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From YouTube: Transportation Committee meeting – April 4, 2018
Description
Transportation Committee meeting – April 4, 2018 – Audio Stream
Agenda and background materials can be found at http://www.ottawa.ca/agendas.
A
A
A
B
Morning,
chair
and
committee
members
we're
here
to
present
to
you
the
re,
realignment,
the
sorry,
the
redesign
of
Albert
Slater
streets
between
Empress
and
and
Waller.
This
is
a
very
exciting
project
for
us
and
it's
a
transformative.
It's
a
follow-up
to
several
of
council
strategic
decisions.
I've
been
made
in
the
past,
including
the
TMP,
the
Complete
Streets
policy,
the
downtown
Ottawa
urban
design
strategy,
as
well
as
the
recent
downtown
moves
study.
Next
to
me
is
Nelson
Edwards,
who
is
the
city
project
manager?
B
C
Thank
You
Vivi
and
Thank
You
chair
egg,
like
when
the
Confederation
line
comes
into
service
under
the
downtown
there'll,
be
a
significant
reduction
in
the
number
of
buses.
As
a
result,
the
dedicated
bus,
rapid
transit
lanes
on
Albert,
Street,
Slater
Street
and
the
Mackenzie
King
Bridge
will
no
longer
be
needed.
C
This
study
takes
the
opportunity
to
reimagine
and
repurpose
the
space
on
Albert
and
Slater
streets
in
the
kensic
Ingrid,
by
using
cost-effective
road
modifications
and
by
creating
new
street
layouts
in
coordination
with
major
capital
works
projects.
The
recommended
plan
reallocates
space
on
the
street,
made
available
by
the
decommissioning
of
the
reserved
transit
lanes
and
fulfills
study
objectives.
It
improves,
walking,
cycling
and
its
overall
accessibility
accommodates
buses
on
reserve
on
revised
routes
that
connect
directly
to
the
Confederation
Line
stations
and
generally
maintains
vehicle
capacity
with
the
existing
number
of
lanes
and
related
Road
functions.
C
Some
of
the
key
metrics
on
the
screen
highlight
improvements
that
we've
made
to
sustainable
transportation,
18
intersections
improved
for
pedestrians
and
cyclists,
with
a
focus
on
safety,
comfort
and
accessibility.
There's
actually
one
less
vehicle
lane
for
pedestrians
to
cross
at
intersections.
There's
a
significant
reduction.
The
number
of
buses
along
the
corridor
over
2.7
kilometers
of
new
dedicated
cycling
facilities,
vehicle
capacities
maintained,
as
noted
with
the
two
existing
travel
lanes
and
the
majority
of
existing
turn
lanes.
C
It
fulfills
a
level
of
service
policy
objectives
for
all
modes
and
there's
a
reduction
of
over
580
tons
of
greenhouse
gas
emissions.
During
the
first
year
of
operation,
the
recommended
plan
is
based
on
a
strong
policy
context
set
out
in
such
Council
approved
documents
as
the
official
plan,
the
transplant,
the
transportation
master
plan,
the
improvements
to
Albert
and
Slater
streets
in
Mackenzie
King
Bridge
were
identified
as
priority
projects
in
the
award-winning
downtown
moves
document
which
has
been
guiding
projects
since
its
approval
in
2013.
C
The
design
the
recommended
plan
is
based
on
a
solid
precedence
of
projects
for
the
design
of
Street
treatments.
We
drew
upon
the
best
practices
from
previous
complete
Street
projects
with
our
own
community
and
best
practices
from
other
communities,
we're
all
familiar
with
the
existing
conditions
along
the
one-way
pairs
of
Albert
and
Slater
from
the
open
vacant
land
on
lebreton
flats,
with
promise
of
redevelopment
to
the
central
business
district
lined
with
high-density
office
development
to
the
grand
views
of
the
capital
seemed
from
the
Mackenzie
King
bridge.
C
This
study
areas
over
four
kilometers
long
and
we've
divided
into
three
sectors.
The
West
sector
is
between
Empress
Avenue
and
base
Street
and
will
soon
undergo
a
full,
integrated,
Road
and
infrastructure
reconstruction.
The
core
sector
extends
from
Bay
to
Elgon
and
is
where
in
term
and
targeted
measures
will
be
used
within
the
existing
curb
line.
The
East
sector
includes
the
Mackenzie
King
bridge
from
elegant
to
Waller
Street.
C
So
now
we'll
highlight
some
of
the
recommendations
for
each
of
the
sector's
starting
in
the
West,
the
escarpment
area.
The
work
in
this
sector
between
Empress
and
Bay
is
being
driven
by
the
requirement
to
replace
aging
sewer
and
water
mains,
which
will
require
a
full
Road
reconstruction
and
creates
the
opportunity
to
update
the
street
design.
C
This
is
where
Albert
and
Slater
separate
into
the
two
one-way
streets
that
cross
the
downtown
existing
Slater
Street
is
highlighted
in
the
blue,
below
a
little
faded
on
your
slides
and
along
here.
Existing
Slater,
the
integrated
Road
reconstruction
project,
along
with
extensive
areas
of
vacant
land,
create
the
opportunity
to
look
at
ways
to
simplify
and
improve
the
road
network
in
this
area.
The
study
team
investigated
a
number
of
different
options
for
Road
alignments.
C
Oh
sorry
and
presently
Slater
Street,
intersects
Albert
Street
at
Empress
Avenue
this
in
this
solution,
Slater
Street
connects
directly
to
Albert
but
more
in
the
East.
A
short
segment
of
Commissioner
Street
is
closed
at
and
Bronson
becomes
a
two-way
street.
This
eliminates
a
five
point
intersection
on
a
steep
grade.
An
environmental
assessment
is
being
undertaken
to
address
these
changes
in
the
road
pattern
in
the
future
home
of
the
Ottawa
Central.
Library
can
also
be
seen
on
the
plan
view.
C
The
following
illustrations
highlights
the
key
elements
of
in
the
West
sector.
This
view
is
on
lebreton,
looking
east
to
the
downtown,
with
the
future
Ottawa
Central
Library
on
the
left,
key
elements
of
a
complete
Street
or
Avenue,
including
wide
accessible
sidewalks
with
street
trees,
providing
access
between
communities
and
to
major
destinations,
Ray's
cycle
tracks,
separate
separated
from
traffic,
serves
a
wide
range
of
users
and
ties
into
a
more
extensive
cycling.
