the corporation of the town of midland general … documents/agenda - general... · 2017-04-06 ·...

THE CORPORATION OF THE TOWN OF MIDLAND GENERAL COMMITTEE MEETING

Monday, April 10, 2017

Available in an accessible format upon request

7:00 p.m. COUNCIL CHAMBERS

Chair – Deputy Mayor Mike Ross DECLARATIONS OF PECUNIARY INTEREST SECTION A – OPERATIONS / ENGINEERING MATTERS (To be referred to the Chair, Councillor G. MacDonald) 1. OP-2017-009 Yonge Street (First Street to Eighth Street) “Road Diet” Mr. M. Cullip, P. Eng., C.C. Tatham & Associates Ltd. to make a presentation. Report dated April 5, 2017, from S. Berriault, Director of Operations,

recommending that Council endorse the “road diet” recommendations related to the travel lanes on Yonge Street from First Street to Eighth Street as outlined in the Staff Report OP-2017-009; and that staff be authorized to undertake the work required to implement the reconfiguration recommendation within the 2017 General Resurfacing budget.

SECTION B – ADMINISTRATIVE MATTERS (To be referred to the Chair, Councillor G. Canning) 1. CAO-2017-7 OPP Costing Ad Hoc Committee

Report dated March 28, 2017, from J. Skorobohacz, CAO, recommending that the governance structure for the OPP Costing Process Ad Hoc Committee be amended.

2. CL-2017-13 Municipal Policy for Breastfeeding in Public Places Report dated April 10, 2017, from K. Desroches, Acting Clerk, recommending that

Council approve the Municipal Breastfeeding in Public Places Policy. 3. CL-2017-14 2018 Municipal Election – Alternative Voting Options Report dated March 27 2017, from K. Desroches, Acting Clerk, recommending that

staff be directed to proceed with the recommended Internet/Telephone voting as a pilot for the 2018 Municipal Election; and that the Clerk be requested to provide an assessment report following the 2018 Municipal Election respecting the utilization of these two methods of voting.

4. Road Closure Request – Candlelight Tribute Ceremonies Letter dated March 24, 2017, from The Candlelight Tribute Committee, requesting

permission to conduct the above ceremonies on May 10, 2017, at the Cenotaph, and further that Council approve the closure of King Street, from Hannah Street to Colborne Street on that day from 6:30 pm to 9:00 pm.

Road Closure - Candlelight Tribute

CAO-2017-17

CL-2017-13

OP-2017-009

CL-2017-14

- 2 - 5. Paint in the Park Letter dated March 7, 2017, from Ms. K. Mealing, Director, Quest Art School and

Gallery, requesting permission to hold weekly “Paint in the Park” sessions for their members, in Little Lake Park every Thursday from July 6 to September 21, 2017, from 4:30 pm to 6:30 pm, throughout the park.

6. Wellness Fair Email dated March 26, 2017, from Mental Wellness Ambassadors at Georgian

Bay District Secondary School, requesting permission to host a Wellness Fair on May 24, 2017, from 12:30 pm to 3:00 pm, at Little Lake Park, and further requesting the use of the pavilions, washrooms, beach volley-ball courts, playground equipment, Frisbee golf and picnic tables between the hours of 10:00 am to 7:00 pm.

7. Walk for Dog Guides Event Letter dated March 21, 2017, from Ms. R. Hounsome, President Midland Lions

Club, requesting permission to conduct their Walk for Dog Guides event on May 28, 2017, commencing at 1:00 p.m. from the Midland Town Dock, along the Rotary Trail to Aberdeen Boulevard then back to the Dock.

8. Barnstormer Boathouse Oktoberfest Letter dated March 28, 2017, from Ms. M. Moore, Events Coordinator, Barnstormer

Brewing & Distilling Company, requesting permission to host the first annual Oktoberfest in partnership with The Boathouse Eatery on Friday, September 22nd from 2pm - 11pm; Saturday, September 23rd from 11am – 11pm; and Sunday, September 24th from 11am – 4pm, at one of the two location options provided.

9. Midland’s Sixth Annual Random Act of Kindness Day (RAKD) Letter dated March 29, 2017, from Ms. B. McKerrow, Chair, Random Act of

Kindness Day, Rotary Club of Midland, requesting permission to host a BBQ on May 24, 2017, at the Midland Town Dock; and further requesting the Town’s continued participation.

SECTION C – OTHER BUSINESS

-------

Paint in the Park

Wellness Fair

Walk for Dog Guides

Barnstomer Boathouse Oktoberfe

Random Act of Kindness Day

General Committee 1 Yonge Street (First Street to Eighth Street) April 10, 2017 “Road Diet” Report OP2017-009

STAFF REPORT DEPARTMENT/FUNCTION: Operations/Maintenance Division DEPARTMENT CHAIR: Councillor G. MacDonald DATE: April 5, 2017 REPORT NO: OP2017-009

Yonge Street (First Street to Eighth Street) “Road Diet” RECOMMENDATION That Council endorse the “road diet” recommendations related to the travel lanes on Yonge Street from First Street to Eighth Street as outlined in the Staff Report OP2017-009; and That staff be authorized to undertake the work required to implement the reconfiguration recommendation within the 2017 General Resurfacing budget. BACKGROUND: The Town recently requested C.C. Tatham & Associates Ltd. (Tatham), Consulting Engineers with an expertise in traffic engineering, to review the notion of a “road diet” for Yonge Street from County Road 93 to King Street. A “road diet” is described as “removing travel lanes from a road and utilizing the space for other uses.” The resulting available space could then be used for one or more of the following:

widening of boulevards, including widening or provision of sidewalks; adding bicycle lanes; and/or adding a two-way turn lane (TWTL) or centre turn lane

One of the most common configurations for a road diet is the conversion of a 4-lane undivided road to a 3-lane undivided road consisting of 2 travel lanes (one lane for each direction) and a common centre turn lane, with the remaining space being used for bicycle lanes. ANALYSIS: It is proposed to convert the 4-lane section of Yonge Street from First Street to Eighth Street utilizing this ‘road diet’ configuration to consist of 2 travel lanes (one lane for each direction), a common centre turn lane and 2 bicycle lanes (one lane for each direction). The work will be completed by repaving this section of Yonge Street and repainting the traffic lines to suit the new proposed configuration. For more information, we have attached a copy of the Tatham report. Additionally, Michael Cullip, author of the Tatham report, will be in attendance at the April 10, 2017 General Committee meeting to answer any questions Council may have related to his report.


SUSTAINABILITY: This recommendation is consistent with the following sustainability plan goals: Design efficient public facilities in harmony with natural systems: transportation systems

Reduce the impact that transportation has on the watershed’s contribution to greenhouse gas emissions

Promote wellness of mind, body and soul: safety

Reduce motorized vehicle collisions/ crashes and fatalities

Improve the safety of alternative transportation modes, particularly cycling

COUNCIL’S STRATEGIC PLAN This report is consistent with the following Council Strategic Plan priorities:

Priority: A Healthy Sustainable Community Strategic Action: Improved Quality of Life Focus on opportunities to increase affordable housing in Midland. Focus on access to and the retention of existing health care services in Midland. Advance pilot projects under the Sustainability Plan and explore opportunities to advance the Energy Conservation & Demand Management Plan. Consider opportunities to explore walkability, livability and active transportation. Explore the development of an Anti-Poverty Strategy and consider ways in which the Town could support more active engagement of lower income families in Town-operated recreational activities. CONCLUSION: It is recommended that Council endorse the proposed recommendation made by C.C. Tatham & Associates Ltd. to reconfigure the travel lanes on Yonge Street from First Street to Eighth Street to include 2 travel lanes (one eastbound, one westbound), one centre turn lane and 2 bicycle lanes (one eastbound, one westbound). Staff is of the view that these changes can be undertaken within the funding envelope for general repaving works. It should be noted that the budget includes money to repave this section of Yonge Street in 2017. Staff are now working with the Contractor to schedule these paving works to be completed as soon after the spring sand clean-up as possible (this resurfacing project was deferred from the 2016 works tendered and awarded to Georgian Paving Ltd.). Line painting will be scheduled shortly after the resurfacing work has been completed.


FINANCIAL IMPACT: The 2017 General Resurfacing budget submission contains an amount of $242,000.00 to resurface Yonge Street from First Street to Eighth Street, which would include the new line painting configuration. Prepared by: Shawn Berriault, Director of Operations Reviewed by: John Skorobohacz, Chief Administrative Officer /aps Attachment cc: R. Dalziel, Manager of Maintenance Operations L. Bergstrome, Operations Technician

March 10, 2017 via mail & e-mail ([email protected]) CCTA File 113126 Shawn Berriault Director of Public Works Town of Midland 575 Dominion Ave W Midland, ON L4R 1R2 Re: Yonge Street, Midland Consideration for a Road Diet Dear Shawn:

Further to your request, we have reviewed the notion of a “road diet” for Yonge Street from County Road 93 to King Street. Our findings are summarized herein.

What is a Road Diet?

A Road Diet is generally described as “removing travel lanes from a road and utilizing the space for other uses.”1 This reduction in the number of travel lanes allows systematic improvements to be realized with the ultimate goal (and realization) of improving safety. The resulting available space can be used for the following:

widening of boulevards including widening or provision of sidewalks;

adding bicycle lanes; and/or

adding a two-way left turn lane (TWLTL) or centre turn lane.

One of the most common configurations for a road diet is the conversion of a 4-lane undivided road to a 3-lane undivided road consisting of 2 through lanes and a centre turn lane. Typical examples of such road diet configurations are illustrated in Figure 1, illustrating the provision of a centre turn lane with the remaining space being utilized for an additional buffer to the travel lane or provision of bicycle lanes. For consideration of a road diet on Yonge Street in the Town of Midland, we understand the provision of bicycle lanes is desired, reflective of the Town’s Active Transportation objectives. 1 Road Diet Handbook: Setting Trends for Livable Streets. J. Rosales, Institute of Transportation Engineers, Washington,

DC, 2006.

Shawn Berriault Town of Midland

Page 2 of 13 March 10, 2017

Benefits & Drawbacks of a Road Diet

Benefits

As detailed in the Road Diet Information Guide prepared by the Federal Highway Administration (FHWA)2 , the conversion of a 4-lane road to a 3-lane road with a centre turn lane can provide the following benefits (refer also to Figure 2 for illustrations of the reduced conflict points and increased sight distances):

Safety Benefits Operational Benefits

reduction in travel speeds reduction in vehicle conflict points improved sight distances for turning motorists reduction in vehicle collisions

provision of separate left turn lanes fewer lanes to cross for side street traffic reduction in speed differentials use of centre turn lane by emergency services

Pedestrian & Cyclist Benefits Livability Benefits creates additional space for pedestrian and/or

cyclist facilities (ie. sidewalks or bicycle lanes) reduction in vehicle travel speeds reduction in road width for crossings centre turn lane provides refuge area for road

crossings

quality of life can be improved through provision of bicycle lanes, pedestrian improvements and reduced travel speeds

Drawbacks

Road diets have the following potential drawbacks:

increased delay at unsignalized access points as there is only 1 lane per direction to accommodate opposing vehicles;

loss of passing opportunities along the road; impacts to speed and reliability of transit service; and increased travel delays. Under most average daily traffic conditions where road diets have been applied, there have been minimal effects on vehicle capacity, because left-turning vehicles are moved into the centre turn lane3. However, for road diets with daily traffic volumes exceeding 20,000 vehicles, there is a greater likelihood that traffic congestion will increase to the point of diverting traffic to alternate routes.4

2 Road Diet Information Guide. U.S. Department of Transportation Federal Highway Administration, November 2014. 3 Road Diets: Fixing the Big Roads. Burden, D. P. Lagerway, March 1999. 4 Evaluation of Lane Reduction 'Road Diet' Measures and Their Effects on Crashes and Injuries. Federal Highway

Administration.



