Women of the Week: Patti-Anne Tarlton

Patti-Anne Tarlton is one of the women magnates of the music industry in Toronto. Her success can be attributed to her charismatic business attitude and exceptional managerial skills with her staff. She has a friendly, down-to-earth demeanour, and values collaboration and connecting people invested in music across the country.

As COO, Canada for Ticketmaster North America, Tarlton oversees the business-end operations of the Canadian ticketing market. She is in charge of the features and products that Ticketmaster sells, including the technology that is used to sell and market tickets. These products are sold on international markets across North America. Tarlton is also in charge of overseeing the business relationship with Ticketmaster’s clients, managing business deals with clients (teams, festivals, clubs) and holds relationships with B2B to sell product on their behalf.

Before joining Ticketmaster, Tarlton worked as the Vice President of Live Entertainment at Maple Leaf Sports & Entertainment. “I spent 13 years at Maple Leaf. There are a whole host of precious moments, including New Years Eve with the Tragically Hip and when Googoosh performed for the first time in 21 years outside of her home country Iran,” Tarlton says. “It is always fun to see Canadian attractions sell out the arena. It is also great to see how the Toronto marketplace is so multicultural.”

Tarlton’s interest in music began at a very young age when her Uncle, Donald Tarlton, who was one of the most famous record label owners in Canadian music history, came to visit her hometown in Vancouver and his nieces would accompany him to various music events. Donald Tarlton owned Aquarius Records, which represented April Wine, Sum 41, and Corey Hart. “It was likely a slow burn to my love for music,” Tarlton says. “Donald was always a part of our lives and very close to my father. He always had a great record label and grew that over the years. It was always about the next thing and a bunch of vinyl would come my way.” Tarlton got her start in operations as a concert promotor in the music industry. Over the next 14 years, she was a concert promotor for Perryscope Concerts, DKD Concerts, and House of Blues Concerts.

When Tarlton reached adulthood, she decided to move to Montreal and pursue her dream of working in music with her uncle. She recollects the first concert she attended in Montreal was to see Paul Simon and she was impressed by the crowd. “Having grown up in Vancouver, the audience settings were quite different,” Tarlton says. “Montreal audiences stand on their feet and it had this super international flavour to it.” Even as a young adult, Tarlton was interested in how live audiences were affected by the music and how to engage people to enjoy shows they attended.  Her passion with live shows eventually led her to being the VP of Live Entertainment for the Air Canada Centre, the fifth largest venue in the world.

Tarlton believes music creates better communities and a stronger cultural environment. She is an appointed member of the Toronto Music Advisory Council, which is a group of individuals in the industry that meet to exchange ideas and advice on how to create opportunities and respond to challenges in the city’s music industry. She is also a board member on Music Canada Live, which promotes live music. “I feel as I live here in Toronto I, I can advocate for the rest of the country. It was natural for me to try and rally the arenas in sports and entertainment,” Tarlton says. “The benefit of being in Toronto is you have the population and local economy and it is in part our responsibility to advocate for every neck of the woods in Canada. Canadians tend to network and collaborate, be it a local level or countrywide. It is our natural tendency as a nation. Even in a multinational setting, Canadians tend to lean in to find solutions rather than elbows out.”

Tarlton has received the Women of Influence Award from Venues Today, won Coach of the Year from Maple Leaf Sports & Entertainment, and was nominated for Facility Executive of the Year twice for Pollstar.

Tarlton wants to inspire women to reach for high-ranking roles in the music industry. “While I have enjoyed a career and not been set back by my gender, I have two girls and I envision a world where they don’t have to think about gender. I do know that we have a network of really talented women across the country though there are not enough women on civic or government advisory boards,” Tarlton says. “I do feel like I have a responsibility to push women along as well as well as motivate and inspire. If I take lessons from my own life, it is about putting yourself out there. I do not think twice about delivering myself in a conversation and pushing something forward without the one to one.”

When Tarlton isn’t working, she enjoys going to the cottage and waterskiing. She also finds cooking very relaxing after work. She was an avid sewer when she was younger and made over 150 costumes that her two daughters enjoyed playing with as they grew up. Tarlton’s sense of humour and positivity is infectious and listening to her stories is wildly entertaining and deeply inspirational. It is moving to see a strong and high-ranking role in the music industry.  Just don’t forget Tarlton’s advice for Canadian women; network, get yourself out there, and do it on your own terms.

Toronto city council approves relief line alignment

Toronto City Council voted to approve the Carlaw alignment for the southern section of the Yonge relief line, but not before a lot of debate that proved councillors still don’t understand the necessity of this incredibly important project.

