Kingston City Council, Ontario Environment, Infrastructure & Transportation Policies, 6 Aug 2019

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From YouTube: Kingston Ontario - EITP Committee - August 6, 2019

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Environment, Infrastructure & Transportation Policies Committee meeting from August 6, 2019. For the full meeting agenda visit http://bit.ly/2kPcaQJ

A

Well, why wait any longer, it's exciting meeting, a head who might as well call it to order and get started so I need to approve the agenda. You'll notice. There are two sets minutes. There are three delegations there's a briefing and there are two items of business. There's also some items correspondence. Are there any proposed changes to the agenda?

A

Seeing none I guess I should have I need a mover and a seconder. In any event, move by cancer halt integrity, health, roaster, huff, any discussion. We will vote on the agenda, all those in favor and that passes. Thank you now. The minutes there's two sets or the one from our last meeting, which was April 9th I, need a motion to approve the two sets of minutes so from April 9th.

A

Our regular meeting and from the special meeting on June 25th need a mover in a seconder move, accounts Rosanna second, by councillor off any errors or omissions in those minutes, seeing none, we will approve them, what we'll vote on them all those in favor and that passes. Thank you. Disclosure, pecuniary interest.

A

Seeing none we'll move right to delegations. There are three delegations: first up is Jason joban, the water projects coordinator for red squirrel conservation services and he's speaking to us regarding the D pave paradise initiative. I just remind her to all of our delegations. You have five minutes plus whatever questions we ask.

A

Will give you a 30-second warning when you get to do four and a half minutes? Okay,.

B

All right, well, I, first wanted to thank the council, the committee for allowing me a few minutes to speak here about deep faith. Paradise initiative I just really wanted to make everybody, at least in the room, aware and then show a few pictures of what that can look like and then possibly maybe some of the ways that the city as a whole can be supportive of this initiative. Some of you might already be aware of what dpi paradise is because we in in the new cycle in the past couple weeks for our work at st.

B

Lawrence College might be somebody recognized in that photo. It's a pretty great photo because it demonstrates pretty well what the main event is, the actual de paiva vent and what you do is you find a piece of asphalt which is either underused or ugly needs repairing and you cut it up into manageable pieces, and then volunteers come in. They pry it up, and then it ends up being taken away and recycled, and then that space ends up being replaced with something more permeable.

B

So it can be grass or a pollinator garden or even just gravel, and that's the main goal is to increase permeability of a site. So in most urban areas, more than half of the water that lands on a surface is going to end up just going straight into the sewer system, and if you are in downtown Kingston, that sewer system is also the sewage system, which is what often causes the backups and overflows last year.

B

I believe we had 26 overflows and 25 of those were due to too much water going to the system, either from too much rain or too much snowmelt going in at once, and then also whenever water rushes in it takes in sediments and pollutants. And everything like that. So the goal is to increase permeability in an area. Allow the water to slow down, be soaked up into the ground and be filtered out. Kingston is definitely no stranger to these sorts of events and due to change in climate.

B

We expect these events to be more common, so this is one small way that people can help mitigate the changes that are going to be coming. Often deep pave paradise. Events are done at schools and that's because they have these nice big areas. You can work with and then obviously working with children is always great, but you can do them in more urban areas as well. This is one that's being done in Peterborough just a couple weeks ago, people having fun planting there.

B

This is one in North Bay, where there's this very common area in cities, where you have a sidewalk, a parking lot and then just useless asphalt in between.

B

So this asphalt was replaced with you know, flowers or pollinators and other insects, trees for shade and habitat for birds, another one in Hamilton here taking a site which is largely useless and putting into something that people actually want to be around another nice one in Hamilton- and this is what I would call a very engineered approach where a parking lot was completely dug up and then replaced with something called eco raster, which is hard enough to have transport trucks and everything drive on and survive our winters, but is actual actually permeable.

B

So this is one of the more expensive than engineered approaches. You can take- and this is another engineered approach in Quebec, where it was some asphalt- was a place with Gardens. Now it doesn't have to be this engineered. It could be something as simple as we're, leaving the stress on urban trees like they did in Toronto and, first and foremost, they're super fun events.

B

This is a picture of the first D pave in Canada being done right here in Kingston at mulberry, Waldorf School and it's a great event to have people come out, create a sense of space and community and also raising awareness for what I'm telling you right now, there's just really fun events. How do we make this happen? Well, there's all sorts of stuff that goes into it, which red squirrel is it has done before, but from a city perspective it could be as simple as just being aware of what it is.

B

So whenever a permit comes across your desk, you know what a deep a event is pointing out potential projects or even in the future, perhaps even being a full time partner, like some other communities.

B

Speaking of ones being pointed out, this is one that was pointed out to me by councillor osanic in the fox court area, which I haven't been to the site. But just looking at this picture, I can tell you this probably looks like a pretty good spot to do deep, a fall, that's really there is asphalt and all it does is make weeds and collect heat. So you could create a nice Basin in there where the water can go in and slowly filter into the ground.

B

You can have something as complicated as a big, beautiful garden or something as simple as just there being gravel and then low-lying juniper, shrubs or something so it doesn't have to be complicated. There's a huge range of what you can do. I just also wanted to plug that we are going to be doing ad pave and a few weeks at the mulberry wall door school, which is nice to return to the first site in Canada, and obviously anybody here is invited to attend.

B

So please get in touch if you're, interested and I believe I got in with two seconds to spare. Thank you very much.

A

Excellent, like you, rehearsed it, and so questions are from the committee are allowed, which gives you a little extra time. If there's anything, we need to clarify, so they don't ask any questions. Celt Rosanna thank.

C

You three mr. chair, answer: joven we're presenting that information and pictures are worth a thousand words and those pictures we're really good. So how much does something like that cost like? um Were you involved with the projects in North, Bay or Hamilton, or forfox Court, that you showed in Ridgewood Estates? Do you know how much like an area like that would cost so.

B

Deep, a events our community are done by different groups of the Kingston. An area is done by red squirrel conservation services. So, though, I was not involved in those our umbrella organization, Green Communities Canada was so I can't speak to the budgets in the other areas, but each of them is extremely different. You can have a deep cave, that's costing you, you know eight thousand dollars.

B

I know they did one in Peterborough that cost 80,000, so there's a huge range, and that depends on what the partners are, what people are able to contribute, because these events are great for having people do donations. An area like this one I just did some really rough calculations about it. It's about 150 meters, squared to turn that into a super basic garden with, like maybe three plants per meter, squared taking out about six inches of gravel you'd, be looking at about $13,000 about 4,500 of that is taking away those six inches of gravel.

B

So in a situation like that, where the city, for example, would be a partner if they were able to use those aggregates somewhere else, you're automatically knocking off like four thousand dollars on that budget. But again, that's just really rough numbers. I haven't been to this site, I'm just going off of a picture and what I can see on Google Maps.

A

Kento, stop you.

D

Free presentation I like what I see very much and I guess I. The question I have is off well I, just recently saw in Mississauga in a parking lot of a hotel. It was a dapper mabul membrane for the parked cars so to me, I sent the picture in because I thought that was a very effective way of also. You know letting rainwater get actually absorbed and less in our stormwater, but also for you know, oils and everything that comes off of vehicles in those areas. So a lot of benefit from that.

D

So I do so. Are you a present presenting this as an idea for the city to start to utilize and is what? Where do you hope to see this go well.

B

The deep faith paradise initiative, like I said, has been in Kingston since 2012, and what I'm hoping to do with this presentation is just to raise awareness, because we other than the one has Saint Lawrence this year. We haven't done one in Kingston and I believe three years or so, but there is funding from the Trillium Foundation to do 36 across Canada and the way that the funding works is. If we have a project that seems viable to Green Communities Canada, then they provide a certain pool of funding for us to work on this.

B

So it is something that some cities do be partnering with people, but often well, I shouldn't, say often sometimes that can actually create more red tape than it actually cuts through. So usually you just have a champion within the city that you know helps respond to questions directly to the right person, help us permitting that sort of thing you.

D

Think you want one more question in Glen Burnie at Shannon Park. They did put a parking lot in there. I think someone from the city might know about Shannen park that they did do the overflow parking lot for the bull diamond in a permeable green surface, yeah.

B

I think that was that, if that wasn't eco raster I think it was a similar, similar material and yeah I drove by there a few weeks ago, and it just looks like grass yeah.

D

B

Is nice? That's.

D

That's I'm not sure about success, but I'm. It's interesting.

A

You you go at the concert or updates from going order. Councillor Daugherty thank.

E

You but presentation: do you have a bit of an inventory of potential sites that belong to the city that you might be interested in putting forward as for suggestions.

B

But if that's something that is he interested in knowing and something that I could look into like I said often we end up going with. You know: churches and schools, because there's a lot less red tape, doing it on a Boulevard. You have to get a lot of different people involved in a parking lot. You know try to convince somebody and in Kingston to take parking away for even a month to do this. It's going to be a bit of an uphill battle, so doing it with a school where you know you just sew.

B

Pictures like this and people like alright. Let's just make this happen, the mulberry Waldorf one is going to be turned around in about three months, and so that's kind of where our goal was, but we definitely could look into more City potentials and just putting out to community associations is a really good one as well. I spoke to a few of them. The Williamsville one, for example, is very supportive and at their last meeting they voted to keep their eyes open, essentially and help work with projects and when it comes to maintenance as well. They're.

B

Also, really great partners, because sometimes the perception is that these projects can create a lot more work, which isn't necessarily true, depending on what you put in, but having a community association adopted is a great way to alleviate that misconception.

A

Counts are honed.

A

I have a question if you could go back to one of the first slides, the one that shows the urban versus with the runoff the numbers. Oh.

B

A

Yeah so my question, it says so so these are sort of two extreme examples. One is the natural some non urbanized area and the other is the urban area maximum amount. You know surfaces and you see the difference in the runoff ten percent of fifty five percent and I'm just thinking just of the surface area of the city, and even if every school went through this in st. Lawrence, that at all and Queens and at every educational institution did this. What would be?

A

Where would we be as far as getting closer to the to the natural runoff number like like? How much is this actually changing the runoff number? Do you think if.

B

We were to do it. That seems like a master student question. I think you'd have to do an actual study on that, but I do get what you're saying where you are you you are in fact not. You know: D, paving the entire city, I get what you're saying, but I mean my response to that is that there's no silver bullet for any of these, and this is just one part of the solution.

B

Obviously this isn't gonna work in every area and and in some situations you can also be diverting more water into a surface if you were just to create, for example, that parking lot in just north of Kingston that only captures the water that lands on it, which is only you know, let's say a hundred square meters, but if you were to have one in an area where water can flow into it, then suddenly you're creating a catch basin.

B

And you know, as long as you do the math right then you're capturing more water than than just the surface there, but yeah I can't say exactly how much change it would be. Even if we did this in every Boulevard, that's a whole other. That's that's a study. Well,.

A

Maybe my other questions may be more practical because here at the city and we've got city officials here design and so first. My first question is fairly simple: that green surface counselors office talking about at the park or the second parking lot. That's permeable that you just spoke about. What is the cost of for interrupting that and and paving something is it? Is there a big difference.

B

So there are several options: Eco raster, like is one there's just straight permeable pavement, which looks just like pavement and then there's things like I. Think some people call them eco blocks, which are basically you know, I get interlocked, Obol bricks, that's another option, depending on who you ask it's cheaper or slightly more expensive.

A

Couldn't argue relatively cost neutral, I guess yes,.

B

A

I wasn't involved.

B

In in that one that was.

A

B

So I I not even sure what that is, but I predict that it's an eco raster, which are interlocking plastic, which have basically gravel layers underneath yeah well.

A

I really like to suggest you had of the catch basin in conjunction with the green areas and trees for shade, especially.

F

A

Parking lots I think we can all agree these if, when we're designing new parking lots, if we actually had areas and the runoff would go into those permeable areas which would feed the trees and they would grow faster and you wouldn't have to water them, it seems to me: there's a win-win-win there, so I'd be interested collaborating. If, if you know anything about that kind of design to help help us get a look at that, because we might be able to to add that to our design of new spaces. Yeah.

B

And if there's a way that I'm not sure how we would go forward together and incorporating that within say, do design and planning, but we're certainly willing to work together. Okay,.

A

Thank you any other.

B

A

All right that concludes our delegation. Thank you.

A

G

The next delegation Michael.

A

Kapaun resident Wilson will be here to speak to us about the city of Kingston, Road safety plan and I believe he circulated his presentation to committee members in advance, but we will see, welcome again five minutes and and then questions.

H

Thank you. My name is Michael Kapaun I'm, a member of the Kingston Coalition for active transportation. I've participated in the development of the active transportation master plan and I was appointed to the Road Safety Advisory Group. That was part of the vision 0 process to implement this vision, zero plan. We need to do three things: prioritize speed, reduction, design, roads for lower speeds, improve traffic flow here are some statistics you've likely seen before the probability of a pedestrian dying as a result of a collision with a motor vehicle Rises exponentially with speed.

H

This vision, 0 report prioritizes safety for vulnerable road users, primarily pedestrians and cyclists. To make the road system safer for vulnerable users, we must prioritize speed reduction. Other Canadian municipalities are coming to the same conclusion until now. Toronto's vision, zero program has been a failure. There rebooted plan now prioritizes speed reduction of the company by Road design changes.

H

Montreal has prioritized speed reduction in their road safety plan, with limits of 40 on collector roads and 30 in residential neighbourhoods. Hamilton has just decided to reduce their neighborhood speed limits to 40 citywide. If these cities can do it, we can do it. I want to emphasize that it's not enough just to reduce speed limits. We have to reduce actual speeds.

H

Putting up sign is an important first step but insufficient by itself, as we've seen on sir Johnny McDonnell Boulevard, where the 50k signs have not reduced speeds at all, that's because people respond less to what signs tell them and more to what the road itself tells them. Drivers routinely exceed speed limits because most roads are designed for higher speeds than the posted limit, Sir John a is designed for around 80 and we're telling drivers to go fifty.

