service level only) and bus only lanes (for dedicated service only).

How is the City of London Transportation Master Plan linkid to Long Term Transit Growth Strategy?

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On June 9, 2008 Municipal Council approved the Bus Rapid Transit strategy to be included in an updated City of London Transportation Master Plan scheduled to be undertaken in 2009. The goal is to ensure that people in London have affordable alternatives for accessible, convenient and safe transportation. The strategic objectives refer not only to public transit, but to developing and maintaining an integrated, effective and accessible multi-modal transportation system (roads, bike lanes, sidewalks, pathways and public transit). LTC's Long Term Growth Strategy aligns with the community strategic objectives regarding a progressive, sustainable transportation system.

To obtain more information regarding Long Term Transit Growth Strategy please Visit www.londontransit.ca.

London Transit Commissilon Term Transit

wervie

Updated September 'I 5,2008

City of London -Transportation Master Plan

The. .Transportatior) Master, Plan (TMP), approved by Mu.nicipal Council in 2004, establishes the frameworkfor developing a sustainable ,transportation system for the City of London. The TMP is based upon:

* establishing , , fiscally responsible plans for prioritized expansion, enhancement and improvement

= , optimi$ng existing capacity , . . , . ,

influencing change in trip making characteristics to reduce travel demand selecting achievable plans for prioritized expansion, enhancement and improvement

The TMP was approved with two linked strategies, .namely:

.In the Capacity Enhancement Strategy, '(8ase Case) public..transit and other.alternative modes continue to perform at the status quo (is. public transit maintaining current 6.9% mode share target) and the Transportation Master Plan (TMP) continu,es to function as a roads plan, Implemented with 32 roadway enhancement projects over 20 years. Thisstrategy formed the.basis for financial planning.

In the Transportation Strafegy, (BRT ,Case) public tqnsit'and 'other modes reach ,assigned targets, along with demand management and road capacity optimization programs, thereby reducing the number of additional road enhancement, projects,'by l&(each direction). Under this strategy, the following mode shift assumptions were,made:

transit mode share increases from:6,9% to 10% (with 20,07 ridership as the base, the increase in mode share"requires ridership?o increase:by35%, .by,2024) ..

10% of auto drivers, with 1 5% of home based work trip . road capacity.optimizatioti .re

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' - 10% of.auto drivers with a,.trip;length'ofless,than 2kms::shiff to walking . .

Meeting the transit,growth t is effective,:and,effi

1 is competitively'pric use policies and programs; and 1 has long term, sus

1. identify where, when and how improvements to transit service can be made in order to reach the mode stiare target

2. . identify, in concert with the City, transit priority.measures and locations for such .measures 3. include concepts and costs as part of LTC's .busin,ess'planning process

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Municipal Council, as,provided by the TMP: called for the LTC, as next steps, to:

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In response to the goal (10% transit mode share) and direction of the TMP the LTC developed a Long Term Growth Strategy which included a number of components including recommended Official Plan amendments (as discussed later in this report) as well as an "Enhanced Corridors and Nodes Transit S,trategy uslng a BRT platform. In addition: the LTC adopted and is proceeding with a number of related strategies such as employment of "smart.bus technologies" and "infrastructure renewal and expansion".

It is critical to recognize .that the Long Term Growth Strategy in general and BRT strategy specifically, in additlon to being linked and supported by other LTC initiatives, cannot be considered independently of the other objectives of the TMP, the City's Strategic Plan, Official Plan, and Financial Plan.

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London Transit Long Term Growth Strategy

The Long Term TranskGrowth Strategy recommends a series of initiatives to assist the City of London andthe LTC in meeting the 10% transit mode share target by 2024 as recommended and approved in the 2004 City of LondowTMP. This represents an aggressive yet achievable increase in transit ridership of approximately 35% to 28.1 million by 2024 from current 2007 ridership level of 20.8 million.

It is recognized that in order to meet the ridership target, it will be necessary to grow ridership beyond that which would be realized simply from population growth. It Will be necessary to build ridership through such initiatives as setvice improvements (design and delivery); transit priority measures, programs and investment requirements involving all three levels of government. Other initiatives such.as transit friendly land use policies in the City's Official Pian and the development of a comprehensive parking strategy are other elements of the LTC Long Term Growth Strategy.

The Long Term Transit Growth Strategy calls for the implementation of an Enhanced Corridors and Nodes Transit Strategy-using a BRT platform. The conceptual design is depicted below.

The Enhanced Corridors and Nodes Transit Strategy promotes the use of higher order transit to improve the speed, frequency, comfort, and reliability of transit services on key corridors connectihg primary transit nodes and activity generators. This includes connections between the four shopping centre sub terminals, the two post-secondary institutions, as well as two additional strategically located transit nodes and the downtown area.

The BRT platform provides a premium level of service to customers. BRT is defined as "bus services that are, at a minimum, faster than traditional "local bus" service and that, at a maximum, included separated lanes for bus operations." The BRT system for London will feature higher levels of service and operating speeds, a range of transit priority measures, exclusive transit rights-of-way, faster passenger boardings, and a system Image that Is uniquely identifiable.

The development of the BRT is based on the principles of.fisca1 responsibiiity, maximum ridership growth, and public support.

Fiscal responslbility is achieved by ensuring corridor investments achieve the highest payback in terms.of ridership and number of buses benefited. It. also means avoiding peaks and valleys of pubiic.investment and balancing the financial resources'required over the.iife of the' piavin 5-year increments.' Simple solutions that .are cost effective, tied into existing projects, and are, easy to

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implement would be the primary focus . . to avoid some of the risk in moving forward with large investment projects. Ridership groGh, would .be m&ihized by focusing infrastructure investment on well traveled corridors that are or will experience significant'population growth over the life of the pian and that experience levels of congestion that would benefit from some level of transit priority solution. Public support .would be gained :,by implementing minimal impact transit priority features on corridors first in conjunction with an effective branding and marketing campaign. This.wil1 help the public understand the benefits of the' service before more intensified infrastructure investments (l.e., exclusive bus lanes) are implemented that may be viewed in a negative manner by some residents.