Councillors threatened to hold off this project if their transit project of preference, made generalized statements about how little relief the “relief line” will have in their riding, and argued about the price tag attached.

As the province of Ontario moves forward with high-speed rail connecting Windsor to Toronto and a transit line that connects northern 905-ers to Finch, there has been little provincial support offered for the relief line.

The relief line is necessary if the city of Toronto wants to relieve congestion and unlock gridlock on major roads. It becomes even more necessary as these other transit lines are built to connect to the already overcrowded Line 1.

City staff have already said that Line 1 will be at capacity by 2031. At this moment, if councillors, staff, and the province keep bickering, it doesn’t seem like the relief line will be built by then. In fact, Toronto Mayor John Tory sent a letter to Toronto Transit Commission CEO Andy Byford asking for creative solutions to address short-term subway capacity issues.

“I want to make sure we are doing everything we can now to make the ride better for riders,” Tory wrote.

Meanwhile, the provincial government is still refusing to contribute to the relief line. In a statement released as a response to Tory’s press conference Wednesday morning, Steven Del Duca, Minister of Transportation, released a statement saying they have already pledged $150 million towards the planning of the relief line and have been an active partner in Toronto’s transit planning.

They have not committed any further funding towards the building or design of the relief line, and have indicated that the province will not be making further commitments for another two years.

Tory, on the other hand, is saying that the province needs to step up and commit to helping fund the downtown relief line, especially since the Kathleen Wynne government shut down his plan to toll the DVP and Gardiner Expressway for dedicated transit funds.

“I’m not asking for a blank cheque,” Tory said. “I’m asking for a commitment.”

The relief line alignment passed 42-1. Amendments to the original motion include an exploration into cost-sharing for the Yonge extension and the promise that the Yonge North subway won’t open unless the relief line is built and funding is made available.

Going green in Toronto with these community apps

Toronto is growing to be an environmental city with greener buildings, more emphasis on city cycling, and vegan restaurants popping up everywhere.

Alongside the new green trends sweeping across the urban landscape, apps that focus on sustainability and green initiatives are gaining in popularity as well. From biking apps to basic trading, there are many different ways to engage with your digital environmentalist side. Women’s Post has compiled a short list of interesting and revolutionary apps below:


BIKO is a new cycling rewards app that recently launched in Toronto after having success in Bogota Columbia, Mexico City, Vancouver. For every kilometre cycled, the app will give one ‘biko’ point. Potential prizes you can receive with these ‘biko’ points include free coffees, beer, helmets, cycling parts, and discounts at partnering restaurants. The rewards are relatively easy to obtain, especially if you are a commuter cyclist, as exemplified by a free Jimmy’s coffee that costs 10 Biko points. The app also offers cycling maps across the city and you can record your cycling routes to share with other friends who use the app.

My City Bikes Toronto

This cycling app is useful for beginner cyclists and offers several links to cycling maps in Toronto, biking rules, and bike stores where equipment is offered. It also offers cycling paths specific for families, road and commuter paths, and safe paths for women to travel on at night.


Bunz is a community sharing app where you can trade an item in exchange for another. The app is extensive and offers trades for items, a chat link to let people know about events in the city, job offers, and helping people with volunteer opportunities. It is a great way to connect into Toronto’s urban community and to find anything you need without an expensive price tag attached.

Live Green Toronto App

Live Green Toronto is an app that uses an interactive map to help people living in the city find green businesses easily, while updating to find the best ‘green deals’ available. Live Green also pledges to plant a tree every time 20 deals are claimed, which is a positive initiative towards living green in the city. It also provides green business owners with a way to reach more customers through the app.

Ontario Nature Forest Foraging Guide

The Ontario Nature Forest Foraging Guide is a fantastic fit for nature lovers who want to teach themselves and their families about the various types of plants and trees in Ontario. It provides information on how various plants and trees grow in each season, and whether they are edible or not. A few of the plants including burdoch, willow, yarrow, and birch. It offers pictures of the plant and where to spot it as well. Definitely a cool app for people who love looking for plants and trees in the forest.

There are many sustainable apps and these are a few options that are specifically being used in the Toronto area. Whether it be cycling, re-using items, or hiking in the forest, trying to engage in as many environmental activities when living in a large city is essential to keeping the world clean!

Which are your favourite green apps in Toronto? Let Women’s Post know in the comments below.

