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From YouTube: Kingston Ontario - EITP Committee - June 11, 2018
Description
Environment, Infrastructure & Transportation Policies meeting from June 11, 2018. For the full meeting agenda visit http://bit.ly/2vhKYML
A
All
right:
well,
we
have
quorum
so
I'm
gonna
call
the
meeting
to
order.
Welcome
everyone,
the
usual
agenda
items
first
and
then
there's
gonna
be
a
briefing
in
some
delegations.
First,
we'll
start
with
the
approval
of
the
agenda.
So
there's
this
is
a
special
meeting
with
one
agenda
item
the
active
transportation
master
plan.
So
you
see
the
agenda
here
which
contains
recommendation
and
a
report
I
need
a
mover
and
a
seconder
for
the
agenda
moved
by
Councillor
Holland
seconded
by
Councillor
Sanok.
There
is
an
addendum.
A
It
is
a
third
delegation
that
you
should
have
on
your
sheet,
so
the
the
agenda
would
be
with
that
addendum
any
discussion
about
the
agenda,
so
we
will
be
voting
on
the
agenda
as
printed
plus
a
third
delegation
from
mr.
Kane,
all
those
in
favor
pose,
and
that
carries-
and
we
have
the
confirmation
of
minutes
from
our
last
meeting
right.
We
don't
do
that
on
a
special
meeting,
so
ignore
that
item
any
disclosures
of
pecuniary
interest.
A
B
Thanks
a
lot
I'm
gonna
try
to
whip
through
this
I
had
it
I
thought.
I
had
ten
minutes,
so
you'll
get
a
speed
version
of
this
I'm
here
to
represent
a
Keith
Kingston
environmental
advisory
forum,
who
reports
to
EIT,
P
and
I.
Wanted
you
to
know
that
we
there's
this
there's
one
of
the
one
of
the
two
main
working
groups
within
Keith,
looking
at
active
transportation,
so
I'm
trying
to
give
you
the
viewpoint
from
the
discussions
we've
had
there.
B
B
So,
within
the
environment,
we
look
at
the
Kingston
climate
action
plan,
provincial
policies,
federal
targets
and
and
I
think.
One
thing
that
keith
has
a
mandate
for
is
to
further
education
of
the
public,
and
we
would
certainly
be
hopeful
to
get
involved
in
or
or
the
education
and
and
encouragement
parts
of
this
transportation
master
plan.
So
just
some
some
meatball
math
what
I
call
if
you
can't
count
the
number
of
meatballs
on
your
plate.
You
know
you
can't
do
this
math,
but
otherwise
I
think
most
of
us
can.
B
B
You
know
as
an
example,
the
2015
KTM
P
talked
about
three-quarters
of
a
billion
dollars
over
this
time
period.
We
can
come
back
to
that.
The
household
budget
is
also
roughly
a
third
and
I've,
given
some
examples.
Just
again,
meatball
knife
worked
it
out
on
the
back
of
an
envelope
about
a
third
of
what
an
average
salary
of
50k
would
spend
is
is
on
transportation
if
they
drive
a
car.
B
Kingston
has
made
a
lot
of
progress
in
in
all
kinds
of
areas
of
trans
transportation
and
active
transportation.
The
success
of
transit
is
phenomenal.
I
can't
say
enough
about
that.
You
also
know
about
the
success
of
the
school
board
city
program.
Where
there's
free
transit
passes
to
school-aged
kids,
the
KNP
trail
has
been
wonderful
and
it's
it's
going
to
be
a
major
contributor
for
a
long
time.
There's
a
new
bike
share
contract,
so
there's
and
and
there's
just
generally
much
more
awareness
of
the
need
for
80
infrastructure.
B
So
let's
talk
about
the
the
wok
and
roll
and
and
what
what
Keefe
sort
of
reviewed
and
looked
at
it.
The
background
was
explained
in
your
notes.
So
you'll
know
all
this
stuff,
but
so
I'll
have
to
skip
through
it
I'm
afraid,
but
generally
the
you
know
it
started
two
years
ago,
and
you
know
my
reactions.
B
Thank
goodness
it's
finally
here
so
so
it's
it's
been
a
long
long
process,
but
it's
been
a
very,
very
good
one
I
think
so
the
plan
will
will
be
a
blueprint
for
20%
of
80
mode
chair
by
2034
and
I'll.
Come
back
to
why
that's,
maybe
a
bit
of
an
arcane
thing
to
for
people
to
get
their
heads
around
so
with
with
when
you
combine
it
with
transit.
We're
about
a
third
of
all
of
trips
in
the
city
will
be
by
a
sustainable
mode
and
that's
quite
a
significant
thing.
B
So,
just
just
in
say
it
may
sound
like
not
much,
but
just
just
so
you
know
I
think
I,
think
we
recognize
it's
important
and
it
captures
the
need
for
the
citywide
network
as
well
as
the
neighborhood
focused.
That's
that's
a
very
important
thing
that
came
out
of
the
long
deliberation
we
had
over
this
report.
I
should
I
should
add.
If
you
don't
know,
I
was
on
the
the
Technical
Advisory
Group,
so
I've
been
quite
familiar
with
this
report.
B
It's
designed
for
Kingston
and
there's
something
for
everyone.
It
integrates
transit,
so
multimodal
transportation
is
a
very
important
part
of
all
of
this,
and
this
notion
of
neighbourhoods,
ten-minute
neighbourhood
is
is,
is
in
planning
terms.
What
a
lot
of
people
are
now
starting
to
recognizes
as
very
important.
B
B
The
neighborhood
map
I'm
not
going
to
dwell
on
that.
You
you'll
see
it
in
the
report,
but
it's
an
important
idea
to
try
to
first
of
all
mention
I
mentioned
this
ten
minute.
Neighborhood
thing
you
know
all
of
those
should
apply
there,
but
but
in
addition
to
that,
you
know
if
you're
gonna
tackle
something
like
this,
you
have
to
take
it
off
in
in
bite-size
pieces.
So
it's
it's
a
good
approach,
the
spining
of
the
network.
I,
don't
have
very
good.
You
see
the
point
we
will.
You
know
the
one.
B
One
minute:
okay:
the
plan
identified
the
key
areas
that
that
have
to
be
connected.
The
transportation
focus
areas
all
that
stuff.
So
so
we'll
continue
with
the
pros.
We
don't
have
any
cons
now,
just
serious
a
there
really
isn't
very
much.
I
can
talk
about
that
in
a
minute.
If
you
have
any
questions
about
what
I
thought
was
missing,
but
you
know
we
focused
too
much
on
this
20%
mode,
chair
and
I.
Think
not
everybody.
B
The
general
public
will
understand
what
that
means,
and
so
there's
some
some
progress
to
be
made
there
and
we
should
maybe
be
measuring
it.
Progress
intermittently
and-
and
my
last
thing
is
my
little
pet
peeve-
that
we
don't.
We
de
emphasized
the
importance
of
the
importance
of
bicycle
theft
as
a
deterrent
to
to
cycling
and
active
transportation,
but
I
just
want
to
leave
this
up
here.
B
It's
a
it's
a
great
infographic
that
just
shows
that
if
we
continue
the
first
scenario
of
business
as
usual,
if
we
continue
with
internal
combustion
engines
and
and
2.1
billion
cars
and
labbett,
the
bottom
line
is
how
many
megatons
of
carbon
dioxide
and
greenhouse
gases.
This
will
produce
business.
As
usual
is
not
really
a
good
good
solution,
there
are.
There
are
really
three
revolutions
happening
in
urban
transportation.
There's
the
two
revolutions
of
electrification
and
automation,
which
may
and
should
happen
and
they're
already
happening,
and
they
will
happen
before
the
end
of
this
20
year
window.
B
For
sure
and
you'll
see
very
interesting
thing.
There
are
still
2
point:
1
billion
cars
projected
and-
and
that's
partly
because
we
have
this
thing
of
a
car
ownership
and
that
whole
car
ownership
model
creates
lots
of
problems,
there's
a
significant
reduction
in
greenhouse
gases,
but
you
still
have
the
problem
of
traffic
congestion
and
a
need
for
lots
of
roads.
B
But
if,
if
we
make
the
step
to
the
third
revolution,
which
includes
sharing
in
a
very
broad
sense
and
that's
everything
from
uber
and
lyft
to
taxis,
but
buses
mainly
and
all
kinds
of
active
transportation,
to
complement.
All
of
that,
we
we
end
up
in
in
a
very,
very
enviable
situation,
where
we've
reduced
were
down
to
a
little
over
half
a
billion
cars
and
producing
a
very,
very
small
fraction
of
greenhouse
gases.
So
I
think
it's
very
important
to
keep
this
picture
in
mind
when
we
go
forward.
B
This
is
why
we're
doing
this,
this
act
of
transportation
master
plan
because
we
can't
just
get
even
even
if
we
do
get
stuck
on
section,
2
scenario:
2.
It
would
be
much
easier
to
go
to
scenario
3
and
finally,
in
conclusion,
the
walk
and
roll
plan
is
is
unanimously
ador
endorsed
by
Keith
and
it's
an
excellent
start
to
guiding
Kingston
through
all
those
three
revolutions
in
urban
transportation,
and
my
final
word
is:
let's
just
get
on
with
it.
Ok,
thanks.
A
D
Thank
you.
Mister
thank
you're,
the
presentation
so
I'm
curious
you
talked
about.
This
is
maybe
two
questions
in
one,
but
I
only
have
one
so
I'll
put
it
this
way.
You
talked
about
the
difficulty
with
mode
share
and
explaining
that
or
sort
of
getting
the
general
public
to
take
that
on
as
an
initiative,
and
so
the
question
I
have
is
related
to
the
context
of
getting
kids
to
school.
We
have
recently
involved
it
been
involved
in
discussions
about
walking
school
bus
that
type
of
thing.
D
So
just
looking
at
that
population
as
an
example,
the
two
questions
I
get
that
are
related
to
that
are
explaining
the
situation
to
parents
who
think
they're
doing
a
good
thing
by
driving
their
kids
safely
to
school
every
day
when
they
could
be
taking
the
bus
or
walking
and
biking.
So
how
do
we
explain
this
appropriately?
In
your
mind,
the
sort
of
the
need
from
the
city's
perspective,
but
also
dealing
with
some
of
the
issues
related
to
why
biking
isn't
happening
so,
for
example,
bike
theft,
as
you
mentioned,
perhaps
bike
helmets?