The following table defines the four intensity levels of the BRT network. The network consists of both corridors that ?re. ready for immediate 'imp1 of. RpT,seyices.and, those .that need to be protected' for future BRTservices: While-both rridors require some level of investment to build ridershlp, the nature and magnitude ' of the investment (Ik. service Improvements. transit priority infrastructure, amenities,.and marketing) will differ depending on the characteristics of the corridor.

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Base Services are defined as a preliminary BRT service that provide basic bus service, with transit priority implemented at intersections where there is significant delay to increase the reliability of schedules. Base services have a low ridership growth potential relative to the other BRT corridors and, therefore, investment to help build ridership should be done slowly to promote fiscal responsibility and should not take preference over other BRT corridors.

Secondary Services provide a higher frequency service that is noticeable to passengers and allows for the provision of hlgher degrees of investment in transit priority to not only increase schedule reliability but also increase the speed of the service. Transit priority investment in these corridors should occur on a number of intersections to have a sufficient impact on the speed and reliability of service. Improvements to passenger amenities can begin to occur with this type of service in conjunction with a branding initiative that identlfies the corridor as a more frequent, reliable, and faster corridor for transit service. The provision of express service should be considered where appropriate.

Primary Services provide up to IO-minute combined peak period service frequencies on a dedicated rout+) spanning the length of the corridor. While there are many routes in LTC's system that already operate at this sewice frequency. designation as a Primary Service should require part of the service to operate in a semi-exclusive Right-of-way (ROW) for at least half of the trip or through a series of transit signal priority and queue jump lanes where the provisions of semi-exclusive ROW is not feasible.

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Dedicated Services provide 5 minute combined peak period frequencies or less on a dedicated route(s) spanning the length of the corridor. At this service frequency, the provision of an exclusive bus lane should span the majority of the corridor, with transit priority treatments in areas where an exclusive bus lane is not feasible

The approach ties the investment of different levels of transit priority, marketing, customer amenities, and service structure to a range of bus service levels. The objective of this approach is to ensure that the brandlnglmarketing of BRT services and infrastructure investment is appropriate to the level of service being provided, thus promoting the principles of'fiscai responsibility, maximization of ridership, and public support by outlining an incremental phasing strategy.

Based upon the above the following corridors and general phasing was identiiied:

Richmond Street Western Road 1 Wellington Road 1 Wonderland Road

I Dundas Street East I 1 Fanshawe Park Road 1

The following table sets out the annual Incremental capital and operating implications associated with the implementation of .the Long 'Term. Transit Growth (Strategy) Pian. AS referenced earlier, fiscal responsibility 'means avoiding peaks ,and valleys of public investment and. balancing the. financial resources.required over the life of the piamin 5-year increments. . . . .

. . ,., . .. . ..

The recommended strategy recognizes that LTC current. service is not poised for sustainable growth. Without significant, change in service design and .delivery, the current service will simply cost more to carry the same or fewer passengers than is currently the case.:'ln the best case, the system growth may keep pace with the population growth.

Business Case Assessment

The development of the Long Term Growth Strategy included a business case assessment of the proposed BRT. The buslness case assessment included. cons.ideration of the economic,, environmental and social factors associated with defining and developing a sustainable transportation system for the City of London. The business case assessment compared two transportation system strategies adopted by Municipal Council, namely the Capacity Enhancement Strategy ("Base Case") and the Transportation Strategy (BRT Case). The business case analysis expressed costs and benefits in present value terms over a period of 25 years. As described in the TMP, the assessment combines a. reasonable reduction in auto demand with transportation system. improvements to optimize the capacity of existihg facilities. The assessment concludes that the net combined respective benefits and costs associated with implementing the 25-year BRT Case, would result in a net oresent value benefit to the City o f London, as a whole, of $155.6 million. In other words, implementation of the BRT strategy, in concert with other elements of the

6

hybrid option, wo,uld,generate ,$1,56 million,:in total value for the City of.London versus the base case. The costing analysis'is summarized on the following table.

'The following table sets out the,cost comparisonof the "base case" to the "BRT case" resulting in a net economic (presept value) benefit of $155.6:million.

Business Case ksess'ment Bus RaDid Transit Strateav

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I :

Transit Travel Time Savings Vehicle Operating Cost Savings Accident Cost Savlnes

0.0 0.0 0.0

52.3 37.0 89.1

52.3 37.0 89.1

Translt Operating & Maintenance Transit Priorlty Cost Transportatlon Demand Management Cost Capacity Optimization Cost Roadway BRT Capltal Cost Roadway BpT Operating & Maintenance Cost Roadway Network Capltal Cost

639.6 0.0 0.0 0.0 0.0 0.0

400.7

742.5 102.9 4.3 4 3 4.4 4.4

17.0 17.0 97.8 97.8 0.8 0.8

195.3 (205.5)

The business assessment is based upon 100% dollars (Le. excludes consideration of sources of funding). Municipal fundlng contributions for the hybrid option (BRT scenario) versus the base case (roads first scenario) must be made clear. Moving forward, it is important to note that there are several sources of funding available to finance the BRT initiative that would not be available or as prevalent in a roads first strategy (Base case scenario). This indudes passenger revenues and federal and provincial contributions, yhlch In effect lower niunicipal investment requirements. The "all in" factors and approach used in the assessment are critical considerations when applying for funding from the senior levels of government. In fact, the model used is that which has been used by other municipal jurisdiction in support of their successful application for Federal and Provincial funding for transit initiatives. The TransDec model used in the assessment was developed for Transport Canada in assessing economic benefits for transit projects.

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Linking .City of London Transportation Master Plan to Long Term Growth Strategy

Over the period May 2008 to August 2008, both the Commission and Municipal Council adopted a series of resolutions that have the effect of.including the Long Term Growth,.Strategy as a key input.in the City's Transportation Master Plan moving to an inclusive transportation strategy for'the City of London versus simply as roads strategy the applicable resolution are set out below.