We can’t have high-speed rails without a relief line

Ontario Premier Kathleen Wynne announced Friday the provincial government will invest $15 million in a high-speed rail line that will eventually connect Toronto to Windsor, cutting down travel time from four hours to two hours.

“Building high speed rail along the Toronto-Windsor corridor isn’t just a game changer for Southwestern Ontario — it’s going to deliver benefits all along the line,” Wynne said in a statement. “Whether it means accepting a job that previously seemed too far away, visiting family more often, or having ready access to the innovators who can take your business growth to the next level — high speed rail will make a real difference in people’s lives and drive economic growth and jobs.”

The project, estimated to cost about $19 billion in total (if the trains run 250 km/hr), will travel through Guelph, Kitchener-Waterloo, London, and Catham, with a connection to the Toronto Pearson Airport. The $15 million investment is for a comprehensive environmental assessment.

Provided by MTO


The 2017 budget included a small mention of funding being provided to RER, but the $19 billion price tag is a bit of a surprise, especially considering the lack of support for municipal projects that should be built prior to this high-speed rail line.

While connecting Southern Ontario to Central Ontario has its advantages, it’s only going to cause increased overcrowding on Toronto’s transit system. Presumably, the people working and visiting in Toronto’s downtown core won’t all be heading to locations around Union Station or Pearson Airport, meaning they will have to use the TTC to get around. Considering Line 1 will be at capacity by 2031 — the same time the high-speed rail is supposed to be completed — it would be wise for the province to invest more funds in the downtown relief line before promising funds for high-speed rail.

Without a relief line, commuters in Toronto will suffer from these connecting high-speed lines. Connecting the cities in this corridor would absolutely benefit businesses and commuters throughout Ontario— but if those commuters get stuck as soon as they get in Toronto, what’s the point?

The province hopes to have high-speed trains up and running from London to Toronto by 2025, and from London to Windsor by 2031. The provincial government will be looking at alternative financing options as well as public-private partnerships to fund the rest of the rail line.

What do you think about this investment? Let us know in the comments below!

King St. Pilot makes transit the priority

Thursday, the Toronto Transit Commission (TTC) and city staff made their second presentation on the King St. Pilot, a plan that will hopefully alleviate congestion along the car-heavy corridor to make it more transit-friendly.

“What we are trying to do here is to improve transit service for the 65,000 passengers on the busiest transit route in the city,”said Jacquelyn Hayward Gulati, Director of Transportation Infrastructure Management with the City of Toronto. “That’s three times as many drivers who use the corridor. We are trying to move the most people the most efficient way.”

The pilot will cover six kilometres of King St., from Jarvis to Bathurst. The corridor would funnel drivers to parallel east-west routes like Queen St., Richmond, Adelaide, Wellington, or Front, while still allowing local drivers to access the street for short periods of time.

According to Gulati, making King St. completely car-free would take immense resources, as there are driveways and parking garages that can be accessed from that corridor. Instead, city staff has designed a plan allowing local residents to drive on King St., but only between intersections. These vehicles must turn right at the next traffic signal. Physical barriers will be used to prevent vehicles other than the streetcars from passing through the intersection.

There is also going to be designated spaces for short-term loading, deliveries, and taxis, something business owners indicated was a necessity.

Photo courtesy of City of Toronto.

“People will access the section of King that they need to access for their local trip,” Gulati said. “We are looking to have the amount of mixed traffic dialled down to such an extent that we expect to see streetcar improvements, but it is a pilot project and that’s what we want to learn from this.”

Cyclists, transit users, and emergency vehicles would be the only commuters allowed to cross intersections. However, there would be no dedicated bike lanes.

This particular corridor between Bathurst and Jarvis was chosen because it has the worst transit service on King St. The goal of this pilot would be to see additional improvements in reliability, speed, and capacity on the King St. streetcar — more people walking or using transit and less people driving.

The estimated budget level cost is $1.5 million, but that is bound to change once the design has been finalized after Thursday’s public meeting.

If all goes well, a final report will be presented at a June TTC board meeting and then will be sent to approval by City Council in July. The plan is to be able to implement the King St. Pilot by the Fall of 2017 or Spring 2018.

What do you think of the King St. Pilot? Let us know in the comments below!

Relief line alignment moves forward to council

Executive Committee voted to move forward the Relief Line and the Yonge Subway Extension for city council approval.

Next week, city council will vote to approve the Carlaw alignment for the Relief Line and move to start the “Transit Project Assessment Process.” The alignment for the southern section of the relief line will travel down Carlaw from north of the Go tracks at Gerrard Ave. to Queen St. East.

Council will also vote on advancing the planning and design of the Yonge Subway Extension.

