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From YouTube: Transportation Committee - 17 April, 2023
Description
Transportation Committee - 17 April, 2023
B
B
C
E
G
B
B
B
B
E
Great
chess,
thank
you
very
much.
Chris.
We
are
on
the
unseated
territory
of
the
attitude
Nation,
seeing
there's
no
Declarations
of
Interest
we're
going
to
jump
right
into
a
very
lengthy
presentation
this
morning
so
and
I
want
to
thank
our
amazing
staff
and
Vivi,
and
our
entire
crew
they've
worked
tremendously
hard
on
this
presentation.
It
will
be,
it
will
be
lengthy,
so
get
cozy,
but
this
is
a
very
important
document
and
we'll
turn
the
floor
over
to
you
now.
I
Good
morning,
chair
and
counselors
we're
very
pleased
to
be
here
today
to
present
to
you
part,
one
of
the
transportation
master
plan
with
me
are
Jennifer
Armstrong,
Deborah,
Lightman
and
zlatko
crystallic,
who
are
the
team
leads
of
this
update,
but
they
didn't
do
it
alone.
We
are
supported
by
a
huge
collaborative
collaborative
team
with
efforts
from
many
departments
across
the
corporation,
it's
a
culmination
of
about
two
years
of
consultation
with
the
public,
Ward
counselors
and
external
government
agencies.
I
What
we
are
seeking
your
approval
today
is
part
one
of
the
TMP
update.
The
focus
of
the
presentation
is
on
the
transportation
policies,
the
active
Transportation
Network
and
the
framework
for
prioritizing
a
projects
which
will
set
us
up
for
part
two
of
the
TMP
update,
which
is
still
to
come.
You
will
see
that
the
TMP
is
very
much
aligned
with
the
council
approved
official
plan
and
climate
Master
climate
change
master
plan.
J
So
in
the
the
presentation
today,
I'll
start
by
giving
you
a
bit
of
an
introduction
to
the
project
within
the
bulk
of
the
presentation,
will
focus
on
the
three
areas
that
we're
seeking
approval
for
today:
the
TMP
policies,
the
active
Transportation
projects
and
the
prioritization
Frameworks
for
the
road
and
Transit
projects.
Next
slide,
please
so,
jumping
into
the
introduction
we
can
go
on
to
the
next
slide.
J
So
the
the
last
TMP
our
current
TMP,
was
approved
in
2013.,
but
since
2013
there's
been
a
lot
of
change
in
the
transportation
system
line,
one
and
the
construction
of
our
first
stage
of
the
the
O
train
network
has
opened.
The
second
stage
is
under
construction.
We
have
e-scooters
operating
on
the
city
streets
as
part
of
a
five-year
provincial
pilot
project.
We
have
ride.
Hailing
companies
like
uber
and
Lyft
that
are
providing
new
Mobility
choices
for
residents
and
those
options
didn't
even
exist
back
in
2013
when
the
last
TMP
was
approved.
J
The
official
plan
also
sets
out
how
the
city
will
grow
and
develop
over
time
and
there's
a
a
projection
that
there'll
be
an
additional
400
000
residents
within
the
City
by
2046,
and
a
lot
of
that
growth
will
be
happening
through
intensification
and
our
transportation
system
needs
to
be
able
to
accommodate
that
growth
and
then
finally,
there's
the
pandemic.
It
obviously
had
a
very
significant
impact
on
travel
activity
and
it
continues
to
have
an
impact
today.
K
J
Just
waiting
for
the
English
to
catch
up
here.
So
what
is
the
transportation
master
plan?
It's
really
a
supporting
document
of
the
official
plan,
so
the
official
plan
provides
sort
of
the
overall
vision
and
direction
for
how
the
city
will
develop
to
2046
and
the
transportation
master
plan
provides
those
additional
details
on
how
to
achieve
the
objectives
of
the
official
plan.
J
So
next
slide
please
so
the
TMP
is
actually
implemented
by
service
areas
and
branches
throughout
the
entire
city.
On
the
project
side,
the
road
and
Transit
and
active
Transportation
projects
follow
a
fairly
defined
process
for
larger
projects.
There
would
be
an
environmental
assessment
funding
would
be
identified
through
the
annual
budgeting
process
and
there's
a
design
process,
that's
carried
out
and
then
tendering
and
construction
on
the
policy
side.
There's
many
different
ways
that
those
policies
can
be
implemented.
It
can
involve
updating,
design,
guidelines
and
standards.
J
J
J
So
next
slide,
please.
So
this
slide
just
shows
the
schedule
for
the
project.
In
terms
of
part.
One
we're
here
today
presenting
the
results
of
our
work.
Part
two
is
ongoing,
so
the
origin
destination
household
travel
survey
was
conducted
in
the
fall
of
last
year
and
right
now
we're
in
the
process
of
cleaning
and
validating
that
data
and
that
analysis
work
will
continue
on.
We
have
four
sorry.
We
have
two
phases
of
Engagement
planned
over
the
next
part
of
the
project
and
we
anticipate
bringing
a
a
capital
infrastructure
plan.
J
J
We
posted
the
draft
TMP
policy
document
in
its
entirety,
so
that
residents
could
download
that
document
and
review
it
and
provide
us
with
input.
At
the
same
time,
we
also
posted
a
series
of
15
one
pagers,
so
that
people
could
take
a
look
at
those
one
Pages.
They
provided
a
good
overview
of
the
themes
and
policy
directions
and
the
larger
document,
and
then
for
each
of
those
one
Pages.
There
was
a
survey
that
residents
could
fill
in
and
as
well.
J
So
next
slide
please.
So
what
did
we
hear
through
the
consultation?
We
heard
that
safety
was
a
major
concern
for
residents,
particularly
people
walking
and
cycling.
We
heard
a
lot
about
Transit
and
the
need
to
provide
more
frequent
service,
more
reliable
Service
service
that
doesn't
just
serve
the
downtown,
but
also
works
well
within
communities
and
between
communities,
service
that
operates
in
the
peak
periods,
but
also
outside
of
the
peak
periods
we
heard
about
equity
and
the
need
to
make
sure
that
we
have
a
transportation
system,
that's
accessible
and
inclusive.
J
There
is
a
desire
to
accelerate
the
transition
to
complete
streets,
there's
also
an
interest
in
promoting
sustainable
Transportation,
reducing
residents
dependency
on
unprivate
automobiles.
We
also
heard
about
traffic
congestion
and
the
importance
of
residents
being
able
to
access
destinations
by
car
within
the
city.
And
finally,
we
heard
about
climate
change
and
just
the
importance
of
the
TMP
and
addressing
climate
change.
J
L
L
We
started
from
the
strong
policy
foundation
of
the
2013
TMP,
so
that
includes
the
complete
streets
policy
that
calls
for
leveraging
plan
construction
to
implement
Road
designs
that
meet
the
needs
of
all
users,
we're
also
building
on
the
2013,
emphasizing
the
importance
of
coordination
between
land
use
and
Transportation
Planning,
and
focusing
our
investments
in
transit,
walking
and
cycling
as
the
first
approach
to
meet
travel
demand,
also
building
on
the
2013
TMP
and
emphasizing
separation
of
vulnerable
users
from
traffic.
This
includes
cycle
tracks,
protected
intersections
and
ottawa's
first
winter
cycling,
Network.
L
The
TMP
policy
document
also
incorporates
policy
guidance
from
many
other
City
projects
and
initiatives
that
have
been
approved
and
completed
since
the
last
TMP
in
2013..
So
some
of
those
major
new
Focus
areas,
the
new
official
plan,
has
a
lot
of
themes
that
are
carried
forward
by
the
TMP,
including
15-minute,
neighborhoods
and
healthy
streets.
L
One
changed
from
the
2013
Transportation
master
plan
is
that
this
time
around,
we
don't
have
a
separate
pedestrian
and
cycling
plan.
Active
transportation
is
integrated
within
our
TMP
policy
document,
the
policy
document
as
it's
long
and
it's
organized
into
11
themes,
there's
69
policies
in
total,
and
we
also
have
110
actions,
and
these
actions
are
generally
specific
projects
or
initiatives
with
clear
deliverables,
and
these
are
really
to
help
us
advance
and
Kickstart
policy
implementation.
L
So
a
couple
examples
would
be
creating
an
automated
vehicle,
Readiness
working
group
within
our
city
and
encouraging
businesses
and
Community
Partners
to
use
streets
for
seasonal,
patios,
sparklets
or
place
making
activities
the
actions
ban
many
City
departments
and
service
areas,
and
we
worked
across
City
departments
to
identify
these
and
some
are
already
underway.
While.
Others
are
expected
to
be
started
later
in
this
summer.
Council
I'll
also
add
that
certainly
not
a
comprehensive
list
of
actions.
There
are
many
other
actions
we
will
be
taking
going
forward
in
support
of
our
policy
directions,
foreign.
L
The
TMP
policy
document
includes
a
vision
statement
in
2046.
Ottawa's
Transportation
network
will
be
flexible,
safe,
dependable
and
efficient
in
meeting
the
evolving
needs
of
residents
and
businesses
across
the
city,
while
enabling
the
city
to
meet
its
climate
change
goals,
the
network
will
provide
travel
options
for
people,
regardless
of
their
income,
Identity
or
ability
next
slide.
L
Protection
and
again,
this
aligns
with
our
recent
climate
vulnerability
and
risk
assessment
that
came
forward
on
the
equity
side,
there's
an
objective
to
improve
access
for
people
who
experience
Transportation,
related
barriers
to
Social
and
economic
participation.
Maybe
that's
getting
to
work
going
to
the
grocery
store
or
getting
to
a
doctor's
office
and
recognizing
that
Ecuador
Equity
deserving
groups
are
more
likely
to
experience
these
types
of
Transportation
barriers.
L
Finally,
the
policies
align
with
our
official
plan
in
looking
at
priority
Equity
priority
neighborhoods
using
the
Ottawa
neighborhood
Equity
index
and
the
policies
call
for
accelerating
investments
in
the
TMP
Equity
priority
neighborhoods,
where
projects
have
similar
technical
Merit.
Otherwise
next
slide.
L
L
L
On
the
theme
of
Transit,
the
TMP
emphasis
that
we
will
continue
to
invest
in
the
Rapid
Transit
and
Transit
priority
Network.
It
also
recognizes
the
importance
of
Transit
frequency
and
reliability,
and
this
is
something
we
again.
We
heard
a
lot
about
through
consultation
and
we've
strengthened
it
a
lot
in
this
updated
version
of
the
policy
document.
L
On
the
complete
Street
side.
There's
an
action
that,
in
the
TMP
part
two,
we
will
be
exploring
opportunities
to
fund
additional,
complete
Street
projects,
and
this
includes
both
Standalone
projects
such
as
upgrading
a
road
with
a
rural
cross-section
to
a
road
with
an
urban
cross-section
with
sidewalk
and
cycling
facilities
and
Lighting,
and
it
also
includes
potential
improvements
at
the
time
of
resurfacing
to
act.
Transportation
facilities
beyond
the
curb
where
we
currently
wouldn't
be
able
to
do
so
so
ident.
So
funding
would
be
required
to
kind
of
do
more
at
the
time
of
resurfacing.
L
L
L
L
The
first
category
would
be
where
the
budget
requirements
are
to
be
assessed
as
part
of
a
business
case
for
a
future
project
separate
from
the
TMP.
An
example
here
would
be
the
action
to
advance
shade
corridors
on
existing
streets,
and
this
would
be
part
of
the
tree
planting
strategy
that
would
come
to
cancel
in
the
future.
L
The
second
category
is
where
budget
requirements
will
be
assessed
as
part
of
the
TMP
part.
Two
an
example
here
would
be
the
action
of
looking
at
Standalone,
complete
Street
projects
and
whether
we
can
fund
them
in
the
TMP
part.
Two
and
finally,
we
wanted
to
note
that
the
TMP
Capital
infrastructure
plan,
which
is
part
two,
is
also
accompanied
by
an
update
to
the
long-range
Financial
plans,
and
so
really
at
that
time.
Looking
at
affordability,
we'll
be
major
emphasis
and
we
do
expect
that
to
be
a
challenge
and
I'll
hand
it
over
to
zako.
M
The
active
Transportation
project
list-
that's
part
of
this
TMP
update,
was
derived
through
considerable
input
from
residents
from
counselors,
but
also
staff
with
our
Consultants
did
a
ground-up
review
of
the
entire
city
based
on
our
policy
lens.
To
make
sure
we
captured
all
the
required
and
necessary
missing
links.
M
M
You
will
also
note
there's
a
subcategory
called
feasibility
studies
that
is
new.
We
did
not
have
that
in
2013.
and
it's
intended
to
tackle
some
high
demand
links
for
which
staff
is
unsure
if
we
can
find
a
way
to
implementation.
So
this
gives
us
a
chance
to
look
at
them.
Look
at
the
issues,
and
hopefully
some
of
them
can
go
forward,
but
it's
important
a
message
that
it's
not
assumed.
They
all
will
next
slide.
M
Part
of
the
consultation
started
by
asking
our
residents
to
comment
on
issues
that
they
have
for
active
transportation.
That
includes
things
like
missing
links,
places
where
cut
throughs
would
be
valuable
and
we
did
get
excellent
representation
and
feedback
from
all
parts
of
the
city
staff
reviewed
this
list
to
look
for
clusters
and
made
sure
that
we
reviewed
that
to
see
if
the
issues
that
were
raised
were
in
fact
or
could
be
in
fact
covered
by
some
of
the
projects
that
we
proposed.
M
M
The
list
of
proposed
projects
was
shared
with
the
public
online
for
almost
half
a
year,
and
so
we
received
quite
a
few
comments.
Through
that
period,
we
reviewed
the
comments
and,
as
a
result,
about
14
percent
of
projects
were
changed
in
some
way
and
that's
the
package
that
is
on
the
table
today
for
your
consideration
next
slide.
M
M
However,
in
past
terms
of
council,
we
did
receive
considerable
additional
funding,
both
directly
from
Council
on
new
programs
or
projects,
but
also
from
the
federal
and
provisional
governments
that
added
up
to
almost
doubled
those
Baseline
budgets
should
that
occur
in
this
plan
period
going
forward.
We
would
take
advantage
of
that
to
advance
implementation
of
the
plan
to
the
extent
possible.
M
Certainly
with
a
list
that
is
as
long
as
this
one
in
terms
of
projects
over
such
an
extended
period,
the
question
will
come
up.
What's
coming
up.
First
staff
intends
to
share
the
list
of
projects
that
will
be
started
on
and
mostly
I'll,
be
starting
with
planning
by
submitting
those
as
part
of
our
normal
budget
process
later
this
year
and
next
year
in
the
budget
narratives.
M
For
the
rural
areas
of
the
city,
at
connectivity
is
primarily
consisting
of
adding
pay
shoulders
to
roads
at
time
of
resurfacing.
We'll
also
Identify.
Some
routes
on
quieter
roads,
which
we
feel
could
be
do
not
need
paste
shoulders,
but
could
be
essentially
recommended
as
roots
for
people
to
use
the
network
that
you
can
see
and
we've
consulted
on
interconnects
The
Villages,
but
as
well
connects
the
villages
to
the
rest
of
the
urban
part
of
Ottawa.
M
We're
also
very
lucky
to
have
70
kilometers
of
Maltese
pathways
on
rail
corridors
in
the
east,
west
and
south
of
the
city.
The
plan
does
include
at
least
an
investigation
of
improved
linkages
to
those
three
existing
rural
multi-use
pathways,
but
also
there
is
a
project
to
activate
for
active
Transportation
use,
five
kilometers
of
a
new
Corridor.
The
city
has
acquired
that
runs
from
Carling
Avenue
through
North
through
Canada
north,
and
that
has
potential
to
be
extended
in
the
future
as
well.
M
M
The
crosstown
Bikeway
network
was
introduced
in
2013
and
it's
been
successful
in
terms
of
developing
a
minimum
grid
across
the
city
with
as
direct
as
possible
connectivity.
As
you
can
see,
the
new
network
that's
been
proposed
in
this
plan
has
greater
density.
So
it's
a
finer
grain
mesh
we've
also
better
defined
that
Network
in
the
areas
outside
the
green
belt
in
the
Suburban
areas
and
made
small
adjustments
to
the
former
network
based
on
actual
implementation
of
corridor
features
for
at
next
slide.
M
M
Pie
chart
shows
the
number
of
kilometers
of
facilities
for
cycling
in
the
city.
You
can
see
we
have
about
a
thousand
kilometers
at
present
and
over
the
planning
period.
We
expect
to
increase
that
about
50
percent
now
of
the
increase
you'll
notice
that
the
larger
part
by
far
comes
from
projects
outside
of
this
plan
and
I,
think
that's
a
statement
to
the
success
of
policies
in
the
past.
M
N
J
J
J
The
TMP
policies
emphasize
that
you
know
we
will
look
at
sustainable
modes
of
transportation
as
the
priority,
so
we'll
be
looking
at
Transit
Solutions
first,
but
we
do
also
expect
that
there
will
be
residual
travel
demand
that
will
need
to
be
met
through
Road
expansion
and
and
Road
capacity
types
of
projects.
So
we
will
develop
those
networks
and
then
there's
a
process
of
iteration.
As
we
look
at
how
those
networks
perform
in
terms
of
greenhouse
gas
emissions,
modal
share
travel
time
on
the
network
once
we
have
a
recommended
ultimate
Network.
J
This
is
where
the
prioritization
Frameworks
come
in,
that
you're
being
asked
to
approve
today
and
those
prioritization
Frameworks.
The
intent
is
that
we'll
look
at
all
of
the
transit
projects
and
then
prioritize
which
Transit
projects
should
be
built
first
and
likewise
with
the
road
projects
which
road
projects
should
be
constructed.
J
First,
it's
not
till
we
get
to
the
last
part
of
the
process
where
we
actually
look
at
the
investment
scenarios
and
how
much
funding
gets
allocated
to
those
different
types
of
projects
as
we
develop
those
investment
scenarios
again
we're
going
to
be
looking
at
things
like
greenhouse
gas
emissions.
Affordability
will
be
a
major
consideration,
equity
and
so
again
there
may
be
some
iteration
that
happens
as
part
of
that
process,
but
at
the
end
of
the
day,
what
we're
planning
to
do
is
to
put
forward
two
or
three
different
investment
scenarios.
J
One
scenario
that
achieves
the
city's
climate
change
objectives.
Another
scenario
that
fits
within
the
city's
affordability
envelopes
for
consideration.
So
if
we
go
on
to
the
next
slide,
this
is
the
prioritization
framework
for
Transit
projects.
The
majority
of
the
the
prioritization
points
are
assigned
for
Mobility
benefits,
the
first
category
being
ridership
growth,
35
points
and
then
service
improvement,
and
so
this
really
distinguishes
between
the
benefits
to
existing
Riders
under
service
improvement
versus
the
amount
of
growth
and
ridership
that
we
could
expect
from
the
project.
J
Now
there
is
a
little
bit
of
a
double
counting
happening
here,
because
the
service
improvement
will
also
help
to
grow
ridership,
but
we
thought
that
it
was
important
to
shine
that
light
on
the
benefit
that
existing
Riders
would
have.
There's
20
points
allocated
to
city
building,
looking
at
things
like
Equity
impacts
to
Natural
systems
and
how
well
the
project
serves
major
destinations
and
and
supports
Economic
Development
and
then
the
final
20
points
are
for
cost
and
that's
not
just
the
cost
to
build
the
project,
but
also
the
operating
and
maintenance
costs.
J
So
if
we
go
into
the
next
slide,
you'll
see
that
it's
a
similar
framework
for
roads
and
new
road
and
road
widening
projects.
Mobility
benefits
of
the
project
receive
55
points
and
those
include
two
aspects:
access
to
development.
So
how
well
does
the
project
open
new
lands
up
for
development
or
support
development
and
then
congestion,
focusing
on
both
the
existing
congestion?
That
is
today,
but
also
how
that
congestion
may
change
in
the
future
with
development
and
growth
in
the
city?
J
Again,
there's
a
large
city
building
component
worth
25
points
which
looks
at
greenhouse
gas
emissions
and
induced
demand.
Equity
impacts
impacts
to
Natural
systems,
how
well
the
project
supports
Place,
making
and
healthy
streets
and
then
as
well
support
for
goods,
movement
and
economic
development
and
then
again,
there's
20
points
that
are
allocated
for
cost.
J
E
O
You
can
start
writing
it
out,
as
the
staff
gets
it
up.
So,
whereas,
with
respect
to
the
report
entitled
Transportation
Master
Plan
update
part,
one
supporting
document
4
has
been
corrected
to
address
the
missing
text
on
page
13
and
XB,
whereas
the
incorrect
final
version
of
supporting
document
5
was
uploaded
as
part
of
the
public
release
of
the
aforementioned
report,
whereas
the
following
revisions
are
being
made
within
supporting
document
3
and
where
applicable,
document
5,
a
ward
numbers
have
been
updated
for
numerous
projects
where
required
and
B
the
trim.
O
Road
Bridge
has
been
added
as
a
cycling
project
feasibility
study,
formerly
shown
as
in-process
facility
and
see
the
limits
to
the
Moody
Drive
cycling
project
have
been
extended
and
whereas
the
revised
supporting
documents,
three
four
and
five
have
no
impact
on
the
staff.
Recommendations
of
the
staff
report,
therefore
be
it
resolved
at
the
transportation
committee
approved
that
the
supporting
documents-
three
four
and
five
of
the
report
entitled
Transportation
Master
Plan
update
part
one
be
replaced
with
the
revised
attached
documents.
O
E
E
P
P
P
P
P
P
P
P
A
So
the
current
TMP
draft
misses
the
opportunity
that
the
majority
of
rural
Transportation
needs
like
the
impacts
and
the
overall
quality
of
life
and
Rural
Ottawa
like
socialization
to
reduce
isolation,
improved
access
to
services
and
participation
in
arts
and
culture
activities
across
the
city
for
youth.
A
recent
rural
Ottawa
youth
mental
health
survey
shows
that
among
the
600
plus
respondents,
transportation
is
one
of
the
top
barriers
to
accessing
Mental
Health
Services
for
adults.
Travel
to
employment
could
be
now
rural
to
rural
or
rural
to
suburb.
A
A
The
current
survey
by
the
rural
Transportation
Solutions,
which
we
are
members,
shows
that
almost
65
percent
of
some
250
respondents
agree
that
rural
Ottawa
would
benefit
from
more
Transportation
options.
Respondents
did
consider
the
increased
cost.
This
means
and
more
prefer
that
the
rider
pays
a
larger
share
of
the
costs
than
the
50
50
split.
That
currently
applies
in
urban
Ottawa
over
to
camp.
P
P
This
goal
needs
to
be
incorporated
for
Rural
Ottawa,
the
vision
of
the
city's
rural
equity
and
inclusion
lens
States.
We
envision
more
alternative
and
affordable
Transportation
options.
Our
TMP
should
incorporate
that
vision.
The
combination
of
those
two
visions
should
be
incorporated
into
the
master
Transportation
plan.
P
With
a
stated
policy
such
as
ottawa's,
rural
equity
and
inclusion
lens
identifies
many
of
the
needs
and
challenges
of
rural
residents.
The
city
should
seek
Innovative
and
affordable
Transportation
solutions
for
the
rural
area
as
part
of
the
official
plan,
big
move
to
Mobility
Mr
chair.
That
concludes
my
presentation.
Do
you
have
any
questions.
P
Putting
my
other
information
in
that
area,
but
we
specifically
are
trying
to
to
survey
their
their
General
thrust
as
to
how
much
they
can
afford
in
the
rural
area
for
a
transportation
system
and
the
majority
and
basically
about
the
group,
is
divided
into
three.
But
one-third
prefer
that
the
rider
I
need
the
full
share
of
Transportation
about
a
third
thing
that
about
75
percent
of
the
transportation.
Q
When
I
lived
in
Vancouver,
the
system
was
that
the
further
you
are
trans
traveling
from
the
core
there
were,
there
were
rates
of
fees,
so
just
a
follow-up
question
and
I
I
think
I
do
support
that
kind
of
ride
or
Affair,
but
just
to
follow
up
to
a
question
there.
When
you
were
saying
one-third
said
this
and
one-third
said
that
the
people
that
responded
to
your
survey
are
they
just
generally
rural
residents
or
rural
residents
who
are
likely
to
use
Transit.
P
E
R
The
floor
is
here,
sir
great.
Thank
you
very
much.
Mr
chair,
my
name
is
Neil
saravanimous
I'm
here
in
my
personal
capacity
I'm,
an
economist
that
spent
most
of
my
career
dealing
with
Public
Finance
and
that's
some
of
the
the
you
know
the
framing
that
I
that
I
used
to
look
at
these
issues.
I
want
to
focus
my
comments
today
entirely
on
document
3.1,
which
is
the
list
of
active
Transportation
projects.
R
Okay,
now,
if
I
were
a
counselor,
there's
there's
three
things
that
I'd
be
looking
for.
The
first
is
with
any
sort
of
geospatial
information.
We
want
a
map
now
it
was
mentioned
earlier
by
staff
that
in
theory,
a
map
is
available
by
going
into
Geo,
Ottawa
and
so
I'd
be
I.
Don't
think,
has
anyone
in
this
around
this
table
other
than
me
tried
to
do
that?
R
R
You
know
that
you're
going
to
get
a
lot
of
feedback
from
people
that
are
angry
about
that
and
upset
about
that
and
like.
Why?
Didn't
you
finish
the
network?
You
know
my
kids
can
no
longer
use
this.
It's
just
not
safe.
I
mean
an
example
that
we
did
in
the
last
term
of
council
was
around
Montreal
Road.