June 9, 2008 resolution of Municipal Council respecting the LTC Long Term Transit Growth Strategy:

That, on the recommendation of the LTC Long Term Growth Report Working Group, the following actions be taken with respect to the London:Transit's Long Term.Growth Strategy:.

a) the "Bus Rapid Transit"'he&ic&trategy,BE APPROVED,. as set out in London Transit's Long Term'Growth Strategy, for inclusion as the transit service strategy in the City's Transportation .Master Plan; and

b) the timely updating ,of the City's Transportation 'Master Plan (TMP) with. the focus of the update being to identify the "Transportation Strategy" as currently referenced in the 2004 Transportation plan ,BE APPROVED as the principal transportation strategy for the. City of London; .noting same would;,be amended to reflect.the Bus Rapid Transit strategy and that

, ,. the Civic Administration will 'develop a detailed'work plan for the updating of the TMP,setting out timelines, cost and sources of financing;: etc.. for presentation .and. review .by the Environment & Transporta$on,Committee at their, meeting.of July 14,2008,""

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. . . ..~,. . . . . ~, . .. . . , .. . ,. , . . . . , .

May 28, 2008 resolution of the Commission respecting participation in the updating of the Transportation Master Pian:

. . a) approved the allocation of $100,000 from the approved 2608 capital budget,for transit priority initiatives to support the timely updating of the C I S Transportation Master Plan, with the

- focus of .the update being to identii the "Transportation Strategy";,as currently referenced in the 2004 Transportation Plan and amended to reflect the Bus Rapid Transit strategy, as the principal transportation strategy for the City of London: and

b) ' directed the Administration report back to the Cornhission on the detailed Work plan for the updating of the Transportation Master Plan, which will set out timelines, cost and sources of flnancing, etc. as prepared by the Civic Administration, post approval by Municipal Council of the updating of the Transportation Master Plan.

August 18, 2008 resolution of Municipal ,Council .respecting the updating of the City's Transportation Master Pian:

a) The following information BE RECEIVED in response to.Councii's direction of June 9,.2008 The.preliminary work plan for the Transportation Master Pian update; ATransportation Master Pian update would require 18 months to complete: and A preliminary cost estimate anticipates a $500,000 cost for this project:

(i) (ii) (iii)

b) a "London Transportation Master,Plan Project Steering Committee" (The Steering Team) BE ESTABLISHED, comprised of representatives from the City of London Civic Administration and the London Transit Commission Administration;

c) a correspoqding project budget BE CONSIDERED, in conjunction with the Municipal Council's approval of the 2009 Capital Budget:

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8

d) the Project Steering Team BE ASKED to prepare a final Work Plan" prior to the Municipal t to' betterdefine , , prospective project

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e) the Civic Administration BE DIRECTED to allocate funding from the 2008 Operating Budget to permit thq commencementof the London Transportation Master Plan update, as soon as possible in 2008; it being noted that the London Transit Commission has approved a

contribution from its 2008 capital budget for transit priority.measures of $100,000 in order.to facilitate an early start to the project.

London Transit Administration..will sewe on the project Steering Committee.. Further to the approvai of the Long TernVGrowth' Strategy by Municipal Council, LTC Administration has had initial discussions with Ministry of'Transportation staff on the issue of Provincial supporVapprovai for the Long Term Growth Strategy. Further discussions with the Province will be held to ensure all necessary information is provided to garner Provincial support before meeting with Federal government representatives.

Linkto City of London - Municipal Council's Strategic Plan

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1 :

In June of 2007, Council approved the flrst edition of the 2007-2010 Council Strategic ,Plan. This plan Includes 8 Community Strategic Priorities which set out the direction of the organization based upon the community's hopes,,dreams and aspirations for London. The London Transit Commission's Lona Term Growth Strateov alians with one of these Strateoic.Priorities - Prooressive Transoortation Svstem.

The definition statement and goal statement of the Progressive Transportation Sjlstem Strategic Priority follow:

Definition Statement 'Building and co-coordinating an efficient and effective transportation network

Goal Sfafemef~t: Our goal is to ensure that people have affordable alternatives for accessible, convenient and safe transportation

The Strategic Priorities provide the high level of the Council Strategic Plan and Administration has been doing some preliminary work to further define the strategic direction of Council over its term. This includes developing strategic objectives and confirming strategic initiatives, measures and targets for each of the 8 Community Strategic Priorities, including Progressive Transportation System.

Administration met with interested individual Council members to obtain input about strategic objectives, measures and targets and has also reviewed current City master and strategic plans and Council resolutions to develop a draft set of strategic objectives, initiatives, measures and targets to bring to Council for discussion. These draft objectives were considered by the Working Group during the reconciliation process. The draft Community Strategic Objectives will be discussed with Council at the Committee of the Whole meeting on June 12,2008.

Draft Strategic Objectives in the area of Progressive Transportation System are: = Develop and maintain an integrated, effective and accessible multi-modal transportation system

(roads, bike lanes. sldewalks, pathways and public transit): Develop programs and land use patterns which support the use of alternative modes of transportation.

The LTC Long Term Growth Strategy aligns with the first draft Strategic Objective and the initiatives flowing from the strategy will be able to be linked to this strategic objective. The table below shows an exampie of how LTC strategic initiatives wiii be mapped to the Council Strategic Pian.

9

/. , . , i , . . .

effective and accessible.multi-modal

transportation system (roads, bike

lanes, sidewalks, pathways and .public

transit); , , .

Trakportation System Growth Strategyfor Public Transit -including BRT strategy

1 Linking of the Long Term Growth , . Strategy to Key City.of London

Pians = ,Supporting initiatives: Smart Bus

Technology; Satellite Facility Annual transit service plans

Develop programs and land use patterns which support the use of alternative modes of transportation

9 Develop Transit Supportive Land Use Patterns

Llnk to City of London - Official Plan

Land use and transportation planning must be integrated to. ensure transit-supportive and oriented development with appropriate land use densities, which balance the economic, social and ,environmental priorities of the municipality. Land use i s a key determinant. of transportation choices. Land use that is supportive of transit service will attract a much larger pool of potential riders without having to invest as high a cost in the level of service, as thatwhich occurs in an area that is not transit supportive.

