Question: How do you propose to address the increasing traffic congestion due to growth? TriTAG's view: The Region's population is projected to increase by 200,000 people, and the Places to Grow initiative mandates that much of it takes the form of infill development. Continued growth will increase traffic. Instead of widening roads in the urban cores, we support transit in its own right-of-way (such as bus-only lanes on arterial roads and the proposed light rail system) as alternatives to congestion. Transportation demand management (TDM) strategies and shifts in land use can also reduce the economic impact of traffic congestion. Further reading: What does transit do about traffic congestion? | Les Armstrong:
Some monies for puplic transit needs to be used to convince people to get out of their vehicles and ride buses and trains.I feel that just by creating it does not mean it will be used. | Todd Cowan:
I support an increased GRT to Woolwich Township. The pilot project to Elmira is showing positive results, I would like to investigate other areas of the township such as Breslau and the Waterloo International Airport. | Doug Craig:
No response. | Rob Deutschmann:
It is important to develop future transit plans that consider alternatives to vehicle traffic. That includes things like a more efficient public transit system and improved and safer bike lanes. We also have to consider options for vehicle traffic. We need to consider how vehicles move through our cities and communities and how that can be done in a more efficient and environmentally friendly manner. | Brenda Halloran:
As Mayor of Waterloo, I participate in many strategic planning sessions regarding the densification of our city and the increasing requirements for transit to accommodate the projected increase in population and shift in demographics in each neighbourhood. The city needs to work towards an affordable transit solution partnering with regional, provincial and federal governments. The solution will require a harmonized approach that balances transit technology, cost, funding sources and city planning. An improved transit solution is required involving options such as bus only lanes and HOV lanes – people need to be educated and encouraged to look at car pooling and how they can help reduce congestion by reducing automobile use. There are many factors to consider and a comprehensive approach needs to continue to be developed. | Ross Kelterborn:
No response. | Ken Seiling:
With a population growth projected to be around 200,000 more people inthe next 20 years, the Region must address how it will handle this growth. It has adopted a new Regional Official Plan based on its growth management strategy.The Region has also adopted a new Transportation Master Plan which promotes a balanced approach of rapid transit, improved transit, road improvements, inter-city rail service, and TDM strategies. I obviously have voted to support this approach and I will continue to work for it. | Carl Zehr:
To avoid traffic congestion a city must have good urban planning. Many plans have been good in the past but urban planning must reinvent itself due to changing attitudes and environmental contraints.I am a strong proponent to intensified development within the built areas of the city. Any new suburban development should be "complete communities" that encourage the movement of people by means other than the automobile. Businesses need to be encouraged to participate in TDM strategies which, in the long term, will be more economical. |
Question: Do you support the light rail transit system for managing the Region's growth over the next decades? TriTAG's view: Light rail is expensive, but in the context of continued growth there are also serious costs associated with building no new transportation infrastructure or insufficient infrastructure. | Les Armstrong:
This isn't one of those if you build it they will come. We are such a vehilce oriented society that it will take time to convince people to take public transit of any kind. The light rail proposal is so expensive that to waste tax payers money on something that may never become popular is not wise. | Todd Cowan:
No, not at this time. It is a considerable amount of money and chances are the $700 million dollar price tag is a low estimate.Our township could not justify the ridership. First we must make the GRT successful, then explore other options. | Doug Craig:
No response. | Rob Deutschmann:
I support an improved transit system to manage the Region's growth. Whether that is light rail or some other format will depend on the revised proposal that the Region of Waterloo will develop now that we are aware of the level of funding that is coming from the federal and provincial governments. From the perspective of North Dumfries, we would like to know how our residents will be able to access and benefit from any new transit system. | Brenda Halloran:
Since provincial funding for the LRT has come in much lower than requested, proceeding with the LRT could raise local taxes substantially. I am not in favour of raising taxes for the provincial funding shortfall. I am in favour of reviewing the entire transit system and explore all options including rapid buses and other new technology in an improved transit plan.I think it is important to develop a comprehensive growth strategy that includes a transit strategy. A light rail transit system is an option that deserves consideration however current funding will not support immediate implementation. As Mayor of Waterloo, I will work with regional, provincial and federal alliances to look at additional funding opportunities. | Ross Kelterborn:
No response. | Ken Seiling:
I am firmly convinced that LRT is the best option for the future as has been shown in all of the studies to date and as has been experienced in many other North American cities. If we can afford to forge ahead, it would be far better to invest in a system that will produce the levels of investment and intensification required in our plans, attract the largest number of riders, operate consistently regardless of automobile traffic, and not have to be replaced in 15 years or so as would be the case with a BRT. | Carl Zehr:
I have been and continue to be a supporter of the LRT proposals. We have one chance to get a new transportation system in place and we need to do it right and now.While the LRT costs are high, most people do not appreciate that the traditional road and transportations systems will be more expensive in the long run, even if we were to have the physical space to do so. Today's LRT system is yesterday's expressway around the cities of Kitchener and Waterloo. |
Question: How would you improve inter-city transportation? In particular, would you push for joint routes between Guelph Transit and GRT? TriTAG's view: We are concerned with plans to build a limited-access highway between Kitchener and Guelph when there is no public transit connection. Guelph Transit has indicated a willingness to work with GRT to link our transit systems, and we would like to see links from Guelph to Kitchener and Cambridge as soon as possible. We hope our future regional government will continue to work with other levels of government to bring improved rail transit with Guelph and the GTA to our region. | Les Armstrong:
I think that any cost effective way to broaden transit use is not only wise but enviromentally sound. | Todd Cowan:
The traffic between Waterloo Region and Guelph in significant. I would like to see a pilot project between the areas. | Doug Craig:
No response. | Rob Deutschmann:
As a resident of Ayr (North Dumfries Township) I can appreciate the desire to improve inter-city transporation. It is important that inter-city transportation considers how a person taking such transportation will be able to connect and transfer through the city.In North Dumfries, we will be reviewing our own transportatoin circumstances to see if we can have a pilot project developed through Grand River Transit to try and connect our community with Cambridge and/or Kitchener. | Brenda Halloran:
The City of Waterloo plays an active role on regional council as we create strategic transit plans for the City of Waterloo, and Region of Waterloo with improved bus / train options. An integrated strategic plan will ensure Waterloo considers transit options including neighbouring communities like Guelph and major economic trading centres like Toronto. We have been waiting for many years to see Go Trains to our Region – we must work together and continue to push forward with the provincial government in getting Go Train service to Waterloo Region.I am always supportive of engaging in discussions with neighbouring communities in an attempt to improve or provide new services to residents. | Ross Kelterborn:
No response. | Ken Seiling:
The new GO servivce will provide added opportiunities bettween Guelph and the Region as will expanded VIA service which we also hope will materialize with the improvements to the north Mainline. I would be open to discussing the issue with Guelph however if there is a competing need for dollars, our own system plus any sharing we have to do for the expanded GO service would be top priority. | Carl Zehr:
The key to having a good public transit system is to make it integrated with as many other systems as is possible.I have been one of the champions for an improved north main rail line. This means improved VIA service and new GO rail service integrated with the GRT system and inter-city bus systems. I am prepared to discuss the potential of linking GRT and Guelph transit systems. While all of the above is vital, it is important to complete the new highway between Kitchener and Guelph. Both systems are required to offer choice. |
Question: Do you think transit should primarily serve those who cannot use other means of transportation, or do you think it should primarily serve those who have a choice? TriTAG's view: Some people see transit primarily as a social service or safety net. We see transit as a service that should be made useful for everyone, that can slow the growth of traffic congestion and shape a more sustainable urban form. | Les Armstrong:
I think transit should be offered to everyone allowing all segments of society the choice. | Todd Cowan:
I believe pubic transit is for all walks of life. We must improve it to become a viable solution to driving. | Doug Craig:
No response. | Rob Deutschmann:
Transit should be designed to serve all people. The goal of a transit system should be encourage as many people as possible to take transit. The Region as a whole benefits whenever we manage to take a vehicle "off" the street whereever that occurs. There should be no class system for transit, but rather transit designed and encouraged for all. | Brenda Halloran:
Waterloo is now actively planning for a future that is transitioning to a more densely populated city core. I believe our transit strategy should provide every citizen of Waterloo with a choice and a means of transportation. It should be designed to help those without means of transportation as well as those who want to take public transit and provide an affordable, effective and efficient transit choice for a greener environment. People want to have transportation options – whether it is transit, bicycling, walking – we need to have an integrated plan that offers all these options. | Ross Kelterborn:
No response. | Ken Seiling:
A functional and attractive transit system serves everyone. With urban intensification and the distribution of employment along the major corridors, I believe that it will become even more attractive to a wider range of people, especially as improvements are made to the balance of the system. | Carl Zehr:
I believe public transit systems are for everyone and should be designed accordingly. While it is a vital service for some people, it should be be seen as a planning tool, a social safety net and an envrionmental best practice. Without a 21st century transit system, traffic gridlock is sure to appear. We have no alternative but to pursue such a system in order to ensure consumer choice in the future. |