We
went
as
you
know.
We
we
we
we
put
in
this
beautiful,
complete
Street
along
Montreal
Road
and
then
the
last
two
blocks.
We
didn't
do
anything
we
left
it.
R
R
So
we
want
to
give
them
the
option
if
they
want
to
be
able
to
cycle
to
this,
to
the
soccer
field,
to
be
able
to
cycle
to
this
to
school
and
and
so
I
think
that
origin
destination
survey
is
really
critical
to
understand
how
people
move
around
your
neighborhood.
So
the
final
point
I
want
to
make
is
we've
heard
a
lot
about
the
consultation
process.
I
appreciate
everything
that
staff
have
done
for
consultation,
but
as
a
member
of
the
community
that
cares
about
these
issues.
R
I,
don't
believe
that
there's
been
meaningful
consultation,
okay,
there's
been
a
lot
of
consultation
and
in
fact
some
of
the
best
consultation
was
with
counselors
prior
to
the
formal
launch
of
the
TMP
process
back
about
two
three
years
ago.
Those
were
good.
Those
were
the
only
opportunities
where
people
like
me
had
the
ability
to
to
articulate
our
concerns
to
stand
up.
You
know:
we've
got
consultation
process
that
essentially
just
allows.
You
know
online
processes,
allow
you
to
to
kick
boxes
and
say:
yes,
no
there's
there.
R
This
is
the
first
opportunity
anyone
has
had
to
actually
comment
on
the
final
list.
This
is
the
first
opportunity
anyone's
had
to
publicly
say
here's
the
list
and
here's
what
I
like
about
it.
So
in
my
just,
if
I
can
just
wrap
up
in
my
final
six
seconds,
I
just
like
to
say
that
I
don't
think
that
you're
quite
ready
to
take
this
decision.
I
think
there's
missing
information
that
can
be
provided
very
easily
and
very
quickly,
and
we
should
have
that
information
before
we
make
a
final
decision
on
the
active
Transportation
projects.
S
It
really
is
very
scary
and
I
agree
that
we
need
to
fix
them
so
that
we
have
an
actual
Network.
My
question,
for
you
is
what
so
you're
suggesting
we
take
a
pause
that
we
don't
immediately
approve
these
projects.
What
would
you
like
to
see
happen
in
terms
of
further
consultation?
What
what
are
you
proposing,
and
what
do
you
think
would
be
useful.
R
Great
thanks
very
much
look.
I
I
would
like
the
opportunity,
as
I'm
sure
many
other
people
would
be
to
to
actually
be
able
to
stand
up
and
say:
okay,
here's
a
list
of
projects
you're
proposing
how
about
some
other
I.
You
know
like
how
about
some
other
links
like
we
have
not
I
have
not
had
the
opportunity
to
put
up
my
hand
and
say
you
know
what
I
think
you've
got.
R
You
got
proposed
projects
on
streets,
a
b
and
c
what
about
d
e
and
f?
You
know:
there's
not
been
any
opportunity
in
this
process
to
to
introduce
New
Alternatives
like
that.
So
that's
something
I'd
like,
but,
most
importantly,
I
would
like
meaningful
consultation
in
which
the
community
can
actually
see.
Who
else
has
ideas?
Who
else
cares
about
this
and
and
and
have
an
open
and
Frank
discussion
about
those
I
mean
it's
it's
it's
it's
not
to
say
that
I
expect
whatever
I
say
to
be
to
be
accepted.
R
T
Thank
you
very
much
chair
thanks
Neil
for
your
presentation.
I
just
I
wanted
to
ask,
because
certainly
there's
time
for
counselors
later
on,
to
ask
questions
at
committee
on
the
overlays
piece
that
you
had
mentioned.
Have
you
been
able
to
have
a
back
and
forth
with
City
staff
on
that?
Have
they
mentioned?
Why
are
they?
Why
are
they
not
because
maybe
that's
something
we
can
get
produced
in
the
near
future?.
R
R
You
know
just
too
time
consuming
too
technically
challenging,
but
I
think
it's
something
that
that
can
and
can
be
published
on
award
by
word
basis
and
can
be
distributed,
obviously
to
counselors,
but
to
the
to
the
general
public
as
a
whole
and
I'd
like
to
see
that
as
the
basis
for
to
come
back
to
counselor
troutzer's
question
I'd
like
to
see
that
as
the
basis
for
consultations.
Ideally
at
the
ward
level,
I
mean
we
we
did
as
as
was
mentioned
and
as
I
referred
to.
R
Consultations
happened
led
by
counselors,
probably
two
two
about
two
years
ago
inside
and
and
not
all
counselors,
but
certain
counselors
LED
consultations.
Those
were
very
good
and
and
I
think
we
need
to
have
another
round
of
those
just
to
make
sure
that
this
is
the
right,
the
right,
the
right
set
of
projects,
because
one
of
the
things
about
the
network
that
we
have
got
in
Ottawa,
the
cycling
network
is
we've
actually
got
a
fairly
decent
Network
for
commuter
cyclists,
okay,
so
people
that
want
to
get
downtown
for
their
day
job.
R
The
network
that
we
have
is
actually
pretty
good
I
mean
in
large
part
of
things.
You
know,
we've
had
the
NCC
Pathways
for
obviously
many
years
that
we've
been
able
to
to
leverage
and
to
work
on,
but
we
haven't
really
done
enough
yet
to
build
those
local
networks
so
that
people
can
safely
use
a
bicycle
to
get
to
the
grocery
store
to
get
to
school,
to
get
to
the
playing
field,
whatever
they
want
to
get
to.
T
U
R
U
R
R
But
do
you
have
the
do
you
have
all
the
information
that
you
need
to
to
say
whether
this
is
the
right
list?
I
mean
we're
talking
about
25
years,
we're
talking
about
establishing
a
priority
list
for
25
years
for
people
in
the
active
Transportation
Community.
This
is
obviously
incredibly
important
right.
These
are
the
projects
that
we
will
be
doing
over
the
next
25
years.
In
theory,
I
mean,
of
course,
I.
U
V
Good
morning,
thanks
a
lot
Neil
nice
to
see
you
so
I
just
wanted
to
parse
out
exactly
what
what
actions
might
be
taken
based
on
your
delegation,
so
am
I
to
understand
that
what
because
I
I
actually
have
a
few
questions
on
public
consultation
moving
forward,
because
you
know
my
background's
in
Civic
engagement,
so
I
might
I
might
disagree
with
you
in
the
sense
that
we
don't
have
enough
information.
Given
that
we
have
been
meeting
with
staff
regularly
and
there
was
an
extensive
consultation
process
where
you
could
draw
pins
everywhere.
V
V
R
No
yes,
thanks
for
clarifying,
so
that's
exactly
right,
I
mean
what
if,
if
I
look
at
the
consultation
process
over
the
last
number
of
years,
where
I
think
it's
been
most
effective
was
with
those
counselor-led
discussions
that
took
place
a
few
years
back,
okay,
they're
very
open,
they
were,
they
were
very.
It
was
very
much.
You
know
a
blank
slate
in
terms
of
where
you
know
what
what
are
the
priorities
that
people
identify
when
we're
talking
about
this
sort
of
analysis.
R
Obviously,
a
map
is
the
easiest
way
for
people
to
visualize
this
and
to
understand
it.
So
again,
what
I
would
suggest
is
with
I
would
love
to
see
counselor-led
just
a
round
of
counselor-led
discussions
to
members
of
the
community
to
come
forward
and
say.
Look
here
is
a
map.
That's
got
the
existing
infrastructure
in
there.
It's
got
what
is
plan?
What
is
what
is
plan
what's
in
the
pipeline
right
now
and
then.
Finally,
this
is
what
we're
proposing
as
as
new
Investments
over
the
next
25
years.
Do
you
agree?
R
V
W
Yes,
thank
you.
I
can
see
it
on
the
prior
on
the
point
of
the
prior
speaker,
I,
do
wonder
if
some
daycares
are
are
consulted
on
this,
because
I
remember
a
daycare
walking
their
toddlers
toddlers
down
on
Maryvale
the
busiest
portion,
the
selfish
portion
of
America,
where
it's
absolutely
so
many
cars
I
wonder
how
many
often
daycares
are
consulted
on
on
active
Transportation.
W
In
the
brief
time
that
I've
tried
this
route
I've
had
when
there
are
cars
lining
up
coming
out
of
the
Maryville
triangle.
There's
car
all
the
cars
have
always
tried
to
turn
left
right
in
front
of
me,
even
though
I
had
the
priorities
so
I've,
given
up
on
the
Marvel
triangle
and
now
I'm
going
to
College
Square-
and
you
may
say:
oh
that's
fine.
Now
he
has
access
to
groceries.
He
doesn't
need
a
bike
lane,
but
what,
if
I,
do
need
access
to
a
store
here
on
on
Marvel
in
the
Maryville
triangle?
W
But
what
if
I,
do
need
access
to
the
stores
all
on
the
east
side
of
Maryville
I
can't
easily
get
there,
so
we
do
really
need
to
prioritize
connections
and
and
also
there's
a
hook
there.
The
little
hook
on
the
left
is
the
is
a
weird
four-way
intersection
where
the
cross
streets
don't
quite
actually
align
and
I
have
to
pull
up
a
pull
off
an
illegal,
an
illegal
maneuver
of
mounting
the
sidewalk.
W
In
order
to
to
complete
that
that
that
that
Crossing
of
of
of
of
of
of
of
Maitland-
and
you
know
if,
if
ever
one
of
the
owners,
the
household
owners
decide
to
park
his
car,
wrongly
or
or
not
clear,
his
his
driveway
of
snow,
that
I
couldn't
pull
off
the
Mover
or
perhaps
I
wouldn't
be
able
if
I
had
a
cargo
bike
so
doing
the
missing
connections
is
really
important
to
the
North.
End.
Of
of
this
of
here
is
the
experimental
Farm
pathway
into
the
southeast,
Nepean
Trail,
which
are
also.
W
That
is
a
way
slightly
away
from
these
four-lane
roads,
because
otherwise
you're
building
prisons
for
Carlos
households,
You're
Building
prisons?
It
is
or
at
least
heaving
or
Mobility
to
get
around
this
city.
If
you
are
riding
roads
without
creating
other
safe
ways
to
get
and
I'm,
not
talking
about
just
a
sidewalk,
because
I've
driven
on
curling
and
fortunately
I
was
driving
slowly
but
I.
Remember
there
was
a
family
up
on
the
sidewalk,
with
a
few
kids
and
one
of
the
kids
wandered
into
into
the
street
and
poor
lady.
She
was
very
busy.
W
She
wasn't
watching
I,
think
or
maybe
the
kid
was
behind,
but
had
it
been
a
faster
driver
or
closer
driver
I,
don't
know
what
would
happen
to
that
kid.
So
we
need
you
know
a
safe
place
for
active
Transportation,
isn't
just
a
sidewalk
that
is
next
to
the
four-laneous
roads.
Thank
you
for
your.
Thank
you
for
your
for
listening.
W
V
It
was
added
in
Catherine,
Kitt's,
fabulous,
technical,
Amendment
and
so
it's
in
there,
but
we
are
going
to
have
to
figure
out
how
to
pay
for
it,
and
otherwise
we
will
have
whole
communities
of
people
that
may
choose
not
to
use
this
LRT
that
we're
building
on
the
North
side,
so
that
north
south
connection
will
be
essential.
Thank
you.
S
Thank
you,
Julia
and
again,
I
I
think
you
really
to
really
understand
the
need
for
better
active
Transportation
I
recommend
that
anyone
cycle
the
child
on
the
patch
of
your
bike
or
dragging
behind
you
in
a
trailer
because,
yes,
it
really
can
be
terrifying,
I,
just
so
I'm
just
curious
if
you
can't
safely
bike
to
the
grocery
store.
How
are
you
getting
your
groceries
now.
W
Well,
we're
going
to
College
Square,
so
we
are
actually
getting
just
further
away.
We
are
getting
our
groceries,
we're
fortunate.
We
have
that
choice,
but,
as
I
mentioned,
what,
if
I
I
needed
to
get
to
a
store
that
was
in
that
triangle
or
on
the
east
side
of
Maryville
I
can't
really
maybe
I
can
do
a
detour
via
Cordova,
but
then
Cordova
is
not
accessible
in
the
winter.
I
can't
go
to
the
park,
but
I
can't
get
to
that
triangle.
There's
no
way
I
can
get
to
that
triangle
safely.
W
W
S
Well,
thank
you
so
much
and
I
think
you
know
we'll
probably
hear
more
from
cancer
Divine
and
Kavanaugh
and
but
I've
learned
a
lot
from
my
counselors
colleagues
from
older
suburbs.
Aka
outer
Urban
Wards
and
it
is
a
real
problem.
There's
some
mention
of
a
retrofit
program
in
the
in
the
master
plan.
But
it's
unclear
to
me
how
it'll
be
funded
and
right
now
we're
getting
some
of
those
infrastructure
improvements
downtown,
because
we
have.
S
Q
Thank
you,
chair
and
Julian.
Thank
you
for
your
presentation.
I,
don't
have
a
question
for
you
just
as
much
as
a
a
comment
of
that.
I
very
much
appreciate
that
you're.
Bringing
that
perspective
to
it
and
I
think
that
what
you
have
brought
is
reinforcing
the
need
for
for
a
greater
Civic
engagement
over
the
next
few
years.
Q
C
Thank
you
very
much
chair
and
thank
you.
Julian
I,
actually,
when
I
first
moved
to
Ottawa
to
with
and
lived
with,
two
children
under
three
I
had
no
car
and
I
lived
in
that
area,
so
I
I
really
understand
where
what
you're
doing
and
I
have
a
bike
trailer
which
I
still
have
it's
falling
apart.
It's
but
I
I
still
have
it
and
frankly,
I
use
sidewalks
a
lot
of
times,
because
I
had
no
choice
just
to
get
across
the
street
to
the
store
so
I.
C
So
this
is
this
is
part
of
the
passion
I
I
have
for
wanting
to
change
things
because
not
everybody
lives
downtown
and
we
we
need
to
have
those
networks
everywhere.
So
I
appreciate
your
delegation
and
I
think
it
adds
to
the
conversation
big
time.
This
is
this
is
what
we're
looking
for.
This
is
what
we're
trying
to
change.
So
thank
you
very
much.
E
Great
thank
you
counselor
and
seeing
no
further
questions.
Thank
you
for
your
delegation
today.
Next
up,
we
have
William
Van
Geist
and
we
do
have
a
presentation,
William
you're,
no
stranger
to
this
place.
The
timer
is
on
the
screen
and
your
presentation
should
be
up
momentarily.
Oh
no,
no
presentation,
sorry,
looking
at
my
wrong
sheet
right.
X
X
Yesterday
a
driver
hit
a
man
in
Westborough,
sending
him
to
the
ICU
and
I
realized.
I
missed
one
on
Friday.
Actually,
a
driver
had
someone
biking
at
Island,
Park
and
Iona
on
Friday.
Oh,
this
leads
us
to
wonder:
why
is
safety
nowhere
to
be
found
in
the
tmp's
cross-cutting
policies
is
anything
more
important
than
preventing
people
from
harm?
X
Certainly,
experience
with
ottawa's
Transportation
Systems
gives
the
impression
that
traffic
flow
and
specifically
car
traffic
is
the
priority
and
injury
and
death
is
simply
the
cost
of
doing
business.
How
can
the
city
of
Ottawa
seek
to
become
I'm,
quoting
here
North
America's,
most
livable
mid-sized
City,
yet
still
tolerate
people
being
seriously
injured
and
killed
on
our
roads.
X
X
Prioritizing
safety
is
important
not
only
to
prevent
people
from
being
killed,
but
also
to
induce
people
to
travel
by
more
sustainable
modes.
Why?
Because
the
most
sustainable
modes
that
is
walking,
rolling
and
biking
are
also
the
most
vulnerable.
People
know
how
safe
certain
trips
are
by
these
modes
and
they
simply
won't
take
trips
that
are
too
dangerous.
X
The
quickest
and
best
way
to
meet
our
climate
targets
of
eliminating
greenhouse
gas
emissions
by
2050
is
to
make
it
safe
and
comfortable
for
people
to
walk,
roll
and
bike
in
our
city.
To
do
this,
we
must
not
only
accommodate
sustainable
modes
but
prioritize
them,
and
what
follows
I'll
make
a
few
suggestions
to
that
end.
The
list
is
that
I've
got
is
extensive.
This
is
a
mere
selection.
X
X
Third,
we
need
to
improve
our
intersections,
which
we
know
are
high.
Conflict
for
people
walking
and
biking
protected
intersections
are
an
important
step
in
the
right
direction,
but
too
frequently
we
widen
roadways
at
intersections
policy.
9-5
states
that
I'm,
quoting
the
city,
will
avoid
widening
streets.
Beyond,
four
mid-block
general
purpose
lands
four
should
be
the
maximum
of
any
type
of
Lane
general
purpose.
Turning
or
otherwise.
X
X
We
must
also
ban
right
turns
on
red
in
the
downtown
core
inner
urban
outer
and
outer
Urban
transects,
as
well
as
in
villages.
Doing
so
eliminates
a
substantial
proportion
of
possible
conflicts
at
intersections
slip.
Lanes
must
be
banned
and
removed
across
the
city,
slip,
Lanes,
prioritize
vehicle
speed
over
safety,
and
they
take
a
precious
Urban
space.
X
Shockingly,
the
TMP
contains
no
mention
of
slip.
Lanes,
the
city
considers
on-street
car
parking,
a
traffic
calming
measure,
but
parking
blocks,
people
from
seeing
car
traffic
and
vice
versa.
Imagine,
for
example,
a
child
passing
between
cars,
and
it
also
poses
the
risk
of
dooring
for
people
biking.
X
Why
are
we
prioritizing
the
storage
of
private
property
over
the
safety
of
everyone
outside
of
Congress?
The
space
currently
used
for
car
parking
can
be
used
for
so
much
else.
Whether
biking
facilities,
trees
or
patios
I
want
to
strongly
encourage
the
city
to
employ
Tech
tactical
urbanism.
That
is
quick,
inexpensive
modifications
to
the
transportation
Network,
the
urgency
of
vision,
zero
and
the
climate
emergency
demands
urgent
action.
Get
the
flexibility
of
these
interventions
also
prevents
modification
as
necessary.
X
S
Hi
William
nice
to
hear
from
you
again
I
just
have
a
question
because
I
know
you're
also
involved
with
bike.
Ottawa
I
know
the
city.
Has
this
intersections
sort
of
you
know
list
of
Shame
of
the
worst
ones
that
are
priorities,
do
you
or
by
Ottawa
or
ecology
Ottawa?
Do
you
maintain
your
own
list?
Do
you
have
some
suggestions
of
some
key
areas
that
you
don't
see
addressed
in
the
list
of
proposed
projects.
X
Right,
you
know,
I
think
the
real
priority
is
those
30
high
volume
intersections
in
the
report.
I
think
it's
2021.,
you
know
from
from
my
standpoint,
I,
you
know
I
think
I
would
just
start
with
the
the
ones
that
are
very
inexpensive
and
go
through
the
list.
Some
of
them
are
a
matter
of
you
know
a
couple
hundred
thousand
dollars.
X
There's
no
reason
I
can
tell
why
we
wouldn't
just
knock
off
some
of
that
low-hanging,
fruit
and
work
our
way
through
through
those
I
know.
Some
of
them
occur
in
renewals.
That
are,
you
know,
being
scheduled
as
well,
so
those
will
be
taken
care
of
that
way,
but
yeah
some
of
the
the
intersections
on
that
list
are
really
low
hanging.
Fruit,
I
think.
X
Thank
you.
If
I
may
speak
to
kids,
I
actually
live
about
15,
maybe
20
Paces
from
Kent,
so
I
I
know
it
pretty
intimately.
You
know
Kent
and
a
couple
of
the
other
one
ways
through
the
downtown,
whether
it
be
Metcalf
or
lion
or
O'connor,
of
course,
has
the
the
Bikeway.
They
would
really
benefit.
Not
only
people
trying
to
get
around,
but
the
communities
that
live
around
these
these
arterials
to
become
you
know.
X
A
great
way
would
be
to
restore
a
two-way
use
of
them
rather
than
the
one-way
which,
of
course,
the
city
has
been
talking
since
1972,
two
as
I
recall
about
doing
that
for
a
Metcalf
and
turning
into
a
great
Boulevard.
But
you
know
other
options
exist.
You
know
beyond
adding
active
Transportation
and
protected
bike
Lanes,
as
was
done
on
on
Bay,
which
is
obviously
a
great
Improvement
timing.
The
signals
there,
the
the
traffic
speeds
on
Kent
are
are
I
mean
absolutely
outrageous.
X
That's
a
simple
problem
to
solve,
especially
on
a
one-way
just
time,
the
signals
so
that
you
can't
actually
drive
past
the
posted
speed
limit.
So
you
know
at
the
moment,
yeah
Kent
is,
is
completely
hostile
and
there's
tons
of
people
walking
walking
around
even
high
jinxes
around
the
corner.
From
me,
there's
always
people.
X
S
Yeah,
something
I
found
really
interesting
were
the
equity
considerations
that
were
written
into
the
TMP.
So
congratulations
to
staff
on
that,
and
specifically
this
concept
of
Mobility
poverty,
which
is
actually
not
a
term
that
I
never
heard
before
and
knowing
that
hi
James
is
on
Kent
and
when
I
Dornoch
is
a
lot
of
Ottawa,
Community,
Housing
and
CCOC
housing
there.
S
So
you
have
folks
you're
more
likely
to
have
families
living
there,
low-income
folks
and
they
don't
have
a
safe
place
to
cross
the
street
so
and
they
have
a
lot
of
pollution
and
a
lot
of
car
traffic
right
in
front
of
them.
So
we
call
it
an
arterial,
but
it's
also
very
much
a
residential
street.
So
thank
you
very
much.
I
appreciate
your
presentation
and
your
participation.
Thank
you.
Counselor.
E
Y
Great
thank
you
and
thank
you
for
having
me
here
today,
so
my
name
is
Cassie
Smith
and
I'm
speaking
today
on
behalf
of
school
streets,
Ottawa
School
streets
Ottawa
is
a
coalition
of
local
volunteers,
along
with
supporting
organizations
who
are
advocating
for
kids
to
have
healthy
and
safe
ways
to
travel
around
the
city,
with
the
focus
on
trips
to
and
from
the
school
next
slide.
Please.
Y
We
are
pleased
to
see
that
the
draft
Transportation
master
plan
includes
many
policies
that
support
our
goals
and
recognize
the
ways
that
children
have
unique
Transportation
needs.
We
are
particularly
interested
in
the
suggestion
of
piloting
School
streets.
This
is
an
initiative
that
we
feel
is
Central
to
safe
and
active
School
transportation.
The
school
street
is
a
temporary
exclusive,
walking
and
cycling
Corridor
established
during
pickup
and
drop-off
times
to
allow
children
use
of
the
road
on
the
immediate
approach
to
a
school.
These
can
be
set
up
with
temporary
barricades
and
volunteers
or
more
permanent
installations.
Y
Like
those
pictured
here
next
slide.
School
streets
have
immense
benefits
for
children.
These
are
spaces
where
kids
are
safe
from
the
threat
of
Motor
Vehicles,
which,
as
of
2019,
was
the
leading
cause
of
child
death
in
Canada.
They
reduce
air
pollution,
which
children
are
particularly
vulnerable
to
by
40
to
60
percent.
Y
They
reduce
noise
pollution
and
often
underexamined
health
impact.
They
also
increase
healthy
physical
activity.
Currently
in
Canada,
only
28
percent
of
children
get
the
recommended.
60
Minutes
of
activity
per
day
and
school
streets
have
been
shown
to
provide
social
connection
and
greater
Independence,
and
all
of
these
benefits
translate
to
better
learning
conditions
for
children,
and
there
are
also
benefits
to
the
entire
Community
School
streets
lead
to
fewer
car
trips.
Data
from
one
school
in
the
UK
showed
that
a
school
Street
led
to
a
decrease
of
96
000
car
trips
per
year
with
fewer
car
trips.
Y
It
is
no
surprise
that,
with
all
of
these
benefits,
School
Street
initiatives
have
been
implemented
and
accelerated
in
cities
around
the
world,
including
many
of
our
peer
communities
in
Canada.
Such
as
Vancouver
Montreal,
Kingston,
Mississauga,
Hamilton
and
Markham
next
slide,
you
may
have
noticed
that
these
benefits
completely
align
with
all
the
priorities
of
the
TMP
to
meet
diverse
Mobility
mode
needs
to
promote
better
Public
Health,
to
improve
safety,
to
reduce
automobile
dependence,
to
integrate
transportation
and
land
use
and
to
protect
the
environment.
Y
Y
So
what
I
don't
understand
is
why,
with
this
long
list
of
benefits,
proof
from
other
cities
and
complete
alignment
with
TMP
priorities,
Ottawa
is
only
considering
a
pilot
in
a
plan
that
is
meant
to
outlide
the
next
decade
or
more.
In
the
city
policy,
11
2,
prioritize,
active
school
trips
includes
programs
and
collaborations
that
can
be
pursued
to
encourage
active
trips
to
school.
This
is
not
prioritizing
active
school
trips.
Y
Prioritizing
means
putting
first
to
put
kids
first,
would
require
much
more
than
possibly
pursuing
programs
or
Pilots
when
school
streets
Ottawa
conducted
a
survey
before
last
Fall's
election,
a
majority
of
the
council
members
who
won
the
election,
including
many
of
you
here
today,
told
us
that
you
supported
a
Citywide
funded
pilot.
We
need
your
help
to
make
this
happen.