Network
crosswalks
cross
wide
rides,
serve
active
transportation
and
a
simpler,
more
efficient
road
pattern
addresses
those
who
may
be
traveling
by
automobile.
C
The
plan
creates
opportunity
for
civic,
defining
open
spaces
and
streetscapes
this
view.
Looking
West,
the
elements
of
a
complete
Street
are
continued
and
the
future
Ottawa
Central
Library
would
be
on
our
right.
It's
important
to
note.
The
study
team
has
been
working
closely
with
other
city
service
areas,
including
the
Ottawa
Central
Library
team
planning
and
design
will
continue
on
these
two
independent
but
related
projects.
Construction
of
the
road
will
be
coordinated
with
the
Ottawa
Central
Library
project.
C
Now
then,
the
next
sector
we'll
highlight
is
in
center
town,
the
core
sector
between
Bay
and
Elgin
in
this
sector.
Interim
measures
and
targeted
modifications
generally
within
the
existing
curb
line,
are
recommended
to
expedite
a
flexible
solution
that
will
reallocate
space
among
all
the
travel
modes
and
street
users,
coordinate
with
other
capital
works
projects
and
lead
to
a
longer-term
ultimate
street
plan.
C
This
view
of
Slater
between
bank-owned
O'connor
illustrates
separated
bike
lanes
on
the
right
side
of
the
street
transit
platforms
that
serve
a
served
customers
to
general
purpose.
Traffic
lanes
are
maintained
with
buses
operating
mixed
traffic
space
for
street
side
functions
such
as
all-day
parking,
loading
and
hotel
zones
are
also
available
as
well
space
for
Street
enhancements,
such
as
landscape
and
planters.
These
measures
will
enable
the
tens
of
thousands
of
commuting
workers
who
travel
by
LRT
bus
automobile
bike
and
on
foot
to
have
better
access
to
the
dunes
in
the
highest
density
of
office.
C
Here
you
can
see
in
this
detail
view
of
a
set
of
transit
stop.
This
is
where
the
and
this
might
be
helpful
for
us
to
discuss
the
transportation
parking
bylaw
amendment
that's
before
you
today,
there's
a
platform
area
where
people
can
get
on
and
off
the
bus.
The
cyclists
on
the
cycle
track
that
past
is
behind
the
platform.
The
sidewalk
is
next
to
that
in
this
situation,
when
people
are
getting
on
and
off
the
bus,
the
cyclists
yield
to
pedestrians.
C
But
if
there
were
no
transit
platform
at
the
curb
and
only
a
bike
lane
or
a
bike
track,
then
the
cyclists
must
come
to
a
full
stop
allowing
people
to
get
on
and
off
the
bus.
This
is
addressed
in
the
bylaw
amendment,
I'd
like
to
bring
your
attention
to
the
possible
changes
in
the
supply
of
parking.
Presently,
the
amount
of
parking
and
Albert
and
Slater
changes
throughout
the
day
increasing
and
decreasing
as
travel
needs
change
in
this
solution.
Special
spaces
related
to
business
functions
such
as
loading,
lay-bys
taxi
and
hotel
zones
are
retained.
C
All-Day
parking
is
actually
increased
by
65
spaces,
but
evening
and
weekend
on
street
parking,
which
occurs
on
the
underused
travel
lanes
of
those
times
is
reduced.
To
put
this
last
change
into
context,
there's
approximately
3,000,
unreserved
off
street
bus,
our
parking
spaces
within
one
block
of
Albert
and
Slater
that
are
only
used
with
20
to
45
percent
of
capacity
on
evenings
and
weekends.
Many
of
these
are
free
and
low-cost
alternatives,
including
those
at
City
Hall,
world
exchange,
Plaza,
240
Sparks
and
on
city
Lots,
between
Kent
and
Bank,
Bank
and
O'connor.
C
This
sector
at
the
Mackenzie
King
bridge
between
Elgin
and
Waller.
Presently
there
are
two
vehicle
lanes
on
the
bridge
in
each
direction.
One
lane
is
the
dedicated
transit
lane
and
the
other
is
a
general-purpose
traffic
Lane,
the
approximately
50
to
60
percent
reduction
of
buses.
The
in
bus
volumes
creates
the
opportunity
to
reallocate
the
dedicated
bus
lanes
among
the
many
users
of
the
bridge.
C
C
Now
then,
the
recommendations
for
the
west
end
of
the
bridge
between
the
Rideau
center
and
Elgin
Street,
reallocates
and
rearranges,
the
lanes
over
the
historic
Rideau
Canal
for
the
East
sector
of
the
bridge
between
the
Rideau,
Center
and
Waller.
We
work
within
the
existing
bridge.
Deck
accommodating
transit
stops
and
transit
priority
measures,
and
this
means
that
the
existing
median
cycling
lanes
will
remain
along
this
section.
But
this
does
provide
the
opportunity
for
continuity
through
the
Waller
intersection
to
future
bike
to
a
future
bike
way
along
the
LRT
at
the
University
of
Ottawa.
C
The
environmental
assessment
for
Slater
Street
realignment
addresses
the
range
of
typical
subject
areas,
including
archaeology,
cultural
heritage,
species
at
risk
and
potential
site
contamination,
but
a
subject
that
was
a
particular
interest
to
the
committee.
Members
was
the
impact
on
trees
in
the
area.
The
environmental
assessment
has
identified
the
trees
affected
by
the
plan
and
will
recommend
mitigation
measures
during
detailed
design.
C
The
city
will
work
with
the
National
Capital
Commission
to
develop
a
tree
retention,
protection
and
replacement
strategy
for
the
for
the
reconstruction
of
Albert
Street,
the
realignment
of
Slater
Street
and
for
the
decommissioning
of
the
existing
Slater
Street.
This
strategy,
of
course,
will
be
available
to
the
public.
The
strategy
will
be
guided
by
the
city's
urban
forestry
bylaws
and
such
things
as
a
2
to
1
pre
replacement
for
smaller
trees,
but
a
more
specific
evaluation
method
for
larger
trees
is
outlined.
C
The
city
successfully
applied
for
provincial
funding
for
the
core
and
East
sectors
of
Albert
and
Slater
streets
and
Mackenzie
King
Bridge.
This
is
between
Bay
and
Waller.
Funding.
Announcements
from
the
province
are
expected
shortly.