H

It's like giving a child a cookie and telling them to eat three-quarters of it, we're setting them up for failure to reduce actual speeds. We must prioritize speed, reducing road design countermeasures, as suggested by the report preamble, which calls for our roads to be designed to protect users from human error to be forgiving to minimize the consequences of collisions that do occur. To do this, we should use a broad array of Road design tools to lower speeds, especially in stall roundabouts wherever possible.

H

The Dutch have perfected low-speed, pedestrian, friendly and bike friendly roundabouts designs raise the roadbed at intersections and crossings reduce Lane widths and the number of lanes create textured road surfaces, install peripheral features like bollards, trees, planters, furniture and gateways. These are the top five design elements that reduce speed.

H

Next, it's important for drivers to know that lowering speeds does not have to increase travel times. That's because when speeds are lower, fewer controls that impede flow are needed. For example, drivers can get through an uncontrolled low-speed roundabouts faster than having to stop completely at a red light. This was demonstrated last summer when bollards were installed on King Street near Beverly. Before there was a pedestrian crossing I myself witnessed not only a high level of courtesy and safety for pedestrian, but also excellent traffic flow.

H

The Dutch have prioritized as a approach and they've achieved three things: the best road safety record in the world, the highest active transportation mode share in the world and, surprisingly, the highest ranking on the Waze app driver, satisfaction index. Dutch drivers are the happiest in the world. We should copy the Dutch. This is what culture change looks like. This is what it means to design our city for people and to foster healthy citizens and vibrant spaces.

H

Our values and priorities are revealed in countless small but key details in our city design, deliberate decisions that have prioritized cars for decades. It will take equally deliberate decisions to bring about the culture change of safe roads for everyone, as envisioned by vision, zero. Thank you.

A

Great work ten seconds to spare I can see from your presentation. You think we have our work cut out for us. Are there any questions from members of the committee, catharsis or Havel.

D

Just to confirm your your comments about the Dutch of which is my nationality background. We just had a large family reunion. Many many Dutch are flying home right now, so Canada can breathe a sigh of relief, but they can confirm that year. We had lots of in-depth conversations about some of those changes. Obviously, a lot of changes in that country, but on traffic issues, which I was very interested in I, can confirm exactly what you've said. So it's gonna take.

D

It takes a while to get that through someone like me, I'm a driver and I like to drive, and but if those are the results and I'm listening, but I'm still skeptical about it, and but it's good to be here to hear it to understand it and to chew on it for a while. So that's.

H

That's why I particularly wanted to as how you know this is good for drivers as well. We can make the roads better for everybody. We don't necessarily have to pick one kind of road user against another.

H

We need to deal with the way we design our roads so that everyone can enjoy the roads and enjoy wonderful public spaces when roads are just a sort of a three-way for people to get from A to B in their motor vehicles, basically kills the public space where we can, where we can enliven the public space by making places that are comfortable for people to be at for pedestrians and cyclists and other kinds of people.

H

That's the kind of situation where you can can build community where people can interact with each other and we get a feeling of community public spaces where we that we can enjoy so I wanted to emphasize the improved flow that you can get when you use intersection designs other than traffic lights, and even though it's a lower speed because you're always moving you get to where you're going with less frustration. I.

A

Think it's huh councilor sanic next search.

C

Era am I really thanks for the present, like this slide that you showed where it shows the effectiveness like the ranking, and so it showed roundabouts most effective than race. Intersections Bullards was actually fifth on the list. If there's that slide and I just wondered right there, or were they in that order, you think, or were they just like the five points? Do you think.

H

Yeah, this I've lived actually from the they have since, especially since the 1970s, they have studied road safety, relentlessly they've made plans, they've implemented them, they've studied the effects of them and then they've, adjusted and they've continued that process for decades, and they have published a lot of what they have found and it's easily available online in English.

H

It's very easy to find there's a lot of great material they've make made it available for everyone to see, and this this comes from a document called credible speed limits, and it's about designing your roads for a speed that is going to match or be at least be close to the speed limit that you've posted and they studied, and they found elements of Road design that either caused acceleration or deceleration. So the first is a straight road is faster and a road with curves people will slow down.

H

Roundabout is the easiest way to do that, because people have to steer to go around next is vertical deflection where people have to go up or down to get through a space. The most common application of that here is speed bumps, but really we should be slowing traffic down where it counts the most and that's at intersections and crossings. So that's why I've emphasized raised intersections and crossings so that drivers will slow down at the conflict. Point narrower lanes, wider lanes.

H

People go faster, narrower lanes and slower it's it's sort of intuitive to think of that, but the Dutch have proved it and then textured road surfaces of people drivable for a bumpy road, they'll slow down so cobblestones like outside here on Market Square, University Avenue, even rumble strips as an example of that we see that on highways, sometimes where, when you come on an exit ramp, the rumble strips will be there to slow you down and people respond instinctively and naturally to that and then the peripheral features are things that are going by in your peripheral vision, the closer they are and the more there are the more feeling of speed you get and as those whiz by it has a natural slowing effect.

H

Because you see you see them going by very close. So we've seen recently a lot of bollards, for example, installed in Kingston mainly around road bike lanes, but those also have the added benefit of reducing speeds. So we can also do more in terms of planting trees, street furniture say on on the medium median of sir Johnny McDonnell Boulevard. We could be planting trees or wildflowers or shrubs or simple things like that. So I believe that these are ranked from the Dutch I'm, not sure, though, so horizontal deflection really is number one.

H

The Dutch have emphasized again and again, and almost all of their publications install as many roundabouts as you can. That's really number one.

A

Cancer halt thank.

I

You thanks for the presentation, I'm curious about the all these top five or more would be applicable in certain situations. Let's say like for design changes or for implementing newer roadways. What are your thoughts on some of the enforcement measures? Potential enforcement around speeding? Let's say the topic that you spoke about a fair bit, the the more they more somewhat difficult, testy, let's say areas, areas of less agreement. Any thoughts on those well.

H

As leader report says, we need to take a multi-faceted approach to road safety.

H

You know engineer the the the biggies right, the engineering enforcement, education, evaluation and I think there's another e in there as well engagement, so I'm not advocating that we shouldn't deal with those things and, and the Dutch as well have you know that's an important part of their road safety program as well. What I'm suggesting here is that we need to prioritize the most effective countermeasure, the most effective way of reducing speeds and it's through road design. So.

H

One of the things they say is that when there's a disconnect, if you're, if your speed limits are not credible, then most people will exceed the speed limit. So if you go around handing out tickets, speeding tickets to people, you're you're, punishing them for doing what the road is telling them to do. You're punishing them for doing what all the other drivers are doing as well. You're you're punishing them for driving at a speed that is appropriate for that road.

H

If we turn that around and make our speed limits credible, then you'll get most people driving at an at at an appropriate speed. That's where it's closer to the limit, but you're not gonna get everybody. There will be some people who deliberately drive dangerously.

H

If, if the speed limit is credible, then the people who are exceeding the speed limit are driving in a way that is not appropriate for the road, the driving in a way that is deliberately dangerous and those are the people you can then target with your enforcement. So it's I can't remember the exact percentages, but the dutch know all this stuff. It's something like 85 or 90% of the people will abide by the design.

H

Speed of the road when you've when you've designed it for the speed you want and about 10% or 15% of the people, will not adhere to that they'll exceed the speed limit. Those are the people you need to to a target with your ticketing.

A

Councillor Daugherty.

E

Thank you for your present, so those five strategies on how are the kind of this structural, how you change the roads but for Kingston and- and some of them of course, will take longer and they'll take more money, but what what I think I heard is that you would also we would that in the shorter term, we could just change this neighborhood speed limits to forty kilometers right. That could be one of the first steps and would be not as expensive and then add to that all of our active transportation implementation plan as well. Yes,.

H

I think that's that's a potential thing that is is doable in the short term. That's a question to ask staff about. You know what the costs would be associated with that my understanding is. The provincial legislation allows for gateway, speed limits so that you don't necessarily have to put the speed limit signs on every block. You can determine a gateway neighborhood and you can say within this neighborhood.

H

This is the speed limit so that when you enter the Gateway, the sign tells you that, as I said, signs have limited effectiveness in reducing speeds, so the next step would be perhaps to identify where the speeding issues are the most severe and target those places where we need to implement design changes to bring the speeds down. We've already, I use an example already of Sir John a McDonnell Boulevard.

H

There was a decision made to lower the speed limit from 60 to 50 and when the signs were put in they they measured the resulting speeds and there was no change in the in the speeds.

H

In fact, I understand there was actually an increase in the speeds they may have come down again, but there's there was more of a disconnect between the road design and and the speed limit when the speed limit was lowered, and so it became annoying for people to see that when it just didn't feel right to go at that speed, so people actually drove faster as if to say you know this, this isn't right.

A

Any other questions well I'd like to ask a follow-up question. Then so I I agree with your main point, which is that it's not so much the signs or the posted speed limit, but the road design itself. But of course that brings with it the whole thing we have to redesign all of the streets. So I guess do you have any suggestions?

A

You mentioned ball. Roads already and I understand they're quite inexpensive, but are there any other easy wins low-hanging fruit? So to speak, not simply just the gateway 42, the residential areas we could do, but without that next step, as you say, it would be an effective other. Is there anything that you could see in your research that we might? That seems that could be a go. Easy design changes.

H

So you're you're asking about sort of the cheap and quick and cheap things.

H

You can do a lot with a bucket of paint I think in New, York City they've been able to make a lot of changes quickly and easily, just by the way they've painted the roads. I think you know using the peripheral features there are. There are some easy things to do like get involved in more tree: planting bollards furniture art that kind of thing things that will the Dutch call it the openness of the situation. If the situation is more complex and more closed in people will slow down so that could be an easy win.

H

You might sort of start at the bottom of this list and work your way up. You know the textured road surfaces you don't necessarily have to put in cobblestones for the whole street. You could put them periodically along the street so that people cross them from time to time which has a reminding effect to slow down. I just saw the other day where, on one road, the the in the Netherlands, they had put some cobblestones down the middle of the road so that people were less inclined to pull out and try to pass.

H

So that was that was an interesting one. Narrower lanes could be done just by painting a shoulder on the road paint paint for the lanes narrower. You know, I think that that could be or close the dam. You know planters along the side of the road just to reduce the width of the road. It could be easily done.

H

The other ones vertical deflection and horizontal deflection are going to be more expensive to do for vertical deflection. You could simply have a raised section just as you approach the intersection I love. This is Dutch roundabout here, because you'll see where the road approaches the roundabout, where the pathway intersects with it, the red pathway, the road rises up. You see the little triangles there. Those are indicating that the road rises up so again, even at an intersection. You don't necessarily have to raise the whole thing.

H

If you just raise the approach to the intersection or the pedestrian crossing, that could be a relatively inexpensive piece of infrastructure. Roundabout, a roundabout itself is going to be more expensive, but you'll get an awful lot of safety bang for the buck that you put into a roundabout it. That would be a question for the staff about what the expense would be.

H

My understanding, it's a million something like a million dollars, but you have to start somewhere and if we can start one one place at a time, we can start to get that downward trend, which is which is what the Dutch did. They started just one thing at a time and they've over decades, they've been able to achieve it and that.

A

List of five measures that the Dutch views that you've been studying, those are in the list of possible improvements from the report from the consultant. Yes,.

H

Many of these I'm not sure like I, think these are all in the report, and so what I'm suggesting to counsel is that would be great if you can instruct staff to prioritize speed reduction and through through Road design, items that are are in here.

A

Councillor Neill thank.

J

You and I'm Jess for being late I'm in the middle of a move and the movers were an hour late arriving so I apologize.

J

Are you aware that in a Jackson Whitby, in quite a few of the suburban GTA they've in subdivision design, they've replaced four-way stops virtually throughout with a little mini roundabouts which are environmentally positive? Because you don't have the stop and go but, and it is a safety feature? Are you aware of that? That amount that's going on in in some other communities? Yes,.

H

There are a few communities that have have installed more roundabouts. A jacked Kempsville are a couple of examples.

H

Waterloo installed a lot of roundabouts that a number of North American roundabouts are criticized for not being pedestrian friendly and I would suggest the problem with some of the roundabouts that have been installed, as they have not really focused on reducing speeds. The thing I love about this, this Dutch roundabout, is it has all five of those elements in it. So the roundabouts itself is your horizontal deflection and we want to make that radius as small as possible, so that cars have to turn more sharply.

H

That slows them down and you can have a shoulder or even a mound in the middle of the roundabout that allows larger safety vehicles to get through them. We see a vertical deflection, as I mentioned, where the pedestrian pathway crosses that's a really important one. We see narrow lanes as we approach the roundabout, which slows people down. We see the textured surface right there at the again at the pedestrian crossing.

H

It's a different color, it's red, I suspect the texture is different as well, and then we see planting around peripheral features or trees, lampposts and so on, so in in developing their or installing roundabouts in North America, and it would be good if we could really focus on speed reduction and make sure that what we install is really pedestrian friendly and cycle. Friendly. I understand that installing a roundabouts, it's currently an option for the staff when they're looking at at intersections.

H

It seems that most of the time they get rejected and I'm not sure what the policies are in place that are causing them to be rejected. But that may be a question for staff to say you know what are those policies that are preventing the installation of roundabouts and how could they be changed so the priority so that roundabouts will float to the surface? More often, oh, and also there are some cities in Canada that have roundabouts guidelines. I know the City of Calgary does I suspect there are some others as well.

H

It would be really great to see Kingston develop a document of roundabouts guidelines so that we can, you know, have some of these features in a toolkit so that, if and when the time comes to install around. But we can refer to that and and use that in in implementation.