Feasibility of a Road Diet

The Road Diet Information Guide notes a number of factors which should be considered when determining the feasibility of a site for a road diet. Key aspects for each are detailed below, whereas a summary of the factors, their characteristics and a series of sample evaluative questions is provided in Appendix A.

Safety

Four-lane undivided roads have inherent design aspects that make them more susceptible to crashes. Left turning and through movements sharing a single lane contributes to rear-end crashes, left-turn crashes, and speed discrepancies. In most cases, 4-lane undivided roads do not include provisions for cyclists and most have no refuge for pedestrians to cross 4 lanes of traffic.

An increase in safety resulting from a road diet may be attributed to a reduction in speed and speed variability along the road, a decrease in the number of conflict points between vehicles, improved sight distance for the major-street left-turn vehicles, and reduction in the number of lanes to be crossed for turns and side-street entries. The Iowa road diet guidelines5 indicate the total number of crashes is typically reduced (from 17 to 62% for the case studies identified) when a 4-lane undivided road is converted to a 3-lane cross section.

Speed

Road diets can reduce the speed differential between vehicles given that they must all operate in the same lane. Studies have shown reductions in the overall travel speed in the order of 5 to 10 km/h.

Level of Service

Road corridors with a number of closely spaced signalized intersections may have a larger impact on the road diet operations due to queuing at adjacent intersections. As necessary, this can be often addressed through adjustment to the intersection signal timing plans.

For through traffic within the corridor, delays due to turning traffic will decrease in that they would no longer be impeded by left turning traffic (as they would queue and complete their turns from the centre turn lane). However, as all through traffic will be required to travel in a single lane with expected reductions in average speeds, the overall travel times through the corridor may increase for through traffic (level of service is derived from vehicle speed, which will be dictated by the number of travel lanes, number of intersections and driveways, and turning volumes). Similarly, delays for left turning

5 Guidelines for the Conversion of Urban Four-Lane Undivided Roadways to Three-Lane Two-Way Left-Turn Lane Facilities

Final Report. Iowa Department of Transportation, April 2001.



traffic may increase recognizing that opposing traffic would be within a single lane versus two lanes, which will reduce the number of gaps available to accommodate the left turn.

Quality of Service

Quality of service is a quantitative indicator of the operational conditions of the road corridor and the user’s perception of such. Quality of service for automobile traffic relates back to the level of service, as measured by vehicle speed. For pedestrians and cyclists, the quality of service is likely to improve with a road diet should additional facilities be provided (eg. sidewalks or bicycle lanes) and/or through reduction in travel speeds, road widths and separation between vehicles and other road users.

Traffic Volumes

The average daily traffic volume is a good initial indicator of whether a road diet should be considered. Various studies have been quoted with upper daily volume thresholds in the order of 15,000 to 24,000 vehicles per day. Four-lane undivided roads with an average daily traffic between 8,400 and 24,000 vpd, and a relatively wide range of traffic flow and physical characteristics have been successfully converted to 3-lane cross sections in many areas of the United States. The FHWA advises that roads serving 20,000 vehicles per day or less may be good candidates for a road diet and should be evaluated for feasibility.

Further to the daily volumes, the peak hour volume in the peak direction should also be considered in that this volume will dictate the levels of service and operating conditions during the peak hour, when operations are most critical (and thus any operational impacts stemming from a reduction in travel lanes will be greatest). Peak-hour volumes along urban roads are typically in the order of 8 to 12% of the daily volumes. The Iowa road diet guidelines suggest, from an operational perspective, the following volume-based road diet feasibility conclusions (assuming a 50/50 directional split and 10% of the daily traffic volume during the peak hour):

probably feasible at or below 750 vehicles per hour (vph) per direction during the peak hour (which translates to less than 15,000 vehicles per day);

consider cautiously between 750 to 875 vph per direction during the peak hour (ie. 15,000 to 17,500 vehicles per day); and

feasibility less likely above 875 vph per direction during the peak hour and expect reduced arterial level of service during the peak period (ie. greater than 17,500 vehicles per day).

Turning Volumes & Patterns

Road safety and operations are influenced by the volume and patterns of turning vehicles given the associated conflicts. As the number of intersections and driveways increase, so to will the number of turning movements and thus a 4-lane road will begin to operate as a defacto 3-lane road (ie. the inside



through lanes are consumed by turning vehicles and thus through traffic is constrained to the outside lanes). In these instances, the operational impacts associated with a road diet are lessened.

With the provision of a centre turn lane, offset intersections can be problematic in that vehicles entering the centre turn lane from opposite directions will be vying for the same space from which to complete their turns.

Frequently Stopping & Slow Moving Vehicles

The number and frequency of slow moving and frequently stopping vehicles within the road corridor must also be considered in that these vehicles will have a greater impact on the operations of a 3-lane road as compared to a 4-lane road given the inability of other vehicles to legally pass them during their operations. This would include transit with curb-side stops, garbage/recyclable/organics collection, and school buses, the impacts of which will be particularly greater during the peak hours.

Pedestrians & Cyclists

The introduction of a road diet presents an opportunity to dedicate more space to other road users (eg. pedestrians and cyclists) and create a more balanced transportation system. For cyclists, road diets often include adding bicycle lanes to a street with little or no accommodation otherwise. This can make the route an option for many who would have been too intimidated to use the street previously. For pedestrians, road diets help reduce vehicle speeds and speed differentials midblock, making crossings easier and safer. Within constrained rights-of-way where sidewalks are in close proximity to the road, the reduction in road width resulting from the road diet will provide a greater degree of separation between pedestrian and vehicular traffic, thus providing a greater level of comfort to those on the sidewalk.

Other Factors

Other factors that should be considered in determining the feasibility of a road diet include:

the presence of vehicles loading/unloading within the curb lane;

the proximity of parallel routes and potential for traffic volumes to divert to these routes;

the presence of on-street parking;

the presence of at-grade crossings and potential impacts resulting from longer traffic queues due to the lane reductions.



Yonge Street Conditions

Road Configuration & Cross-Section

As per the Town’s Official Plan, Yonge Street is classified as an arterial road from County Road 93 to King Street. In this respect, it is considered a key travel corridor.

Throughout the length, 2 lanes are provided per direction (ie. 4-lane cross-section), with additional turn lanes provided at its intersections with County Road 93 to the west and King Street to the east. Lane widths are approximately 3.5 metres in width, and thus the 4-lane cross-section has a 14.0 metre paved surface.

No Parking signs are posted to restrict parking on both sides of the road. Truck route signs are also posted, reflective of its arterial road status and recognition of being a key east-west corridor into the Town.

Intersections & Traffic Control

Apart from its signalized intersections at County Road 93 and King Street, there are traffic signals at the intersections with Simcoe Boulevard/Keller Drive, Eighth Street (3-way intersection) and Fourth Street (Intersection Pedestrian Signal only). The resulting spacings between the signalized intersections are illustrated in Figure 3, varying from 480 to 700 metres. Given this spacing and our understanding of the traffic volumes and associated traffic operations, there are no significant traffic queues that develop along Yonge Street that would impede operations.

In addition to the signalized intersections noted above, there are 17 additional intersections which operate under stop control on the intersecting roads, all of which are T intersections (ie. only 3 road approaches).

On average, considering both the signalized and unsignalized intersections, there is an intersection every 112.5 metres along the 2.25 km length of Yonge Street.

Abutting Development & Access

The lands abutting Yonge Street are largely developed and consist primarily of single residential lots with direct frontage (and hence driveway access) to Yonge Street. There are a number of commercial and institutional uses as well (including a gas station, church, motel, retirement home, restaurants, the court house, and several small strip plazas and commercial units). Given this level of development, there are a significant number of driveways along Yonge Street - 65 driveways on the north side of the road and 48 driveways on the south side. Overall, this translates to 1 driveway every 20 metres on average over its 2.25 km length.



Pedestrian & Cyclist Facilities

A continuous sidewalk is provided on the north side from King Street to County Road 93. On the south side, the sidewalk extends from King Street to just west of Cornell Drive (beyond which there is reduced development on the south side). It is noted that the sidewalks are in close proximity to the edge of the travel lane given that the right-of-way is only 20 metres and accommodates a 4-lane road (14.0 metres wide). Typically, the separation is approximately 1.3 metres, further reduced on the north side between Fifth Street and Second Street to approximately 0.6 metres. It is only from just east of Hartman Drive to the west, where the right-of-way is 25 metres (an additional 5 metres has been secured on the north side), that the sidewalk is well removed from the edge of the road, thus providing greater comfort to pedestrians.

As previously noted, there is an Intersection Pedestrian Signal at the Fourth Street intersection which provides pedestrians an opportunity to cross Yonge Street under signalized control. There is also a marked zebra crossing at Sixth Street to accommodate students crossing to the adjacent Mundy’s Bay Public School. Pedestrian signals and crosswalks are otherwise provided at the signalized intersections with County Road 93, Simcoe Boulevard/Keller Drive, Eighth Street and Yonge Street.

Transit & School Bus Service

Midland Transit operates the North Route along Yonge Street from First Street to County Road 93, travelling only in the westerly direction, with hourly service from 6:45 AM to 5:45 PM. Bus shelters are located at Hartman Drive and Simcoe Boulevard (both on the north side), otherwise it is understood the transit service operates on a “hail bus” method where patrons can simply stop the bus at any location provided traffic flows permit.

For students enrolled in the Simcoe Muskoka Catholic District School Board, bus service is offered to elementary school students residing on Yonge Street and secondary school students who live west of Norene Street. Students enrolled in the Simcoe County District School Board are considered within walking distance to their associated schools and thus bus service is not offered.

Other Services

Curb-side pick-up of garbage, recyclables and organics is provided on Tuesday mornings along both sides of Yonge Street.

Posted & Travel Speeds

The posted speed on Yonge Street is 50 km/h, reflective of the built-up urban environment. There is a short section from west of Seventh Street to east of Sixth Street through which the posted speed is reduced to 40 km/h given the adjacent Mundy’s Bay Public School (via “40 km/h when lights flashing” signs). A Community Safety Zone has also been established from west of Seventh Street to east of



Fourth Street, which serves to further enforce the speed limit recognizing that speed fines are double within these zones.

No information has been made available with respect to actual travel speeds although it is understood that there is a perceived issue with trucks travelling in excess of the posted speed limit.

Existing Traffic Volumes

Traffic volumes along Yonge Street have been obtained from the following traffic counts (as attached in Appendix B):

intersection turning movement count at the County Road 93 intersection – June 2013;

24 hour traffic count (over 1 day) on Yonge Street east of Yonge Street – April 2008;

24 hour traffic count (over 8 days) on Yonge Street east of Eighth Street – October/November 2009; and

intersection turning movement count at the King Street intersection – August 2010.