This
project
was
successful
because
it
demonstrated
a
reduction
in
greenhouse
gases
by
reallocating
space
on
the
street,
to
zero
emission
active
transportation
and
through
its
support
of
investment
in
public
transit,
the
additional
funding
would
be
used
to
build
more
permanent
features,
such
as
improved
pedestrian
facilities,
new
cycle
tracks
and
lanes
improvements
to
intersections
and
new
streetscape
elements.
C
Some
of
the
key
steps
for
this
study
are
to
complete
the
environmental
assessment
process
in
the
early
summer.
Complete
the
update
to
the
traffic
and
parking
bylaw
start
work
on
the
detail,
design
for
the
various
sectors
of
Albert
and
Slater
Street
in
coordination
with
related
infrastructure,
other
infrastructure
projects
work
with
the
National
Capital
Commission,
to
complete
federal
approvals
and
land
acquisition
and
initiate
construction
in
2019,
an
association
with
various
Albert
and
Slater
Street
Mackenzie
King
projects
a
renewal
projects
along
that
corridor.
Thank
you.
A
D
You,
chair
yeah:
this
is
in
reference
to
the
good
companion
center,
as
many
of
you
know
was
located
just
down
on
Empress
and
Slater
and
we'll
have
this
redirect.
They,
the
decommissioning,
rather
of
Slater,
will
have
some
impact
on
their
access
and
and
egress.
So
I
just
wanted
to
direct
that's
that
city
staff
will
work
with
the
NCC
to
ensure
a
secondary
access
for
the
good
companion
center
will
be
considered
as
part
of
any
future
development
opportunities
associated
with
the
decommissioned
Slater
Street
lands.
So
we've
had
that
discussion.
I
think
that
that's.
E
E
We
have
concerns
because
we
did
a
market
research
thanks
in
part
to
a
grant
through
economic
development
of
the
city
of
our
customers
and
for
the
first
time
in
I
would
say
close
to
100
years.
The
number
one
concern
and
the
number
one
deterrent
for
people
coming
to
the
market
was
in
fact
the
construction
and
impacts
of
all
the
lane
closures.
Street
closures-
that's
happened,
downtown
I
would
say
mostly
due
to
light
rail
construction,
but
that
was
a
real
shock
about
the
first
time.
Parking
has
come
second
as
a
deterrent.
E
The
concerns
are
one
we
actually
weren't
involved
in
this
process
or
consultation,
so
we're
not
sure
if
the
appropriate
counts
have
been
done
to
it
to
ensure
appropriate
access
to
the
market.
We
also
have
concerns
that
it's
very
short-sighted,
there's
only
two
crossings
over
the
canal
and
with
the
city.
That's
growing,
especially
a
city
growing
in
the
urban
core.
An
awful
lot
of
people
are
going
to
be
down
here
moving
around
and
we
would
also
like
to.
We
think
that
this
might
be
a
little
premature.
E
Given
we
don't
really
know
what
the
movements
are
of
people
with
LRT.
Coming
that
basically
sums
I
mean
Nuria
is
regularly
closed
for
events
for
runs
for
walks
for
Winterlude,
all
of
that,
so
that
only
leaves
Mackenzie
King
as
the
other
option
to
put
buses
in
with
traffic
is
concerning,
but
again
I'm,
not
exactly
sure
where
the
bus
stops
are.
But
we
really
haven't
been
part
of
this
process
and
we
were
a
little
bit
concerned
when
we
saw
recommendation
from
what
I
quickly
read
in
the
report.
E
I
think
some
of
this
is,
you
know,
we're
still
quite
a
ways
away.
So
perhaps
the
outcome
of
this
can
be
that
appropriate.
You
know,
work
and
counts
will
be
done
after
LRT
is
in
place,
so
we
can
really
see
what
the
impacts
of
traffic
and
how
people
are
moving
in
the
downtown
core.
I.
Think
that
probably
sums
up
my
comments.
Pretty
quick,
okay.
E
But
then
our
understanding
was
also
should
impacts
happen
elsewhere.
That
buses
would
be
transferred.
So
if
we
should
be
in
a
situation
where
we've
got,
you
know
some
major
scenario,
whatever
downtown
everything's
all
of
a
sudden
jammed
under
this
way
onto
this
bridge,
we've
now
only
got
one
lane
to
move
people
in
other
direction,
I
think
because
it
was
the
Albert
Slater
corridor.
We
may
not
have
been
involved
in
it
and
we,
it
may
not
have
even
been
flagged
for
us
to
be
totally
honest
thinking
that
the
impacts
were
going
to
be
on
the
bridge.
E
We
really
were
not
involved
in
any
of
the
process,
so
I'd
say
we
probably
have
a
lot
of
learning
to
go
along
the
way,
but
from
the
onset
the
reduction
of
the
lane
is
certainly
concerning
for
us
and
for
access
and
basic
movements
in
the
downtown
and
making
sure
that
the
downtown
is
still
is
still
accessible
and
attractive
to
people
to
come.
Downtown.
D
Do
you
you
mentioned
that
you
did
a
survey
with
folks
that
we're
coming
down
into
the
market?
Do
you
know
how
many
people
will
want
to
travel,
buy
a
bike
now
that
there
will
be
a
very
safe
route
and
how
many
people
will
also
want
to
travel
by
LRT,
which
is
you
know,
one
of
the
largest
investments
that
we've
made
in
the
city?
The.
E
Question
history,
so
the
questions
were
not
about
what
people
were
planning
to
do
in
the
future.
It
was
really
to
judge
pedestrian
and
traffic
flow
in
the
market
prior
to
LRT,
so
that
we
had
some
kind
of
starting
points
so
that
when
LRT
comes
online,
we
plan
to
do
exactly
that
same
survey,
to
see
how
things
have
changed,
and
that's
why
I
said
from
the
get-go.
It
was
just
it
raised
red
flags
for
us,
because
we
weren't
involved
in
those
discussions,
and
we
don't
really
know
how
LRT
is
going
to
impact
everybody's
movement.
E
F
F
There's
also
the
public
realm
plan
that
Steve
Willis
and
his
group
are
undertaking
for
this
year,
so
that
we'll
also
take
a
look
at
holistically
at
the
access
and
and
the
future
of
the
public
realm
in
the
battery
market.
So
I
kind
of
see
this
project
a
bit
as
a
tie-in.