Creating transit supportive development can be completed through a series of policies and practices that influence urban structure, mix of land uses, density of development,,distances to transit faciiitieslservices, corridors/right-of-way, and pedestrian amenities. This reflects the notion that encouraging transit- supportive development is not a matter that can be dealt with by focussing on one subject alone (e.g. density). Rather, it requires a system of policies working ,.together 'to'encourage highquaiity, transit- supportive communities.

in 2006, London City Council initiated the Official Pian Review in accordance with the Planning Act requirements that Municipal Councils determine the need to. undertake 'a review.of their Official Plan at least every five years. The issues identlied for review included the following:

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1 Growth Forecasts/Land .Needs - Commercial Policies Review

-' Affordable Housing =

Environmental Policies/Schedule 'B"

Residential 1ntenslfication.and lnfiii

Urban Desig.n/Creative Cities Task Force 1. Transportation Policies Review . . .

As part of the review process, the recommendations set out in the Long Term Growth Strategy related to the Official Pian were provided as input to the review process. The majority of the Long Term Growth Strategy recommendations submitted focused on the land needs, residential intensification and transportation topics, noting that transit-supportive policies are well referenced throughout ail sections of the plan.

Agendaitem# Pa e# -A

10

New policies were added to Chapter 18 -Transportation of the Official Plan.to identify transit nodes and corridors andto'add a new Figure,to the Plan identifying the corridors and nodes network. Other policies were added regarding land. uses .along identifled corridors, connections ' between 'the .pedestrian circulation systgm and transit routes;and the design of the road network in new developments to promote transit circulation and transit service within neighbourhoods.

Amendments were adopted by Municipal .Council:on March 3, 2008 as part of the approval of the updated Offlcial Plan. ., The updated Offlcial Plan .issubject t0.a statutory revkwby the Province, which should be in forceand effectby the end of 2008.

Link to City of London -Financial I .. Plan

With the updating of both the City,Transportation Master Pian and Official Pian to reflect the direction of London Transirs. Long Term Growth strqtegy . Im general and the BRT specifically the,'only remaining outstanding linkage is to the City's financial Pian: This will happen as a matter.of course as the updated Transportation .Master Plan with appropriate linkage to. other key plans, is used as the basis for preparing future financial plans, including the sources of financing.

A number of challenges will ,exist with the#financial plan when it is presented: . . , , . I

1. Affordqbiiity - master,plans tend to show fully the needs and desires of the service providers. The needs of taxpayers are realized at the time the'impact an budget planning occurs (financial plan). Taking the 'current financial plan,, and adding the'Bus Rapid Transit requirements (assuming 2/3

. . 'financial support from senior levels of'government),', will require an additional 'investment of at least $4 million'more pet year for transit alone; noting the impact (positive or negative) on the roads budget has not yet been determined. The business case suggests that there are net benefits to the community. to implement this strategy. The financial pian dealing with implementing the BRT strategy suggests additional investment in transportation wiii be required by local taxpayers. The decision point for Council is: should that additional investment come from the taxpayer (increased taxes), 2 by redwinghedirecting resources from other parts of the budget

2. if it is the latter, which services should be reduced? Balancing between the ieveis of investment suggested in each service against other, equally valid, service demands.

On a going forward basis to assist Municipal Council in dealing with these decisions:

. T.he budget will be presented in, a service based view (bundling); for example, transportation - roads, transit, parking, foot paths and bike paths. This will allow Council to see the total investment in transportation services (which for capital will form close to 50,% of the plan by 2017).

9 ' The new Developmentcharges Background Study will be complete by mid 2009. It is hoped that changes brought forward as a result of various other initiatives will allow greater use of growth funds to fund growth projects, creating more capacity in the rate supported funding to accommodate additional works. ~ In addition, Council must continue to seek changes to Development Charges legislation to ensure government grants are directed solely to the lmprovementlexpanslon of services rather than reducing the financial support of development charges. The changes sought include: - moving from a retrospective standard for transit based on the previous 10 years to a standard

based upon the same process as used for roads, (Le. not limited by the 10 year historical service standard) but rather on a IO-year going forward capital program and 20-year forecast plan.

. eliminating the 10 per cent statutory reduction for transit. The 10% reduction, while a statutory requirement, is arbitrary.in nature. A more equitable approach 'would be to treat transit growth capital costs in the same'manner as.the growth capital costs'for other services such as Fire and Police and infrastructure: Services (water, roads'and sewers) noting the 10% does not apply to such services.'

amending the requirement to offset capital growth costs by the receipt of reiated,funding from the provincial and federal governments, to include.specific program reference, or eliminating the requirement completely.

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Further it is expected that many of the reviewslassessments completed as part of the 2008 development charge review will be key inputs to updating the TMP.

The outcome of discussions with the senior levels of government should be known. Accessing funding from the senior .levels of government (for.transit), municipalities will need to have in place a weii,defined transitltransportation strategy supporting a sustainable environment that'is linked in terms of objectives and direction to similar strategies of the senior leveis of government. Other municipalities that have made applidation for funding using the same or similar approach as envisioned for London received on average approximately 66% funding for related capital investment requirements. Specifically, municipaiities'wili'have to demonstrate:

9 They have a supported defined transportation pian and related implementation strategy (to be addressed with the updating of TMP);

9 that 'land-use and transportation pianning.are integrated. to.ensure thatdeveiopment.supports transit and is oriented. toward%; that is public transit is used to facilitate and shape growth (addressed as part of the Official Plan update process); a commitment to developing a sustainable transportation system with public'transit as a focal, including a commitment to share in the funding. (linked to the.City's Strategic Plan; updated TMP and resulting link tb the Financial Plan); and the plan provides a critical 'business (cosffbenefit) case assessment that considers such factors as congestion management, environmental impact, social impact (community access by all residents, and economic impact" (completed as part of the Business Case Assessment)