Question: Will you support the construction of segregated bicycle infrastructure on wide urban roads and cycling infrastructure at intersections? TriTAG's view: Other progressive cities, such as Montreal, Vancouver, and Portland, are building physically separated cycling facilities on arterial roads. These cycle tracks improve safety and promote cycling. Further reading: Streetfilms: The Case for Physically Separated Bike Lanes | Les Armstrong:
I beleive cycling lanes are a good cost effective way to help the enviroment but again education in bicycle and vehiclular safety is part of that equation. | Todd Cowan:
Yes. I believe that segregated bicycle lanes should be planed for all future major road construction projects, both Township and Regional roads. | Doug Craig:
No response. | Rob Deutschmann:
I support all efforts for safer bicycle transportation. We have a new Community Centre that will be built in Ayr (North Dumfries Township) by March 2011. We have to develop improved bicycle and pedestrian paths to allow people to access the Community Centre in transportation forms other than just a car. | Brenda Halloran:
During my term as Mayor of Waterloo, we have installed cycling facilities as we invest in new roads throughout the city. I generally support the concept of segregated cycling infrastructure, however, the construction of segregated cycling infrastructure on existing roadway right-of-ways can be a very expensive venture. These segregated facilities can require extensive property acquisitions and utility relocations. As we plan for new roads and infrastructure, the City of Waterloo will continue to expand the network of on road cycling facilities and separate bike paths where feasible. During my current term as Mayor of Waterloo, we have included plans for a future bike parking lot in Uptown Waterloo. The City of Waterloo is currently working on a Bike Friendly City designation – we are planning on being one of the first cities in Canada to achieve this recognition. | Ross Kelterborn:
No response. | Ken Seiling:
Although there is a case that can be made for physically separated bike lanes, I would need to be convinced that they are affordable and workable given the nature of many of our roads. We certainly can do more with bike lanes but I am not sure separate lanes are the way to go at this time. | Carl Zehr:
I support the use of segregated bicycle infrastructure where it is physically possbile to do so. I have encouraged our planners to investigate exactly this as it relates to the upgrades planned for Huron Road. |
Question: Will you support a regional bike-sharing system, such as the one Montreal has? TriTAG's view: Montreal's BIXI bike-sharing system has spread to cities around the world, including London, Minneapolis, Melbourne, and soon, Boston and Toronto. It is also used on the Research in Motion campus. We would like to see the Region of Waterloo taking the initiative to bring the program here. Further reading: BIXI | Les Armstrong:
If it is cost effective and enviromentally friendly i support any system that works on thesee two ideas. | Todd Cowan:
The BIXI system is very cutting edge. This would not be a project for Woolwich, but definitely KW area. | Doug Craig:
No response. | Rob Deutschmann:
I believe that the BIXI system is a wonderful system and should be encouraged in Waterloo Region if feasible. I believe that this system is more practical in the larger populated areas of Waterloo, Kitchener and Cambridge. | Brenda Halloran:
Yes, as Mayor of Waterloo, I am very supportive and eager to further explore the concept of a bike sharing system and ready to look at an integrated plan that incorporates this strategy into an overall active transportation plan. A bike sharing system will be considered as we expand our network of multi-use trails (bike paths) and cycling lanes. There is much to be learned from other cities and industry that adopt bike sharing programs. | Ross Kelterborn:
No response. | Ken Seiling:
I do not have enough information to make such a commitment at this time. there is increasing competition for funds and we simply cannot fund every project. I would certainly be interested in working with groups to examine the project to see if it were viable and sustainable. | Carl Zehr:
I am prepared to support a pilot program of bike sharing in Waterloo Region. |
Question: Many arterial and major roads are missing sidewalks, which are currently only added to streets during major reconstruction projects. Will you accelerate the construction of missing sidewalks? TriTAG's view: In 2006, regional staff estimated that 133 kilometres of necessary sidewalks were missing from regional roads. Their estimate was that those missing sidewalks on arterial roads could be built for $15.4 million, or less than half of 2010's budget for road widening and new roads. To meet basic standards of safety and walkability, we believe that sidewalk construction must be made a priority. Further reading: Report E-06-049, Sidewalks on Regional Roads | Les Armstrong:
I believe that safety of our citizens is of the up most priority. A comprehensivecapital plan would be a sound investment for the near future. | Todd Cowan:
The shortage of Regional sidewalks are an issue that must be addressed and completed over time. Due to the enormous investment, they will have to be continually added over time. | Doug Craig:
No response. | Rob Deutschmann:
We need to encourage the develop of more sidewalks in Waterloo Region. Missing sidewalks create a dangerous hazard for the residents in the area where these sidewalks are missing. While I support an investment in more sidewalks, we still have to consider our financial circumstances and balance all of that with other competing interests for infrastructure development. In North Dumfries Township we have a fairly adequate sidewalk network but there are gaps making it difficult for youth and seniors to safely ambulate in our community. We also have to address those regional roads that wind through some of our small communities that create potentially dangerous circumstances for people living along those roadways and wanting to walk in their community. | Brenda Halloran:
As Mayor of Waterloo, I have taken the position of ensuring sidewalks are provided as we improve roads and maintain necessary infrastructure. The city has a complex system of infrastructure needs where construction and budgets must be considered as we expand and make improvements to the series of sidewalks that exist, need repair and new installations. I support establishing a responsible budget to address the sidewalk needs in our community. | Ross Kelterborn:
No response. | Ken Seiling:
Sidewalks are the repsonsibility of the area municipalities but a few years ago, the Reigon agreed to take over the construction of sidewalks along Regional roads. It was Council's intention to fill in the gaps when construction took place or when funds were available. It does not have the funds to go in and retrofit all roads in one fell swoop but will do it over a period of years. | Carl Zehr:
I have requested more sidewalks be built on arterial and major roads in the past and will continue to push for it. |
Question: Do you support the city clearing snow from all sidewalks, bike lanes, and multi-use trails as it does for roads? TriTAG's view: Local bylaws specify that property owners must clear snow from adjacent sidewalks, but compliance is inconsistent. Icy sidewalks present a safety hazard, discourage walking, are inaccessible, and expose the city to significant liability damages (over $1.5 million since 2000). Other municipalities in Ontario, such as London, Guelph, and Peterborough handle snow removal. Further reading: Five good reasons for cities to plow public sidewalks | Les Armstrong:
Yes i believe that public areas are the responsiblility of the municipality and further believe that consistant enforcement would much improve any concerns for public safety. | Todd Cowan:
We have snow removal in parts of our township. I would support asking the public at pre-budget consultations if the would agree to the increase in costs for more services. | Doug Craig:
No response. | Rob Deutschmann:
In North Dumfries township we clear snow from all sidewalks on behalf of our residents. I support the continuation of this service. However, we will have to continue to monitor the costs in order to properly assess this program on an annual basis. | Brenda Halloran:
The City of Waterloo asks the citizens of Waterloo to do their part in clearing snow from their sidewalks in a timely fashion. Most of the residents take their responsibility for removing snow seriously. Bylaw enforcement has improved during my term in office and we expect this to be less of an issue as we work with the community to keep the sidewalks safe for all users. I do not believe the taxpayers of the City of Waterloo would support tax dollars being spent in this regard, therefore the City of Waterloo is not in a position to spend additional tax dollars clearing sidewalks of snow. | Ross Kelterborn:
No response. | Ken Seiling:
No response. | Carl Zehr:
Ideally it would be best for the muncipalities to clear snow from all sidewalks. Currently the cost would be very significant to add to our already strained budgets. However, I am prepared to consider it as a long term goal. |
Question: Do you believe that developers should be required to provide more parking than they want to? TriTAG's view: Local zoning bylaws mandate that developers provide a certain number of parking spots, whether or not they need or want to provide them. This excessive supply of parking reduces its value (but not its true cost), providing an economic incentive to drive. Further reading: The Trouble with Minimum Parking Requirements | Les Armstrong:
Developers do need to provide adquate parking but again it is difficult when we are a society that relies mainly on our own vehicles as apposed to public transit. Unfortunately in this day and age a garage space can not be accepted as parking for a vehicle, but as storage. | Todd Cowan:
Yes. As we see in towns such as Elmira, the parking shortage downtown is impacting business. | Doug Craig:
No response. | Rob Deutschmann:
Your commentary under this question assumes an "excessive" supply of parking. Adequate and sufficient parking is important in Waterloo Region. I recognize the desire to encourage decreased use of vehicles. Any reduction of parking cannot happen until we have adequate alternatives in place such as expanded and safer bicycle lanes and improved and efficient transit. For North Dumfries Township, we do not have an adequate supply of parking spaces for our downtown core in Ayr. In order to support our businesses in our downtown we require additional parking. | Brenda Halloran:
The planning process of building a vibrant economy, includes an integrated approach to transportation and parking. As the community shifts towards a more densely populated core and the demographics change over time, a standard zoning bylaw may not always be in sync with the parking demands of each developer and the needs of the community. As public transit systems advance, the city will need to work with developers and offer alternative solutions to parking that addresses all needs. | Ross Kelterborn:
No response. | Ken Seiling:
No response. | Carl Zehr:
I believe we need to seriously consider changing our bylaws from a requirment for a minimum number of parking spaces to a maximum number of parking spaces. This will encourage or force new developments to seriously consider alternative methods of transportation for employees. |