To
that-
and
you
know,
certainly
a
lot
of
the
assumptions
that
are
put
in
place
reflect
today's
volumes
without
the
LRT,
but
there's
obviously
some
consideration
as
to
the
impacts
of
the
LRT,
and
you
know,
I
think
the
these
are
goals.
F
What
that
will
be
when
the
deck
of
the
bridge
is
being
redone
and
there's
at
least
some
portions
that
are
going
to
be
redone.
I
think
the
report
it
says
2020
and
that's
near
the
NAC,
the
underground
parking
lot
of
the
NAC
needs
to
be
redone.
So
there's
a
big
portion
error
that
will
completely
be
reconstructed.
F
So
there's
a
there's
opportunities
to
see
the
the
build
form
of
the
bridge
completely
changed,
and
that's
certainly
you
know
we
want
the
engagement
from
the
Rideau
center
from
the
NAC,
from
the
DND,
from
both
be
IAS
and
from
the
community
in
centre
town
as
to
what
the
layout
of
so
I
map.
What
I'm
hearing
from
you
is.
You
know
we
don't
know
what
will
be
after
the
LRT.
F
Let's
ensure
that
a
listicle
e,
we
take
a
big
look
at
how
the
accessibility
overall
in
the
zone
is-is-is
looked
at,
and
you
know
it's
hard
for
staff
today
as
a
standalone
project
to
show
that
but
I
know
that
Phoebe's
group
is
looking
at
it
from
a
wider
perspective
on
in
terms
of
traffic
volume,
bus
service,
accessible
accessibility
and
the
use
of
the
LRT.
So
a
great
feedback
and
I
know
that
they'll
they'll
continue
to
pursue
those
considerations
going
forward
and
obviously
engage
you
as
part
of
that.
A
G
Good
morning,
chairman
and
vice-chairman
that
McKenna
I
just
wanted
to
be
here,
because
our
group
doesn't
have
any
record
of
having
received
an
invite
to
be
part
of
your
community
consultation
exercise
throughout.
It
does
purport
to
make
a
great
improvement
to
the
pedestrian
environment
and
I
believe
it
does.
The
the
drawings
that
we
got
computerized
drawing
could
only
be
blown
up
very
little
and
it
doesn't
really
provide
detail.
G
One
of
the
areas
of
concern
is
that
the
there
doesn't
appear
to
be
a
sidewalk
and
opposite
the
new
library
site.
There's
a
triangle
of
land
bringing
the
two
streets
together
and
there's
no
sign
of
a
sidewalk
on
the
Albert
half
of
that
or
part
of
that
triangle.
So
I'd
love
assurance
that
there
will
be
one
there
and
that
that
is
part
of
an
intersection
for
a
lot
of
people
across
and
to
therefore
get
on
and
off
of
that
Island.
G
That
seems
to
be
the
only
missing
link.
Another
length
in
terms
of
crossings
of
the
street
is
that
in
the
area
between
Albert
funding
between
O'connor
and
Metcalf,
there
is
a
both
between
Albert's
later
and
between
Albert
and
Queen.
There
is
a
pedestrian
connection,
mid
block
connection
there
and
there's
been
no
recognition
given
to
that
in
terms
of
people
emerging
on
the
street
on
one
side
wander
cross
and
continue
with
them
all.
G
Third,
the
current
design
of
the
bus
bike
lane
on
out
on
those
on
the
Laurier
has
a
serious
flaw
to
my
estimation
is
that
they
they
do
a
break
in
this.
Curbing
that
defines
as
supposedly
protects
the
cyclists.
They
do
a
break
at
parking
lot
entrances,
but
they
don't
do
sweat.
Building
entrances
grilling
entrances
is
where
people
enter
and
leave
people
with
strollers
people
with
wheelchairs
and
seniors,
who
have
difficulty
in
one
movement
stepping
up
and
over
a
curb
that
is
six
inches
wide
and
seven
inches
high.
G
There
needs
to
be
a
formal
break
or
the
curb
needs
to
be
wider
and
have
ramped
up
and
over
in
front
of
billing
entrances.
That
is
a
feature
which
I'm
sure
as
far
beyond
what
you
may
perhaps
consider,
but
it
sounds
like
the
house
and
you're
taking
into
account
my
concern
there
speed
limits
on
the
street,
don't
seem
to
be
mentioned,
I
think
there's
an
opportunity,
as
you
reduce
the
amount
of
traffic,
is
that
you
could
in
fact
may
need
to
curb
traffic
fit
in
the
past
has
been
curbed
by
congestion.
G
There
will
not
be
as
much
congestion
to
curb
it,
so
it
may
need
to
be.
This
is
a
chance
to
make
a
statement
in
terms
of
this
is
not
a
part
of
the
street
that
we
expect
you
to
travel
at
a
speed
that
could
cause
injury
to
a
pedestrian
serious
enough
to
permanently
Maine.
Men
will
kill
them.
I.
Think
that's
a
this
is
important
to
make
another
thing.
Just
stepping
back
for
a
little
bit
is
that
there
seems
to
be
only
talk
of
the
change
in
the
character
of
traffic
as
be
I.
G
Don't
think
that
there's
appreciation
enough
that
there
has
been
a
adjustment
on
the
street
for
30-some
years
in
terms
of
the
retail
makeup
in
terms
of
the
kind
of
speed,
sidewalk
activities
that
would
have
occurred.
Had
there
been
less
of
this
noise
vibration
fumes
and
so
forth
and
I
think
there's
going
to
be
quite
a
went,
Renaissance
and
I
didn't
see
any
projection
as
to
possible
sites
for
redevelopment
corner
sites,
especially
where
this
might
well
happen,
and
that
you
want
in
fact
encourage
it
to
happen.
G
G
This
is
from
Vancouver
by
the
way
from
the
price
price
tags
site
of
about
a
week
and
a
half
ago,
showing
that
the
parking
that's
adjacent
to
the
bike
lane
in
the
street
that
was
protecting
the
bike
lane
from
the
through
traffic
was
bike
parking,
not
car
parking
I'm,
not
suggesting
this
in
every
case,
but
I'm,
saying
I,
think
there
may
be
certain
amounts
of
it.
That
will
will
occur.
People
may
well
be
bringing
their
bikes
down
on
rapid
transit
and
will
be
looking
for
place
to
the
pocket,
hopefully
not
all
day
long.
G
Those
should
be
provided
parking
spaces
provided
inside
the
building
by
the
employer.