J

A

Other questions, that's great, that's excellent presentation! Thank you. We have one more delegation.

A

So we have Susan Stewart the director of the chronic disease, injury perfection, Prevention TfL and a public health will be present to speak to us regarding the Kingston Road Safety plan. Good, to see you again, Susan thank.

K

You so my name is Susan Stewart and I'm, the director of the chronic disease and injury prevention, division at KF, LNA, Public Health, and for those of you who might be unfamiliar with public health. Our mission is to protect and promote the public's health and strive to reduce health disparities, and we do this through our skilled and dedicated workforce and with our collaborative efforts with our partners, and we also do this through the development and implementation of evidence-based policies, programs and services to address the public health needs of the residents of kfl na.

K

So on behalf of k, FL n, a public health I'd like to thank you for the opportunity to support vision, zero Kingston's road safety plan and to talk about our agency's current and ongoing commitment to reduce traffic related injuries and deaths and to increase act of transportation.

K

Ok, the felony public health is pleased to be a member of the vision, zero road safety advisory group and to have contributed to this road safety plan which aims to reduce injuries and deaths, particularly among vulnerable road users such as cyclists and pedestrians. We also are appreciative of the opportunity to have participated on the active transportation plan.

K

The active transportation master plan technical advisory committee. Sorry, can people hear me when I look down at my notes? Ok, and we were happy to contribute to the plans, aim to of attaining 20% Moe chair by active transportation, including walking and cycling, and although these are separate plans, the integration of the active transportation master plan and the vision, 0 Kingston. So road safety plan is not only logical, but it's actually synergistic.

K

We know that for people to use active transportation they have to feel safe doing so, and while active transport is technically for everyone, there are individuals and groups of people who are less likely to use active transportation due to safety concerns, for example, fewer women and Families commute by bicycle than men due to fear of traffic, and there are those who are more likely to be injured or killed using active transportation such as seniors and people of lower income.

K

As such, we were very pleased to see that priority groups in the active transportation master plan include seniors, youth and school-aged children and other vulnerable populations, and that the young demographic and school zone safety, our priorities in Kingston's, Road, Safety plan, Road safety and active transportation- are important. Public health issues that impact health and well-being, a social equity and the environment.

K

As stated in vision, zero, Kingston's, road safety plan, no loss of life or injury on our roads is acceptable in partnership with the city and other organizations, we must work collaboratively to prevent collisions and to support road design measures that protect its users from human error to this nko felony public health has contributed countermeasures for emphasis areas, including pedestrians, cyclists and young demographic, the young demographic and also aggressive destructive and impaired drivers. As was outlined in the report.

K

We are currently conducting a literature review from a public health perspective on road design and traffic rules to reduce injury among pedestrians and cyclists, and we'll be happy to share that once we're completed. We are also working with the city of Kingston and local school boards to advise on safe routes to the school, safe routes to school program and spool zone safety for local area schools.

K

So, once again, thank you for this opportunity to support vision, zero Kingston, Road safety plan and to talk about kfl in a public-house, ongoing commitment to reducing injuries, deaths and increasing active transportation. We look forward to further collaboration in the implementation of the city of Kingston, Road safety and active transportation master plan.

K

We hope that the EIT committee will recommend that council endorse vision, 0 Kingston's road safety plan and support the proposed countermeasures included in the report. Furthermore, we hope that this committee recommends to council that the road safety of vizor e-group continued to meet, to reviewed road safety findings and to encourage solution, focused dialogue that will lead to a collaborative approach to road safety in Kingston. Thank you thank.

L

A

As before questions from members of the committee councillor Neill thank.

J

You the fact that Hamilton is now exploring reducing speed limits on both neighborhood streets and in school zones to 30 kilometres an hour in school zones, forty and residential, and what? What are your findings regarding speed and and risk of injury?.

K

Well, that Archer review that we're doing is just in its infancy. So I can't comment on that, but I'm pretty sure common sense would dictate the harder you hit something the worse it's going to be so I suppose that's my answer. Thank.

J

You and get a chance, perhaps looking into the Hamilton model, might be of interest. I will.

K

Ask our staff to do so. Thank.

J

A

Yep I have a question, so you said several times that we should endorse the vision, zero, Kingston's roll tape Japan. But if you look at the report, it's just called the Kingston Road safe Japan. It makes reference Division zero in your opinion, is the vision, zero concept fully realized in this road safety plan, as presented.

K

In my opinion, I think there's a lot of work to be done to reach vision, zero, where no one is injured or or killed and I'm sure we all agree that that's where we want to get will this report get us there not in a short period of time, not with limited resource and capacity that every organization, including the City of Kingston, deals with, but is it a step in the right direction? Absolutely.

A

Seeing no other counselors with questions. Thank you very much. Thank.

K

A

Okay, we now have a briefing surprise. Surprise: it's on the road safe to plan, it's e'en, simple director of transportation services, and it would give us a briefing. So it's the official, City briefing and I believe it's is it ten minutes? Mr. simple, ten ten.

M

Minutes that's correct.

A

Ten minutes.

A

And I see Deanna green is here as well.

N

Thank You counselor strode, and thank you for having us here tonight too, to speak to you about this report and and the plan. That's an approach that we're bringing forward tonight. I mean simple.

N

With the city's transportation Services Department Deanna green manager of the Traffic Division is going to speak first about the process, the background and the process and the work that went into the the report that we have here for you tonight and then I'll speak a bit about how that aligns with councils priorities and the next steps that we look at as it relates to the transportation work plan. Overall, the active transportation implementation plan- that's that's forthcoming and and some other pieces that fit into that work.

O

Thank You Ian mr. chair members of the committee members of the public I just like to walk you through the steps that we went through to put this visions or a road safety plan together. As you know, we've been working on this now for over two years, so we're actually quite pleased to bring this here this evening. A lot of work has gone into this and what vision zero means is no loss of life on our roads is acceptable. That includes serious injury as well and the foundation is.

O

We want to prevent collisions from occurring in the first place and then, secondly, if the collision does occur, knowing that as humans, we make mistakes. So if that collision does occur, we want to reduce the consequences of that collision.

O

The purpose of the road safety plan is initially we want to develop a long-term vision and goal for a Pradesh, progressive reduction to reach zero fatal and zero injury collisions, and we want to focus on pedestrians and cyclists, and we develop road safety measures using the for ease, and we heard about the four e's earlier this evening and those are engineering, education, education, enforcement and engagement, and there is a v e that will be considered later on and that's evaluation.

O

But that's when we later on in the process after implementation, when we look at the monitoring component and it's important to use collision data in Kingston to determine why these collisions are occurring, how they're occurring and what we can do to prevent them, and the road safety plan also provides a framework with respect to how do we best coordinate our resources to focus on the road safety measures?

O

One of the first things that we did during the development of this plan was to determine the types of collisions that were happening. We looked at a five-year period from 2012 to 2016 and because we didn't begin work until 2017, we didn't have a full set of data until that 2016, and so that's why we use that five-year period.

O

So, on average over that five-year period, we're seeing 30 cyclists, injured, career and I should mention as well that the fatal and injuries need to be combined, because fortunately we have such a low number of fatalities that we need a larger number to even look at those categories properly, so 30 cyclists per year.

O

We do have three fatal collisions per year on average 43 pedestrians injured per year, and in total there are an average of 359 collisions, injury, plus fatal, and that's every year a tremendous effort was made to engage the public during completion of this plan and one really important component was we put together what we a road, Safety, Advisory Group, and some of those members are here this evening and that was made up of 40 14 community safety partners. The city was one of those public health.

O

We had cake at cycle, Kingston, Kingston police, the school board's tri board. So you have the list in front of you as well of the other 13. We had two public open houses. We had six pop-up events when we went out to the public and we completed an online public opinion, Road Safety survey, and we did hear back from four hundred and fifty nine members of the public who shared with us what they felt their road safety concerns were in the city.

O

The draft plan was posted on the city's website in June and we did receive back a handful of responses with comments. These are just the logos of the 14 Road safety partners that made up the Road Safety Advisory Group, so they spent a tremendous amount of time working with us. We did have three five-hour workshops with them.

O

They went through a lot of editing for the report as well, and the vision that we came up with and I think we it was in working with the road safety advisory group, as well as with consultation in the public. The vision is zero fatal and injury collisions involving any type of road user, and these are a very long-term high level.

O

Very strategic aspirational visions and targets here and zero collisions with vulnerable road users such as pedestrians, cyclists and motorcyclists, and the five-year goal that the road safety advisory group in the city came up with was over five years at least a 10% reduction in fatal and injury, collisions involving any type of road user and as well as a 10% reduction in collisions with vulnerable road users such as pedestrians, cyclists and motorcyclists.

O

So, in order to achieve the goal over five years of that 10% reduction, we would need to see a prevention of 36 injury plus fatal type collisions over a five year period. So if we start with 358, we'd have to be down to about three three. On average, our road safety plan is built around emphasis areas we'll get into that a little bit later and countermeasures and emphasis areas they focus on the highest priority collision type.

O

So not necessarily the category that has the most collisions, but it might align with what the public's concerns are, as well as a concerns of the Road Safety, Advisory Group. And then the countermeasures are actions taken.

O

How do we reduce the frequency or the severity of these collisions so also known, simply put its a road safety measure and these road safety measures or countermeasures initiatives they can be led by the city or any of these Road safety partners that we worked with in the Road Safety Advisory Group and the countermeasures are again based on the 40. So every single countermeasure was looked at with respect to safety measures related to engineering enforcement, education and engagement, the emphasis areas that we developed together with the Road Safety Advisory Group.

O

We chose seven emphasis areas and one awareness area, and so we chose intersections cyclists, pedestrians, aggressive driving, impaired driving, distracted driving and the young demographic. The awareness area for school zones was chosen because there was definitely a perception amongst the advisory group as well as the public that school zones were important and we agree with that. So what it means is in thinking about safety measures for any of these emphasis areas will also be very aware if there is a school zone to consider safety measures and ian's simple, we'll take the presentation here.

N

So the vision set in in Kingston's Road Safety plan closely aligns with councils strategic strategic priority that you've just set, so in particular that priority to improve walkability, roads and transportation and, more specifically, the objective to enhance public safety through active transportation and a focus on pedestrian access and enforcement.

N

So the implementation of the road safety measures and the countermeasures and the programs that Deanna was speaking about through an act of transportation lens, will improve the level of safety for all road users in the city. This approach, which places an emphasis on pedestrians and cyclists, creates a safer overall transportation, including for motorists through traffic calming upgraded intersections education and promotion and the physical separation of vulnerable users. The city's approach is to align the implementation of the road safety plan to the strategic priorities set by council through a more integrated transportation approach.

N

This approach also recognizes the capacity and the resourcing that exists within the city to undertake this work. So to that end, the forthcoming active transportation plan as part of the the broader Transportation and Public Works work plan incorporates the emphasis areas related to pedestrians, cyclists, intersections the young demographics and the school's own awareness into the work that is encompassed in those in those plans.

N

The countermeasures for distracted driving, impaired driving and aggressive driving are led by our in most cases, by our roads, safety partners, partners such as Kingston police, the OPP and and public health, as we heard tonight.

N

So the the 80 implementation plan identifies cycling and pedestrian infrastructure, infrastructure, programming and operational investments to foster a culture of active transportation in Kingston. So the plan which will be presented to council in September prioritizes improvements to create an integrated, citywide 80 network and identifies opportunities to develop neighborhood level connections and plans for programming and policy initiatives so specific to the emphasis areas noted some examples of the approaches that we would see that you will see in the implementation plan that would contribute to enhance safety include.

A

Just need to consent of the committee to allow one another five minutes for the briefing to show of hands said: okay,.

N

Okay, thank you include completing gaps in our sidewalk network, so on roadways in particular, where a sidewalk does not exist or in connections that need to be made to our schools, upgrading school and pedestrian crossings, to ensure that those crossings are safer for the users and for all users looking at the intersections and how we can prioritize pedestrians and cyclists to use those intersections, in particular, the intersections that we would be looking at upgrading along the cities. The citywide multi-use paths and protected bike way.

N

Corridors that are included in the plan and part of that work involves the education and the promotion and the outreach programs that form part of the active transportation implementation plan approach, in particular the development of the active route to school program. So this program is again about looking at ways that the city's schools and and schools and school children can move in a more active and safer way to their schools, and that encompasses many of the items that we've been talking about tonight.

N

The design of the street the way in which traffic has calmed the pedestrian crossings that are in place and the path and approach that people are taking so some examples of the work. That's already underway includes upgrades for pedestrian safety this year, as it relates to some intersection, pedestrian signals, most notably at sir Johnny McDonald and Norman Rogers, and work, that's underway at Johnson and McDonald front and Lakeview, and did this image in the lower left of King and Beverly that was installed last year from a cycling safety standpoint underway.

N

Right now is the construction of the Leroy Grant multi-use path, so a new connection being created from John, Connor, Boulevard, south all the way through the Kings, Court neighborhood to 3rd Avenue, creating an important cycling and pedestrian connection to the new high school and protecting some of our existing cycling lanes with with buffered and and bollard protection. This image along Long, Brock Street and some other work that was done along Johnson Street earlier this year.

N

So beyond the work, that's that's outlined in the city's active transportation implementation plan, there's a number of additional initiatives that were bringing forward as well and that are outlined in the report, so in particular, a review of the city's pedestrian crossing guidelines.

N

The ways in which we can use some of the new tools that the province has provided to us as a city to to implement and the ways in which we can look at traffic calming and the traffic calming policy to find a more appropriate or expedited means in which we can calm some of those areas in our neighborhoods that are of concern.

N

Building on that, there's programs are related to automated enforcement aspects, of which the red-light camera program will be presented to council later this year and future sort of pending provincial approval programs related to speed enforcement or photo radar systems. All of that in. In addition, just of the road safety, education and engagement pieces that go along with the active transportation program. So the next steps, as it relates to the adoption of of this plan and and the work, is that we would bring forward the ATA implementation plan in september of this year.