A summary of the resulting AM and PM peak hour volumes on Yonge Street is presented in Table 1.

Table 1: Yonge Street Traffic Counts

Location Year of Count

AM Peak Hour PM Peak Hour

WB EB Total WB EB Total

East of County Road 93

2013 243 338 581 398 437 835

2008 313 403 716 506 490 996 East of Eighth St 2009 430 518 948 611 542 1153

West of King Street 2010 388 289 677 548 511 1059

In comparing the 2008, 2009 and 2010 volumes (given that these occurred within a few years of one another), the data suggests volumes are greatest in the area of 8th Street and lesser towards the west and east limits of the road section (County Road 93 and King Street respectively). This is understandable given the number of intersecting streets that service Yonge Street and provide connections to the built-up areas. In reviewing all of the available count data, the PM peak hour volumes are consistently higher than the AM peak hour volumes (increases are in the order of 20 to 56%) and thus the PM peak hour is considered the critical period.

To reflect current traffic volumes, the above noted data was increased by 1.5% per annum through to the year 2017, the results of which are presented in Table 2. The 1.5% annual increase corresponds



to the anticipated population increase from 16,572 persons in 2011 to 22,500 persons in 2031 as per the Places to Grow Growth Plan for the Greater Golden Horseshoe6. It is noted that growth from the year 2006 to 2011 showed an annual increase of only 0.3% (increase from 16,330 to 16,572 persons). For the volumes east of County Road 93, only the greater volume from the 2 count sources has been carried forward to reflect the worse case scenario.

Table 2: 2017 Yonge Street Traffic Volumes



WB EB Total WB EB Total East of County Road 93 2017 260 360 620 425 465 890

East of Eighth St 2017 360 465 825 585 565 1145


Truck traffic was specifically counted as part of the turning movement counts undertaken at County Road 93 and King Street. The data reflects truck volumes in the order of 26 to 30 trucks during the peak hours east of County Road 93 (accounting for 3 to 5% of the total volume) and 7 to 10 trucks during the peak hours west of King Street (1 to 3% of the total). These are not considered significant volumes, translating to 1 truck every 2 to 8 minutes.

The 2009 traffic count east of Eighth Street also yielded an average daily volume of 11,300 vehicles over the 8 day count period. When projected to 2017 (employing an annual growth of 1.5%), the current daily volume is estimated at 12,800 vehicles.

Future Traffic Volumes

To consider future operations and conditions, traffic volumes for the 2031 horizon were established based on the 1.5% annual growth rate previously noted. The resulting volumes are presented in Table 3. As noted, the peak hour peak directional volumes are anticipated to be in the order of 720 to 860 vehicles.

Using the same growth rates, the daily volume on Yonge Street projected east of Eighth Street is 15,800 for the 2031 horizon.

6 Places to Grow Growth Plan for the Greater Golden Horseshoe. Ministry of Infrastructure, 2006. Office Consolidation,

January 2012.


Page 10 of 13 March 10, 2017

Table 3: 2031 Yonge Street Traffic Volumes



WB EB Total WB EB Total East of County Road 93 2031 445 575 1020 720 700 1420

East of Eighth St 2031 605 730 1330 860 760 1615


Consideration of a Road Diet for Yonge Street

Proposed 3-Lane Cross-Section (Road Diet)

For the subject section of Yonge Street, consideration has been given to implementation of a road diet, which would reduce the existing 4-lane road to a 3-lane road providing 1 lane per direction, a centre turn lane and bicycle lanes on both sides. The proposed conversion is illustrated in Figure 1 and detailed below:

4-Lane Cross Section 3-Lane Cross-Section (Road Diet)

4 vehicle lanes x 3.5m total road width of 14.0m

2 bicycle lanes x 1.5m 2 vehicle lanes x 3.5 m centre turn lane x 4.0m total road width of 14.0m

Appropriateness of Existing Road Platform

As indicated, the overall road width can be maintained and thus the implementation of the road diet would not require any modifications to the existing curb and gutter or storm sewer systems. Modifications would be required to the following:

pavement markings delineating the travel lanes (and additional markings to delineate and designate the centre turn lane and bicycle lanes);

stop bar placement at signalized intersections;

placement of signal heads at the Simcoe Boulevard/Keller Drive, Eighth Street and Fourth Street signals; and

lane transitions at County Road 93 and King Street.

With respect to the last point, the lane configurations at the intersections are not expected to change. Rather there would be a transition from the 3-lane cross-section to the existing lane configurations (5-


Page 11 of 13 March 10, 2017

lanes) which would include appropriate lane merges/diverges and start/end transitions for the bicycle lanes.

Appropriateness of Traffic Volumes & Operations

As previously indicated, road diets have been successfully employed on roads serving up to 24,000 vehicles per day. As per the 2031 projections, volumes on Yonge Street are estimated at 15,800 which is well below the noted level.

The Iowa road diet guidelines indicate road diets are probably feasible at or below 750 vehicles per hour per direction and should be considered cautiously when volumes are between 750 to 875 vehicles per hour per lane. As per the 2031 projections, volumes during the AM peak hour are projected at 730 vehicles or less whereas during the PM peak hour, volumes are 860 or less. As such, they fall within the ranges noted for which no reduction in the arterial level of service will result. To further consider the resulting operations and levels of service, detailed operational reviews should be undertaken along Yonge Street and its key intersections, which is considered beyond the scope of this preliminary assessment.

Appropriateness of Intersections

Apart from the signalized intersections at County Road 93 and King Street, there are only 3 other signalized intersections along Yonge Street, one of which is a 3-legged intersection and another is an Intersection Pedestrian Signal (activated only be pedestrian traffic). In this regard, we do not anticipate any issues with traffic queues extending to upstream intersections or interfering with other intersection operations.

There are 2 instances where unsignalized 3-legged intersections are relatively closely spaced and thus the resulting “offset” could cause conflict should opposing left turns advance on both streets simultaneously. However, these are not considered critical given the anticipated turning traffic volumes at these locations.

Implications to Travel Speeds

While we do not have information on travel speeds, studies suggest that the introduction of a road diet will likely lead to a reduction in speed differentials and the overall travel speeds, both of which will yield positive benefits with respect to safety. While slower speeds may translate to longer travel times, such, is not considered significant in context of the total length of road considered (2.25 km).

Should additional measures be required to further reduced travel speeds, consideration should be given to increased police enforcement (in both duration and frequency) and/or the installation of dynamic speed signs which provide instant feedback to motorists as to their actual travel speed (and a message if required – “Slow down, too fast”).


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Impacts to Transit & Other Service Providers

Through the elimination of a travel lane, all vehicles will be required to share a single lane per direction. In this regard, there is the increased potential for delays stemming from curb-side services including Midland Transit (which is limited to hourly service) and garbage/recycling/organics collections (which is limited to Tuesday mornings). Motorists approaching from behind would otherwise have an opportunity to change lanes and navigate around any slower moving or stopped vehicles and thus the impacts would be minimal. With the lane diet, such will not be available. That being said, it would be expected that the curb-side service would utilize the bicycle lane if appropriate and that following motorists would utilize the centre turn lane to pass such vehicles.

Improvements to Pedestrian & Bicycle Facilities

The provision of bicycle lanes will have obvious benefits to the cycling community and will help develop and foster the Town’s Active Transportation program. In addition, these lanes will provide additional separation between the vehicle travel lanes and the existing sidewalks that are otherwise in close proximity to the road. This will improve the quality of service to pedestrians, particularly in the winter as it is likely that the bicycle lanes could also be used for snow storage.

Use of Alternative Parallel Routes

In considering the Town’s road network, there are no immediately adjacent east-west alternatives to the use of Yonge Street with the exception of Hugel Avenue. Hugel Avenue is classified as a collector road and thus is expected to serve higher traffic volumes as compared to typical residential roads. As per 2010 traffic counts on Hugel Avenue at King Street and Eighth Street, volumes on Hugel Avenue are approximately 40 to 60% of the volumes on Yonge Street and thus could accommodate some shift in motorists should such occur. Access to Hugel Avenue is limited along the west end of Yonge Street, thus limiting the potential for motorists to seek out this alternative route. As Hugel Avenue provides only 1 lane per direction (as would the 3-lane cross section on Yonge Street), its use may not be perceived as preferred over Yonge Street. There are no local residential roads within the immediate area along which we would expect volumes to increase should motorists seek out alternative routes.

Other Considerations

There is no on-street parking permitted on Yonge Street that would be eliminated or impacted with the road diet. Likewise, by inference, loading/unloading from the curb lane is not permitted. Similarly, there are no at-grade rail crossings in the area to consider.


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Summary

In considering the implementation of a road diet for Yonge Street, the Town should consider which is their priority:

improving traffic and pedestrian safety while maintaining acceptable traffic flow; or

moving traffic with a minimum amount of delay and accepting higher safety risks.

In consideration of the various factors considered to address the feasibility of a road diet and the information with respect to current traffic volumes and operations along Yonge Street, it would appear that a road diet is feasible and would provide benefit to the road users (eg. reduced travel speeds, increased safety for motorists, cyclists and pedestrians, and improved quality of life). While there are some drawbacks relating to increased travel times and potential delays due to curb-side service, such are not expected to be significant. A more detailed operational review and analysis, complete with updated traffic and speed counts, along Yonge Street and at its key intersections, is recommended to confirm the appropriateness of a road diet from a traffic operations perspective.

Should you have any comments or questions, please do not hesitate to contact us.

Yours truly, C.C. Tatham & Associates Ltd.

Michael Cullip, P.Eng Director, Manager - Transportation & Municipal Engineering MJC:mjc I:\2013 Projects\113126 - Town of Midland Advice\Documents\Correspondence\L - Midland (Berriault) - Yonge Street.docx

Indian Circle Review of Guiderail Installation Figure

Typical Road Diet Configurations 1

source: Road Diet Informational Guide, FHWA Safety Program.

4-Lane Cross-SectionExisting Configuration

3-Lane Cross-Section with Bike LanesRoad Diet

3-Lane Cross-Section without Bike LanesRoad Diet

3.5m 3.5m 3.5m 3.5mlane lane lane lane

1.5m 3.5m 4.0m 3.5m 1.5mbike travel centre travel bikelane lane lane lane lane

1.5m 3.5m 4.0m 3.5m 1.5mbuffer travel centre travel buffer

lane lane lane


Road Conflicts – 4-Lane Road vs 3-Lane Road 2

source: Road Diet Informational Guide, FHWA Safety Program.

Intersection Conflicts

Intersection Sight Lines

Mid-Block Conflicts


Yonge Street Intersections 3

N

source: Simcoe Maps

signalized intersection

unsignalized intersection

Intersection Pedestrian Signal (IPS)

Appendix A:

Road Diet Feasibility Factors

59

Appendix B – Feasibility Determination Factors, Characteristics, and Sample Evaluative Questions

Factor Characteristics Sample Evaluative QuestionsRoadway Function and Environment

• Actual, Expected, and Desired Primary Function (Access, Mobility, or a Combination of the Two)

• Community Objectives or Goals for the Roadway

• Available Right-of-Way

• Current and Expected Adjacent Land Use

• Jurisdictional Plan or Policy for Conversions

• Jurisdictional Context Sensitive or Complete Street Policy

• What is the primary current, expected, and desired function of the roadway?