Next
slide,
schools
and
the
trips
that
students
take
to
get
to
them
touch
the
entire
city.
Y
Y
In
this
plan,
however,
we
believe
the
city
can
and
should
act
more
decisively
on
these
important
measures.
Next
slide
School
streets,
Ottawa
regularly
hears
from
parents
who
want
their
kids
to
be
able
to
travel
to
school
safely.
Now
is
the
time
to
make
a
clear
commitment
to
a
school
streets
program
and
other
enhancements
that
will
make
Ottawa
a
safer
and
more
enjoyable
place
for
kids
and
their
families
to
live.
Thank
you.
E
C
Not
a
bad
idea.
I
think
well
right
now,
is
that
it's
a
walk-a-block
program
and
the
schools
are
promoting
that
encouraging
parents
to
walk
a
block
to
drop
their
children
off
so
I
I.
Think
there's
a
education
process
too,
for
for
the
for
the
parents
to
understand
the
safety
issues
as
well.
I,
don't
know
where
that
fits
in
foreign.
Y
Y
C
Well,
anyway,
so
there's
lots,
there's
lots
of
Education
process
in
it
as
well,
but
I'm
very
enthusiastic
about
it.
My
own
kids
walked
yeah
when
I
at
first
they
had
to
go
to
a
school
with
taking
a
bus.
That's
a
big
factor
too.
It's
actually
a
cost
saving
if
kids
could
walk,
but
it's
not
always
straightforward,
but
I
appreciate
it
and
I.
Think
the
just
blocking
in
front
of
the
school
whenever
possible
is
not
a
bad
idea.
Thanks.
Thank
you.
Q
Q
Q
But
on
the
issue
of
your
delegation
here
today
and
how
it
pertains
to
Transportation
Master
Plan
update-
and
you
had
mentioned
that
the
the
goals
and
mission
of
school
streets
Ottawa
is
aligned
with
much
of
what
the
TMP
update
is
looking
to
see.
But
in
the
aims
of
supporting
what
it
is
that
you
are
trying
to
advance.
Can
you
identify
in
the
transportation,
Master
Plan
update?
Y
It
has
been,
as
I
said,
proven
in
other
places
in
other
places
like
Ottawa,
not
just
in
Paris
and
the
Netherlands
in
Kingston,
in
Markham,
in
places
that
have
a
similar
built
environment
and
just
also
thinking
about
children
and
all
of
these
policies.
I
noted
I
think
in
four
of
the
five
pre
or
four
of
the
previous
delegations
that
children
were
raised
as
one
of
these
issues,
that
is
a
barrier
for
many
people
or
a
concern
in
how
they
choose
their
transportation.
U
U
Y
E
E
Z
Thank
you
chair.
Thank
you.
Committee,
hello,
my
name
is
Patrick.
I
do
have
some
links
to
community
associations
within
Ottawa,
but
today,
I'm
here
representing
myself,
I
moved
to
Ottawa
seven
years
ago
for
school
and
I
stayed
for
the
community
and
the
love
of
the
city.
When
I
move
around
by
active
Transportation
I
see
children
playing
in
the
streets,
I
hear
old
folks
out
for
a
stroll
chatting
with
each
other
and
dogs
getting
tangled
in
their
leashes
I
smell,
poutine
and
beaver
Tails.
Z
I
was
actually
debating
canceling.
My
delegation
today
I
have
work
obligations.
I
had
another
appointment
that
I
had
to
cancel
and
Frankly
Speaking
to
council
for
the
first
time
is
not
not
the
easiest
thing,
but
something
happened
to
me
yesterday
that
forced
my
hand
and
and
Drew
me
in
here
today
that
was
I
I
was
hit
by
a
car
on
my
bike
yesterday
and
it
was
a
very
traumatic
experience.
Z
The
the
driver
had
little
concern
for
my
well-being
or
that
of
my
puppy,
who
was
in
the
rear
basket
at
the
time.
This
happened
when
I
was
at
the
sharrow
section
in
front
of
the
Rito
Center
the
newly
implemented
bike
infrastructure,
and
somebody
decided
it
was
best
to
race.
Past
me
going
up
to
a
red
light
and
clip
my
handlebars
and
thankfully
I
managed
to
stay
upright,
but
if
it
was
an
inch
or
two
the
other
way
or
I
was
a
less
skilled,
cyclist
I
definitely
certainly
could
have
gone
down.
Z
It
scares
me
because
you
know
these
people
like
I,
could
easily
not
be
here
today.
I
could
even
someone
would
have
to
call
my
mother
and
tell
her
that
she
lost
her
son
in
addition
to
other
family
members
that
we've
lost
in
the
past.
You'd
have
to
call
my
partner
the
love
of
my
life
and
tell
her
that
she
no
longer
will
be
able
to
be
with
be
with
her
partner.
Z
Okay.
So
how
can
we
accomplish?
This
I
have
three
main
points
that
I'm
going
to
discuss
on
what
I
would
suggest
for
the
transportation
master
plan,
the
first
of
which
is
to
use
Quake
implementation,
active
Transportation
infrastructure?
It's
really
not
enough
to
wait
until
there's
resurfacing
done.
We
have
cones,
we
have
paint,
we
have
Ballers,
we
have
curves.
These
are
not
overly
expensive
things.
They
could
be
implemented
quickly
where
council
could
then
take
a
new
design.
Try
it
out
get
feedback
and
see
if
the
community
likes
it
or
not.
Z
Plus,
then
you
can
get
infrastructure
that
fits
local
context.
More
specifically,
my
second
point
to
to
add
to
the
TMP
would
be
like
mandatory
traffic
calming
in
the
downtown.
This
should
be
a
priority
when
looking
at
every
street,
and
it
should
be
the
number
one
goal
it
cannot
be
traffic
flow.
It
cannot
be
other
metrics
you're
going
to
be
using.
Z
It
has
to
be
the
people
who
live
and
work
and
enjoy
the
area
have
to
be
kept
safe
at
at
a
primary
primary
goal,
and
my
last
point
of
action
is
to
add
mandatory
levels
of
funding
in
the
TMP
language
for
percentages
of
the
budget.
Perhaps
you
can
take
a
budget
from
other
areas
and
reallocate
it,
but
I
think
it's
important
to
have
specific
percentages
and
specific
Targets
on
what
you're
gonna
the
level
that
we're
going
to
reduce
fatal
and
injury
impacts
to
so
that
way.
Z
So
you
know
I
have
lots
of
ideas
of
how
to
improve
things
that
I
see
in
in
our
communities
and
if
anyone
would
love
to
chat
with
me
off
off
the
Record
or
you
know,
offline
one-on-one
I
have
full
of
ideas,
but
honestly
there's
so
many
to
fit
into
five
minutes
that
I
need
to
be
concise
and
I
need
to
give
you
clear
and
concrete
actions.
So,
in
conclusion
to
End
Road
violence
in
our
city,
whether
intentional
or
not,
we
must
use
Quick
implementation
infrastructure
to
fit
missing
links.
Z
We
must
experiment
with
more
traffic
calming,
especially
in
high
conflict
areas,
and
we
must
set
specific
targets
for
funding
and
incident
reduction
numbers
and
metrics
in
the
transportation
master
plan.
The
transportation
management
plan
contains
some
great
Ambitions,
but
I
want
to
see
more
tangible
action
items
and
adaptable
Transportation
policies
to
protect
vulnerable
Road
users.
Z
I've
made
a
logical
appeal
to
you
and
I
will
now
make
a
bit
more
of
an
emotional
appeal.
What
if
you
were
in
the
situation
where
you
were
taken
on
our
roads
early?
What
would
you
tell
your
kids?
Is
it
important
to
inconvenience
some
other
slightly
in
order
to
save
lives,
or
was
your
live
less
important
to
save
a
driver,
15
or
20
seconds?
Z
It's
truly
a
fundamental
issue
and
if
we
want
to
make
cities
livable
and
enjoyable
for
all,
then
this
is
something
that
has
to
happen
and
I
hope
over
the
next
25
years,
thanks
to
City
staff
and
the
hard
work
they've
done
that
we
can,
we
can
pull
this
off
with
some
good
policies
today.
So
thank
you
very
much.
I
can
take
your
questions
now.
Questions.
E
Well,
thank
you
for
coming
out
today
and
we're
all
listening
to
what
you're
saying
for
sure
we
have
our
very
professional
staff
that
are
highly
focused
on
the
road
safety
action
plan
as
well
and
I'm.
Sorry
about
your
aerial,
harrowing
experience,
but
we're
all
listening
to
you
today.
So
thank
you.
I,
don't
see
any
questions
for
this
delegation,
but
you
got
to
start
using
that
hand
thing
Council,
Brockington.
Here's.
AA
My
hand
my
laptop
lost
its
power,
so
I'm
Now
offline.
Thank
you
for
your
presentation.
Sorry
about
your
experience
yesterday
very
similar
to
something
I
was
involved
in
when
I
was
a
teenager.
If
it
had
been
literally
inches,
more
I
would
have
been
a
hood
ornament,
but
I'm
happy
you're
here
today
and
I
think
your
presentation
was
very
sound.
AA
I
think
I
heard
you
correctly
that
you
asked
for
priority
to
be
given
to
the
downtown
core
and
I
may
have
I
may
have
misheard
you
in
in
your
statements.
I
wanted
to
ask
for
clarification,
but
I
think
that
a
comment
about-
and
these
are
my
words-
the
low-hanging
fruit
where
we
have
the
high
volume
or
or
high
number
intersections,
where
we
can
make
some
marginal
changes
fairly,
affordable
but
can
have
significant
impact.
I
think
is
a
very
important
comment
to
make
here
today.
Z
Certainly
I'm
not
necessarily
referring
to
the
downtown
core.
If
the
high
traffic
volumes
indicate
the
downtown
core
I
think
you
know,
obviously
we
should
prioritize
the
most
amount
of
people's
safety
in
the
least
amount
of
expense.
At
the
same
time,
we
should
obviously
make
cycling
safer,
city-wide
or
any
any
sort
of
Acts
of
Transportation
city-wide,
yeah
I
I.
Just
think,
like
you
said,
it's
low,
there's
low
hanging
fruit.
If
we
use
Quick
implementation
strategies
to
try
designs,
get
community
feedback
like
instead
of
going
through
a
whole,
we
need
to
consult
people.
Z
Okay,
that's
of
course,
but
maybe
we
can
consult
through
experimentation
as
opposed
to
people
looking
at
plans
and
trying
to
nitpick
things,
because
often
when
things
are
implemented,
they're
not
as
bad
as
they
seem
on
paper,
and
if
we
can
ask
people
direct
feedback
from
designs,
then
you
can
slowly
change
things
over
time
and
tailor
solutions
to
specific
communities
as
opposed
to
waiting
until
we
have
an
opportunity
to
do
something
about
it.
So
yeah,
the
downtown
core
is
definitely
like.
I
live
downtown.
AA
I
I'll
just
finish
a
chair
by
saying
that,
although
I
represent
an
urban
Ward,
we
believe
that
within
our
residential
communities,
our
infrastructure
is
actually
quite
poor
and
we
look
to
the
downtown
core
as
sort
of
the
area
in
the
city
that
has
significant
bike
infrastructure
and
I'm,
not
saying
it's
perfect
and
I
do
believe.
We
need
to
do
more
in
the
downtown
core,
but
our
our
deficiencies
in
residential
communities
ensure
that
people
can't
even
commute
within
the
same
neighborhood.
AA
AB
AB
You
well
thank
you
committee
for
allowing
this
presentation
I'm
here
to
report
on
a
workshop
that
was
held
on
a
Saturday
on
behalf
of
both
the
Federation
of
citizens,
associations,
the
city
for
all
women
initiative,
cafes,
which
Community
associations
for
environmental
sustainability,
ecology,
Ottawa
and
the
people's
official
plan.
This
Workshop
was
started
when
the
TMP
phase,
one
report,
which
you're
dealing
with
today
was
tabled
on
March
10..
AB
Folks,
and
today
is
the
day
where
you're,
making
recommendations
on
the
TMP
policy
document
is
insufficient.
We
don't
march
to
your
drummer.
These
are
communities
volunteers,
they
have
lives
they
meet.
Generally
speaking,
once
a
month,
we
try
very
much
to
participate.
There
has
been
a
lot
of
public
input
into
this
document,
but
we're
here
to
say
today
with
the
our
top
10
recommendations
to
help
improve
this
document.
AB
This
document
is
to
affect
the
how
people
live
and
travel
in
their
city,
so
I
just
want
to
make
sure
you're
aware
that
five
weeks
in
your
world
may
seem
a
lot
of
time
in
out
in
the
community
world
where
people
have
other
lives
is
not
so
much
so
Justin
we'll
go
on
about
the
workshop.
We
had
46
people
show
up,
which
was
great
on
a
Saturday.
We
spent
all
day,
because
this
is
a
large
document.
We
heard
presentations
on
the
cross-cutting
themes
of
climate
change,
inclusivity,
equity
and
land
use.
AB
The
TMP
does
talk
about
intensification
or
on
Transit
areas
that
we
understand
that
we
support
that,
but
we
want
to
make
sure
that
such
intensification
includes
family
housing.
It
has
to
be
accessible
to
families.
That
was
an
important
point
that
was
made
at
our
Workshop.
I've
already
talked
about
the
timing
of
this
particular
document,
but
that
came
up
in
our
consultation.
There
must
be
meaningful
public
consultation
on
allocating
funding
for
Road
Transit
and
active
Transportation
projects,
so
that
policy,
the
approach
it
prioritization
framework
was
a
new
document.
AB
We
had
not
seen
that
before
you
can't
shift
between
Transit
and
road
building.
I
want
to
have
more
priority
on
Transit,
but
certainly
the
ability
for
us
to
comment
on
those
scores.
This
is
it
and
it
would
have
been
useful
to
have
some
more
public
consultation
on
that
we
do
believe,
or
there
are
participants
believe
that
we
should
be
promoting
other
forms
of
active
Transportation,
the
rolling
Transportation
such
as
e-scooters
and
bike
sharing.
AB
There
was
a
specific
comment
made
about
distribution
centers
that
should
be
outside
the
urban
area,
because
18-wheeler
trucks
belong
outside
the
urban
area
and
on
complete
streets
and
I,
know
I'm
running
out
of
time,
so
you're
not
going
to
get
the
top
10.
But
this
is
an
important
issue.
Issue
complete
streets
are
favored
by
our
communities,
but
it's
not
sufficient
to
allow
them
to
be
built
through
the
retrofitting
program.
It'll
be
our
great
grandchildren
who'll
be
able
to
see
great
complete
streets.
AB
AB
V
Thank
you
Alex,
so
I
was
wondering
with
respect
to
the
framework
scoring
you.
You
touched
on
that
as
one
of
your
top
ten,
but
could
you
expand
on
what
what
the
group
was
thinking
about
when
they
were
looking
at
those
Frameworks
and
the
scoring
criteria
did
anything
come
up
for
for
reflection
there
yeah.
AB
Well,
besides,
the
fact
that
we
would
like
to
have
more
time
to
see
the
document
was
tabled
in
March
10..
So
unless
you
went
to
the
website
your
communities
out
there,
your
neighborhoods
out
there
aren't
aware
that
this
document
is
there
and
that
these
are
the
scores
being
presented.
So
that's
item
one
but
item
two:
is
you
have
a
scoring
system
for
roads
and
Road
widening
and
a
scoring
system
for
Transit?
AB
So
how
does
Transit
and
Road
widening
balance
with
each
other,
which
has
the
greater
priority
because
they're
in
separate
silos,
so
there
needs
to
be
a
conversation
about
what
is
more
important?
Can
we
avoid
a
road
widening
by
having
a
Transit
Lane,
and
you
don't
have
that
discussion
that
ability
to
to
evaluate
those
projects
within
the
current
framework.
V
Thanks
for
that,
Alex
I,
we
I
do
have
a
couple
of
questions
about
how
those
two
relate
to
each
other
there's
some
other
pieces.
In
the
document
that
says
there
there
might
be
a
priority,
but
I
would
agree
that
the
framework
makes
it
appear
like
the
two
are
are
independent
from
each
other.
Thank
you,
chair.
Q
You
chair
just
to
quickly
I
I,
was
going
to
ask
what
councilor
Johnson
asked
there
Mr.
So
Alex
I
very
much
appreciate
that
your
group,
you
know,
which
is
an
important
group
that
you
know
meant
to
discuss
this
for
so
long.
All
I
really
wanted
to
ask
and
I
think
you
mentioned
it.
Have
you
forwarded
to
us
your
top
10
list
I
think
is:
do
we
have
that
as
a
supporting
document.
AB
E
D
But
if
they're
biking
somewhere
as
a
couple,
the
the
the
woman
will
refuse
to
go
with
him
so
and
then
I'd
also
like
to
point
out
that
these
root,
that
bridge
really
is
connecting
Equity
priority
neighborhoods.
So
it's
an
opportunity
to
see
up
the
policies
that
you
mentioned
in
the
document
have
real
bite
in
terms
of
whether
this
project
can
get
prioritized
or
not.
D
D
But
the
one
thing
that
I
really
would
like
your
help
with
is
there's
one
policy.
It
really
makes
me
squeamish.
It
says
the
city
will
review
the
removal
of
Rideau
Street
and
King
Edward
from
the
city's
truck
route
Network,
once
a
suitable,
safe
and
efficient
alternative
is
implemented,
and,
what's
scary
about
that,
is
we
really
need
to
know
before
we
make
any
decision
about
building
some
major
new
piece
of
infrastructure
how
the
trucks
are
going
to
end
up
flowing.
D
D
It
is
no
matter
what
you
do
in
terms
of
how
the
trucks
are
going
to
move
around,
and
so
what
I'm
really
asking
for
is
if
we
could
have
an
action
added
to
to
the
to
the
policy
document
that
would
read
somewhere
along
the
lines
of
produce
a
plan
for
how
inter-provincial
trucks
will
cross
the
Ottawa
River
prior
to
finalization
of
a
decision
on
any
future
hard
infrastructure
project
I
feel
like.
If
we
don't
have
that
honestly,
it
feels
a
downtown
resident.
D
That's
been
suffering
with
the
drug
problem
for
50
years
that
we
might
get
sold
down
the
river
right.
We
we've
finally
figure
out
to
build
something
somewhere,
and
then
we
look
at
how
the
trucks
will
change
their
movement
and
we
find
out.
Well,
we
got
maybe
half
the
trucks
out
of
downtown
and
there's
still
another
half
still
there
and
after
spending
a
couple
of
billion
dollars
in
infrastructure
project.
If
we
don't
really
solve
the
problem
to
me,
that
would
be
colossal
waste
of
money.
U
E
U
D
I
first
start
involved
when
the
major
NCC
study
happened
in
2007
to
2013
of
where
to
build
a
new
bridge
and
I
participated
in
all
the
technical
discussions
there
and
then
after
that,
basically
blew
up
and
ended
up
in
a
no
decision.
I
was
involved
in
the
2016
downtown
tunnel
truck
tunnel
study.
I
was
involved
in
the
ncc's
recent
interrovincial
long-term
inter-provincial
Crossings
studies
and
I've
met
with
all
of
the
MPS
mpps
mayors
that
have
been
around
for
the
last
10
years.
U
D
Like
when
we
started
to
press
the
consultants
in
the
study
in
2007
and
2013
on
this,
they
said
well,
even
if
we
had
a
new
bridge
in
the
East
End,
more
than
half
the
trucks
would
still
find
it
better
to
go
through
the
downtown.
So,
of
course
that
worried
a
lot
of
people
who
lived
downtown
and
then
some
people
said
well.
We
could
introduce
well
actually
there's
quite
a
bit
of
confusion
about
whether
the
city
can
even
ban
trucks
from
the
downtown.
D
We
can
remove
the
downtown
streets
from
the
truck
route
network,
but
that
this
doesn't
necessarily
mean
that
a
truck
could
never
go
down
the
street.
So
it
wasn't
at
all
clear
that
we
have
the
means
that
our
disposal
to
force
the
trucks
to
use
the
new
bridge,
the
half
of
them
that
would
prefer
not
to,
but
it
was
even
then
said,
even
if
we
could
do
that
a
whole
pile
of
those
trucks
would
rather
than
go
to
the
new
bridge,
because
we
banned
them
from
the
downtown
they'd
rather
go
to
the
shadier
bridge.
D
So
what
are
we
going
to
do?
Then?
Are
we
going
to
ban
all
the
trucks
from
the
charger
Bridge
as
well
and
have
every
100
percent
of
inter-provincial
trucks
in
the
region
have
to
go
around
a
detour
that
they
prefer
not
to
make
on
an
East,
End
Bridge?
All
I'm
saying?
Is
it's
a
really
complicated
nut
to
crack
and
that's
why
I'm
uncomfortable
with
the
language
that
says
well
think
about
it?
D
D
It's
super
complicated
right,
but
I
think
that
was
basically.
My
last
point
right
is
that
it's
easy
for
us
to
say:
well,
it's
kind
of
out
of
our
hands.
The
federal
government
wants
to
drive
something
forward
here
and,
while
that's
true
I
think
we
have
to
realize
that
they
don't
necessarily
have
eliminating
the
trucks
from
downtown
Ottawa
as
a
top
reason
for
whatever
this
project
they're
going
to
come
up
with,
and
that's
why
I
think
you
know
we
can't
just
be
a
passive
participant
at
their
table.
D
U
D
Well,
I'm
very
often
crossing
the
truck
route,
and
it
really
is
I
know
a
lot
of
people
probably
aren't
down
at
Rito
and
King
Edward.
Very
often-
and
you
know,
the
high
level
number
is
that
there's
2500
trucks
a
day.
Sometimes
it's
hard
to
wrap
your
brain
around
what
that's
really
like,
but
during
the
mid-mornings
and
mid
afternoons
when
the
truck
traffic
Peaks,
because
they
try
to
avoid
the
rush
hours.
It's
200
trucks,
an
hour,
that's
the
truck
every
18
seconds
and
more
than
half
of
them
are
tractor
trailers.
D
E
Great
thank
you.
Counselor
plants,
thanks
for
coming
out
today,
John
great
presentation
and
I
think
we
all
feel
some
level
of
frustration.
Well,
we've
worked
together
for
over
13
years
on
this
and
it
is
frustrating
for
sure,
but
thank
you
for
coming
out.
Next
up
we
have
Eline
McGregor,
oh
I,
see
you
online.
There.
AC
E
AC
Okay,
you're
good
to
go.
Okay,
I'd
like
to
I've,
been
a
cycling
and
pedestrian
advocate
for
since
the
late
80s
and
I'm
really
interested
in
this,
particularly
since
I
worked
on
the
very
first
cycling
plan
for
the
city
of
Ottawa,
and
you
know,
and
have
looked
at
many
many
tmps
in
the
past.
I've
read
the
whole
document
and
there
are
a
good.
This
document,
particularly
the
climate
change,
related
sections
and
I'm,
pleased
that
someone's
finally
going
to
be
looking
at
improving
the
Hartwell
law.
AC
Crossing
and
I'm
also
happen
to
be
one
of
the
people
for
whom
this
document
supposedly
is
really
really
important.
I'm
a
senior
I'm,
a
woman
and
I'm,
also
afflicted
by
arthritis,
so
I'm,
also
disabled.
So
I
appreciate
that
that's
very
good,
but
that's
about
the
last
good
thing,
I'm
going
to
say
about
this
plan,
because
I
don't
think
it's
been
proper.
There's
been
proper
consultation
on
this
plan.
I
think
that
there's
a
lot
of
things
there,
just
what
the
heck
did
that
come
from
it.
AC
I
think
I
agree
with
Neil
who
spoke
earlier
that
you're
not
really
ready
to
approve
the
list
of
projects
here,
because
there
hasn't
really
been
meaningful
consultation
on
the
active
Transportation
projects,
many
of
them
I
went
took
part,
for
example,
in
all
the
tin
things
here
and
tell
us
tell
us
there,
where
they're
important
to
things
and
comment
on
stuff.
But
when
you
actually
were
asked
to
comment
on
all
the
possible
actor
Transportation
plans,
you
can
only
comment
on
five
projects
in
each
category,
which
wasn't
nearly
enough
if
you
didn't
like
something.
AC
Well,
maybe
I
better,
not
comment
on
this,
because
this
one's
no
even
more
important
so
stuff
probably
got
through
that
people
didn't
like,
because
they
couldn't
comment
on
things
so
I
think
again
that
there's
really
a
lot
of
concern
there.
I
was
also
flabbergasted.
This
is
the
first
time
I've
ever
seen
this
to
see
the
presentation
today
to
say
that
there's
not
going
to
be
a
separate
pedestrian
or
cycling
plan.
AC
When
was
this
decided,
nothing
about
I've
been
waiting
for
those
plans
to
come
forward
to
actually
bring
in
more
comments
on
that,
and
instead
what
we
have
are
sections
in
the
TMP
that
are
very,
very
well
high
level
just
to
be
polite
about
them.
There's
a
lot
of
things
that
aren't
included
in
there,
for
example,
just
basic
things
like
the
level
of
maintenance
on
our
city
sidewalks.
We
have
so
many
city,
sidewalks
and
crosswalks,
which
are
really
badly
cracked,
dangerous
dangerous.
AC
You
could
easily
stumble
there
and
there's
no
there's
hardly
any
mention
in
The
Pedestrian
section
about
fixing
those
darn
sidewalks,
and
yet
that
surely
is
more
important
to
people
than
anything
else
about
the
danger
of
actually
walking
on
those
sidewalks.
There's
been
a
sidewalk
in
my
area
that
hasn't
been
fixed
for
two
years,
and
it's
like
this,
the
difference
in
the
the
size
of
the
concrete.