N

That's that will be followed by the red-light camera report, which will come before the end of the year and in all of that, we're looking at the ways in which we can integrate the road safety plan and the the approach and the principles that are outlined in the document before you into the broader Transportation and Public Works 2020 work plan and our multi-year work plans, speaking in in particular to the way in which we design and redesign or reconstruct our existing roadways and then finally in we are, we propose that you, we bring an annual Road Safety report, beginning in beginning in 2020 that outlines a report on these measures.

N

The work that's been done and any evaluation that we can share. Thank.

P

A

Great, so that's the briefing now we go to questions from members of the committee about the briefing and the report California. Yes,.

J

Thank you and I'm Tom coming, but I want to thank you for the bollards on Johnson and Brock I know and counselors Stroud shares Johnson Street with me. There was a lot of comments about the speed on those streets.

J

It isn't the only answer, but I have to say traveling on those streets.

J

Traffic has definitely slowed down. How aggressively are we pursuing the opportunity for more Ballard's bollards I'm thinking of Princess Street through Williamsville, where we have designated bike lanes but elsewhere, where there are bike lanes.

N

Specific to I think, Brock and and Johnson Street. You know the observations that you've heard from from individuals about about the speed. We will be doing some studies to do a before-and-after of those pieces that we can that we can share back.

N

We don't have plans in place as part of the DAT implementation plan related to princess Street through Williamsville, but there there are a number of corridors there identified in the 80 plan that, where we'll be building both separated infrastructure, so multi-use paths all along King, Street and front road, Henderson, Boulevard and then sections of protected bike way along Bay, Ridge and Taylor Kidd many of the men- and you can see yonder.

N

That's in that upper left map that you can see on the screen and and connecting into Brock and Johnson Street so connecting the infrastructure that we're building along the Rideau trail north to John, Kander, Boulevard and completing some of those connections that we have so separating and protecting those those cycling facilities and most pecet those pedestrian facilities. When, where it's possible.

J

Before time, I will be pestering you about Princess Street, and so we heard we've all been following I think with some interest Hamilton's moving towards lowering speed limits, throat through residences and in school zones. I know in the past, when we've explored that there was the understanding that we would need speed, limit signs on every block throughout the city which made it fairly prohibitive.

J

Have you had an opportunity to look at what Hamilton has been is doing and could we look to them for best practices for us to seek lower residential and school zone, speed limits.

N

I've not reviewed the the Hamilton program, specifically I'm, aware of those changes that they're that they're bringing in but I've not looked at the details of it. The the changes that they're relying on I think that you're, referring to- and we talked about earlier, relates to the community gateway signage that allows sort of speed limit signs to be installed at the entry and exit of a designated area or neighborhood or community is, is what allows I guess less signs to be installed from that aspect of it from from the city's standpoint.

N

I think, and that was part of the discussion earlier this evening- is the reduction of the speeds or the the lowering of the speeds isn't is an important component of a broader slate of tools that you may be using within a particular area. So again, back to the the ATM, a ssin plan identifies a number of neighborhood focus areas and the intent of which is to look at ways in which we can more holistically address the transportation concerns that are in those those neighborhood areas. Speed reduction is is a key component of that traffic.

N

Calming signage speed limits, but it also in in the type of I think that both the existing street design and the longer term design of what you would reconstruct some of those streets to be the initial phase of that of that work would involve. You know identifying some particular neighborhoods to work with, and the approach that's outlined is that we would identify some schools that we would work to develop a preferred route to school or routes to school and then focus our our work along those those areas.

N

So again, within that implementation plan, there's there's three focus areas that that are identified and there'll be more information, sort of both the work that we're proposing with the school boards and the schools in those areas. As part of that report,.

J

It's speed reduction, environmental benefits as well. My final comment or question is regarding school zones. I I know that all of us, as counselors, have received email issues around snow removal and safe, maintaining sidewalks safety and, and that and I think it's positive step. Looking at that aspect of it for routes to school.

J

But do you foresee us having better Public, Works, sidewalk and snow removal? I I see school buses where kids have to climb over snow banks, and so it's it's been an ongoing issue.

N

So, in in the program work that we're looking around school zones are in the active route to school. The preferred route to school. Part of that includes the maintenance standards along that along the corridor that we would be identifying and working with. You know our colleagues and Public Works to ensure that that's that's address it. It goes beyond that, though, as well I mean it's.

N

The intention is to also work with you know, with with parking enforcement, our crossing guards, Kingston, police and, and some of our other road safety partners in order to develop all of what's sort of required along those pieces. So it'll be more to come on that that component I think specific to the the broader sidewalk, sidewalk maintenance and clearing.

N

You know, I think if there are concerns that the in particular that are arising, we certainly would work to identify those and address them.

A

Thank you I, just everywhere schools. Well, what you've just told us is fresh in her mind. So just remind us hope we have school zones in city, but they don't have consistent speed limits or they do.

O

Virtually all of our JK to grade 8 school zones are posted at forty. The secondary ones are dealt with in a different way, just because typically, they are along much busier. Arterial type roadways, but certainly forty is consistent throughout the city for school zones. So.

A

44 primary schools and and we've heard that Hamilton has has moved to 30 and 40 in residential areas. That's for Hamilton, so we're at 50 in our residential areas, citywide speed limit unless otherwise posted and then 40 in this primary school zones. That's that's where we are right now: yeah, okay,.

L

A

Then my question would just be: is it fair to say that with this report and of course, the work that is staggering? What goes into a report like this, but with the report in the recommendation? Is it fair to say that speed reduction is not?

A

There are there's no change in the speed zones, as recommended by this report,.

N

Referencing, the like the citywide speed zones or so.

A

Yes, with the 50 city watch, posted and 40 in the primary school zones has and those are posted. It's there anything in this report that would change that. That would reduce those numbers.

N

Through you, mr. chair, no there's no specific recommendation to to change this. The citywide speed limits, the approach that that is is being recommended. More is more specific to neighborhoods or areas in which we can. We can couple the speed reductions with with works that would actually can which should contribute to to the reduction in speed by the motorists beyond just signage changes.

N

So it is a the recommendations that would come forward in the ATM plantasia plan reflect the capacity and resourcing in order to affect that change in to affect the a noticeable speed reduction versus a signage changer. Oh.

A

So it's host rephrase what you just said: the implementation plan for active transportation will be able to reduce traffic speeds.

N

So the intent of the the intent of the neighborhood focus areas and the works that we the work that we would begin with with the active route to school program component of that is to look at traffic calming and speed reduction as part of that work. Okay,.

A

I'll leave it there for now go to control cough.

D

Thank you for your report.

D

I'm I'm glad to see that you're combining the effort in creating situations that will encourage lower speed, lower speeds, not just lowering them again, like I, know in the rural area, there's a lot of there's some requests to lower experiments, but there's by far more requests not to lower speed limits. So for me, that's my experience. You know there's still, but I recognize what we're doing is there. Is there anything in here that kind of covers my area in the rural area that or besides school zones, I? Guess we monitor and and Parks or whatever?

D

What do you know specifically that there's something or is it generally targeted in urban areas? This so.

N

The the road safety plan is, it covers the entirety of the city, so the emphasis area is those those seven areas, plus the the school zone, is intended to to cover the approach that's taken across the city, so the the the countermeasure programs that are in place both from the city and from our road safety partners also apply across the city and any changes that we would make from the city's policy standpoint relative to intersection, work or pedestrian crossovers and all those pieces would apply what a pride both in the urban and the rural area.

N

Some of the work, some of the specific project work that we're describing that would be part of the active transportation implementation plan. Our mouths are more focused in the suburban areas of the city and and for for relative to where other work is planned. Okay,.

D

And the second question, and maybe I'm it's not in yours to answer- maybe I- should have asked it sooner, but in this some of the data that we have accumulated I know that we saw on the road to zero. We saw so many injuries and and and deaths and accidents.

D

We don't do we see the data where, where it was five years ago, are we seeing? Is it a graph, that's actually increasing or- and we know why- the way it is right now but I'm just wondering how we, if, if there's, can we make that synopsis that it's actually increasing? And this is a crisis or something like.

N

Yeah I think for for the purpose of what we can present tonight. This is here the here: the numbers, the combined number injury, plus fatal numbers that were that were looked at from 2012 to 2016, I. Think part of what is part of what is also acknowledged in the report and in the work that the Road, Safety, Advisory, Group and and all of the partners were looking at.

N

Is that that this will take some time to to achieve the to achieve the overall vision, and that that you know that the goal that has been set is to look for a progressive reduction. That acknowledges the that much of the work relies on some on design changes and design changes along corridors and work at intersections, and that is work that that takes time and resources in order to complete.

A

C

Three, you mister my one question about roundabouts, so it says that will expand the use of roundabouts. Is that like in new roads, or are we looking at taking an intersection that right now has traffic lights and turning it into a roundabout I.

N

Think those those specific details are remain to be determined, I, think the general isn't. The general intent is that roundabouts are considered as a viable option as part of any new intersection or intersection redesign.

N

The work that is done along the city's main arterial and collector roads would look at that, but in particular the work that is envisioned for the neighborhood areas in the way in which we can address some of the speed or or crossing concerns as it as it could relate to the roundabouts or mini roundabouts use. So the intent is the intent is that we would use that the roundabouts would be considered as part of that as part of a potential upgrade that could be completed at any intersection.

N

C

So right now we don't have a list of once might turn into roundabouts for raised intersections that we heard in the delegation. I don't see that mentioned anywhere in the report. Is it? Is it part of what you classify as intersection improvements or how come? We don't talk at all in the 113 page report about raised trying to implement raised intersections.

N

So I again a raised intersection is: it is a type of treatment or or a design that we would look at look at as part of our intersection work that the map that I'm showing here now what what I think what the road safety plan is intending is it.

N

It does speak to the design guidelines and the pieces that we would look at and part of our work involves reviewing all of the cities, implementing policies and guidelines as it relates to, as it relates to the right-of-way and to those aspects that would that would contribute to road safety. From a specific intersection standpoint, the I think as a high-level document, it wasn't intended to identify where we would do those work wherever that work would be done in the type of work that we've done.

N

You will see that more at the in the implementation plan for 480, there's 50 intersections that have been identified for some measure of treatment that need to occur with, with the creation of the the citywide, cycling and pedestrian corridors, or with some of the neighborhood work, that's envisioned so all of these locations. This also shows the school crossings and and other work, so these locations would all are all have the potential for some measure of upgrade or treatment.

N

It might be as simple as you know, bike boxes and pedestrian crossover additions and some signal changes or it or it could involve. You know the full reconstruction of an intersection like what's like, what's planned for King and Portsmouth in 2020.

N

C

You intersection and the rip that talks about the pedestrian crossovers. You talked about that type DPX, oh, so, right now, our crossovers that we have they're all legalized now, like I, think we had knowing across the city something like that, but they're all flashing right. They all have the flashing beacons or or which ones don't, um and then that leads into my other question. Yes,.

N

So I think so the with the new guidelines from the province, the the first I, think the first way in which the city implemented those was to convert the courtesy crossings into that new into the new types. So the types that you see out with the flashing lights are what for what are referred to as a type B, so the those locations, then 9 or 10 8 8 low occations that were converted are type B.

N

There are two type D locations in the city that were installed this year along the KNP trail, so you would see examples of it at Hickson and st. remy plays these.

N

They were the city and I think from a design standpoint. We were comfortable and sort of implementing those caught that type D crossover in those locations based on the volumes and and other aspects of the transportation network in that area. The work that we're proposing to do in looking at the type D, because the the type D does provide a very expeditious in economic, economical way in which we can add additional legal crossovers for all pedestrians in the city.

N

However, it's it's a new tool. We want to make sure that we approach it in the right way and in the safe way, and that it's coupled with the again much like not just reducing speed limits. It's coupled with the right education and enforcement and other tools that need to go along with it.

N

So we'd like to see as part of the type D aspect, is what what is the way in which we can implement these in the urban and suburban areas such that it could be done in a way that is, that is the most meaningful. Okay.

C

Thank you so on with that so you're talking about the pxo type d that would be for medium to low traffic volume, single load or single lane roadways. So in my district we know across from Bay Ridge Park going over Bay, Ridge, Drive or Collins Bay Road. They would not be appropriate right. We would still want the flashing. They went at Bay, Ridge, Drive and Collins Bay Road. They would not be considered to be medium to low traffic single lane roadways. Would they.

N

So, generally, no so in certainly those Tuesday shion's that you're referencing tailor kid in Bay Ridge Park that location as an existing school crossing is being evaluated this year to determine the appropriate infrastructure that we would put in place to make it an upgraded crossover for pedestrians. The type D crossover would not generally be used in those areas. Thanks.

C

Yeah, my next question is so when we're talking about the number of accidents right, 359 accidents, they're like collisions per year for injury or fatalities, do we have a list of what those intersections are like? I was just wondering the police. They gave us data ten years ago. That showed you know, um princess street and gardeners. Road, for example, I think is number one in the city.

C

I don't know if it is because we haven't had any updated numbers so in those intersections that have those accidents where the accidents, a pretty even mix of what you call rear, ends turning movement ankles like the reason the accident was caused by angle. I, don't know what that really means, but so is it a pretty even mix? Or could you see like that this particular intersection had a super high number of turning movement accidents, so I was kind of hoping we would get that sort of data. So since we didn't that's my question.

N

Yes, so all that information it's actually available to everyone to the public as well on the on the city's Road Safety website, so there's a dynamic map. That's available that map's. All of the data points that were part of part of the study are included there and the intent of the annual Road Safety report that would be brought back would be to provide updated information and analysis of of where, where those collisions occurred and and some comparison as we can.

N

C

Into Thurmond ology question and then that's it huh when you say leading pedestrian jump intervals, that traffic signals. What does that mean so.