B
Okay,
retain
all
that,
but
you
know
you're
right
on
your
bang
on
the
problem
with
school-aged
travel,
partly
ameliorated
by
this
transit
pass
thing,
which
is,
as
I
mentioned,
a
great
thing,
but
there's
still
you
know
so
many
parents
who
think
that
they're
doing
their
kid
a
favor
by
driving
into
school
and
that's
that's,
nothing
could
be
further
from
the
truth,
just
let
them
get
to
school
on
their
own
and
using
active
modes.
They're
fine.
But
in
terms
of
trying
to
do
that,
I
know.
I
know,
k-kat
has
been
involved
in
it
a
little
bit.
B
There
is
kfl
and
a
has
a
school
travel
public
health
nurse
who's
working
on
it
exclusively
so
building
on
the
success
with
transit
passes
might
be
a
bridge
and
and
I.
Think.
One
of
the
interesting
phenomena
is
that
at
school
age,
children
are
the
best
ones
to
come
and
bring
the
message
to
their
parents.
They
you
know.
This
is
why
I
want
to
I
want
to
walk
to
school.
Mommy
I,
don't
wanna,
you
know,
I,
don't
need
a
ride,
and
and
once
that
conversation
starts,
if
that'll
help
a
lot.
B
So
if,
if
you
can
somehow
aim
things
that
way,
I
found
I
think
the
school
boards
have
found
that
that's
the
best
way.
I
sit
on
a
committee
that
the
environmental
strategies
committee
for
for
the
school
board,
and
they
have
some
major
issues
for
sure
about
that
and
they're
kind
of
stuck
on
how
to
how
to
get
forward.
But
Jeremy
de
castas
has
tried
it
and
and
been
somewhat
successful,
but
you
really
have
to
stay
on
it.
B
It
has
to
be,
it
has
to
be
several
iterations
through
school,
kids
and
then
it
might
catch
on
and
as
far
as
other
other
barriers
like
bicycle
theft,
I'd
mention
and
inadequate
supply
of
secure
bicycle
parking,
which
is
kind
of
related
to
that
and
I
think
the
city
is
making
some
progress
on
that.
Those
are
things
that
have
a
have
a
real
deterrent.
B
You
know,
I,
just
I,
hear
heartbreaking
stories
of
you
know
little
kids
who
who
save
up
their
paper
money
in
and
their
allowances
for
a
couple
of
years
and
they
buy
a
bike
and
then
stolen
like
within
two
days
and
they're.
Just
you
know,
that's
really
a
serious
issue
and
and
I
know
that
I
think
the
city
police
could
could
work
towards
a
bike
bait
program.
I
know
it's
been
successful
in
other
jurisdictions,
so
I
just
like
to
see
more
done.
A
Have
a
question
about
the
comment
at
the
end
about
the
20%
mode
share
target
2020
34
and
how
it's
arcane
and
I
guess
I'll.
Just
preface
my
question
by
saying
there
are
other
places
in
North
America
that
have
a
much
higher
than
one
third
mode,
chair
of
active
and
sustainable
mode,
so
transit
and
act
them
together.
E
A
B
I
think
I
think
it's
possible
to
get
to
a
tipping
point
in
it,
I
mean
what
we're
looking
at
our
current
mode
shares
the
last
sort
of
I.
Don't
know
the
numbers
are
pretty
rough,
but
it's
only
like
2%
cycling,
1
to
2%,
cycling
and
there's
something
like
11%
walking
within
the
core
of
downtown
and
I
I.
B
Don't
know
how
that
translates
as
a
low
chair
across
the
city,
transit
of
courses
has
had
some
great
successes
and
so
I
think
the
transit
experience
is
probably
a
good
illustration
of
a
lot
of
people
deciding
hey
I'm,
going
to
give
this
bus
a
try
because
they're
their
colleagues
are
using
it,
and
you
know
so
that's
this
kind
of
social
facilitation
thing
that
goes
on.
You
know.
B
If
you
see
one
person
having
a
great
time
you
you
want
to
join
in,
and
so
so
that
hat
is
happening
and
it's
certainly
a
well-known
phenomenon
with
cycling
that
you
know
once
you
get
beyond
a
certain
threshold.
Two
things
happen.
You
know
you,
you
get
a
a
big
surge
in
in
mode
share,
but
you
also
get
a
surge
in
safety.
B
There's
safety
in
numbers
and
and
once
motorists
are
aware
of
cyclists
more
and
they
see
more
of
them.
It
has
a
nice
sort
of
synergistic
effect,
so
yeah
I
think
it's
possible.
We're
not
there
yet
and
and
I
think
you
know
from
the
time
I've
been
involved
with
it.
You
know,
say:
2008!
It's
almost
10
years
I've
been
involved
in
trying
to
encourage
active
transportation.
B
You
know
I
I,
just
known
sort
of
are
I've,
seen
anecdotally,
more
and
more
people
on
bicycles
and
walking,
but
I
just
don't
think
we're
quite
at
at
the
mode
share
level.
Now,
as
far
as
mode
share
being
arcane,
you
know-
probably
everyone
in
this
room
understands
it,
but
I
I'm,
just
a
little
worried
that
the
general
public
may
have
have
a
hard
time
understanding
what
that
concept
means
and
that's
all,
and
so
maybe
there
are
other
ways
to
measure
achieving
the
success.
So
getting
a
gold
level
bicycle
friendly
community
designation,
that's
something
I!
B
A
So
you
sort
of
partially
answered
my
second
question,
so
you're
saying
the
gold
standard
for
cycling
community
might
be
one
of
those
points
that
gets
us
maybe
to
a
tipping
point.
But
if
you
had
to
put
a
number
on
it,
like
just
I,
know
it's
it's
arcane,
but
if
we're
at
2%
now
for
cycling,
what
number
do
we
need
to
be
at
where
we
start
getting
those
safety
benefits
and
that
sort
of
mob
mentality
benefit.
B
Well,
I,
don't
know
if
the
number
I
think
10%
is
sort
of
a
magic
number
and
that
but
but
I
don't
know
how
accurately
that's
been
determined.
I
know
in
Vancouver,
they've
probably
reached
that,
and
so
so
remember
it's
ten
percent.
Well,
twenty
percent
combined
with
cycling
and
walking.
So
ten
percent
seems
to
be
a
number
I've
heard,
but
I
don't
know
those
research
behind
that,
but
it
would
be
a
good
pun
to
test.
A
Any
other
questions:
okay.
Well,
thank
you
very
much
for
your
time.
So
we'll
move
on
to
the
next
delegation,
which
is
mr.
versi,
who
of
course,
is
speaking
to
the
same
subject,
and
you
also
have
five
minutes.
Mr.
Brousseau,
you
know
will
give
you
a
one-minute
warning
when
you
get
to
four
minutes.
I
won't
start
the
clock
until
you're
ready
to
go.
F
E
I've
also
had
the
privilege
to
be
a
member
of
the
active
transportation
manager
and
Technical
Advisory,
Group
or
tag,
as
you
probably
heard
I'm
here
today,
to
speak
on
behalf
of
K
cash
in
support
of
the
proposed
walk
and
roll
Kingston,
Kingston's,
first
comprehensive,
active
transportation
master
plan.
The
aim
of
the
plan,
as
we've
just
discussed,
is
to
achieve
a
20%
active
transportation
Moche
target
by
2034,
since
the
fall
of
2016
representatives
of
k-kat
have
attended
four
tag
meetings.
E
In
addition
to
these
meetings,
we
participated
in
workshops,
attended
public
meetings,
reviewed
maps
and
reports
took
part
in
bicycle
and
pedestrian
group
tours
and
evaluations
in
different
parts
of
the
city.
This
helped
us
better
understand
the
challenges
and
opportunities
for
improvement
in
8e
infrastructure
policies
and
practices,
including
the
integration
with
transit.
E
The
outcome
of
this
work
is
a
strategic,
a
TMP
that
offers
an
excellent
in
our
mind,
an
excellent
first
step
towards
the
vision
of
a
citywide
network.
A
network
based
around
a
spine
of
dedicated
80
infrastructure
that
connects
neighborhoods
key
to
the
implementation
over
the
HMP
of
a
team
over
the
coming
years
is
the
framework
in
the
plan
that
provides
a
means
to
reflect
neighborhood
realities
in
the
design
and
operation
of
the
local
networks
connecting
to
the
spine
and
across
the
city.
E
The
inclusion
of
concepts
like
Complete
Streets
and
a
framework
based
on
the
principles
of
the
five
E's
engineering,
education,
encouragement,
enforcement
and
evaluation
gives
us
confidence
that
this
proposed
plan
lays
a
solid
foundation
for
future
councils
to
use
as
a
guide
to
implement,
with
ongoing
Public
Engagement
critical
to
the
success.
We
BV
engagement
and
active
participation
in
neighborhoods
across
the
city.
E
The
benefits
that
Kingston
will
accrue
with
the
adoption
and
implementation
of
this
plan
will
reach
years
and
generations
into
the
future.
Promoting
active
travel
and
public
transport
has
health,
environmental
and
economic
benefits
and
reduce
air
and
noise
pollution.
As
the
a
TMP
is
implemented,
we
can
also
expect
to
see
a
decrease
in
pedestrian
and
cyclist
injury
rates
in
this
regard.
We're
also
encouraged
that
this
work
will
benefit
from
the
findings
and
the
recommendations
of
the
vision,
zero
Kingston's,
Road
Safety
plan,
which
is
currently
underway
from
this
work.
E
We've
learned
that
roads
are
sick
roads
that
are
safe
for
pedestrians
and
cyclists
are
safer
for
everyone.
In
closing,
I'd
like
to
remind
the
committee
members
that
in
recent
years,
Kingston
has
received
Bronze
designations
under
the
bicycle
friendly
community
and
walk
friendly,
Ontario
Awards
acknowledging
the
important
act
of
transportation
work
that
has
already
been
accomplished
in
Kingston.
It
was
mentioned
in
a
recent
evaluation
that
a
way
to
improve
our
status
would
would
be
to
adopt
and
implement
an
a
TMP.
E
A
G
Okay,
thank
you
very
much
and
just
wanted
to
you
know,
thanks
for
the
opportunity
to
address
the
issue
to
this
committee
also
want
to
just
kind
of
think
mark
and
the
rest
of
the
engineers
and
the
city
staff.
That's
been
involved
with
developing
this
active
transportation
plan
proposal,
as
well
as
the
consultants
who
have
guided
us
through
the
process.
Over
these
couple
of
years,
I've
I've
worked
with
many
regional
and
local
governments
over
the
past
25
years,
particularly
on
cycling
issues.
G
G
One
of
the
things
I
really
think
that's
important
to
keep
in
mind
is
that
we
need
to
keep
this
momentum
moving
forward.