It's
the
on
Street
people
and
I
think
we'll
come
downtown
for
shopping
and
other
things
and
look
for
a
place
to
park
their
bikes
fairly
close,
and
this
is
of
course
now
two
or
three
blocks
or
one
in
two
blocks
away
from
whether
they'll
come
out
of
the
light
rail
line
in
terms
of
the
Mackenzie
King
bridge.
This
is
something
that
then
my
capacity
is
right.
G
I
think
Rita
centers
on
its
feet
now
I
think
the
recent
expansion
shows,
as
they
are,
making
a
very
private
and
significant
investment
in
what
is
the
reality
now
and
don't
need
the
assistance
of
having
a
forced
march
through
the
through
the
center,
many
of
which,
by
the
way,
are
only
looking
at
windows
of
closed
doors.
Yes,.
G
A
G
I
love
to
entertain
it
and
say
I'm
glad
you
for
your
patience
anyway.
I
think
the
final
thing
is
again
down
in
the
West
sector.
The
the
rules
that
will
now
take
when
you
are
cycling
there
on
a
temporary
arrangement
is
a
fairly
steep
grade.
There's
two
sections
up
Albert
and
then
you
have
to
cut
across
that
little
attention
of
Commissioner
Street.
It.
A
Don't
know
if
there's
any
questions
for
you,
I
did
see
a
lot
of
head
nodding
among
staff
and
a
lot
of
note-taking,
so
I
think
what
I
was
going
to
ask
or
direct
staff.
If
it's
possible,
it
sounds
like
walk.
Otto
has
a
number
of
ideas.
Is
it
possible
to
do
a
follow-up
meeting
with
Chris
or
someone
else
from
the
board
to
have
a
bit
more
more
than
the
five
minutes
that
we
allow
here,
a
bit
more
of
an
in-depth
conversation,
yeah.
H
H
Here
to
represent
the
downtown
Widow
BIA,
as
noted,
and
we
at
this
point
are
you
know
in
theory
supporting
what
is
being
proposed.
We
have
not
had
a
conversation
at
our
board
level
on
this
particular
project
in
a
couple
years,
since
the
Rideau
renewal
study
had
been
brought
forward
to
us
which
this
project
had
been
identified.
So
we
look
forward
to
that.
Coming
back
for
discussion
at
our
board,
we
have
not
been
consulted
as
of
yet
so.
I
would
think
that
this
is
now
our
opportunity
to
get
more
involved
in
that
regard.
H
I
just
wanted
the
opportunity
today
to
flag
what
we
have
been
considering
for
a
while
in
committee
level,
at
our
organization
that
might
be
a
possibility
and
potential
for
this
public
space
going
forward
in,
in
the
context
of
to
keep
in
mind,
obviously
I
believe,
which
has
been
stated
by
firewood
market
BIA
as
I
was
arriving,
so
I
missed
the
front
end
of
their
presentation,
but
the
concerns
about
how
do
we
address
reroute
traffic
transit?
Obviously
that
will
remain
on
the
bridge
and
other
after
LRT
opens
in
the
event
of
emergency.
H
You
know
accident
or
otherwise,
but
in
the
same
context,
from
an
economic
development
standpoint
that
this
is
a
large
parcel
of
a
public
space
that
will
be
renewed
and
quite
attractive
and,
most
importantly,
is
a
major
connecting
point
to
significant
landmarks
around
it
that
are
tourism
based.
So
it
connects
the
new
auto
art
gallery
and
the
revised
redeveloped
Ottawa
Arts
Court,
as
well
as
Shaw
Center.
The
hotel
is
a
new
leisure
main.
The
Novotel
Valley
Suites,
the
Westin,
are
all
on
that
side
of
the
canal.
H
Then,
across
the
canal
we
have
the
newly
redeveloped
National
Art
Center.
Think
of
that
in
the
context
of
venues
that
can
be
pulled
from
outdoor
festival,
space
with
inclement
weather
indoor
to
some
of
these
adjacent,
very
convenient
facilities
so
and
the
park
lands
along
the
canal
and
the
boating
tourism
community.
That
could
come
up
to
these
levels
to
enjoy
festival,
space,
major
event,
space
Shean
highly
used
the
bridge
last
year,
and
then
it
also
connects
with
the
Confederation
Square
Park
and
Festival
Plaza
grounds
of
the
City
Hall
facility.
H
Here
too,
so
as
you're,
evolving
and
you're
thinking
about
lebreton
flats
and
the
future
potentials
there,
this
side
of
the
canal
equally
has
different
opportunities
to
with
hotel
accommodation
and
convention
combination
and
a
different
offering
to
facilitate
larger
gatherings.
That
I
think
this
particular
asset
of
public
space
could
really
be
a
jewel
in
the
crown
of
setting
the
nation's
capital
as
a
preferred
location
for
some
of
these
think
of
Jazz
Fest
expanding
the
views
that
you
could
have
from
the
bridge,
looking
at
Parliament
and
so
on
and
so
forth.
H
J
Thank
You
mr.
share,
yes,
we'd,
be
pleased
to
the
general
question
of
traffic
capability
along
the
corridor.
So
there's
there's
four
points:
I
guess:
firstly,
I'm
just
reminding
ourselves.
This
project
is
seizing
on
the
opportunity
presented
by
decommissioning
of
the
transit
way
and
the
bus
only
lanes
along
Albert
insider
street.
So
that's
presents
a
wonderful
opportunity
for
the
city
to
to
accommodate
more
completeness
on
this
particular
street
and
with
the
reduction
or
the
elimination
of
the
transit
way.
J
What
comes
off
the
street
is
the
complexity
that
we
find
today
on
Albert
and
Slater
was
the
bus
only
lanes
and
the
signage
and
so
forth,
so
it
makes
a
much
more
efficient
corridor
for
all
modes
to
move
through,
because
the
second
point
is,
we
are
very
mindful
in
in
preparing
this
plan
of
the
plan
function
of
Albert
and
Slater
Street
as
in
arterial
road.
So
as
an
arterial
road,
the
mandate
is
to
continue
to
provide
for
the
highest
volumes
of
traffic
traveling
over
the
longer
distances.
So
that
has
been
accommodated.
J
So
in
carrying
out
the
study,
we
perform
the
technical
analyses
you
would
expect
the
multimodal
level
of
service
analyses
or
all
modes,
including
vehicles,
and
turned
our
mind
to
the
turning
movements
in
particular.
