Integrated Regional Plan - Submission Guide

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Aussi disponible en français sous le titre : Plan regional intégré - Guide de présentation

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© His Majesty the King in Right of Canada, as represented by the Minister of Housing, Infrastructure and Communities, 2024.

Cat. No. T94-69/2024E-PDF
ISBN 978-0-660-72375-4

 

Contents

• Purpose of this Guide
• Introduction to Integrated Regional Plans
• Integrated Regional Plan Contents
• 1. Actors: Geography & Governance
  • 1.1. Geographic Boundaries of the Metro-Region
  • 1.2. Development of the Integrated Regional Plan
  • 1.3. Delivery of the Integrated Regional Plan
• 2. Actions: Medium-Term Investments & Supportive policies
  • 2.1. Medium Term Investment Strategy
  • 2.2. Supportive Policies and Actions
• 3. Impacts: Advancing core objectives
  • 3.1. Increase use of public transit & active transportation relative to car travel
  • 3.2. Increase housing supply and affordability as part of transit-oriented communities
  • 3.3. Contribute To Climate Change Mitigation And Resilience
  • 3.4. Improve transportation options for all, especially equity-deserving groups
• Appendix A. Approach to Assessment
• Appendix B. Project and Cost Eligibility
• Appendix C. Submission Checklist
• Appendix D. Harmonized Metrics
• Appendix E. Key Terms & Definitions

Purpose of This Guide

This Guide document will support organizations who have been invited to submit an Integrated Regional Plan to Housing, Infrastructure and Communities Canada as a prerequisite to entering into a Metro-Region Agreement for long-term transit funding under the Canada Public Transit Fund. The guidance herein is intended to inform partners about the information needed to prepare and submit an Integrated Regional Plan.

Prospective metro-regions should first complete an Expression of Interest (EOI) online through the Infrastructure Funding Portal and receive an invitation from Housing, Infrastructure and Communities Canada prior to submitting an Integrated Regional Plan. Templates or other applicant resources noted in this Guide will be provided to invitees at this time.

This guidance document may be updated or supplemented with accompanying materials in future to provide additional clarification, address any issues that arise in submissions, and/or refine expectations. 

Introduction to Integrated Regional Plans

A New Approach to Investing in Canada’s metro-regions

The Canada Public Transit Fund (CPTF) will provide stable and predictable funding starting in 2026-2027 to respond to the public transit and active transportation needs in communities of all sizes, including Canada’s metro-regions where transportation networks are most complex and cut across municipal boundaries.

Through Metro-Region Agreements (MRAs), the Government of Canada will commit to work together with provinces, municipalities, and other partners to make informed, impact-focused investments underpinned by planning that integrates housing, land use, environment, equity, and other related needs. An Integrated Regional Plan (IRP) created by partner organizations in a metro-region will outline how long-term capital investments in transit complemented by supporting initiatives will advance the core objectives of the Canada Public Transit Fund.

Why An Integrated Regional Plan?

While regional planning is already underway in many regions, the application of a common framework across all jurisdictions is critical to align actors in advancing transit, housing, climate and equity goals. As a business plan for regional transit and active transportation capital needs, Integrated Regional Plans will help enhance intergovernmental collaboration, create opportunities for policy alignment across communities, and provide a common foundation for planning and investment that maximizes outcomes. By providing a line of sight on local priorities, Integrated Regional Plans will also strengthen links between individual capital projects and shared goals.

Canada Public Transit Fund Objectives

Increase the use of public transit and active transportation relative to car travel
Funding will encourage the development of efficient, reliable, and cost-effective sustainable transportation systems that make it easier for residents to access their communities. It will enable the construction of new or upgraded transit lines, routes, stations, stops, and safe, comprehensive networks that support walking, cycling, and other forms of active transportation.

Increase housing supply and affordability as part of complete, transit-oriented communities
Investments in transit will leverage the Government of Canada’s ability to act as a housing multiplier by encouraging the delivery of adequate, suitable, and affordable housing nearby, while also incentivizing a mix of land uses that foster more walkable neighbourhoods. This will help ensure that development around transit provides the ridership base needed to support the network while addressing the most acute housing pressures.  

Contribute to climate change mitigation and resilience
Investments will improve the quality of sustainable transportation options that support emissions reduction in the transportation sector and adapt to the realities of a changing climate. In addition to shifting to more sustainable transportation patterns, incorporating low-carbon materials, natural infrastructure, and resilience measures into design, construction, and operations will ensure that assets endure over time.

Improve public transit and active transportation options for all, especially Indigenous Peoples and equity-deserving groups
Investments will seek to support those with a higher reliance on transit and active transportation and make it easier for all residents to get to work, access services, meet family and friends, and carry out everyday tasks. The Government of Canada has also committed to close the infrastructure gap between Indigenous and non-Indigenous peoples as part of its priority to advance reconciliation. Early engagement will ensure that the needs of Indigenous communities are considered in planning stages.

How Will Integrated Regional Plans Be Used?

1. To Advance Key Outcomes and Inform Federal Funding Commitments

   As a precursor to entering into a Metro-Region Agreement, Integrated Regional Plans will demonstrate expected impacts of ongoing and planned actions toward the four core objectives of the Canada Public Transit Fund. Housing, Infrastructure and Communities Canada will evaluate all IRPs with respect to their ambition in advancing the core objectives, considering the targets set on common metrics, efforts to enable a supportive policy environment, and overall comprehensiveness. ​More information on the approach to evaluating Integrated Regional Plans is available in Appendix A. Federal funding allocations for a metro-region will consider the ambition demonstrated in its IRP in conjunction with funding needs, population, and scale of transit systems. Where insufficient information is provided in the IRP to support assessment, the lead applicant may be asked to provide additional information on analysis undertaken. 

2. To Facilitate Review of Requests for Project Funding

   Following signing of a Metro-Region Agreement, Integrated Regional Plans will serve as a frame to guide review of project funding applications brought forward by the metro-region to ensure that proposed investments contribute meaningfully to overall plan commitments.

   While an IRP will include preliminary information on a broad suite of expected capital investments, more refined timelines, details, and business cases with cost estimates that differentiate eligible and ineligible expenditures (detailed in Appendix B) are expected once a project is submitted to Housing, Infrastructure and Communities Canada for funding review. Applicants will need to demonstrate how the proposed project advances the regional targets and outcomes identified in an Integrated Regional Plan.

3. To Enable a Shared Approach to Monitoring and Reporting

   In establishing a regionally-specific approach to advancing federal objectives, Integrated Regional Plans will require periodic review to facilitate progress-tracking towards agreed-upon goals and to understand the impacts of actions taken.

   Metro-regions will be asked to submit regular progress reports to document actions and achievements towards goals identified in the Integrated Regional Plan and track progress towards targets. The frequency and contents of these reports will be determined by signatories to the Metro-Region Agreement with the broad intent of:

   • Confirming that proponents are delivering on the commitments agreed upon in a Metro-Region Agreement; and
   • Monitoring changes to indicators with a view to understanding the effectiveness of actions and documenting lessons learned on any discrepancies.

   It is expected that Integrated Regional Plans would be published online following the signing of a Metro-Regional Agreement as part of the Government of Canada’s commitment to transparency and accountability. Review and renewal of IRPs and MRAs would occur periodically (likely every five years).

What Is Required for an Integrated Regional Plan?