There's
been
a
lot
of
work.
It's
been
over
two
years
that
we've
been
in
the
process
and
I
think
about
two
years
somewhere
along
in
there.
But
and
it's
not
been
a
project-
that's
been
taken
lightly.
There's
been
lots
of
good
work,
so
I
think
it's
important
that
all
this
good
work.
G
The
plan
is
advantageous
to
the
city
for
all
people
who
may
use
active
transportation
where
there's
walking
cycling
bus
transit
modes,
this
type
of
thing
as
a
cyclist,
it
is
very
beneficial
the
plan,
as
proposed
to
not
only
the
citizens
of
Kingston
that
do
cycling
on
a
daily
basis
for
their
commutes
or
what-have-you
or
recreation,
but
also
as
a
tourist
type
of
advantage
to
the
city
as
a
cycled
tourist
I've,
cycled
lots
of
places
all
over
the
world
lots
of
cities.
It's
always
great.
G
When
I
come
into
a
city
that
that
I
kind
of
know
hey
the
city,
has
it
the
city
really
takes
cycling
as
a
serious
mode
of
transportation
and
that
that
would
be
evident
in
this
plan,
realizing
that
all
plans
are
not
perfect,
including
this
one.
There's
no
such
thing
as
a
perfect
plan,
I'm
convinced
to
that.
G
Well
is
really
important.
It
really
does
help,
while
infrastructure
is
that
key
component
and
a
concrete
all
puns
intended
result
of
a
master
transportation
plan.
Let's
don't
lose
sight
of
the
importance
of
Education
and
awareness.
So,
as
we
talked
about
and
the
plan
and
isn't
developed,
there
is
a
piece
in
there
that
has
the
education
and
we're
not
talking
about
just
advertising.
Hey
we've
got
this
going,
but
it's
more
of
a
looking
at.
How
do
we
train?
How
do
we
really
have?
The
citizens
know
what
the
benefits
are
to
have
that
load.
G
Shared
change,
infrastructure
alone
is
not
going
to
change
the
behavior.
It
takes
that
combination
as
an
example
of
that
one
of
the
cities-
and
this
is
cited
quite
often-
Madison
invested
millions
of
Madison
Wisconsin
million
billions
of
dollars
several
years
ago,
only
increased
six
to
eight
percent.
One
of
the
reasons
cited
for
that
is
because
they
did
not
have
a
great
educational
education
component
to
those
initiatives
that
went
along
with
that.
G
A
D
Ya,
so
seeing
as
you,
there
are
parts
of
the
world
country,
I
assume
I'm
curious
about
your
perspective
on
some
of
the
cycling
safety
initiatives
proposed
here
and
are
they
if
you're
a
comfortable
cyclist?
Is
that
something
are
the
is
what
we're
proposing
sort
of
adequate?
Do
you
feel
that
there
are
some
areas
that
need
a
little
bit
more
attention
or
what's
your
preference
in
that
way,
it's.
G
A
great
one
of
the
things
I
think
and
it's
been
recognized,
that
the
perception
of
safety
is
so
important
on
getting
people
out
and
riding
bicycles.
So
there
is,
as
was
mentioned
earlier,
there's
a
critical
mass
number
type
wise.
So
we
get
that
safety
is
really
a
two
part
thing:
it's
it's
a
personal
competence
and
confidence
and
the
skill
of
the
rider,
as
well
as
an
environment
where
they
feel
like
they
can
initiate
that
and
practice
safe
cycling.
G
So
it's
a
tough
question
to
answer,
because
not
all
cyclists
are
going
to
be,
you
know
is
equally
benefit
if
you
will
from
the
cycling
infrastructure
as
other
cyclists.
Personally
I
will
cycle
anywhere
in
your
place.
It's
not
because
I'm
super
brave
or
super
courage
or
super
cyclists.
It's
because
I
know
the
skill
and
confidence
I
kind
of
grew
up
in
that
environment.
We're
talking
about
different
generations,
not
so
much.
We
talked
about
the
bubble,
wrap
and
the
parents
drop.
You
know
this
type
of
things,
so
part
of
that
is
confidence
and
skill.
G
Having
said
that,
also
I've
been
on
some
very
busy
roads
here
in
Kingston
was
going
I'm
gonna.
Try
to
get
off
this
road
as
quickly
as
that
possible
cause.
We
can't
I'm,
not
secure
than
I'm
going
to.
You
know,
be
crashed,
but
it's
just
you
know
not
that
comfortable,
so
I
understand
it
from
both
of
those
angles.
A
H
Do
my
best
to
sort
of
bring
it
in
under
that
Thank
You
councillor
Stroud,
so
here
tonight
to
provide
a
briefing
on
the
active
transportation
master
plan
draft
that's
been
brought
before
the
committee.
The
agenda
for
the
briefing
that
we'll
provide
will
talk
about
what
the
what
is
in
that
draft
plan
and
how
it
was
developed,
the
recommendations
that
are
contained
within
it
and
then
what
the
next
steps
are.
H
We
have
our
team
of
staff
and
consultants
with
us
as
well
mark
Dixon,
with
the
city's
Transportation
Department
sue
coming
of
coming
in
company
who
looked
after
our
engagement
pieces
and
then
Christina,
Valente
and
Dave
McLaughlin
from
WSP
that
are
here
tonight
will
be
available
to
answer
any
of
the
questions
and
participate
in
the
discussion
afterwards.
If
there's
pieces
that
come
up
from
that.
So
when
we
think
about
the
active
transportation
master
plan
for
Kingston,
there
have
been
components
of
an
active
transportation
policy
that
have
been
completed
in
the
past.
H
So
this
started
with
with
with
councils
direction
at
the
end
of
2015,
to
put
the
20%
eighty
mode
share
goal
in
by
2034
and
to
bring
a
plan
that
would
speak
to
the
policies
and
programs
and
infrastructure
that
would
help
us
achieve
that.
So
this
draft
that
we've
draft
plan
that
we
brought
to
you,
the
the
master
plan,
is,
is
an
aspirational
plan.
H
So
it
was
alluded
to
a
little
bit
tonight
as
some
of
those
components
that
made
up
the
development
of
the
plan.
But
it
was
a
community
driven
process
with
members
of
the
public
and
stakeholders
participating
through
a
variety
of
events,
but
was
also
shaped
by
an
advisory
group.
Some
members
who
spoke
earlier
this
evening
and
it
was
an
iterative
process
that
was
completed
in
five
phases.
H
So
when
talking
with
the
community,
we
asked
them
sort
of
two
broad
questions,
I
think
in
informing
those
the
the
vision
and
the
goals
of
the
plan.
Is
you
know
why
is
active
transportation
important
for
Kingston?
When
we
hear
things
along,
you
know
it
will
help
the
city
be
a
safer
City.
It
will
increase
connectivity
and
accessibility
for
for
everyone
in
the
community.
It'll
create
a
more
equitable
and
inclusive
transportation
network
that
everyone
can
use
and
then,
in
speaking
to
our
community
about
how
would
you
then
get
Kingston
on
the
move?
H
Pedestrians,
cyclists,
transit
users,
developing
a
connected
transportation
network,
integrating
active
transportation
with
our
with
our
transit
with
Kingston
transit
and
the
great
success
that
we've
had
across
the
city
with
those
components
and
then
developing
a
community
and
a
mindset
within
the
community
that
supports
all
of
the
ways
that
active
transportation
can
can
be
brought
forward.
So,
within
the
plan
that's
been
presented
tonight,
you'll
see
a
comprehensive,
active
transportation
network
for
all
users.
You'll
see
a
city
spine
that
is
built
along
those
corridors
to
encourage
walking
and
cycling.
H
To
give
you
an
idea
of
what's
contained
in
there
and
how
they
work
together,
so
the
active
transportation
network
ins-
and
this
was
spoken
to
by
a
few
of
the
speakers
tonight
previous
to
me-
is
it
was
very
important
that
we
create
a
connected
network
across
the
city,
but
there
was
also
a
lot
of
discussion
about
how
you
would
create
both
a
citywide
network,
but
also
take
into
account
well
what
happened
at
the
neighborhood
level,
and
so
our
approach
on
that
is
to
present
a
network.
That's
that's!
There's
a
hierarchy
within
that
network.
H
That's
basically
centered
around
routes
that
are
connecting
across
the
city,
a
citywide
backbone
or
a
citywide
spine,
and
these
would
be
routes
that
are
built
on
our
arterioles
or
our
major
pathways
and
provide
those
sort
of
major,
east-west
and
north-south
connections,
coupled
with
a
number
of
routes
that
would
be
built
at
a
neighborhood
level.
So
how
are
you
connecting
to
the
schools
and
the
community
centers
and
your
local
corner
store
so
that
there's
opportunities
that
exist
at
a
neighborhood
level?
H
For
you
to
make
those
trips
without
a
car
and
it
it
really
speaks
to
that
sense
of,
in
the
same
way
that
people
use
their
car
for
long
trips
and
short
trips.
That
option
should
exist
also
for
from
an
active
transportation
standpoint.
So
you'll
see
that
presented
as
a
citywide
spine
in
a
neighborhood
level
network.
So
an
example
of
that,
being
you
know
when
we're
talking
about
a
typic
typical
sort
of
citywide
route
example
is
a
section
of
Princess
Street.
H
You
know
it's
an
area
where
there
may
be
a
high
volume
of
of
users,
both
in
vehicles
and
pedestrians
and
cyclists,
but
also
competing
for
sort
of
a
limited
space.
There
may
be
commercial
areas
and
there
may
be
a
high
demand
for
on
street
parking
versus
an
example
shown
on
macton
L
Street,
where
it's
a
residential
area.
There
would
be
a
lower
vehicle
volume.
There
may
be
traffic
calming
measures
and
changes
with
with
the
way
that
we
look
at
parking
regulations
to
encourage
those
types
of
that
type
of
travel.
H
So,
within
your
within
the
plan,
then
you'll
see
two
maps
map,
2a
and
2b
that
speak
to
this
hierarchy.
So
you'll
see
a
and
on
those
maps,
so
one
is
a
citywide
and
then
the
other
is
referencing.
The
urban
area,
you
will
see
a
series
of
blue
roots
and
those
blue
roots
are
what
is
proposed
as
the
citywide
network
and
you'll
also
see
some
red
roots
and
those
red
roots
are
the
neighborhood
level
roots
that
have
been
defined.