So
certainly
the
two
general
purpose
travel
lanes.
The
studies
indicate
our
satisfactory
they're
appropriately
adequate
for
the
volumes
of
all
vehicles,
including
buses,
that
you
will
find
on
these
corridors
terms
of
turning
permissions,
which
is
really
important
for
these,
especially
in
the
central
business
district
area.
The
plan
has
been
set
up.
The
terms
can
be
provided
at
all
intersections
now.
B
A
I
was
going
to
give
you
direction,
but
you've
you've
put
you've
already
offered
stuff,
don't
think
that's
necessary,
so
so
I
appreciate
that
and
and
I
think
they're,
both
still
in
the
room.
Maybe
not
yes,
they
are
so
they'll,
be
in
touch.
Okay.
So
we'll
move
to
questions
from
committee
members.
So
first
on
my
list.
Well,
it's
actually
not
a
committee
memories
just
visiting,
but
is
that
councillor
Croce.
K
Thank
You
chair
mr.
kusuda,
thank
for
the
presentation
and
I
think
we
all
acknowledge
the
importance
of
the
Albert
Slater
corridor
and
Mackenzie
King.
Just
have
a
few
a
few
questions
in
the
West
End.
There
there's
been
some
concerned
that
with
the
new
library
in
the
escarpment
as
part
of
and
I
understand
that
it's
a
full
reconstruction
water
main.
C
Thank
You
chair,
we
that
was
a
fundamental
point
raised
early
in
the
project
it
was
raised
by
a
working
group.
It
was
a
primary
concern
and
through
the
reconstruction
and
the
reconfiguring
of
Slater
Street,
we've
been
able
to
moderate
the
grades
to
hit
those
accessibility
targets
that
was
fundamental
to
get
people
across
was
really
an
escarpment
from
Upper
Town,
if
you
will
down
into
lebreton
flats.
So
the
project
has
been
designed
to
moderate
the
grades
along
the
sidewalks
and
cycle
tracks
in
the
corridor
and
with
a
special
focus
on
on
accessibility.
K
Thank
you
following
up
on
chair
egg
lies
question
regarding
modal
splits.
The
modal
splits
are
different
in
the
certainty.
They'll
be
different
after
the
LRT
comes
on
online
they'll
be
improved
for
more
sustainability,
but
those
mortal
splits
change
in
the
Sun
in
the
seasons
in
the
summer
and
in
the
winter.
Have
you
considered
that,
as
part
of
your
planning
for
free
Mackenzie
King
that
they
would
there
will
be
more
cars
in
the
winter.
K
K
C
You
for
the
opportunity
to
explain
a
little
bit
further
is
in
general,
there
is
a
50
to
60
percent
reduction
and
in
some
areas
along
the
corridor
there
is
even
a
greater
level
of
reduction.
It's
really
based
on
the
fact
that
buses
are
now
moving
in
different
ways
through
the
downtown
core
to
bring
them
closer
so
that
patrons
can
access
from
vos
directly
to
the
LRT
stations
so
that
they
choose
different
routes.
Some
segments
of
Albert
and
Slater
have
a
very
low
number
of
buses.
C
Some
segments
have
a
reduction
of
about
fifty
and
sixty
percent
in
slum,
some
slightly
greater
than
that,
so
it's
variable
throughout
the
corridor,
unlike
today
where
we
have
pretty
much
a
constant
flow
of
buses
along
the
entire
corridor.
We
have
new
routines
that
change
that.
So
in
some
situations,
yes,
there
will
be
greater
okay,
as.
C
B
Counselor,
yes,
if
there's
a
new
facility
as
a
new
light
rail
connection
across
the
Prince
of
Wales
bridge,
that
will
affect
the
operational
situation
and
we
will
develop
that
at
that
time
as
well,
because
that
would
be
another
connection
for
sto
interprovincial
connection
for
four
users,
both
from
Gatineau
and
Ottawa.
Okay,.
L
L
Scrimgeour
and
his
team
and
bebe
have
been
working
on
that
for
literally
years,
so
you
will
see
a
major
transfer
point
of
SCO
buses
going
over
to
Lyons
Street
and
then
there
are
still
some
that
will
continue
on
and
that
took
a
few
years
to
work
out
with
our
sto
or
partners.
So
the
point
that
staff
make
about
you
know
fifty
to
sixty
seems
low,
but
that's
just
an
overall
average
there,
some
spots
you're
over
the
80
percent
mark,
but
you
will
see
a
significant
reduction
of
sto
buses
ending
at
at
Lyon
Street.
L
There's
works
going
on
there
right
now.
We've
sized
that
station
and
the
fare
gates,
everything
all
the
infrastructure
to
accommodate
those
transfer
points
and
sto
customers
will
either
choose
to
walk
a
block
or
so
or
they'll
transfer
onto
the
LRT.
At
that
point,
so
I
just
wanted
to
remind
members
of
the
committee
that
there
is
a
deal
that
literally
a
legal
agreement.
That's
been
struck
with
sto
that
has
been
done
voluntarily
and
it
fits
in
exactly
with
where
staff
have
taken.
K
J
So
the
lane
arrangement-
that's
recommended
with
this
plan,
provides
for
a
six
metre
asphalt
surface
on
each
side
of
the
existing
meet
existing
medium.
So
what
essentially
that
provides,
is
a
fire
route
across
the
bridge
in
each
direction,
and
you
would
know
that
some
of
the
drawings,
the
use
of
flexible
Ballard's
in
an
emergency
situation
a
vehicle
could
could
pass
through
and
and
wind
through
those
areas
around
those
flexible
bollards.
That's
an
integral
part
of
the
plan.
F
F
My
interest
obviously
rests
east
of
alga
and,
although
I
am
interested
as
to
how
the
connection
with
center
town
and
and
even
west
of
that
coordinates,
my
first
question
would
be
actually
to
a
mr.
Mahoney's
specific,
for
you
talked
about
the
the
achievement
of
the
discussions
and
relationship
with
sto.
What
that
means,
maybe
more
fundamentally
you
could.
F
L
Mr.
chair
I
think
it's
an
important
question
in
that
it
touches
on
both
the
micro
and
the
macro
view
of
the
whole
file
and
when
you
overlay
the
transformation
of
the
LRT
which
we've
heard
over
and
over
again,
the
interesting
part
of
this
file
is
it's
your
first
tipping
point
of
what
LRT
gives
you
in
terms
of
a
bunch
of
other
council
objectives.