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- I Page 1 of 2

Period of construction

(11)

construction Total - Perlod of

2006,Census: Data products 7 Topic-based tabulations >

Period of Constryction (II), Structural Type.of Dwelling (ZO), Housing Tenure (4) and Condltion of Dwelllng (4) for Qccupied Private Dwblllngs of Canada, Provinces, Territories, Census Divisions and Census Subdivisions, 2006 Census -20% Sample Data

Condition of dwelilng (4)

Total - Condltion of Regular maintenance Minor Major dwelling ' only repairs repairs

145,525 102,175 I 34.570, 8.775 1

Geography = London, CY I

3,850! ~ 9,9601 1380 47t:I ,

1920 or before

1921 to 1945 9,765; 3,455; 1,315

22,640 14,070 6,730i 1,645' 1946 to 1960

15,115 6,4101 1,640 23,170 i 1961 to 1970

1971 to 1980 28,6601 20,240 6,9001 1,615

1986 to 1990 -i.-.--" 13,500' 10,695 2,5001 300

245 1991 to 3995 9,6901 7,855 1,590j

1996 to 2000 ! 7,210! 6 655 5051

2001 to 2006 1 9,4651 9,145 295

1 -__-.---__ -

___I_---- -_- ". ~ j __" ____ - __.I

1-

. ,

._____-____ ~ ~

1981 to 1985 11,4651 2,340; 345 I

.I..--

L ~ . . . . . ~ ~ . " ~ ~ . I ~ _ ~ ~ . ~ . ~ ~ . ~ --I L ._...._.,_l.....__.__._._ ..

30 -- Note(s) :

1. 2001 to 2006 includes data up to May 18,2006.

I Structural type of dwelling ( I O ) Total -Structural type of dwelling I I Housing tenure (4) = Total - Houslng tenure I

of 2

Structural type of.dwelling ( I O ) =Total -Structural type of dwelling

Housing tenure (4) =,Rented:! ' . ---.__I- ~ -..-.-_ ___.

--.-.-.-.---_I- . .. .................................... .,.- .............. ...

. . Condition of dwelling (4)

Period of construction ' Total -Condition of1 : Regular mai Minor\. ' Majc only repairs; repaii (11)

Total - Period of

construction 54.885 36,250, 13,655 4,9€

1920 or before .. . . 3,390.. 1,655 1,155' 51

3,390 ,110' 6:

4,000 2,280 8s

11,715 7,130 2:

)---.-----------------.--.-----.- . .......

I "t --_.I_.-.. _..

dwelling! -- r--_._l__-l_l-----I ---._.__

_.--_.-l_--l-_.l-.. -._- ................... ............... ........ . . . . . . . . . .

.................. ......,. ................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

---1--.---.-- ..---..---I.. ..-_-I ~

1921 to 1945

1946 to 1960 7,175

1961 to 1970

1971 to 1980 13.540: 9,310

1981 to 1985 5,355: 4,070;

1986 to 1990 4,070: 3,135:

...

................................... ... ......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . <

_-I.---.-.-" .-I- _.-._._.___ ............................ I .... ... .................. ............................................ ., . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

..-...-.---..-....... i ... ................ ..........................................................

................... .........................................................................................................

Censu,$ 2006 Census: Data .proclucts > Topic-based.tabulations >

Period of,Construction ( I I ) , Structural Type.of Dwelling.(lO), Housing Tenure (4) and.Condition of .Dwelling (4) for 0.ccupied.Private Dwellings of Canada, Provinces, Territories, Census Divisions and Census Subdivisions, 2006 Census - 20% Sample Data ' ,

,2001 to 2006 1. 1,540 1,480.' -̂ ._ ,-__--.____" ............................................................................ Note(s) :

1,oz 3,185

1,045 2:

760 1:

575 1.

130.

65

. .

...................... ....

. . . . . . . . . . . . . . . . . .

. . . . ..........

....... .....

................ ..

1. 2001 to 2006

Includes data up to May 16, 2006.

Source: Statistics Canada, 2006 Census of Population.

How to cite: Statistlcs.Canada. 2007. Period of Construction (1 I), Structural Type of Dwelling (IO), Housing.Tenure (4) and Condition of Dwelling (4) for Occupied Private Dwellings of. Canada, .Provinces, Territories, Census Divisions and Census Subdivisions, 2006 Census.- 20% Sample Data (table). Topic-based'tabulation. 2006 Census of Bopulation. Statistics Cana,da catalogue no. 97-554-XCB2006023.:0tawa. Released September 12,2007. . .

http:l~l2.statcan.ca/englishlcensus06/dataltopicslPnnt.c~m? PID=89063&GID=773~95&D1=O&D2=~&D3=O&D4=O&D5=0&06=0 (accessed November 12,2068). . '

f2 I

1971 to 1980' 15,120 10,830, 3,715, 570 I 1981 to 1985 6,110' 4,705:' 1,290 I 115,

1986 to 1990 9,4301 7,555: 1,740 : 130i

..._.._._I.._ _ ......................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............ ,, -__ -.-.- ~.,--.-~.--- .....__..__._l_._- ~ I-.-.. - .."_ .. .. ".,~ ,___l.,._.,l

....... ~ _ " _ LI__ .............. -.- . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5,160~ I 1,010' 95 6 270 ._ 1991 to 1995 l..---"ll.-...l--l -".I-_ . ... ......................... ...... ....... . . . . . ......

Census > 2006.Census:.. D.ata.,products. > Top.ic-h.ased tabulations 7

Period of Construction (II), Structural Type of Dwelling (IO), Housing Tenure (4) and Condit ion of Dwelling (4) for Occupied Private Dwellings'of Canada, Provjnces, Territories, Census Divisions.and Census'Subdlvisions, ZOOI'Census - 20% Sample.Da$a

Geography = London, CY Structural type of dwell


Total -Period of

. . . .............................................................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . 1920 or before

1921 to 1945

1946 to 1960

1961 to 1970

__.__...__..I__.

1. 2001 to 2006

Includes data up to May 16,2006.