H
The
the
key
differentiation
on
this
map
is
that
those
citywide
pieces,
those
citywide
roots,
we're
defining
sort
of
where
they
are
where
we
want
to
build
those
out
over
the
long
term
and
fixing
those
in
that
in
that
capacity,
the
neighborhood
roots,
those
red
roots
that
are
shown
are.
You
know
roots
that
we
heard
about
from
consultation,
but
also
part
of
our
analysis,
of
how
those
neighborhood
pieces
could
connect
together,
but
they're
meant
to
be
more
dynamic.
H
Those
will
be
defined
and
and
become
sort
of
more
ingrained
as
part
of
a
separate
process
that
I'll
talk
to
you
about
the
other
component
that
you'll
see
on
these
maps.
You'll
see
some
series
of
dotted
black
lines,
and
these
are
desire
lines.
You
may
be
familiar
with
that
term
from
the
waterfront
master
plan.
Those
connections
represent.
H
So
it's
referred
to
as
a
facility
type,
and
the
analysis
was
done
from
the
standpoint
of
you
know
what
type
of
Road
or
pathway
is
this?
What
is
the
available
right-of-way
or
what
right-of-way
could
be
made
available?
Are
there
any
safety
concerns?
What
did
we
hear
from
an
engagement
in
a
consultation
standpoint,
and
how
can
we
put
together
that
Network
and
the
facility
that
we
would
build
on
that
network
so
that
we
have
an
understanding
of
what
we
are
building
the
types
of
infrastructure
that
would
be
available
and
the
costs
and
complexity
associated
with
that?
H
So
this
is
design.
You
know
this
is
designed
to
be
a
recommendation
on
what
we
would
build
along
those
citywide
pieces,
but
we
also
recognize
that
a
lot
of
that
would
also
be
determined
at
a
detailed
design
stage,
but
it
certainly
provides
a
framework
in
a
direction
for
where
we
would
proceed
from
so
those
facility
types
it
probably
if
I
could
take
just
a
few
minutes
to
to
sort
of
speak
to
what
you
would
then
sort
of
see
and
what
those
actually
looked
like
to
line
up
with
the
colors
that
are
shown
on
those
maps.
H
So
when
referencing,
some
of
the
types
that
we
would
build
from
a
cycling
standpoint,
we
we're
looking
at
a
range
of
typical
sort
of
shared
space
on
on
a
street
or
within
the
right-of-way,
a
shared
space
with
some
sharrows,
so
markings
available
on
the
on
the
roadway
or
the
Asheville,
and
a
bike
lane
so
I
painted
a
painted
line
and
some
signage.
All
three
of
these
are
currently
in
use
within
the
city.
H
You've
seen
them
on
on
some
of
our
roadways
to
some
higher
order
types
of
facilities,
so
a
buffered
bike
lanes,
so
we're
providing
a
painted
buffer
with
some
some
bollards
or
other
pieces
that
that
create
a
measure
of
separation
between
the
cyclist
and
and
the
vehicles
on-road.
A
cycle
track,
which
is
a
raised
separated
facility,
that's
on
row,
but
creates
more
of
a
physical
separation
and
then
an
in
Boulevard
trail.
So
a
physical
separation
from
the
road
that
can
be
a
mix
of
cyclists
and
pedestrians.
H
In
the
more
rural
areas
of
the
city,
we
may
be
looking
at
paved
shoulders
or
buffered
paved
shoulders
to
allow
cyclists
a
space
within
those
roadways
and
from
a
pedestrian
standpoint.
We
would
consider
types
that
are
related
to
sidewalks
off-road
trails
and
then
in
Boulevard
trails
that
we've
discussed
so
those
those
facility
types
and
those
components
are
reflected
on
those
maps
to
sort
of
speak
to
the
citywide
network.
The
other
component
of
it
that
I
talked
about
was
then.
What
do
we
do
at
a
neighborhood
level?
H
And
we
heard
a
lot
of
a
lot
of
comments
as
part
of
the
consultation
and
certainly
in
the
discussion
with
our
advisory
group
of
you
know.
So
much
of
what
needs
to
happen
needs
to
happen
in
a
neighborhood
level,
and
how
can
we
include
it?
A
master
plan,
all
of
the
details
of
what
needs
to
be
developed
at
the
neighborhood,
and
so
from
that
standpoint,
all
of
those
you
know
it's.
H
It
would
be
very
difficult
to
include
all
of
those
pieces
of
what
needs
to
be
addressed
at
a
neighborhood
level
within
a
master
plan,
but
the
a
TMP
speaks
to
a
process
that
that
we
could
use
to
then
address
that
and
we're
talking
about
in
the
plan.
It's
it's
framed
as
a
transportation
focus
area,
and
it's
really
about
breaking
down
the
parts
of
the
city
into
some
more
manageable
pieces.
So
we
can
address
some
of
those
in
those
local
and
neighborhood
level.
Concerns
and
understand,
sort
of
what
pieces
would
be
most
appropriate
in
these
areas.
H
So
the
plan
includes
some
preliminary
boundaries
in
order
to
sort
of
create
those
those
partitions
or
to
create
those
transportation
focus
areas.
And
these
these
areas
have
been
developed
based
on
natural
boundaries
such
as
rivers
and
lakes,
and
wetlands
policy,
boundaries
like
the
urban
growth
boundary,
hard
transportation,
boundaries
like
the
rail
lines
or
or
highways
or
major
roadways,
and
considering
all
those
pieces
in
sort
of
an
area
that
would
make
sense
from
a
more
local
standpoint
and
so
part
of
that
transportation
focus
area
approach
would
be.
This
is
where
we
would
would.
H
H
What
crossing
and
intersection
improvements
are
required
so
that
everyone
feels
comfortable
moving
in
an
active
way
within
their
community,
but
then
also
what
programs
and
partnerships
or
initiatives
need
to
be
put
in
place
so
that
you
can
encourage
that,
because
I
think
there's
a
recognition
that
there
are
certain
areas
of
the
city
where
one
program
may
be
warranted
and
would
work
very
well.
But
it
may
not
work
well
on
another,
and
so
how
do
we
tailor
some
of
those
pieces
to
address
some
of
the
neighborhood
level?
H
Concerns
that
we're
hearing
and
the
third
component
of
the
the
80
network
that
we're
building
it
speaks
to
those
those
those
places
where
80
users
generally
feel
most
vulnerable
and
that's
at
places
where
they're
crossing
or
intersections,
where
you
know
various
modes
such
as
cars
and
pedestrians
and
transit
and
cycling,
maybe
mixing,
and
so
there
are
the
routes
that
and
the
the
facilities
that
you're
seeing
in
recommended
at
the
citywide
level.
It.
H
The
plan
also
so
in
saying
all
of
that
sort
of
talking
about
the
existing
intersections
and
the
crossings
and
how
they
would
be
improved
and
what
we
would
need
to
consider.
The
plan
also
includes
eight
locations
that
are
shown
on
maps
three,
a
B
and
C,
where
major
barriers
to
active
transportation
were
identified,
and
so
these
are
typically
you
see,
would
see
a
number
of
mid-block
crossings,
but
also
crossings
overall
railways
and
linkages
that
need
to
exist
within
some
of
our
off-road
trails.
H
Along
with
some
funding
that
would
be
allocated
to
the
transportation
focus
areas,
creates
an
estimate
within
2018
dollars
of
an
investment
of
approximately
one
hundred
and
twenty
seven
and
a
half
million
dollars,
so
that
that
speaks
to
the
the
investment
that
the
city
would
would
make
in
that
from
an
infrastructure
standpoint
from
a
capital
standpoint
in
in
order
to
build
build
out
these
components
over
the
long
term.
So,
while
you're
mulling
over
the
network
and
and
and
the
funding
of
that
network.
The
other
component
of
this
is
the
active
transportation
action
plan
and
we.
H
So
this
this
table
shows
that
sort
of
breakdown
between
some
of
the
programs
and
initiatives
and
broad
categories
that
would
be
included,
as
well
as
the
stamp
from
the
standpoint
of
an
Operations
and
a
maintenance.
So,
certainly
from
a
program,
an
initiative
standpoint
recognizing
the
partnerships
that
we
can
make
within
the
community
and
the
education
and
awareness
that
we
can
build,
some
of
which
mr.
H
Kane
spoke
to
and
was
under
way
last
week
as
part
of
cycle
week,
we're
fortunate
to
have
two
students
working
with
us
this
summer
and
Anne
Mack,
who
were
the
winners
of
the
mayor's
Innovation,
Challenge
and
so
Anna
and
Max.
Work
with
active
transportation
includes
them
infrastructure
pieces
the
summer
around
around
bicycle
parking
and
other
pieces,
but
also
includes
an
outreach
component,
so
they're
meeting
with
schools,
they're
running
activities
and
they're
partnering
with
some
of
our
members
in
the
community.
So
it's
important
that
we
enhance
those
partnerships
that
we
increase
our
wayfinding.
H
We
provide
people
the
tools
that
they
need
in
order
to
understand
how
to
use
the
system,
the
education
components,
and
then
we
make
those
links
to
Kingstown
transit
that
allow
people
that
alternative
to
support
that
mode
and
then
from
an
operations
and
maintenance
standpoint.
It's
really
an
understanding
that
we're
building
a
new
piece
of
infrastructure
that
needs
to
be
maintained
in
the.
H
What
are
the
standards
that
we
need
to
employ?
How
would
we
integrate
our
public
works
department
early
in
the
design
of
that
infrastructure,
so
that
so
that
can
be
maintained
in
an
efficient
way?
What
is
the
priority
of
that
maintenance?
And
you
know
how
do
those
pieces
like
sweeping
and
snow
clearance,
pavement
markings,
signage,
surface
repairs,
all
of
those
pieces
that
factor
into
vehicular
modes?
How
do
you
translate
those
on
to
the
active
transportation
network?
H
So,
in
summary
that
the
plan
that
has
been
presented,
you
know
it
contains
the
citywide
spine?
How
will
we
connect
to
transit?
What
are
the
facilities
that
encourage,
walking,
cycling
and
rolling?
How
do
we
address
the
neighborhood
level
concerns
through
our
transportation
focus
area,
work
and
customize
it
to
allow
those
programs
and
initiatives
to
reflect
what
the
local
community
and
neighborhoods
are
looking
for?
H
The
the
plan
is
intended
to
be
flexible.
It's
intended
to
be
dynamic
so
that
it
can
take
input
and
accommodates
new
programs
or
technologies
or
changes
within
neighborhoods
over
time
and
and
we
to
ensure
that
the
programs,
the
initiatives
and
the
operations
and
maintenance
sort
of
going
hand
in
hand
with
those
pieces
from
a
next
step
standpoint,
if
you
know
if
the
plan
is
adopted
through
council
we'd,
be
looking
at
developing
a
short-term
implementation
and
resourcing
plans,
so
a
five-year
plan
that
would
outline
what
infrastructure
can
we
build
as
part
of
this
citywide
network?