You
know
stainable
streets,
mobility
and
all
those
things
and
the
plan
at
the
at
the
micro
level
would
gives
you
all
that.
L
But
all
of
the
speakers
have
touched
on
what
I
think
are
very,
very
important
points
about.
How
do
all
the
some
of
the
parts
come
together
to
get
what
we
all
want,
which
is
sustainability,
mobility,
economic
development,
pedestrian
movement,
cyclists,
multimodal
modal
shares
all
that
stuff,
so
I
could
be
here
all
day.
Talking
about
it,
but
just
to
suffice
to
say
is
the
following:
that
we
have
taken
all
of
those
elements
and
put
them
together.
L
There
have
been
numerous
numerous
discussions
and
meetings
about,
for
example,
what
the
split
of
TRO
see,
transfer
and
SCO
buses
on
Rito
Street
visa
vMac
bridge
should
be
before
the
sinkhole.
It
was
get
all
the
buses
off
of
the
Rideau
Street
post,
the
sinkhole.
Could
you
please
bring
the
buses
back
because
we
need
our
customers
to
get
there,
which
one
of
the
speakers
spoke
about
today
and
she's
absolutely
correct?
Is
it
is
a
balancing
act?
The
good
news
is,
we've
done
all
our
balancing
act.
We
can
tell
you
exactly
what
that
split.
L
Will
look
like
in
finite
detail
about
how
many
buses
per
hour
per
day
and
what
those
volumes
will
generate.
We
can
tell
you
where
the
bus
stops
are.
We
can
tell
you
that
Phil
Landry
and
his
technical
team
have
done
a
over
arching
emergency
detail
route
on.
Should
the
system
go
down
both
from
the
LRT
perspective
or
the
bus
system,
and
we've
had
lots
of
practice
with
riru
ting
buses
in
the
core
with
the
sinkhole,
both
we
had
the
initial
shutdown
and
then
there
was
the
extended
shutdown.
L
It
is.
We
want
everybody
to
be
mobile
in
the
city
in
all
modes
and
we
want
everybody
to
be
economically
successful,
environmentally
successful
and
so
forth,
and
also
close
off
with
all
those
one
of
the
speakers
spoke
about
the
art
gallery.
The
NAC
I
can
tell
you.
We've
had
meetings
with
them
about
how
we
drive
customers
to
them
from
the
LRT,
whether
it's
through
advertising,
whether
it's
through
online
ticketing
and
so
forth.
So
I'm
in
agreement
with
all
the
questions
that
have
been
raised
and
I
can
assure
you,
we've
tracked
all
the
speakers.
F
Thank
you
now
more
questions
specifically
for
the
project,
so
I'm
the
elements
that
I
remain
confused
and
in
the
project
is
not
the
goals.
But
how
do
we
get
there,
because
there's
some
portions
that
are
funded
and
we'll
achieve
the
end
outcome
that
we
want
there's
some
that
are
going
to
achieve
kind
of
a
stop
like
a
the
buses,
aren't
running
so
there's
space
on
the
road.
What
are
we
doing
in
that
space
and
then
there's?
Maybe
there
longer
term,
which
is
for
my
n,
which
is
the
McKenzie
bridge
deck
redone?
C
Sure
egg
line,
so
when
looking
at
Mackenzie
King
bridge
at
Elgin
in
the
East
Waller
to
the
West,
there
is
an
opportunity,
as
we
pointed
out,
to
reallocate
the
work
within
the
space
working
within
generally
the
existing
curb
line
existing
central
median
and
the
curb
line.
On
the
north
side,
we
have
maintained
to
the
greatest
extent
possible
the
existing
turn
lanes
as
the
at
the
intersections
of
both
Albert
and
Slater
are
elegant.
C
We
we've
been
informing
our
colleagues
that
there
will
be
a
renewal
to
the
bridge
deck
over
the
National
Arts
Center.
That
will
require
a
relaying
of
that
deck.
So
we
have
prepared
our
plans
such
that
it
will
guide
reconstruction
from
Elgin
or
of
the
bridge
deck
all
the
way
over
to
just
where
it
passes
over
the
Rideau
Canal.
So
they
can
when
they
set
the
deck
back
in
place,
they
can
set
it
back
following
our
plan
and
actually
create
cycle
tracks.
The
segment
over
the
reader.
F
So
that
so
I
can
understand
so
the
portion
that
you're
talking
about
east
of
elegan
fundamentally
that's
plan,
but
unfunded
is
that
would
that
be
fair
to
say,
I!
Guess,
that's!
Where
I
get
confusing
the
plan
like
correct.
We
have
the
goal
that
we
know
the
deck
has
to
be
redone.
We
set
in
the
report.
It
says
2020,
but
it's
an
unfunded
program
right
like
okay,
so
that
portion
is
unfunded.
Then,
if
you
could
continue
just
to
clarify,
what's
funded,
that's
correct.
C
So
that
would
be
for
the
full
bridge
reconstruction.
What
is
funded
is
our
interim
measure,
as
we
have
a
released
would
is
outlined
in
the
budget
scenarios,
so
we
have
interim
measures
that
can
be
applied
now.
Those
would
apply
from
the
over
the
historic
rideau
canal
all
the
way
to
the
Rideau
center,
which
really
is
what
you've
seen
with
the
reallocation
of
lanes,
installation
of
streetscape
elements
and
creation
of
the
bike
lane.
That
is
within
the
funding
request
of
this
project.
C
That's
been
outlined
in
the
report,
the
that
requires
at
this
time
no
modify
major
modification
to
the
bridge
deck
from
Rideau
Center,
the
last
third,
if
you
will,
or
the
most
eastern
third
of
the
bridge,
to
Waller
Street,
there
is
no
recommendation
this
time
and
not
in
the
horizon
that
we're
seeing
for
a
reconstruction
of
the
bridge
deck.
So
we
had
to
continue
to
work
within
the
existing
features
of
the
bridge,
sidewalks
locations
and
median.
C
So
as
part
of
this
project,
our
recommendation
is
not
to
wait
for
reconstruction,
but
rather
return
right,
cyclists
to
the
medium
and
there
we
will
make
enhancements
to
the
quality
of
that
riding
and
in
that
corridor
with
enhanced
safety
features,
including
the
green
paint
for
awareness,
plexi
stakes
and
better
offsets
and
buffers.