You
know
it's
up
like
this.
This
is
ridiculous,
and
yet
we're
not
even
talking
about
that.
AC
I'm,
worried
also
that
we
have
we're
we're
talking
here
about
protected,
intersections
and
and
raised
cycle
tracks
being
the
preferred
facility
type.
That's
actually
in
the
document
here
and
you
know,
I
have
really
serious
concerns
about
these
I
think
that
the
raid
cycle
tracks
are
inefficient,
uncomfortable
dangerous,
especially
on
hills
and
they're
dangerous
to
pedestrians,
and
yet
we're
just
saying:
okay,
we're
going
to
put
these
through
as
the
way
we're
going
to
put
all
our
most
of
our
new
cycling
facilities
through
and
you're.
AC
Not
even
there's
no
been
no
consultation
with
the
actual
public
about
whether
those
are
actually
a
good
design.
We
have,
for
example,
two
proposals
in
section
3.1
for
raid
cycle
tracks
on
Meadowlands
and
on
the
Perrier
and
Clyde
and
I've
ridden
those
roads
over
and
over
again
and
I
can
tell
you
that
hey
laperia
Clyde,
don't
need
them
and
Netherlands
it
would
with
the
hills
on
Netherlands.
It
would
be
actually
actually
actively
dangerous
to
put
race
cycle
tracks
there
and
I
can
go
into
more
details
about
why,
but
to
do
those
I.
AC
Just
don't
think
this
is
right.
I
think
you
really
need
to
go
through
and
don't
approve
these
things
today.
I
think
you
should
receive
document
3.1
and
not
approve
it,
and
you
should
return
the
TMP
policies
and
staff
to
incorporate
many
of
the
suggestions
not
just
made
by
me,
but
made
by
other
people
to
including
Mr
Collins
proposals
to
incorporate
those
suggestions.
I
think
that
you
have
not
had
nearly
enough
consultation
on
such
an
important
document.
It's
not
ready
for
prime
time
and
it's
time
to
think
about
making
sure
that
this
actually
works.
AC
G
Have
a
finding
chair
committee
members
I'm
here
today,
representing
myself.
Actually,
although
I
was
at
the
workshop
that
Alex
talked
about
earlier
today,
and,
of
course,
I'm
associated
with
the
FCA
and
the
Green
Space
Alliance
and
the
people's
official
plan
and
all
my
comments
today
will
be
addressing
document
four.
So
the
prioritization
document,
that's
in
front
of
you
and
and
my
main
message
right
now
would
be
to
not
to
approve
this
document
today.
G
I,
believe
this
approach
isn't
right.
If
we
want
to
not
only
if
we
want
to
build
Transportation
infrastructure,
but
in
particular,
if
we
want
to
build
it,
this
infrastructure
in
a
way
that
achieves
an
overarching
objective
for
this
TMP
and
the
overarching
objective
for
this
TMP,
which
is
recognized
up
front,
is,
is
its
contribution
to
the
greenhouse
gas
emission
reductions
that
the
city
must
achieve
over
the
next
25
years.
G
More
importantly,
the
official
plan
we
advocated
for
and
for
in
large
part,
we
I
think
we
were
able
to
establish
that
the
official
plan
has
as
a
central
organizing
framework
climate
change
and
the
reaction
to
climate
change
and
what
we
need
to
do
and
that
has
to
filter
down
and
translate
it
into
tnp
as
well.
It
was
very
positive
and
I'm
very
happy
to
see
that
there
is
modeling
of
the
various
Transportation
ultimate
networks
from
the
point
of
view
of
greenhouse
gas
emissions
in
the
plan.
G
It's
something
that
the
city
can
do.
The
city
will
do
but
I
it's
not
something
that
is
used
enough
in
the
actual
methodology
for
prioritization
of
the
projects.
So
basically
there's
two
issues
with
the
methodology.
That's
proportional,
that's
in
front
of
you
right
now.
The
first
one
is
that
it's
a
little
bit
backwards
and
I.
G
Think
the
the
staff
presentation
earlier
didn't
mention
the
confusion
about
how
this
framework
was
supposed
to
work
as
to
what
was
being
prioritized
when,
but
basically
it
presents
to
you
a
a
process
where
you
start
with
assessing
the
needs
determining
the
needs.
Then
you
rate
the
projects
and
then
iteratively.
Then
you
come
up
with
the
ultimate
Network,
so
really
it
gives
the
projects
as
a
given.
G
This
is
a
list
of
things
that
has
been
accumulating,
not
just
the
last
TMP
but
from
from
a
long
time
ago,
for
example,
the
Altavista
Transportation
Corridor
is
still
in
there.
It's
not
the
list
of
projects
that
is
necessarily
the
list
of
projects.
That's
going
to
move
you
more
closely
to
the
overarching
objective
of
this
TMP.
G
Really,
it
should
be
assess
the
needs,
formulate
the
ultimate
Network
you
need
to
meet.
Those
needs
then
assess
the
projects
so
flip
that
around
I
think
based
at
the
basic
methodology
level.
For
this
in
terms
of
the
evaluation
of
the
projects
themselves,
it's
a
very
fragmented
list.
It
really
fragments
the
scoring
Hey.
Look
it's
a
pretty
complex
scoring
in
both
the
cases
of
Transit
and
Road
infrastructure.
There's
a
few
factors
that
are
rated
most,
that
has
the
most
have
the
most
weight
and
then
other
factors.
G
Although
in
the
presentation
they
were
shown
as
as
a
as
a
group
but
the
really
individual
factors,
each
have
a
low
weight,
so
greenhouse
gas
emissions
has
a
low
weight
compared
to
the
other.
Big
two
Equity
has
a
low
weight
compared
to
the
other
two,
so
the
three
or
four
minor
factors
in
a
way
in
terms
of
Weights
are
in
there
I
think
really.
All
of
those
factors
are
important.
G
The
problem
that
you're
trying
to
solve
here
is
an
optimization
problem,
you're
trying
to
get
the
best
possible
outcome
for
all
of
those
factors,
they're
all
important.
At
the
same
time,
what
this
methodology
does
is
more
provides
a
cover
for
the
decisions
that
will
be
made.
It
provides
a
rationale
it's
sort
of
like
well,
the
numbers
made
us.
Do
it
kind
of
thing
it
has
its
use,
I
guess
in
that
way,
but
the
outcomes
are
unpredictable.
You
don't
really
know
it's.
G
It's
almost
like
when
you're
rating
Urban
expansion
areas,
you
don't
really
know
how
that's
going
to
come
out
in
the
end,
because
it's
a
machine,
you
turn
the
crank
and
something
comes
out
so
and
so
it's
kind
of
unpredictable
in
terms
of
outcomes,
and
it
doesn't
necessarily
move
you
in
the
direction
of
your
overarching
objective.
So
the
basic
message
here
is
to
rethink
that
and
to
change
that
order
and
rate
your
projects
according
to
how
closely
they
bring
you
to
your
robloxian
objective.
Thank
you.
O
AD
Thank
you,
chair,
I'm
speaking
on
behalf
of
the
vanity
Community
Association,
the
VCA
in
April
2022,
the
BCA
provided
detailed
comments
on
the
draft
PMP
update
part
one.
The
VCA
was
supportive.
The
policies
outlined
in
the
draft
made
many
suggestions
concerning
key
themes,
but
considering
now
the
staff
report
committee
and
continuing
aspirational
character
of
the
document.
We
agree
with
comments
already
made
by
previous
speakers
about
the
need
for
an
action-oriented
approach
with
concrete
and
specific
proposals
for
the
implementation
of
these
policies.
AD
We
we
have
found
that
the
achievement
of
a
complete
Street
model
has
involved.
Many
compromises,
given
the
limitations
of
the
Montreal
Road
right
of
way,
and
there
have
been
many
lessons
moving
forward,
particularly
in
terms
of
the
official
plan
and
this
documents,
policies
to
promote
the
reduction
of
car
use
in
favor
of
public
transit
and
active
transportation.
AD
As
part
of
the
approval
of
the
new
official
plan,
Council
directed
staff
to
review
the
Vanier
Parkway
as
part
of
the
transportation
Master
Plan
update,
and
we
look
forward
to
working
with
the
city
on
this
important
project.
Staff
have
explained
with
respect
to
the
vanity
parkway
at
Phase.
Five
engagement
on
the
draft
Capital
infrastructure
plan,
including
results
of
the
review
of
the
vanity
Parkway,
is
expected
to
occur
in
2024..
AD
We
note
also
a
staff
indication
that,
in
the
interim,
the
city
will
continue
to
leverage
any
planned,
Road
reconstruction
to
improve
pedestrian
and
cycling
facilities
on
the
Parkway
and
surrounding
speeds,
and
the
vca's
review
The
View
Road
modification
agreements,
and
it
it
just
also
could
apply
to
the
Merrillville
triangle,
for
example,
related
to
new
developments
with
respect
to
the
venue.
Parkway
Montreal,
Road,
beakwood,
MacArthur
and
elsewhere
in
benue
also
remain
key
to
ensure
improved,
safe
pedestrian
and
cycling
infrastructure.
AD
The
VCA
continues
to
urge
City
staff
to
realign
the
traffic
Lanes
on
the
Cummings
bridge
and
reduce
them
to
three
to
permit
a
westbound
cycling
Lane
to
conform
with
the
lane
configuration
of
Montreal
Road
East
of
the
Parkway
and
to
connect
to
the
new
cycling
Lane
on
Montreal
Road
as
part
of
the
Montreal
Road
revitalization
Project
Spades
need
to
be
reduced
on
Cummings
and
speed.
Warning
signaling
should
be
resumed.
Thank
you.
Messi.
U
AD
Oh
very
much,
it
was
actually
a
much
faster
transformation
than
we
were
originally
led
to
believe,
and
so
were
were
very
much
encouraged.
But
of
course
our
neighborhood
is
a
very
dense.
The
populated
neighborhood,
it's
going
through
major
intensification,
another
7
000
residents
in
the
next
few
years.
So
the
limits
of
the
30
kilometer
approach
does
not
help
us
a
lot
on
our
many
other
major
roads
which
are
now
targeted
under
the
new
major
and
minor
corridors
for
intensification.
AD
So
we
have
been
arguing
for
Montreal
Road
to
hit
speed
limit
to
be
lowered.
It's
a
bit
of
a
racetrack.
We
have
been
arguing
for
the
reduction
of
speed
limits
from
60
to
the
Vanier
Parkway.
Indeed,
part
of
it
has
now
been
turned
into
a
very
dangerous
truck
truck
route
segment
at
the
most
vulnerable
areas
of
of
Passenger
and
cycling
use
and
in
terms
of
other
other
streets.
AD
Parts
of
Vanier,
which
had
otherwise
been
planned
for
30,
were
became
40
all
of
a
sudden.
So
that's
been
worked
out
and
we
continue
to
work
with
the
city
on
the
kinds
of
Road
modifications
that
are
needed
to
actually
create
the
conditions
for
that
will
support
30
mile
30
kilometer
an
hour
use
I.E
more
friction
along
those
roads,
and
we
haven't
had
a
lot
of
support
in
some
cases
for
Road
modification
agreements.
E
AE
AE
So
I
am
Miranda
gray,
I
live
in
the
East
end,
but
I
try
and
take
a
city-wide
view
when
I
comment
at
Council.
So
there
has
been
great
work
by
staff
and
by
dedicated
parties
across
the
city
on
this
plan,
but
it
is
not,
in
my
opinion,
ready
for
the
motion
that
you
have
before
you,
so
my
first
ask
would
be
that
use
serate
to
the
motion.
I
certainly
believe
that
the
Frameworks
and
the
prioritization
section
is
not
ready
to
go
to
council
yet,
but
document
one
could
be
ready
to
go.
AE
My
feeling
is
that
the
problem
with
a
master
Transportation
plan
is
it's
an
uneasy
mix
between
Vision
goals,
strategies,
tactics
and
priorities,
and
that
makes
it
tricky
to
assess
all
at
one
level.
I
agree
with
many
of
the
strategies
that
are
along
here,
but
the
problem
is
until
I
know
what
the
council's
strategic
priorities
are.
It's
hard
for
me
to
believe
that
the
money
is
going
to
come
to
implement
these
things.
AE
The
other
part
that
I'm
highly
worried
about
is
how
much
feedback
the
transportation
committee
and
Council
will
get
on
the
transportation
Master
plan's
implementation
over
the
25-year
period
of
its
lifespan.
Earlier
we
heard
councilor
Kavanaugh
speak
about
how,
when
she
was
Raising
young
children
near
the
Maryville
triangle,
it
was
unsafe
to
cycle.
You've
had
a
delicate
speak
to
that
this
morning,
and
it's
quite
possible
in
25
years.
We'll
still
have
someone
speaking
to
that,
because
we're
never
going
to
have
enough
money
to
do
everything
we
want
to
do
so.
AE
I
like
that,
there's
a
framework
to
set
up
priorities,
but
we
need
more
discussion
on
that
and,
from
my
point
of
view,
I
need
to
stop
to
provide
some
scenarios
of
different
waiting
categories
to
explain
how
they
got
to
the
waiting
they
have
here.
So
I'm
looking
for
something
like
CRA
where
they
say
these
are
the
facts.
Here's
what
you
put
in
your
tax
form
to
get
the
right
amounts
out.
I
mean
something
like
a
worksheet
that
helps
me
see
if
we
change
the
weight
of
this
Factor,
how
it
changes
the
priority
on
multiple
projects.
AE
AE
Our
major
Bridges
is
basically
one
person
dies
every
18
months,
they'll
be
hit
or
clipped
by
an
18-wheeler
in
that
section
and
they'll
be
dead,
and
we
as
a
city,
have
decided
that
one
death
after
18
months
isn't
enough
to
move
us
and
that's
been
true
for
the
almost
30
years.
I've
lived
in
Ottawa
and
that
will
probably
be
two
for
another
30
years.
If
we
don't
start
factoring
in
deaths
and
serious
injuries
into
our
waiting
category.
AE
On
a
more
simple
example,
we
know
that
there's
a
sidewalk
deficiency
but
I'm
not
sure
if
you're
aware
of
how
long
something
added
as
a
sidewalk
deficiency
to
the
list,
how
many
years
it
would
be
till
it
would
get
to
the
top
of
the
list
and
that's
the
kind
of
information
both
the
transportation
committee
and
the
council
need
to
have
in
front
of
them
when
they're
making
priorities
at
budget
time.
So
I
need
some
of
that
stuff
to
come
in
here.
So
it's
not
just
a
document
that
sits
on
our
shelves
for
25
years.
AE
I
also
don't
say
anything
in
here,
but
when
it
automatically
comes
up
for
review
and
again
lots
of
things
are
going
to
change
in
25
years.
We
can't
do
what
we
did
with
our
last
one,
which
is
keep
pushing
off
the
the
review
for
a
perfect
situation.
Originally,
it
was
until
LRT
was
out
that
was
covered
was
involved,
LRT
was
delayed,
yeah
things
haven't
recovered
after
covid.
There's
never
going
to
be
a
perfect
time
to
review
it,
but
almost
likely
to
mandate
when
it
has
to
be
done,
but
I
don't
quite
want
to
do
it.
E
E
Moving
on
to
the
next
portion
of
the
meeting,
we
do
have
I
believe
it's
a
few
motions
that
are
being
moved
on
behalf
of
councilor
Johnson
for
counselor
Kavanaugh.
We've
worked
with
with
with
staff
on
these.
So
as
we
read
each
one
I'll
just
want
to
confirm
with
staff
are
good
with
it
and
then
we'll
proceed
to
questions
to
staff
about
the
all
motions,
all
things
TMP
and
we'll
proceed
through
the
rest
of
the
meeting.
Thank
you.
V
V
V
Whereas
Carling
Avenue
is
specifically
mentioned
in
the
TMP
as
a
high
volume,
road
that
creates
barriers
to
walkability
and
vikability
and
whereas
Carling
Avenue
is
a
major
arterial
connecting
many
priority
neighborhoods,
including
Bayshore
Britannia,
Woods,
Michelle,
Heights,
Eva,
Taylor,
Court,
Winthrop
court
and
Regina
Towers
to
amenities
and
whereas
Carling
Avenue
is
designated
to
be
a
major
Transit
priority.
Corridor
and
as
such,
we'll
need
separated
bike.
V
Thank
you
different
land
context,
varying
development,
varying
Redevelopment
opportunities
along
the
corridor
and
that
interim
measures
for
cycling
improvements
could
be
part
of
the
toolbox.
Therefore,
be
it
resolved
that
consideration
be
given
to
prioritizing
active
Transportation
improvements
for
sections
of
Carling
Avenue
that
connect
Equity
priority
neighborhoods.
B
V
V
Clearing
in
areas
of
the
city,
for
example,
the
Queen
Elizabeth
multi-use
pathway,
the
kernel
by
multi-use
pathway
and,
whereas
more
recently,
the
NCC
committed
to
providing
permission
to
Winter,
maintain
the
connection
on
Regina
Street.
To
the
new
Lincoln
field
station,
therefore,
be
it
resolved
that
City
staff
continue
to
work
with
the
NCC
and
other
stakeholders
to
improve
and
expand
the
winter.
Cycling
Network,
where
practical,
including
inter-provincial
Crossings
and
in
particular
connections
that
facilitate
access
to
Rapid,
Transit.
V
V
Bridges
provide
comfortable,
convenient
connections
for
people
walking,
rolling
and
biking
and
whereas
active
Transportation
Bridges
should
not
be
considered
add-on,
but
an
important
part
of
the
active
Transportation
Network
and
whereas
active
Transportation
bridges,
help
bring
communities
together
and
offer
residents,
connections
to
new
neighborhoods
LRT
stations
and
amenities,
and
whereas
policy
53
encourage
sustainable
Transportation
through
Community
planning
and
design.
State
secondary
plans
and
Community
design
plans
will
identify
off-road
Pathways
in
areas
of
new
and
major
Redevelopment,
whereas
policy
53,
also
States
secondary
plan
and
Community
design
plans,
will
identify
active
Transportation
bridges
that
shorten
trip
distances.
V
There
be
resolved
that
proposed
project
O
train
crossing
at
Highway,
417
and
document
3
staff
undertake
a
feasibility
to
study
to
provide
a
connection
between
the
communities
of
Whitehaven
and
Queensway
Terrace
North,
and
consider
the
possible
reuse
of
the
pedestrian
bridge
at
the
formal
Queensway
transitway
station.
For
this
purpose,
in
consultation
with
MTO
and
NC
CC
as
appropriate.
B
I
Yes,
chair,
that's
workable
as
well,
then
may
I
point
out
that
the
the
title
of
this
motion
seems
to
be
similar.
It's
exactly
the
same
as
the
one
that
we
previously
read,
so
maybe
four,
so
that
there
isn't
confusion
that
we
just
speak
to
this
as
the
Queensway
Transit,
Way,
Station,
and
connection
to
communities.
Great.
E
K
E
AF
It's
the
safest
way
to
kind
of
get
around
some
of
the
busy
streets
that
we've
got
in
our
neighborhoods.
Many
of
the
suburban
and
inner
Suburban,
as
as
Lane
likes
to
call
them
areas,
don't
have
any
sidewalks
at
all
in
our
neighborhoods,
so
I'm
super
glad
to
see
that
we're
going
to
be
looking
at
adding
these
retroactively.
AF
But
right
now
we
don't
take
care
of
the
ones
that
we
have,
because
the
renewal
criteria
is
so
strict
that
utterly
destroyed
infrastructure
in
rural
Villages
is
left
to
rot,
and
the
first
sidewalks
that
we
put
in
as
part
of
this
plan
we'll
need
a
renewal
by
the
end
of
the
25
year
period.
So
I
really
worry
about
that.
AF
The
document
prioritizes
certain
neighborhoods
for
investment
to
enhance
active
Transportation,
which
I'm
really
glad
that
it
does,
because
for
the
most
part,
these
neighborhoods
are
built
for
lower
car
usage
and
have
amenities
within
a
walkable
distance.
Why
not
make
it
easier
for
these
residents?
I?
Think
that's
a
really
wonderful
thing,
but
it
prioritizes
no
meaningful
investment
in
actual
transportation
in
areas
of
the
city
that
are
not
walkable
like
suburban
and
Rural
transects.
AF
AF
AF
M
M
So
in
terms
of
your
point
about
Equity
being
seen
as
perhaps
the
same
investment
in
each
Ward,
this
was
not
a
criteria
that
we
had
per
se.
We
certainly
understand
and
have
covered
projects
all
across
the
city,
but
we
were
not
attempting
to
balance
investment
equally
across
Wards
in
terms
of
the
financial
aspect
of
it.
AF
If
we
don't
provide
the
facilities
for
them
to
walk
right,
you're
not
going
to
see
that
kind
of
that
kind
of
demand
for
active
transportation
in
an
area
where
infrastructure
doesn't
exist,
so
I
mean
it
would
be
nice
to
continue
to
have
this
conversation
to
see
what
we
can
do
to
increase
the
ability
of
suburban
residents
to
be
able
to
engage
in
active
Transportation
because
they're
not
going
they're
going
to
drive
if
there's
not
a
sidewalk
them
for
them
to
use
right.
Sorry,
Vivi
go
ahead.
I
AF
Okay,
I
think,
as
you
said,
as
a
considerable
amount
of
time
over
the
course
of
the
last
five
years,
talking
about
ensuring
that
we've
got
active
Transportation
corridors,
especially
to
you
know
our
new
LRT
stations
in
the
East,
so
I
think
I'm,
hoping
that
you
know
between
now
and
when
this
document
is
finalized,
we'll
be
able
to
kind
of
see
some
of
that
come
to
fruition,
so
it
makes
it
it's.
We
can't
say
that
we
want
people
to
bike
to
Transit
if
we
don't
provide
them
with
a
space
to
bike
to
Transit.
I.
Think
that's!
AF
I
Yes
and
I'd
like
I'm,
happy
to
say
that
you
can
also
see
the
active
Transportation
Network
by
Ward
on
Geo,
Ottawa
and
they're
different
layers.
You
know
existing
under
construction
and
as
well
as
planned,
and
there
have
been
some
counselors
who
reached
out
to
us
and
asked
for
maps
for
their
Awards,
and
we
have
done
that
as
well.
AF
I
I
H
Foreign
I'm
going
to
try
my
video,
but
if
I
freeze,
I
apologize,
I'll
go
off
again,
I
wanted
to
so
I've
been
excited
about
the
transportation
master
plan
refresh
since
last
term,
when
we
were
supposed
to
initiate
it
and
I
know
that
we
got.
You
know
sidetracked
because
of
covid
and
the
inability
to
do
the
origin
destination
studies.
H
I
did
see
this
particular
report,
a
document.
What
were
being
asked
to
prove
here
and
I
have
to
say
that
I'm
a
little
bit
confused
by
what's
being
noted
in
it,
because
I
was
part
of
some
of
these
consultations
where
people
were
involved
and
putting
the
pins
in
I've
been.
You
know,
we've
been
speaking
back
and
forth.
South
Carolina
in
regards
to
some
of
these
very
key
features
in
Orleans,
West
Indies
and
throughout
the
East
End
in
particular.
That
are
missing.
H
That
we'd
like
to
see
but
before
us
today
is
a
document,
a
documents
but
documentary
in
particular
that
lists
a
bit
of
a
mishmash
of
high
priority
or
smaller
priority
projects
that
will
be
included,
but
there's
a
whole
betting
of
other
projects
that
are
not
reflected
in
these
documents.
But
you
can
find
them
on
the
active
Transportation
later
on
Geo
Ottawa,
so
I
guess
and
you
know,
I'll
give
you
the
example
says
that
it's
it's
an
incredibly
integral
part
of
the
East
End
Transportation
Network
part
of
the
Orleans
quarter
study.
H
So
my
question
to
staff
is:
where
are
all
these
pieces?
It
kind
of
leads
into
what
councilor
luloff
was
mentioning.
Is
we
have
so
much
going
on
that
you're
asking
us
to
approve,
what's
in
front
of
us
today
and
I'm,
seeing
that
more
than
half
of
the
projects
that
are
going
on
in
my
ward
are
not
there?
So
can
you
explain
what
that
means.
M
There
I
think
part
of
the
question
that
has
been
asked
and
by
more
than
one
counselor
is
to
get
a
full
View
of
everything,
that's
underway,
and
it
is
true
that,
for
example,
there
may
be
a
pathway,
that's
being
constructed
by
stage
two
right.
Now
that
isn't
opened,
and
in
the
past
you
would
not
have
been
able
to
see
that
in
an
integrated
way
on
Jew
Ottawa.
M
However,
we
have
added
that
right
now,
so
that
if
the
layers
were
to
be
turned
on
for
the
existing
facilities,
which
can
include
the
NCC
as
well
as
all
the
projects
we
proposed
as
well
as
What's
called
the
in
process
layer,
then
that
should
have
the
totality
of
all
the
projects
that
we
have.
Visibility
on.
You
know
over
roughly
a
10-year
period,
so
that
should
capture
all
projects.
Now
the
in
process
layer
is
relatively
new,
so
there
may
be
elements
so
we'll
have
to
chase
down
different
departments
to
add
to
it.
M
H
I
I
hearken
back
to
a
comment,
or
maybe
two
of
the
delegates
had
made
about
you
know
the
vision
is
essential,
but
it's
the
nuts
and
bolts
of
it
that
I
really
want
to
dig
into
that.
I
know
that
our
community
really
wants
to
understand.
We've
been
consulted
but
I'm
not
seeing
that
there
and
I
I
do
appreciate
Flacco
that
you're
saying
there's
different
layers
and
we
can
dig
into
it.
But
the
fact
is
is
that
we're?