N

Deana game jumping if I misrepresent this, but essentially it means that the pedestrian gets a a walk symbol before the light turns green for the vehicles. So an example of this you can see at Johnson and Ontario Street. So, if you're standing on, if you're standing at the corner of Johnson and I was hereo and go to cross, Ontario you'll get a you'll, get a walk Sybil before the vehicles get a green light. Thank.

C

You very much other.

A

Members of the committee councillor Tory.

E

Thank you. Thanks for the presentation, the when the when you had their large visioning process, including the various groups that were involved, did anybody bring up the introduction of bowler. It said Sir John a to reduce the the width of the road and make cycling safer. There.

N

As part of the road safety plan work with the road say, sir, as part of the work with the Road Safety Advisory Group, they, they didn't focus on specific projects again looking to create the emphasis areas and the countermeasure programs that could be identified.

N

Sir Johnny McDonald as a cycling quarter corridor with certain what did certainly come up as part of the active transportation work that was done so along that corridor.

N

There's there's a multi separated in Boulevard trail, so a multi-use path. This envisioned for the east side of Sir, John and McDonald to extend from from King Street north. They other change specific changes like interim changes related to bollards and and other components along that particular corridor.

N

We're not addressed in the road safety plan and or do not form part of the DAT implementation plan for this term as it exists right now. It focuses on the long term addition of a multi-use path.

E

Along the same also have a question of our data. Do I notice 2014 seem to be a low year with accidents was that do we also track what kind of weather we have and how much is related to snow, plowing and winter storms.

O

Tyrael every year and weather often plays a huge role in that. So when we get those kinks and police reports, our database does track not only the cause. The driver action, the weather, the pavement surface, the lighting. So we do have the ability to track that data, but there's a number of factors that impact each collision, sometimes at random. And that's why you see that fluctuation from year to year and that's why we look at a minimum of five years to establish any type of pattern.

E

Just one more question is more of a process question. So if we, if, if Council, supports the implementation plan, including all the the proposals that and that we've discussed tonight and I, noticed a few cycle paths- and you talk about the different connections between the psychopaths, but if, in a couple years down the road we we kind of have better ideas, a bit more research. You mentioned that the collision data takes a while to collide.

E

How flexible is this or are we then set for the plan for the next five years and any counselor coming up with a new idea or or a higher needs area? Perhaps so I'm just asking about flexibility.

N

Is certainly so I think a road safety plans standpoint it we, the intent, is to look at it in in five year increments. In in the way, you would look at the emphasis areas and the countermeasure programs that are that are in place and those that support that the the projects that will come forward as part of the eighty plan it it lays out specific projects that can be accomplished over the five years and the and the funding that goes along with that from a capital and from a resource standpoint.

N

If we, if there is a desire to add additional projects into that plan, either at at that time, when the plan is brought or at or at other points through councils term, that certainly councils prerogative and we and staff can provide information about the ways in which that could be done. However, it would, it would either come at projects that are contained in there shifting out to later dates or or adding resourcing, in order to be able to do that, but I'm, but I always enjoy hearing councilor ideas at any time.

A

Yeah so I further to that as because it's process so this. If past the recommendations, the two recommendations in the package and we're not there yet but I'm, just gonna ask the last question so past. It says several times: it's a high-level document, strategic document, but the specifics are essentially the two groups, the transportation Public Works and the the actual translation implementation plan.

A

I guess, if that's a group I, don't know if that's a separate group or if that's part of of the same group, but those are the sort of two aspects on so on the transportation of Public Works work specifically you've got you had one slide there yeah. So so there's the the active transportation interpretation implementation plan, which is as you've said, the way that we create the networks from the point of view of the active transportation user when they intersect with the vehicular traffic systems such as that a pedestrian crossover.

A

That will be a point where everything is affected, so the the the improvements that are put in to the active transportation implementation plan will necessarily reduce traffic speed both because there might be a crossing stopping traffic or because of other infrastructure improvements that have to do with the pedestrian crossover. So that part is very clear from reading the report, so that's a tangible but I'm wondering other than the improvements to do with the active transportation Temptation plan. What, specifically, is the engineering and transportation Public Works groups?

A

What is him the plan for the next five years to reduce traffic speed, specifically.

N

Three mister chair so I think yes, so to clarify the the 80. The implementation plan for active transportation is, is a part of the transportation and Public Works work plan. There are, there are other works that are that are components of that that largely relate to road repair and reconstruction projects. That would be that would form that well that have formed part of council strategic priorities and would be discussed as part of budget and other workplan items. I'm just looking to Commissioner Kidd to confirm that.

Q

Through you, your chair, yes, so when I, probably the easiest way to think about all of this work, so this is the high level plan that the concepts will all be integrated into all of the work that we do be a road design right down to to maintenance, and so yes, we we will make sure, because transportation and public works includes engineering.

Q

As you've indicated, we will make sure that the work plans for all of those groups are partnering to fulfill the commitments in the implementation plan, both from the beginning of design and redesign through to maintenance in the focus areas in the neighborhood areas that are targeted. So so does that answer the question. It's.

A

The question a nice offer, but it's just difficult to sink our teeth into it on our end that we're explaining this to to our prospective residents of our various districts but they're gonna, ask us well what what's gonna change? You put the roads and we don't really have an answer at this point.

A

It's gonna be gradually in it's gonna. This plan is gonna, gradually inform the new design work, but there's nothing specific here that says we're gonna have more roundabouts in this locations other than what we've had identified in the active transportation imputation plan, which does go into specifics so like to use that as a parallel example. So when that came here, it was also mr. sample and it was.

A

It was clear like there's one thing to have active transportation network, but another one is to have the implementation plan and that goes neighborhood by neighborhood and the details. Teeth still needed to be determined and fleshed out in consultation with with residents, but I. Don't I, don't see that kind of thing happening with the general Road reconstruction. So what determines the design of the gen Road reconstruction and is anything going to change like and how do we know it's going to change and how are the? How do we explain it to the residents through.

Q

You miss mr. odden, so we're you don't have that information, because we haven't yet been able to define it. So we're we're just in the first six months of bringing these groups together. I think when you get the 80 implementation plan in September, there will be specifics, and and at budget time there will be specific projects.

Q

So, in my new experience with having the engineering department coupled together with with Public, Works and transportation, what we're trying to do is make sure that we are all thinking along the same lines and following those those guidelines and principles so that whatever engineering might have in their work plans and any road redesign project generally involves an EI process, which is a very lengthy process, with lots of consultation to to solve a particular problem.

Q

But what we are making sure is that that those designs are always prioritizing the safety for pedestrians and cyclists and that they're not just redesigning roads, because that's basically what what we've done for a number of years. Yes, we've added cycling lanes and yes, we've added some features into it, but but I think it's where we're going to take that to a new level. So I wish I had a more definitive answer for you right now, I would say in the very early phase.

Q

It's a shift in the way we think about things in a more collaborative way to to actually commit to doing those things from the design stage that that will help us achieve the targets in the transportation master plan for pedestrian and cycling for active transportation and the the targets for road safety. In this plan.

A

And when I'm just guessing here so when some of this work has been completed, when engineering it has been able to incorporate some of these features that are that are suggested because I read this as kind of like a tool kit that, with all the different possible options that can be used- and some of them is road redesign that point, although identified in the plan, it hasn't filtered through the department's. As far as what that looks like in reality.

A

Yes, that's what I'm hearing from you, but when something is identified, it will come I, guess it'll. It will be reported at a budget time with the with the specifics of where what the engineering group is doing or what it would. There be separate reports that come into this committee.

Q

Through you, mr. chair, so at budget time most, certainly the engineering group will present their budget and there will be specifics around Road rehabilitation, I, don't I, don't think we have anything specific for it for 2020 around Road redesigns, because those are much larger projects and and can often take several years through the EI process. I.

Q

Think if you can think about a report that we brought to Council of months, that spoke to the john counter boulevard project and the completion of that with the last phase, where we were able to have some influence on on the design of at least which side the sidewalk would be on and and planning for future changes. So those are the types of ways that we're trying to affect those things and we're trying to to again look at it in an integrated way.

Q

So we'll give you as much detail at budget time as we can with regard to specific roads that we're going to do the specific intersection upgrades the specific neighborhoods that we plan to focus on in in the eighty plan. So so all of that will come to the extent that we know it today.

N

And I and I think to add that the the vast majority of the work that is anticipated in twenty twenty twenty-one and twenty-two is a be with the exception of the road rehabilitation aspects is largely contained in the eighty plan, as is shown in what we're bringing forward.

Q

If I could give, perhaps one more example help shed some some light on I know it's a long-term change and it's sort of a slow shift, but if we think about the work that was planned for for Bay, Ridge Drive, the our engineering group had had a road project planned for Bay Ridge Drive between Princess and cedarwood. That was going to straighten that road out and rehabilitate the road and when we were I or ities, I did explain this, but I know there was a ton of information that night.

Q

So we we now as a new group, have taken a look at that and said: well, wait a second! If you, if you proceed with that project in the way that it's currently envisioned, first of all, you're going to eliminate the ability for us to add a multi-use pathway along that section which is identified in the transportation plan, so that's problematic.

Q

Secondly, the the project is designed as it was designed, would have only covered up to the intersection at Princess, Street and and cedarwood, and we said, hang on there's more to it than straightening out that section of road.

Q

We need to consider the intersection at Princess and Bay Ridge, because it's a very, very busy intersection and we need to actually go beyond that to the intersection at Woodbine and incorporate it, and we need to go the other way and think about the intersection at cedarwood and how, when we get our path, how people will move through that area in a safe way.

Q

So those are those are the types of discs that we're having and this work around the safety and around the active transportation plan are all starting to influence those road projects so that we get that more holistic. Look at it with the right priorities and and the outcomes that that we need instead of a straighter road that would simply increase speeds through there, where there's already speed complaints from from a daycare that exists along that stretch that that's what we're trying to get to.

A

Thank you all right. Well, I! Guess that's the briefing unless there's any other questions, Oh, council action, sorry I did not see your hand go ahead.

L

L

Good I just have a couple of questions, couple of clarification and then 1 1 is the 359 collisions involving injury and fatal results. Is that an average because I didn't see 359 up on the list? It sounded like an average.

N

Yes, sir, that's an average of from 2012 to 2016 right.

L

And do you know how many collisions of all sorts that we have I.

O

Don't have the exact number with me: how's ins, so typically around 70% or more of our collisions result in property damage only so the number that we see tonight is actually a relatively small percentage of all of the collisions that occur right.

L

I think that's ortant sort of fall is a bit from what councillor strife assignment is explaining to people. Why we need to do these things that it actually enhances the road experience for everyone, including people in vehicles and Road design, does that it makes it safer for everyone and so I'm, just thinking how do we sell this thing right in political terms? So if we can say you know 70 percent, so is not that way. So, 30% is you divide by 30, but get a number and multiply and I'll get there right.

L

So so that seems to be the math, so I think that's important. It should include that, and I saw that you were selling it. You know for on the active transportation side, I think you should also sell it on the vehicle side and you'll see in a minute, because I've had traffic call me like a number of other people counselors, but I'm really interested in the perverse behavior that comes out of these things and how we treat it for yourself.

L

For example, here's my next question- and this comes right out of my reduce treat experience, which we spent like years figuring out right, and that is, if 10 to 15% of drivers, ignore the speed limit at 50 kilometers of an hour. Does the percentage of drivers ignoring ignoring the speed limit increase as the posted speed limit goes down?

L

In other words, if it's 15 percent of 50 kilometers and you put it down to 40, is there? Is it now 20% of them? Drivers are not ignoring the speed limit or 25% and that's a whole other problem at which I've been listening to traffic engineering for years now, and these problems come up all the time, so I'm just interested getting prepared with an answer to how that we're gonna. But what that is what the problem actually is, how we're gonna deal with it? Do you have an answer to that.

G

O

Answer that one, so every street would be different when we go out and we do these traffic speed studies.

O

As you know, we're always talking about the 85th percentile speed which which provides the operating speed, which means 15 percent drive faster than that 85 percent drive that speed or less what we have found, unfortunately, and I think this is what you're, referring to over the years, every single time that we have reduced the posted speed limit, so whether it's from 60 to 50 as we did on Sir John, a or other residential areas, where we've gone from fifty to forty, the operating speed, has remained unchanged. So I think what you're saying rings.

O

True I can't say the exact percentage that it would be, but certainly if 15 percent are going over, that posted speed limit of the speed limit is 50. Certainly if it were posted at 40, we would expect the operating speed to remain unchanged. So unless we make drastic changes in that road design- or there is a heavy heavy enforcement- so hence you're correct- and you say the percent of motors who would be driving over the posted speed limit would definitely increase if we were to reduce a poset speed limit on its own. Exactly.

L

Good because that Deborah Kaplan said the design is number one mm-hmm, okay, so get another way of thinking about this a little more deeply now.

L

Sidewalks there's a terrific debate going on in Toronto, but people who do not want sidewalks and you had ready to talk someone in your slides here, side wide gasps. Now to me this is odd at the best okay, you don't want a sidewalk in your neighborhood all right, so that tends to undermine everything. We're trying to do here. So have we maybe it's a Toronto thing. It's definitely centered in Etobicoke and we know who comes from there.

L

So when you were doing your consultations and you've been doing the three years have we had any issues like that? Would we need to prepare for, like it's politicians that I don't want to sidewalk I, don't see why anybody needs a sidewalk all this sort of stuff.

N

Three short answer: yes, so it it is not just a Toronto or an Etobicoke issue, so in identifying where gaps exist in our sidewalk at work. That's that's one aspect of the exercise but physically putting the sidewalk in in especially in established neighborhoods, particularly if it impacts the length of a driveway where a resident may have been parking a vehicle.