For Integrated Regional Plans to inform initial funding allocations, guide subsequent project assessment, and enable ongoing monitoring, the documents will synthesize important information on local priorities, with a focus on conveying the following three elements:

• ACTORS: Who is involved in coordinating, prioritizing, and advancing initiatives within the metro-region.
• ACTIONS: What actions are expected to advance over the medium-term horizon, including both capital construction and supportive policies.
• IMPACTS: How the actions will impact core federal objectives, in particular the expected outcomes based on harmonized metrics.

Accordingly, a complete IRP would include the following deliverables, which are further detailed in Appendix C:

• A narrative document that contains the relevant information as outlined in the ‘contents’ section of this submission guide, including:
• An overview of the regional geography and participating partner organizations;
• An overview of the funding needs and expected partner contributions over a 10-year horizon;
• The identification of expected outcomes using the harmonized metrics proposed by Housing, Infrastructure and Communities Canada , to the extent possible; and
• An explanation of how targets were developed and how a combination of capital investments, policies, and strategies are expected to result in the stated outcomes.
• A medium-term investment strategy outlining proposed projects over a 10-year horizon (using the template provided);
• A supportive strategy summary outlining policy initiatives that will complement investments and advance core outcomes (using the template provided);
• Supporting geospatial files showing the metro-region boundaries, the current and future transit and active transportation networks, notional locations of major projects identified in the medium-term investment strategy, and locations designated for transit-oriented development/transit-oriented communities.

Should metro-regions be unable to supply information as requested, explanations for any incomplete sections should be provided to Infrastructure Canda with estimated timelines for delivering outstanding items.

Integrated Regional Plan Contents

Each Integrated Regional Plan should conform to the structure outlined in detail in the following sections of this guide. In recognition that planning contexts and needs vary from region to region, Housing, Infrastructure and Communities Canada will work with proponents to ensure requirements are met over time and support proponents in developing capacity for data collection, research, modelling, or other analysis set forth in this submission guide.

Guiding Principles
While the contents and proposals within each Integrated Regional Plan will vary depending on the local context, development of all Integrated Regional Plans should broadly adhere to the following principles:

Regional Coordination and Integration
Integrated Regional Plans will encourage coordination and integration among key actors in a metro-region where transit and active transportation networks are mutually dependent on land use and housing.

Evidence
Integrated Regional Plans will help provide an evidence base to inform transit investments as well as improve coordination between policy and decision-making.

Flexibility
Integrated Regional Plans will take into account specific regional contexts and enable unique approaches towards shared goals.

Engagement
Integrated Regional Plans will consider the perspectives and needs of key government partners as well as the diversity of local residents and Indigenous Peoples.

Incrementality
Integrated Regional Plans will represent an initial milestone to establish mutually-reinforcing commitments around public transit, housing, regional planning, climate action and social inclusion.

1. Actors: Geography and Governance

This section of the Integrated Regional Plan will define the geographic boundaries of the metro-region, describe a corresponding governance approach to plan development and implementation, and demonstrate that early engagement with Indigenous communities has taken place.

1.1 Geographic Boundaries of the Metro-Region

All Integrated Regional Plans are required to define the geographic boundaries of the metro-region and a corresponding governance approach. The metro-region must encompass at least one Census Metropolitan Area and consider factors like the current and future transit network, land use trends, growth management, demographics, housing needs and commuting patterns. Smaller municipalities and Indigenous communities within the region that have emerging transit linkages should also be considered for inclusion within the metro-region.

This section should clearly identify the geographic boundaries of the metropolitan region for the purposes of an Integrated Regional Plan. This description should include:

1. A map and brief description of the proposed metropolitan region, including identification of all municipalities within the boundaries. Note that an accompanying file in standard geospatial format (i.e., KML or other) should also be provided as part of the IRP submission; and
2. A rationale for the proposed boundaries:
   1. Where regional organizations already exist with a legislated mandate or responsibilities for regional transportation planning, these boundaries may be provided as rationale;
   2. If the boundaries do not correspond to those of an existing regional transportation planning organization, provide a rationale for the proposed boundaries that conforms to the federal expectations stated above.

1.2 Development of the Integrated Regional Plan

Participating organizations will need to work together to develop the Integrated Regional Plan and identify regional needs and project priorities. A key expectation is that the organizations developing an Integrated Regional Plan include representation from provincial and local entities with responsibility for public transit, transportation infrastructure, housing, and land use planning, and collectively have the authority to oversee, implement and/or enforce the proposed investments, transportation policy initiatives, and housing and land-use policy initiatives. Metro-regions should ensure their IRP incorporates varied perspectives and are encouraged to consider outreach to communities that may be affected or have an interest in the initiatives expected to be pursued in the Integrated Regional Plan.

This section should describe how the Integrated Regional Plan was developed, who was involved, and how feedback from any new or previous public engagement has been incorporated. To complete this section:

1. Provide an overview of the municipal, regional and provincial planning frameworks, strategies, and official planning documents that currently guide transportation, land use and housing decisions in the metro-region and their influence on the Integrated Regional Plan.
2. Identify how the Integrated Regional Plan was developed, including the role of the relevant partner organizations and stakeholders related to:
• The identification of projects and supportive strategies; and
• The identification of target outcomes.

1.2.1 Engagement and Consultation with Indigenous Peoples

Early engagement in decision-making processes is critical to building relationships and trust with Indigenous Peoples and helps ensure that the transit and active transportation needs of Indigenous communities are considered at the outset.

This section should describe how Indigenous Peoples were engaged in the development of the Integrated Regional Plan and/or in the development of existing plans that were used to develop the IRP. To complete this section:

1. Describe how Indigenous communities and organizations were engaged to determine their interest in participating in the integrated regional planning process or to discuss their transit needs, challenges, and potential benefits of projects. If they were not engaged in developing the IRP, explain why.
2. Describe how Indigenous communities, organizations, and governments were engaged in relation to potential impacts on rights and related interests.

Duty to Consult Considerations

When the Government of Canada contemplates decisions or actions that might adversely impact Aboriginal and/or Treaty rights, it has a constitutional duty to consult and, where appropriate, accommodate Indigenous peoples. In most instances, metro-region partners are best placed to undertake this consultation on behalf of the federal government given their knowledge of the projects and region.

To help Housing, Infrastructure and Communities Canada meet the duty to consult, the lead applicant and relevant partner organizations will be asked to undertake early engagement prior to submitting an Integrated Regional Plan, as a starting point for an ongoing dialogue. Housing, Infrastructure and Communities Canada will provide lead applicants with more focused guidance following the review of an expression-of-interest and will ask partners to start by notifying potentially impacted Indigenous communities of the development of the IRP and of general information on potential projects that could seek or receive federal funding.

Housing, Infrastructure and Communities Canada will keep the lead applicant informed of any further engagement or consultation requirements that may result from the review of information in the IRP, from discussions with Indigenous communities, or from the review of subsequent project funding applications.

1.3 Delivery of the Integrated Regional Plan

Delivery of an Integrated Regional Plan may include such activities as the review and adoption of municipal policies or by-laws, updates or amendments to land use plans, the collection and analysis of data, the initiation of projects or planning studies, the approval of funding or other activities that require official decisions by one or more governing body. Where regional governance does not already exist to implement an IRP, metro-region partners would be expected to propose an approach to coordination, monitoring, and decision-making. Signatories to a Metro-Region Agreement will be responsible for its implementation and coordination among any non-signing organizations, as well as for ongoing monitoring in collaboration with the Government of Canada.