Looking
at
my
ward,
which
you
know
very
similar
to
councilor,
lulas
I,
think
we've
got
six.
H
You
know
we
had
to
fix
the
word
designations
because
of
the
backboard
boundary
change.
I,
think
we've
got
six
and
some
of
them
are
such
tiny
little
sections
of
missing
gaps
that,
to
be
frank,
I'm
sure
I
can
find
it
in
my
ttc's
but
I'm
being
facetious.
But
you
know
I'm
trying
to
figure
out.
Where
is
the?
Where
is
the
Orleans
Boulevard
cycling
project
from
from
I
know?
H
H
It's
just
it's
going
to
be
flexible,
I,
don't
like
flexibility
in
some
respects,
particularly
when
we're
trying
to
put
dollar
amounts
to
this
and
I
would
almost
rather
be
really
upfront
and
honest
with
folks
and
say:
listen,
we've
got
major
projects.
Each
ward
has
these
significant
projects
that
we
need
to
finish.
It's
going
to
cost
us
much
money.
We've
budgeted
it
out
with
the
long-range
financial
plan.
Everything
else
we're
gonna
have
to
fight
tooth
and
nail
to
get
from
either
grants
through
the
feds
or
the
province
or
different
ways
of
doing
it.
H
But
these
are
the
ones
you
can
count
on
and
I'd
almost
rather
be
able
to
go
back
and
justify
that
to
my
community
than
say
you
know:
we've
got
kind
of
mishmash
of
stuff
I
approved
it
it's
okay,
but
now
we
gotta,
we
gotta
figure
out
where
we're
gonna
fund
it.
So
I
I'm,
I'm
kind
of
laying
this
before
South
I'm,
having
a
very
difficult
time
approving
at
least
document
3
in
this
report,
because,
frankly,
I'm
just
not
seeing
my
community
reflected
in
it.
I
Counselor,
it's
the
the
the
projects
haven't
been
identified
for
the
roads
and
Transit,
but
definitely,
as
part
of
this
part,
one
TMP,
the
active
Transportation
network
is
there
before
you
and
those
were
developed
based
on
all
that
consultation
and
with
with
discussions
with
each
Ward
counselor.
So
if
you
see
a
project,
that's
not
there.
I
Perhaps
that's,
then
you
know
these
motions
come
forward
and
we
start
adding
them
in
in
terms
of
the
funding
that
will
be
part
of
the
part
two
of
the
TMP,
because
we
have
to
know
what's
the
the
the
different
scenarios,
what
we're
going
to
create
the
networks
for
the
roads
in
transit
as
well?
Well,
the
act
of
transportation
is
there
and
then
we'll
know
how
much
to
invest
or
where
should
Investments
be
and
which
programs
it's
going
to
be
a
very
iterative
process,
as
Jennifer
had
shown
in
one
of
her
slides?
I
That's
why
it's
going
to
take
us
a
while
until
early
2025,
before
we
can
bring
that
back
to
you
so
then,
and
before
we
bring
it
back
to
Transportation
committee,
there
is
going
to
be
public
consultation
and
we
will
review
with
each
board
counselor's
counselor
as
well
to
look
at
what's
in
the
ward,
what's
coming
down
the
pipe
for
the
next
five
years,
that
kind
of
thing
and
you'll
see
all
of
that.
But
right
now
it's
just
there
isn't
any
priority
scheduling
yet,
but
is
the
network
there
is
it?
H
I
do
want
to
make
absolutely
sure
that
the
City,
by
no
means
is
providing
any
money
or
any
intention
or
infrastructure
connections
to
that
bridge
wherever
it
may
end
up.
Because
at
this
point
I
know,
my
community
and
I
stand
firmly
against
it
being
an
instant
because
I
do
not
produce
the
solution
to
what
is
ultimately
a
speedy,
wide
problem.
And
if
the
feds
are
going
to
build
a
bridge,
then
they
need
to
take
that
into
account.
H
AG
Thank
you,
Mr,
chair
and
I
appreciate
the
opportunity
today
I've
committed
to
discuss
this,
the
massive
transportation
for
our
resident
and
Community,
but
first
I
want
to
come
congratulate
staff.
It's
really
really.
The
document
is
well
well
explained
and
there's
a
lots
of
detail
in
the
whole
document
and
I
know
some
of
the
highlighted
stuff
specially
that
driven
Consular
driven
project
to
see
them
in
in
this
document.
AG
I
have
a
few
questions
and
a
couple
common,
but
I'll
probably
ask
questions
concerning
first,
so
we
have
in
our
rural
community
right
now,
and
these
are
pro
Community
Driven
project.
I
know
this
lab
goes
on.
The
call
and
I
I
appreciate
all
the
work
to
him
and
his
team
that
help
us
throughout
the
year
to
making
sure
cycling
is
safer
and
the
rural
area.
There
is
challenges
we
heard
from
councilor
ruloff
and
councilor
Buddhas
and
few
other
councils
they'll
be
talking.
AG
I
have
but
right
now
the
greeny
loop,
which
is
zluck,
has
been
amazing,
helping
us
with
this
and
the
Metcalf
Community
Association,
now
working
on
another
loop
and
called
The
netcast
Loop,
and
what
those
Loop
does
connect
the
community
together,
because
to
give
the
kids
a
safer
way
to
be
able
to
cycle
either
from
school
or
from
park
to
park.
Because
most
of
you
know
that
really
I
always
call
it
the
village
that
was
built
by
OMB.
AG
It
was
never
built
by
our
city
staff
and
none
of
the
subdivisions
were
approved,
so
they
were
not
considering
those
Network
and
now
those
are
completed
and
it
didn't
cost.
We
didn't
go
through
the
city
like
some
of
those
initiatives.
They
were
donation,
some
of
them.
They
were.
We
connected
safe
and
less
traffic
route
between
between
connectivity.
So
really
they
are
already
existing
and
Metcalf
is
going
to
work
right
now,
they're
applying
to
some
Grant
through
the
city,
so
they're
doing
all
this
initiative
on
their
own.
M
M
Within
our
plan,
we
do
see
a
need
for
showing
some
of
these
neighborhood
roads
on
the
mapping.
In
addition,
there
may
be
certain
specific
things.
As
you
mentioned,
there's
been
a
lot
of
initiative
by
the
community,
where
there
can
be
some
assistance
provided
through
missing
links
and
so
on,
so
those
small
components
can
be
connected,
and
so
from
that
point
of
view
we
are
supportive
and
have
certainly
some
of
those
tools
that
would
be
used
to
support
the
the
projects
you
mentioned.
AG
Thank
you.
Do
we
need
a
direction
to
staff
to
making
sure
to
include
those
Loops
or
those
neighborhood
connectivity
in
that
master
plan,
or
in
this
document
that
we
are
working
on
is
or
it's
something
stuff
has
been
already
recognizing
those
work
without
me
putting
the
election
to
staff
or
something
like
that,
so
I
don't
want
to
miss
an
opportunity
like
I
I,
know
exactly
you've
been
great
helping
us.
My
community
with
both
loop
I,
just
want
to
make
sure
that
the
they
are
included
in
our
cycling.
Network.
AG
Thank
thank
you
and
I'm
very
happy
with
that.
If
the
chair
agree
on
that
so
Jeff
those
are
very
important
Loops
in
the
community
and
really
they're,
not
we're
not
adding
any
cost,
but
in
the
future
we
keep
talking
about
rural
connectivity
and
active
Transportation,
but
we
need
to
gather
them
that
tools
for
us
to
be
able,
and
my
other
my
last
question
and
my
last
comment
will
be
I-
am
in
full
support
of
connecting
villages
in
a
rural
area,
really
the
roads.
AG
I
know
it's
like
when
I
work
on
on
the
project
and
it
is
in
the
TMP
it
connecting
chemical
actually
to
the
Osgood
link
that
we
have
the
Oscar
pathway,
that
we
invest
some
money
in
it
in
the
future.
So
we
have
so
many
opportunity
and
I'm
so
happy
to
see
some
of
them
included.
Mr
chair,
but
I
do
have
a
direction.
If
you
need
me
to
prepare
it
and
send
it
to
you-
and
maybe
we
can
include
it
in
between
now
and
console
or
you
can
accept
it
as
a
direction
now.
I
AG
E
AH
Thank
you
chair
and
thank
you
staff
for
your
presentation
today.
First
I
just
want
to
thank
my
colleague,
councilor
luloff,
for
clarifying
that
we're
able
to
look
into
getting
a
clean
map
for
some
of
the
proposed
Transportation
projects
that
are
before
us
today.
I
think
that
the
earlier
delegate
Neil
made
a
great
suggestion
and
great
points
around
whether
our
residents
have
a
full
understanding
of,
what's
being
proposed.
I
also
appreciated
hearing
that
there'll
be
some
flexibility
and
an
opportunity
to
refine
this
list.
AH
As
it's
proposed
I
know,
I've
already
had
some
residents
reach
out
to
questioning
the
need
for
certain
projects
and
the
absence
of
others
so
I
like
that.
This
is
a
living
document
in
terms
of
questions.
First
I
just
wanted
to
turn
to
a
motion
from
my
colleague
counselor
Johnson,
on
behalf
of
councilor
Kavanaugh.
So
this
is
the
one
active
Transportation
improvements
on
Carling
Ave.
So
just
a
quick
question,
I
I
appreciate
and
support
the
attention
behind
this
motion.
AH
I
have
a
portion
of
Bank
Street
in
Gloucester
Southgate
Ward
that
also
connects
many
priority
neighborhoods
and
would
love
to
see
more
enhanced,
enhanced
cycling
and
pedestrian
facilities.
In
that
section,
so
I'm
just
trying
to
understand
does
this
motion
give
higher
priority
to
Carly,
or
is
it
just
that
as
opportunities
present
themselves
along
Carling
that
you'll
prioritize
those
sections
that
connect
priority
neighborhoods
the
latter
counselor?
Okay,
perfect!
Thank
you.
AH
The
next
question
I
have
so
there
was
some
earlier
slides
in
the
presentation
that
talked
about
focusing
on
on
modal
shift
and
a
desire
to
improve
pedestrian
and
cycling
infrastructure,
as
projects
present
themselves.
So
I
just
want
to
understand
how
this
will
fit
or
how
it
will
change
existing
programs.
So
one
that
we've
referenced
before
and
I
spoke
with
staff
about
is
the
I
think
it's
called
the
network
optimization
program,
and
this
is
the
program
that
optimizes
intersections
for
vehicle
movements.
AH
So
what
I'm
trying
to
understand
is
that,
if
we
are,
you
know
really
trying
to
enhance
pedestrian
and
cycling
infrastructure
across
the
city.
How
will
the
policies
that
are
being
proposed
today
affect
programs
like
that
in
order
to
ensure
that
we're
not
just
it's
not
an
afterthought
of
we're,
adding
it?
Where
we're
you
know,
expanding
the
road,
but
that
we're
looking
at
that
intersection
to
ensure
that
it
operates
efficiently
and
safely
for
all
modes
of
transportation.
I
Chair
counselor
I
am
familiar
with
that
I
think
we've
discussed
it
before
I
think
this
has
been
an
issue
of
scoping
of
a
project
and
the
fund
that
was
assigned
to
that
intersection.
They
may
not
have
the
funds
to
do
the
other
Corners,
so
this
is
why
you
staff
were
posing
that
to
you
it's
just
where
there
are
changes
being
made,
but
I
think
that
discussions
are
still
continuing,
so
I'm
going
to
leave
it
to
staff
to
see
if
they
can
find
more
dollars
for
you
to
see.
If
that
can
be
done,
I.
AH
I
appreciate
that
and
staff
have
been
great
on
this
particular
project.
I
guess
I'm,
trying
to
think
more
broadly
about
the
policy
that
informs
this
program
and
that,
ultimately,
where
the
funds
go,
and
so
if
the
policy
for
this
particular
program
is
to
prioritize
vehicle
movements
more
efficiently
to
extend
that
life
of
the
road.
So
that
we're
not
you
know
widening
all
of
Hunt
Club
Road
in
this
intersection.
AH
I
Each
project-
it's
not
just
one
policy
that
applies
so
you'll,
see
it
multiple
other
policies
that
will
speak
to
the
other
modes.
That
would
that
staff
who
or
whoever's
working
on
a
road
project
would
have
to
roll
in
so
that
one
specifically
is
probably
just
about
the
the
I'll
turn
it
over
to
to
Deb
to
see.
If
she
can
respond
to
the
policy
about
the
optimization.
L
So
it
does
speak
to
multimodal
safety
and
efficiency,
and
it
is
a
draft
document,
and
so
our
previous
programs,
there
are
some
that
we
might
want
to
go
back
and
take
a
look
at
in
the
next
kind
of
set
of
projects
that
are
addressed
by
the
network
modification
program.
They
would
take
a
look
at
their
existing
way
of
prioritizing
projects
and
scoping
them
and
funding
them
and
see
whether
there
would
be
changes
to
align
with
our
our
new
policies
and
that's
I.
L
Think
a
good
example
of
where
we
might
redefine
some
aspects
of
that
existing
program
to
better
align
with
our
policies.
I
also
wanted
to
add
that
your
question
also
speaks
to
a
kind
of
a
problem
we
encounter
frequently
of
we're
doing
a
project
that
has
a
set
scope
and
a
set
budget,
and
it's
very
difficult
to
do
the
things
that
seem
like
they
should
be
good
ideas
to
do
at
the
same
time
if
it
doesn't
fit
within
the
existing
kind
of
program
and
funding
structure.
L
AH
Thank
you
I
appreciate
that,
because
in
communities
like
lost
yourself,
the
odor
Urban
transacted
is
really
difficult
to
get
funding
for
for
Road
modifications.
So
when
we
are
touching
an
intersection,
whether
it's
for
Network,
optimization
or
another
program,
you
know
if
we
can
sort
of
scope
out
a
little
larger
just
to
make
sure
that
we
can
get
that
added
benefit.
That
would
be
appreciated.
AH
My
next
question
I'm
not
entirely
sure.
If
this
is
the
right
place
for
it,
but
I'll
ask
it
and
we'll
see
what
happens.
I
wonder:
how
does
the
signalization
of
intersections
fit
into
the
TMP
policies?
Is
it
part
of
that
at
all,
or
is
that
a
completely
separate
program
and
I
could
maybe
elaborate
more
if
needed
on?
Why
I'm
asking
that
question
in
this
context,.
L
We
do
have
a
number
of
policies
that
set
out
kind
of
objectives
and
guiding
principles
across
all
aspects
of
our
transportation
system,
and
there
are
a
couple
that
do
speak
to
signal
related
questions
about
timings
and
making
it
easier
to
cross
the
road.
For
example,
there's
some
discussion
of
some
of
the
approaches
we
can
take
at
signalized
intersections
to
reduce
pedestrian
delays,
while
also
recognizing
that
there's
a
lot
of
different
factors
that
goes
into
that
go
into
those
signal
timings.
L
AH
AH
Their
desire
line
is
to
go
north
on
Hawthorne
to
access
the
417
interchange,
but
Davidson
road
is
not
really
the
road
that
we
want
to
incentivize
people
to
use
who
are
coming
from
the
south
and
going
north
that
they're
supposed
to
take
Conroy
and
then
head
over
to
litram.
That's
the
Eastern
Road
they're
supposed
to
take,
but
it
kind
of
does
a
dip
that
goes
south.
So
it's
sort
of
counter
are
intuitive
to
some
extent
and
and
traffic
is
like
water.
AH
It
follows
the
course
of
least
resistance,
so
they're
coming
up
David
said
in
shortcutting
through
there
to
access,
Hawthorne
and
in
terms
of
a
TMP
policy,
I'm
thinking.
Well,
if
we
signalize
that
intersection
I
appreciate
that
there's
a
safety
concern
there,
but
then
we're
just
creating
that
desire
line
that
people
are
going
to
come
up
and
they're
going
to
use
Davidson
because
they're
going
to
feel
safer,
and
so
even
more
people
are
going
to
come
up
and
use
that
road.
AH
When
we
really
want
to
that's,
not
the
network,
we're
trying
to
create
so
I'm
just
wondering
is:
does
is
there
a
policy
piece
here
where
we
perhaps
look
at
yes,
there's
a
safety
piece
and
I
appreciate
that,
but
if
we
don't
want
to
incentivize
that
row
because
now
we're
going
to
have
to
make
upgrades
to
Davidson
at
some
point,
when
more
people
come
up
there
and
that's
you
know
the
Pine
Grove
trails
are
all
in
there.
We're
gonna
have
to
acquire
more
land,
it's
not
really
what
we're
trying
to
achieve.
AH
J
So
three
chair,
I
think
the
the
the
policies
speak
to
as
well
impacts
of
traffic
in
residential
neighborhoods
So
within
the
policy
document.
There's
often
many
policies
that
come
into
play
and
so
there's
there's
policies
related
to
safety
and
efficiency.
There's
also
policies
related
to
making
sure
that
neighborhoods
are
safe
and
comfortable
for
residents
and
controlling
traffic
impacts,
and
so
it
in
those
sorts
of
situations.
It's
a
you
know.
AH
Okay,
great,
maybe
I'll,
take
this
one
off
offline
and
speak
more
specifically
about
it.
It
just
kind
of
surprised
me
because
no
one
in
my
community
has
asked
for
the
signalization
I
know
there
are
so
many
other
intersections
that
we
would
benefit
from
and
this
one's
also
quite
expensive,
because
we
have
to
incorporate
some
land
as
well
so
I'll.
Take
that
one
offline.
Y
AH
E
O
Thank
you,
chair,
I,
too,
will
probably
need
more
than
one
round
so
Chris
you
can
cut
me
off.
I
do
have
a
lot
of
questions
and
and
I'm
really
disappointed
to
say
that
I
have
concerns
about
what's
in
front
of
us,
I
think,
unlike
the
delegation
who
said
that
we
don't
have
the
information
I
think
we
do
have
the
information
I
think
there's
a
lot
of
information
here
and
we've
had
plenty
of
access
to
staff
and
we've
had
briefings.
O
But
the
concern
from
my
perspective
is
that
the
devil
is
really
in
the
details
and
it
wasn't
until
my
team
and
I
read
all
157
pages
of
the
document
into
last
week
and
up
to
and
including
over
the
weekend
with
a
lens
of
well.
The
projects
that
are
important
to
my
community
get
realized
that
I
that
multiple
red
flags
emerged.
So,
as
I
said,
I
have
lots
of
questions.
O
I
apologize,
I'll
start
with
some
clarification
on
the
presentation
and
what
some
of
the
delegations
raised
so
as
noted,
the
origin
destination
study
was
a
significant
reason
why
the
TMP
was
stalled
during
the
pandemic
and
I
know.
You
said
it
wasn't
needed
for
for
part
one.
So
I
was
hoping.
You
could
just
unpack
that
a
little
bit.
J
Sure
so
the
origin
destination
survey
basically
provides
us
with
information
on
how
residents
are
traveling
today.
So
what
are
their
Origins
and
destinations?
What
modes
are
used?
The
time
of
the
trips,
the
purpose
for
the
trips?
It
also
tells
us
a
little
bit
about
their
the
characteristics
of
the
people
that
are
making
those
trips
so
they're
the
size
of
their
household
and
where
they
might
work
and
and
so
on.
J
So
from
a
policy
perspective,
that
information
sort
of
on
the
detailed
of
existing
trip
patterns
isn't
something
that
is
taken
into
I
mean
it's
accounted
for,
but
not
the
the
nuances
of
it.
Really
that's
where
we
come
into
the
next
part,
where
we're
updating
our
transportation
models
and
using
those
models
to
predict
for
Future
travel
activity,
so
they're
less,
it
doesn't
inform
the
policies
in
the
same
way
that
it
informs
the
the
project
side
of
things
and
likewise
with
the
prioritization
Frameworks.
J
The
purpose
of
those
is
to
really
identify
the
values
of
the
community
and
and
the
importance
placed
on
different
elements
of
how
you
might
prioritize
what
gets
built
first
and
so
again.
Information
on
detailed
origin
destination
patterns
really
doesn't
play
into
sort
of
those
Community
Values
that
would
be
used
for
prioritizing
projects.
J
O
J
So
the
policy
document
is
really
it
takes
its
direction
from
the
official
plan
and
the
official
plan.
One
of
its
big
moves
is
that
50
of
trips
by
2046
would
be
made
by
sustainable
modes.
It
also
is
taking
direction
from
the
climate
change
master
plan
which
calls
for
that
100
reduction
in
ghg
emissions.
So
those
are
some
of
the
overarching
policies
and
plans
that
the
TMP
is
taking
direction
from.
In
addition
to
all
of
the
the
consultation
that
was
carried
out.
O
J
I
think
the
the
as
you'll
see
there's
a
clear
policy
direction,
that
space
efficient
modes
of
transportation,
so
Transit
walking
cycling,
would
be
given
priority
in
development
of
the
future
networks,
and
so
what
that
means
is
when
we
look
to
develop
the
future
networks
and
we
look
at
where
the
demands
are
in
the
origin
destination
patterns
in
the
city.
We'll
look
for
Transit
Solutions
first,
but
we
do
know
that
there
is
a
very
significant
amount
of
growth.
That's
projected
through
the
official
plan,
400
000
new
residents
is
a
very
significant.
J
It
I
was
looking
it's
approximately
equal
to
the
the
current
populations
of
our
Suburban
communities
that
exist
today.
So
the
plan
prioritizes
sustainable
modes
and
that
those
are
the
options
we
look
at
first,
but
then
for
residual
demands.
We
do
expect
that
there
will
be
Road
widening
projects
and
that's
why
there
is
a
prioritization
framework
for
Transit
projects,
but
there
is
also
a
prioritization
framework
for
road
and
road
widening
projects,
because
we
expect
there
to
be
both
types
of
projects
carried
forward
in
the
second
part
of
the
TMP.
O
O
Okay,
I
think
my
concern
in
the
scoring
and
that
prioritization
framework
is
that
projects
that
are
related
to
growth
or
congestion
will
stall
in
a
bit
of
a
propurgatory
because
they
will
score
high
when
it
comes
to
growth
and
congestion,
and
they
will
score
very
low
on
those
remaining
45
points.
So
I
feel
like
it's
going
to
be
difficult
for
those
to
advance
and
my
understanding
that
correctly.
J
They
wouldn't
be
part
of
that
list
if
they
didn't
have
a
a
very
important
Mobility
benefit
to
be
provided
to
the
city,
and
so
you
know,
they'll
all
be
designed
as
complete
streets.
They'll
have
their
active
Transportation,
but
just
it's
not
a
matter
of
like
congestion
projects
would
be
scored
low
because
all
of
the
projects
are
either
going
to
be
congestion,
projects
or
access
to
those
new
Community
lands.
J
L
I'll
just
add
that
it
is
a
guiding
principle
and
we
really
hold
those
to
be
very
significant
and
the,
although
it
is
not
in
itself
a
theme,
that's
sort
of
more
a
document
organization,
question
I
did
a
quick
search
and
the
the
word
safer.
Safety
shows
up
in
the
TMP
policies
about
370
times,
so
it
does
really
span
all
of
the
policies.
Many
of
the
actions
for
four
of
the
policies
are
specifically
focused
on
safety.
L
6-8,
7-10,
9-6
and
9-10
have
safety
in
their
title
when
one
of
those
being
that
we
have
as
a
city
a
strategic,
Road,
Safety
Action
Plan.
That
really
takes
a
deep
dive
on
what
it
takes
to
reduce
fatal
and
major
injury
collisions.
So
we
didn't
want
to
replace
or
compete
with
that
very,
very
good
work
that
was
recently
recently
approved
by
Council.
O
Okay
in
the
document
there's
38
areas
called
priority:
Equity
neighborhoods,
based
on
the
neighborhood
Equity
index
and
Mobility
poverty.
There
are
no
priority:
Equity
neighborhoods,
east
of
Blair
and
Innis,
and
of
course,
I
was
looking
specifically
at
my
award,
but
parts
of
Orleans
South
navins
score
almost
identical
to
other
priority.
Neighborhoods
such
as
Cummings
cereville
on
the
Nei,
so
I
was
hoping
you
could
speak
to.
L
Neighborhoods
is
the
the
four
categories
of
the
neighborhood
Equity
index
that
that
are
not
kind
of
infrastructure
focused,
so
I
think
it
was
social
and
social
well-being,
culture
and
belonging
economic
health.
You
cannot
something
about
Economic,
Development
and
Community
Health,
and
so
it
was
a
kind
of
kind
of
new
calculation
and
a
new
metric
that
yielded
scores
that
are
so
it's
based
on
the
Nei.
But
it's
not
exactly
the
Nei.
It's
it's
a
portion
of
the
Nei
that
we
felt
was
relevant
for
the
TMP.
O
O
There
are
incredibly
low
scores
in
my
ward
and
that
has
six
indicators,
walkability
Transit
options,
Green
Space
and
commute
time
over
45
minutes,
so
I
think
that's
an
important
sort
of
signal
as
it
relates
to
the
TMP.
But
we
can.
We
can
chat
about
that
as
I
said
offline,
but
I
was
wondering
if
we've
developed
performance
indicators
so
that
staff
can
measure
the
effectiveness
of
efforts
to
improve
equity
in
the
transportation
network.
Is
that
something
that
can
be
created
or
reviewed
periodically.
J
So
one
of
the
actions
in
the
TMP
policy
document
is
to
develop
a
framework
for
measuring
Equity,
going
forward
and
sort
of
building
off
of
some
of
the
work
that
we've
done
already
as
part
of
the
TMP.