N

Now that vehicle is technically parked on city property, our municipal right away, but in shortening the the introduction of a sidewalk inherently shortens the driveway that's there, and that is the that that would be the greatest resistance that that we receive either that you've you've taken away a parking space that I have or that my my vehicle no longer fits in the parking space that exists, even if that land actually is, is technically municipal, and so that that is a component that that we dealt with as part of the eighty consultation and there's new sidewalks that are going in this year in Cataraqui Cataraqui woods, along Birchwood.

N

Where we're, where we dealt with this issue with the residents, we found that the best approach with that is having a having a master plan that identifies where those gaps are informing the residents early and having some consultation and engagement with them to understand what their concerns may be and then providing them information through the process.

N

But it also involves a willingness to move forward with the plan with the priorities that are set and prioritizing pedestrians over vehicle parking. Okay,.

L

That's good to be reminded all that and good to know it's happening in Kingston as well, so because those people become a vulnerable to ticketing too, because you're not allowed to park over the sidewalk.

N

L

That downtown what it becomes.

N

Is it'd be what it can, unfortunately become as an issue that then becomes an enforcement issue, because you have behaviors of some residents and then you have other residents who are looking to use the sidewalk accessibility needs and other aspects that, where that that conflict occurs and the city's bylaws and are quite clear that a sidewalk must remain unobstructed.

L

Question roundabouts in the process, I know councillor Neill and I had to do this numbers of times is it's sort of like having a roundabout? Is you consult the neighborhood and just some extent? It's we are looking for acquiescence in the neighborhood, except the roundabouts, based on the way, I read the report. It seemed to me we were going to more and more take that away. If we follow what mr. Kaplan was saying, we would be saying no. This is the most efficient way to do things. This is fits into our sustainability plans.

L

Aren't a necessity to do all that sort of thing. So we're not gonna, let you say yea or nay anymore. It's changed so I come here in council a long time now so yeah it used to be much 40, yeah, we'll take it we'll go along with it and I know. In councilor meals area we had one and then they reneged on it and I know. In my area we had one taken right out: okay, so I just want to know how we're what we've lost fee. How does our philosophy on this now?

L

Are we basically we're saying we've identified around about it's necessary here and we're going to do it so we're just telling you as a matter of course, it's.

N

A three chair so I think there's a couple of components to that when we, what is referenced in the report, refers to sort of a review of the city's traffic calming policy. So when we're talking about a roundabout in a neighborhood, those are one of the that treatment is one of the tools that we use for traffic calming, and you are yes, I- think the way that you characterize. It is correct there.

N

There is an aspect of the city's traffic calming policy that seeks agreement from the neighborhood that this is the type of peace that they would like to put in there.

N

However, at times that can be to the detriment of speed reduction, and so the philosophy, it's not the philosophy, the the approach that vision, zero's sort of requires is that you would be looking to put the design features in place that most, that that address the issue of speed or of road safety overall in in the best way, that doesn't mean that the city wouldn't engage in consult on what that would look like and all of those components, and we wouldn't consider public the public, consultation and information.

N

That's provided as part of that decision, but we want to part of that review of the traffic. Calming policy is to look at to look at that aspect of it. It's also to look at the way in which were approaching traffic calming which, which, from a tool standpoint when it's done in isolation, often often shifts the problem or can shift the problem to a neighboring block. It's the same.

N

It's a similar approach in the way from a parking regulation standpoint, if you restrict it on one block and just add one block over and you'll, find those cars right. So I think from our standpoint again that that review and the way in which we would look at traffic calming again would be.

N

We would want to look at it at a broader and more of a neighborhood level and that we would consider all of those pieces and present that as a whole plan that most, that that provides the the plan that greatest the in the that addresses the concern in the best way and that could include a variety of different treatments. But but yes, there will need to be. There needs to be policy and, and political will, to tool to allow for that change to happen in a neighborhood level that may not.

N

That may come at the detriment of the of a sidewalk going into someone's front yard or a change in an intersection design that that may not be preferred by an individual.

L

Thank you, that's good. Do you see all.

A

Right well, move along to.

J

A

You very much for all of your excellent answers and for the the work so far and for the briefing we're going to move along to the next item, which is the actual item of business of the you can even stay in each box. There may be more questions, so the 7a or you may be stay near a microphone I guess so. The City of Kingston Road Safety plan. So there's the report right and then there's a recommendation with essentially two clauses right and that we see there.

A

So we need to ask well you know, questions for members. The committee would normally come. First, we've all had a lot of time on the briefing there so and when, when it's on the floor, you can still ask questions so I'm gonna go right to members of the public asking questions on the report to step two and then, after all, the members of public of spoken staff can respond to all the questions.

F

Thank You mr. chair, so I want to praise the quality and the effort. That's gone into the report. I know it's been extensive period of time on it like a lot of good work, has been done. I have 25 points and I'm not going to get them all in so I'm gonna cost free on maybe half a dozen and write the whole thing up and put it in as a letter to the committee. I think I'll put it into Council in general, because it's a wide interest on this.

F

So what I am gonna start with is what I see is a bit of a shortfall in the stat type analysis. What you have is good I think it's missing areas of, for example, seasonal breakdown, right, say spring summer, fall winter and say month by month. So yeah policy have that data that hasn't been presented. So that's very important to have and I think having all of the collision data brought in with the ones that just cause injury or death is very important as well as we as we've heard.

F

So many percent of the collisions don't involve injury or death. So, bringing that into the picture I think is very important to have.

F

We've seen a scooters in Kingston I've seen them right, so that's not talked about and things like a stunt studying of bicycles on the sidewalk and that kind of thing the enforcement Thera. That could be improving. So I my question: is we had some some discussion on enforcement if you increase the enforcement? What's the impact on the traffic safety I'm, not sure that's some uh pacifically! So that's a point I want to make.

F

If we increase transit service I know, there's been a big upsurge in transit, patronage, the last years, and everybody needs to be congratulating for that. But there are areas of the city that don't have transit north of the 401 West Brook Airport, those four areas. We get vehicles off the road and we increase our safety.

F

That way so I note, past councils have been committed to improving transit service, so I'll be putting that one in which think about rounded boats and what was presented in the delegation was tremendous, but Netherlands is not Canada when it comes to winter. Right, I have Dutch background. I visited another ones myself, so I've seen some of the work they've done there.

F

That's not considered in the scholarly part you didn't examine the Netherlands or see Denmark, but in Canada we need wider roads because we have winter conditions and we need places for snow to be piled up when it's followed, so roundabouts Nick take more space I'm in favor of them myself.

F

We could update our data set with 2017 2018 as we go forward. We have 2012 2016 so that data is available. It should be included. I, think in the the package of just the material be able to look at. We got a number of up arterials in the older part of the city, they're in very poor shape. Now the city did fantastic work on division at Princess right as part of the phase for Big Dig project, so that was a very bad area for traffic safety and it's much better. Now right.

F

You have bike lanes clearly indicated the pavement is vastly better. So the the older areas like King, Johnson, Union, Brock, princess Queen and Marty all queen is terrible. It is just unsafe so and then fitting in the improved Street design with the newer development areas. That needs to be emphasized that war and I know Kaoru Hoff has been racing points on rural road safety. We have a lot of rural roads that are a very proceed so I know, that's part of the plan to try to fix that.

F

So I think those are the points I'm emphasizing and I'm, not sure. There's a lot of questions there. I'm sure staffs aware of all this, but I think that the scope of that report needs to be broadened a little bit and to get more data cific information in there. So thank you.

A

And I invite mr. Dixon to submit your written points. You can circulate to council make sure the clerk's will help you with that. Thank you any other members of the public. Please.

P

Hi thanks Roger Healey from Beverly Street I I just wanted to mention a couple of things. I think it's! It's terrific that that the road safety plan is is being incorporated into the active transportation, implementation plan and I. Think those those things are very logical and make a lot of sense.

P

I wanted to add that that speed reduction really is the the elephant in the room in a sense, I know that card car driving public, don't don't like to think about slowing down, but in a lot of ways, if you, if you do the simple math you can get across the city in virtually the same amount of time at a slower speed.

P

So it's it's a hard hard thing to get your head around, but I've been trying in the past few days to past few weeks to drive at the speed limit and there are some roads where it's just impossible to to stay at the speed limit, I'm thinking of, say, front road to do 60 and see all the cars zooming by me and I'm I'm, holding up traffic by doing that so anyway, I just wanted to to spend some time thinking about what it really means. So you know a five kilometer trip at sixty K.

P

You can do it in five minutes: no strip, no stopping, of course, but at 50 K. It's really only six minutes and at forty K is seven and a half minutes. So you know, and for that two and a half minutes you, you could easily lose that in in stoplights and and so on and I. Think, as a few of you mentioned, traveling at a slower speed is not only safer, it's better for the environment because it doesn't cost you as much in fuel.

P

The second thing I wanted to just sort of mention is that you know we throw around these numbers like 359 collisions average, but you have to stop and think about just how devastating that is, for the individuals, the families, the economy. These people are out of work for periods of time, incapacitated for long periods of time and and maybe.

P

Suffered diseases or injuries that last for a long long time, so it's it's really important to just focus on on that bigger number and the possibility to reduce it is is really very meaningful. Anyway, thanks very much.

A

Thank You mr. Healy.

P

A

Other members of the public wish to speak. Yeah just come to a microphone. Please.

G

Hi Hal came and I just really wanted to kind of reinforce what a lot was already being said and, as a lot of you know, I'm quite involved with the cycling community. Cycling safety around Kingston I want to applaud the work. That's been done so far by the engineering and other departments. I think one of the things that and I keep hearing the low fruit. You know as we roll this out. So I guess.

G

My only comment is and having heard tonight and thinking overs, you know some of this is I know it's a long range plan, but I think that maybe reevaluation what some of the low-hanging fruit is, in particular the existing infrastructure to repair it. I know the bollards have gone up and those seemed to be working very well in this type of thing, but just road surfaces and other things that can make cycling a little bit more safer around the city and talking in particular about cycling, repair of sidewalks also for pedestrians.

G

I know the other hat, that I wear in rehabilitation just for getting people that don't even use assistive devices but uneven sidewalks and those type of things so I guess looking at it from you know just calling attention to remind that, the stuff that we have already in place that could work a lot better if it was just repaired but again a whole heartily in favor of things, especially roundabouts, roundabouts, roundabouts, surrounded dogs. So, thank you very much.

G

A

You are there any other members of the public who wish to speak so we'll go to staff to respond to the members of the public I.

N

Had that the questions that I heard just related to questions around whether increased enforcement and increased transit use had an impact on traffic safety, I don't have information that we can share on that, but that that certainly would be part of the analysis that we were doing with the annual Road Safety report that we would bring in looking at collisions and other data pieces.

N

The other aspect related to the collision, information for 2017 and 2018 again, those those numbers and and ongoing annually will provide that information both as part of the report end and as part of the public portal that we've populated with that data.

A

Great, thank you. So we need a mover and a seconder for the recommendations we get on the floor, moved by Councillor.

R

A

About councillor Dougherty I'll read it out that the EIT P committee recommended council that council endorsed the Road Safety plan included as Exhibit A in report number 80, P, 19-0 8, and that council, in support of the findings and principles included within the road safety plan. Direct staff to incorporate the city LED countermeasures outlined in their Road Safety plan into the act of Transportation five-year implementation plan and the annual work plans of the Transportation and Public Works group moved and seconded. Does anyone wish to speak councillor Neill.

J

Just one quick one I should have asked before: um are there within the urban boundary? Are there any roads that still have 60 kilometre speed limit on it other than maybe the entrance point of Sir John a are. There is everything else, the default 50 kilometer, no.

O

There would fault that would be posted at 60, so we would see that on pieces of Gardiner's road parts of Bay Ridge we'd have to go back and look at our bylaw, but certainly not all of the roads in the urban boundary are 50.

A

A

So we've we've.

A

Yeah we're at deliberations so maybe before we vote, we maybe be clear about what exactly it is that recommended recommendation is saying so maybe I'll phrases has a question to staff or you can just confirm so. The the road safety plan is this document, that's in the appendix and it was prepared by the consultant and it can. It contains a lot of useful information, but the the specific implementation of it is a separate thing and that's what's spoken to in the second clause and in the second Clause.

A

We see that the recommendation is to direct staff to incorporate the city LED countermeasures, so so that's by CV LED. That means countermeasures hasn't identified by staff based on the report. That's not what that means.

N

3 3 mr. chair. No, that is specific to the countermeasures that are led that are led by the city. The there are a number of counter measures in the document that are led by other Road safety partners that we cannot compel them through this motion to do anything with thanks.

A

For clarifying that, so that yeah, with the exclusion of the enforcement things like that, the police would be enforcing, which is an external agency or public health, so with the exclusion of those the ones that are City led that are identified in the report. So what's directors have to incorporate these into the active transportation implementation, implementation plan and the annual work pens of the transportation public works group, and we heard from miss kids answers earlier that that last part is essentially still to be determined as to the specifics.

A

So we're directing staff also to to do that. Work, I, guess, to identify where these countermeasures can be added to the annual workmen's.

N

Three mr. chair, yes, and so within the report, the specific countermeasures you will see them referred to as existing expanded or new. So there are a variety. There are a variety of programs that are in place right now that the city operates and that our partners operate within the. So the intent would be to incorporate all of those continuing and ongoing into into the city's work plan within the active transportation implementation plan.

N

There are various countermeasures that are expanded as part of that program, notably around the safer, more active routes to schools and number of aspects around the young, younger, younger demographic school zones and education, as the city expands into it, expands from building and maintaining infrastructure to the education and other engagement aspects that we spoke to and and then the second part of that recommendation would then would then a second recommendation speaks to the components that miss kid was speaking to about.

N

There are road design guidelines, there are the pedestrian crossover work and the other components that we have aligned in the report that we're looking to update to reflect the road safety plans, approach and.