This section should outline the proposed approaches or any regional governance to implement the Integrated Regional Plan including:

1. Coordination and decision-making process to enable:
• the prioritization of projects for funding;
• the adoption of policies and strategies detailed in the plan and that advance outcomes for transit and active transportation, housing, climate, and equity; and
• the collection and sharing of data to support periodic monitoring and reporting.
2. Where governance has not been formalized or documented publicly, the lead applicant may be asked to demonstrate support of partner organizations in advancing the Integrated Regional Plan.

2. Actions: Medium-Term Investments and Supportive policies

Metro-regions will be asked to summarize expected capital investments, funding sources, and supportive policy actions using templates provided by Housing, Infrastructure and Communities Canada . These key components of an Integrated Regional Plan will provide an overview of the priorities and initiatives metro-region partners expect to advance over a 10-year horizon.

2.1 Medium-Term Investment Strategy

All Integrated Regional Plans must include a medium-term investment strategy that outlines the transit projects the metro-region proposes to undertake over the medium-term (10-years). The strategy will help demonstrate the metro-region’s priorities, funding needs, and present a brief overview of expected outcomes of investments.

Inclusions and Scope

The medium-term investment strategy should include all capital projects advancing over the 10-year horizon regardless of whether they will be submitted for federal funding, including transit expansion projects, maintenance or improvements to existing assets, zero-emission fleet adoption, renewal or expansion, state of good repair projects and active transportation projects.

Major transit or active transportation initiatives that are expected to have transformative implications for the metro-region should be isolated and presented as distinct items in the strategy. Where planning and design work remains to be completed before a final business case for the capital investment can be developed and brought forward, these items should be divided into a planning phase(s) and a construction phase. As the 10-year horizon will include projects at varying stages of readiness, it is expected that project-specific details will correspond with the stage of design completion.

2.1.1 Preliminary Cost Estimates and Funding Sources

Complete the following table with preliminary cost estimates by investment category over the 10-year horizon:

	Cost Estimates ($ M)
[Major Project 1]
[Major project 2]
Active Transportation Capital Projects
Maintenance and State of Good Repair
Fleet Renewal
Planning
[Other]
Total

Complete the following table with estimated partner contributions and funding towards medium-term investments:

Expected Funding		Total Estimated Contribution ($ M)	Total Amount Committed ($ M)
Partner Funding	[Provincial Partner]
	[Municipal Partner 1]
	[Municipal Partner 2]
	[Municipal Partner 3]
Other Federal Sources	[specify: CCBF, etc.]
Other Funding	[specify: fees, private, etc.]
Financing	[specify: CIB, other]
Total

2.1.2 Medium-Term Investment Priorities

Using the template provided, provide an overview of the transit projects the metro-region expects to undertake over the medium-term (10 years), with timelines and estimated costing corresponding to the design stage, expected outcomes in relation to CPTF objectives, and an indication of the priority level of each project. An excerpt may also be provided in the narrative document. Smaller projects with similar scopes and outcomes undertaken by a single implementing agency may be bundled and presented as a single line item. Further guidance for completing each field is provided below.

Project Title	Brief Description	Implementing Agency	Project Type	Timelines & Milestones			Estimated Costs		Expected Impacts		Regional Priority
				Design Complete (%)	Forecasted Start	Forecasted Completion	Total Project Cost	Total Eligible Cost	Key CPTF Outcomes	Effectiveness
Major Projects
Active Transportation
Maintenance and State of Good Repair
Fleet Renewal

Project Title: Provide a concise but meaningful description of the asset and the work to be completed. (e.g., Millenium Line UBC Extension (UBCx)). For bundled initiatives, the title may reference the theme for the collection of works (e.g., Expanded Bikeway Network in Calgary).

Brief Description: In plain language, provide a brief but meaningful description of the main objectives of the project, the scope of the project (all major quantifiable components), and the approximate output(s) that the project will generate (e.g., 15km of new BRT, purchase of 100 new buses). The description should clearly identify how the project will meet relevant immediate outcomes (e.g., The project will improve capacity of public transit infrastructure by…).

Implementing Agency: Provide the name of the organization that will deliver the project (e.g., City of Toronto).

Project Type: Use the drop-down menu to indicate whether the project includes only planning work, capital, or both.

Design Complete (%): Indicate the percentage of design work completed to date (e.g., 66%). For bundled initiatives where design completion is not practical to isolate, ‘N/A’ may be indicated.

Forecasted Start: Indicate the expected year and quarter when construction should start or when procurement of assets would occur. Note that the quarters are as follows Q1 = January – March; Q2 = April - June; Q3 = July – September; Q4 = October – December. (e.g., 2028-Q3 would indicate a construction start date between July and September 2028). For bundled initiatives, where timelines are not practical to isolate, ‘N/A’ may be indicated.

Forecasted Completion: Indicate the expected year and quarter when construction should end. Note that the quarters are as follows Q1 = January – March; Q2 = April - June; Q3 = July – September; Q4 = October – December. (e.g., 2032-Q4 would indicate a construction end date between October and December 2032). For bundled initiatives or asset procurement, where timelines are not practical to isolate, ‘N/A’ may be indicated.

Estimated Total Project Costs: Provide an estimated of the total project cost of a project including both eligible and ineligible expenditures. These costs should relate to the planning, implementation and closing of the project including costs related to any real estate transactions, consultation, professional fees, construction (materials, labor, equipment, furniture, land development, etc.), inflation and risk reserves, and miscellaneous costs related to permits or other.

Estimated Total Eligible Project Costs: Where possible, provide an estimated of the total eligible costs for each project or bundle. See Appendix B for more information on cost eligibility.

Key CPTF Outcomes: Note in 1-2 sentences the expected outcomes that would result from implementing the project or bundle of projects and/or the expected consequences of not proceeding.

Effectiveness: Use the drop-down menu to rank the anticipated effectiveness in achieving CPTF Outcomes as very strong effect, strong effect, moderate effect, low effect, no effect.

Regional Priority: Use the drop-down menu to rank the project’s priority as very high, high, medium, or low.

2.2 Supportive Policies and Actions

Capital investments in transit and active transportation are most effective when complemented by land-use and transport policy measures that encourage development in proximity to transit networks and that make sustainable transportation attractive alternatives to personal vehicles. Metro-regions will be asked to use the template provided to summarize the supportive policies and actions that the metro-region is pursuing or intends to pursue over the medium-term (10 years). While the summary of supportive policies need not provide an exhaustive list, it should capture the initiatives that most clearly contribute to the CPTF’s core objectives and outcomes.

Supportive Policies & Actions
Initiative Title	Geographic Scope	Brief Description	Estimated Timeline	Implementing Agency(ies)	Status

Expected Outcomes
Obj. 1					Obj. 2
Reduce  personal vehicle travel	Increase ridership	Increase transit use	Increase active transportation use	Increase active transportation safety	Increase housing supply near transit	Increase housing affordability near transit	Increase housing suitability near transit	Increase access to jobs/amenities

Expected Outcomes
Obj. 3				Obj. 4
Reduce GHG emissions from cars	Reduce GHG emissions from transit fleet	Reduce GHG emissions from materials	Increase resilience of networks	Reduce barriers for equity deserving groups	Increase relative access to jobs/amenities

Initiative Title: Provide a concise but meaningful description of the initiative (e.g., Minimum Parking Review)

Geographic Scope: Indicate whether this initiative would apply to specific areas or the entire metro-region.

Brief Description: Provide a brief but meaningful description of the initiative’s objectives, scope, and expected outcomes.