• Is the roadway primarily a collector or minor arterial roadway?

• Does the current roadway primarily operate as a “de facto” three-lane cross section?

• Is the goal for the roadway improvement increased safety with somewhat lower mobility?

• Is the right-of-way limited?

• Will the adjacent land use remain relatively stable throughout the design period?

• Will the proposed cross section match the desired function of the roadway?

• Will the answers to the above questions remain the same throughout the design period of the project?

• Does the jurisdiction have a plan or policy related to these types of conversions?

• Does the jurisdiction have a context sensitive or Complete Streets policy that may apply?

Crash Types and Patterns • Type of Crashes

• Location of Crashes

• Number and Location of Pedestrians and Bicyclists

• Parallel Parking Needs

• Can the crashes that are occurring be reduced with a conversion?

• Will a reduction in speed and speed variability increase safety?

• Are there safety concerns related to parallel parking maneuvers?

• Do pedestrians and bicyclists have safety concerns?

Pedestrian and Bike Activity

• Number and Location of Pedestrians

• Number and Location of Bicyclist Use

• Characteristics of Pedestrians and Bicyclists (e.g., Age)

• Bicycle and Pedestrian Friendliness of Roadway

• Cross-section Width

• Parallel Parking Need

• Bus Stop Locations

• What is the pedestrian and bicyclist friendliness of the roadway?

• Do pedestrians and bicyclists have safety concerns?

• Will the addition of a TWLTL assist pedestrians and bicyclists?

• How will pedestrians and bicyclists interact with parallel parking?

• Can a bike lane be added after the conversion?

60

Factor Characteristics Sample Evaluative QuestionsOverall Traffic Volume and Level of Service

• Total Daily Volume

• Peak-Hour Volume (Morning/Noon/Evening)

• Directional Split

• Intersection and Arterial Level of Service

• Side Street and Driveway Vehicle Delay

• Volume of Frequent-Stop or Slow-Moving Vehicles

• Vehicle Classification

• Signal Timing or Phasing

• Arterial Travel Speeds and Vehicle Delays

• Existence of Turn Lanes

• What is an acceptable increase in minor street or signal-related delay due to the conversion?

• Is a decrease in arterial travel speed of 5 mph or less acceptable?

• What is an acceptable reduction in intersection level of service?

• What level of daily traffic volume and peak hour exists or is expected in the design year?

• Does the signal timing or phasing need to be changed?


• What is the potential impact during off-peak hours?

Turning Volumes and Patterns

• Number and Location of Turn Volumes and Access Points

• Peak Time Period of Turn Volumes

• Existence of Left-Turn and Right-Turn Lanes

• Design of Access Points and Intersections

• Turn Volume of Frequent-Stop or Slow-Moving Vehicles

• Minor Street and Access Point Vehicle Delay


• Does the signal timing or phasing need to be changed or optimized?

• How important is it that right-turning vehicles quickly enter or exit the roadway?

• Do the access point and intersections need to be redesigned (e.g., radii, approach slopes, location)?

• Are right-turn lanes needed at particular locations?

• Does the proposed marking allow the design vehicle (e.g., tractor-trailer) to turn properly?

• What is an acceptable increase in minor street vehicle delay and left-turning vehicle delay?


Frequent-Stop and/or Slow-Moving Vehicles

• Volume, Location, and Time of Frequent-Stop and/or Slow-Moving Vehicles

• Type, Design (Length, Width, Turning Radius, etc.) and Speed of Vehicles


• Level of Enforcement for Proper TWLTL Use (i.e., No Passing Allowed)

• What is the acceptable delay with respect to frequent-stop and/or slow-moving vehicles?

• Can these vehicles turn properly at the access points and intersections?

• Can passing prohibitions be feasibly enforced?

• Are there locations for pull-outs for these vehicles?

• Can some or all of the stop locations for the frequent-stop vehicles be combined?

• What are the potential peak and off-peak impacts?

61

Factor Characteristics Sample Evaluative QuestionsWeaving, Speed, and Queues


• Number of Existing Lane Changes

• Turn Volume and Location


• Level of Enforcement for Proper TWLTL Use (i.e., No Passing Allowed)







• Queue Length

• Number of Speeders

• Does the signal timing or phasing need to be changed or optimized?




• What is an acceptable increase in minor street and left-turning vehicle delay?

• Is a decrease in arterial travel speed of 5 miles per hour or less acceptable?

• What is an acceptable change in queues?

• Are there safety concerns related to weaving?

• Can no passing be enforced?

• Can drivers be educated about proper use of TWLTL?

• Is a reduction in speeders and speed variability preferred?

• Can all the old markings be completely removed?


Right-of-Way Availability, Cost, and Acquisition Impacts

• Available Right-of-Way

• Cost of Right-of-Way



• Number of Properties Needed and Environmental Impacts (e.g., Tree Removal)

• Cross Section Width

• Parallel Parking Needs

• Is the right-of-way limited?

• Will the cost of right-of-way acquisition be significant?



• What is necessary in the cross section (e.g., bike lane, parallel parking, etc.)?

General CharacteristicsParallel Roadways • Roadway Network Layout

• Volume and Characteristics of Through Vehicles Diverted

• Impact of Diversion on Parallel Roadways

• Is a decrease in arterial travel speed of 5 miles per hour or less acceptable?

• Does the signal timing or phasing need to change or be optimized?

• Will conversion divert through vehicles to parallel roadways?

• Is it possible to avoid or reroute the diverted traffic?

• What is the impact on the parallel roadway environment?

62

Factor Characteristics Sample Evaluative QuestionsOffset Minor Street Intersections

• Volume and Time of Left Turns

• Queue Lengths

• Distance between Minor Street Approaches

• Do left turns occur into both minor street and access point approaches at a similar time?

• Are the left-turn volumes significant?

• Will the left-turn volumes produce queues in the through lanes of a three-lane roadway?

Parallel Parking • Parallel Parking Needs

• Number of Parking Maneuvers

• Operational and Safety Impacts of Parallel Parking

• Design of Existing or Proposed Parallel Parking

• Does parallel parking exist?

• How many parking maneuvers occur during peak travel times?

• What are the safety and delay concerns related to parallel parking maneuvers?

• Is it possible to design these spaces for easy entry or exit (i.e., to minimize delay)?

• Will it be necessary to reduce the number of parking spaces?

• Does parallel parking reduce the ability of vehicles to turn in and out of minor streets and access points?

Corner Radii • Design of Access Points and Intersections







• Do the access points and intersections need to be redesigned (e.g., radii, approach slopes, location)?


• Does the proposed marking allow the design vehicle (e.g., tractor-trailer) to turn properly?

• Do parallel parking spaces need to be removed to allow proper turning?

At-Grade Railroad Crossing

• Volume, Location, and Time of Train Crossing

• Length of Crossing Train

• Delay Impacts of Train Crossing

• Queue Impacts of Train Crossing

• Total Daily Vehicle Volume

• Peak-Hour Vehicle Volume (Morning/Noon/Evening)

• Directional Split of Vehicles

• Do trains cross during peak travel periods?

• What is the typical delay from a train crossing?

• Is double the current queue length (with four-lane undivided cross section) at a railroad at-grade crossing acceptable?

• Is there a nearby parallel at-grade intersection where impacts may need to be mitigated?

Adapted from Knapp, Welch, and Witmer, 1999.

Appendix B:

Traffic Counts

Ontario Traffic Inc

Morning Peak Diagram Specified PeriodFrom:To:

6:00:009:00:00

One Hour PeakFrom:To:

8:00:009:00:00

Municipality:Site #:Intersection:TFR File #:Count date:

Midland1301800042CR 93 & CR 25/Yonge St1724-Jun-13

Weather conditions:

Person(s) who counted:

** Signalized Intersection ** Major Road: CR 93 runs N/S

North Leg Total:

North Entering:

North Peds:

Peds Cross:

1255

602

0

Heavys

Trucks

Cars

Totals

0

3

103

106

0

28

337

365

0

9

122

131

0

40

562

Heavys

Trucks

Cars

Totals

0

41

612

653

Heavys Trucks Cars Totals

0 8 198 206


0 4 125 129

0 1 141 142

0 3 27 30

0 8 293

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

301

507

CR 93

CR 25/Yonge StW

N

E

SCR 25/Yonge St

CR 93

East Leg Total:

East Entering:

East Peds:

Peds Cross:

581

243

0

Cars Trucks Heavys Totals

109 11 0 120

74 3 0 77

43 3 0 46

226 17 0


325 13 0 338

Cars

Trucks

Heavys

Totals

407

34

0

441

Cars

Trucks

Heavys

Totals

21

2

0

23

378

26

0

404

62

3

0

65

461

31

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

492

933

Comments

Ontario Traffic Inc

Afternoon Peak Diagram Specified PeriodFrom:To:

15:00:0018:00:00

One Hour PeakFrom:To:

15:45:0016:45:00

Municipality:Site #:Intersection:TFR File #:Count date:

Midland1301800042CR 93 & CR 25/Yonge St1724-Jun-13

Weather conditions:

Person(s) who counted:

** Signalized Intersection ** Major Road: CR 93 runs N/S

North Leg Total:

North Entering:

North Peds:

Peds Cross:

1769

1013

2

Heavys

Trucks

Cars

Totals

0

1

218

219

0

15

525

540

0

11

243

254

0

27

986

Heavys

Trucks

Cars

Totals

0

18

738

756


0 3 434 437


0 1 145 146

0 0 140 140

0 0 53 53

0 1 338

Peds Cross:

West Peds:

West Entering:

West Leg Total:

1

339

776

CR 93

CR 25/Yonge StW

N

E

SCR 25/Yonge St

CR 93

East Leg Total:

East Entering:

East Peds:

Peds Cross:

835

398

0


150 6 0 156

164 1 0 165

73 4 0 77

387 11 0


422 15 0 437

Cars

Trucks

Heavys

Totals

651

19

0

670

Cars

Trucks

Heavys

Totals

52

1

0

53

443

11

0

454

39

4

0

43

534

16

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

550

1220

Comments

Surveyor Name CG, Town of Midland Jurisdiction/Date

Weather Conditions Sunny with cloudy periods Major Street

Project Name Midland Traffic Study Minor Street

Project Number Intersection Control traffic signal

Additional Comments

500 381

3.6% 2.2%

221 227

0 TOTAL 37 166 18 279 TOTAL 0

Heavy Trucks

0 0 0 1Heavy Trucks

Light Trucks

0 8 0 7Light

Trucks

Autos 37 158 18 271 Autos

AutosLight

TrucksHeavy Trucks

TOTAL

TotalHeavy Trucks

Light Trucks

Autos 38 1 0 39

388 3 5 380 141 1 2 144

N 43 1 0 44

36 0 1 35 S

83 0 2 81 152 2 0 154

170 1 7 162 AutosLight

TrucksHeavy Trucks

Total

TOTALHeavy Trucks

Light Trucks

Autos

Autos 363 202 198 53 Autos

Light Trucks

16 4 5 0Light

Trucks

Heavy Trucks

1 1 1 0Heavy Trucks

0 TOTAL 380 207 204 53 TOTAL 0

289 464

3.8% 2.4%

677 844

% Trucks Entering

Total Vehicles Total Vehicles

Ped Crossing

NORTH LEG

WEST LEG

EAST LEG

Ped Crossing

Yon

ge S

tree

t

Ped Crossing

King Street

Pedestrians

Vehicles Entering

Yonge S

treet

Ped Crossing

Pedestrians

SOUTH LEG

8:45 to 9:45

Vehicles Entering

% Trucks Entering

W

Vehicles Entering

Pedestrians

110120

E

INTERSECTION COUNTAM PEAK HOUR

GENERAL INFORMATION

Town of Midland August 17 2010

King Street

Yonge Street

N-S

E-W

Total Vehicles Total Vehicles

Vehicles Entering King Street

% Trucks Entering

Pedestrians

% Trucks Entering

11 - King Street & Yonge Street Count Summary 17AUG10 2016-01-15

Surveyor Name CG, Town of Midland Jurisdiction/Date

Weather Conditions Sunny with cloudy periods Major Street

Project Name Midland Traffic Study Minor Street

Project Number Intersection Control traffic signal

Additional Comments

718 707

2.4% 0.2%

335 415

0 TOTAL 68 239 28 383 TOTAL 0

Heavy Trucks

0 0 0 0Heavy Trucks

Light Trucks

3 4 1 4Light

Trucks

Autos 65 235 27 379 Autos

AutosLight

TrucksHeavy Trucks

TOTAL

TotalHeavy Trucks

Light Trucks

Autos 58 0 0 58

554 0 6 548 251 0 0 251

N 105 0 1 106

57 0 1 56 S

199 0 0 199 290 2 0 292

255 0 3 252 AutosLight

TrucksHeavy Trucks

Total

TOTALHeavy Trucks

Light Trucks

Autos

Autos 592 232 265 64 Autos

Light Trucks

7 3 3 1Light

Trucks

Heavy Trucks

1 0 0 0Heavy Trucks

0 TOTAL 600 235 268 65 TOTAL 0

511 568

0.8% 1.2%

1065 1168

Vehicles Entering

Ped Crossing

EAST LEG

Vehicles Entering

Vehicles Entering

Pedestrians

King Street

W E

Yon

ge S

tree

t

% Trucks Entering

16:00 to 17:00

Ped Crossing

King Street

INTERSECTION COUNTPM PEAK HOUR

GENERAL INFORMATION

Town of Midland August 17 2010

N-S

Yonge Street

Total Vehicles

E-W

Total Vehicles

Vehicles Entering

% Trucks Entering

Total Vehicles

King Street

110120

Total Vehicles

Pedestrians

Ped Crossing

NORTH LEG

% Trucks Entering

Ped Crossing

% Trucks Entering

Pedestrians

SOUTH LEGWEST LEG

Pedestrians

Yonge S

treet

11 - King Street & Yonge Street Count Summary 17AUG10 2016-01-15

General Committee Meeting 1 Ad Hoc Committee –OPP Costing April 10, 2017 Report CAO-2017-7

STAFF REPORT

DEPARTMENT/FUNCTION: Administration

CHAIR: Councillor S. Strathearn

DATE: March 28, 2017

REPORT NO.: CAO-2017-7 OPP Costing Ad Hoc Committee

RECOMMENDATION: That the governance structure for the OPP Costing Process Ad Hoc Committee be amended in accordance to the CAO’s Report dated March 28, 2017. BACKGROUND:

Council at its February 22, 2016, meeting adopted CL-2016-5 (OPP Costing Process) which established the composition of the OPP Costing Process Ad Hoc Committee. The composition of the Committee was established as:

Chief Administrative Officer Treasurer (Municipal) Police Chief Mayor 2 additional Members of Council 1 Police Services Board Representative

ANALYSIS:

The composition in large part was generated through conversations related to best practices with the OPP who have been through these types of processes in a number of communities. Although the concept of the Ad Hoc Advisory Committee is a well established one, there needs to be some further refinement on the governance aspect associated with the terms of the Committee. Ideally, the administrative staff should not be viewed as voting members but rather as resources on an as-needed basis for the committee and/or the consultants to draw upon throughout the process. The purpose of this report therefore is to establish clearly that the role of the Chief Administrative Officer, the Treasurer (Director of Finance) and the Midland Police Chief are solely as resource members without voting rights. To expect anything different would place the Police Chief in a direct conflict of interest, regardless of the final determination/recommendation of the Committee. The Committee could certainly request the advice of these resource members through the course of this exercise, but would not rely upon these individuals to form quorum or vote at any time on any matters before the Committee.

General Committee Meeting 2 Ad Hoc Committee –OPP Costing April 10, 2017 Report CAO-2017-7

FINANCIAL AND SUSTAINABILITY IMPACT: None – Costs associated with the costing exercise are specific to the independent external consultants. COUNCIL’S STRATEGIC PLANNING PRIORITIES: Not applicable. CONCLUSIONS: That the decision making and voting responsibilities of the Ad Hoc OPP Costing Committee be restricted solely to the elected members of Council. Prepared by: John Skorobohacz, CAO

General Committee 2 Municipal Policy for Breastfeeding April 10, 2017 in Public Places Report Report CL-2017-13

STAFF REPORT

FUNCTION: Administration CHAIR: Councillor G. Canning DATE: April 10, 2017 REPORT NO.: CL-2017-13 Policy for Breastfeeding in Public Places RECOMMENDATION: That Council approve the Breastfeeding in Public Places Policy applicable to Town facilities and properties. BACKGROUND: At the March 27, 2017, Council meeting, Natalie Riewe, Program Manager, Child Health, Simcoe Muskoka District Health Unit and Mary Bouffard, Public Health Nurse provided a deputation asking for support of a Breastfeeding in Public Places Policy. After the deputation, Council adopted the following resolution:

“That the Town of Midland support breastfeeding mothers and their right to breastfeed undisturbed in public places and directs staff to develop an appropriate policy to support Breastfeeding in or on Municipal Property.”

This policy provides support and guidance to both the public and staff in their efforts to provide a welcoming environment to breastfeeding individuals. ANALYSIS: Attached is the presentation provided by the Simcoe County District Health Unit in support of a Breastfeeding in Public Places Policy. Staff have reviewed the samples provided by other municipalities and have attached a draft policy for Council’s consideration. The Town of Midland recognizes the important health benefits of breastfeeding for both the parent and their child and aims to create an environment that protects, promotes, and supports breastfeeding. By supporting breastfeeding in this manner, the Town will help strengthen the development of a breastfeeding culture throughout the Town.

General Committee 2 Municipal Policy for Breastfeeding April 10, 2017 in Public Places Report Report CL-2017-13

In a policy document titled “Pregnancy and Breastfeeding: Your Rights and Responsibilities”, the Ontario Human Rights Commission states that “women are legally protected from discrimination and harassment because of sex. This includes pregnancy and breastfeeding. A breastfeeding mother should not be disturbed, asked to cover up, or asked to move to another area.” This policy will provide staff and the public with the necessary support and guidance in order to facilitate breastfeeding in public spaces and is consistent with the objective within the Ontario Human Rights Code. CONCLUSION: Staff are recommending that Council approve the Breastfeeding in Public Places Policy. Well-informed staff are critical to creating a breastfeeding-friendly atmosphere in public spaces. Clear guidelines and policies create clear expectations. SUSTAINABILITY: • Improve overall health of residents COUNCIL’S STRATEGIC PLAN: Healthy Communities – Enhancing the wellness of the community • Enhancing Health, Safety and Accessibility FINANCIAL IMPACT: There are no effects on Town finances as a result of this report. Prepared by: K. Desroches, Acting Clerk Approved by: J. Skorobohacz, Chief Administrative Officer Attachments:

Municipal Policy for Breastfeeding in Public Places SMDHU PowerPoint presentation

S:\Clerks\C00 Council & By-laws\C11 Reports to Council\2017\Breastfeeding Policy.doc

F

~ ~Er~~j~ II

Town of Midland

arch 27, 2017

atalie Riewe, Program Manager, Child Health

ary Bouffard , Public Health urse, Child Health

• simcoemsoDISTRICT HEALTh UNIT

GOB STF DI 0 0*

Infants should be exclusively breastfed until six months of age toachieve optimal growth, development and health.

Thereafter. . . infants should receive nutritionally adequate and safecomplementary foods while breasifeeding continues for up to twoyears of age or beyond.

*Wodd Health Organization (adopted by Health Canada and the Canadian Paediatric Society)• simcoe

muskokaDISTRICT HEALTh UNIT

I lAO

Breastfeeding.is associated with a significant reduction in the incidence ofseveral illnesses in infants and toddlers whom are breastfed andmothers who breastfeed.

improves the health of a population.

Not breastfeeding.increases the risk of poor health outcomes and health care costs.

• simcoeuskoka

DISTRICT HEALTh UNIT

B

Environments that support the human right to breastfeedanywhere and anytime, without concern of discrimination caninfluence:

a woman’s decision to begin breastfeeding; and,how long women breastfeed their children.

• simcoemuskokaDISTRICT HEAIJH UNIT

I•

Based on local data (2008 & 2014)*:

One in four people are not supportive andlor notcomfortable witnessing breastfeeding in public.

~ In the News in Ontario...Breastfeeding mom...

asked to stop breastfeeding--told to go to washrooms(Community Centre, April 2016)

asked to leave (local restaurant, July 2015)

told to cover up (fast food restaurant, 2014)

asked by lifeguard to get out of pool (2010)

~SoL/rce. RRFSS

• simcoemuskokDISTRICT HEALTH UNIT

•, N :REATFE ‘

Social and cultural • Breastfeeding in Public Campaignnorms • Breastfeeding Policy development

Attitudes,expectations and • Education of Grandmothers

support of significantothers

Information andsupport by health • Health Care Provider Education

care and communityservice providers

• simcoemuskokaDISTRICT HEALTh UNIT

I.Breastteeding Mama Talk3hr~ ~

• Life Size Photographic Cutouts ofWhy cant we be more like Canada? Kudos to Canada for at therrOreastfeeding advertise~nents This IS how ~t shoi~d ê3e Local Women Breastfeeding

• Breastfeeding Friendly Places:Step by Step Guide (outreach)

I~p~f~ • Board of Health letter to all~ I Municipalities (September2015)

~ di;1.d

like Comment .4 Share

You amd 1.857 others like this Most P.e~evant~

• sicoemuskokDISTRICT HEALTh UNIT

DINGF I 0

(~I~iI51~J Report#PRC2GI6-llC

~ ~ ~‘‘~ 9hl2I2G 6

:~“~ •“‘~‘‘ ~ .~- -—~•4 i ~ ‘fr Submitted to: Council

Submitted by: Oean Coliver Director, Parks, Recreation and Culture- -‘ A.. Subject Municipal Policyfor Breastfeeding nPubbc Spaces

PURPOSE

The pwpose of this report is to present a policy to support Breasifeeding in

~‘‘ oron Municipal Property

~Q3iir~1.e~;/’Arift~cing lvioin.s roje L. RECOMMENDATION:

THAT Counci approve the Municipal Breaslfeedmg Potcy an indicatedin this report

• Customer Service I BACKGROUNDThe Town of C. ngwood recognizes the important health benefits of breastf~eding forboth the parent and their child The Town aims to create an environment that protects,promotes, and supports exclusive breastfeed g for six (6) months and continuedbrvastfeeding with add lion of appropnabe. complimentary foods for up to Iwo (2) years

. A I of age andbeyon (WHO.2001). Bysupportingbreastfeedinglnthisrnanner.theTowns an em p i oyer will strengthen the development of a breastfeeding culture throughout the Town.n a policy document tilted ?regnancy and Breas~eeding: Your Rights and

Responsibltities die Ontario Human R ghts Commission states that women are legallyprotected from discrimination and harassment because of sex This includes pregnancy

• • and breastfeed ng For chltdren. breastfeeding provides the highest attamable standard• om mu n IT~I r II~J I I tomovetoanotherarea

• simcoemuskokaDISTRICT HEALTh UNfl’

L. •. I •H 0

Promote breastfeeding friendly places

Hosted a screening of the documentary‘Milk’

Local businesses and organizations toposted signage to promotebreastfeeding in public

Enhance services for families

MamaTribe held weekly at CHIGAMIKCommunity Health Centre

The North Simcoe Breasifeeding Coalition

Breastfeeding friendly places work withmunicipalities(Penetanguishene, Collingwood, Orillia)

• simcoemus kaDISTRICT HEALTH UNIT

R I DTII FOR

www.smdhu.org/bfi)

simcoemuskokaDtSTR1CT HEALTH UNfl

• ~ ft~••.