As
part
of
our
second
phase
of
Engagement,
we
consulted
on
some
some
maps
that
were
used
to
identify
locations
where
there
were
Mobility
challenges
for
different
Equity
deserving
groups
in
the
next
part
of
the
TMP,
we'll
be
looking
at
Equity
as
part
of
our
prioritization,
and
particularly
for
Transit
projects.
O
AI
Thanks
chair
I,
actually
think
what
we
have
in
front
of
us
is
quite
good.
So
chair
I'd,
like
to
thank
staff
for
the
work
on
this.
That's
a
I
think
the
most
important
policy
piece
will
do
this
Council
and
it
actually
spans
two
terms
of
council
as
well,
which
makes
the
consultation
and
and
the
process
a
bit
more
difficult.
AI
I
know
my
community's
been
very
involved
in
providing
feedback.
The
active,
Transportation
missing
links,
consultation
share
last
term
was
probably
the
most
feedback
we've
ever
had
on.
City
policy
and
I
was
glad
to
see
looking
through
the
as
we
heard
it.
That
k2s
was
in
the
top
three
of
response
codes
everywhere,
k2s
the
S
stands
for
Stittsville.
So
thank
you
to
Residents
in
my
ward,
who
who've
been
involved,
I
think
the
policy
document
in
particular.
AI
It's
comprehensive,
it's
clear
and
it's
jargon,
free
and
and
sets
out
a
really
Clear
Vision
of
where
Transportation
policy
and
planning
and
integration
execution
needs
to
happen
and
also,
in
particular,
the
the
transit
policy.
I
think
really
supports
what
OC
Transpo
has
been
leading
and
pushing
us
for.
So
that's
good.
AI
If
I
had
any
quibble,
is
that
I
still
think
there's
a
lot
of
language
that
is
well
should
versus
must
or
we
should
continue
to
explore
or
to
the
extent
possible
and
I
I
wish
in
our
policy
that
we
were
more
explicit
and
more
definitive.
On
the
other
hand,
I
think
there's
a
bit
of
hedging
because
we
do
have
to
be
flexible.
AI
The
point
of
this
TMP
is
to
make
walking
and
cycling
more
attractive
than
driving
for
short
trips
and
it's
to
make
Transit
more
attractive
than
driving
for
long
trips
and
what's
laid
out
in
the
policy.
How
do
we?
How
do
we
measure
that
we
look
at
that
policy
and
I
think
the
policies
support
that
the
challenges
around
funding
so
I
have
a
few
questions
about
funding.
AI
M
AI
M
AI
And
then
so
it
would
stand,
then,
if
we
want
to
proceed
faster,
if
we
want
to
shift
people
out
of
cars
and
into
transit
or
bikes
or
any
other
sustainable
mode
we
need
to,
as
as
councils
this
term,
a
counselor
next
term
provide
more
funding.
I
think
that's
clear.
The
other
question
I
had
was
around
tactical
urbanism,
which
is
called
out
once
specifically,
so
this
would
be
quick
things,
pilot
projects
or
temporary
measures
to
improve
pedestrian
and
cycling
safety
or
even
prioritize
Transit
I
was
hoping.
Staff
could
just
give
a
sense
beyond
that.
AI
L
Through
your
chair,
there
are
quite
a
few
policies
that
do
support
the
use
of
low-cost
measures
to
expand
our
networks
faster,
for
example,
in
policy
7-1.
We
speak
to
the
importance
of
improving
safety
relative
to
existing
conditions
that
what
we
Implement
doesn't
have
to
be
perfect.
We're
trying
to
move
the
needle
there's,
also
in
policy
7-3,
a
specific
discussion
of
using
cost-effective
measures
to
be
able
to
do
more
of
a
project
to
extend
a
project
length
cost
effectively,
so
making
efficient
use
of
our
available
resources
and
then
in
policy
7-4.
L
We
speak
to
using
Pilots
to
test
out
whether
our
solutions
that
meet
the
needs
of
vulnerable
Road
users
are
are
viable
and
can
ideally
eventually
be
implemented
in
their
in
their
permanent
form.
Low-Cost
tactical
improvements
are
something
we
already
do
as
a
city
in
in
quite
a
few
locations,
so
our
policies
do
support
this.
AI
Sure
that's
that's
important,
because
as
budget
pressures
increase
and
the
need
certainly
increases
I,
think
having
that
flexibility
and
the
openness
to
Creative
Solutions
will
be
important.
I
had
a
technical
question.
There's
a
a
term
action
94a
is
adopt
to
Target
volume,
to
capacity
ratio
of
1.0
for
vehicular
traffic.
What
does
that
mean.
J
You
Mr
chair,
so
the
the
way
that
we
measure
performance
or
one
of
the
ways
that
we
measure
the
performance
of
the
road
Network
in
particular,
as
we
look
at
the
the
volume
of
traffic
and
compare
that
to
the
capacity.
So
that
creates
a
volume
to
capacity
ratio
and
when
the
volume
is
less
than
capacity,
then
we
would
not
see
congestion
on
the
network
and
when
the
volume
exceeds
the
capacity.
That's
when
we
would
start
to
have
traffic
cues,
forming
and
extensive
delays,
and
so
in
the
previous
TMP.
J
The
policy
was
to
have
a
volume
to
capacity
ratio
of
0.9
so
having
volume
approaching
the
threshold
of
of
the
capacity,
but
not
not
exceeding
it
in
the
new
TMP
we're
proposing
a
threshold
of
one.
So
basically,
we
would
not
recommend
widening
projects
until
the
volume
is
equal
to
the
capacity
of
the
roadway
and
the
intent
is
to
be
able
to
use
our
road
networks
as
efficiently
as
we
possibly
can,
and
also
to
support
our
investment
in
transit
infrastructure.
J
At
a
threshold
of
about
0.9,
you
would
start
to
see
localized
congestion
happening
where
maybe
at
an
intersection,
a
cue
would
form
for
one
cycle
length,
but
then
it
would
dissipate,
and
so,
as
you
get
closer
to
one
and
then
as
you
exceed
one,
what
happens
is
the
cues
just
continue
to
that's
where
you
get
the
extensive
queuing
starting
to
happen
and
those
those
really
long
backups
when
it's
less
than
one?
There
is
some
congestion,
but
it's
it
sort
of
comes
and
flows
and
the
impacts
are
not
as
significant.
Okay.
AI
Thank
you
so
I
guess
wrapping
everything
up.
We
have
until
2046.
That's
our
goal
to
have
the
majority
of
trips
in
the
city
through
sustainable
Transportation
mode.
So
that's
23
years
I
think
it's
hard
to
say
whether
or
not
we'll
reach
that
but
I
think
the
policies
that
in
front
of
us
set
us
certainly
in
the
right
direction
and
if
we
want
it
to
happen
faster,
then
it's
up
to
us
to
fund
it.
So
thank
you,
chair.
AJ
Thank
you
chair
first
question:
where
does
the
TMP
end
and
where
does
Transit
planning
begin,
because
we
have
a
lot
of
Transit
related
policies
in
the
TMP
that
might
be
great
on
in
terms
of
policy,
but
when
it
comes
to
actually
trying
to
implement
it
to
promote
usage,
then
to
get
people
well
use
it
to
use
it.
There
seems
to
be
a
discrepancy
there.
So
I'm
curious
where
that
boundary
is.
I
So
so
our
TMP
will
be
focusing
on
the
infrastructure,
so
it's
the
network,
what
has
to
be
built
to
address
growth,
and
we
have
policies
there
to
encourage
more
frequent
service
in
some
areas,
and
that
is
how
my
colleagues
in
transit
services
will
use
that
these
policies,
and
then
they
have
their
own
parameters,
that
they
have
to
work
within.
You
know
their
budget
and
so
on
and
to
to
implement
these
things.
But
this
TMP
is
not
just
for
our
department
in
planning
it's
for
the
whole
corporation
that
is
involved
in
Mobility.
AJ
Okay,
and
do
you
ever
consult
with
a
Transit
planning,
because
sometimes
we
build
infrastructure
like
the
Chapman
Mills
busway,
for
example,
or
the
PM
Woods
Park
and
Ride
there's
also
Chapel
Hill,
Park
and
Ride,
which
are
relatively
speaking,
underused
and
like
is
there?
Is
there
relative
relatively
so?
Is
there
is
there
any
sort
of
discussion
between?
Is
there
any
discussion
when
this
document's
been
created
when
the
Network's
being
created
with
them
about
any
medium,
long
or
long-term
plans
that
that
OC
staff
might
have.
I
Oh
absolutely
because
this
the
policies
themselves,
like
I
mentioned
at
the
beginning,
was
the
collaborative
effort
of
you,
know
all
staff
across
multiple
departments
and
then
the
part
two
would
we
would
expect
the
same
thing
and
especially
for
when
we're
dealing
with
networks,
because
some
roads
will
have
Transit
priority.
Others
will
not,
and
we
just
don't
want
overlapping
of
different
types,
all
in
one
road,
because
there
could
be
conflict
and
trying
to
fit
everything
into
the
right
of
way.
I
AJ
J
So
the
Park
and
Ride
strategy
is
being
completed
as
part
of
the
next
phase
of
the
transportation
master
plan,
and
there
will
be
recommendations
regarding
Park
and
Ride
Lots
brought
forward
as
part
of
the
consultation
most
likely.
The
the
when
the
road
projects
and
Transit
projects
are
brought
forward.
AJ
Okay,
I'm
gonna
shift
a
little
bit
now
and
talk
about
the
culverts
that
are
adjacent
to
new
subdivisions.
For
example,
when
Finley
Creek
went
all
the
way
to
Albion
Road,
while
Finley
Creek
did
go
all
the
way
to
Albion
Road.
There
is
a
very
large
Culvert
between
the
very
Western
crescents
that
come
off.
Willow
mirror
I
think
it's
called
so
the
residents
who
are
like
60
60
to
100
meters,
away
from
from
a
bus,
stop
on
Albion
Road
can't
actually
access
that
bus
stop
right.
AJ
AJ
Are
there
any
things
that
we
can
address
in
the
short
term,
to
kind
of
kind
of
close
these
gaps
that
these
culverts
create
because
otherwise
like
for,
for
example,
like
residents
on
bunchberry
way,
they
have
to
walk
700
meters
to
a
bus,
stop
when
a
bus
stop
is
actually
60
meters
beside
their
house,
the
other
example
being
Stratford
and
Fraser
Fields,
where
they
waited
10
years
to
access
the
bus.
Stop
60
meters
from
their
house
as
well.
L
I
will
note
that
we
have
a
proposed
active
Transportation
project
from
bunchberry
way
to
the
intersection
of
Albion
Quinn
to
facilitate
connections
to
the
to
the
new
LRT
station,
and
that
was
one
that
a
bunch
of
residents
drop
pins
on
our
map
and
identified
the
concern,
and
so
that
led
to
identifying
that
project.
There.
J
So
three
Mr
chair
I
would
say
that
there's
some
discussion
in
the
report
about
Transportation
impact
studies
and
studies
that
get
done
as
new
community
they're
designed
and
I
think
those
are
the
sorts
of
issues
that
those
types
of
studies
would
be
looking
at
as
well.
Is
the
the
connectivity
to
and
through
the
community,
to
sort
of
the
broader
Network
and
connectivity
for
by
walking
and
cycling,
so
the
policies
more
focus
on
those
study
aspects
that
would
happen
as
part
of
the
the
development
review
and
Community
planning
process.
Okay,.
AJ
And
then
in
11-3
I
believe.
The
item
is
in
encouraging
city
of
Ottawa
employees
to
use
alternate
modes
of
transportation
to
get
to
work,
especially
when
a
lot
of
these
people
work
off
hours
where
Transit
might
not
be
available.
Just
yet.
I
want
to
note
a
very
relatively
successful
example
that
OC
transport
uses.
K
AJ
And
that
is
actually
that's
the
work
bus
program.
They
have
buses
that
run
practically
shuttles
overnight,
typically
overnight,
actually
they're
all
overnight
to
get
people
from
their
closest
bus,
stop
to
an
OC
transport
garage
and
I.
Think
that's
a
that's,
actually
a
great
idea
to
try
to
implement
or
try
to
work
out
with
other
City
departments
to
implement,
because
that's
one
way,
especially
if
there
are
set
shifts,
that's
one
way
we
can.
We
can
probably
try
to
address
that.
B
AJ
M
We
still
will
be
pursuing
any
roads
that
are
being
resurfaced
or
arterials
will
get
facilities
depending
on
what
works
done
on
the
road.
So
in
terms
of
the
crosstown
Bikeway,
I
guess
the
difference
or
the
distinction
is
in
some
cases
we
may
not
have
a
path
to
bring
a
long
road
segment
up
to
the
high
standard
we'd
like
which
is
not
to
preclude
continuous
improvements
on
the
cycling
facilities
on
that
road,
much
of
which
is
a
paved
shoulder
condition.
AJ
Okay,
because
I
think
that'd
be
a
great
opportunity
for
just
to
promote
some
active
transportation
in
and
out
of
Bar
Haven,
because
that's
a
diagonal
route
and
it's
much
it
is
a
lot
faster
than
going
up
Woodruff
and
with
some
of
the
proposed
shoulder
Lanes
South
of
the
jog
River
in
the
rural
areas
on
the
map,
I
think
it's
it's
it's!
It's
a
good
good
consideration
to
get
this
so
consideration.
We
should.
We
should
give
some
a
serious
thought
to
I'm
stumbling
on
a
lot
of
words
here.
That's
all
thanks.
V
Hi,
thank
you
very
much.
So
I
I
want
to
very
much
extend
my
thanks
to
staff
to
Vivi
who
I
was
speaking
to
on
the
phone
while
I
was
doing
dishes
juggling
children.
We
had
a
conference
call
yesterday,
I'm
really
interested
in
making
sure
I
understand
this
document
for
my
residence
and
I'm
really
encouraged
by
The
Guiding
principles
of
this
document.
I'm
also
encouraged
by
the
discussion
around
the
table
that
we're
more
interested
in
speaking
about
really
specific
applications
for
our
award
than
discussing
whether
or
not
those
guiding
principles
are
appropriate.
V
I
think
that's
a
really
great
starting
point
and
we
do
have
the
opportunity
in
phase
two
to
get
a
lot
more
detail
which
I
know
people
are
hungry
for
I
just
wanted
to
offer
a
moment
for
clarification
when
it
comes
to
reducing
car
dependency,
because
I
know
we
heard
a
couple
colleagues
sort
of
Express
concern
about
what
that
might
mean
for
proposed
projects
in
their
award
and
I
just
want
to
make
sure
I
understand.
We
will
have
mode
share
targets
that
are
unique
to
particular
geographical
areas.
Is
that
right?
V
J
Yes,
that
is
correct.
We
will
be
setting
mode.
We
have
the
overarching
official
plan
objective,
which
is
the
50
sustainable
mode
share
by
2046,
but
then
we
know
there's
actually
areas
of
the
city
that
are
already
exceeding
that
Target
and
then
there'll
be
other
communities
more
suburban
and
Rural
communities,
where
you
know
they
will
probably
not
meet
the
50
and
but
overall,
the
target
is
for
50
percent.
V
So
with
respect
to
funding
the
the
plan,
as
you
mentioned,
we
see
in
several
places
in
the
TMP
that
estimated
costs
are
greater
than
the
funding
identified
in
the
city's
long-range
financial
plan
and
that
you're
going
to
build
out
these
scenarios.
That
will
look
at
affordability,
I'd
like
to
understand
from
Finance
what
Finance
might
need
from
this
Council
in
order
to
or
what
kind
of
funding
sources
finance
will
be
considering
to
ensure
that
we
maximize
our
return
on
investment
through
through
our
city
budget
in
2024.
V
Okay,
that
would
be
tremendous
I'm,
not
in
the
room,
so
I'm
a
bit
embarrassed
now,
but
there
you
have
it.
So
it
would
be
great
to
understand
what
the
implications
would
be.
I,
I'm
I'm,
looking
forward
to
understanding
the
scenarios
and
and
and
sort
of
hedging
on
affordability,
with
many
of
our
other
targets,
I
think
that's
going
to
be
attention
that
will
that
we'll
have
to
wrestle
through
so
otherwise
I'm
really
interested
in
you
know
what
what
development
charge
funding
you
know
you
were
talking
about.
V
Creating
some
differences
in
investment
and
I
saw
Gobo
was
talking
about
it
in
their
correspondence
as
well.
I
was
hoping
you
might
be
able
to
expand
or
clarify
for
me
what
it
might
look
like
to
create
an
intended
increase
in
investment
from
DC's
for
sustainable
Transportation
projects.
Will
it
be
a
trade-off
with
other
kinds
of
DC
funded
Transportation
projects,
or
does
it
look
like
an
overall
increase?
I
I,
don't
I,
don't
know
and
I'm
on
that
Council
sponsor
group
too.
So
give
me
a
preview
of
what
we're
going
to
talk
about.
I
Chair
we're
not
we're
not
there
yet.
Do
you
see
the
DC
bylaw
review,
it's
very
complicated,
so
we
have
to.
We
need
the
time
to
go
through
this,
and
we
did
have.
The
complete
streets
program
is
something
new
that
we're
introducing
and
our
TMP
is
a
new
program.
So
we
still
have
to
define
the
source
of
funding
for
that.
So
still
still
steps
away
from
having
an
answer.
V
Okay,
I
know
that
there
are
some
sections
in
the
TMP
policy
document
that
talk
about
how
we're
going
to
need
to
review
DC's
and
how
they
currently
are
inadequate
for
some
of
our
policy
intentions.
So
I'll
look
forward
to
having
that
conversation
as
we
move
forward
so
now,
maybe
I'll
just
change
to
a
bit
of
Curiosities
with
the
partners
that
are
listed
in
this
project.
V
I
Well,
we
we
do
work
with
them,
they
have
different
mandates,
so
they
will
be
looking
at
projects
from
their
perspective.
So
we're
we
are
advancing
our
approach.
Access
Council
directs
us
to
do
so.
You
know
it's
it's.
You
know,
I
I,
guess
the
project
out
in
the
East
End.
We
do
work
with
our
East
End
counselors
to
help
us
when
we
hit
a
snag
and
we're
trying
to
find
our
way
to
resolve
that
one
project
out
there
and
that's
the
Brian
Coburn
extension.
V
Okay,
well,
please
do
continue
to
use
that
as
your
as
your
supports
for
that
I'm
thinking
for
my
ward,
we're
going
to
have
ideally
this
Moody
active,
Transportation
connection
over
the
bridge,
and
we
have
two
different
governmental
bodies
that
are
part
of
that
project.
We
have
the
NCC
land,
which
is
a
long
Moody
that
they
have
already
I,
believe
committed
or
are
interested
in
committing
to
the
project,
but
then
we
also
have
MTO.
M
A
number
of
the
projects
within
this
set
of
active
Transportation
projects
do
impact
the
NCC
and
all
of
them
have
been
reviewed
with
the
NCC,
so
they
are
familiar
with
them
specifically
for
Moody,
the
NCC
showed
a
real
willingness
to
help
us
make
a
high
quality
facility,
and
so
we
are
at
the
initial
stages
of
what's
known
as
their
fluta
process.
But
the
final
approval
won't
happen
until
the
final
project
is
proved
I,
Believe
by
their
board
of
directors
in
terms
of
the
MTO.
M
M
The
city
also
participates
in
provincial
discussions,
for
example,
on
the
OTC
active
Transportation
committee,
where
we
do
request
that
the
MTO
consider
reviewing
its
standards
for
safe
design
of
Crossings,
and
we
have
submitted
many
suggestions
and
comments
in
that
regard,
and
there
have
been
letters
of
course
put
forward
to
the
MTO
by
the
chair
and
others.
To
that
end.
V
I
guess
I'll
just
have
one
final
question
for
clarification
and
then
I'll
get
off
and
maybe
get
back
on
to
everyone's
Delight,
but
I
just
wanted
to
we're
talking
a
lot
about
Road,
widenings
and
I
I.
Think
I
just
want
to
clarify
my
understanding
of
the
document.
It
was
my
understanding
that
we
would
not
be
taking
on
any
road
widening
projects
unless
other
avenues
had
been
exhausted
and
I.
I
So
the
the
intersections
will
be
a
little
bit
wider
in
terms
of
the
overall
footprint,
but
definitely
two
through
lanes
and
whatever
turning
Lanes.
We
need
to
maximize
our
the
the
asset
that
we
have
there,
which
is
a
road.
It's
a
connection.
So
we
don't
want
a
wide
widen
roads,
but
we
could
make
improvements
where,
where
the
conflict
usually
happens
or
where
the
congestion
usually
happens,
and
that's
at
the
intersections.
V
V
Okay,
well,
that
sounds
like
a
good
thing.
I'll
look
forward
to
to
seeing
more
of
it
and
with
respect
to
my
first
question,
just
with
Road
widenings
and
saying
it
is
it
at
the.
Is
it
at
the
point
where
okay
I'm
going
to
be
done?
Promise
is
that
going
to
be
where
all
other
options
have
been
exhausted,
or
are
we
still
widening
roads
without
that
exhaustion.
J
Us
so
to
answer
your
question
again:
it's
the
giving
the
priority
to
the
Transit
and
active
modes
first
and
seeing
you
know
what
can
be
done
to
meet
Future
travel
demand
through
Transit
through
active
modes
transit
for
long
trips,
active
modes
for
shorter
trips,
and
then
it's
only
off
after
we've
looked
at
those
Transit
and
octave
mode
trips.
What's
the
residual
demand
and
then
at
that
point,
looking
at
the
need
for
for
Road
widening.
So
that
would
be
the
approach.
S
You
know
I'm
a
former
Communications
person,
so
I
love
when
a
document
is
easy
to
read
using
really
clear
language
and
I
think
this
document
achieves
that,
and
it
also
did
a
really
good
job
of
summarizing
concerns
that
were
heard
from
residents.
I
just
have
a
few
questions
when
a
project
is
marked
as
a
feasibility
study.
Does
that
mean
that
it'll
just
be
studied
within
the
next
25
years,
or
does
that
mean
that,
after
it's
studied
within
the
scope
of
the
TMP
it'll
get
done?
If
the
study
says
it's
Justified.
M
S
Okay,
I
ask
because
Gladstone
bike
lane
has
a
feasibility
study
beside
it,
and
you
know
with
the
course
of
Italia
station
going
on
and
the
fact
that
it's
just
an
ongoing
safety
issue
in
cycling,
nightmare
I,
probably
and
again
it
comes
back
down
to
funding
just
as
cancer
Gower
said.
So.
My
next
question
is
so
also.
S
I
was
really
impressed
by
the
equity
angle
that
you
took
in
this
report
and
again
it
introduced
me
to
terms
that
I'd
never
heard
before,
like
Transit
poverty
when
it
comes
so
I
did
find
it
really
interesting
that
the
the
master
plan
says
that
you
know
we're
going
to
use
an
equity
lens.
You
know,
for
example,
to
continue
a
bus
route
that
may
not
have
high
ridership.
It
serves
a
traditionally
underrepresented,
neighborhood
or
to
prioritize
pedestrian
projects
and
underserved
neighborhoods.
S
My
question
is:
how
is
that
Equity
mechanism
triggered
right
and
and
again
I
know
and
possibly
counselor
Gallery?
You
could
also
answer
this
as
chair
of
Transit
Commission.
How
do
we
ensure
that
the
values
that
are
represented
in
this
master
plan
make
it
into
the
granular
decision
making?
Because
you
know,
certainly
when
it
comes
to
Transit
we're
hearing
a
lot
about
empty
buses
or
routes
that
are
not
as
popular,
but
those
routes
might
really
be
essential
for
essential
workers,
for
example,
to
get
to
work
who
might
not
otherwise
have
access
to
a
car.
L
I
can
just
start
off
by
saying
that
we
did
work
closely
with
our
colleagues
on
OC
Transpo,
on
these
Equity
kind
of
overarching
ideas
about
equity
and
considering
them
through
a
variety
of
different
existing
programs.
We've
tried
to
not
be
too
prescriptive
about
exactly
how
each
program
or
service
area
should
should
bring
this
forward,
and
it
is
something
that
OC
Transpo
I
will
be
looking
at
and
considering
through
through
their
own
projects
and
I.
See
path
may
have
something
to
add.
S
That's
great,
thank
you.
Another
Equity
related
question
I'm,
just
wondering
if
you
could
speak
to
what
kind
of
consultation
was
done
with
people
with
disabilities
for
this
master
plan
and
also
what
consultation
you
envision
happening,
specifically
with
safety
around
and
accessibility
around
autonomous
vehicles
in
the
future.
What
role
will
specific
consultation
with
people
with
disabilities
play.
L
On
the
first
questions,
we
did
reach
out
to
the
accessibility
advisory
committee
and
present
to
them
at
two
phases
during
the
project,
and
we
also
through
many
of
our
city
kind
of
design
projects.
We've
done
very
close
engagement
with
the
accessibility
Community,
for
example,
the
protected
intersection
design
guide,
included
on-site
visits
and
real
kind
of
looking
at
each
possible
design
option
that
how
it
might
work
for
people
with
disabilities,
and
so
the
TMP
kind
of
rolls
up
all
of
the
consultation
with
the
accessibility
community.
L
We
do
have
a
action
in
the
TMP
policy
document
to
do
a
targeted
engagement
on
barriers
in
the
built
environment.
We
do
have
some
discretionary
funding
that
we
can
use
to
try
to
address
the
most
significant
barriers
and
so
getting
getting
kind
of
a
a
map
and
a
sense
of
of
where
those
are
so
that
we
can
assist.
And
then
your
question
about
the
vehicle
autonomous
vehicles
I
think
that
the
establishment
of
the
working
group
would
be
the
first
step
and
that's
what's
outlined
in
the
policy
document.