H
Where
would
we
focus
our
studies
for
the
the
neighborhood
level
work
with
the
transportation
focus
areas
and
those
recommendations,
and
what
programs
and
initiatives
would
make
sense
to
begin
this,
so
that
we
can
foster
awareness
and
use
of
our
80
Network?
The
intention
is,
you
know
if
the
plan
is
adopted
to
then
look
at
developing
this
implementation
plan
through
within
with
engagement
with
our
community
and
stakeholders
and
returning
to
council
in
q4
prior
to
budget
deliberations,
so
that
this
can
be
included
in
in
for
in
the
future.
A
You
mr.
sample,
that's
excellent
I
was
going
to
propose
that
we
move
and
second
the
recommendation
and
then
and
then
we
can
ask
her
questions
and
unlimited
committee
time
at
that
point.
Otherwise,
we'll
be
limited
to
two
questions,
so
move
mover
mr.
counselor
Hutchison
second
buddy
councillor
Holland,
so
we're
not
going
to
vote
on
it
yet
so
now
it's
just
on
the
floor,
so
we
would
go
to
memory
first
step
would
be
questions
for
members
of
the
committee's
all
right,
yeah.
I
Look
at
the
neighborhood's,
you
know,
and
you
see
all
these
dotted
lines
right
and
is
if
we
were
to
be
correct
that
I
believe
you
said
this
I'm,
just
making
sure
you
did.
You
decided
on
these
dotted
line
trails
by
consulting
people
who
cycle
and
the
neighborhoods
and
so
on.
It's
like
is
that
correct,
like
they're,
just
not
something?
Oh,
that
looks
like
a
good
place
to
play.
You're.
H
H
Yeah
so
the
way
that
those
the
way
that
those
routes
were
built
out
were
were
built
out
through
some
technical
analysis,
certainly
working
with
an
understanding
of
the
connectivity
and
the
pieces.
That
would
make
sense.
But
that
was
also
subject
to
some
review
by
our
advisory
group
and
our
state,
our
community
stakeholders,
but
also
public
consultation
and
engagement
as
well.
So
all
of
these
routes
and
maps
were
were
presented
to
the
public
through
some
through
information,
open
houses
through
online
information,
but
also
through
pop-up
workshops
and
other
and
other
forums
that
they
were
involved
in.
H
I
I
Personally,
I
think
the
success
of
alternative
transportation,
including
transit
as
well
as
act
of
translation,
is
whether
people
use
it
for
employment,
community
and
I'm.
Just
wondering
if
you've
done
any
or
you
did
some
preliminary
evaluation
of
the
routes
that
would
be
used
and
how
long
people
are
can
be
expected
to
say
bike
to
work,
walk
the
work
bike
to
work
in
that
so
I'm
wondering
what
some
of
the
analysis
is
behind
the
issue
of
community.
H
Yet
so
I
I
think,
yes,
that
that
analysis
was
completed.
I
think
we
from
standpoint
of
understanding
sort
of
where
people
live
and
then
where
people
are
working
it's
certainly
a
consideration
was
given
to.
How
can
we
provide
them
a
continuous
facility
and
network
such
they
can
get
there
well
I'll.
Let
our
consultant
mr.
McLaughlin
and
and
Miss
Volante
speak
to
the
details
of
the
analysis.
Was
that
was
done,
but
it
included
looking
at
employment
density
and
and
community.
J
Yep
through
the
chair,
so
we
did
look
at
stats,
Canada
data.
We
looked
at
the
employment
centers
throughout
Kingston.
We
overlaid
that
with
where
people
live
where
the
density
is.
So
we
did
that
actually
before
we
even
started
looking
at
routes
trying
to
understand
where
people
are
where
the
travel
patterns
are.
Statistics
Canada
gives
us
pretty
interesting
information
on
journey
to
work
trips,
so
we
have
an
idea
where
people
are
traveling
in
Kingston
now,
so
with
that
understanding,
then
we
started
overlaying
it
with
the
existing
network.
J
You
have
and
started,
then
looking
at
what
you
know
where
where's
the
missing
density
of
networks.
Where
could
we
improve
infrastructure,
better
connect
where
people
are
currently
living
working,
we're
developing,
actually
two
systems?
One
was,
as
you
asked
about
people
commuting
to
work,
there's
also
another
system
which
is
the
recreational
system.
J
We
wanted
so
there's
actually
two
independent
systems
that
we
sort
of
married
together
in
this
master
plan,
realizing
that
some
people
may
never
choose
to
take
their
bike
or
walk
to
work,
but
a
very
interest
in
the
recreational
components
and
connectivity
and
they
both
have
different
goals
and
objectives.
So
we
follow
two
independent
paths:
developing
the
master
plan
and
then
brought
them
together
in
the
end
to
see
how
they
connected.
I
When
we
had
this,
since
the
so
I'm
wondering
how
much
overlap
there
is
I'm,
just
wondering
where
the
potential
of
the
system
as
you
build
it,
that's
why
I'm
trying
to
get
at
okay
and
I'm
also
sort
of
preparing
an
answer
to
the
type
of
person
that
we
met
at
the
poh,
who
said
the
whole
thing
was
stupid.
Okay
and
things
were
just
fine
now,
I,
don't
believe
that
I,
don't
think
anybody
here
believes
that,
but
you
have
to
deal
with
that.
I
So
hopefully
I'm
getting
clear
enough
about
why
I'm
asking
what
the
FOC
of
the
system
will
be
and
how
does
it?
How
does
it
work
out
like
what
is
the
amount
of
overlap
between
recreational
and
the
and
the
commuting
for
employment?
And
how
confident
are
we
that
this
can
work
as
we're
physically
built?
Now
that
sort
of
thing.
J
Through
the
chair,
so
that's
a
really
great
question.
Actually
we
don't
have
all
those
answers.
What
we
do
know
is
that
we've
developed
a
network
that
we
think
best
represents
based
on
experience
elsewhere,
the
kind
of
routes
and
choices
people
will
make
to
get
to
and
from
where
they
live
and
where
they
work.
J
So,
from
a
recreational
perspective,
some
of
people
who
will
psycho
for
recreational
purposes
or
to
latarian
purposes,
to
go
to
a
corner
store
visit
friends
may
take
part
to
the
commuter
network
that
they're
comfortable,
using
that
in
some
parts
of
the
community
network
actually
off-road
or
in
Bulevar
trails,
which
sort
of
appealed
broad
range
of
users.
Others
are
on
road,
maybe
in
cycle
tracks
or
buffer
bike
lanes.
J
So
a
percentage
of
the
population,
including
those
who
you
know,
are
more
recreational,
focused,
perhaps
or
may
not
be
comfortable
on
a
road
if
they're
cycling,
for
example,
will
have
other
choices
because
we
did
create
those
two
systems.
We
try
to
connect
the
recreational
system
independently
of
the
commuter
system
and
then
we
brought
them
together
and
our
real
goal
through
this
plan
and
I
think
as
everyone
digs
into
it
and
actually
start
implementing
it.
J
You'll
see
that
it's
been
designed
to
start
to
shift
recreational
users
more
into
utilitarian
trips,
so
they
get
more
comfortable
using
or
the
infrastructure
as
it
gets
built,
and
hopefully
we
can
encourage
through
promotion
and
education
and
outreach
to
create
some
of
them
to
start
walking
or
cycling
or
connecting
that
trip
with
public
transit
to
go
to
work
or
to
go
to
a
destination
or
to
go
to
school.
So
it's
been
designed
with
that
overlap
in
mind
and
in
part,
through
the
important
education
program,
an
outreach
program
too.
J
You
know
and
that's
a
really
key
component,
not
all
about
infrastructure.
We
really
need
to
inform
people
about
the
network.
I
should
build
it
and
to
educate
people
once
they
try.
It
they'll
realize
that
there's
a
lot
of
benefits
to
using
it.
We
just
need
to
get
them
out
to
try
it.
That's
part
of
the
key.
G
D
Have
one
very
straightforward
one
which
I'll
start
with
so
this
is
to
do
with
the
various
ways
of
describing
so
that's.
What's
the
network's
I
think
it's
more
to
do
with
cycling
so
like
the
buffered
path,
for
example,
or
the
then
there's
the
offer
of
one.
So
you
mentioned
that
there
were
certain
barriers,
including
rail
tracks,
that
are
not
exactly
factored
in
here,
so
we
don't
actually
see
them.
They're
not
really
identified
in
this.
These
different
types
of
right,
like
we're
not
looking
at
bridges
and
spans
with
cyclists
on
them,
yet.
K
D
Those
projects,
I
sort
of
understood
by
the
way
that
you
referred
to
them,
would
be
if
they
were
deemed
essential
to
the
network.
They
would
be
brought
forward
and-
and
there
there's
probably
an
environmentalist-
has
been
involved
and
and
all
of
that
other
work.
So
what
do
you
see
the
funding
aspect
of
that
as
being
like
prohibitive
in
any
way?
D
Or
do
you
feel
that,
with
this
plan
that
there's
enough
room,
whether
in
the
budget
or
with
the
Serb
rationale
in
the
network
to
bring
those
forward
in
a
fairly
reasonable
timeframe,
I'm
speaking
specifically
of
potentials
span
over
john
counter
boulevard
for
the
Cape
for
the
KMP,
Trail
and
I
know
that
that
would
be
something
that
would
need
an
EI
and
it
would
be,
it
would
take
a
long
time.
I
would
cost
a
lot
of
money.
D
H
Yes,
so
through
mr.
chair
just
to
frame
those
those
eight
projects,
those
major
barriers
of
which
the
the
crossing
over
the
the
CN
Rail
Line
along
JCB,
is,
is
one
of
those
projects
and
so
to
use
that
project.
As
an
example,
there
is
it's,
it
is
more
complex
than
looking
at
a
buffered
bike
lane
or
a
cycle
track
along
a
component
of
a
right-of-way
so,
and
it
involves.
H
Study
and
it
likely
involves
an
environmental
assessment,
as
you
alluded
to
so.
The
approach
that
you
see
in
this
I
think
in
these
funds
that
are
shown
is
so
if
you
see
the
the
line
that
sort
of
speaks
to
the
capital
cost
for
supportive
infrastructure
the
within
within
that
roll-up
is
money,
that's
capital.
That
is
there
to
complete
those
studies
to
start
that
work
on
the
initial
feasibility
of
those
pieces
it.