.

Becoming aBreastfeed i ngFriendly Place

A step by step guide

-

I 0

~‘

Ill’

• sicoeoka

DISTRICT HEALTh UNIT

1,

A . THE CORPORATION OF THE TOWN OF MIDLAND__‘diandBreastfeeding in Public Places Policy

POLICY STATEMENT

The Corporation of the Town of Midland recognizes the right of women to breastfeed inpublic and the important health benefits of breastfeeding for both the parent and child.The Town of Midland aims to create an environment that protects, facilitates, andsupports breastfeeding.

RATIONALE

The Ontario Human Rights Commission states that “women are legally protected fromdiscrimination and harassment because of sex. This includes pregnancy andbreastfeeding. A breasifeeding mother should not be disturbed, asked to cover up, orasked to move to another area.”

The Town of Midland aims to create an environment that protects, facilitates andsupports visiting breastfeeding mothers to breastfeed within municipal facilities and toprovide the conditions (time, space and support) necessary to facilitate breastfeeding.By supporting breastfeeding in this manner, the Town will strengthen the developmentof a breastfeeding culture throughout the Town.

DEFINITIONS

BreastfeedingIncludes pumping or expressing milk, as well as nursing directly from the breast.

Public PlacesRefers to any areas owned and operated by the municipality where customers, clients,visitors are permitted.

GUIDING PRINCIPLES

• The Town will demonstrate respect towards individuals breastfeeding in public.

• The Town supports breastfeeding individuals breastfeeding in public.

• The Town will make a reasonable effort to find a private space for abreastfeeding individual if requested.

• The Town’s employees will not disturb a breastfeeding individual and will not askthe individual to cover up or to move to another area.

The Corporation of the Town of Midland Page 1Breastfeeding in Public Spaces Policy

IMPLEMENTATION

The Simcoe Muskoka District Health Unit protects, promotes, and supportsbreasifeeding and will provide information regarding support for breastfeeding in publicto town staff and members of the public.

The policy statement will be posted at municipal facilities and on the Town’s website

The Corporation of the Town of Midland Page 2Breastfeeding in Public Spaces Policy

General Committee 1 2018 Municipal Election Report CL-2017-14 Alternative Voting Options April 10, 2017

STAFF REPORT

DEPARTMENT/FUNCTION: Clerks CHAIR: Councillor G. Canning DATE: March 27, 2017 REPORT NO.: CL-2017-14 2018 Municipal Election – Alternative Voting Options RECOMMENDATION: That staff be directed to proceed with the recommended Internet/Telephone voting as a pilot for the 2018 Municipal Election, and That the Clerk be requested to provide an assessment report following the 2018 Municipal Election respecting the utilization of these two methods of voting BACKGROUND: At its February 13, 2017 General Committee Meeting, Council considered Report CL-2017-3 which provided details regarding alternative voting options and recommended the use of Internet/telephone voting for the 2018 election. During review and discussion on the matter, a number of concerns were raised regarding:

is Internet/telephone voting Elections Canada Certified? security and reliability privacy communication and educating the public statistics regarding voter turnout the voting process

The intent of this report is to address these questions and provide some insight into the experiences of other municipalities that have instituted the internet/telephone voting, security, privacy and reliability measures in an effort to maintain the integrity of the voting process. Is Internet/telephone voting Elections Canada Certified? There are no voting methods or processes used by Ontario municipalities that are Elections Canada certified. As municipalities derive their authority from the province, it is the Municipal Elections Act (MEA) the “Act”, 1996, that delegates the responsibility for conducting elections to the Municipal Clerk. Through this legislation municipalities have the flexibility to consider alternative voting methods. The Act specifically requires the Council to enact a by-law that would authorize the use of alternative voting methods.


Regardless of the voting method selected, the Clerk must ensure compliance with the MEA principles by:

Maintaining the secrecy and confidentiality of the voting process and individual votes

Providing an election that is accessible to the voters Providing an election that is fair and non-biased Ensuring the integrity of the process is maintained throughout the election Ensuring the results of the election reflect the votes cast Ensuring voters and candidates are treated fairly and consistently.

Additionally, any alternative voting solution selected would be required to comply with the Accessibility for Ontarians with Disabilities Act (AODA). The amended MEA requires municipal clerks to prepare accessibility plans to identify and subsequently remove and prevent barriers that could affect electors and candidates with disabilities, and make the plan available to the public prior to voting day. Security and Reliability The security of the election process has been a common concern when contemplating the implementation of internet/telephone voting. These concerns relate to the perception and potential for fraudulent activity, viruses, and service attacks such as network overloading and technical threats that could potentially compromise the election activities. The public’s adaptation and use of the internet and telephone continues to grow on a daily basis. Banking applications and on-line purchasing of both goods and services, has become a normal part of life for many. Many of the same technology platforms are common between these secured transactional activities and internet voting. The same stringent methodologies and encryption principles which protect internet banking sites and Electronic Medical Records (EMR) systems are found in the technology that supports the on-line voting programs. It is important to note that although there have been documented attempts designed to compromise an online voting system, there are no known controverted elections resulting from the use of an internet voting system. As the internet voting methodology continues to grow in popularity, there is an expectation that the fears related to a compromised election result should also dissipate. Despite the fact that the services offered by internet/telephone voting vendors are comparable, there are differences that exist in terms of processes, visual presentation, security systems, and products. For the most part the internet/telephone voting services offered by each service provider can be tailored to meet the unique process and security needs of the municipality. In our research with those communities that have instituted Internet/telephone voting it was clear that the service providers have worked closely with the requirements of the respective community to establish procedures to mitigate potential risks through the provision of technical and process related security measures that regulate user access


and support system administration. These provisions include employing network security such as firewalls to monitor and control incoming and outgoing network traffic based on predetermined security rules, as well as requiring user authentication such as passwords, etc. to decrease the likelihood and effectiveness of these threats. Conducting proper testing and auditing during the various stages of implementation further serves to provide added confidence with the voting system and securing against potential risks. Prior to the election, the voting system is fully tested for logic and accuracy. The verification exercise is critically important for assurance purposes. Validation of actual identities of voters has been raised as a concern when the topic of on-line voting is raised. For that reason, internet voting includes voter authentication practices which can be customized to include personalized security questions and/or unique identification codes (Voter IDs and PINs). Not unlike on-line banking where PINs are utilized to ensure the integrity of the individual’s access to their personal banking information, the same applies to the security of the election ballot. Individuals must be diligent in protecting their personal identification number and/or Voter ID to secure their rights as an eligible elector. Municipalities often require that the vendor of on-line voting systems include the requirement for an elector to enter an additional verification along with the provided voter ID and PIN (such as a birth date). Measures such as this help to alleviate concerns associated with the risk of an individual obtaining a voter information letter intended for another elector. Only electors on the voters’ list receive credentials in the mail which will be used to vote online. Consistent with all past election practices, electors must complete a form and/or provide ID to be added to the voters’ list. This practice is applied consistently regardless of the method of voting selected by the municipality. Voter authentication can also be done as a two-step process which involves the voter first receiving a voter information letter in the mail. They must then register online. Following the registration procedure the eligible elector would receive, through a separate email or regular mail, a unique PIN and voter ID. While this added security measure provides an added level of security, the evidence suggests that any additional barriers to Internet voting that present a challenge for voters and makes it less convenient may deter voters. Results show that when there is no registration requirement, 35% more electors choose to cast a ballot by internet. The basic systems requirements will enable anyone to use their mobile device with a cellular connection (and a data plan) to cast their ballot online. The user interface will automatically scale to the screen size of whatever device they are using. Attached is a sample of the online voting system security measures provided by Dominion Voting. Privacy Although certain concerns have been addressed about privacy, the more significant consideration is potential for voter coercion, such as family members or caregivers exercising inappropriate and/or unlawful authority over an elector and forcing them to


vote a certain way. Although many may identify this concern to the internet voting method, this kind of concern is applicable to all forms of alternative voting methods. . Another common concern raised by electors is that internet voting enables others to see how they voted. This in fact is not the case as the system does not track how a particular elector has voted, but only indicates that the PIN has been used to cast a vote. Voter Fraud Although steps are in place to limit the potential for voter fraud, there may be instances regardless of the voting methods where individuals attempt to impersonate another elector for the sole purpose of gaining access to the opportunity to vote. While the paper ballot process may reduce the potential of voter fraud, it does not eliminate it. Anyone who does not have identification can attend a voting location, take an Oath of Affirmation confirming their identify and eligibility to vote, and receive a ballot. It is illegal to represent yourself as another person and steal their right to vote in an election. Anyone who does this is guilty of an offence and upon conviction is liable to a fine or imprisonment. Communication and Educating the Public Implementing a new voting method will require some additional effort. The development of a communication and education strategy is key to ensuring a smooth and successful transition from the traditional ballot method to internet/telephone voting. A proper communication plan increases public buy-in and support and reduces voter confusion. Those that have opted for alternative voting methods in the past communicated voting information to the public by way of Voter Information Packages, advertising (newspaper, radio, internet), and social media. Additionally, instructional videos made available by the service provider were transmitted through social media and the Town’s website. To broaden communication efforts, a computer kiosk could be set up at the Town Hall, public library and the North Simcoe Sports and Recreation Centre. The Town of Penetanguishene implemented internet/telephone voting for its 2014 election and will be utilizing this method for the 2018 election. In the event that Midland Council lends its support for internet/telephone voting for 2018, staff would work collaboratively in establishing a joint communication and marketing strategy, which would benefit both communities and potentially result in some further savings. Voter turnout Statistics A study conducted by University of Toronto researchers and the Centre for e-Democracy of 47 Ontario municipalities that used internet voting during the 2014 Municipal Election concluded that the primary rationale for adopting internet voting was to enhance accessibility, improve voter turnout and increase convenience for voters. The study, together with additional information obtained by canvassing the public and municipal administrators, identified internet voting as a desirable format for election stakeholders. The study concluded that overall users (administrators and electors)


found the systems to be convenient and accessible, easy, straight forward, and private, with 95% of survey respondents expressing satisfaction with the internet voting process. The primary benefits offered by internet and telephone voting are convenience and accessibility. Although voter turnout is complex and a number of factors influence whether electors turn out to vote, internet voting is associated with a 3% increase in voter participation in Ontario. Based on the research, voters over 50 years of age are the most likely to vote by internet. Unfortunately, the younger voters have not embraced the opportunity afforded through internet voting. Charts have been attached which provide statistical information on reasons people did not vote in the 2015 Federal Election. The Voting Process Should Council approve internet/telephone voting for the 2018 election, it is anticipated the process implemented would be similar to that of Penetanguishene’s. There are several advantages to adopting similar election processes, including optimizing savings related to advertising, a joint RFP, development of election policy and procedures, and to reduce any confusion that electors could experience should Midland’s election process differ. Below is an overview of the steps electors would follow to cast a ballot electronically or by telephone. 1. Electors would confirm they are on the Voter’s List 2. In early October, electors would receive a personal voter notification letter containing

information on how to access the voting system by internet or telephone. The letter would contain the following information:

Voter’s ID number Voter’s unique PIN to vote URL and telephone number for the voting system Voting information, i.e. candidates running for office, location of help centre, legal requirement to vote, how to find more information, etc.