Question: Do you believe that municipal staff should be provided with free parking, but no subsidy for other modes of transportation? TriTAG's view: The cost of providing parking for staff is typically bundled in their salaries, making it appear to be free. Financial incentives such as parking cash-out could return that subsidy to staff who choose to use other modes of transportation, while satisfying contractual obligations. Further reading: TDM Encyclopedia article on "commuter financial incentives" | Les Armstrong:
I believe municipal staff should be treated the same as any other tax paying worker. | Todd Cowan:
No. If the public is charged for parking, so should municipal staff. | Doug Craig:
No response. | Rob Deutschmann:
Parking is an employment benefit and should be taxed accordingly. Whether someone works for a private or public corporation, any and all employment benefits, like income, should be treated similarly under the tax code. | Brenda Halloran:
The City of Waterloo, along with the City of Kitchener and the Region, has recently been audited by the Canada Revenue Agency in regards to the provision of parking to employees. We are now treating parking as a taxable benefit for our employees so parking is no longer free. City employees pay tax on parking. Various incentives as stated, would be an option that could be discussed with the staff association and union groups representing the employees. | Ross Kelterborn:
No response. | Ken Seiling:
Regional staff are currently reviewing the various options for worker transportation and I look forward to the suggestions they will bring forward. | Carl Zehr:
I believe that parking for municipal staff should not be free. The exception to this is for those who require a vehicle on a regular basis to fulfill their duties on the job. |
Question: Do you believe land adjacent to arterial roads should be zoned to allow and encourage transit-oriented development with a variety of uses and a lively street level? TriTAG's view: The built form along most arterials is currently predominantly single-use and car-oriented, with parking separating the buildings and the street. In part through adopting mixed-use zoning, as Kitchener is doing in several corridors, these streets could be made attractive for people and could encourage modes of transportation other than the car. Further reading: City of Kitchener: Mixed-Use Corridors | Les Armstrong:
Where possible we should always encourage people to either walk, bike or take public transit. | Todd Cowan:
I believe that transit oriented development should alway be considered in the planning process especially adjacent to arterial roads. | Doug Craig:
No response. | Rob Deutschmann:
I would like to see how this development is working in the City of Kitchener to determine whether there is any applicaiton and benefit to North Dumfries Township. | Brenda Halloran:
Yes. As Mayor of Waterloo, I think it is important to make the best use of all lands adjacent to arterial roads. I encourage planners at the City of Waterloo and the Regional Municipality of Waterloo to continue to work cooperatively in the review of appropriate standards used to zone lands to create transit oriented development. | Ross Kelterborn:
No response. | Ken Seiling:
No response. | Carl Zehr:
I am a proponent of mixed-use zoning along corridors within the city. Not only does the property have a better look and feel, it encourages the "complete community" concept of planning for neighbourhoods. |
Question: How do you propose to address the increasing traffic congestion due to growth? TriTAG's view: The Region's population is projected to increase by 200,000 people, and the Places to Grow initiative mandates that much of it takes the form of infill development. Continued growth will increase traffic. Instead of widening roads in the urban cores, we support transit in its own right-of-way (such as bus-only lanes on arterial roads and the proposed light rail system) as alternatives to congestion. Transportation demand management (TDM) strategies and shifts in land use can also reduce the economic impact of traffic congestion. Further reading: What does transit do about traffic congestion? | Jane Brewer:
No response. | Tom Galloway:
It is multi faceted comprehensive plan that is emerging in the Transportation Master Plan. Transit including rapid transit plays a major role not just in new routes and levels of service but alo in terms of transit friendly urban design.TDM initiatives give you more bang for your existing system. Roundabouts where appropriate provide 30% more intersection capacity. We need GO train service as well as improved VIA to relieve intra city congestion. We need to make the transportation system more bicycle and pedestrian friendly. We will need to selectively widen roads or improve intersections. But clearly the key elements in dealing with congestion related to growth is to maintain the Countryside Line to put outward restrictions on sprawl and the rapid transit intiative to cause infill development for at least half of the anticipated growth along the rapid transit corridor. | Jean Haalboom:
To accomplish the goals, aims, objectives and policies of the Region's Official Plan2010, we need to concentrate our limited tax dollars on an efficient transit service which includes reliable, accessible and frequent buses and LRT. We need to direct housing and business to the urban cores. There need to be good reasons for reducing urban sprawl; one of these reasons is a good transit system.Buses need their bus only lanes. Companies need to be strongly encouraged to look at Transportation Demand Management strategies for their workers such as carpooling, vanpooling, different working hours, live work accommodation by re-using and renovating old factory buildings and old vacated structures, including 2nd and 3rd storey floors of downtown buildings. | Geoff Lorentz:
I believe we need a transit system in this Region that takes people where they want and need to go. We do not have that yet. I believe the municipalities in the Region of Waterloo and the Region itself need to speak as one voice and demand from the Provice that a Go Train line be established in our Region. Once this occurs then we should be assessing our transportation needs. | Claudette Millar:
According to the chair of the Region, within Cambridge the Region is in a position of spending quite a bit of money in the foreseeable future. Of course my question is - if it's that bad why wasn't it spent prior to this point, I suppose. And one of the ways of improving the automobile traffic is to supply really good bus service so that people are using the bus internally without having to get on and off two and three times. That is the case at the moment and every time somebody has to transfer it makes it that much less appealing. So, that's one thing. The iXpress could certainly be jacked up. For instance I tried to take it for Regional Council meetings in the evening - I could, but the bus that would take me away from there rather than walking to the terminal, which I won't do at night alone, it goes up around Waterloo and takes half an hour to do the back-trip and then you come down and you miss the iXpress, so there needs to be better coordination. Now it's going to cost money, but new roads cost a lot more.[Transcribed from phone.] | Jane Mitchell:
We need more transit, more often, everywhere. The new Regional Transportatin Master Plan supports this. I have found going door to door that a lot of people do not support the LRT because they do not have much transit in their suburb. Whether BRT or LRT, we need a rapid transit system. A dedicated right of way for this system down the spine of Waterloo Region is at least a half hour faster than the Ixpress and as congestion increases, it will be the better alternative. There will be more Ixpress both east and west and north and south starting in 2011. The Regional Official Plan encourages intensification and walkable, cycling development. We also need GO trains and more VIA to Toronto and beyond, not to mention frieght trains. We should also create HOV lanes on the expressway, 7/8 and 401. Bridges need to be pedestrian and cyclist friendly. We need more ways for pedestrians to cross the expressway. | Sean Strickland:
Traffic continues to be a problem for Waterloo residents and in particular access to the 401. Ira Needles is a good example of improved road ways for the west side. The new roundabout at Bridge port on the East Side has reduced traffic jams. More needs to be done including a new Hwy 7 and a new interchange with the 401 on the west side.Long term I also believe in the viability of LRT and regular services with GO into Toronto. LRT does however have to be affordable. The recent adoption of the RTMP (regional Transportation Master Plan) strikes a good balance between investments in new roads AND transit. Round a bouts where warranted alos improve traffic flow. more multi modal roads and trails are also desirable. | Jim Wideman:
I was an active member of the project team for the new RTMP. I fully support the new direction set by the RTMP, increasing the modal shift from cars to alternative transportation including walking and cycling.I beleive we must proceed with a Rapid Transit System now to solve or prevent traffic congestion in the future. Building the equivalant of twenty five Hespler Roads inside the current three municipalities is not an acceptable opition.Light Rail is still my preferred option but it has to be affordable.We need to go back to the drawing board and look at both a modified LRT option and a BRT option.We need to expand our efforts in TDM and encourage municipalties to change pol1cies in land use in order to reduce our need to travel. |
Question: Do you support the light rail transit system for managing the Region's growth over the next decades? TriTAG's view: Light rail is expensive, but in the context of continued growth there are also serious costs associated with building no new transportation infrastructure or insufficient infrastructure. | Jane Brewer:
No response. | Tom Galloway:
I supported light rail through the entire EA process and will continue to do so if the first phase can be made affordable now that we know the senior governments commitments. We may need additional phases. It is clearly the best system to deal with our projected growth and related land use issues. I believe that Rapid Transit is a land use solution first. | Jean Haalboom:
Yes. Why? we need to present the big picture of how much roads cost- capital and maintenance costs and lifespan of roads. We need to focus on safety and look at the cost of personal injuries and deaths and property damage when compared with transit.We need to have clear measurements of environmental damage associated with road construction and road use by cars...salt and air quality. | Geoff Lorentz:
I support looking at alternative, less expensive options instead of investing heavily in an infastructure that I am not sure would be utilized to its fullest. | Claudette Millar:
Conceptually, I am a light rail supporter. Number one, you have to have the ridership, and we don't yet, and we won't, for a number of years, and number two, it has to service the whole community, not just part of it. There's a whole list of advantages of having light rail in terms of the community, in terms of the environment, health, the whole list of benefits. They will not appear in the city of Cambridge until the year 2031 or 2036. So that puts Cambridge behind the 8-ball, for 20 to 25 years. How can we catch up? I would feel differently if Cambridge was serviced like Kitchener-Waterloo are going to be. Kitchener doesn't have the ridership either - it's the universities, and the federal and provincial money [driving the project].[Transcribed from phone.] | Jane Mitchell:
As I go door to door, unfortunately I am getting very strong resistance to the LRT and particularly to increasing property taxes for the 265 million regional share.I do not support increasing property taxes to support the current LRT proposal. I must listen to all my constituents, therefore I see two thrusts to the Rapid Transit discussion after the election. 1 A staff report on LRT showing various ways we might build Light Rail Transit without raising property taxes. 2. Put the Bus Rapid Transit project back on the table. | Sean Strickland:
I support the LRT as long as it remains affordable. Preliminary plans have to be adjusted due to less money from federal and provincial governments than expected. Long term I envision a community where I can get on the LRT in North Waterloo, connect with a GO train in downtown Kitchener and arrive in Toronto within 1.5 hours. This system will get cars off of local roads, and the 401, improve the environment, improve worker productivity and improve the overall quality of life for many of the region's citizens. LRT as compared to buses will encourage more multi-residential and high rise developments in our cores and protect our countryside. | Jim Wideman:
Partially answered in the previous question. I beleive the LRT is the best overall option for the future, that is why I voted for it originally but it was conditional on financing from senior levels of Governement. In light of the funding we have received we need to relook at all options to bring forward a plan that is affordable for the local taxpayer, which should include a modified LRT plan, BRT plan and alternative financing plans like 3P plans. |
Question: How would you improve inter-city transportation? In particular, would you push for joint routes between Guelph Transit and GRT? TriTAG's view: We are concerned with plans to build a limited-access highway between Kitchener and Guelph when there is no public transit connection. Guelph Transit has indicated a willingness to work with GRT to link our transit systems, and we would like to see links from Guelph to Kitchener and Cambridge as soon as possible. We hope our future regional government will continue to work with other levels of government to bring improved rail transit with Guelph and the GTA to our region. | Jane Brewer:
No response. | Tom Galloway:
If we can successfully deal with the provincial licensing issue I am very much in favour and would work towards it. But we will also need to get Woolwich Township taxpayers in particular to become area rated for GRT which they currently are not.In addition to this we need to expedite the GO train service to the Region for other destinations. | Jean Haalboom:
I support a rail and transit connection using GRT, VIA and Guelph Transit.A dialogue needs to start as soon as possible in order to bring about these connections:however, today's public wants to choose convenient times and convenient locations for boarding because the car is too easy a choice. We must be mindful that we don't become an exurb of the GTA. | Geoff Lorentz:
I certainly would support exploring this initiative and also investigate connections to rural hubs like New Hamburg and Elmira. | Claudette Millar:
I haven't travelled Highway 7 for quite a while but anything I see heading towards it would make me think - this might make make some sense in terms of moving people.[Transcribed from phone.] | Jane Mitchell:
Inter-city transit is an interesting proposition. Now the Region seems to be talking to Guelph generally after a long drought, I see no reason why we can't talk about this idea.We also need an improved VIA schedule throughout the day to Toronto as that route goes from Kitchener to Guelph in good time. | Sean Strickland:
Yes. We also need a new hwy 7 and regular GO service into Toronto. I also support a high speed rail sevice along the Montreal to Windsor corridor. | Jim Wideman:
I was the only councillor on the current Reional Council who pushed for a park and ride lot in Breslau. It took over a year and a half to finally see results.It has been very sucsessful and I hope we can see more of them.I would support a transit link to Guelph.As a daily commuter to Guelph I see the congestion and accidents.I fully support both the north route trains from Georgetown to Kitchener and GO from Milton to Cambridge. |
Question: Do you think transit should primarily serve those who cannot use other means of transportation, or do you think it should primarily serve those who have a choice? TriTAG's view: Some people see transit primarily as a social service or safety net. We see transit as a service that should be made useful for everyone, that can slow the growth of traffic congestion and shape a more sustainable urban form. | Jane Brewer:
No response. | Tom Galloway:
Fully agree with the latter statement. One of my most disappointing conversations with a constituent on rapid transit was with a retired person who said transit is for poor people. | Jean Haalboom:
Transit should be accessible, attractive , reliable and desired transportation for everyone. | Geoff Lorentz:
I believe that a system that takes people where they want to go should be utilized by everyone. It works in Europe and it can work here over time. | Claudette Millar:
I think it should primarily serve those that have a choice and hopefully they choose rapid transit if it's available.[Transcribed from phone.] | Jane Mitchell:
Transit IS for everyone. If we keep increasing roads, we will end up with eight to ten lanes on roads like Fischer-Hallman and Ottawa. It is not sustainable.We also have a serious air quality problem that will only get worse. | Sean Strickland:
Transit should be everyone and everyone should be encouraged to use transit. the challenge is providing a transit service that is convenient and affordable for all users. | Jim Wideman:
I beleive transit should be for everyone. The current system has severe limitations in that it simplly does not get people to where they want and need to go on time. I look forward to the results of the current study to migrate our routes to a grid system, which I beleive would improve service and increase ridership. |
Question: Will you support the construction of segregated bicycle infrastructure on wide urban roads and cycling infrastructure at intersections? TriTAG's view: Other progressive cities, such as Montreal, Vancouver, and Portland, are building physically separated cycling facilities on arterial roads. These cycle tracks improve safety and promote cycling. Further reading: Streetfilms: The Case for Physically Separated Bike Lanes | Jane Brewer:
No response. | Tom Galloway:
Cycling community has to get together on this. There are inconsistent standards being put forward. Once there is some consensus, then we can create appropriate design standards. I am not opposed to separated facilities on roads or at interchanges but there needs to be some consensus. | Jean Haalboom:
Yes! | Geoff Lorentz:
I will support this in fact this is one of my planks in my campaign. Dedicated physically separated bike lanes on Regional roads where at all possible, will not only encourage all year round use of cycling, but will save lives as well. | Claudette Millar:
I'd support, there's no doubt. Unfortunately, we have a lot of roads that are squeezed in that probably will not be able to be adjusted. You see more and more bicycles all the time travelling in the community... They [bike lanes] are needed.[Transcribed from phone.] | Jane Mitchell:
I am the Regional representative on the Regional Cyclig Advisory Committee.Coincidentally, we were just discussing this issue at the last meeting. Our TDM asked what we thought of bike lanes that are on boulevards, at curb height above the road grade.Sounded good. The Region is building a multi-use trail along Franklin as it is redone, instead of cycling lanes. Moving this way will also reduce the problem of people riding on the sidewalk. | Sean Strickland:
we have come along way in the last 20 years in recognizing cycling as an alternative mode of transportation and in many cases more desirable than cars. The inclusion of on grade cycling lanes is a good first step. we need to work towards a system where cycling lanes are grade seperated. As a member of the project design team for the Fairway road Extension and new Grand River Bridge i advocated strongly for a grade seperated cycling lane across the bridge and was successful. | Jim Wideman:
I have been a strong advocate for of road, seperated cycling paths. I beleive that good inter connected multi use paths, would not only improve safety but would increase the use of our cycle infrastructure.I will support this kind of construction wherever possible within available resources. |
Question: Will you support a regional bike-sharing system, such as the one Montreal has? TriTAG's view: Montreal's BIXI bike-sharing system has spread to cities around the world, including London, Minneapolis, Melbourne, and soon, Boston and Toronto. It is also used on the Research in Motion campus. We would like to see the Region of Waterloo taking the initiative to bring the program here. Further reading: BIXI | Jane Brewer:
No response. | Tom Galloway:
I certainly support the concept. I understand there may be some commercial interest in such a system. As far as who runs it I am prepared to discuss this and if it is determined the Region is the best to organize it, I would certainly be supportive | Jean Haalboom:
I agree.I would like to see a 'white bike system' as used in Holland. | Geoff Lorentz:
I would support this initivatve, I have witnessed it first hand in Boston, Toronto and Montreal and it should be tested in our Region as well. | Claudette Millar:
Of course![Transcribed from phone.] | Jane Mitchell:
Absolutely. I will advocate for such a system. It has been discussed by the cycling committee and definitely needs a pilot project. | Sean Strickland:
see answer above. I need more information on this. Bike sharing systems have merit as long as the use is there. | Jim Wideman:
I think this is an exciting development and I would certainly look forward to a plan coming forward to the Region. I would need to see the budget implications before I could give a definitive answer to the question, however I could see us doing a pilot project to get this started in Waterloo Region. This project has merit and should be pursued. |
Question: Many arterial and major roads are missing sidewalks, which are currently only added to streets during major reconstruction projects. Will you accelerate the construction of missing sidewalks? TriTAG's view: In 2006, regional staff estimated that 133 kilometres of necessary sidewalks were missing from regional roads. Their estimate was that those missing sidewalks on arterial roads could be built for $15.4 million, or less than half of 2010's budget for road widening and new roads. To meet basic standards of safety and walkability, we believe that sidewalk construction must be made a priority. Further reading: Report E-06-049, Sidewalks on Regional Roads | Jane Brewer:
No response. | Tom Galloway:
This has already been pushed forward at Council to expedite the backlog. Keep in mind the Region only recently took over sidewalks from the cities. | Jean Haalboom:
Yes! | Geoff Lorentz:
Up until last year, the Region was not paying for installation of sidewalks on Regional roads. Up until that time the city of Kitchener paid for the installations in Kitchener. I certainly support sidewalk installation on new regional roads along with a bike path beside it, I also support attaching bike paths to current regional road sidewalks where feasible. Also I support having both maintained during winter months to encourage year round usage. | Claudette Millar:
Where possible, I have no difficulty with accelerating additional sidewalks [on Regional roads]. If nothing else, for schoolchildren![Transcribed from phone.] | Jane Mitchell:
Yes. The Transportation Master Plan supports more emphasis on pedestrians and walking.It is important to remember that the Region has only just taken over the building of sidewalks during the last few years. This program is where cycling lanes were 10 years ago. BUT we must also work at changing our cities. Cycling committee was looking at an innovative idea of having a pedestrain and bike "roundabout" within the new roundabout at Ottawa St. as in Holland. I pointed out that while a good idea, the area could be dangerous and perhaps not attract as many people. The area at Ottawa and Westmount is an urban desert with a car lot and the WRDSB parking lot and empty land owned by MTO. We need to intensify as well and have destinations for cycling an walking. | Sean Strickland:
Many arterial regional roads are not adjacent to property owners and or multi use trades. I am not in favour of building sidewalks along roads where the sidewalks will not be used and are not warranted. as a genral principle i beleive it makes sense to build sidewalks when roads are being built especially in the urban areas. | Jim Wideman:
The Region has just recently approved the sidewalk policy on Regional roads. If we are going to have a walkable Region then we need to make this a priority.I will commit to making this a priorty and wherever possible have multiuse trails built instead of sidwalks. |
Question: Do you believe that municipal staff should be provided with free parking, but no subsidy for other modes of transportation? TriTAG's view: The cost of providing parking for staff is typically bundled in their salaries, making it appear to be free. Financial incentives such as parking cash-out could return that subsidy to staff who choose to use other modes of transportation, while satisfying contractual obligations. Further reading: TDM Encyclopedia article on "commuter financial incentives" | Jane Brewer:
No response. | Tom Galloway:
I will be expecting that staff at the Region will be transitioning to a pay parking system. We must walk the talk. A budget issue paper will be included in the 2011 Budget process. There are currently no contractual obligations on parking at the Regionthat I am aware of. GRT passes are provided on a Corporate rate basis to staff and should be consistent with what other Corporate rate employers pay. | Jean Haalboom:
It is unfair to provide free parking to those staff members using cars and not provide the same support for those choosing other modes of transportation.Perhaps, to encourage greater use of other modes of transportation, subsidies should be given to those users rather than those with vehicles. | Geoff Lorentz:
I believe that municipal staff should pay for personal parking and all municipalities should be looking at incentives for employees who use alternative modes of transportation to get to work. | Claudette Millar:
I've never believed that. [Ms. Millar indicated she would be in favour of using a subsidy as a temporary incentive.][Transcribed from phone.] | Jane Mitchell:
The Region already supplies staff with corporate bus passes.For cycling, there are bike racks and showers. Parking is coming up soon at the Region as a report. I support staff paying for parking but it is a complicated idea. What about shopping malls, public schools and other free parking areas that can stop people going downtown? | Sean Strickland:
No. this policy is currently under review at the region and i support this review. | Jim Wideman:
I beleive we need to walk the talk. Our current policy of providing free parking for staff is contradictory to our stated goals in TDM and encouraging alternative modes of transportation. I look forward to the staff report on this in early 2011 to look at this issue in the full context of our Regional Transportation Master Plan. I do respect that whatever we do must also be in the context of our contractual obligations and in the context of the practices of competing employers. |
Question: How do you propose to address the increasing traffic congestion due to growth? TriTAG's view: The Region's population is projected to increase by 200,000 people, and the Places to Grow initiative mandates that much of it takes the form of infill development. Continued growth will increase traffic. Instead of widening roads in the urban cores, we support transit in its own right-of-way (such as bus-only lanes on arterial roads and the proposed light rail system) as alternatives to congestion. Transportation demand management (TDM) strategies and shifts in land use can also reduce the economic impact of traffic congestion. Further reading: What does transit do about traffic congestion? | Scott Davey:
We live in a unique region that enjoys significant technology-related employment. My plan to reduce traffic congestion; with the ancillary benefit of eliminating the carbon-footprint of thousands of commuters; is to encourage and promote telecommuting. Telecommuting is the utilization of technologies like the internet, video conferencing etc. to work from home rather than driving to an office. Technology has matured to the point that in many cases, the actual office offers little over the virtual one. The lion's share of jobs at the region's largest employers, such as RIM, Manulife, Open Text etc., could migrate to some form of telecommuting. Even a partially telecommuted work-week would significantly alleviate traffic congestion by removing thousands of vehicles from the road. Benefits to the employee are obvious, no travel time, gas costs or vehicle depreciation to name a few. Further, studies have shown that on average, telecommuting employees are actually more productive than they are in-office. Still, there is little impetus for employers to adopt a telecommuting program. So after initial promotion of the idea to the region, I would push council to lobby higher levels of government to offer tax-breaks to corporations on a per capita basis for telecommuting staff. I would suggest structuring tax-breaks in a revenue-neutral fashion where-by any expected tax losses would be offset by expected savings in transit costs, road construction and the maintenance there-in. I would like to see our region become a leader in telecommuting. This forward thinking solution benefits the employee, reduces traffic congestion and is environmentally sound. | Frank Etherington:
Increased rapid buses and, on arterial roads, bus-only lanes. Please see website franketherington.ca | Yvonne Fernandes:
I think it is difficult to find just one solution to the traffic congestion. Many people feel that more roads are the answer but the more roads we build the more traffic we have and the more air pollution we create.We need to encourage GO trains to come into this city to reduce traffic going out to Mississauga and Toronto, we need to find ways to get transit into the subdivisions that have no transit at all whether we use smaller shuttle buses or we have the large business run more frequently we would at least get some of the traffic off of the road. We need to investigate a number of options and because both the City of Kitchener and the Region of Waterloo have undertaken Transportation Studies we have a vehicle with which we can assess some of the options that have been proposed. | Kelly Galloway:
There is definately a need to continue to look at and support multi-nodal transportation. We need to put more emphasis on making cycling and pedestrian a preferred and safe form of transporation by increasing cycling lanes and pedestrain trails (or having one trail for both users). We also need to work on better transit and continue to explore alternative forms of transportation | John Gazzola:
We need to get people out of their cars & get them to use other forms of Transportation. We need improved bus transit service so that buses are much more convenient. Waiting times must be reduced. Cross-city travel on buses needs improvement. I can easily support subsidization and other forms of marketing and enticements to get more people to use the Transit System. Walking and cycling trails need to be improved and increased. Improvements in this area will encourage people to use this form of transportation much more. This also assists with many health issues such as the growing increase in obesity. | Dan Glenn-Graham:
I agree with dedicated lanes for either buses or LRT and perhaps for car poolers also.I will look into TDM strategies and shifts in land use. | Bil Ioannidis:
No response. | Zyg Janecki:
In regard to the Conestoga Parkway, it can quite easily be expanded to 6-8 lanes based on it's current ROW. Another ring highway road must be built on the west side of the K-W from Conestoga Parkway and around the north side of Waterloo and joined into the Parkway near Northfield Dr. tocomplete the loop like in many American cities. Secondly, one cannot give a special bus-only lane on arterial roads as practically all regional arterial roadways are four lanes wide for two way traffic and if providing a two bus-only lanes, it will therefore force all car and truck traffic to use the only remaining lane which will instantly create gridlock. Worst decision one can make. | Paul Singh:
Transit congestion is a paramount concern for this region and especially City of Kitchener. A quick solution to traffic congestion is by improving our existing transit. An effective transit system will work to ease traffic congestion, while at the same time being eco friendly. If elected as ward 6 Concillor, I will work to communicate the transit concern of ward 6 residents and give feedback on how ridership can be improved. | Berry Vrbanovic:
Traffic and speeding concerns are probably two of the issues we most hear about as municipal councillors. While a strong road network will always be an important part of the system locally, future growth in the region must be addressed through a number of sustainability initiatives including walkability in new developments, an expanded cycling network, a comprehensive public transit solution for this region, transportation demand initiatives like car pooling and car sharing (which we are currently dealing with) and investigating things like the benefits of HOV lanes possibly on roads like the expressway and the 401 between here and Toronto. |
Question: Will you support the construction of segregated bicycle infrastructure on wide urban roads and cycling infrastructure at intersections? TriTAG's view: Other progressive cities, such as Montreal, Vancouver, and Portland, are building physically separated cycling facilities on arterial roads. These cycle tracks improve safety and promote cycling. Further reading: Streetfilms: The Case for Physically Separated Bike Lanes | Scott Davey:
We are in very unstable economic times and my focus on council would be to rein-in costs. For this reason, I can not commit to the infrastructure expense until budgetary concerns for core-services have been met. I absolutely support the promotion of bike and e-bike transit, and would continue to support a plan to be employed in a more-favourable economic climate. | Frank Etherington:
Yes, would support separated bicycle lanes on wide urban roads. Would also support better links between local trails and bike routes and support any improvements to develop a pedestrian and cycle friendly downtown in Kitchener. | Yvonne Fernandes:
I come from a country where segregated cycling lanes are the norm. The Netherlands has always had the reputation for being in the forefront when it comes to cycling paths. There isn’t anywhere that you go in the Netherlands where you don’t see people cycling as a part of their daily transportation choice. Having segregated cycling paths would insure the safety of those using the paths and could possibly be a shorter route to different parts of the city. | Kelly Galloway:
I think it's always important for the city to look at different ways to address safety concerns especially when it comes to cycling on roads. I would be something to look into and consider moving forward. | John Gazzola:
I am biased on this question. I have become an avid cyclist and as such truly appreciate the necessity of segregated cycling infrastructure. I have seen first hand what has been accomplished in other urban areas in both North America & Europe. Safety is a major concern of cyclists. As cycling becomes more popular we are seeing an increase in preventable accidents involving cyclists & motorized vehicles. The two must be segregated. Expenditures in this area will pay dividends in future transportation costs and health costs | Dan Glenn-Graham:
Yes- I travel to Europe and admire their bike infrastructure which they add to every year.We need to better connect our trails so cyclists can travel safely. | Bil Ioannidis:
No response. | Zyg Janecki:
Building segregated bicycle lanes on wide urban roads would result most of these lanes being built on regional roads. While I support bicycling as a mode of transportation, do you do it on the same ROW where you have reduced the traffic to a one lane bus-only. So, you have a lane for buses and a lane for bicyclists which would be used sporatically and the third lane for cars/trucks which would be jammed. | Paul Singh:
The city and the region need to be proactive and improve the cycling infrastructure. To improve traffic congestion, cycling as an alternative mode of transportation needs to be encouraged by making it safe. | Berry Vrbanovic:
The City of Kitchener recently approved a new cycling master plan which included a number of recommendations around various improvements to cycling infrastructure within the City of Kitchener. Part of these recommendations included physically separated cycling facilities on certain roads. While the plan has been approved, the budgeting of it has been referred to the 2011 capital budget cycle. It would be my hope to investigate how we miay be able to fast-track some of the implemenation of this important plan. |
Question: Do you support the city clearing snow from all sidewalks, bike lanes, and multi-use trails as it does for roads? TriTAG's view: Local bylaws specify that property owners must clear snow from adjacent sidewalks, but compliance is inconsistent. Icy sidewalks present a safety hazard, discourage walking, are inaccessible, and expose the city to significant liability damages (over $1.5 million since 2000). Other municipalities in Ontario, such as London, Guelph, and Peterborough handle snow removal. Further reading: Five good reasons for cities to plow public sidewalks | Scott Davey:
Again, being cost-conscious, I cannot support the expansion of snow removal services. I would rather see snow-removal inconsistency be dealt with more seriously. I absolutely believe the public must do their part to keep costs down for everyone. | Frank Etherington:
Yes, would support such a move. | Yvonne Fernandes:
It is a costly endeavor to shovel all of the streets/paths in the city but there may be ways that we could do this without incurring extra costs. It is frustrating to see city staff plowing down the sidewalk where the property is owned by the city and then to pull off leaving a pile of snow for the residents to shovel away. I would like to research the possibility of this more. | Kelly Galloway:
I think clearing snow from sidewalks, bike lanes and multi-use trails is something to consider but it needs to be looked at with other budget priorities. These are cost prohibited services and well I don't disagree with it I believe it needs to be looked at in the budget process and with input from residents of the city. Kitchener did look at the cost of clearing all sidewalks within the last two years. It was going to be a costly adventure and I believe the input collected from the residents was they didn't support the increased cost for the service. | John Gazzola:
I would tend to support the concept of the City clearing sidewalks/bike lanes/trails. To fully answer this question I would like more info as to the costs that would be involved.However, there is no doubt in my mind that if we want to encourage alternative forms of transportation of this sort that it must be a 365 day a year alternative. In the long run I believe the benefits will surpass the costs. | Dan Glenn-Graham:
I would certainly be open to doing this, depending on the cost.At the least, I would support the City coming on the third day to remove snow from sidewalks not already cleared and billing the property owner. | Bil Ioannidis:
No response. | Zyg Janecki:
We should leave the status of snow clearing as is. Home owners should be responsible for clearing snow on sidewalks in front on their homes except in the downtown core areas. If the city were to be responsible for all snow clearing, then property taxes would go up significantly which I feel is undesirable. | Paul Singh:
The City needs to be concerned about public safety on roads, sidewalks and trails. They City needs to study the cost implications of snow clearing from all sidewalks, and multi-use trails. But the City must immediately ensure effective enforcement of snow clearing by-laws by all means and begin clearing bike lane to encourage cycling. | Berry Vrbanovic:
I would certainly be willing to investigate this and engage in a community dialogue to see how the community would potentially value this service and how they would see it paid for - either by changes to service levels or changes in levy's. This would have to be done in a manner that considered the broad range of opinions on the issue as well as the ability of the community to pay for a potential new service like this. |
Question: Do you believe that developers should be required to provide more parking than they want to? TriTAG's view: Local zoning bylaws mandate that developers provide a certain number of parking spots, whether or not they need or want to provide them. This excessive supply of parking reduces its value (but not its true cost), providing an economic incentive to drive. Further reading: The Trouble with Minimum Parking Requirements | Scott Davey:
I believe a blanket policy either way is short-sighted. I'm comfortable with the bylaw as it is, but would support case by case exceptions to be put to council. For example, industrial or commercial buildings should not always be held to this bylaw; but residential units should plan in case more efficient carbon-reduced personal transport becomes available in the future. In some situations I see the parking requirements as a "better to have-it and not need-it, than need-it and not have-it" scenario. | Frank Etherington:
Subject deserves examination in order to discourage use of cars. | Yvonne Fernandes:
No , I believe that the more parking we have the more vehicular traffic we encourage. During the day we may find the lots are full but once the businesses are closed those lots are empty expanses of impervious cover. Although it may not be popular to have less parking spots it may help encourage people to use alternative transportation. | Kelly Galloway:
No. I think if we begin to limit parking it will assist people to start thinking about alternative forms of transportation. One example is the Lang Tannery site where they were able to decrease the amount of parking spaces required by providing an indoor bike storage area and working with the transit system to make sure there were stops close by to support the employees and users of the building. | John Gazzola:
Undoubtedly whatever actions we take towards parking has an impact on the need to get people out of their cars & into other forms of transportation. I can support revising our by-laws relating to neighbourhood parking to support this action | Dan Glenn-Graham:
No- as this encourages driving and discourages other modes of transit. | Bil Ioannidis:
No response. | Zyg Janecki:
How do you determine how much more parking developers should provide above and beyond by-law requirements. The city has determined that already in the zoning by-law based on previous need and supply studies. Poor question. | Paul Singh:
No response. | Berry Vrbanovic:
In Kitchener, downtown developers can pay a fee in lieu or parking. This fee is adjusted from time-to-time to reflect what the estimated cost of parking is. While historically this fee has been used to construct parking facilities, I have advocated that we also should be looking at how dollars used from these funds to build parking facilities in the downtown in the future could be used for alternative options like shuttling. This could be extended even further to using those dollars towards other transportation demand alternatives. Studying the work of Professor Shoup could also have us explore this issue further, but it would need to be done in a way that it doesn't benefit greenfield developments in suburbia at the expense of developments within the city centre. The City of Kitchener is also studying its parking operation and moving it over to being an enterprise, which would also gradually move it in the kind of direction that Professor Shoup is advocating. |
Question: Do you believe that municipal staff should be provided with free parking, but no subsidy for other modes of transportation? TriTAG's view: The cost of providing parking for staff is typically bundled in their salaries, making it appear to be free. Financial incentives such as parking cash-out could return that subsidy to staff who choose to use other modes of transportation, while satisfying contractual obligations. Further reading: TDM Encyclopedia article on "commuter financial incentives" | Scott Davey:
I would support the parking cash-out-option for other-transit use but only in-so-far as it is revenue-neutral. (i.e. budget costs, tax-payer costs do not increase as a result.) Certainly the municipality needs to lead by example. Encouraging vehicle use over other-transit clearly runs counter to our core-ideals. | Frank Etherington:
No free parking. Encourage staff to use public transit. | Yvonne Fernandes:
This is difficult to answer because employees who work at malls, strip malls, schools and some other businesses don’t have to pay for parking, I am sure it can be difficult for some city staff to have to pay for their parking. If it would be cost effective for municipal staff to receive some subsidy toward their parking as well as to other modes of transportation then maybe it could be considered. This may be an option that needs more discussion between city staff and council. | Kelly Galloway:
I think if we stop paying for parking it will deter some staff from driving their vehicles. The city currently has a commuter challenge program where employees are encouraged to use alternate forms of transportation. Another thought would be to look at the benefit packages the city is offering employees and potentially having wellness dollars in the package so staff can purchase a bicycle if they so choose too. | John Gazzola:
We need to lead by example. Free parking should be a thing of the past. Car pooling of City owned vehicles should be implemented for use in instances when City staff need a vehicle in the performance of their duties.I can support subsidization for other forms of transportation to encourage and entice staff out of their cars. Again the benefits coming from this action will outweigh the cost providing this benefit. | Dan Glenn-Graham:
No- this is a terrible precedent and flies in the face of initiatives to get people out of their cars.I would be willing to explore returning the incentive if there is a contractual obligation, and also increase options for bikes and forums for car pooling. | Bil Ioannidis:
No response. | Zyg Janecki:
A number of city positions require staff to provide their own vehicle as part of their job otherwise they won't be hired. Without a vehicle you won't be able to carry out your job from site visits, inspections, or attending out of office meetings. The city is are required to provide them with free parking. If a vehicle is not required as part of your job then you pay for parking or take transit, bike or walk. | Paul Singh:
The City Hall needs to lead by example. Alternative modes of transportation need to be encourage and supported. | Berry Vrbanovic:
The City of Kitchener has recently eliminated free parking as a benefit for all staff working at our downtown locations. This was done for a number of reasons, including to encourage alternative transportation possibilities for staff where that is feasible. We are also in the midst of considering partnering with Waterloo Regional Car Share with a corporate membership for the city to see how we can dveelop a vehicle arrangement which is mutually beneficial for both organizations. |