H
Most
of
those
eight
projects
are
shown
as
as,
if
you
weigh,
if
you
will
desire
lines
so
and
they're,
not
they're,
not
fully
costed
for
construction
in
here,
but
the
studies
to
complete
the
initial
phases
of
that
work
to
understand
the
feasibility
are,
and
I
and
and
I
think
you
were
just
sort
of
speaking
about
the
timing
of
that.
So
I
think
we
as
part
of
the
development
of
the
implementation
plans
over
the
next
step
that
this
we
would
look
at.
H
A
H
Yet
through
broadly
yes,
so
there
are,
they
are
existing
connections
intersections
or
crossings
that
do
not
exist,
verses
that
versus
upgrading
existing
intersections
that
are
already
there.
So
we
wanted
to
differentiate
between
the
addition
of
a
new
crossing
or
a
new
new
intersection
along
the
city
wide
network
versus
something
that
is,
that
is
there
and
just
and
requires
some
redevelopment
or
upgrade.
D
Thank
you.
It's
very
quick
follow-up,
so
I'm
not
gonna,
hold
you
to
anything
but
based
on
what
you've
just
said,
can
I
assume,
then
that
this
is
something
that
staff
can
continue
to
bring
forward
even
if
there
are
extra
classes
and
that
it
will
be.
It
will
continue
to
be
brought
forward
in
a
way
that
sort
of
most
practical.
D
Given
what
we're
trying
to
accomplish
with
this
or
is
it
something
that's
going
to
need
kind
of
constant
sort
of?
We
need
this
in
the
budget
we
needed
in
strategic
planning
kind
of
discussions,
because
the
the
capital
project
is
not
included
here.
Is
it
something
that
is
I'm
not
looking
at
timelines,
but
is
it
going
to
move
forward?
It
like,
let's
say,
for
example,
compared
to
the
waterfront
master
plan,
where
there
are
some
that
are
sort
of
far
out,
because
they're
they're
kind
of
less
within
our
reach
in
terms
of
the
budget.
D
A
K
Kennedy
thanks
mr.
chair
I'll,
give
it
a
trouble.
The
the
idea
is
that,
and
I-
and
I
think,
probably
the
best
analogy
was
used
in
in
the
mr.
samples
presentation
is
this.
This
is
a
blueprint.
So
it's
a
way
of
thinking.
It's
it's
guiding
and
it's
gonna
guide,
sort
of
future
work
and
future
initiatives,
so
we'll
be
coming
back
with
an
implementation
plan
that
will
will
address
the
funding
component
and
it
will
address
the
priorities,
not
only
just
the
prairies
the
plan,
but
how
they
fit
into
other
priorities
with
the
city.
K
So
you'll
see
that
come
back
and
I
believe
it's
in
q4
that
the
implementation
plan
will
be
coming
back
at
the
same
time
as
we're
doing
that.
We're
also
be
working
on
our
next
round
of
budgets,
and
so
they
will
be
incorporated
into
that.
So
we'll
be
looking
at
the
priorities
and
then
how
those
are
fun
would.
L
You
mr.
chair,
you
for
Bay
Ridge
Drive,
for
example,
it's
recommended
on
some
parts
of
Bay
Ridge
Drive
for
an
in
Boulevard
trail
and
I
know
how
narrow
Bay
Ridge
Drive
is.
It
has
a
ditch
on
either
side
you're,
not
going
past
Taylor
kid
up
to
Princess,
Street
and
beyond,
so
to
make
a
Boulevard
and
in
Boulevard
trail
is
like
looking
at
that
diagram
that
you
showed
a
couple
of
slides
ago,
yeah
right
right
there
on
the
right
hand,
side.
M
L
L
So
I
thought
that
first,
looking
at
just
this
map,
I
don't
have
any
new
sidewalks
planned
right,
but
now
I
can
see
where
the
sidewalks
are,
but
if
there
were
any
sidewalks
in
map
3c
that
are
not
being
proposed
and
I
don't
have
any
examples
right
now.
How
tight
are
we
to
those
five-year
infrastructure
plans
like
what
stuff
just
say?
Sorry,
we
can't
do
that
sidewalk,
because
it
wasn't
identified
in
the
active
transportation
plan,
or
would
we
still
be
able
to
get
a
sidewalk
in
like?
Is
this
basically
our
plan
for
the
next
20
years.
H
Through
through
you,
mister
shares
again
miss
Kennedy
framed
it
right.
This
is
this
is
a
blueprint
provides
a
framework
from
from
where
we
would
build
our
infrastructure.
This
there
are.
There
are
gaps
and
pieces
that
were
identified,
that
that
are
included
for
the
proposed
sidewalks,
but
some
of
what
you're
speaking
about
is
also
covered
by
what
we
were
talking
about.
How
do
we
develop
is
required
at
the
neighborhood
level,
so
you
know,
we've
created
the
you
know
the.
H
If
you
will
the
citywide
kind
of
pedestrian
network,
that's
shown
on
map
three
C,
but
there
there
still
may
be
connections
and
pathways
or
changes
at
a
neighborhood
level.
That
would
mix
that
that
would
be
important
and
make
sense
for
what
for
how
eighty
would
work
within
that
community,
and
so
there's
a
the
so
I
guess
to
to
come
back
and
know.
The
intention
isn't
is
not
to
say:
did
you
sue
min
on
map
three
C
and
see
that
their
sidewalk
wasn't
there
well
you've
missed
your
opportunity.
H
I
think
the
intent
is
that
that
we're
creating
a
complete
pedestrian
and
cycling
network
that
would
that
would
work
through
there.
With
that
said,
I
mean
we
also
would,
as
miss
Kennedy
noted,
be
working
within
within
the
constraints
that
are
that
exist
for
us,
from
a
capital
standpoint
and
and
the
allocations
that
we
that
we
would
include
for
that
from
from
a
four
and
five
year,
time
frame
great.
L
Thanks
definitely
I
don't
see
any
sidewalks
missing,
but
they
do
see
some
pedestrian
crossings
that
I
had
in
mind.
You
know
in
the
next
four
years,
if
I
get
back
and
not
in
there,
because
really
the
only
pedestrian
crossings
we
have
shown
on
the
maps
are
over
the
major
streets
right
like
over
princess
Street,
and
we
have
one
over
Taylor
Kidd
over
the
hydro
corridors,
Midland
Avenue
and
probably
across
the
entire
city,
there's
room
for
other
pedestrian
crossings.
Now
that
they're,
legalized
and
whatnot.
L
My
other
thing
that
I
saw
was
the
proposed
pedestrian
crossing
over
the
railway
track
is
probably
over
10
or
drive
right.
I.
Think
it's
like
I
can't
remember.
Is
it
fun
him
some
something
like
that?
It's
Easter,
Gartner's,
road
and
I
just
think
that,
even
though
it
might
be
needed
because
people
are
take
going
over
the
railway
tracks
to
get
to
the
ryokan
Center
to
go
shopping
that
comes
with
a
whole
host
of
other
problems.
The
entire
train
was
so
issue
that
I
know
so
well
over
the
last
12
years,
like
it's
just
going.
L
I
hope
there
would
be
is
like
it
says,
300
thousand
dollars.
We
probably
can't
even
afford
it,
but
it
would
just
open
up
so
many
other
issues,
even
though
it
would
give
people
is
safe,
crossing
there's
so
many
issues
to
keep
in
mind,
because
that
will
just
bring
up
the
entire
train
with
so
debate,
which
right
now
is
pegged
out:
1.2
million
if
we
have
to
fence
off
the
entire
corridor.
So
I
just
wanted
to
point
that
out,
since
it's
in
the
plan
and
yeah
I
think
that
covers
that
things.
H
Yes,
I
think
so:
that's
referencing,
one
of
the
eight
crossings
and
I
think
to
sort
of
clarify
councilor
sanics
point.
Yes,
the
intention
was
to
identify
sort
of
these
major
barriers
from
a
citywide
network
and
a
connectivity
piece
that
we
can
great.
There
certainly
is
a
recognition
that
there
are
neighborhood
level
crossings
and
that
are
not
represented
on
the
map.
Just
that
may
be
important
at
a
neighborhood
level,
but
don't
necessarily
factor
into
the
citywide
network.
A
So
keep
in
mind
that
this
is
a
blueprint
and
it's
sort
of
an
overview
and
and
the
analysis
the
analysis
has
been
done.
Where
were
tonight,
we're
voting
on
the
recommendation
to
implement,
recommend
that
the
counseling
plan
and
then
it
needs
to
sort
of
be
fleshed
out
as
we
go
both
on
the
neighborhood
level,
as
you
said,
but
also
on
the
capital
expenditure
level.
It's
like
what
are
things
gonna
cost
and
what's
the
priority
of
them
and
so
on.
A
A
And
then,
how
often
can
we
expect
sort
of
further
plans,
or
do
we
not
know
that
yet
sort
of
it?
Would
it
be
on
a
yearly
basis
that
we
would
sort
of
be
looking
at
what
needs
to
go
in
the
budget
to
further
implement
the
plan
and
I
know
it's
a
20-year
plan
or
it
goes
in
five-year
segments
right.
So
is
it
every
five
years
that
we
would
do
a
new
implementation
plan
somewhere
like
an
update
to
the
official
plan,
or
is
it
more
often
three.
H
You
know
there
may
be
other
opportunities
for
single
and
one-off
projects
that
were
come
in
a
different
matter,
but
I
think
the
intention
would
be
that
they're
contained
within
a
four
and
five
year
planning
horizon
that
would
allow
sort
of
the
execution
of
that
infrastructure
over
that
time
frame.
We
are
looking
at
it
from
the
standpoint
of
there's
a
certainly
that
that
infrastructure
plan,
but
we
think
about
it.
H
In
the
standpoint
of
the
from
the
standpoint
of
the
context
of
like
the
Kingston
transit
operating
plan,
which
provides
a
five
year
operating
horizon,
it
provides
some
guidance,
the
roots
and
service
levels
and
pieces
that
would
go
in,
but
it,
but
it's
that
there
are
changes
and
opportunities
to
to
influence
that
through.
Of
course,
it's.
A
A
good
analogy,
thank
you.
Okay,
I
have
two
specific
questions:
the
first
one
because
it
came
up
when
councilman
Senate
was
asking
about
the
boulevard,
so
we've
got
it
up
there.
Still
the
in
bowl
of
our
trail,
so
I
see
on
this
map.
Three
B
there's
an
existing
in
Boulevard
trail
in
Woodhaven.