A

That last bit, we heard would be for there's nothing in the 2019 work plan, but it would be for the 2020, starting with the 2020 work plan. Is that right.

N

Mr. chair that specific to this report, it speaks to the review of the traffic calming policy and the pedestrian crossover work, which I believe the outline a completion in 2021 for delivery back to Council, the the remaining the remaining policy and implementation guideline pieces that again are outlined in in the report. Do not have a timeline associated with them yet, but the intent is that they would be updated to reflect the road safety approach in the future. Okay.

A

Great and I guess final question about the traffic calming review. Does this mean that the current, and maybe the ones that might come up this year from the district we have? This to two streets can be identified by district councillor on a yearly basis for review by staff for to have common measures? Would that continue? While this is under review.

N

Three years three mr. chair, yes, so I- think well the policies under review that we would. We would continue with the current policy, but certainly open to having those discussions about the ways in which that can be reflected in any review that we do.

A

Okay, well now, I need to ask the vice-chair to take the chance. Well, I can speak. That's a committee member thank.

I

A

You- and this is actually an amendment but I'd like to introduce it it's very straightforward. So mr. clerk, it's the first Clause that I sent you not the second, so that the City of Kingston make a true committee commitment that City of Canton make a true commitment to vision, zero by setting an inspiration, goal and inspirational goal of zero pedestrian fatalities by vehicles.

A

It's like it's in the plan. Vision. Zero is referenced, allotment plan, but we didn't actually Council hasn't said anything about vision, zero, yet we're just endorsing a road safety pen that references vision, zero, so I thought if we added a class that actually explains what vision, zero is and said and makes a commitment to it. The the goal of zero pedestrian fatalities by vehicles. It's only part of vision, zero, but it's the it's. The part I think that's the most I I think it needs to be.

A

It can be rewarded if you like, but I, think we need to put something about vision: zero in the recommendations. That's why I've made the amendment. Ok,.

I

So the clerk has the amendment it's moved and seconded okay.

M

A

Put you down comes from Holland as a seconder, but I can ask someone else. If you like yeah.

I

I

Okay, so the amendment moved by Councillor straddle a second of my cancer Holland, but this following Clause be added to the it's.

A

Just one clause that.

I

The clause be added to the beginning, the beginning of the recommendation, okay, so that the first part of the recommendation would read that the City of Kingston make a true commitment to vision, zero by setting an inspirational goal of zero pedestrian fatalities by vehicles. Okay, so staff would like to speak to this go ahead. Mr.

N

Mr. just a clarification around the terminology within within the report and the plan, there is a vision which is a long-term vision and there is a and the goal that is set is a five-year goal, so I just to clarify that it. The the longer-term approach, would be a vision, and the report speaks to a five-year goal.

A

N

I put forward that the word goal may create some confusion if, depending on what your intent of this is it, it could be interpreted with with this approach that this the intent would be that the city has zero pedestrian fatalities by vehicles within five years. So.

I

The interpretation, as is, would be with no time with no time indicated is that is a problem, because it is that we were saying or that it's contradictory.

N

Yeah and I think that's for for committee to discuss, but I just I want you to be aware that, in the context of the report, goal is associated with a five-year time frame and vision is associated with a longer term time frame. Okay,.

I

So, council chef: are you interested in adding a time frame to this meant this? This amendment either.

A

Can replace the word goal may be to remove the ambiguity and and may be put as soon as possible, which is a vague but specific.

A

The truth, there's no luck to two casualties and the year that we get zero will be will be a great year. But there's no way we can predict when that's gonna be okay, but I'm, open, I'm, open to suggestions of how delicious.

I

Okay, so counselor T.

E

And I think we should add nutshell so: cyclists.

A

Try to keep it simple, but any suggestions I don't want to make it too wordy. So.

I

E

I, just have a can I just ask the intent of this. Can you explain the intent again Peter.

A

Simple, is it's just this aspect of vision, zero to put it in writing and make a commitment to the people of Kingston? That also explains what vision: zero is. If we don't spell it out, I'm telling you people are not gonna, be burnt, gonna, be reading the report and know that it's based on vision, zero. It doesn't say that it's just a road safety plan, I mean not just or I, think that's a huge thing, but I mean if we, if we want it to be vision, zero, we have to say it. That's the point.

I

So I'm, if it would be I mean given that this is asking essentially it's asking Council, to make a commitment to vision, zero that is not expressed in this document, which might be something that we've just brought forward as a motion to council. That is separate from this road safety document. But it's more a statement of commitment and vision and values.

I

A

It passes today it will be the middie, that's recommending it to council and if it doesn't, I can or I suppose I. Unless there's rules, I could enter and add, kills.

R

I've made more sense here because we.

A

Heard all of the presentations- and we know what vision zero means so I thought I'd introduce it here. Okay,.

I

Counselor mr. huff.

D

Yeah I appreciate the efforts here, but I think the intention is embedded in it in its current format. I think obviously sass intention is to I want to understand. You know that we're committed to vision, zero, but the way it reads to me that counts the things to make a true commitment and operational goal, and then it misses on the you know: Podesta fatalities by vehicles, I think we've done that I think I think it's doing that it's it's it's it's understood in my mind and probably not necessary, in my opinion. Right now, thirty.

E

Could I suggested bidding I, don't know if this would work, but the council endorsed the road safety plan, including as Exhibit A in the report number data and the vision zero contained within because vision seer is inside the road safety plan, but then at least you're naming it and it's contained within the road safety plan, and that's it.

I

Councillor zanuck, so this is an amendment.

A

M

A

I would like to draw my amendment and a half council Authority submit her amendments every day, so.

I

That's good counsel. Geordi. Can you please for the clerk.

E

um Looking at the motion, as is in the first Clause after the first end, vision, zero can contained within.

I

The router you seconding this to meant.

A

We add the word and that kept vision zero contained within then I would be happy with it.

I

Okay, so moved by Councillor Daugherty's seconded by councillor, Stroud.

I

That the end of the first clause contain the addition.

I

And we're sorry boy reading, while the screed is moving, it's really fun. Okay, just.

M

Give me one second.

I

Okay, so that the the first clause that the following words be added to the end of the first recommend clause quote and the commitment division, zero contained within.

M

I

All ok with that I think all right. So it's moved and seconded any further comments on this amendment. Okay, seeing none we'll call the vote. All those in favor opposed carries I return. The chair thank.

A

You I just had a comment about this sort of very basic nature of what we're discussing Kingston didn't start out with, as many vehicles well didn't start with any vehicles. It started out before, even maybe I guess. The vehicles that you attach to the back of a horse is what we started with and at that time there probably were discussions about safety when it started to get like the downtown area started to have lots of horse and buggies going by. But it probably the speeds were never faster than maybe 20 kilometers an hour.

A

So probably it wasn't really thought of, and so the road design that we're actually inheriting as in the City of Kingston, especially the old part, is actually predates the vehicle. The motor vehicle, which is essentially the problem and then there's the whole tradition of the post-war years of car infrastructure.

A

Being you know, go go, go with the car infrastructure, expand, expand, expand which we did and North America benefited economically greatly by the transportation networks that we had nobody foresaw what would happen with population expansion and that one day we would run out of room and place for the cars and pace of life full of creased. To the point that I mean everyone knows when you go to Toronto, everybody says the same thing: if you visit Toronto from a smaller municipalities, it's like it's crazy.

A

It's crazy troubles, crazy, Scots, okay, I, don't go to Toronto anymore. You hear these comments right and why is that? Toronto is actually a pretty interesting place. We still go there, but we probably go there as little as possible, and the very first thing we're thinking about is how am I gonna get there safely? There's the 401 there's the Gardiners. You know DVP, it's all dangerous and it's all speed plus volume, all right. The 401, especially speed phones volume. So we don't have troubles problem yet and we inherited this old infrastructure.

A

But what we do have is a car culture that everybody in North America has and the problem with cars is that they conditioned us to take things for granted, such as pedestrian safety, such as our own safety. If you've never been in a car accident, it's an eye-opening experience right it. It's a near-death experience and all you might have just been going to the grocery store. You know it's, it's a combination of the banal with the life threatening. That's what vehicles do.

A

There are 2000 pounds of steel and they're dangerous and you take them for granted, but you still need them. It goes it's. It's two sides of the same coin: they're very useful contraptions, but they're also dangerous. You forget about how dangerous there are until you have an accident. If someone loses a life, it's too late. That's what the basis of vision, zero is and the zero is is the point if anyone loses a loved one to a traffic accident, especially if it's pedestrian versus a car, it is if there is no consolation.

A

You cannot console that the family members of that loved one- and you know a little boy- was just hit on Baggot Street by city park the other day just a couple weeks ago. You know critical condition, it's you know totally avoidable and the driver themselves probably didn't even see it coming like. Then they probably weren't of those ten percent that.

G

Counts: a person.

A

Was talking about the ten percent that don't that drive about speeding them and my dad might not have even applied in that case, he might have been going. The speed limit, speed limit through Baggett I believe is fifty cars in our bag. It through City Park, it's a it's a street that goes right through the middle of the park as fifty cars an hour right so collectively we're all the pendulum swinging back now, we're all worried about safety.

A

This is a great start, but it's actually gonna take yearly effort by this committee to to flesh this out and to help staff get where they need to go so I'm unsatisfied with the work. That's happened so far, but it's only the beginning, and the last thing I want to see is a status quo future for Kingston. This is this is not about the status quo. This is about saving lives. I dedicated my life to doing so in my other job, if I can do it in this job would make me very happy. Thank you.

M

Well, the person the member of the committee, who had the chair unfortunately had to leave the meeting, so I will take the time and give the chair back to you. Then mr. chair Thank,.

A

You mr. clerk does anyone else wish to speak before we vote on the recommendation.

A

Okay, then I'll call the vote on the amended recommendation, all those in favor opposed that carries unanimously. Thank you very much. Next is 7b, which has options for single-use plastics reduction, keeping in mind. It is now 20 minutes to nine.

A

It's over report from the commissioner, the acting commissioner of community services and there's recommendation. I guess staff can introduce the report and then you'll notice. There is six clauses in the recommendation.

S

Thank you here, members of the committee. This report responds to council's direction of June 26 2018, requesting information and recommendations related to single-use plastics and their reduction within the report. It's important to note the definition that we've applied to single-use plastics.

S

Technically there are many types of plastics, but the single-use plastics that we refer to are those that are easily that are not sorry that are not easily recyclable and are of a size or pattern that cause them to end up either as garbage or litter.

S

Those are things like plastic bags, straws cups, stir, sticks, cutlery, takeout, food containers and the like report examines the global, regional and local impacts of single-use plastics, and we recognize the environmental problems that are posed by these materials on our oceans within our Great Lakes and along the shorelines of Kingston and in Kingston's public spaces.

S

Importantly, the report also describes the municipal cost to collect and recycle, or at least try and recycle. These types of materials items like plastic bags and polystyrene often are collected, but gaint. We gain no revenue because of a lack of places that will accept these. These items, other smaller single-use plastic items, are often not compatible with the process that we use a Kingston area, recycling center and and even though they're collected as recyclers will end up as litter or sorry as garbage. The report also looks at public opinions on on single-use plastics.

S

We did do a cursory get involved campaign that received over 1,700 visits and on and 24 ideas for single-use reduction from Kingstonian x'. We saw petitions, notably one from elgin berg school with 1500 signatures on it, looking to remove plastic bags, add polystyrene and within Canada Ontario and Ontario wood. It's important to note also that a poll commissioned by nanos research in 2019 showed 80% support or somewhat support nationally and in Ontario for a complete ban on single-use plastics.

S

We've examined other jurisdictions and examine how they've proceeded with reductions to see these plastics there's a gamut of those from laws that require a minimum charge for reusable plastic bags to others that are commitments to ban single-use plastics and notably Canada and Europe. Both committing to banning a number of single-use plastics by 2021.

S

Based on all that, there are, the report, does recommend approaches to reducing single-use plastics in Kingston, first and foremost is leading by example, and what we're recommending here is emulating the National Arts Centre single use, plastic reduction approach and removing single-use plastics from both the Grand Theatre and the Invista Center in 2020.

S

That will require the establishment of an organic waste collection within those facilities and the use of compostable plastic replacement materials and with also attention to collecting or using and collecting materials that are compatible with the existing composting facility that nor Tara runs here locally. We also seek to examine municipal practices and policies to remove single-use plastics from things like special events and through vendor licensing.

S

Even though a federal restriction or ban on single-use plastics is by far the most preferred approach, we would avoid a patchwork of bylaws and approaches from municipal miss pouty. We do recommend a contingency to proceed with the initial steps for consultation on a potential, local single use, plastic, elimination by law. In case the federal government will not or cannot follow through, and we also recommend support, continuing support for local leaders and public awareness on the single-use plastics issue, notably sustainable, Kingston's plastic free summer challenge, which is seen a doubling of participation from 2018 to 2019.

S

The financial aspects that are presented associated with these recommendations are generally minor, and the report's recognizes that we will be able to use existing budgets somewhat, but the additional budget requirements required to do things like purchasing new containers and signage and so forth for an organic waste stream in a Grand Theatre and in Vista Center. Those will be included included within budget submissions operating and capital budget submissions for 2020, and we have Heather Roberts from solid waste here to assist us with any questions you have as well as myself and Peter. You can boss.

A

That's great and Eve, this committee.

A

Councillor Doherty.

E

The thank you and through you know, the cost of is mentioned that there that they may need to generate it from recycling that or does it cost I would us, and how much does that maybe offsets they caught the additional costs of replacing styrofoam.

R

Chair I, don't know that any of the costs presented in this report would actually reduce the amount of styrofoam that is being used. I. Think the single-use plastics item is the plastic bags draws other cups and beverage containers that styrofoam I mean takeout containers. Yes, there would be a small percentage of reduce costs, possibly with that I would say yes, but to quantify that as difficult. The city sends out about 40 tons of styrofoam for recycling per year.