Expected Implementation Timeline: Indicate the approximate timelines in years from initiation to final approval.

Implementing Agency: Provide the name of the organization(s) that will undertake the initiative.

Status: Select from the drop-down menu to indicate whether the initiative is complete, underway or not started.

Expected Outcomes: Select the key CPTF outcomes that this initiative would help advance.  

3. Impacts: Advancing Core Objectives

All Integrated Regional Plans will be required to clearly describe how planned initiatives will contribute to the four core objectives of the CPTF and support key outcomes identified by Housing, Infrastructure and Communities Canada :

Core Objectives	Key Outcomes
Increase the use of public transit and active transportation relative to car travel	Reduce personal vehicle travel Increase public transit use Increase active transportation use
Increase housing supply and affordability as part of complete, transit-oriented communities	Increase new housing supply in proximity to transit Increase housing affordability in proximity to transit Increase housing suitability in proximity to transit Increase access to jobs/amenities by transit and active transportation
Contribute to climate change mitigation and resilience	Reduce GHG emissions from personal passenger vehicles Reduce GHG emissions from public transit fleet operations  Reduce GHG emissions from materials in transit infrastructure Increase resilience of transit and active transportation networks
Improve public transit and active transportation options for all, especially Indigenous peoples and equity-deserving groups	Reduce barriers to sustainable transportation for equity-deserving groups Increase access to jobs/amenities by transit and active transportation for equity-deserving groups

To demonstrate the significance that the actions outlined in the medium-term investment strategy and list of supporting policies will have in advancing the core objectives of the CPTF, metro-regions will need to provide Housing, Infrastructure and Communities Canada with a detailed understanding of the anticipated impacts that these actions will have on the key outcomes listed above.

To help Housing, Infrastructure and Communities Canada develop this understanding in the short-term, a combination of quantitative and narrative analysis may be sought from metro-regions. A hybrid approach will support the systematic measurement of impacts of actions towards outcomes and objectives, while still providing room for other tools or methods, particularly in contexts where analytical tools remain to be developed or where complexities may not be adequately captured by existing approaches.

Housing, Infrastructure and Communities Canada recognizes that different methodologies and approaches to collecting data and modelling outcomes are used throughout the country, meaning that a quantitative target provided by one metro-region may use a different indicator than that provided by another. To support a common platform for monitoring and modelling of performance, a medium-term priority for Housing, Infrastructure and Communities Canada is to incentivize the uptake of a suite of harmonized metrics aligned to key outcomes to the greatest extent possible (see Appendix D).

In the short-term, to advance an approach that best reflects the varied contexts of data and modelling in Canada, prospective metro-regions are offered three interim options for demonstrating how its actions will drive impacts on each key outcome:

1. Indicate a target supported by robust modelling (e.g., a regional transportation model or land-use change simulation tool) of how the mix of projects and policy initiatives is expected to produce the result.
2. Indicate a target supported by a narrative analysis of how the mix of projects and policy initiatives is expected to produce the result.
3. Explain why a target cannot be provided at this time.

The provision of an interim target or an explanation of why a target cannot be provided at this time should be accompanied by commitments to (1) begin collecting data and reporting on current performance against this metric and (2) set a target for that metric within at most 5 years from the date of signing the Metro-Region Agreement. Housing, Infrastructure and Communities Canada will support regions in meeting these commitments through consultation and partnership, including in areas where existing and future data and research can be leveraged and by making planning funding available to regions developing Integrated Regional Plans. As part of Metro-Region Agreements, partners will confirm an approach to submitting regular progress reports that document actions and achievements towards goals and targets identified in the Integrated Regional Plan.

3.1 Increase use of public transit and active transportation relative to car travel

3.1.1 Regional Transportation Needs

This section should describe the current regional picture for transportation, with a focus on public transit and active transportation. Applicants should describe key needs and movement patterns across the metro-region. To the extent possible, note any geographical variations between urban cores, inner suburbs, outer suburbs or similar divisions.

This section should include:

1. An overview of movement patterns across the metro-region, including origin-destinations and approximate volumes, supplemented with graphics or maps, where possible;
2. A description of key trends and challenges in relation to increasing public transit and active transportation use, including those related to transportation demand management, land use, population growth, travel patterns, and the impact of road infrastructure capacity, geography, affordability, safety or other relevant factors; and  
3. An overview of existing infrastructure quality with a focus on the most critical states.

3.1.2 Future Transportation Network

Integrated Regional Plans will require an outline of the future regional transportation network for the metro-region, a vision of what the road, transit and active transportation networks could resemble in the long-term. Outlining the future regional network in the Integrated Regional Plan provides a tangible basis for greater investment coordination both at a regional level and between levels of government over time.

This section should include:

1. A map of the region’s current and long-term (20-30 year) transit network that differentiates planned route type and frequency to the extent possible and illustrates key investments identified in the medium-term investment strategy. Note that an accompanying file in standard geospatial format (i.e., KML or other) should also be provided;
2. A map of the region’s current and long-term (20-30 year) active transportation network that differentiates facility types to the extent possible and illustrates key investments identified in the medium-term investment strategy. Note that an accompanying file in standard geospatial format (i.e., KML or other) should also be provided; and
3. Narrative description explaining how proposed investments in the medium-term investment strategy will support the long-term vision.

3.1.3 Reducing Personal Vehicle Travel

Harmonized metric	Vehicle kilometres travelled of personal passenger vehicles per capita (reduce)

Personal passenger vehicle kilometres travelled (VKT) captures the overall level of driving in a region, which in turn contributes to other impacts of car travel including GHG emissions, collisions, and traffic congestion. VKTs are a keystone indicator used to complement metrics such as mode share and ridership. Measuring on a per capita basis supports comparability and controls for the effects of population growth within a region.

This section should explain how the target outcome was established for the metro-region and how it will be achieved. In particular:

1. The methods used to determine the target outcome including any baseline data, relevant sources, key assumptions, and limitations;
2. The relation to targets or projections previously established in existing plans or studies;
3. The investments, strategies, and policies that will have the most impact in advancing the outcome and when these will be advanced (short vs. medium term); and
4. The risks that could hinder target achievement.

3.1.4 Increasing Public Transit Use and Ridership

Harmonized metric(s)	Public transit ridership per capita (increase) Public transit modal share (increase)

Public transit modal share (the percentage of all trips taken using public transit) captures the relative use of public transit compared to other modes like private vehicles, walking and cycling, etc. It signals whether public transit is competitive with other travel modes and whether people are likely to choose public transit over driving.

Public transit ridership captures the overall level of use of public transit systems across a region, which is key to understand how well a system is meeting travel demand. Transit ridership provides insight on whether the system enables people to get where they need to go and captures changes in travel behaviour independently of other modes.

This section should explain how the target outcomes were established for the metro-region and how it will be achieved. In particular:

1. The methods used to determine the target outcome including any baseline data, relevant sources, key assumptions, and limitations;
2. The relation to targets or projections previously established in existing plans or studies;
3. The investments, strategies, and policies that will have the most impact in advancing the outcome and when these will be advanced (short vs. medium term); and
4. The risks that could hinder target achievement.