Question: Do you believe land adjacent to arterial roads should be zoned to allow and encourage transit-oriented development with a variety of uses and a lively street level? TriTAG's view: The built form along most arterials is currently predominantly single-use and car-oriented, with parking separating the buildings and the street. In part through adopting mixed-use zoning, as Kitchener is doing in several corridors, these streets could be made attractive for people and could encourage modes of transportation other than the car. Further reading: City of Kitchener: Mixed-Use Corridors | Scott Davey:
I agree that zoning for alternative transit along-side traditional roadways is the progressive-planning we should employ. I prefer it where ever it is fiscally responsible to do so, and will continue it's support there-in. | Frank Etherington:
Yes. Makes sense to zone land that would create development adjacent to arterial roads that would increase use of public transit. | Yvonne Fernandes:
This is difficult to answer because employees who work at malls, strip malls, schools and some other businesses don’t have to pay for parking, I am sure it can be difficult for some city staff to have to pay for their parking. If it would be cost effective for municipal staff to receive some subsidy toward their parking as well as to other modes of transportation then maybe it could be considered. This may be an option that needs more discussion between city staff and council. | Kelly Galloway:
Yes, I believe this is the way to go and have supported the changes to mixed-use zoning. | John Gazzola:
Again this is an example of action by the City that will allow more people to set their cars aside and look at alternatives for travel. I have supported this in the past & will continue to do so. | Dan Glenn-Graham:
Yes- it is important to try to encourage people out of their cars at every opportunity, as an alternative to cars. | Bil Ioannidis:
No response. | Zyg Janecki:
This is already taking place with the city's Official Plan currently designating higher density Commercial nodes and corridors as well the city's zoning by-law. It's just a matter of time when it will be built depending on land values and on supply and demand. | Paul Singh:
The city needs to be open to alternative approaches, to easy traffic congestion. This is beneficial to all residents, especially when the city is experiencing rapid growth and development. | Berry Vrbanovic:
Yes, I am a strong proponent of intensification along our central corridor, through more transit-oriented development. While it is important to continue to provide a variety of housing options of all types for residents in our community, Council must encourage this kind of development to meet both the intensification and the growth targets set for this region. |
Question: How do you propose to address the increasing traffic congestion due to growth? TriTAG's view: The Region's population is projected to increase by 200,000 people, and the Places to Grow initiative mandates that much of it takes the form of infill development. Continued growth will increase traffic. Instead of widening roads in the urban cores, we support transit in its own right-of-way (such as bus-only lanes on arterial roads and the proposed light rail system) as alternatives to congestion. Transportation demand management (TDM) strategies and shifts in land use can also reduce the economic impact of traffic congestion. Further reading: What does transit do about traffic congestion? | Rick Cowsill:
I will be promoting at my level of council that we need to put forth a City of Cambridge Transportation Plan to deal with both innercity transportation and a commuter plan. Many of the residents in our city commute to Mississauga, Toronto & Hamilton on a regular basis. | Nicholas Ermeta:
No response. | Karl Kiefer:
No response. | Frank Monteiro:
No response. | Gary Price:
No response. | Donna Reid:
I support measures that are more environmentally responsible. We need to build cities that are not so dependent on cars. We need to have shopping for essentials close to where people live so walking or bicycling are possible. The LRT needs to include Cambridge now not 30 years from now. | Ben Tucci:
There are a number of initiatives that I have been involved in on steering committees results of which will improve the situation. For example, the Highway 24 Delta grade separation, the Franklin Blvd. improvements (not necessarily all roundabouts) etc... While I support light rail service it must be inclsuive of Cambridge. The technology and routes now being proposed are not supportable. There is more efficient, less costly off road rail system technology out there that needs to be reviewed. Also, the private sector ought to be involved from the get go. I would have the private sector build and operate the system thereby relieving the taxpayers from the burden of cost. Of course we would need to retain control of fare pricing to avoid a 407 debacle. My ultimate preference would be to negotiate with the Federal and Provincial government to take their funding commitment for LRT and use it for immediate linkages of Go Train to Cambridge through the Galt (Milton) line and Hespeler (Georgetown) line and into Kitchener and to Waterloo. Use the fundig to also improve bus linkages to and fro these Go Stations and into all of the communities and townships. I support high occupancy lanes on our highways. The 403 is an example of how that can be done and apparently done well. I support car sharing, pooling initiatives. | Pam Wolf:
Public transit with dedicated roads or corridors will be the best solution to traffic congestion. I also support a bypass for the city of Cambridge so that trucks and heavy traffic do not go through the centre of the city. |
Question: Will you support the construction of segregated bicycle infrastructure on wide urban roads and cycling infrastructure at intersections? TriTAG's view: Other progressive cities, such as Montreal, Vancouver, and Portland, are building physically separated cycling facilities on arterial roads. These cycle tracks improve safety and promote cycling. Further reading: Streetfilms: The Case for Physically Separated Bike Lanes | Rick Cowsill:
Definatley, we need to grow in that area and promote cycling throught out our city and Region. | Nicholas Ermeta:
No response. | Karl Kiefer:
No response. | Frank Monteiro:
No response. | Gary Price:
No response. | Donna Reid:
Yes | Ben Tucci:
Yes I support as a means to get people out of their cars when driving is not necesaary (commuting to work outside our communities). It is a healthy alternative. | Pam Wolf:
Yes definately. My husband often cycles to work and much of his route is dangerous because of the lack of segregated lanes. Physically separating the lanes would be the safest way for bicycles and should be promoted where possible. |
Question: Do you support the city clearing snow from all sidewalks, bike lanes, and multi-use trails as it does for roads? TriTAG's view: Local bylaws specify that property owners must clear snow from adjacent sidewalks, but compliance is inconsistent. Icy sidewalks present a safety hazard, discourage walking, are inaccessible, and expose the city to significant liability damages (over $1.5 million since 2000). Other municipalities in Ontario, such as London, Guelph, and Peterborough handle snow removal. Further reading: Five good reasons for cities to plow public sidewalks | Rick Cowsill:
Bike lanes yes... the rest no! | Nicholas Ermeta:
No response. | Karl Kiefer:
No response. | Frank Monteiro:
No response. | Gary Price:
No response. | Donna Reid:
Sounds wonderful if it can be afforded without a rise in Taxes. | Ben Tucci:
I was a strong voice on the expansion of snow clearing efforts in our City and yes I support. | Pam Wolf:
I agree that we should try and clear as much snow as possible. The city cannot afford to clear all sidewalks at the moment but we should start with school routes and bus stops. These need to be cleared in a timely manner.We should also go ahead and clear snow from sidewalks where the home owner has not done so in the reasonable time frame and add the bill to their taxes as oppossed to a ticket or fine. |
Question: Do you believe that developers should be required to provide more parking than they want to? TriTAG's view: Local zoning bylaws mandate that developers provide a certain number of parking spots, whether or not they need or want to provide them. This excessive supply of parking reduces its value (but not its true cost), providing an economic incentive to drive. Further reading: The Trouble with Minimum Parking Requirements | Rick Cowsill:
The Province has created the 'Places to Grow Legislation' that creates the parking monster... Legislation expects higher densities which creates more automobiles and less parking because of the mass of the projects. What the city could do is have the developer create a Community Parking Area in each of their plans of subdivisions for the homeowners and their guests. | Nicholas Ermeta:
No response. | Karl Kiefer:
No response. | Frank Monteiro:
No response. | Gary Price:
No response. | Donna Reid:
yes | Ben Tucci:
This is a fine balance and because we cannot change mind sets overnight, we have no choice but to continue to have parking spots provided. There will come a time that we can in fact reduce this requriement if we get it right on all other initiatives. | Pam Wolf:
Yes. Many developers would provide far too little if given the chance. Exceptions for less parking are often made for seniors buildings and where residents do not tend to have cars. This should be left up to city planners and councils to give these exceptions not to developers. |
Question: Do you believe that municipal staff should be provided with free parking, but no subsidy for other modes of transportation? TriTAG's view: The cost of providing parking for staff is typically bundled in their salaries, making it appear to be free. Financial incentives such as parking cash-out could return that subsidy to staff who choose to use other modes of transportation, while satisfying contractual obligations. Further reading: TDM Encyclopedia article on "commuter financial incentives" | Rick Cowsill:
No response. | Nicholas Ermeta:
No response. | Karl Kiefer:
No response. | Frank Monteiro:
No response. | Gary Price:
No response. | Donna Reid:
I support incentives that encourage less reliance on a car. | Ben Tucci:
The record will show I have already directed Cambridge City staff to look at this in Cambridge (last year). It will encourage staff to car share, car pool etc... to have more money in their pockets. It will also then open up much sought after parking spots in the Cores. | Pam Wolf:
I believe that we should give staff a choice of parking, bus pass, or bicycle locker with shower facilities if possible.Walkers or people who are dropped off at work as part of acar pool could take the cash-out. |
Question: Do you believe land adjacent to arterial roads should be zoned to allow and encourage transit-oriented development with a variety of uses and a lively street level? TriTAG's view: The built form along most arterials is currently predominantly single-use and car-oriented, with parking separating the buildings and the street. In part through adopting mixed-use zoning, as Kitchener is doing in several corridors, these streets could be made attractive for people and could encourage modes of transportation other than the car. Further reading: City of Kitchener: Mixed-Use Corridors | Rick Cowsill:
No response. | Nicholas Ermeta:
No response. | Karl Kiefer:
No response. | Frank Monteiro:
No response. | Gary Price:
No response. | Donna Reid:
Yes | Ben Tucci:
Yes, no doubt. That is the premise of the LRT proposal which is why it is important that Cambridge the 2nd largest City in the region not be excluded. To exclude Cambridge actually means you have excluded all potential users from places like Flamborough, Burlington, Waterdown, Hamiltion etc... from using the system. An example would be a family residing in Waterdown wanting to go to the Children's Museum in Kitcneher. Today they would have to drive to Kitchener whereas if we had a light rail service in Cambridge they would likely drive to the Galt core and hop on light rail to get there. We add these riders to the mix and there would be no doubt the Cambridge based ridership would meet the requirements for the LRT. | Pam Wolf:
Yes.Mixed use,residential and commercial along main corridors makes sense. Hespeler Rd would be agood candidate for this type of development. |
Question: How do you propose to address the increasing traffic congestion due to growth? TriTAG's view: The Region's population is projected to increase by 200,000 people, and the Places to Grow initiative mandates that much of it takes the form of infill development. Continued growth will increase traffic. Instead of widening roads in the urban cores, we support transit in its own right-of-way (such as bus-only lanes on arterial roads and the proposed light rail system) as alternatives to congestion. Transportation demand management (TDM) strategies and shifts in land use can also reduce the economic impact of traffic congestion. Further reading: What does transit do about traffic congestion? | Melissa Durrell:
a better public transit system. a go train to Toronto. encourage biking by providing cycle friendly roads. Safe walkways for those who choose to walk. | Diane Freeman:
The City needs to do more to support citizen's right to choose their preferred mode of transportation so that walking and cycling can be a safe, cost-effective, environmentally responsible option. In addition multi-modal transportation needs to be supported. I have been working with the Share-the-Road Coalition on these issues and I am on the advisory committee for launching the Bicycle Friendly Communities initiative in Canada. | Jeff Henry:
I agree with your assessment of the impact of 200,000 new people on congestion and that expensive appropriations to widen roads will not only be costly, but will attract traffic in a way that does not ultimately solve congestion. Therefore, we must manage demand, both through a well connected (and, where possible, separated) network of bike lanes and trails and through improved public transit. The Region has already taken steps towards TDM in this regard with a view to improving rapid transit service in outlying areas and east-west corridors. The City is also taking efforts in a complete streets model, and these efforts must be implemented effectively and as quickly as resources allow. | Karen Scian:
No response. | Angela Vieth:
No response. | Mark Whaley:
I am Waterloo's representrative to the Regional Transportation Master Plan Committee who are mapping out a transit strategy for the region until 2031. The strategy includes a greater empahsis on transit, walking and cycling. The group had previously endorsed LRT, (before government funding announcements,) which would create a more densified urban form along the rail line. Planning for vehicular routes into and out of the region include widening and the addition of lanes in high use corridors. | Scott Witmer:
1. Planning policies that encourage future developments that incorporate residential, commercial and office facilities on the same site.2. Improved bus transit services. 3. Easing parking space requirements on new developments. |
Question: Will you support the construction of segregated bicycle infrastructure on wide urban roads and cycling infrastructure at intersections? TriTAG's view: Other progressive cities, such as Montreal, Vancouver, and Portland, are building physically separated cycling facilities on arterial roads. These cycle tracks improve safety and promote cycling. Further reading: Streetfilms: The Case for Physically Separated Bike Lanes | Melissa Durrell:
Yes. | Diane Freeman:
Not only will I support it, I do support it. As previously noted, I am actively involved with the Share-the-Road Coalition. The decision to reduce Davenport Road from a four lane road to a two lane road was made through a public EA process prior to my term on Council. The final design for this road will include dedicated bike lanes, bike lay away zones and bike boxes. The City needs to continue to design and redesign roads taking into account all users.If re-elected I will seek the implementation of a cycling committee as well as the endorsement of a cycling charter. | Jeff Henry:
I think the case is well made and is something we should consider as part of how we build complete streets as our road network is rehabilitated. This will require extensive coordination with the Region, as it is regional roads that are the most significant candidates for traffic separation. More of the City roads have slower traffic and are in neighbourhoods so do not have the same benefit profile of major arterial roads. | Karen Scian:
No response. | Angela Vieth:
No response. | Mark Whaley:
Waterloo presently has 150 kilometers of cycling paths and trails and we continue to expand the network annually. Many of these linkages are multi use pathways adjoinng our busiest roads. It is our intention to continue building out this network. | Scott Witmer:
If there is a demand for this type of infrastructure I would support investigating what funding sources are available to Waterloo City Council to implement them. |
Question: Do you support the city clearing snow from all sidewalks, bike lanes, and multi-use trails as it does for roads? TriTAG's view: Local bylaws specify that property owners must clear snow from adjacent sidewalks, but compliance is inconsistent. Icy sidewalks present a safety hazard, discourage walking, are inaccessible, and expose the city to significant liability damages (over $1.5 million since 2000). Other municipalities in Ontario, such as London, Guelph, and Peterborough handle snow removal. Further reading: Five good reasons for cities to plow public sidewalks | Melissa Durrell:
YES. For seniors, for cyclists, for everyone. We work hard to keep the roads cleared.. the same priority should be given to cycle paths and sidewalks. | Diane Freeman:
Yes. | Jeff Henry:
This would require a significant resource infusion but would certainly allow the City to achieve its alternative transportation goals as well as improve health and quality of life in neighbourhoods. It would also require significant consultation on how best to assign clearing priority, given the existing system is already under considerable pressure and criticism by many in crescents and cul-de-sacs across our City. | Karen Scian:
No response. | Angela Vieth:
No response. | Mark Whaley:
No response. | Scott Witmer:
Both the City of Waterloo and private property owners share the responsibility of clearing snow from sidewalks. As a city we need to ensure the existing by-laws are being enforced. |
Question: Do you believe that developers should be required to provide more parking than they want to? TriTAG's view: Local zoning bylaws mandate that developers provide a certain number of parking spots, whether or not they need or want to provide them. This excessive supply of parking reduces its value (but not its true cost), providing an economic incentive to drive. Further reading: The Trouble with Minimum Parking Requirements | Melissa Durrell:
NO. I think it should be subject to the specific development. | Diane Freeman:
No. | Jeff Henry:
There is merit in leaving parking levels to be identified by the developers rather than set by the municipality. This is true except in situations where a developer counts on parking being available from other private or public sources, and so provides less than is actually assessed to be required. I support finding an appropriate balance while loosening these requirements. | Karen Scian:
No response. | Angela Vieth:
No response. | Mark Whaley:
One third of Waterloo's population consisits of short term residents who are students. Many of the buildings constructed specifically for this demographic have reduced parking needs and the city has waived the usual requirement. This trend should continue. | Scott Witmer:
If a developer believes they can meet the needs of tenants and owners by providing fewer parking spaces than required under the by-law I support easing parking space requirements. |
Question: Do you believe that municipal staff should be provided with free parking, but no subsidy for other modes of transportation? TriTAG's view: The cost of providing parking for staff is typically bundled in their salaries, making it appear to be free. Financial incentives such as parking cash-out could return that subsidy to staff who choose to use other modes of transportation, while satisfying contractual obligations. Further reading: TDM Encyclopedia article on "commuter financial incentives" | Melissa Durrell:
no. We need to encourage everyone to think about getting around differently. Waterloo needs to lead by example. | Diane Freeman:
No. | Jeff Henry:
There is a mixed-message being sent to residents on the City's goals for alternative transportation, transportation demand management, and complete streets when car travel is heavily preferred to other methods. The flexible commuter incentive has merit, but I would prefer to see the tax implications of that plan up-front so staff and Council know the implications of negotiating a new parking/commuter benefit structure. | Karen Scian:
No response. | Angela Vieth:
No response. | Mark Whaley:
Parking has traditionally been provided to staff for free. In lighted of a recent Revenue Canada decision staff will now have to pay for their parking as a taxable benefit going forward. If staff drive to work there will be a cost for parking. If they find other transportation nodes there will be no parking subsidy for non use of the space. | Scott Witmer:
I do not believe staff should be provided with free parking. |
Question: Do you believe land adjacent to arterial roads should be zoned to allow and encourage transit-oriented development with a variety of uses and a lively street level? TriTAG's view: The built form along most arterials is currently predominantly single-use and car-oriented, with parking separating the buildings and the street. In part through adopting mixed-use zoning, as Kitchener is doing in several corridors, these streets could be made attractive for people and could encourage modes of transportation other than the car. Further reading: City of Kitchener: Mixed-Use Corridors | Melissa Durrell:
Yes. We need to encourage smart growth. | Diane Freeman:
Yes. I am actively involved in the Region's Re-urbanization committee and I believe that conversation around transit-oriented development has not occurred in a meaningful way. The Mayor of Portland, Oregon stated at a Toronto Board of Trade meeting that the public return on investment in terms of increased tax assessment is 11.5 million dollars per mile of transit corridor. | Jeff Henry:
The profile of Kitchener thoroughfares lends itself better to this kind of zoning than does Waterloo. That being said, major corridors between major nodes could have greater flexibility in this regard, particularly along King and University as well as parts of Erb near the urban centres. It can proscribe design guidelines that maintains the look and feel that we expect in Waterloo while making these major corridors more inviting to people utilizing all forms of transportation. | Karen Scian:
No response. | Angela Vieth:
No response. | Mark Whaley:
Mixed use corridors are the way of the future.Waterloo is currently the most densified city in the Region and our future plan is to continue intensification. It is now common to see development proposals coming forward such as the case of the Bauer Lofts in Waterloo. This trend will continue, even excelerate. | Scott Witmer:
Yes I do believe this land should be zoned to allow and encourage transit-oriented development. |