Source: Statistics Canada. 2006 Census of Population.

How to cite: Statistics Canada. 2007. Period of Construction (1 I), Structural Type of Dwelling (IO), Housing Tenure (4)

and Condition of Dwelling (4) for Occupied Private Dwellings of Canada, Provinces, Territories, Census Divisions and Census Subdivisions, 2006 Census - 20% Sample Data (table). Topic-based tabulation. 2006 Census of Population. Statistics Canada catalogue no. 97-554-XCB2006023. Ottawa. Released September 12, 2007, http://wwwl2.statcan.ca/english/censusO6/data/topics/Print.cfm? PID=89063BGID=773795&Dl =0&D2=1 &D3=0&04=0&D5=O&D6=0 (accessed November 12, 2008).

h t t p : / / w w w 1 2 . s t a t c a n . c a / e n ~ 1 i s h / c e n s u s 0 6 1 ~ = 7 7 ~ 7 1 1 /17/7(1fl8

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7 2006 Census: Data products > ToDic-based tabulations >

Period of Construction ( l l ) , Structural Type of Dwelling (IO), Housing Tenure (4) and Condition of Dwelling (4) for Occupied Private Dwellings of Canada, Provinces, Territories, Census Divisions and Census Subdivislons, 2006 Census - 20% Sample Data

Condition of dwelling (4)

Total - condition of Regular maintenance Minor Major

Geography = London, CY Structural type of dwelling ( I O ) Apartment, bullding that has five or more storeys I

($1) dwelling only repairs repairs

construction Total - Period of

1920 or before ..

1921 to 1945 1946 to 1960 . ,

25,715 19,480 1,570 18Oi ; '' 135 20 4051 240

1.9553 2,3001 480 ! 270

Back to referrina Daae

httn://wwwl2.statcan.ca/enolish/censns~h/~~i~/innic.c/Print r.fm7PTT)=89nh7~~~rTn=7717 1 1 /17./7.nn8

1961 to 1970 6,015j 4,055 1,4351 525 8,2501 6.085 1,5751 590 1971 to 1980 --- ____._ ._.___..__,.__.C_____._.,.,~.--,,,.._.. $ ~ - ~ .

1981 to 1985 2,660 2,310 4501 95

1991 to 1995 2,010, 1,755 200: 55

1996 to 2000 6601 620 20 1 10

2,225 1,850 325 j 50 -----_I--_ _" ~

1986 to 1990 --

_lll_--l-.l.l.ll I

2001 to 2006 I 1,155 1,115 45 ; 0

Note@) :

1. 2001 to 2006 lncludes data up to May 16,2006.

of 2

C.e.n.sus > 2OQ.6 Census:. Data products > Topic-based tabulations

Period of Construction ( I I ) , Structural Type. of Dwelling (IO), Housing Tenure (4) and Condition of Dwelling .(4) for Occupied, Private Dwellings of Canada, Provinces, Territories, Census'Divisions and Census Subdivisions, 2006 Census - 2O0h Sample Data .'

' 'Geography = London, CY

Structural type of dwelling ( I O ) ='Apartment,:building that has fewer than five storeys

Housing tenure (4) = Rented --

-- ................

' . , , ' . Condition of dwelling (4) ~ ~ . ~ - - - ~ .__-__.__I.__.,_....._ . - _ .

d of construction : Total -Condition of!--yGuE maintenance: dwelling;

I_-.---- &_ .. -.--. "--_l.- ..... ..__.._.._ -._.. . ..--...

14,025 I~ .111_.1̂ I..-_ -. -̂ . ... ................... ............

1,910' ....... ........................................................................ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1,670

2,875

3,045

.. 760 ' . . 19 2,435

935

515'

345

250

30

---- i_l-1_--.11-.. . -.--.I--_ "I--_ . ........ ............ ....... .

.. L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,,.. . ..,... . , , . .

l..-__._.,_. I_L_- " ._.._l-.._-..l, I --- ........ .....

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

................... ........ " ........... _/. ..................

. ... ....... -. ............. ..................................................................

-_ll.-__.̂ ,̂--.._̂ ..-. .-_.. "...-.I_ ............... ~ ...... ..... ...... _ _ .. ................... ...........................

. ........................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _.

--------.-----.---.. ..-- .. I -I..__- -I_._ .............................. ^ .......................

. 2001 to2006 Includes data up to May 16, 2006:

Source: Statistics Canada, 2006 Census of Population. How to cite: Statistics Canada. 2007. Period of Construction (II) , Structural Type ofpwelling (IO), Housing Tenure (4)

and Condition of Dwelling (4) for Occupied Private Dwellings of Canada, Provinces, Territories, Census Divisions and Census Subdivisions, 2006 Census - 20% Sample Data (table). Topic-based tabulation. 2006 Census of Population. Statistics Canada catalogue no. 97-554-XCEI2006023. Ottawa. Released September 12,2007. h t t p : / / w I 2.statcan.ca/english/census06/data/topics/Print.cfm? PID=89063&GID=773795&D1=8&D2=2&D3=0&D4=0&D5=O&D6=0 (accessed November 12,2008).

............. Back to seferri.ng page

of 2

! -.--.-..-.... . Condition of dwelling(4)

I ....... .: ..

Period of construction :

.C,e.n~s~us =. 2 Q O B Census; Data products > Topic-based ta.bulati.ons >

Period'of Construct ion (II), Structural Type,of Dwelling (IO), Housing Tenure'(4) and Condition of Dwelling (4) for Occupied Private Dwellings ofCanada, Provinces, Territories, Census Divisions and Census Subdivisions, 2006 Census - 20% Sample,Data ' . . ' , , . .

~ ........ X.."... . ._ ............. .... ~ . , .. ......_...I. ~ . . . . . . . . . .

