Oakville Ward 6

We sent this candidate our survey. We did not receive a response. If one arrives, we’ll add it here.

We sent this candidate our survey. We did not receive a response. If one arrives, we’ll add it here.

We sent this candidate our survey. We did not receive a response. If one arrives, we’ll add it here.

1. Q1. What do you use to get around?

   I primarily use a car. Between work, family and community commitments, it is currently the most practical way for me to get around Oakville.

   But good transportation planning should not assume everyone travels the same way. My objective is to make driving, transit, walking and cycling safer and more practical so residents have genuine choices.

2. Q2. Transit ridership is increasing, and is going to play a key role in how we move around Oakville and Halton Region. How do you envision transit expanding in the future, and what specifically would you look to improve? What will you do to improve transit rider experience and accessibility?

   I would focus on frequency, reliability and connectivity before simply expanding the map.

   Oakville introduced the first phase of its Frequent Transit Network in 2025, improving service on Trafalgar and Dundas, and Oakville Transit recorded more than five million boardings that year. That tells us demand is there.

   My priorities would be:

   • strengthen frequent service on major corridors such as Dundas and Trafalgar;
   • improve connections to GO stations, employment areas, schools and growing neighbourhoods;
   • improve first- and last-mile connections so residents can actually reach frequent transit;
   • improve stop accessibility, lighting, shelters and real-time service information; and
   • use ridership, reliability and wait-time data to determine where additional service should go.

   Accessibility also has to be designed into the system. Oakville's free care-A-van service for registered riders is a good example of removing a practical mobility barrier.

   The measure of success should be straightforward: Can residents get where they need to go reliably, safely and within a reasonable amount of time?

3. Q3. Vision zero sets to eliminate all traffic-related deaths and serious injuries. How much progress do you believe that Oakville has made towards achieving vision zero, and if elected, what type of action or measures would you implement to achieve vision zero? Feel free to provide any places that have implemented things successfully.

   The objective of Vision Zero is clear: prevent traffic deaths and serious injuries. I support that objective, but I also want us to be very focused on implementation.

   Oakville already uses measures including traffic calming, pedestrian crossovers and Community Safety Zones. I would build on that with a more responsive neighbourhood safety process.

   When residents repeatedly identify speeding or a dangerous intersection, there should be a clear path from complaint to data collection to action.

   I would push for four steps:

   Identify → Measure → Act → Report back.

   That means collecting speed and collision data, prioritizing school zones and locations involving vulnerable road users, implementing appropriate measures such as speed cushions, curb extensions, improved crossings or intersection changes, and then measuring the results.

   Residents should not have to spend months trying to determine which department, developer or level of government is responsible before a safety concern is addressed.

4. Q4. Historically, we have prioritized investment on the movement of cars. If elected, how will you vote on future transportation investments? Are you prepared to vote in favour of spending that will improve the safety of those travelling within the town?

   I would apply a clear test to major transportation spending:

   Does it improve safety? Does it solve a demonstrated problem? Does it improve mobility? Is it accessible? And does the benefit justify the cost to taxpayers?

   Yes, I am prepared to support investments that demonstrably improve safety.

   But I would not support projects simply because they favour cars, transit or bicycles. Transportation dollars are limited, and investments should address real needs and produce measurable results.

   The goal is a balanced network that works better for everyone.

5. Q5. Providing a comfortable and accessible experience for street users is important for getting people to walk and cycle more. How will you improve the experience of those walking and cycling on our streets and trails? How will you address barriers such as provincial highways?

   I would start by fixing the places where the network breaks down.

   A beautiful trail is of limited value if a resident cannot safely cross the intersection at the end of it. A sidewalk network is incomplete if people have to cross a dangerous road to reach a school, park or transit stop.

   I would prioritize school routes, parks, transit stops, community facilities and known sidewalk or trail gaps, particularly where residents are already reporting safety concerns.

   That includes better crossings, lighting, sidewalk and trail maintenance, visibility at intersections and safer connections between neighbourhoods.

   For barriers involving provincial or regional infrastructure, I would expect the Town to actively work with the responsible government rather than simply tell residents that the road is outside Town jurisdiction.

6. Q6. Bicycle infrastructure (e.g. protected bike lanes, slower roads, protected intersections) has been shown to improve the safety of cyclists, pedestrians, and drivers. Do you support the expansion of this infrastructure?

   Yes, where it improves safety, creates a useful connection and makes sense for the road.

   I would assess projects individually based on road width, traffic volumes, collision and safety data, connectivity, parking impacts, emergency access and cost.

   I am particularly interested in closing meaningful gaps between neighbourhoods, schools, parks, trails and transit.

   My test is not simply, "Did we build another kilometre of bike lane?" It is, "Did we create a safer and more useful transportation connection?"

   That distinction matters.

7. Q7. How do you see transportation’s effect on people’s health and the environment (local and global)?

   Transportation policy affects far more than how we move. It affects the time families spend commuting, neighbourhood safety, physical activity, emissions and ultimately quality of life.

   Oakville's Transportation Master Plan recognizes accessibility, safety, active transportation, transit and greenhouse-gas reduction as part of the Town's long-term transportation direction.

   My approach is not to tell residents how they should travel. It is to make the alternatives good enough that people genuinely have a choice.

   If transit is reliable, walking routes are safe and cycling connections actually connect to useful destinations, residents will use them when those options make sense.

8. Q8. Historically, our land-use patterns have made it more difficult for people to get around without a car. Are there any land-use policy changes that you would make to remedy this issue?

   This is where my Infrastructure-First Growth approach becomes especially important.

   I do not believe we should approve significant growth and then ask residents to wait years for roads, transit and other infrastructure to catch up.

   Oakville's current Transportation Master Plan is intended to coordinate transportation and growth through 2051. I want that planning translated into accountability at the development level.

   For major developments, I would consistently ask three questions:

   1. What transportation infrastructure is required?
   2. When will it actually be delivered?
   3. How will we measure whether it is keeping pace with growth?

   Where appropriate, growth should be directed toward areas with strong access to transit, employment and services. New communities should also be designed so schools, parks, shops and transit can be reached safely without requiring a car for every single trip.

   For me, infrastructure-first growth means exactly that: roads, transit, safety and community infrastructure cannot continually be an afterthought to development.

   Good growth should build connected communities, not simply add homes and traffic.