3. Electors would be required to confirm their eligibility to vote when accessing the

system which would include entering their specific ID and PIN number provided on their notice, as well as a second security measure if selected.

They will then follow the prompts and confirm their selections.

4. A help center would be located in the Municipal Office during the week and on

Saturdays two-four weeks in advance of the election and would offer the following services:

a. Add an elector to the Voters’ List b. Provide assistance and clarification on the election process c. Offer access to a telephone or computer for voting d. Assist any electors requiring assistance in voting.


To make internet voting more widely accessible to citizens that do not have access to a computer device and/or internet services, internet voting kiosks would be located in public places such as the municipal office, library and North Simcoe Sports and Recreation Centre. CONCLUSION: At its February 16, 2017, meeting, the Midland Senior’s Council passed the following motion: That Council make arrangements to ensure that all citizens regardless of disability are enabled to vote, and that special consideration be given to people with physical disabilities at the voting stations (walker, wheelchair). At its March 6, 2017, meeting, the Midland Accessibility Advisory Committee reviewed the report prepared by the Acting Clerk proposing the implementation of internet/telephone voting for the 2018 municipal and school board election. The Committee spoke to the barriers associated with the traditional paper ballot method and tabulators and the challenges faced by those with disabilities in attending voting locations. Following discussion, the Committee approved the following motion: That the Midland Accessibility Advisory Committee strongly endorses the implementation of telephone voting/internet voting to increase the accessibility for the electorate for the 2018 municipal election. Based on the information provided in this report, it is recommended that Council take the bold step forward to pilot the internet/telephone voting for 2018 municipal election. Staff is committed to maintaining the integrity and security of the voting process, and would work with IT in preparing the RFP to ensure it addresses the issue of security and reliability. In evaluating the RFP submissions, staff will again involve IT in the selection process and, following same, will work with the service provider in collaboration with IT to customize the election process to meet the needs of the municipality. SUSTAINABILITY: Reduce consumption of natural resources: solid and hazardous waste Support the goal of a zero waste society Pursue additional alternatives to minimizing the volume of waste disposed COUNCIL’S STRATEGIC PLAN: Strategic Action: Community Engagement Strategy Encourage Involvement at the community level and in particular, focus on engaging youth.


FINANCIAL IMPACT: The proposed cost to implement internet/telephone voting can accommodated in the election budget.

Alternative Voting Method Estimated Cost of Service (advertisement & voter engagement costs excluded)

Paper Ballot with Tabulators $58,800 Vote by Mail $55,000

Internet/Telephone Voting $34,000 - $45,000 Prepared by: Karen Desroches, Acting Clerk Approved by: John Skorobohacz, Chief Administrative Officer Attachments

Dominion Voting – Online Voting System Security Measures Reasons People Did Not Vote in October 2015 Federal Election

o Chart A, B and C List of Ontario Municipalities that Used Internet Voting for the 2014 Election

File: A09- Policies S:\Clerks\C00 Council & By-laws\C11 Reports to Council\2017\AVMethods - Subsequent report.doc

Dominion Voting Systems Corporation

Internet Voting Solution General Security and Operations

Overview

Prepared for: Town of Midland, ON Prepared by: Stephen Beamish, Regional Sales Manager 215 Spadina Avenue, Suite 200, Toronto, ON, M5T 2C7, Canada Telephone: 416.762.8683 x 232 /902-229-4001

Town of Midland, ON

General Security and Operations Overview Page 2 of 5 Internet and Telephone Voting System

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Town of Midland, ON


Online Voting System Security Measures –Overview

General System Security and Operations

Secured Channel: Dominion IV/IVR System utilizes the SSL protocol to provide a secure

channel between voter’s web browser and vote processing servers. The complete

communication is digitally signed and encrypted.

Security Controls: The Dominion IV/IVR System provides a layered and comprehensive

set of security controls for the end-to-end online voting process including pre-voting

(election definition), voting (Internet/Telephone voting), and post-voting (results processing,

reporting and publishing). Security controls include physical security mechanisms (secure

data centers), access control (role based access control and user authentication with real-

time audit records), data confidentiality (encryption using NIST verified algorithms such as

AES256) as well as data integrity (digital signatures and certificates using NIST verified

algorithms such as RSA and SHA256). In addition, the online voting system has a time-

Town of Midland, ON


controlled validity - the system is operational only when the jurisdiction decides it to be

operational.

Controlled Access: Access to the IV/IVR solution is protected by the initial voter

authentication process, which interfaces with Voter Management Portal via programmed

interface with jurisdiction’s voter management system. In that way, the only publicly visible

web page is actual voter login page (authentication page). Only after successful voter

authentication, the system allows access to the voting pages.

Audit Logs: It would be violation of the voter privacy if the system was designed and

configured to record every step that was performed by the voter. Essentially, this would

allow reconstruction of voter selections and link voter to the votes. Therefore, the Dominion

IV/IVR Solution maintains the audit log at the system backend (server) side when the voting

session has started and when it has finished, with the additional information such as IP

address, session ID, ballot ID, etc. For additional auditing purposes, Dominion

Internet/Telephone Voting Solution also keeps an electronic ballot image record for each

ballot cast that can be used for auditing as well as any recount purposes.

All electronic records are digitally signed but maintain voter privacy: If user side (voter)

digital signatures were used for ballot signing, the voter privacy would be violated. As such,

the jurisdiction would be able to link a voter to the ballot, which would be unacceptable.

However, the client side digital certificates can be supported for the voter authentication

which will provide mutual (two-way) authentication between the voter and Dominion Online

Services web server.

Data files are digitally signed: Regarding protection of data on any data interfaces with

external systems, any data files (XML and log files) are digitally signed and encrypted

when stored. Any data files (XML and log files or other data) utilize SSL or SFTP secure

channels for data communication.

Anti-virus protection: The IV/IVR System utilizes the Avast Enterprise Suite for anti-virus

protection. This ISCA certified suite of applications provides the following:

Antivirus protection

Anti-spyware protection

Anti-rootkit protection

Resident protection

64-bit OS support

Boot-time scan

Protection against repeat voting: Once the voter casts their ballot, the system does not allow the same voter to login again. In addition, as soon as the voter casts their online, the IV/IVR system updates the election database, creates audit records and an electronic ballot image with timestamp, and therefore provides multiple ways to verify that votes have not

Town of Midland, ON


been modified. Of course, for privacy, the voter management database and the election database are separate systems to prevent any way of linking voters with their votes.

Complete Separation of Voter and Ballot Data: The Voter Management Portal and the

Internet/Telephone Voting System databases are separate. Casting of the ballot results

in real- time strike-off of that voter on the voter list system. As discussed, no link between

voter and votes cast can be established.

Configuration Management: All system components (OS and other components

such as database server software) are kept current with the latest patches and

updates. All patches and updates are stringently tested by Dominion Quality

Assurance Department before release.

Dominion Quality Assurance policy locks down the production version of the election system

well in advance of the election event, as it is unwise to update systems too close to an

election.

Role based permissions: Dominion provides means for role based permissions within the

system. It is up to the jurisdiction to define permissions for each role, if the default set of

permissions is not appropriate.

Business Continuity Plans: Dominion IV/IVR System utilizes redundant servers for

application and database servers. Load balancers and real-time database synchronization

keeps system balanced and protected in case of failure. In addition each server integrates

RAID controllers with data mirroring. If required, data periodically can be also transferred to

the Customer data center for additional off-site data redundancy.

Dominion uses Cisco based firewalls. Two levels of firewalls are provided within

the system with configured filtering rules to allow only certain IP and TCP/UDP ports.

All traffic is performed using SSL/HTTPS and SFTP protocols and only these ports

are open.

Proper data security and data backup services are integrated within the Dominion IV/IVR System.

As outlined in the Network Diagram, the Dominion IV/IVR solution is deployed on two

independent data centre environments, Dominion is the only IV/IVR services company in

Canada that can provide this level of data security.

From data protection and backup point of view, all system components are designed

around redundancy on several levels - multiple web, application and database servers,

RAID controllers for data mirroring, load balancing, multiple levels of networking

infrastructure equipment, etc.

Reasons People Did Not Vote in Oct. 2015 Federal Election8.22 Million Voters Did Not Vote (31.7%)

23

12

12

5

9

39

0 10 20 30 40 50

Too Busy, Work, Family, School Conflict

Out of Town/Away

Own Illness or Disability, transportation

Other: Forgot, Religious

Election process: No ID, not on list,location

Political: Not Interested, dislikecandidates

Source: The Daily - Statistics Canada, February 22, 2016 edition

Convenience as an issue = 47%

Reasons People Did Not Vote in Oct. 2015 Federal Election9,691,517 eligible – 3,119,139 Did Not Vote (32.2%)

Ontario

25

12

13

5

7

38

0 5 10 15 20 25 30 35 40

Too Busy, Work, Family, School Conflict

Out of Town/Away

Own Illness or Disability, transportation

Other: Forgot, Religious

Election process: No ID, not on list,location

Political: Not Interested, dislikecandidates

Convenience as an issue = 50%


Reasons People Did Not Vote in Oct. 2015 Federal ElectionMain Reasons by Age

3333333434

2718

4141444444

5363

0 10 20 30 40 50 60 70

Not interested: Aged 18‐24






Not interested: Aged 75+

Too busy or away: Aged 18‐24



Too busy or away ‐ ill or disabled: Aged 45‐54



Too busy or away ‐ ill or disabled: Aged 75 +

“Not Interested” decreases with age.

“Busy and/or Illness”

increases with age.

It Needs To Be Easier To Cast A Ballot.