The discussion about these two transit projects began with statements by York Region chair Wayne Emmerson, Makham Mayor Frank Scarpitti, and Richmond Hill Mayor Dave Barrow. Each city leader pledged their support for both the Relief Line and the Yonge North Extension and they be built concurrently.

The support for the relief line being built concurrently with the North Extension is significant since the extension will bring more people from the GTA into the downtown core and Line 1 is nearing capacity. Without the relief line, those new transit users won’t be able to use to get on the subway once they enter the city.

City councillors were given the opportunity to ask questions of the York region representatives, including joint-funding and their decision to oppose the creation of tolls, which would have provided much-needed revenue towards these projects. Markham Mayor Frank Scarpitti spent most of his time at executive committee praising the provincial government for providing starting funds for both transit projects, despite the fact the amount is minimal. Toronto Mayor John Tory emphasized that it will take all three levels of government to move these projects forward, saying there is a distinction between funding for the planning of a project, and the construction of a project.

In the end, everyone agreed that more funding is needed for both the relief line and the Yonge Extension. This decision is a far cry from Tory’s threat last week to withdraw his support for the Yonge Extension unless the province provided more funding for the relief line. It appears as though Tory made a deal with the York mayors that he will support the extension if they publicly support his bid for the relief line.

A few amendments were added to the original report before it passed, including a cost-analysis of the northern section of the relief line and the renaming of that section as the “Don Mills Line”.

City Council will be held on May 24 at city hall.

Metrolinx signs contract with Alstrom as backup to Bombardier

Metrolinx announced Friday they have entered into a contract with Alstrom, a French transit agency specializing in integrated systems, to build 17 vehicles for the Finch West LRT project as well as 44 backup trains for the Eglinton Crosstown.

“We know for sure that Alstrom’s light rail vehicles work. They are currently producing quality vehicles on-time for Ottawa’s Confederation Line LRT Project,” a statement released by Metrolinx President and CEO John Jensen said. “We are going through a dispute resolution process with Bombardier but that could take 8-12 months, and we can’t wait that long to determine whether Bombardier will be able to deliver.

The vehicles were meant to be backups in case Bombardier is unable to deliver their trains on schedule. Metrolinx has been in a continuous legal feud with the Montreal-based agency. If Bombardier fulfills their contract for the Eglinton Crosstown and the 44 vehicles built by Alstrom aren’t needed, they will be reassigned to the Hurontario LRT project.

The contract was awarded for $529 million and includes an option for additional vehicles once the original 61 are built. The specific vehicle — the Citadis Spirit — was specifically designed for the Canadian market and can withstand winter conditions up to -38 degrees. Alstrom will also be providing Metrolinx with a new control centre to integrate the Go Transit network and a new signalling system for the Union Station Rail corridor, among other things.

“We are proud to continue our collaboration with Metrolinx as it seeks to link communities and deliver advanced public transit solutions to the greater Toronto area, and we are honoured by their renewed confidence in our products, solutions and teams,” said Angelo Guercioni, Managing Director of Alstom Canada, in a statement.

Alstrom has sold over 2,300 of these trains to 50 cities around the world.

NDP calls on Kathleen Wynne to fund relief line

BREAKING: NDP transit critic Cheri DiNovo calls on Ontario Premier Kathleen Wynne to commit to funding the relief line.

“The Mayor of Toronto and the TTC say that the relief line must be built before the Yonge line extension, or else there will be transit chaos,” she said in a statement. “But the premier seems to be more interested in saving Liberal seats north of Toronto than funding a subway project that transit experts say must come first.”

This statement was released on May 11, two days after Toronto Mayor John Tory said he would remove his support for the Yonge North Subway Extension unless the province supplied funding for the relief line. The Relief Line will provide an alternative for commuters travelling downtown from the west end of Toronto, rather than continue to funnel Torontonians into the singular central Yonge Line 1.

Line 1 will be at capacity by 2031.

More to come.

Who’s promising what for the relief line?

Toronto Mayor John Tory knows what the city needs and is not afraid to fight for it. Tuesday, in what may be a last desperate attempt to prove to the current provincial government he is not to be trifled with, Tory announced that he would remove his support for the Yonge North Subway Extension unless Ontario provided more funds for the relief line.

The Ontario government has informed the City of Toronto that they will be implementing a budget freeze, which means no new money will come in for this important project. Over the last few weeks, Tory has been meeting with other party leaders to see what they will be offering the city in terms of transit and infrastructure. Here is the rundown:


Ontario’s 2017-18 budget indicates the province will continue to “support for the planning of the Downtown Relief Line in Toronto”, but no further funding was made available. Currently, Ontario has offered $150 million for the planning of this integral transit project.