3.1.5 Increasing Active Transportation Use & Safety for Users

Harmonized metric(s)	Active transportation modal share (increase) Ratio of High-Comfort Bike Facilities to Roads (increase)Footnote1  Ratio of Sidewalks to Roads (increase)  Number of serious injuries and deaths of active transport users (reduce)

Active transportation mode share (the percentage of trips taken using walking, cycling, or other active modes) captures the relative use compared to public transit and car travel. It signals whether the active transportation network is competitive with other networks in in terms of meeting residents’ travel needs, and whether people are incentivized to choose active travel. Safety is a key driver of active transportation usage, especially for women, and is an especially important area of focus as active transportation networks are expanded and the number of users grows. Providing high comfort facilities ensures that a wide variety of people can benefit from the infrastructure.

This section should explain how the target outcomes were established for the metro-region and how they will be achieved. In particular:

1. The methods used to determine the target outcomes including any baseline data, relevant sources, key assumptions, and limitations;
2. The relation to targets or projections previously established in existing plans or studies;
3. The investments, strategies, and policies that will have the most impact in advancing the outcome and when these will be advanced (short vs. medium term); and
4. The risks that could hinder target achievement.

3.2 Increase housing supply and affordability as part of complete, transit-oriented communities

3.2.1 Housing Conditions

As a condition of Metro-Region Agreements, and to ensure that funding impacts are maximized for the most effective and responsive transit-housing outcomes, partners will be asked to meet a specific set of minimum federal housing conditions that are based on best practices from the Housing Accelerator Fund, as listed below. Partners will need to clearly demonstrate:

• an existing policy, plan or strategy that meets the expectation; or,
• a commitment or intent to meet the expectation.

Conditions do not need to be met before submission as Integrated Regional Plans provide an initial opportunity to understand ongoing actions and a metro-region’s proposed approaches to meeting these conditions.

This section should identify the regional implementation status and roadmap for meeting each condition below, including whether conditions have been met across the region, with reference to specific enabling policies and regulations, and any remaining gaps to implementation. Where conditions have not yet been met, describe the process to work with individual communities to address any gaps.

1. Promote diverse forms of multi-unit housing within 400 metres of transit stops, as appropriate to the local context.
2. Concentrate more housing development near transit by allowing high-density housing as-of-right within 800 metres of high-frequency or higher-order transit.
3. Eliminate mandatory minimum off-street parking requirements within 800 metres of high-frequency or higher-order transit stations, excluding accessibility requirements.
4. Enable more housing supply near post-secondary institutions by allowing high-density housing as-of-right within 800 metres of recognized post-secondary institutions.
5. Identify, set aside and/or optimize publicly owned land with a view toward prioritizing new affordable and deeply affordable housing in proximity to transit, where it makes sense to do so.
6. Develop and/or implement supportive policies appropriate to the local context to minimize or mitigate any displacement of existing residents and loss of existing affordable housing as a direct result of major transit projects. 

3.2.2 Regional Housing Narrative

Metro-regions are expected to provide needs-based evidence for the housing outcomes and targets that are included in their IRP. This section should describe important regional considerations with implications for housing, such as economic conditions; convey where current housing needs exists; explain how future growth and housing supply can support more transit-oriented communities that provide the right kind of housing for all residents; and, provide projections for future housing needs on a 10-year horizon.

To the extent possible, please use publicly available data, such as:

• Statistics Canada Census Data
• CMHC Housing Market Information Portal
• Statistics Canada Housing Statistics Dashboard
• CMHC Demographic Projections: Housing Market Insights, June 2022
• CMHC Proximity Measures Database
• Housing Assessment Resource Tool Dashboard

Where this data has limitations, regions should incorporate internal and non-public facing, non-confidential data in order to more fully capture local contexts and realities as needed. To the extent possible, data and information collected at the local level – including for municipal Housing Needs Assessments^Footnote2 – should be used to illustrate housing patterns, needs and dynamics.

Where there are clear gaps in information, proponents are asked to identify these as well as the plan to further build this regional evidence base going forward.

This section should include:

1. An overview of demographic composition and economic conditions, including total number of households, household income, number of tenant and owner households, average household size, and number of households in core housing need.
2. An overview of existing housing stock and development patterns, such as areas of high growth, how housing needs have changed over time, areas of greatest need, the current stock of affordable housing units available in the region and for specific groups (e.g., affordable housing units for seniors aging-in-place) and waitlist lengths for social and community housing owned by public entities or non-profits.
3. A description of future housing needs, including the type/quantity of housing needed to support projected regional population and household growth over the next 10 years, including the estimates of household and population growth in 5-year increments, using the projection methodology of the metro-region’s choice and assumptions that informed that methodology.
4. An overview of the current areas designated for transit-oriented development or intensification based on current zoning by-laws or other policies, supplemented with graphics or maps, where possible.
5. A high-level overview of the housing gaps and opportunities within proximity of current and planned high-order transit, supplemented with graphics or maps, where possible.
6. A high-level overview of any gaps in enabling infrastructure systems needed for housing (e.g., water, transit, community, natural infrastructure, etc.) and how these will be addressed to accommodate forecasted housing growth.
7. An identification of challenges or systemic barriers to increasing housing supply and affordability near transit or to realizing transit-oriented development.

3.2.3 Increasing New Housing Supply in Proximity to Transit

Harmonized metric(s)	Total housing starts within 400m of transit stops Total housing starts within 800m of higher-order/frequency transitFootnote3

Providing more housing options on lands surrounding transit stops and stations is essential to generating the ridership base needed to ensure the viability of transit investments and sustain service levels that create an attractive alternative to driving.

This section should explain how the target outcome(s) were set up for the metro-region and how the expected increase(s) in housing supply in proximity to transit will be achieved. In particular, applicants should describe:

1. The methods used to project the expected increase in housing supply, including any baseline data, relevant sources, key assumptions, and limitations;
2. The relation to targets or expected outcomes previously established in existing plans or studies;
3. The investments, strategies, and policies that will have the most impact in increasing supply and when these will be advanced (short vs. medium term); and
4. The risks that could hinder target achievement.

3.2.4 Increasing Affordable Housing in Proximity to Transit

Harmonized metric	Total housing starts for affordableFootnote4 units within 800m of higher-order/frequency transit

Affordable housing stock has been dwindling at an alarming rate in cities across the country. Providing more attainable viable options for low- to middle-income Canadian households – those most likely to take public transit – to rent or own in proximity to transit is critical.

This section should explain how the target outcome was established for the metro-region and how the expected increase in affordable housing will be achieved. In particular, applicants should describe:

1. The methods used to project the expected increase in housing affordability, including any baseline data, relevant sources, key assumptions, and limitations;
   1. How “affordable” is defined if not aligned with the federal definition, and how the affordable housing targets correspond to the affordability needs of households in different income groups;
2. The relation to targets or expected outcomes previously established in existing plans or studies;
3. The investments, strategies, and policies that will have the most impact in increasing supply and when these will be advanced (short vs. medium term); and
4. The risks that could hinder target achievement.

3.2.5 Increasing Housing Suitable for families in Proximity to Transit

Harmonized metric	Total housing starts for units that are 2-bed and larger  within 800m of higher-order/frequency transit

Creating more market, non-market and affordable housing that is suitable for different-sized households, including families, near transit can help ensure that those in the greatest housing need and those seeking to live in communities that are well-serviced by infrastructure can do so.

This section should explain how the target outcomes were established for the metro-region and how it will be achieved. In particular, applicants should describe:

1. The methods used to determine the target outcomes including any baseline data, relevant sources, key assumptions, and limitations;
2. The relation to targets or projections previously established in existing plans or studies;
3. The investments, strategies, and policies that will have the most impact in advancing the outcome and when these will be advanced (short vs. medium term); and
4. The risks that could hinder target achievement.