I
saw
it
yesterday
because
I
happen
to
be
in
the
neighborhood
I'd
never
been
to
what
Haven
before
and
the
first
thing
I
noticed.
A
Was
this
really
wide
sidewalk
on
the
right-hand
side,
driving
into
Woodhaven
from
Bay,
Ridge,
Drive
and
I
know
it's
a
new
subdivision
and
I'm
wondering?
Why
is
it
that
it
already
has
an
in
Boulevard
trail?
Maybe
that's
an
engineering
question,
but
and
why
is
it
that
that's
the
only
place
in
Kayson
that
has
an
existing
in
bowl
of
our
trail
I.
H
A
H
E
A
A
H
H
Certainly
the
the
thrust
of
the
citywide
network
recommendations
that
are
being
proposed
do
move
those
broader
citywide
connections
to
a
higher
order
facility
in
in
cases
where
it's
possible,
in
onto
an
in
Bulevar
trail
or
off-road
or
onto
a
higher
order
facility
like
a
cycle
track,
a
a
project
that
is
an
in
Boulevard
trail
or
an
important,
east-west
connection
that
is,
that
has
the
potential
to
develop,
is
along
the
Front
Road
corridor
front
road
in
King
Street.
So
that
investigating
you
know
is
an
in
Boulevard
trail.
H
A
What
you're
kind
of
saying
is
there
are
sort
of
pieces
of
the
puzzle
that
already
existed,
such
as
the
one
in
Woodhaven,
which
is
more
recent
and
the
one
in
front
of
st.
Lawrence,
which
is
a
little
bit
older,
and
the
plan
tries
to
make
it
citywide
by
connecting
those
existing
pieces
of
the
puzzle,
because
we
didn't
have
a
plan
before
we
still
had
maybe
some
impetus
to
create
some
of
them
structure,
but
we
didn't
have
a
plan.
A
H
So
I
think
certainly
I
think
previously.
Some
of
these
segments
were
largely
created
at
the
time
where
we
were
where
the
city
was
doing
Road
reconstruction.
So
there
was
an
opportunity
to
put
that
segment
in,
but
the
I
think
the
intention
is.
We
would
continue
to
do
that.
Obviously,
if
there's
an
opportunity
to
to
have
a
multi
department
sort
of
Road
reconstruction
to
put
the
correct
cycling
facility
in,
but
it
the
plans
also
certainly
envisions
moving
towards.
A
A
If
this
plan
gets
implemented-
and
there
are
details
still
to
be
ironed
out,
but
potentially
with
that,
would
that
obligate
engineering
to
consider
active
transportation
in
all
of
their
new
construction
like
was
done
in
Woodhaven,
which
is
obviously
a
clairvoyant
move
to
put
the
in
Boulevard
there,
because
we,
it
was
done
so
recently,
but
obviously
someone
knew
something
was
coming
right
he's,
but
that
was
an
option
that
was
done
in
sort
of
a
sort
of
a
smart
move,
but
it
wasn't
actually
councils
direction
that
that
made
that
happen.
What
I'm
asking
is
does
this?
A
Does
this
plan
get
us
closer
to
that
council
direction
or
similar
to
councillor
Hollins
question?
Is
it
something
that
we
need
to
talk
about
in
strategic
planning
if
we
want
to
see
an
effect,
all
departments
in
this
sense
like
what
what
I
know
the
a
TMP
informs?
He
sits
underneath
in
the
layers
under
the
Official
Plan
mm-hmm.
C
A
It's
under
the
transportation
master
plan,
but
we're
building
roads
already
without
like
we're
building
roads
already
based
on
our
current
plans,
must
be
because
of
the
Official,
Plan
and
transportation
master
plan
that
we
have
does.
This,
basically,
is
the
effect
of
the
a
TMP
that
it
changes
the
transportation
master
plan
or
is
the
effect
of
the
a
TMP
that
it
changes
the
Official
Plan
or
is
it
informing
upwards
I'm,
not
stopping
a
hard
time,
seeing
exactly
where
the
rubber
meets
the
road
to
use
the
yes.
F
F
I
think
your
question
is
more
geared
to
you
know:
does
this
give
us
a
blueprint
so
that
we
do
a
better
job
of
looking
at
the
road
projects
and
that's
we
used
to
look
at
them
as
road
projects
and
now
can
we
look
at
projects
within
the
right-of-way
and
see
how
we
can
design
those
to
incorporate
the
modes,
the
active
modes
and
the
transit
modes
and
and
all
of
those
pieces
that
come
together
and
I?
Think
I
think
the
answer
is
yes,
but
again
it's
it's.
F
It's
it's
taken
a
while
and
Kingston
is
not
the
first
community.
That's
taken
a
while
to
sort
of
shift
their
thinking
a
little
bit
in
terms
of
how
to
how
do
you
make
the
best
use
of
that
transportation
and
it's
not
all
about
roads
and
cars
and
I?
Think
we've
made
some
positive
steps,
but
I
think
this
blueprint
will
certainly
allow
us
to
do
a
much
better
job
and
I
think
it
certainly
sets
the
stage
to
getting
us
to
the
vision
that
council
set
out
when
it
said
you
know,
we
want
20
percent
active
transportation.
F
A
So
we
were
doing
both
and
now
we're
adding
this
piece,
because
the
cycling
mode
share
is
only
at
2%
and
it
is
absolutely
because
of
the
lack
of
infrastructure
that
it's
not
2
percent.
That's
the
primary
reason:
safety.
Everything
comes
back
to
the
same
point:
I
I'm,
a
cyclist
I,
know
exactly
how
it
works.
The
safer
people
are
the
more
people
cycle
and
to
the
point
about
kids
getting
driven
to
school.
A
I
I
H
My
search
area,
yes,
so
these
the
the
costs
that
are
shown
here
for
are
for
the
80
facility
and
it's
based
on
a
unit
cost
per
distance
so
to
to
add
the
facilities
that
we've
proposed
that
are
shown
on
the
maps.
Three,
a
B
and
C
I
in
the
long
term
across
the
entirety
of
that
network.
It
is
for
the
80
specific
components:
it's
not
for
the
roads
themselves,
so.
I
I
I'm
out
by
three
million,
but
we're
generally,
you
know
in
the
in
the
ballpark
of
20
years
old
anyway,
yep
right.
So
the
reason
I
say
that
is
because
if
you
want
to
sell
this
thing
right
and
there
there
may
be
some
pushback
for
political
reasons
that
happened
last
week,
the
the
we're
not
saying
to
people.
Oh
we're
gonna
plunk
down
127
million
dollars.
H
To
you,
mr.
jereth,
so
the
intent
here
was
certainly
we
wanted
to
be
clear
with
counsel
the
magnitude
of
what
was,
but
here,
but
but
certainly
it's
a
long-term
plan
that
would
be
executed
in
in
within
them
within
the
constraints
that
are
available
to
us,
but
it
and
within
the
resourcing
that
we
have
to
execute
that
work.
So
in
five
or
six
million
dollar
chunks,
I
was.
I
So,
okay,
so
it's
only
in
the
implementation
plan.
That's
why
I
got
from
what
miss
Kennedy
said.
His
kids
said.
Is
the
implementation
plan
will
show
us
more
about
how
you're
gonna
prioritize
these
things?
How
you're
gonna
fit
that
various
priorities
together
say
you
want
commuting
to
be
able
to
be
facilitated,
but
there's
a
recreational
thing
and
we
were
gonna.
I
Do
this
road
anyway
or
nearby,
and
all
those
things
that
we've
I've
watched
over
the
lies
so
many
years
about
how
staff
think
about
how
we're
going
to
implement
this
thing
in
the
gym,
not
on
the
cheap
but
in
the
cheapest
way
or
least
expensive
way,
as
better
way
to
put
it
that's
possible
so,
like
the
proof
will
be
in
the
pudding,
come
q
for
now,
I,
okay,
so
I
want
to
answer
that.
So,
but
the
other
thing
is
we
got
an
election
coming
up.
I
This
comes
in
and
q4
will
we
be
just
voting
on
the
principle
of
this
plan
like
this
is
what
you
can
do?
Are
you
in
favor,
but
we're
not
going
to
be
voting
on
specifics
like
the
implementation
plan
to
do
X
and
y&z
streets,
because
when
we
be
lame-duck
like
pretty
soon
so
I
think
that's
my
second,
my
two
questions.
They
are
connected.
F
Through
you,
mr.
chair,
so
we
were,
we
were
vaguely
aware
that
there's
an
election
coming
and
we
and
we
and
we
we
considered
you
know
how
how
we
would
bring
this
forward,
and
it
was
really
important
for
us
to
get
here
tonight,
because
this
timing
was
really
critical
for
us.
So
the
intent
is
to
bring
the
implementation
plan
and-
and
you
walk
this
journey
with
us
with
Kingston
transit.
F
You
remember
when
we
when
we
first
came
with
Kingston
transit
and
all
we
had
was
a
couple
of
loops
on
a
piece
of
paper
and
said
just
just
hold
on
we'll
come
back.
You
know,
there's
a
lot
of
work
that
needs
to
be
done,
so
the
implementation
plan
that
we
envision
will
have
specific
projects
in
it
from
a
from
a
lame-duck
perspective,
there's
an
amount
of
money
that
council
can
approve
them.
We're
not
going
to
ask
for
that.
F
We're
gonna
say:
here's
the
the
projects
and
here's
what
these
projects
would
cost
over
the
next
four
to
five
year
period
and
if
you're,
okay
with
that,
because
we've
done
all
of
our
consultation
and
and
all
of
that
work
direct
us
to
and
incorporate
that
into
the
budget
process
and
it'll
be
at
the
through
the
budget
process
that
it
will
ultimately
get
funded.
So
it'll
be
a
peace
process.
Here's
the
plan,
here's
what
we
call
the
short-term
plan.
This
is
what
it
is.
F
This
is
what
it's
going
to
cost
and
then
we
would
incorporate
that
into
our
budgets
and
it
will
all
be
considered
a
budget
time
and
just
there's
just
in
terms
of
the
details
of
that
and
I
mean
if
we
had
had
more
time.
We
would
have
brought
that
piece
forward
this
evening,
but
we
just
didn't
have
time
by
the
time
we,
the
master
plan
was
done.
I
see
we
a
lot.
I
actually
didn't
have
much
to
do
with
this.
F
It's
all
this
team,
but
but
the
the
the
work
internally,
because
we
work
very
closely
with
our
engineering
group
we're
working
closely
with
utilities
Kingston,
because
utilities
Kingston
does
work
and
we
we
want
to
be
able
to
align
to
the
work
that
there
as
well
so
and
we
have
to
be
considerate
of
the
budget,
because
we
don't
have
a
hundred
and
twenty
seven
million
dollars.