APPENDIX “A” List of Municipalities that Utilized Internet Voting for the 2014 Municipal Election

Note: 59 of the 97 municipalities listed below ran fully electronic elections, offering electors either internet voting only or a combination of internet and telephone voting.

Township of Addington Township of Leeds and the City of Stratford Highlands Thousand Islands Municipality of Strathroy-The Township of Adelaide Loyalist Township Caradoc Metcalfe Township of Lucan Biddulph City of Greater SudburyTown of Ajax Town of Markham Township of Tay ValleyTownship of The Archipelago Municipality of McDougall Town of TecumsehTown of Arnprior Township of McKellar Municipality of ThamesTownship of Augusta Town of McNab/Braeside Centre City of Belleville Town of Meaford City of Timmins City of Brantford Village of Merrickville – Town of Wasaga BeachMunicipality of Brockton Wolford Municipality of West ElginCity of Brockville Municipality of Middlesex Municipality of West PerthCity of Burlington Centre Municipality of WhitestoneCity of Cambridge Township of Minden Hills Township of WhitewaterTownship of Carling Town of Mississippi Mills Region Village of Casselman Township of MontagueTown of Cavan Monaghan Township of MulmarCentral Frontenac Township The Nation MunicipalityMunicipality of Central Huron Township of North DundasTownship of Champlain Township of North FrontenacMunicipality of Chatham-Kent Township of North GlengarryCity of Clarence-Rockland Township of North GrenvilleTownship of Clearview The Municipality of NorthTown of Cobourg MiddlesexTown of Deep River Township of North StormontTownship of East- Municipality of NorthernHawkesbury Bruce PeninsulaTownship of Town of Parry SoundEdwardsburgh/Cardinal City of PembrokeTownship of Elizabethtown – Town of PenetanguisheneKitley Town of PerthTownship of Frontenac Town of PeterboroughIslands Town of Port HopeTown of Gananoque Town of PrescottTown of Greater Napanee County of Prince EdwardMunicipality of Greenstone City of Quinte WestTown of Grimsby Town of RenfrewCity of Guelph Township of RussellHamilton Township Township of SeguinTown of Hawkesbury Township of ShuniahMunicipality of Huron East Municipality of South BruceTownship of Huron-Kinloss Township of South DundasTown of Innisfil Township of South FrontenacCity of Kenora Township of South GlengarryCity of Kingston Township of South StormontTown of Kingsville The Municipality ofTownship of Laurentian Southwest MiddlesexValley Town of SpringwaterMunicipality of Leamington Town of Stone Mills

ROAD CLOSURE

March 24th, 2017 Dear Mayor Gord McKay and Members of Council, The Candlelight Tribute Ceremonies will be held on Wednesday, May 10th, 2017, at the Cenotaph. The Committee requests that Council approve the closure of King Street, from Hannah Street to Colborne Street on that day from 6:30 pm to 9:00 pm with appropriate arrangements by the Midland Police Services and Public Works. This request is being made to ensure the safety of participants and to eliminate the vehicle noise. Yours Truly, The Candlelight Tribute Committee

March 7, 2017 Mayor Gord McKay and members of council Town of Midland 575 Dominion Avenue Midland, Ontario L4R 1R2 Dear Mayor McKay and members of council, Quest Art School + Gallery would like permission to hold a weekly en plein air “Paint in the Park” in Little Lake Park for our members. This would be a free, self-directed painting session designed to encourage socialization, networking, and creating while enjoying the park. While it would be promoted to our membership, anyone would be welcome to join in. Participants will bring their own materials and we will stipulate that they need to dispose of any solvents in an environmentally responsible manner, plus clean-up after themselves. The proposed dates would be Thursdays from July 6 to September 21, 2017, from 4:30 to 6:30 p.m. There will be a designated meeting area, but our members would probably paint throughout the park. If approved, Quest Art would include the Town’s logo when we promote this program and we’d

tag the town through social media posts. As Quest Art is a tenant within a town-owned building, the Town of Midland is already listed as an additional insured on our insurance policy and we carry $5,000,000 in liability insurance.

Should council have any questions or concerns, I would be pleased to speak to you further about this project. Thank you for your consideration of our request. Sincerely, Karen Mealing Director

From: "Amber Scott" Date: Sun, Mar 26, 2017 at 4:38 PM -0400 Subject: Little Lake Wellness Fair Proposal (GBDSS) To: "Cody Oschefski" <[email protected]> Georgian Bay District Secondary School 865 Hugel Ave, Midland ON L4R 1X6 (705) 526-7817 Friday, March 24, 2017 Dear Mr. Cody Oschefski, The Mental Wellness Ambassadors at Georgian Bay District Secondary School are planning to host a Wellness Fair. This fair will occur on Wednesday, May 24, 2017. There are two components to the fair. The afternoon portion from 12:30 to 3:00 pm will be for students from GBDSS, Tay Shores Public School and James Keating Elementary Schools. The evening portion will be from 3:00 – 6:00pm and open to the public. We are writing this letter to ask for use of Little Lake Park for the host venue. We feel that the park is in a good location, has plenty of room and parking. It also provides participants to be connected to nature with the lake and forest nearby. We would like to have access to the pavilions, the washrooms, beach volley-ball courts, playground equipment, Frisbee golf and picnic tables from the hours of 10 am to 7 pm. We anticipate inviting vendors and having workshops targeted at mental and physical health and wellbeing. We hope that you can assist us in this huge event that will help promote wellness in our community. If you have any further questions please contact: Christina Pellarin at [email protected] or Lee Moreau at [email protected] Sincerely, The Mental Wellness Ambassadors of GBDSS

Midland Lion’s Club March 21st, 2017 C/O Ruth Hounsome Box 401 Midland, ON L4R 4L1

Mayor Gord McKay and Council Members 575 Dominion Avenue Midland, ON L4R 1R2

Your Worship and Members of Council:

The Midland Lions Club is looking for the Town’s sanction for our “Walk for Dog Guides” on May 28th, 2017. All proceeds from the Walk will be donated to Lions Foundation of Canada. The Walk is 6 km. and will start at 1:00 pm. from the Midland Town Dock, along the Rotary Trail to Aberdeen Blvd., then back to the Dock.

In 2016, the Lions Foundation of Canada conducted a National Walk, which raised over 2 million dollars. The money contributed to the training and placement of Guide Dogs for many clients. We request your cooperation and sincerely hope that you will assist us by approving this year’s Walk in Midland.

Lions Foundation of Canada relies entirely on the generosity of individuals, corporations and service clubs to continue its work. It trains and provides Dog Guides free of charge to Canadians with visual, hearing and medical or physical disabilities through our six Dog Guide Programs:

Canine Vision Canada provides Dog Guides to the blind and visually impaired. Hearing Ear Dogs of Canada provides Dog Guides to the deaf and hard of hearing. Special Skills Dogs of Canada provides Dog Guides to the medically and physically disabled. Seizure Response Dog Guides for people with epilepsy. Autism Assistance Dog Guides for children who have autism spectrum disorder. Diabetic Alert Dog Guides for people who have type 1 diabetes with hypoglycemic unawareness.

(The sponsorship of a Dog Guide Team can range from $9,500 up to $20,000.)

The Midland Lions Club would like to be part of this team with the residents of Midland. We would appreciate your approval of our route, which we anticipate will take about 2 hours to complete.

We encourage all interested residents to participate in our Walk with or without a dog. If you would like any further information, please contact me at 526-5001.

Ruth Hounsome President Midland Lions Club

Barnstormer Brewing & Distilling Company384 Yonge Street #3

Barrie, Ontario L4N 4C8705-481-1701

March 28, 2017

ATTN: Midland Town Council

RE: Barnstormer Boathouse Oktoberfest

This letter is seeking permission to host the first annual Oktoberfest in partnership with TheBoathouse Eatery in Midland. As you may know, we are expanding our Barrie born brewery anddistillery to Midland very soon and to get exposure to our new home and neighbours we’rehoping to host an Oktoberfest from Friday, September 22 to Sunday, September 24 in front ofThe Boathouse Eatery in the city parking lot, to the sidewalk in front of the docks. We havethought of option B as well to go behind The Boathouse Eatery’s lot into the city park and wouldbe fenced along the perimeter.

We are planning on having multiple breweries attend as vendors to showcase their specialityOktoberfest brews and have authentic Oktoberfest style food provided by The BoathouseEatery. Hours of operation for the event would be Friday 2pm - 11pm, Saturday 11am - 11pm,and Sunday 11am - 4pm. Setup will start on Friday morning and clean up/tear down will happenimmediately following the event on Sunday. Security, generators, fencing and the stage for aband will all be provided by us to make this event a legitimate Oktoberfest experience.

With the exposure created between ourselves, The Boathouse Eatery and the other breweriesinvolved we are hoping to draw 10,000+ people to Midland for this event. This year would markthe first ever Oktoberfest to Midland and we look forward to continuing this event for years tocome.

Thank you for your time and we look forward to hearing back from you.

Regards,

Megan MooreEvents CoordinatorBarnstormer Brewing & Distilling Company705-309-6344 | [email protected]

Page 1 of 1Barnstormer Boathouse Oktoberfest - Request Letter - Google Docs

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March 29, 2017

Town of Milland575 Dominion Ave.Midland, ONL4R1R2

Attention: Mayor Gordon McKay

Dear (lord,

RE: MIDLAND’S SIXTH ANNUAL RANDOM ACT OF KINDNESS DAY (RAKD)

The Rotary Club of Midland plans to celebrate the sixth annual RAKD to encourage small (oreven large) gestures of kindness —whether it to be to a stranger, family, friend or co-worker.We have scheduled the date of Wednesday May 24, 2017 and are requesting Town Councilapproval to celebrate the event with a BBQ at the Town dock. We hope the Town of Midlandwill continue to participate in and support this annual event. These are some of the eventsscheduled:

• Rotary Club will host free BBQ at the town dock during lunch time with liveentertaimnent.

• We hope The Town of Midland will carry on the tradition of the 1-day no parking ticketpolicy.

• The Town office will offer an open house with coffee and cookies in the reception areaand commissioning done free of charge.

• Free stickers and lollipops to be handed out at the Rec Centre.• A ‘Gift of Life’ booth will be set up at the Town Dock with Organ Donor Registrations

on hand.• Signs and posters willbe displayed throughout the town with positive and inspiring notes

to our Community. These signs are completed by local schools and hung by CommunityLiving Huronia clients~ NOTE: The Bylaw officer needs to be aware.

• The Rotary Club will work in conjunction with Community Reach to deliver kindness to• their clients with mobility issues.

We’re working on some finishing touches to the RAKD. poster and I will forward as spon as it’sready so that it can be included on the Town’s website. As occurred in prior years, we would liketo see the ‘no parking ticket~ policy and Town staff are encouraged to demonstrate good-hearted,neighbourly acts to help instill the ‘pay it forward’ movement. We look forward to any

• suggestions on how we can make this an even bigger event for the Town of Midland.

W&re looking for full community involvement this year and I’m hoping we can count on you tocome down to the dock on May 24th to flip (or eat!) at the BBQ.

• allics.

ritt McKerrow~Chair, Random Act of Kindness DayRotary Club of Midland705-534-1171