3.2.6 Increasing Access to Jobs and amenities

Harmonized metric	Jobs accessible via public transit

Transportation enables people to move from place to place and fundamentally relates to surrounding land uses that offer various destinations. Access to jobs via the public transit system captures the core relationship between transit and land use by highlighting a common destination. Work as a destination also offers an effective proxy for access to other amenities, such as services and recreational facilities.

This section should explain how the target outcomes were established for the metro-region and how it will be achieved. In particular, applicants should describe:

1. The methods used to determine the target outcomes including any baseline data, relevant sources, key assumptions, and limitations;
2. The relation to targets or projections previously established in existing plans or studies.
3. The investments, strategies, and policies that will have the most impact in advancing the outcome and when these will be advanced (short vs. medium term); and
4. The risks that could hinder target achievement.

3.3 Contribute To Climate Change Mitigation And Resilience

3.3.1 Regional Climate Context & GHG Baseline

This section should describe the current regional picture including baseline data in relation to current GHG emissions from transportation, in particular personal passenger vehicle travel and public transit fleet operations, referencing any relevant sources, assumptions, and limitations.

3.3.2 Reducing GHG Emissions from Personal Passenger Vehicles

Harmonized Metric	GHG emissions from passenger vehicle travel per capita (reduce) (exclude zero-emission vehicle transition impact)

Personal passenger vehicle kilometers is frequently used to assess the general prevalence of personal vehicle usage. Historically, increasing personal vehicle usage represented by vehicle kilometers travelled (VKTs) has contributed to growing GHG emissions in the transportation sector. While transitions to zero-emission alternatives are underway, capturing the GHG emissions from modal shift highlights the avoided emissions from increasing transit and active transportation use relative to personal vehicles. Measuring VKTs per capita controls for population growth and enables comparability.

This section should explain how the target outcome was established for the metro-region and how the expected decrease in GHG emissions from personal passenger vehicles will be achieved. In particular:

1. The methods used to project the expected reduction in GHG emissions from personal passenger vehicle travel, including how zero-emission vehicle transition impact was excluded, and any key assumptions used;
2. The relation to targets or expected outcomes previously established in existing plans or studies;
3. The investments, strategies, and policies that will have the most impact reducing GHG emissions from personal passenger vehicles and when these will be advanced (short vs. medium term); and
4. The risks that could hinder target achievement.

3.3.3 Reducing GHG Emissions from Public Transit Fleet Operations

Harmonized Metric	GHG emissions per revenue vehicle kilometer from public transit fleet operations (reduce)

GHG emissions from public transit fleet operations result from combustion of fuels for vehicles, electricity used to power vehicles, and energy use at facilities..

This section should explain how the target outcome was established for the metro-region and how the expected decrease in GHG emissions from public transit fleet operations will be achieved. In particular:

1. The methods used to project the expected reduction in GHG emissions from public transit fleet operations, and any key assumptions used;
2. The relation to targets or expected outcomes previously established in existing plans or studies;
3. The investments, strategies, and policies that will have the most impact reducing GHG emissions from fleet operations and when these will be advanced (short vs. medium term), including efforts to source lower-carbon content fuel and lower-emitting electricity; and
4. The risks that could hinder target achievement.

3.3.4 Reducing GHG emissions from materials in transit infrastructure (embodied emissions)^Footnote5

This section should describe any existing or planned policies to reduce emissions from materials in design and procurement. This may include existing disclosures, strategies on low-carbon materials, ambitions to set reductions targets, or related sustainable materials procurement programs.

3.3.5 Increasing Resilience of transit and active transportation networks

Resilience to climate change impacts will be a key factor in project-funding decisions under the CPTF. This section should:

1. Provide an overview of significant system-level climate risks and how these will be minimized to ensure transit networks are resilient.
2. Confirm that climate risk assessment processes adhere to ISO 14091 and are based on an ensemble of climate models and the most applicable significant future climate scenario (RCP 8.5 or SSP5-8.5).
3. Provide an overview of how natural infrastructure and nature-based solutions that promote services and co-benefits will be considered in project design and integrated as part of construction. For example: climate resilience, stormwater management, GHG sequestration, temperature regulation (i.e., heat island mitigation), and measures to protect and enhance biodiversity.

3.4 Improve public transit and active transportation options for all, especially Indigenous Peoples and equity-deserving groups

3.4.1 Regional Context and Needs

This section should describe the key needs and challenges for providing access to transit and active transportation for equity-deserving groups including but not limited to women, Indigenous peoples, racialized people, persons with disabilities, newcomers, seniors, and low-income individuals.

This section should include:

1. Mapping of priority neighbourhoods with a higher proportion of equity-deserving populations. Note that an accompanying file in standard geospatial format (i.e., KML or other) should also be provided;
2. A narrative of the processes used to understand the issues, challenges, and lived experiences different groups face in using the transit system; and
3. An overview of how equity considerations are used to prioritize investments.

3.4.2 Reduce Barriers to Sustainable Transportation for Indigenous Peoples and Equity-Deserving Groups

This section should describe:

1. Strategies to reduce financial, physical, mental, safety, cultural, and language barriers faced by equity-deserving groups and approaches to make the current transit and active transportation network fully accessible for all users regardless of their age, ability, or circumstances.
2. An overview of the strategy to make the current public transit and active transportation network fully accessible for persons with disabilities, including an approach to engagement to ensure that the perspectives of persons with lived experience of disability are reflected.

3.4.3 Increasing Relative Access to Jobs/Amenities for Indigenous Peoples and Equity-Deserving Groups

Harmonized Metric(s)	Ratios of jobs accessible via public transit for Indigenous peoples to jobs accessible for the general population Ratios of jobs accessible via public transit for recent immigrants to jobs accessible for the general population Ratios of jobs accessible via public transit for low-income households to jobs accessible for the general population

As access to jobs effectively captures the core relationship between a transportation system and land-use patterns, comparing levels of access for equity-deserving groups to those of the general population signals whether different groups are provided similar levels of access and able to travel effectively to key destinations.

This section should include:

1. An overview of the target and strategy for improving access for Indigenous peoples to jobs and amenities by transit and active transportation relative to the general population;
2. An overview of the target and strategy for improving access for recent immigrants (immigrants who settled permanently in Canada no more than five years ago) to jobs and amenities by transit and active transportation relative to the general population; and
3. An overview of the target and strategy for improving access for low-income persons (defined by Statistics Canada’s after-tax low-income measure) to jobs and amenities by transit and active transportation relative to the general population.