Today.
We
know
that
we
need
to
put
this
in
over
overtime
and
in
a
responsible
way.
I
I
Because
I
can
look
at
this
and
say
well
we're
never
gonna
get
this
right.
Maybe
that's
the
greatest
weakness.
I,
don't
know
that
just
I'm
trying
to
get
a
an
overall
airplane
view
of
what
this
is
gonna
do
and
so
I
can
describe
to
people.
You
know
why
it's
not
stupid.
Okay,
I!
Don't
have
that
problem.
So
much
of
my
district,
but
then
other
districts.
It's
an
issue.
Okay!
It's
a
citywide
issue.
It's
more.
I
H
H
What
is
what
are
we
trying
to
create
from
a
citywide
standpoint
over
the
longer
term
and
showing
a
consistency
in
what
we
are
going
to
build
with
that,
but
also
allowing
for
those
pieces
that
we
can
build
within
the
neighborhood,
because
I
think
I,
think
a
citywide
network
is
a
very
abstract
concept
to
most
people,
but
I
also
know
that
from
our
interactions
with
the
public
and
what
we
hear
every
day
coming
into
the
city
that
it's
also
about
it
is
largely
about
what
is
happening
on
my
street.
You
know
how
what
what?
H
So
how
can
we,
through
the
transportation
focus
area,
piece,
look
at
what
is
happening
in
your
neighborhood
from
a
transportation
standpoint
as
a
whole,
rather
than
just
speaking
to
you
about
parking
regulations
or
speaking
to
you
about
traffic
calming
so
I
think
I
think
that's
a
strength
of
it
and
we're
looking
to
build
this
citywide
network.
But
we
also
are
providing
a
mechanism
that
I
think
better
addresses
how
people
want
to
understand
the
transportation
issues
in
their
neighborhood
I.
H
Think
one
of
the
weaknesses
with
the
plan
is
that
there
will
be
a
desire
for
that,
especially
at
the
neighborhood
level,
to
happen
quickly,
and
that
is
a
process
that
will
take
some
time
and
may
be
built
into
their
parameters.
So
I
think
it
will
be.
The
weakness
will
be
in
trying
to
keep
that
momentum
to
foresee
some
of
how
that
work
will
play
out
an
example
of
that
right
now
is
you
know
the
North
Kingstown
secondary
plan,
that's
underway,
we're
starting
a
transportation
plan
for
for
that
planning
area
for
that
secondary
plan.
C
I
thought
I
would
comment
to
the
question
about
the
lame-duck
council
just
for
no
I'm
joking,
so
I
don't
want
to
take
anything
away
from
me.
Ins,
antics
I
think
he
answered
it.
Excellent,
but
I
want
to
talk
a
little
bit
about
what
I
think
is
the
biggest
asset
you
have
here
and
I.
Think
it's
the
fact
that
you've
got
a
plan.
I
think
one
of
the
things
that
we
have
shown
that
we
can
do
very
well
here
in
the
City
of
Kingston
is
plan.
Build
infrastructure,
I.
C
Think
we've
done
a
great
job
over
over
the
last
number
of
years.
I
think
the
work
that
we
do
on
the
multi-year
plans
and
whatnot
puts
us
way
above
most
communities
in
the
province
and
in
the
country.
So
if
I
go
back
to
some
of
the
questions
that
you
asked
about,
why
do
we
have
a
little
bit
of
a
trail
like
this
here?
A
little
little
trail
like
that
there
we've
actually
in
a
sense
we
can
kind
of.
C
On
behalf
of
the
engineering
group
now
and
as
Sheila
said,
there's
been
a
transfer
I
think
there
were
some
of
these
things
that
we
were
trying
to
do
back
for
sometimes
it
to
fitted
in
when
we
were
doing
roadwork
I.
Think
now,
we've
got
a
plan,
we've
got
a
blueprint
that
we
can
look
to
and
it
will
help
coordinate
the
the
whole
system.
As
Sheila
said,
you've
got
the
underground
infrastructure.
You've
got
the
roads
network
and
you've
got
this.
That's
just
another
component
to
it.
C
That
was
maybe
a
bit
of
a
weakness,
because
I
think
one
of
the
things
that
we
have
shown
is
that
as
we
plan
in
build,
we
evolve
and
get
better
and
I
think
we
have
done
an
excellent
job
on
princess
Street.
From
the
waterfront
up
to
Division
Street,
but
if
you
could
go
back
and
start
over
again,
we
would
do
things
a
little
bit
different
I.
C
A
D
One
question
which
so
I'm
a
fast
talker,
so
I'm
thinking
about
the
partnerships
and
the
leadership
aspect
of
this
kind
of
going
again
a
little
high-level
here
when
one
of
your
colleagues,
the
great
jeremy
decosta,
was
describing
Moe
chair
in
terms
of
transit,
use.
I,
remember
him
talking
about
changing
behaviors
and
having
to
provide
alternatives
as
a
way
is
the
way
forward,
and
so
we've
seen
that
a
bit
with
the
transit
passes,
etc,
and
so
these
forms
become
more
desirable.
It
also
I,
guess
from
a
health
promotion
perspective.
D
Changing
behavior
also
involves
understanding
where
people
are
and
what
some
of
the
barriers
are
and
how
to
facilitate
their
use
of,
as
I've
been
describing
I
guess
active
transportation
for
school
for
an
example.
So
this
brings
me
to
my
question,
which
is
really
about
partnerships.
I
know
that
we
have,
within
this
action
plan,
there's
an
emphasis
on
bringing
things
forward
and
working
together
and
collaboration,
educate
and
all
those
areas.
D
So,
okay
before
I
get
the
question
for
the
further
speaking.
There
are
a
few
examples,
just
just
got
back
from
Halifax,
where
we
did
a
tour
of
some
of
the
facilities
there.
There's
a
the
Halifax
Oval
is
a
former
skating
rink
Canada
game
skating
rink,
which
is
now
being
used
as
a
track,
essentially
for
inline
skating,
cycling,
really
really
heavily
used
by
young
kids,
who
are
out
there
learning
how
use
our
bikes,
because
it's
just
a
big
track
and
they
have
on
site.
They
have
equipment
rental.
All
of
it
is
free.
D
They
have
helmets,
they
have
skateboards
things
like
that.
I
know.
Recently
we
did
something
kind
of
similar
here
in
Kingston
by
trying
to
keep
open
up
the
streets.
Kingston
gets
active.
Did
this
this
pilot
project,
where
they
opened
up
the
streets
and
one
of
the
things
that
was
most
striking
about
that
by
opened
them
I
mean
closed
them
to
traffic
and
allowed
people
to
use
them.
D
What
was
most
striking
was
that
there
were
so
many
young
kids
who
were
just
cycling
like
learning
to
bike,
because
they
were
able
to
do
it
on
that
straight
stretch
and
they
really
enjoyed
it.
So
these
are
obviously
examples
of
ways
that
we
can
facilitate
sort
of
the
education
component
learning
how
to
cycle,
and
all
of
that,
but
I'm
wondering
like
are
we
who
takes
the
leadership
role
here.
D
So
is
that,
are
we
saying
with
this
action
plan
that
we
are
taking
the
responsibility
and
the
leadership
role
in
making
people
become
more
literate
when
it
comes
to
other
forms
of
transportation
and
that
we
will
facilitate
and
work
with
partners
to
make
that
happen?
I
know,
that's
not
really
part
of
what
we
need
to
approve
tonight,
but
I'm
just
really
curious,
because
it
seems
to
be
lacking
right
now.
H
Maybe
I'll
spit
some
of
those
those
pieces
and
maybe
I'll
ask
our
consultant
to
talk
about
some
of
the
best
practices
from
from
other
communities
where
and
how
that's
that's
been
handled
to
to
your
point
about
whether
it
the
city
is
then
looking
to
take
a
leadership
role
on
sort
of
that
suite
of
programs
and
pieces
I
think
we
will
we.
We
will
better
understand
that
as
we
develop
the
implementation
plan
and
look
at
the
resourcing
and
some
of
the
early
programs
that
make
sense
for
us
to
to
help
move
some
of
these
things
forward.
H
I
think
there
are
so
there
are
likely
some
components
of
those
programs
where
the
the
city
would
take
a
leadership
role
on
there.
There
are
other
programs
and
other
components,
especially
within
the
schools
and
within
sort
of
the
schools
and
their
linkages,
to
community
associations,
where
I
think
it
would
be
appropriate
for
the
city
to
be
supportive
and
potentially
helping
it
from
an
organizing
standpoint.
But
there
really
are
a
lot
of
resources
that
exist
out
there
that
are
looking
to
discuss
and
be
a
part
of
that
you
know.
Mr.
H
Keats
spoke
to
you
know
the
way
that
we've
been
building
infrastructure
right
and
trying
to
build
those
components
and
taking
advantage
of
those
opportunities.
I
think
the
same
can
be
said
for
some
of
the
programming
pieces
that
we've
done.
You
know
some
some
good
intentions
in
in
initiatives
and
pieces
that
have
begun,
but
I
need
to
then
follow
through
and
continue
that
work
at
a
programming
level.
Sort
of
that
mr.
McLaughlin,
if
you
can
speak
to
that,
that's.
J
J
A
A
A
Report
received
from
the
Kingston
environmental
advisory
forum,
it's
on
the
same
topic
to
the
chair
and
members
of
environmental
infrastructure,
transportation
policies,
committee,
the
Kingston
and
environmental
advisory
forum
reports
and
recommends
as
follows:
from
the
kief
meeting
held
on
May
14th
2018,
we
need
a
movement
seconder
to
receive
the
report
moved
by
councillor
Holland
second,
by
councillor
of
cynic,
so
basically
that
the
kitchen
environmental
advisory
forum
recommends
council
endorsement
of
the
active
transportation
master
plan.
That's
the
recommendation
from
Keith
and
that's
what
the
report
contains.
Is
there
any
comment
seeing
none?
A
E
A
Any
correspondence
there's
no
correspondence
and
this
special
meeting
is
about
to
be
adjourned.
Our
next
regular
meeting
is
just
after
Canada
today
on
July
3rd,
on
the
regular
Tuesday
time,
except
it's.
The
first
Tuesday
at
the
month,
so
mark
make
sure
you've
marked
that
on
your
calendar,
it's
the
first
Tuesday,
because
council
gets
moved
right
and
I.
Guess
that's
about
three
weeks
away:
okay,
I'm!
Looking
for
motion
to
adjourn.