Instead, the province is standing firm in their contributions via the gas tax program, which promises to double the municipal shares from two to four cents per litre by 2021.

Toronto Mayor John Tory may not have been given the right to toll the DVP and Gardiner Expressway, but the provincial government has permitted the city to implement a levy on “transient accommodations”. This will allow Toronto to tax hotels and short-term accommodations in order to generate much-needed revenue for infrastructure in the city.


Patrick Brown, leader of the Ontario Conservative Party, met with Mayor Tory at the beginning of May to outline further promises for social housing and funding for Toronto Community Housing Corporation— something the Liberal government did not allot money for in this year’s budget. The promises made included allowing TCHC to purchase natural gas independently instead of bulk buying from the Housing Services Corporation. The idea is that TCHC will be able to save money be negotiating better prices on natural gas. The city estimates savings of about $6.3 million.

Other inclusions in the PC plan: financial support of the Scarborough subway (actual contribution unknown), supporting TTC fares on SmartTrack RER, and pledged to intervene so that Bombardier trains for the Eglinton Crosstown arrive on time.

The Yonge Relief Line was not mentioned at all in the statement released following the meeting. It should also be noted that during the provincial budget release, Brown said he was not in favour of tolls or short-term accommodation levys.


Andrea Horwath, leader of the Ontario NDP Party, was the latest major politician to meet with Tory. She promised to provide one third of the repair costs for social housing if elected.

In a press release passed out to journalists following the Liberal budget, Horwath also announced the party would enter into a 50 per cent funding agreement with municipal partners to help pay for transit operating costs.

Horwath has not ruled out the use of tolls or short-term accommodation levies; although she has not said she has not clarified if she would implement such revenue tools.

Green Party

The Green Party is all for the use of tolls (dynamic tolling) and congestion charges, in addition to uploading the cost of maintaining and operating the Don Valley Parkway and the Gardiner Expressway back to the province.

The money collected from these tolls would be dedicated to transit, ensuring that those who choose to use alternative modes of transportation are able to use a modern and well-maintained system. This would also free up a couple billion dollars worth of funding the City of Toronto could use to build better transit infrastructure and maintain other roads within the city.

Tory threatens to stop Yonge extension until relief line funded

Toronto Mayor John Tory has threatened to remove his support of the Yonge North Subway Extension unless the province agrees to provide funding to help construct the relief line.

This announcement was made following a report that was released for approval by the Executive Committee on both transit projects, seeking approval for the alignment and design/planning stages. This new report also included the cost estimate for the relief line — $6.8 billion for the construction of the first phase of the project. There is little doubt the cost will continue to rise as the design of the line continues.

As of now, there is no dedicating funding from the federal or provincial government for the relief line. The Ontario Minister of Transportation, Steven Del Duca, has promised $150 million for the planning of the project, but that’s it. According to a press statement released by the minister, the province has also notified city officials of a budget freeze in 2018,” which would leave no room for funding either of these projects at the municipal level.”

Del Duca doesn’t see this as a problem. “We’ve been at the table right at the start for both of these projects, by contributing $150-million to the Relief Line planning and design work, nearly three times the amount the City has committed, and $55 million towards the same work on Yonge North,” he said in the statement. “However, Mayor Tory just can’t take yes for an answer.”

What Del Duca fails to realize is that $150 million for the planning of the project will do nothing to help move the relief line along. It’s small change for a project as large as this. By 2031, the Yonge Line (Line 1) will be at capacity, unable to carry new riders. It’s important to remember the development of SmartTrack will not offer relief to Line 1. The many transit extensions being built prior to the relief line will actually drive traffic towards this central line, increasing capacity until it’s no longer feasible to operate.

That’s why Tory said at a press conference that he would not support the development of the Yonge North Subway Extension until the province changes their mind on funding this important project. The extension is a project supported by many Liberal candidates in the York region.

“We might have to consider just diverting our resources to other work,” he said to reporters. “If we are uncertain that the relief line will be funded or not, then why would we be devoting our time working on the Yonge Street North Extension because the two are very much interconnected.”

Tory emphasized that without provincial or federal funding, there is no way the City of Toronto can afford to build this critical subway line.

The new relief line, if approved by city council, will travel down Carlaw between Gerrard St. and Eastern. The next phase of the work will be to accelerate the planning and design of the southern part of the line, including developing the next budget estimates.