Appendix A. Approach to Assessment

Criteria	Key Questions	What to Review
COMPLETENESS IRPs will first be assessed using a checklist to confirm that a submission contains all the required information to support assessment and to ensure that the metro-region includes key partners with the capacity and authority to deliver on stated commitments.	General Contents:  Does the submission contain sufficient information to support subsequent assessment?​	Plan content follows outline Supporting documents provided Initial engagement with Indigenous rights-holders has occurred Rationale for any information gaps, and timeline for submission​
	Coordination: Have partners coordinated plan development and enabled implementation?​	Jurisdictional representation responsibilities for key policy areas​ Link to existing plans & roles identified Incorporated any feedback from EOI
REASONABLENESS* In consultation with external technical experts, HICC will confirm that the IRP contents are sound and the actions provide a solid foundation for realizing the expected outcomes. Validating key assumptions, methods, models and analysis, the assessment will provide a degree of confidence in the likelihood of achieving the projections identified in the IRP.	Likelihood of Achievement: Are the actions outlined likely to result in the target outcomes?​	Combination of projects and policies/actions associated with target projections Expected magnitude of impact in advancing progress towards goals​ Reliability of data sources and methodologies​ Other initiatives underway/planned that may undermine the expected outcomes
RESPONSIVENESS & AMBITION The final phase of assessment will review how the funding need aligns with available resources and advances meaningful impacts towards core objectives. The goal is to evaluate the extent to which the expected outcomes warrant federal investment.	Funding Need and Resources: How does the funding request align with resources available?	How notional allocation affects funding available to other regions ​  How notional allocation affects the region’s medium-term investment strategy Identification of priority investments
	Impacts: Do the expected outcomes support transformative changes in line with core federal objectives?​	How target outcomes for transportation, housing, climate and equity compare against historical thresholds Improves reliability of network​ Improves safety for active transportation​ Enhances first and last mile connections Responds to key housing gaps Promotes densification Promotes resilience​ Addresses barriers for equity-deserving communities

*Where insufficient details are provided in an IRP to support assessment, the lead applicant may be asked to provide additional information or supplementary materials on analysis undertaken. 

Appendix B. Project and Cost Eligibility

Eligible Expenditures

Investments will support public infrastructure, which is defined as tangible capital assets primarily for public use and/or benefit, and will include capital transit, school transportation, and active transportation infrastructure projects or non-capital projects. Investments must support program objectives and expected results and must meet applicable federal requirements. 

• For a capital infrastructure project to be eligible for funding, it must include the acquisition, enhancement, modernization, rehabilitation, construction, expansion, restoration, renovation, repair, refurbishment, or replacement of assets that fall under one of the following categories: 
• Public transit systems and related infrastructure; or, 
• Active transportation infrastructure or networks. 
• Non-capital projects will support transit-related development, planning, design, or integrated regional governance of public infrastructure projects. For a non-capital project to be eligible for funding, it must support one of the following: 
• A potential future capital project that would be considered eligible under the program; or 
• Transit and active transportation projects related to planning, regional governance capacity support, feasibility studies, stand-alone design work or other related capacity building, research, or data projects. Projects that support the development of transit-oriented communities are also eligible; this would include projects like transit-related housing needs assessments. 

Eligible expenditures are costs that are considered direct and necessary to the project as agreed to by Housing, Infrastructure and Communities Canada in writing in advance of the cost being incurred, excluding those explicitly defined as ineligible (see below). Project expenditures related to construction and/or acquisition of assets will only be eligible as of project approval. Costs related to non-capital projects, and non-capital components of capital projects may be retroactively eligible. The decision on whether to provide funding retroactively would rest with the Minister or delegated authority.

Expenditures can only be reimbursed to the recipient if a funding agreement is signed, project approval conditions are met, including, where applicable, confirmation that environmental assessment and Indigenous consultation and accommodation obligations have been met and continue to be met. 

Ineligible Expenditures

• Capital project costs incurred before project approval, except for expenditures associated with non-capital components;
• Cost incurred for cancelled projects;
• Leasing land, buildings, and other facilities; leasing equipment other than equipment directly related to the construction of the project; real estate fees and related costs;  
• Any overhead costs, including salaries and other employment benefits of any employees of the Eligible Recipient or ultimate recipient, its direct or indirect operating or administrative costs and more specifically its costs related to planning, engineering, architecture, supervision, management, and other activities normally carried out by its staff. The incremental costs of employees of an eligible recipient may be included as eligible expenditures under the following conditions:  
• The eligible recipient can demonstrate that it is not economically feasible to tender a contract; and 
• The arrangement is approved in advance and in writing by Canada. 
• Financing charges, and loan interest payments, including those related to easements (e.g., surveys),  
• Legal fees, except those explicitly eligible; 
• Principal and interest payments to the Canada Infrastructure Bank;  
• Any goods and services costs which are received through donations or in kind; 
• Provincial sales tax, goods and services tax, and harmonized sales tax for which the ultimate recipient is eligible for a rebate, and any other costs eligible for rebates;  
• Costs associated with operating expenses and regularly scheduled maintenance work are ineligible with the exception of: 
• essential capital equipment purchased at the onset of the construction/acquisition of the main asset and approved by Canada; or 
• operating costs including staff training, salaries and benefits, fuel, maintenance, repairs, and insurance associated with pilot projects undertaken by Indigenous recipients or Indigenous benefitting organizations, and low-capacity recipients in rural, northern, or remote communities. 
• Cost related to furnishing and non-fixed assets which are not essential for the operation of the asset/project;
• All capital costs, including site preparation and construction costs, until HICC has confirmed that environment/impact assessment and Indigenous consultation obligations have been met and continue to be met.

Appendix C. Submission Checklist

Submission of an Integrated Regional Plan (IRPs) through the Funding Portal must include a completed submission checklist to facilitate a thorough and timely assessment. The submission checklist will help proponents confirm that all relevant contents and supporting documents are provided.

Integrated Regional Plan Development

• The submitted Integrated Regional Plan was developed with representation from provincial and municipal partners, authorities for public transit, active transportation, housing, land use planning and any other relevant entities with the authority to implement identified commitments.
• Indigenous rights-holders as identified by Housing, Infrastructure and Communities Canada were engaged on potential impacts on their rights.
• Metro-region partners have established an organizational structure and decision-making process to enable the prioritization of projects for funding. 
• Metro-region partners have established responsibilities for ongoing coordination and implementation of the Integrated Regional Plan.

Integrated Regional Plan (IRP) Contents

• The submitted IRP defines the geographic boundaries of the metro region.
• The submitted IRP describes how the plan was developed including key inputs, analysis, and consultation.
• The submitted IRP outlines proposed projects over 10-year horizon with estimated costs, timelines, expected outcomes commensurate with the stage of design completion.
• The submitted IRP outlines supporting strategies that will complement transit investments and support the core objectives of the Canada Public Transit Fund.
• The submitted IRP provides a regional transportation narrative that conveys current challenges, key trends, and future vision for transit and active transportation.
• The submitted IRP provides a regional housing narrative that conveys where current and future housing needs exist, and how future housing supply, types, and locations can support more transit-supportive communities that meet regional needs.
• The submitted IRP identifies expected outcomes based on planned investments and strategies, including:
• Reduced personal vehicle travel
• Increased public transit ridership
• Increased public transit use
• Increased active transportation use
• Improved safety for active transportation users
• Increased housing supply in proximity to transit
• Increased housing affordability in proximity to transit
• Increased housing suitable for families in proximity to transit
• Increased access to jobs/amenities by transit and active transportation
• Reduced GHG emissions from passenger vehicle travel
• Reduced GHG emissions from fleet operations
• Reduced GHG emissions from materials in transit infrastructure
• Increased resilience of transit and active transportation networks
• Reduce barriers to sustainable transportation for equity-deserving groups
• Increased relative access to jobs for equity-deserving groups

A complete IRP submission in the Housing, Infrastructure and Communities Canada Funding Portal will include the following documents:

• Integrated Regional Plan (PDF)
• Medium-term-investment strategy in template (Excel)
• Supporting strategies in template (Excel)
• Standard geospatial file (KML or similar) showing the metro-region boundaries
• Documentation confirming early engagement with Indigenous rights-holders as identified by Housing, Infrastructure and Communities Canada .
• Completed Submission Checklist (PDF).