L
S
Great,
and
so
my
my
last
main
question
you
may
have
heard
me
refer
to
it
when
I
was
engaging
with
the
people
who
made
presentations.
I
know
that
there's
some
reference
to
having
to
find
kind
of
a
new
retrofit
program
for
arterial
roads
and
for
other
roads
that
are
not
a
pursuer
renewal
renewal,
but
desperately
need
transformation
and
I'll
flag.
I
said
it
before
Kent
Street
in
downtown
Ottawa
is
a
huge
one.
It's
a
big
wide
Road.
The
speeds
are
super
high,
there's
not
enough
Crossings.
S
You
know
there
was
a
pedestrian
hit
during
the
campaign
in
the
summer,
which
is
awful.
There's
two
schools
on
other
side
of
it.
What
options
do
you
foresee
within
the
confines
of
this
plan?
What
options
do
you
will
we
have
to
propose
new
projects
of
that
nature?
Where
there's
not
a
sewer
that
needs
to
be
ripped
up.
L
Within
policy
9-4,
we
do
have
a
specific
action
that
says
that
in
the
TMP
part,
two,
we
will
be
identifying
complete
Street
modifications
to
existing
roads,
and
so
that
type
of
project
would
be
the
type
that
could
fall
under
that
kind
of
new
program.
Standalone
separate
from
from
the
sewer
renewals,
with
again
the
caveat
that
that
is
pending
funding.
We
we
have
had
projects
of
this
type.
S
Q
Q
Obviously
the
challenge
is
in
the
implementation,
not
just
Financial,
but
political
as
well.
I
do
have
a
bunch
of
questions.
I'll
try
to
get
through
them,
quick.
With
regards
to
the
concerns
we
heard
from
a
delegate
earlier,
a
few
delegates
who
had
been
complaining
about
the
consultation
process.
To
some
extent
the
consultation
process
must
have
gone
well,
because
one
thing
that
I
was
really
really
thrilled.
When
I
looked
at
the
projects.
Q
In
my
you
know
affecting
my
ward,
they
are
and
those
projects
were
determined
before
I
before
I
took
the
job,
but
those
projects
are,
you
know,
word
for
word
what
I'm
hearing
from
residents
today
they're
word
from
word
for
what
I
heard
on
the
campaign
Trail.
So
they
must
be
reflecting
something
current,
so
I'm,
very,
very
grateful
for
that.
I
know
that
that
can't
be
applied
across
all
Awards,
but
I'm
very
happy
with
what
I
see.
So
something
must
have
worked
well
there.
Q
One
thing
that
I
was
to
to
just
follow
up
a
little
bit
of
what
councilor
troster
was
talking
about
the
feasibility
studies
among
the
projects.
In
my
ward,
some
of
the
things
that
I
am
so
excited
about
were
those
neighborhood
to
Neighborhood
connectivity
projects
where
you
know
for
I
assume
less
more
bang
for
your
buck
in
terms
of
those
studies,
those
projects
not
just
the
feasibility
but
the
actual
implementation
of
the
project
themselves.
Q
When
we
do
get
to
phase
two
I'm
going
to
be
lobbying
hard
for
those
connectivity
things
because
my
Wards
are
literally
asking,
can
I
please
get
here
and
they
will
solve
so
many
goals.
So,
but
that
said
even
though
I'm
very
happy
with
the
projects
I
see
there,
I
can
anticipate
that
there
will
be
people
in
my
ward
or
myself
that
might
come
up
with
other
ideas
for
projects
that
aren't
on
this
list,
and
so
my
first
question
after
so
much
Preamble.
M
Q
Following
up
on
that,
so
I
know
that
one
development
that
I
hope
will
be
happening
in
my
ward
is
the
addition
of
a
new
secondary
plan
which
would
likely
have
a
big
impact
on
the
physical
geography
of
a
certain
part
of
my
ward.
If
and
when
that
secondary
plan
becomes
manifest,
is
that
the
kind
of
new
development
between
now
and
the
next
five
years
that
I
could
come
to
you
and
say
all
right?
Here's
a
new
wrinkle!
Can
we
talk
about
making
changes
based
on
that?
Q
M
Through
the
chair,
the
secondary
plans
were
reviewed
when
we
update
our
plans,
so
the
challenge
is
a
question
of
where
the
funding
would
be
for
projects
that
are
not
in
this
plan.
Now
there
are
some
potential
programs
that
do
bring
funding
like
the
community
benefits
charges,
and
so,
in
addition,
if
there's
developments
or
other
Road
works
and
so
on,
there
are
opportunities
to
provide
input
to
improve
local
problems
that
are
impacted
by
those
works
so
I
in
general,
the
the
secondary
plans
don't
bring
money
with
them
for
implementation.
No.
Q
Thank
you.
My
next
question
so
I
know
that
in
the
in
the
projects
document,
we
have
the
projects
as
they
relate
to
pedestrian
and
cycling
projects
and
then
in
the
prioritizing
prioritization
framework,
there's
the
two
appendices
which
are
the
rubrics
for
assessing
Transit
projects
and
road
projects,
but
on
the
list
of
active
Transportation
projects.
Can
you
briefly
explain
if
you
haven't
already
forgive
me,
but
the
process
whereby
we
are
prioritizing
those
projects
over
25
years
and
is
it
on
a
ward
by
Ward
basis
or.
M
But
the
final
point
I
raised
was
that
we
do
want
to
have
a
high
impact
projects
as
early
as
possible
in
the
plan,
and
so
that
speaks
to
a
question
of
whether
they're
improving
connectivity,
whether
they
provide
shortcuts,
and
so
that
would
be
the
factors
that
staff
will
use
and
we
will
be
sharing
those
priorities
within
the
next
first
of
all
budget
cycle.
But
then,
in
the
second
phase
the
TMP
will
list
those
for
discussion.
Thank.
Q
You
so
I've
got
a
question
for
policy
1-3,
which
is
the
policy
to
mitigate
the
effects
of
extreme
heat
and
transportation
systems
on
transportation
system
users
and
the
policy
action
suggests
that
we
update
design
guidelines
and
standards
to
incorporate
shade
trees
into
new
and
reconstructed
Transportation
infrastructure.
So
Tunney's
tunning
station
was
built
with
a
glass
roof,
so
no
implementation
of
shade
tree
structures.
There
will
this
policy
be
utilized
if
it's
not
too
late?
Already
in
the
design
of
stations
for
LRT
stage,
two.
Q
L
Q
Thank
you,
councilor
Gower
taught
me
a
term
I
didn't
know
tactical
urbanism
got
me
excited
and
I.
Don't
know
your
name
I'm
sorry,
but
you
were
referencing
referencing,
I,
think
policy
717374,
where
pilot
projects
could
be
implemented
so,
ironically,
just
yesterday
I
was
getting
a
request
from
a
resident
saying,
hey
on
this
road.
In
my
ward,
where
I
know
nothing
is
being
paid
attention
to
it.
This
could
really
use
cycling
infrastructure.
Knowing
what
I
know
that
there's
you
know,
there's
no
way
in
heck.
Q
I
can
get
that
done
in
the
next
five
years
in
any
kind
of
permanent
way
can
I
use
those
policies
to
just
Guerrilla
style,
make
a
a
move
to
have
a
pilot
project
where
some
kind
of
TTC
measures
can
be
implemented
on
a
street,
if
only
to
measure
how
that
might
pause
affect
the
safety
of
cycling.
In
my
ward,
without
having
a
porcement.
Q
How
much
time
do
I
have
half
a
minute
quickly
on
the
subject
of
policies
to
disincentivize
vehicle
use,
whether
you
know
councilor,
luloff
and
I
were
talking
earlier
about
all
the
parents
that
drop
their
kids
off
at
school
when
they
really
could
just
walk
Little
Billy
to
school,
and
that
creates
congestion?
There's
congestion
everywhere
is
the
subject
the
punitive
subject
of
congestion,
pricing
policies
embraced
in
this
document,
and
if
so,
can
I
hear
a
little
bit
of
detail
about
it.
J
So
this
policy
document
does
not
include
a
reference
to
congestion
pricing.
It
does
include
some
discussion
about
looking
at
funding
sources,
and
we
do
know
that
through
the
energy
Evolution
work
that
was
done,
congestion
pricing
was
was
one
of
the
mechanisms
that
was
proposed
through
that
work
to
achieve
the
city's
greenhouse
gas
reduction
targets,
and
it
also
has
it
can
both
disincentivize
driving,
but
also
be
a
source
of
funding
for
the
city.
But
this
this
policy
document
itself
does
not.
Q
J
E
C
Oh
I'm,
not
so
poor
I
got
to
listen
to
everybody,
so
no
problem.
Thank
you.
I
know,
I
appreciate
it
and
I
want
to
thank
staff.
I
mean
avidi
was
answering
my
emails
on
my
motions
at
seven
in
the
morning
on
Sunday
like
surely
to
God.
She
would
be
doing
something
else
if
it
wasn't
for
that.
So
I
want
to
thank
you
very
much
and
and
zlatko
has
been
working
for
a
long
time
on
this,
and
we've
been
working
on
a
number
of
things
through
the
ward.
C
It's
it's
a
pleasure
to
work
with
you
and
the
whole
team.
There's
lots
going
on.
I
have
a
ward,
that's
pretty
dynamic
because
of
the
construction
of
the
stage
2
LRT,
so
there's
lots
to
talk
about
with
connectivity,
and
that
was
the
theme
that
I
put
forward
in
these
motions
that
I
that
I
presented
through
councilor
Johnston,
who
I
thank
very
much
for
for
doing
that.
For
me,
I
really
appreciate
it.
C
I
just
want
to
make
comments
on
all
the
Motions
I
put
forward
very
quickly.
The
sidewalks
I
I
take
into
consideration
the
fact
that
we
need
to
keep
sidewalks
in
good
repair,
and
that's
some
good
comments
on
made
on
that,
because
seniors
use
them
and
accessibility.
It's
all
important
and
it's
about
having
designated
routes
to
stations
where
there
was
none
before,
because
some
of
my
neighborhoods
have
no
sidewalks
and
so
and
there
and
yet
they're
going
to
have
the
station.
C
C
We've
been
working
with
the
NCC
thanks
staff
for
their
work
so
far,
but
this
is
really
important
to
keep
those
Pathways
open.
It's
not
just
recycling,
it's
for
The
Pedestrian
as
well,
and
this
is
to
get
to
stations.
So
that
is
behind
that
I
just
want
to
explain
the
Queensway
Bridge
motion:
it's
it
exists,
it's
all
about
just
making
it
so
it's
accessible!
It's
not
building
a
bridge.
It's
it's
already
there.
It's
making
sure
it
doesn't
get
torn
down,
because
it's
just
valuable
infrastructure.
C
Why
waste
it
and
it's
just
collaborating
again
with
NCC
and
MTO
to
keep
it
there
and
make
it
useful
and
having
one
more
connectivity.
So
thank
you
for
that.
So
there's
I
just
want
to
let
my
colleagues
know
what
I've
been
to
all
your
words
on
on
my
bike:
every
single
one
and
so
and
I
want
to
go
back
and
I
want
to
see
those
World
routes.
C
I
I
think
they're
really
important
nothing
scarier
than
going
down
a
road
that
doesn't
have
great
infrastructure
when
you're
out
and
people
are
zooming
by
you
at
100k.
So
you
you've
got
to
have
that
safe
infrastructure
everywhere.
So
I
support
my
real
colleagues
on
that
safety
is
absolutely
absolute
key.
C
Well,
frankly,
it's
up
to
us,
as
as
counselors
to
vote
for
more
money
and
prioritize
certain
projects
and
always
tough
to
pick
them.
They've
got
to
be
from
across
the
the
city
and
it's
about
that
connectivity.
So
it
would
be
good
to
know
what
the
costs
are
and
I
know
that
question
got
asked
so
I
just
want
to
reinforce
that.
I
C
It
possible
to
get
sort
of
the
low-hanging
fruit
Ones
cost
it
out,
so
that
we
can
talk
about
across
the
city
so
that
we
can
get
working
on
those
things
that
are
not
so
expensive.
I
think
we
all
have
them
that
don't
require
like
a
sidewalk
is
obviously
a
big
one,
but
sometimes
it's
something
smaller.
Is
there
some
way
to
categorize
it
so
that
we
can?
We
can
see
what
can
be
done
more
immediately
for
Less
cost.
M
C
You
I
do
appreciate
policy
6.5,
for
example,
with
neighborhood
shortcuts.
That
is
something
that
is
really
helping.
It's
not
about
working
with
entire
streets.
It's
it's
about
getting
through,
so
that
people
don't
have
to
go
all
the
way
around.
Like
we
heard
earlier
from
the
resident
who
lived
in
my
old
neighborhood
I
can
totally
understand
his
issue
and
have
been
there
done
that
so
I
appreciate
the
the
shortcuts
in
that
and
that
policy
overall.
E
C
Yeah
no
I
overall.
This
is
this-
is
a
big
step
forward.
We're
we're
emphasizing
things
that
will
actually
save
us
money
and
I
hope
that
that
gets
emphasized
because
we're
getting
people
out
of
cars,
not
ruining
our
roads.
If
we
can
get
more
people
in
transit
too,
and
on
sidewalks
and
on
bites.
Thank
you.
U
I
know
my
word:
I'm
really
I
like
to
say
lucky,
because
there's
a
lot
of
pedestrianization
I
love,
seeing
you
know
the
students
walking
to
and
from
school
and
their
residences,
people
are
always
out
walking
biking.
It's
really
a
a
wonderful
word
for
people
to
do
that.
I
do
have
a
couple
questions,
though
of
Staff
first
one
being,
is
there
a
reason
and
I'm
thinking?
This
might
actually
be
my
fault
that
the
Cummings
bridge
is
not
mentioned
in
the
document.
M
I
was
involved,
of
course,
in
all
of
that,
and
the
Cummings
Bridge
received
a
lot
of
attention
as
for
purpose
of
an
underpass
right,
but
not
as
much
for
East
West,
and
there
are
some
obviously
Alternatives,
although
they
are,
they
do
represent
a
bit
of
a
detour.
They
exist
in
some
of
the
other
locations
in
the
city.
There
were
no
Alternatives
in
terms
of
active
transportation,.
I
Chair
I
think
because
inter-provincial
Crossings
are
under
the
Mandate
of
the
NCC
or
the
feds,
and
the
NCC
in
this
case
is
leading
those
kinds
of
that
that
project
and
they
did
so
in
2013
as
well,
and
that
that
2013
study
ended
abruptly
because
the
province
pulled
the
funding,
but
they
would
have
to
do
the
the
study.
That's
complete.
That
has
to
look
at
impacts
because
we
do
not
want.
You
know
the
problems
of
one
Community
being
shifted
to.
I
So
they
need
to
look
at
that
and
mitigate
that
to
the
you
know,
so
that
and
this
all
consult
with
public
consultation
and
they
have
to
come
to
committee
to
present
as
well,
so
all
impacts
will
be
looked
at.
Otherwise
you
know
how
do
they
know
that
having
a
bridge
at
that
location
is
going
to
be
useful
right,
so
they
the
NCC,
have
in
their
plans
their
work
plans
for
this
year
to
conduct
a
commercial
vehicle
survey.
I
U
You
know
in
my
conversations
with
actual
truckers:
not
the
Convoy
truckers,
actual
truckers.
That
is
one
thing
they
sort
of
said
to
me
over
and
over
is
they
do
not
understand
why
there
isn't
a
direct
link
between,
for
example,
the
416
and
heading
over
to
the
Quebec
side
like?
Why
do
they
need
to
sort
of
snake
through
downtown
to
get
where
they
need
to
go
so
I
just
wanted
to
sort
of
double
down
on
that,
because
it's
a
good
question.
U
I
As
I
mentioned,
the
federal
government
is
responsible
for
inter-provincial
movements
across
Bridges
and
then
with
this
project
in
particular,
you
know
the
intent
is
to
connect
them
to
highways,
so
the
two
ministries
of
Transportation
would
be
looking
at
that
and
there
that's
why?
The
two
minutes
Industries
and
the
NCC
funded
the
last
study,
and
so
they
would
their
interest
is
on
what
does
that
do
to
their
highways?
What
modifications
do
they
need
to
do
for
their
highways
and
to
receive
the
traffic
and
so
on,
and
the
city
is
at
the
table?
I
Of
course,
we
will
fund
these
projects
that
we're
very
much
a
stakeholder
along
with
Gatineau,
because
it
has
to
benefit
them
as
well.
So
we're
looking
at
Community
impacts
a
whole
bunch
of
things,
and
we
will.
You
know,
make
sure
that
council's
voice
is
at
the
table
at
the
at
the
staff
level
when
we're
working
on
these
things
with
them
on
these
technical
studies,
so
the
NCC
they
their
last
work
that
they
did
was
completed
about
a
year
or
two
ago
on
the
integrated,
inter-provincial
long-term,
integrated
inter-provincial
study.
I
I
E
T
T
I
first
just
wanted
to
thank
you
for
for
the
report.
Overall,
there's
there's
a
there's.
A
lot
of
good
in
this
report.
I
do
agree.
More
consultation
is
needed
and
I'm
hoping
we're
going
to
get
that
through
that
phase,
two
piece
and
obviously
those
counselor-led
consultations,
I
hope,
there's
another
opportunity
for
those
to
occur
into
that
phase.
Two
piece
where
there's
more
details
but
I
wanted
to.
Thank
you
for
your
work.
A
lot
of
thought
has
gone
into
this
document
and
and
I
know.
Your
efforts
have
been
strong.
T
There's
a
lot
of
complex
planning
here
so
I
think
generally
on
the
right
track
of
where
we
want
the
system
to
evolve
to
so
just
wanted.
To
start
with.
With
those
comments,
I
wanted
to
ask
you
about
sidewalk
design,
I
know
in
my
award,
in
other
words,
there's
a
lot
of
discussion
about
that
design.
So
creating
those
sidewalks
with
those
kind
of
flat
surfaces
has
been
something.
That's
come
up
regularly
and
I
understand,
there's
an
intent
to
re-examine
sidewalk
design
standards.
T
Is
there
anything
information
you
can
provide
on
how
sidewalk
design
could
support
and
align
with
these
new
TMP
policies?
I
know,
chair,
I'll,
have
a
motion
on
this.
Just
a
notice
of
motion
at
the
end
of
the
meeting,
but
I
just
wanted
to
ask
staff
now
about
the
the
sidewalk
design
and
its
support
and
alignment
with
current
TMP
policies,
around
accessibility
and
some
options
that
would
be
presented
to
to
council.
I
Chair
our
TMP
policy
support
the
inclusion
of
sidewalks
on
the
various
roads,
that's
mentioned
in
our
document,
so
that's
there.
We
don't
specifically
address
sidewalk
design,
because
that
is
a
very
detailed
aspect
and
this
it's
not
part
of
the
TMP,
but
my
colleagues
in
infrastructure
Services
have
advised
that
they
are,
will
have
a
look
at
this
and
review
the
the
design
guidelines.
T
T
T
Of
course,
the
city
certainly
should
be
looking
at
a
bike
share
program,
I
think
in
the
near
future.
I
guess:
can
you
just
speak
to
how
a
bike
share
program
could
support
the
TMP
goals,
particularly
with
connectivity
up
with
our
new
LRT
and
suburban
and
urban
Wards,
and
how
that
might
be
supported
by
by
City
policy
and
TMP
policy.
I
Chair
rtmp
policies
already
mentioned
micro
mobility
and
how
that
can
support
multimodal
connections
at
Transit
as
well.
The
tnp
does
not
have
actions
identified
for
a
bike
share
program
because
we
we
have
the
policies
there.
This
is
going
to
be
more
of
a
operational
matter
and
because
it'll
impact,
you
know
the
the
the
roadway
and
the
right-of-way
and
where
these
docking
stations
will
be
and
I
believe
Parking
Services
had
a
report
up
about
a
city-funded
bike
share
program,
so
I
would
suggest
that
they
speak
on
that
I'm.
Sorry,
not
here.
No.
T
T
You
know
and
something
that
that
micro
Mobility,
which
is
already
supported
in
TMP
great
to
just
hear
those
comments
and
I
think
we
can
work
together
on
this
in
the
near
future.
So
just
just
happy
to
hear
that
sort
of
an
issue
more
close
to
home.
For
me
around
the
a
Rideau
River
Crossing,
we
we've
got
some
Crossings
on
the
Rita
River
for
for
non-motorous
and
some
like
the
Kellogg
Bridge
They
Don't
Really
connect
the
Viking
infrastructure
along
the
river
as
well
as
we'd
like
obviously
there.
T
There
is
a
big
push
in
my
community
anyway
to
see
another
Crossing
considered
Near,
where
Clegg
meets
the
river
and
I
I,
there's
already
a
connection
there.
Obviously
at
Clegg
and
Fifth
Avenue
over
the
canal
and
so
I
guess
on
that
one
I
guess,
can
you
speak
to
how
we
might
align
those
TMP
policies
that
we
might
get
that
considered
in
upcoming
infrastructure
plans
sooner
rather
than
later,
to
really
connect
up
those
that
that
mode
of
transportation
of
the
walking
biking
across
our
River
and
Waterway
system.
M
Through
the
chair,
when
we
looked
at
the
needs
across
the
city
in
terms
of
Crossings,
we
did
pick
the
ones
where
the
demands
or
the
issues
and
barriers
are
most
acute,
and
so
my
assessment
would
be
in
this
particular
window
of
funding
that
we
have
in
front
of
us.
I
think
that
it
is
unlikely
that
that
particular
Crossing
would
rank,
above
all,
the
others,
based
on
the
severity
of
issues
like
like
the
degree
to
which
the
the
barriers
are
caused
in
in
the
other
cases.
M
T
So
you
know
the
EA
Premier
design
for
Flora
was
done
in
advance
of
those
other
funding
levels
being
secured
and
was
shovel
ready
and
I
think
nice
to
have
shovel
ready
projects
for
one.
Inevitably,
funding
will
be
available
for
those
those
things
again
so
appreciate,
staff's
comments.
I
think.
The
ultimate
network
with
that
proposed
foot
Bridges,
is
really
shown.
I.
Think
people
really
don't
want
to
go
on
that
Baseline
Heron
to
go
across
town
east
west.
T
You've
been
on
Baseline
before
biking
is
not
fun,
so
I
think
there's
a
there's
ample
opportunity
for
us
to
to
really
increase
connectivity
there.
Just
a
couple
more
questions
chair
on
on
Bank
streets,
I
see
that
there's
two
reviews
being
done
so
the
Ola
South
review
the
gleap
review
and,
of
course
the
new
Bank
Street
bridge
is
done
and
the
new
Riverside
to
ledbury
Walkley
connections
being
done
as
well,
but
in
the
ultimate
cycling,
Network
Bank
Street
is
missing
in
those
sections.
M
Through
the
chair
in
the
new
plan
that's
being
put
forward,
we
don't
have
the
concept
of
an
ultimate
cycling
Network,
unless
you're
referring
the
reference
was
to
the
crosstown
bike
winner,
which
which
will
go
on,
is
being
updated
in
terms
of
Bank
Street
as
you're
correct.
There
are
studies
being
done
all
the
way
from
the
Queen's
way
down
to
the
Rideau
River.
Where
you
know
additional
works
are
planned
south
of
the
Rideau
River
on
Bank
should
those
prove
feasible
and
successful.
Then
we
would
realign
the
crosstown
bike.
T
Okay,
that's
helpful
chair
thanks
for
the
clarification
on
that
last
question
and
then
I'll
get
off
I
just
want
to
thank
you
for
your
efforts
and
the
committee's
efforts
here.
The
the
new
scoring
criteria
for
Road
design,
either
New,
Roads
or
Road,
winding
I,
guess
a
contentious
issue.
My
community
has
always
been
the
Alta
Vista
Transportation
Corridor.
T
The
former
mayor,
used
to
speak
about
how
this
can't
be
built
over
over
that
Rio
river
through
that
beautiful
Park
system
that
exists
there
with
where
we
have
all
walks
of
life
using
an
incredible
Green,
Space
hundreds
of
residents
there
so
I
guess
how
would
the
new
scoring
criteria
score
a
road
like
the
Altavista
Transportation
Corridor,
going
over
the
river
very
expensive
and
through
a
park
where
it's
used
heavily
by
by
people
now?
But
how?
What
would
you
say
to
that
anecdotally,
foreign.
J
Mr
chair,
the
the
evaluation
of
the
Alta
Vista
Parkway
will
be
part
of
the
next
phase
of
the
TMP,
so
there
is
sort
of
a
an
initial
identification
of
projects
and
review
of
projects
that
were
identified
in
the
previous
TMP.
So
that
would
be
included
in
that
in
that
review
exercise
and
then
it
would
go
through
this
scoring
criteria.
But
at
this
point
we
haven't
done
that
work
yet
to
know
how
it
would
score.
Okay,.
T
Just
a
just
a
flag,
obviously
I
know
I've
made
this
very
clear
to
miss
G
as
well
that
there's
there's
incredible
opposition
to
that
new
four-lane
roadway
through
this
beautiful
Green,
Space
area
and
I,
think
we
need
to
change
that
configuration
so
that
you
know
we're
supporting
people
in
the
in
this
in
this
this
community,
this
area
and
making
sure
that
our
networks
are
safe
for
everybody
and
usable
by
everybody.
So
thank
you
very
much
to
to
staff
and
back
to
you
chair.
O
Thank
you
chair.
So
building
off
of
councilor
gower's
comments
about
lights,
out,
engagement
and
stuff
bill
I
was
hoping
we
could
get
to
be
circulated
afterwards,
but
a
breakdown
of
all
postal
codes.