.............. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . __ . . . . . . . . . . . 85 65. 10

120' 55 40 15:

160' 120 565 280

760 580 5

180'

90

. .~ ...... _... ~ .... ~ . _._.I- ~ .- ....... ._ -. ......... ...........

... ....... ............ ............. . . . . . . . . . . . . . . . . . . . . . . . . . . . .-

. . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,280 595

785, 34 - " ............... ........ .... ......... 1,070 690, 300' 75

805: 485 255 70, O j

-_.. .-~ ...................... ..................... ~ ......

-.-----..----_,-.- . ........... "_ . .,..: ...-.._- ....... ...... ........................... ....................... . . . . . . . . . . . . . . . . . . . . . . ...

260 : 215' 50

205' 190 ' 15 0 ... .- -1 ~ " .. ................... .

1. 2001 to2006

Includes data UD to May 16. 2006.


How to cite: Statistics Canada. 2007. Period of Construction (1 I), Structural Type of Dwelling (10):Housing Tenure (4)

and Condition of Dwelling (4) for Occupied Private Dwellings of Canada, Provinces, Territories, Census Divisions and Census Subdivisions, 2006 Census - 20% Sarnple.Data (table). Topic-based tabulation. 2006 Census of Population.

Statistics Canada catalogue no. 97-554-XCB2006023. Ottawa. Released September 12,2007. http:/l~l2.statcan.calenglishnsusO6/dataltopicslPrint.cfm? ' , .

PID=89063&GID=773795&DI =6&D2=2&D3=0&D4=0&D5=0&D6=0 (accessed November 12.2008).

.- -~

Page 1 of 2

.Gen.su.s > 2006. ,G.en.susi Data, p.roducts ? Topic-based tabulations >

Period of Constrqction (11), Structural.Type,of Dwelling ( I O ) , Housing Tenure (4) and Condition of Dwelling (4) for Occupied Private Dwellings of Canada, Provinces, Territories, Census Divisions and Census Subdivisions;2006 Census - 20% Sample Data

.Geography =,London, CY

otal - Perlod of

-l-.l_..__-l .... I .................................... .. . . . . . . .................................

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

_.I_- L _.I_.__..___.._.__. ... .... - _ ....... ” ........................................ ....................

........................................ ........................ ._ .................... ......................... . . . . . . . . .

._ .............................

. . . . . . . . . . . . . . . . . . . .

.... ..................................... .......................... .. . . . . . . . . . . . - .- . . . . . . . ,, . . ,.

..... . ”..__ ............. ~ .... .................................................. . . ~

1. 2001 to 2006 includes data up to May 16,2006. J

Source: Statistics Canada, 2006 Census of Population. How to cite: Statistics Canada. 2007. Period of Construction ( 1 l), Structural Type of Dwelling (IO), Housing Tenure (4)

and Condition of Dwelling (4) for Occupied Private Dwellings of Canada, Provinces, Territories. Census Divisions and

Census Subdivisions, 2006 Census - 20% Sample Data (table). Topic-based tabulation. 2006 Census of Population. Statistics Canada catalogue no. 97-554-XCB2006023. Ottawa. Released September 12, 2007. http:/~l2.statcan.calenglishIcensusO6ldata/topicslPrint.cfm?

PID=89063&GID=773795&D1=1&~2=2&D3=0&D4=0&D5=0&D6=0 (accessed November 12,2008).

of 2 I

Period of Construction ill), Structural Type of Dwelling ( IO) , Housing Tenure (4) and Condition of Dwelling (4) for Occupied Private Dwellings of Canada, Provinces, Territories, Census Divisions and Census Subdivisions, 2006 Census - 20% Sample Data

Geography = London, CY Structural type of dwelling (IO) =Apartment, duplex

Housing tenure (4) =Rented -

----

. .I__ .... . -- ..................... ................................. .. Total - Period of

................ .............. .,.,.. ............................................ .. , . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . ...............

. . . . , . ............... .., ..................................... .....,.,. .............

---_._.I-.----__---L--l-l.. .......... . ...,... ..................................... . . . . . . . . . .

. . . . . . . . ,. .

.................

I. 2001 to 2006'


How to cite: Statistics Canada. 2007. Period of Construction (1 I), Structural Type of Dwelling (IO), Housing Tenure (4)

and Condition of Dwelling (4) for Occupied Private Dwellings of Canada, Provinces, Territories, Census Divisions and

Census Subdivisions, 2006 Census - 20% Sample Data (table): Topic-based tabulation. 2006 Census of Population. Statistics Canada catalogue no. 97-554-XCEI2006023. Ottawa. Released September 12,2007:

http://wwwl2.statcan.ca/english/census06/data/topics/Print.c~? PID=80063&GID=773705&DI =7&~2=2&D3=0.&D4=0&D5=0&D6=0 (accessed November 12,2008).

Back to referr!napage

..........

I , Page 1 of 2

C,e.nsus > 20-06. Cen.sus:.,Data.. products Topic-based, tabulations >

Period of Construction (II), Structural Type of Dwelling. ( IO) , Housing Tenure (4) and Condit ion of Dwell ing (4) for Occupied Private.Dwellings of Canada,,Provinces, Territories, Census Divisions and Census Subdivisions, 2006 Census - 20%'Sample'Data

Geography = London, CY Structural type of dwelling ( I O ) = Semi-detached house

I Housing tenure (4) = Rented

Condition of dwelling (4) 1- . _l__-.-.l_---. _ _ _ _ _ r _ _ l ~ . 7" . ...... ....

Total -Condition of! Regular maintenance: Minor: Major Period of construction . dwelling! only: repairs repairs !

I

(11)

Total - Period of

constructiii 1,335 700 . . .... ........ ................. 460'

55

30

.. , . . -.-_ .__T1___.l -.,_-._I " -_ *. . . . .

- 55 ' . . 1920 or before 135.

........ L..._....l.._l._. ............... i .................................................................................... . . . . . ...... , .

"_ .-, 1921 to 1945 85. 35

1946 to 1960 255 ' 135% 95 '

130' 95.