Supplementary Documents and Analysis:

• Standard Geospatial File (KML or similar) showing the region’s transit network and illustrating the notional locations of key investments identified in the medium-term investment strategy
• Standard Geospatial File (KML or similar) showing the region’s active transportation network and illustrating the notional locations of key investments identified in the medium-term investment strategy
• Map of current locations designated for transit-oriented development/transit-oriented communities within the metro-region (PDF or KML)
• Map of priority neighbourhoods with a higher proportion of equity-deserving populations within the metro-region (PDF or KML)

Should any component not be supplied at the time of submission, please provide an explanation and approximate timeline for completion.

Appendix D. Harmonized Metrics

Federal Objective 1: Increase use of public transit & active transportation relative to car travel
Key Outcomes	Proposed Harmonized Metrics	Baseline (year)	10-Year Target (2036)	% Change
Reduce personal vehicle travel	Vehicle kilometres travelled of personal passenger vehicles per capita (reduce)
Increase public transit use	Public transit ridership per capita (increase)
	Public transit modal share (increase)
Increase active transportation use	Active transportation modal share (increase)
	Ratio of High-Comfort Bike Facilities to Roads (increase)
	Ratio of Sidewalks to Roads (increase)
Increase safety for active transportation users	Number of serious injuries and deaths of active transport users (reduce)
Federal Objective 2: Increase supply and affordability of housing as part of complete, transit-oriented communities
Key Outcomes	Proposed Harmonized Metrics	Baseline (year)	10-Year Target (2036)	% Change
Increase new housing supply in proximity to transit	Total housing starts within 400m of transit stops
	Total housing starts within 800m of higher-order transit
Increase affordable housing in proximity to transit	Total housing starts for affordable units within 800m of higher-order transit
Increase housing suitable for families in proximity to transit	Total housing starts for units that are 2-bed and larger within 800m of higher-order transit
Increase access to jobs/amenities by transit, walking, cycling	Jobs accessible via transit
Federal Objective 3: Contribute to climate change mitigation and resilience
Key Outcomes	Proposed Harmonized Metric	Baseline (year)	10-Year Target (2036)	% Change
Reduce GHG emissions from personal passenger vehicles per capita	GHG emissions from passenger vehicle travel per capita (reduce) (exclude ZEV transition impact)
Reduce GHG emissions from public transit fleet operations	GHG emissions per revenue vehicle kilometer from public transit fleet operations (reduce)
Federal Objective 4: Improve public transit and active transportation options for all, especially Indigenous peoples and equity-deserving groups
Key Outcomes	Proposed Harmonized Metrics	Baseline (year)	10-Year Target (2036)	% Change
Increase relative access to jobs for equity deserving groups	Ratios of jobs accessible via public transit for Indigenous people to jobs accessible for the general population
	Ratios of jobs accessible via public transit for recent immigrants to jobs accessible for the general population
	Ratios of jobs accessible via public transit for low-income households to jobs accessible for the general population

Appendix E. Key Terms & Definitions

Active Transportation: The movement of people or goods by human activity and includes walking, cycling and the use of human-powered or hybrid mobility aids such as wheelchairs, scooters, e-bikes, rollerblades, snowshoes, cross-country skis, and more.

Affordable Housing: According to Canada Mortgage and Housing Corporation (CMHC), housing is considered to be affordable when a household spends less than 30% of its pre-tax income on the cost of shelter, including rent and utilities. The household income is defined as 80% or less of the Area Median Household Income (AMHI) for the metropolitan area. Households that spend more than 30% of their income on housing are deemed to be in core housing need. Those that spend 50% or more on shelter are in severe housing need. The term “affordable housing” refers not only to rental housing that is subsidized by the government but, also includes housing provided by the private, public and non-profit sectors. It also includes all forms of housing tenure: rental, ownership, and co-operative ownership, as well as temporary and permanent housing.

Census Metropolitan Area (CMA): According to Statistics Canada, a census metropolitan area represents an area formed by one or more adjacent municipalities centred on a population centre (known as the core) with a total population of at least 100,000 based on data from the current Census of Population Program, of which 50,000 or more must live in the core based on adjusted data from the previous Census of Population Program.

Disability: Any impairment, including a physical, mental, intellectual, cognitive, learning, communication, or sensory impairment – or a functional limitation – whether permanent, temporary or episodic in nature, or evident or not, that, in interaction with a barrier, hinders a person’s full and equal participation in society.

Duty to Consult: The Crown has a duty to consult and, where appropriate, accommodate when it contemplates conduct that might adversely impact established or potential Aboriginal and/or treaty rights under section 35 of the Constitution Act, 1982.

Equity-deserving Groups: A group of people who, because of historical and or systemic discrimination, face barriers that prevent them from having the same access to resources and opportunities that are available to other members of society, and that are necessary for them to attain just socioeconomic outcomes. In Canada, these groups are generally considered to include women, Indigenous people, people with disabilities, people who are part of 2SLGBTQI+ communities, religious minority groups and racialized people. The types of groups may vary based on factors such as geography, sociocultural context or the presence of specific subpopulations.

Higher-Order Transit: Higher-order transit refers to transit that operates in whole or in part in a dedicated right of way, including heavy rail, light rail, and bus rapid transit.

Implementing Agency: Organization expected to undertake or lead a project or initiative.

Lead Applicant: The organization that serves as the primary point of contact for the metro-region with Housing, Infrastructure and Communities Canada and responsible for submissions and coordination among partner organizations. The Lead he Lead Applicant must be one of: a municipal, regional, or provincial transit agency; a municipal/local government; a regional government; a province; or a provincial Crown corporation.

Metro-Region: A self-identified and organized partnership of organizations based around one or multiple core Census Metropolitan Area(s) (CMA).

Metro-Region Agreements: A long-term partnership between the Government of Canada with the province(s), municipalities, and other partners in a self-identified metro-region to provide predictable, long-term transit and active transportation funding.

Nature-based Solutions: Actions to protect, conserve, restore, sustainably use and manage natural or modified terrestrial, freshwater, coastal and marine ecosystems, which address social, economic and environmental challenges effectively and adaptively, while simultaneously providing human well-being, ecosystem services and resilience and biodiversity benefits.

Natural Infrastructure: The interconnected set of natural and constructed ecological systems, green spaces and other landscape features that deliver ecosystem services, as well as hybrid/grey-green infrastructure which combines engineered and natural features to mimic ecosystem services.

Partner Organizations: All participating entities in the Integrated Regional Plan such as municipal, regional, or provincial transit agency; municipal governments, regional governments; a province or a provincial Crown corporation and Indigenous organizations.

Recipient: Organization receiving funding from Housing, Infrastructure and Communities Canada .

Suitable Housing: Suitable housing has enough bedrooms for the size and make-up of resident households, according to guidelines outlined in National Occupancy Standard (NOS). For example, enough bedrooms based on NOS means one bedroom for each cohabiting adult couple, one for unattached household member 18 years of age and over and one for each same-sex pair of children under age 18. A household of one individual can occupy a bachelor unit (i.e., a unit with no bedroom).

Transit-Oriented Development/Communities: An approach to transportation and land use planning that concentrates jobs, housing, services and amenities around public transit stations in compact neighbourhoods with high quality active transportation infrastructure to provide more opportunities for people to live, work, and shop within walking distance of public transit.

Zero-Emission Vehicles (ZEVs): Vehicles that can operate without producing tailpipe emissions, such as battery-electric, plug-in hybrid electric, and hydrogen fuel cell vehicles.