If
you
have
it
an
engagement,
I
think
I
mentioned
that
during
the
the
counselor
briefing,
but
I
think
it
will
be
good
to
know,
as
we
move
into
part
two
to
sort
of
identify
where
there
might
have
been
gaps
in
engagement,
because
the
report
highlights
where
there
was
strong
engagement.
So
is
that
possible.
K
O
We'll
get
a
tip!
That's
you!
Wonderful!
Thank
you!
Okay,
so
I
have
a
couple
of
maps
I'd
like
to
put
on
the
screen
just
to
sort
of
illustrate
my
concern.
So
in
document
5
page
three
and
of
course
that
would
be
the
first
map
that
I
sent
you.
It
shows
the
crosstown
Bikeway
and
in
Ward
19
that
highlights
Ennis,
Brian,
Coburn
timeline,
trim
and
a
spree.
M
The
exact
details
on
that
particular
linkage
I'd
have
to
get
back
and
you
know,
discuss
internally
in
general
terms.
I
do
think
that
nav
and
in
the
the
north
West
direction
does
make
for
a
logical
Connection
in
that
area,
and
so
perhaps
we
could
take
that
away
and
consider
reconsider
the
reasons
why
it
isn't
on
the
map.
O
Okay,
thank
you
be
happy
to
work
with
that
to
work
with
you
on
that
between
now
and
Council,
you
know,
and
to
Echo
some
of
the
comments
for
my
East
End
colleagues
out
of
244
project.
My
word
has
five,
which
represents
2.4
of
the
project
allotment
and
unlike
counselor
luloff
and
counselor
dudas
Ward
Orleans,
South
Navan
doesn't
have
additional
projects
that
are
in
progress
via
stage
two
construction
and
those
linkages
that
you
know.
O
In
those
cases
there
are
projects
that
are
in
progress
that
aren't
reflected
on
the
map,
but
in
my
ward
this
is
really
it
yet.
One-Fifth
of
the
development
city-wide
is
happening
in
Orleans.
South
Navan
is
what
planning
staff
tells
me,
and
if
you
look
at
the
population
projections
over
the
next
25
years,
I'm
in
a
race
with
counselor
Gower
for
for
the
highest
population.
In
my
ward
and
to
the
previous
delegates
point,
I
did
actually
look
at
the
in
process.
O
Layer
on
Geo,
Ottawa
and
I
wanted
to
put
another
map
on
the
screen.
My
next
one.
It
is
very
evident,
so
it's
very
evident
that
you're
making
great
strides
in
the
downtown
and
in
the
west,
but
I
am
concerned
that
there
isn't
as
much
progress
happening
in
the
East
End
of
the
city.
So
I
didn't
know
if
there
was
sort
of
a
reason
why
it
seems
that
the
East
is
lagging.
O
O
I
think
Chris
will
put
it
up
on
the
screen,
but
what
you'll
see
I
sent
it
after
is
obviously
a
stage
two
coming
in
to
service
the
North
End
of
Orleans,
and
there
is
a
ERT
that
is
in
blue,
but
we
have
no
path
forward
to
realize
that
brt,
due
to
funding,
but
also
due
to
the
stalemate
that
we
have
with
the
NCC
on
moving
forward
with
that
bus,
Rapid,
Transit,
Network
and
I
have
one
more
map.
If
you
zoom
in
on
Orleans,
South
I,
think
I
shared
it
with
you
as
well.
O
No,
no
next
one,
it's
kind
of
zoomed
in
yeah
there
we
go
so
imagine
that
blue
line
wasn't
there
and
I've
highlighted
in
yellow
everything
that
is
under
construction
or
soon
to
be
under
construction.
So
again,
I'm
trying
to
sort
of
paint
my
concern
here
and
what
I've
tried
to
demonstrate
by
showing
all
these
Maps
is
that,
while
this
document
is
definitely
aspirational,
it
in
most
part
of
the
Cities
I
think
it's
achievable,
but
I
don't
see
it
as
being
achievable.
O
In
my
ward,
my
ward
is
built
very
differently
from
older
Orleans.
It's
higher
density
and
the
reality
of
the
situation
is
that
nearly
every
two
weeks
of
planning
committee,
we
approve
building
car
dependent
communities
in
the
suburbs.
Probably
every
other
week,
one
in
my
ward
and
our
planning
principles
are
based
on
a
theoretical
modal
shift,
but
the
growth
happening
in
community
is
happening
in
communities
that
don't
have
these
Mobility
options.
O
And
if
the
plan
active
Transportation
projects
is
any
indication,
I
don't
know
if
that's
going
to
change
anytime
soon.
So
a
large
part
of
my
concern
is
the
impact
that
this
will
have
on
projects
that
were
planned
for
years
in
Orleans,
South
Navan
that
have
been
used
to
inform
our
growth
management
strategy.
In
particular.
O
J
What
will
then
lead
through
the
identification
of
projects
that
will
then
be
prioritized,
so
certainly
that
specific
project
is
one
that
I
think
you
know,
there's
there's
clear,
demonstrated,
needs
and
I'm.
You
know
we
will
do
the
analysis,
but
you
know
I
would
I
would
say
many
if
not
most,
of
the
projects
identified
in
the
previous
TMT.
Just
because
of
the
magnitude
of
growth
that
we're
anticipating
there
will
continue
to
be
a
need
for
them.
O
O
This
is
where
we
are
building
housing,
which
we
need
and,
as
I
said,
you
know,
I
I
want
us
to
build
Healthy
Communities
that
have
options.
I
see
the
TMP
as
an
opportunity
to
change
that
and
I
want
to
support
staff
I
want
to
buy
into
this
Vision,
but
I
also
want
to
feel
reassured
that
we
are
heading
in
the
right
direction
for
my
community
and
I'm,
not
there.
O
I
I
AG
Cycling
Network,
and
be
it
further
reserved
that,
through
the
inclusion
of
these
Loops
in
the
cycling,
Network
that
staff
available
way
other
opportunities
for
groups
and
cycling
networks
in
rural
Villages
and
be
it
further
resolve
that
staff
identify
opportunities
to
ensure
connectivity
between
rural
villages.
In
addition
to
the
connectivity
present
present
within
rural
values.
I'm
so
sure.
E
AG
I
want
to
also
Mr
chair
thank
staff
for
really
working
hard
on
this
I
know
Bibi
and
her
team
and
I
don't
want
to
miss
a
lot
because
latkin
I
worked
together
from
long
long
time,
even
though,
with
the
topic,
the
snowmobiling
on
the
trail
on
the
snowmobile.
Nobody
like
to
talk
about
that,
but
he's
he's
always
have
the
city
and
the
inclusive
inclusively
all
the
users
on
our
Network.
So
I
want
to
appreciate
all
the
work
he's
done
from
the
many
many
years
before
I
even
become
a
counselor.
AJ
Thank
you,
chair,
I,
think,
house
or
kids
spoke
too
soon
when
she
said
no
one
would
support
things
in
her
Corner
because
there
are
projects
in
in
the
newer
parts
of
barhaven,
mostly
in
David
Council
Hills
Ward,
that
residents
kind
of
bought
in
on
like
knowing
these
future
projects
will
be
there,
but
they
have
not
been
such
as
the
Green
Bank
realignment.
That's
been
kind
of
in
the
books
for
a
long
time,
but
on
the
topic
of
brt
corridors
and
I,
guess
on
a
slightly
different
note
about
them.
AJ
When,
when
we're
determining
future
consideration,
corridors,
like
say,
say
somebody
say
sorry,
say
a
developer
replies
for
for
a
subdivision
or
something
and
there's
a
reservation.
There's
a
reserved
Corridor
that
we
want
to
make.
We
want
to
include
that
kind
of
cuts
right
through
the
middle
of
the
subdivision.
AJ
I
I'm
chair
well,
the
the
issue
here
is
that
Although,
our
plan
is
only
to
2046.
We
do
show
future
connections,
you
know
beyond
the
plan
and
if
we
don't
protect
for
the
corridors,
we
lose
that
opportunity.
So
it's
quite
important
to
to
protect
for
those
things
and
because
there
will
be
many
more
tmps.
It'll
go
past
2046.
so
and
we
do
work
with
the
the
developer.
But
these
things
are
in
our
official
plans
and
there
are
Master
plans
without
an
alignment
defined.
I
So
there
is
some
opportunity
to
work
with
them,
but
we
need
to
make
sure
that
the
corridor
is
not
restrained
so
much
that
it
can't
function
properly
as
a
rapid
transit
facility.
So
those
are
the
things
that
we
say
to
the
developers
when
we're
working
with
them
on
this
and
they
they
may
have
a
certain
perspective,
but
for
just
their
site,
whereas
we're
looking
at
it
for
the
larger
City
and
anyway
yeah.
That's
what
we've
been
discussing
on
that
file
yeah.
AJ
So
I
guess
the
details
of
that
of
that
item.
We
can
probably
discuss
online
or
I'll
offline
or
or
our
product
David
Hill
to
do
so.
Second
question
and
the
next
few
are
going
to
be
a
little
fragmented
in
terms
of
topics
when
it
comes
to
refurbishing
for
retrofitting,
for
complete
streets
does
it
could
it
include
some
of
our
older
residential
streets
in
Nepean
which
don't
have
street
lights
because
I
know
I
know.
AJ
I
I
We
will
look
at
some
of
those
things
and
we
will
certainly
consult
with
the
ward
counselor
to
know
what
the
issues
are
in
that
award
and
if
lighting
is
one
of
a
very
important
issue
to
to
be
included
in
the
scope,
we'll
we'll
make
sure
to
discuss
that
and
see
how
everything
fits
in
with
the
the
budget.
That's
provided
for
that
renewal
project,
okay,.
AJ
Yeah,
a
lot
of
areas
have
lawn
lighting
to
kind
of
make
up
for
that,
but
there
are
also
some
areas
that
don't,
and
it
really
is
quite
dark.
They're
moving
on
to
electric
vehicles,
as
increase
as
there
are
increases
in
uptake
you
know,
their
people
are
also
going
to
purchase
charging
infrastructure
for
their
home.
Is
that
a
consideration
when
determining
how
much
we
really
need
in
terms
of
public
infrastructure.
AJ
M
V
V
The
traffic
management
plan,
I
think,
is
what
it's
called
that
you
will
refer
to
later,
but
building
on
counselor
Gower,
asking
about
the
volume
to
capacity
ratio
of
one
I,
remember
more,
measuring
based
on
level
of
service
like
using
that
indicator
for
Road
performance.
Can
you
explain
to
me
how
volume
to
capacity
relates
to
level
of
service
and,
if
we'll
still
be
talking
about
Road
performance
using
level
of
service
measures.
J
Through
the
chair,
so
for
planning
purposes,
we
talk
about
a
volume
to
capacity
ratio
and
there
are
different
levels
of
service
that
are
associated
with
each
of
those
volume
capacity
ratio
levels,
but
I
do
want
to
distinguish.
There's
there's
the
work
that
we
do
at
a
planning
level
to
identify
where
Road,
widening
or
new
capacity
projects
would
be
required,
and
then
there's
also
analysis.
J
That's
done
at
individual
intersections
when
you're,
looking
at
the
signal,
timing
and
and
optimizing
the
operations
of
those
intersections,
and
they
also
use
volume
to
capacity
ratios
as
part
of
that
work
and
those
also
correspond
to
levels
of
service.
So
we
look
at
the
volume
to
capacity
as
a
way
to
measure
the
level
of
service.
If
you
will,
in
addition
to
other
metrics.
V
Okay,
Heaven
Help
Us,
all
so
I
I'm,
looking
I've
done
a
bit
of
research
about
level
of
service
and
and
how
it
can
sometimes
negatively
impact
our
ghg
targets.
You
know
it's
believed
that
a
high
level
of
service,
a
road
that
performs
at
a
high
level
of
service,
actually
decreases
ghgs
because
cars
aren't,
you
know,
idling,
but
then
of
course,
the
better
a
road
performs.
Then
you
have
that
mode.
Choice
Improvement
people
choose
to
drive
more
cars,
and
so
it's
kind
of
it's
not
a
perfect
system.
J
There's
again,
another
set
of
factors
that
get
applied
to
convert
that
into
a
greenhouse
gas
emissions.
So,
at
the
analysis,
level
that
we
are
doing
the
the
operational
characteristics
of
the
the
corridor
are
not
accounted
for.
You
can
do
more
of
a
microscopic
type
analysis
at
a
at
an
intersection
or
for
a
sort
of
localized
area
level.
That
does
take
that
into
account.
V
V
You
know
versus
a
specific
Road
assignments
when
we
talk
about
how
to
design
our
neighborhoods
like
I,
see
that
Montreal
has
just
decided
to
re-categorize
it's
in
13
streets
and
it's
a
urban
center
to
to
be
able
to
apply
more
traffic
calming
measures,
regardless
of
whether
it's
an
arterial
or
XYZ.
Have
we
ever
considered
taking
a
Zone
approach
to
how
we
want
to
impact
traffic.
V
Okay,
that's
great
I
think
that
that
access
and
flow
categorization
is
going
to
help
us
address
some
of
the
issues
around
strodes
so,
for
example,
Robertson,
Road
or
Maryvale
Road.
You
know,
we've
got
places
where
we've
got
both
categories,
and
this
might
help
us
to
understand
what
to
do.
I
just
wanted
to
ask
about
the
traffic
impact
assessments,
for
example,
at
Maryvale
and
Clyde.
We've
got
several
different
intersects
or
several
different
new
developments
and
residents
are
consistently
concerned
about
the
impact
on
traffic.
V
J
So
the
TMP
it
provides
the
the
overarching
direction
that
these
traffic
impact
studies
will
be
responding
to
as
they
as
they
are
carried
out
and
in
addition,
when
we
set
the
mode
share
Targets
in
the
next
phase
of
the
TMP
again
for
for
different
areas
of
the
city,
that
will
be
something
that
these
Transportation
impact
assessments
would
also
be
looking
at
and
taking
into
account.
As
that
work
is
done.
J
So
they
would
build
off
of
each
other.
So
typically,
what
happens
is
you
have
the
first
development
that
goes
in
and
a
traffic
impact
study
is
done,
then
the
next
development
comes
in
and
it
will
look
at
the
results
coming
out
of
the
first
study
and
sort
of
build
on
top
of
that
and
there's
a
process
where
they
explicitly
account
for
traffic
being
generated
through
other
developments
that
are
also
planned
within
the
area
so
that
they
should
be
all
consistent
with
each
other
and
and
using
similar
assumptions.
N
Now,
through
your
chair,
yes,
we
do
have
a
list
of
locations
that
aren't
warranted,
that
aren't
funded.
What
we've
been
doing
is
through
the
road
Safety
Action
Plan
we've
been
funding
some
locations
there.
The
majority
of
locations
are
the
type
B's
which
are
the
more
expensive
ones.
They
can
run
from
anywhere
from
60
to
120
to
130
000.
V
N
V
N
V
I
I
am
curious
to
know
when
we're
casting
out
our
scenarios
that
they
might
include
under
already
existing
warranted
safety
programs
that
are
not
being
currently
paid
for
anywhere.
I.
Think
that
would
be
an
interesting
conversation
for
the
scenarios
moving
forward,
what
it
might
look
like
financially
for
us
to
just
catch
up,
because
my
concern
is
that
we
have
traffic
Services,
going
out
and
collecting
data
and
and
giving
us
new
information
and
that
we're
getting
farther
and
farther
behind.
So
I.
Don't
really
know
where
to
put
that.
H
You
chair
I
mean,
as
I
mentioned
before,
I
think
my
concerns
about
this
document
are
just
about
the
the
lack
of
clarity
around
funding
and
where
that's
going
to
come
from,
but
also
just
about
the
the
communications
of
the
projects
not
only
to
counselors
but
to
to
the
community
as
well
as
I
was
leading
up
to
this
meeting.
I
had
many
members
of
my
community
reach
out
and
say:
well,
where
is
this
project
where's
this
one?
H
H
That
City
staff
be
directed
as
part
of
public
consultations
for
TMP
part
two
to
provide
clear
information
outlining
all
projects
that
are
being
considered
as
part
of
the
TMP.
This
summary
should
include
relevant
information
to
the
project
status,
such
as
the
project
stage,
funding
status,
Etc
and
I.
E
I
Okay,
so
for
part
two
definitely
we
will
identify
the
full
Network
okay
and
then
we
will
prioritize
them
based
on
the
affordability
envelopes
that
Finance
is
going
to
help
us
with
that.
So
then,
that
you
will
see
this
project
Maybe
part.
One
part
two
part
three.
Last
time
in
the
TMP
we
called
stages
one
two
and
three
or
phases,
one
two
and
three
so
we'll
we'll
do
that
as
well.
I
I'm,
not
so
sure
that
I
can
guarantee
the
the
status
of
each
project
in
terms
of
funding,
because
this
is
a
forecast
and
a
council
every
year
is
sets
the
the
budget
parameters,
directions
and-
and-
and
you
know
so-
we
we
won't
know
for
sure
until
Council
approves
the
annual
budget,
but
at
least
you'll
see
the
path
forward
of
what
we
have
planned
and
that's
about.
As
far
as
we
can
go.
H
I
am
I
am
comfortable
with
that
I
think
for
me
and
I
do
appreciate
baby.
You
know,
as
you
said
before,
you
said,
this
is
in
some
respects
a
living
document
and
I
think
we
we
get
that
the
community
gets
it,
but
just
as
much
clarity
as
much
communication
around
just
how
living
just
how
flexible
these
are
is
going
to
be
imperative
as
we
work
on
these
projects
with
our
community
members
going
forward.
So
I
am
comfortable
with
that
and
I
appreciate
you
taking
Direction.
I
C
Thank
you
chair.
My
question
is
about
the
overpasses
of
the
417
and
thank
you
for
that
technical
Amendment
for
for
Moody.
That
was
what
was
great
appreciate
that
we
have
the
four
others
as
well
and
it's
time
sensitive,
because
Maitland
is
going
to
get
redone
because
they're
going
to
do
one
of
those
Bridge
removal
and
Replacements
and
it'll
happen,
I
believe
next
year.
M
Through
the
chair,
we
believe
that
the
discussions
with
the
MTO
show
a
path
forward
to
being
able,
for
example,
to
provide
the
needed
width
on
Maitland
and
from
the
point
of
view
of
our
staff
opinion.
It
does
meet
the
criteria
of
a
project
that
has
to
be
brought
into
a
let's
say,
a
coordination
with
an
ongoing
project
from
the
MTO.
M
C
I
I
appreciate
that,
because
and
and
we've
already,
we
already
know
that
it
if
it's
gone
it's
gone
and
we
won't
have
that
opportunity
again.
So
I
appreciate
and
I'm
sure
you'll
keep
staff
will
keep
a
counselor,
Johnson
and
I
in
the
loop
on
this,
since
it's
I'm
getting
a
lot
of
positive
feedback
on
this
possibility,
since
it
was
put
forward
years
ago
and
then
pulled
so
so
it's
it's
been
anticipated
for
a
long
time.
Thank
you.
C
C
You
know
to
just
use
them
as
certain
cases,
but
I
hope
that
we'll
look
at
converting
places
where
it's
high
volume
and
that's
offered,
of
course,
from
Nancy,
sees
part
of
the
problem,
but,
for
example,
that
right
now
between
Britannia
and
Belltown
got
construction
and
boy.
Oh
boy,
we
have
no
alternative
once
that's
closed
and
for
cyclists.
C
It
just
shows
you
how
dependent
we
are
on
the
ncc's
pathways,
but
they
need
to
look
at
having
it
so
that
cycling
and
pedestrians
can
be
safer
and
sometimes
they're,
not
a
good
mix
are.
Are
we
putting
that
into
consideration
for
the
future
as
well,
also
like
in
terms
of
working
with
the
NCC,
and
also
our
own
multi-use
pathways.
M
Through
the
chair,
first
of
all,
in
our
discussions
with
the
NCC,
the
NCC
does
look
at
congestion
on
their
Pathways
and
has
various
mitigation
strategies
that
they
may
choose
to
to
implement.
Widening
and
separation,
in
fact,
are
things
they
consider.
Speaking
for
the
city,
we
had
similar
challenges
with
other
Pathways,
where
we're
able
to
implement
a
city
high
quality
facility
in
parallel
and
that
did
move
some
of
the
traffic
over
and
so,
as
our
Crosstown
Bikeway
Network
evolves
and
is
completed.
We
hope
we
can
reduce
some
of
that
pressure
on
these
mixed-use
facilities.
AJ
Thank
you.
I
missed
this
question
last
round,
so
I'm
very
sorry
for
coming
on
for
a
third
time
regarding
the
first
motion
from
counselor
Kavanaugh
about
walking
paths
and
stuff
to
LRT
stations
as
part
of
the
stage
two
Communications
plan.
This
might
be
a
question
for
Transit
staff,
not
sure
as
part
of
the
communications
plan,
for
stage
two
and
and
as
was
exercise
in
stage.
One
I
think
there
was
a
lot
of
signage
that
kind
of
helped
guide
pedestrians
towards
LRT
stations.
M
Through
the
chair
for
the
question
of
wayfinding,
we
would
Deploy
wayfinding
on
our
pathways
on
a
limited,
targeted
basis,
especially
where
it's
not
obvious
at
this
point.
We'd
need
to
follow
up
with
whatever
signage
plan
that
would
exist
around
the
stations
themselves,
although
I
think
it,
it
tends
to
be
rather
closer
into
the
station
itself.
AJ
C
Okay,
thank
you.
I
was
just
concerned
because
I'm
talking
about
existing
communities,
whether
right
beside
stations
and
and
having
sidewalks
go
to
them,
some
of
them
don't
have
sidewalks
so
it
and
to
have
certain
routes
chosen
to
to
have
sidewalks,
because
there
are
Wood.
Park
is
the
big
one.
It's
a
it's
a
community
with
almost
no
sidewalks
and
and
yet
at
least
to
a
station.
So
it
it's
about
putting
in
infrastructure
to
for
roots,
to
get
to
the
station,
so
just
to
clarify.
B
AL
I'm
just
going
to
describe
the
situation
so
I
have
a
subdivision
called
the
rich
out
in
Bar
Haven
and
basically,
the
setback
from
garage
to
the
multi-use
pathway.
I
want
to
say
it's
about
15
feet,
which
is
probably
adequate
if
you've
got
a
smaller
car.
But
I've
got
a
couple
people
down
there
with
with
some
trucks,
with
some
SUV
SUVs
with
some
minivans
and
even
with
them
parking
with
the
nose
right
up
close
to
the
the
garage
door.
AL
So
I
just
wanted
to
highlight
that
we
need
to
be
really
careful
when
we
look
at
that
mup
in
particular,
establishment,
because
I
think
if
it
was
just
a
sidewalk
there
wouldn't
have
been
an
issue
with
that,
but
because
the
intent
was
to
obviously
make
the
the
active
Mobility
component
of
that
a
little
bit
easier
in
the
in
the
in
the
warmer
months.
I
think
we
inadvertently
may
have
shot
ourselves
in
the
foot
from
a
winter
operations
perspective.
So
I
just
want
to
highlight
that
perhaps
for
staff
comment.
If
they're
aware
of
that.
M
Through
the
chair
in
that
particular
example,
it's
not
one.
I
am
familiar
with.
However,
when
we
do
add
our
facilities
generally
sidewalks,
where
there
were
none.
We
take
a
lot
of
time
in
considering
what
the
impacts
are
for
driveways,
that
are
short
and
how
many
cars
could
be
parked,
and
that
is
a
big
focus
of
consultations
as
well.
E
That's
a
counselor
great
I'm,
looking
at
I
know,
councilor
luloff
is
well
we're
at
the
Fun
point
of
the
meeting,
so
I'll
talk
for
a
little
bit,
maybe
I'll
get
back
in
time
there.
He
is
first
of
all,
I
want
to
thank
all
our
amazing
staff.
We've
had
really
good
discussions
today
and
I
think
we
realized
how
important
it
is
this.
E
E
K
E
E
E
S
S
Right,
where
is
City
staff
are
intending
to
conduct
a
review
of
the
city
sidewalk
design
guidelines,
whereas
the
drop
Transportation
master
plan
has
identified
a
number
of
policies
to
enhance
sustainable
transportation
and
walkability,
including
deliver
convenience.
Comfort
and
accessibility
create
a
healthier
and
more
Equitable
transportation
system.
Maximize
walkability,
provide
Safe,
multimodal
Streets
and
encourage
sustainable
travel
choices,
whereas
residents
have
expressed
concerns
about
both
the
current
ramp
style
design.
S
Experience,
therefore,
be
it
resolved
that
City
staff
in
the
upcoming
review
of
sidewalk
design
guidelines,
give
consideration
to
the
two
current
sidewalk
designs,
ramp
and
drop
style,
as
well
as
giving
consideration
to
an
alternative
design
in
which
the
full
width
of
the
sidewalk
remains
flat
and
level
with
a
mental
curve
serving
to
provide
driveway
access
and
be
it
further
resolve
than
in
the
interim.
Until
the
Staff
review
is
completed
and
design
guidelines
are
updated
or
confirmed
by
city
council.
E
V
V
All
right,
so,
with
regard
to
the
network
modification
program,
what
is
the
budget
for
the
program?
What
had
been
the
budget
for
the
program
each
year
for
the
past
five
years?
How
many
projects
did
the
program
accomplish
each
year
over
the
past
five
years?
Please
provide
a
list
of
intersections
modified
under
the
program
over
the
last
five
years
and
the
cost
for
each
those
are
similar
to
the
same
same
kind
of
question
for
projects
completed
over
the
last
five
years.
What
modifications
were
made
and
how
are
projects
prioritized
in
order
to
qualify
for
the
program?