R

That's what we're capturing at the recycling plant and we're sending that out somewhere in the neighborhood between 12,000 to 15,000 dollars per year. So out of that 40 tons that we are shipping out and it's costing us money. The waste industry is all by weight. So whatever we can reduce from that from single use, styrofoam food containers there will be some cost savings, but those are relatively a light material and often those are the the kinds of styrofoam that are soiled and would be ending up in in the garbage in the plant and managed.

R

So if we can get businesses and people reducing that there will certainly be a reduction in the waste management cost of that. But it's difficult to quantify that at this time, I.

E

Have more going to restaurants to buy takeout food and bring their own container so there's some health regulations stopping that or could we do a campaign around that.

S

I don't know if there are health regulations that would prevent that from happening, but we can certainly we can certainly look into that. That was actually not an option or idea that was brought up through our consultation. So I'm surprised it wasn't.

A

On that point, I know that I Tara natural foods and other stores like that people bring their own containers and that they're a commercial, have a license so I'm assuming it must be.

A

It must be okay, but that's a good one. Joe Sanok thank.

C

You, if for the vendor that works at the Invista center or at the Grand Theater, if somebody needed some food to you, know like take home like I'm thinking, french fries, leftover, french, fries or so are there like paper boxes? It could go into instead of like styrofoam or would we be telling the vendor and in Vista Center, you know if they can't supply any sort of container through.

S

Your mr. chair and here is at the Grand Theatre in the University Center to identify alternative products to single-use plastic. So there are a number of products on the market, be they paper or biodegradable plastics. That are, you know, certified as as such, and it would be our intention to replace those sorts of items that are needed by the the concessions to do their business with materials that are not single-use plastics by definition and can be either recycled or turned into compost through an organic waste stream. Thanks.

C

Thanks for that, clarification that hopes a lot and then my second question is for Miss Roberts right so on the bottom of page 102. In the report it says like it's on the list suggested actions for the City of Kingston and it does say pet waste to be composted in the green bin, so that is only if we ever get there is that right because I know: we've had lots of email trails in 2019 about dog waste, but we're not there. Yet it would be.

C

It wouldn't be affordable to send the dog waste up to Ottawa for that one anaerobic digester. So this is only proposed if we can't get there one day. Is that correct.

S

I'm gonna start answer this one three, mr. chair on page 102. What that exhibit is showing is the results of our get'em of consultation, where we received ideas from people interested in reducing single-use plastic. So that was one of the ideas that was submitted. It's not it's not a recommended action at this time.

C

Thanks, that idea does come up a lot.

L

L

Let me just see you know: oh, is it possible? It seems. I know that if councillor Kylie was here, he would be emphasizing that. My question is this: he would be emphasizing the health issues to do with plastic, and it's a we can do here is that the the tax will be taken.

L

The approach to be taken in this, which I generally support the and that is I, have read that they're microscopic pieces of plastic have infiltrated human cells and even DNA and I'm wondering if we found anything that in our research, because as this goes like that comes with Carly who once said to me when sitting beside me as this issue will turn on the human health issues just like cigarette smoke bit rather than trying to convince people with all the other good arguments, we get it's killing them, it's in you, it's in your child, so I'm, but I'm not swearing to this I want to know if you found it.

S

Through you, mr. chair, the you know, the the main impetus for this kind of action in this report is the environment impacts, cause device. This discarded and littered single-use plastics there's also a an energy in greenhouse gas emission aspect to this, but we also did find that there is.

S

There is commentary to the effect that, as plastics are in the environment, they break down to smaller and smaller pieces, and those smaller and smaller pieces become more ingestible to smaller and smaller smaller organisms and therefore the plastics get into the food chain and presumably get into us at some point. So there is that health connection I think it's pretty nascent right now, but nevertheless you know I think over the next couple of years we're gonna see more and more well articulated links to that that human health aspect of micro, plastics.

L

It's good I recognize what you're saying from this report, because I did read the and thank you for that, but I think we should pursue that because the way this goes is there's an up and down down type of consciousness on the part of the public they get it, they don't get it they they want to do that. They don't want to do it, and but if we can demonstrate it's a health issue, maybe people like Queens would know done. The research have connections to researchers, so I just want to suggest that and.

L

There's a question on page: well, it's 80 to 78 of the report, I think but 82. If you're going through our art version and then is it says, 60% of single-use plastics consists of plastic film wrapping bags. Then it says 60% of discarded su Peas end up in the garbage stream.

L

So is that 60% of 60% are ending up in the stream and that we're capturing the rest. I just wanted to understand what those two statements made. I can possibly make that clearer to you. If I can find it.

S

Three of us chair the what what that paragraph is trying to say is that 60% of all single-use plastics observed within the collection stream were observed within the garbage side of the collection stream of all of the sixth of all, of all of the single-use plastics collected. 60% was plastic film. So it's it's unfortunate. It's the same numbers a bit confusing, but.

L

My purpose for asking that question is it's pretty clear that a ban would be a benefit to the municipality, because we're losing money, and it's affecting our efficiency of our operation, is in the interests of taxes, so I'm looking for arguments, okay, like when I read these things, is it? How am I gonna sell this, so everything works here if we're losing money, even though we're doing the right thing, then a band actually makes financial sense.

L

To the chair, yeah.

T

Yes and the chair: yes, when we looked at the numbers and the the data working with the director of solid waste, knowing that it is a difficult market place to dispose, if you will of the of the collected recyclable plastic film, we looked at how to how to come back to this committee.

T

With a recommendation based on that data and as director McClatchy said earlier, the preference for bands would be at a higher level, such as a federal level, in order to do it nationwide and be consistent through all producers and consumers, but as a contingency plan.

T

If you will staff our seeking direction from the committee through counsel, to look at what a band could be engaged the public and stakeholders and find out how that would go if a band doesn't come through on a federal level that know that information with the cost-benefit analysis there are costs to dispose. There will be cost to implement a ban and enforce a ban and and make it work. So we want to come back with that information that wasn't in a direction that we had to come back at this time.

T

But looking at those numbers that you talked about, we wanted to seek that direction for Council to look more into those numbers to be able to make a decision, if need be. If there isn't a higher level band put in place.

L

Go to one of the more important questions I had and that is as I read this. It seemed, and perhaps you gave part of an answer there to one question: the we're going to eliminate the subs from the Grand Theatre in the in Vista Center as a start, and then we're going to phase into other facilities.

L

I'm not sure we've got the time to do that kind of thing like in the sense that we've about 10 years 11 years to get our act together, and this is one small element of a climate change strategy right and it's just goes to show just how difficult this is going to be right. So I'm not trying to be critical for the sake of being critical at all. It just demonstrates I'm of all kinds of good information here.

L

So what will we receive, for instance, a timetable for moving on to those other municipal in a simple facilities, because the whole thing seems kind of I: don't want to be insulting I. Take it. They timid, okay, like relative to the problem. Okay and I am so part of the answer. Maybe that you're saying look these other people may ban it and the means get our footing here. So we'll still have something, even if they fail to do it, which I think is a good observation, because this is what happened with cosmetic lawn pesticides.

L

They had to do it because all the municipalities were slowly tumbling over each other. To do it right, and so they just cut it off and said: no we're not gonna. Do this now I'm, not sure it's entirely enforcement there. We are so by us doing what you're suggesting I think it's a good idea, I'm just concerned that it won't be fast enough. So your response to that or is this strategic answer, yep.

T

And through you, mr. chair I, think it's important that we do it right and we put in a timeline that we think is achievable.

T

We think strongly that it's achievable and perhaps sooner and the key thing is to start out with municipal facilities like the Grand Theatre, that we fully control what comes in and out of that menu as far as events and to source replacement items for the plastics that we are using at this time and what we can do with with that experiences, use those learnings to apply it to other municipal facilities as well as share those learnings with the broader community and, as we note in the report, there's already private sector businesses that have adjusted and and reduced or eliminated single-use plastics from their operations.

T

So it's all about a start. It's reversing a long, long term trend and we want to make sure we can do it successfully, properly, educate and inform and get good by and that those minute at those facilities, including the abysus Center, and apply those learnings to each other facility. So it and all the difficult part is starting I agree and it takes time to do it right, but can then rollover into many other facilities based on those learnings.

A

T

A

Not really a debate between you and staff about the merits of recommendation, we're gonna vote on the recommendation. Right I mean if you, if you have some questions, that's fine but I'm, not gonna. Allow you to debate us.

A

P

A

The six recommend the six houses in the recommendation we go to members of the public and then we will move the recommendation.

F

Thank You mr. chair Frank, Dixon again I'm very impressed with what I see here and I'm, seeing some good discussion, also from the mers of the committee and information provided by staff, so I'm also going to push a little bit more aggressive approach to this. It's a good start, taking up council Hutchison's line of thought on this, so I'm I'm gonna have some I, don't have 20 points got about five or six, so I'm asking the court to take them down.

F

So the two city-owned facilities are a good start. As staff have said, the center I'm really concerned about is the leon center. But not only is it a much larger facility, but there's much more in the way of say fast food sales going on there at a Frontenacs game or other concerts, or that kind of thing right. So huge amounts of waste being generated and I would like to see detailed study of the leon center operation start right now.

F

What we're standing what's really going on there I think that's a better place to ruie on grapple with the leading edge of the problem and, let's just see a coordination between what's happening here and the new environmental committee of which council authority is one of the co-chairs.

F

That's a great initiative on its own, so a cooperation between those two with the Invista and the Grand Theatre, some education on what can be done at the site by users who are generating the waste through things they buy. So just maybe some explanations there. Some people don't like to be told this for sure right. So I don't wait to see some work done on comparisons with what Kingston is doing compared to other disabilities right we've got an aspirational goal of being Canada's most sustainable City, and we've made excellent progress on many fronts on that.

F

So that's to the credit of council community staff. All of those components are great. We have got a downtown bia restaurant component. That's very wasteful in this respect, just go into any place and observe from a standpoint of not say a social standpoint. Your join with your friends, your watching a game you'll see music, whatever look at what they do is just awesome. The stuff, that's tossed over. So there's colossal improvement there just on the health aspect which they councillor, Hutchinson was talking about.

F

I do recall an article in said to the Comerica magazine dealing with this in recent past and I believe Canada's National, Research Council has done some work on it as well. I don't have the details on that. Certainly we've seen it in certain say: fish and sea animal cells right the you know, you know you know that's when the genetics and the health are really being modified and in a very worst way there. So now. My final point is given that we have a leading University in Kingston and st.

F

Lawrence colleges here at Queen's we have our MC. Could the city really do something important by commissioning research to be done by the environmental engineering and science groups at those universities on just what's happening on these? These are because, like Kingston is probably one of the leading places in Canada on this topic right now, we're taking it up. That's great, but can we actually combined with our post-secondary institutions and produce something?

F

That's really important and original right, take a leading role and and get a hold of this, because it's cultural, but that's not Justin, says our time to respond to this is declining we're in trouble and we have to step up and deal with it Sean. Thank you.

A

Thank you. Are there any other members of the public that wish to speak.

A

All right, so we need a mover in the seconder for the recommendation got thrown off counselor Oh Sanok that the ITP committee recommend council, that staff be directed to remove miss full municipally supplied, single-use plastics from the Grand Theatre and Vista Center operations by mid 2020 and other municipal facilities in subsequent years and incorporate related costs into future operating capital budgets and that staff be directed to undertake a review of municipal policies that are known to generate the use of non-essential.

A

Single-Use plastic products on municipal property such as, but not limited to the special events policy and review the service agreements. The city has, with organizations and partners to deliver services for opportunities to eliminate or reduce non-essential single-use plastic products and bring forward recommendations to council or committee for amendments as appropriate, and the staff be directed to prepare for the possibility that the federal provincial controls on single-use plastics may not occur and undertake a public engagement with residents, business.

A

Other stakeholders on the matter of a potential municipal, bylaw or other methods to eliminate single plastic retail shopping bag, polystyrene convenience, food containers from distribution in Kingston and that staff report back to the EIT P committee by mid 2020 on the results of Public Engagement and a recommendation regarding the implementation of a potential by law, including the estimated financial impact to implement an enforceable law and that staff continue to support the work of sustainable Kingston. Others to enhance awareness of single use, plastic issue in the community and increase participation.

A

The related challenge, programming to reduce and eliminate c-- news practice, and that staff will continue to support learning and awareness of the single use, plastic issue and options for single use. Posture reduction through the city's website communication channels and through employment, engagement and training, any debate category.

E

I'd like to add a cause to that, and although it's a long run already, the clause is short that that staff explore alternatives for the use of single-use plastics. When ordering food in for counselors and or staff.

A

So all we need to do really is bring in our own Tupperware and leave it with the clerk's right yeah.

L

And just leave.

A

It in a drawer somewhere everyone's got extra stuff right. I've got some camping dishes actually.

A

There's a dishwasher downstairs already I.

A

See staff nodding agreement to the amendment.

A

Okay, everyone understands it's for our own meals, upstairs yeah, say seconded by Councillor off, okay, okay, so any debate on the amendment to include counselor taking food to the recommendation council time, yeah. Okay, all those in favor- and that carries any other debate about the motion about the recommendation, so mid, 2020, that's less than a year away. We will we will hear about this again if it passes all those in favor and that passes unanimously. Thank you very much. So that's the last item of business.

A

There were two items: three items of Correspondence, including the presentation from the excellent presentation for Michael Cape, on a note about artificial turf, lawns potential ban there and also something about a recent waste disposal experience. Our next meeting is not until October I was talking to Derek earlier I thought. Maybe we might have to adjourn and have an extra meeting like in September if we weren't gonna finish tonight, but now that we're I'm looking for someone to adjourn, that's not the case.

A

Thank you for sticking with us need a motion to adjourn controls are half counted already, all those in favor. Thank you very much.