1971 to 1980 260' 115' 110'

I__".- ----. .... - _ _ ........ ...................... . .......... . .,..... . . ....... ................................ ,- ...... i ........................

----.... i 1961 to 1970 ,2801

....... ..... _ ................. ......................................... ._ ........ ..................... _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1981 to 1985 110: 65. 30' , 10

95 75' 15 1986 to 1990

1991 to 1995 85 65 15.

-.I.-".---_--_.-".^- .... ........ ............. . . . ..................................... '

............ ............... . -. ........... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.......................................... -.-.l-ll-,l.-... . . . . . . . . . . . . . . . . . . . . . . . . . ............ 1996 t0.2000 20 I O . I O . .......... .- ....... .......... _.__ ............. ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2001 to 2006 ' I O ' IO 0 -"_._---- . ... ....... ~ . .... ............................. Note(s) :

1. 2001 to 2006

Includes'data'up to May 16i2006.


How to cite: Statistics Canada. 2007. Period of Construction (1 1). Structural Type of Dwelling (IO), Housing Tenure (4) and Condition of Dwelling (4) for Occupied Private Dwellings of Canada, Provinces, Territories, Census Divisions and Census Subdivisions, 2006 Census - 20% Sample Data (table). Topic-based tabulation. 2006 Census of Papulation. Stati,stics Canada catalogue no. 97-554-XCB2006023. Ottawa. Released September 12.2007.

PID=89063&GID=773795&Dl=5&D2=2&D3=O&D4=0&~5=O&D6=0 (accessed November 12,2008). '

http:/lwwwl2.statcan.ca/english/~nsusO6/data/topics/Print.cfm? , .

B~.ck. !o..r@ferring .gage

http://wwwl2.statcan.calen~lishensus06/dataltooics~rint.c~?P~~=X9061~eCTT~=7717 1 1 / I 7/71108

...... . . . I ~~ ~

",

Period of Constructioii (1 l), Structural Type of Dwelling (lo), Housing Tenure (4) and C... Page 1 of 2

&.e.n.s.us > 20.0.6.C.~.nsus: Data products > To,pic-bas.ed ta.b.u!.ations, >

Period of Construction (I I) , Structural Type of Dwelling ( IO) , Housing Tenure (4) and Condition of Dwelling (4) for Occupied,,Private Dwellings o f Canada, Provinces, Territories, Census Divisions and Census Subdivisions, 2006 Census - 20% Sample Data EI

. ,

Select another geographic area for this product

[ Geographic. ..index 1 Geograph.ic Hierarchy Browser ] London, C Y

Select another dimension for this product: Struct

......................... _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

London, CY


." ~ ... .- ........ . . . . . . . . . . . . . . . . _. .. . . . . . . . . .

. ................ .",

. . . . . . . . . . . . . . . . . . . . . ._ . . . . 1961 to 1970

1981 to 1985

.. ./. i.:: .,r.. ..... I .........

1. 2001 to 2006

Source: Statlstics,Canada, 2006 Census of Population, Statistics Canada catalogue no. 97-554-XCB2006023.

of 2

Census 7 2pQ6.Cens.u~: ,Data,,.products > Top:lc-based tabulations >

Period of Constryct i .on,( l l ) , Structural Type of.Dwel(ing:(IO), Housing Tenure (4) and Condit ion of Dwelling (4),for'Qccupied PriGate Dwellings of Canada, Provinces, Territories, Census Divisions and Census Subdidons,'2006 Census - 20% Sample Data ' . '

Geography = London, CY Siructural type of dwelling (10) = Other single-attached house

Hou$ing tenure (4) ~ R e n t e d ---

. . . . . . . . . . . . ............. . ., . . . . . . . . . . . . . . . . . . ,,

................

........ ... ....... _. .......... ............


How to cite: Statistics Canada. 2007. Period of Construction (1 I), Structural Type of Dwelling ( IO) , Housing Tenure (4)

and Condition of Dwelling (4) for Occupied Private Dwellings of Canada, Provinces, Territories, Census Divisions and

Census Subdivisions, 2006 Census - 20% Sample Data (table). Topic-based tabulation. 2006 Census of Population. Statistics Canada catalogue no. 97-554-XCB2006023. Ottawa. Released September 12, 2007. http://~l2.statcan.ca/english/censusO6/dat~/topics/Print.cf~? ,,I. , ' PiD=89063&GID=773795&Dl=9&b2f2&D3=O&D4=O&D5=O&D6=0 (accessed November 12,2008).

B.ack.tO. referdng..tme.

of 2 F

Period of Construction (ll), Structural Type of Dwelling (IO), Housing Tenure (4) and Condition of Dwelling (4) for Occupied Private Dwellings of Canada, Provinces, Territories, Census Divisions and Census Subdivisions, 2006 Census - 20% Sample Data

Geography = London,.CY

Condition of dwelling (4)


.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,. ,.,

, . ...... .... . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . ...............

., ,. ... ...... .......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

. .... . . . . . . .

., . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

._-l--.._-_c . ................. ^ ....................... ....... ...............

1. Movable dwelling

2. 2001 to 2006

Includes mobile homes and other movable dwellings such as houseboats and railmad cars.

’ Source: Statistics Canada, 2006 Census of Population. How to cite: Statistics Canada. 2007. Period of Construction (1 I), Structural Type of Dwelling (IO), Housing Tenure (4) and Condition of Dwelling (4) for Occupied ,Private Dwellings of Canada, Provinces, Territories, Census Divisions and Census Subdivisions, 2006 Census - 20% Sample Data (table). Topic-based tabulation. 2006 densus of Popuiation.

Statistics Canada catalogue no. 97-554-XCB2006023. Ottawa. Released September 12,2007. http:/~l2.statdan.ca/english/censusO6/data/topics/Pnnt.cfm? PID=89063&GID=773795&D1=3&D2=2&D3=0&D4=0&D5=0&D6=0 (accessed November 12,2008).

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