So
that
is
part
of
the
budget
asked
that
has
been
laid
out
for
this
project
and.
C
F
F
I
want
to
speak
specifically
for
Mackenzie
Bridge,
and
you
spoke
to
the
on
the
report
about
the
intentions
of
having
a
pedestrian
crosswalk,
and
many
of
us
use
it
regularly,
which
is
the
Confederate
states
that
go,
and
a
lot
of
people
have
the
intention
of
crossing
there.
Rather
than
going
what
I'll
call
it
the
D
and
D
reto
Center
crosswalk,
so
it
in
that
you
speak
to
it
in
your
report.
There's
a
portion
of
the
deck,
that's
being
redone.
How
do
we
ensure
that
it
carries
through
in
that
review?
F
B
Cancel
the
elements
that
we
heard
through
consultation
and
the
desire
lines
that
people
where
they
want
to
walk
across.
We
have
taken
that
into
account
and
we
will
roll
that
through
into
the
detailed
design
now
so
to
implement.
Some
of
these
changes
would
require
fundings,
so
there
is
funding
associated
with
the
bridge
deck
renewal,
so
that
will
come
in
2020
and
we
have
some
dollars
here
and
when
we
have
the
greenhouse
gas
Challenge
Fund
confirmed
there
would
be
more
funding
to
put
in
so
our
project
is
about.
B
This
is
what
we
could
do
in
the
interim
and
also
the
future,
and
how
I'm
taking
opportunities
to
coordinate
with
other
works
in
the
area
to
get
the
best
value.
The
efficiency
of
the
the
budgets
so
I
hope,
I
answered
your
question
there.
All
the
comments
that
we've
received
by
are
going
to
be
carried
through
to
detail,
detail
design
and
we
will
look
for
opportunities.
The
best
opportunities
to
roll
them
in
so
that
we
get
to
the
end
state
as
efficiently
as
possible
and.
F
The
interim
measures
that
are
presented
there's
some
visuals
and
I.
Remember
a
colleague
of
ours,
Peter
Hume
a
few
years
ago
who,
when
we
approved
arts
courts,
said
let's
make
sure
that
the
amount
of
trees
and
planets
presented
is
actually
the
outcome.
I'm
interested
in
the
interim
measures
and
I
know
that
you
know
sometimes
from
one
group
to
the
other
when
it
shifts
to
the
operational
side,
things
got
taken
off
the
map.
F
So
how
do
we
ensure
that
the
interim
measures
that
are
presented
are
actually
funded
and
and
done
to
what's
presented
here
in
the
drawings
I'm
concerned
about
that,
because
that
we
often
see
other
budget
restrictions
or
operational
challenges?
Those
been
discussed
and
resolved
with
the
plan
that's
presented
today.
B
Yes
sure
and
we
we
have
may
present
the
plan
that
is
within
the
affordable
envelope
that
we
have
put
into
our
capital
budget
forecast.
So
that's
their.
The
bonus
is
this
greenhouse
gas
Challenge
Fund.
When
that
comes
through,
then
we
could
do
more.
So
as
a
minimal.
Yes,
we
will
implement
what
you
see
in
this
plan.
Okay,.
F
And
my
final
question
and
my
final
comment:
question
is
around
the
struggles
that
we've
had
as
part
of
the
engagement
with
the
community
for
the
connection
to
the
what's
going
to
be
known
as
the
multi-use
path
way
along
the
LRT
line,
which
I'm
super
supportive
of
that
ends
at
Waller
right
at
the
base
of
the
bridge.
If
you
will
at
the
University
of
Ottawa
and
the
connection
across
that
intersection
in
and
around
that,
the
bridge
I
know
that
there's
a
good
fix
past
the
Rideau
center.
F
If
you
will
past
the
bus
stops
where
there's
a
seamless
integration
that
from
the
from
the
Rideau
Center
DND
crosswalk
right
through
to
that
multi-use
pathway,
that
remains
a
challenge
of
design
of
physical
nature.
So
how
do
we
at
which
point?
Do
we
cross
that
conversation
beyond
being
the
when
we
redo
the
bridge
like?
How
do
we
is
there
an
interim
measure
for
that
section
at
some
point
in
time?
And
if
so,
when
is
it
so.
C
Yes,
as
part
of
the
design
and
recommended
plan
before
you
today,
we
do
maintain
the
median
cycling
between
the
Rideau
Center,
a
pedestrian
crossing
to
Waller.
Interestingly
enough,
that
meeting
cycling
is
bi-directional
and
lines
up
across
the
Waller
intersection
with
the
future
LRT
pathway.
So
it
will
tie
rate
directly
into
that.
C
That
was
an
important
feature,
but
you
were
pointing
out
areas
of
where
people
may
want
to
improve
a
sense
of
safety,
a
sense
of
comfort
for
the
rider
over
and
above
what's
there
today
and
doing
that,
we're
able
to
provide
further
buffer
areas,
we're
able
to
provide
those.
Those
temporary
or
pin
curbs
that
you're
familiar
with
along
other
street
improvements
that
we've
done
and
we've
been
able
to
real,
install
such
things
as
the
flexi
post,
so
to
be
a
greater
sense
of
us
comfort
for
the
rider.
C
But
as
we
arrive
to
that
intersection,
we
will
clearly
Demark
the
crossing
of
that
cycling
facility
across
the
intersection,
which
is
an
important
improvement
over
today.
So
we
believe
we
have
taken
measures
that
can
be
immediately
implemented
within
the
existing
conditions
to
improve
the
quality
and
the
sense
of
safety
and
comfort.
For
the
cyclists
and
to
tying
into
that
facility
to
the
east
across
the
well
intersection,
that's.
F
Fair
and
I'm
done
mr.
chair,
but
just
at
one
point
that
we
will
continue
to
see
a
challenge
having
cyclists
curb
edge
on
Mackenzie
Bridge
and
at
some
point
needing
to
go
to
the
median.
So
until
it's
fully
redesigned
and
that's
corrected,
we
will
continue
to
get.
That
is
a
pressure
point
of
major
concern
to
us.
Thank.
M
Thank
you
very
much,
and
not
so
much
questions
as
really
just
to
support
what
I
see
in
front
of
me.
Of
course,
as
we've
heard
from
some
of
the
delegations,
there's
still
some
detail
to
be
to
be
worked
out
and,
and
any
particular
group
or
interest
that
hasn't
been
consulted
to
date
and
and
has
a
concern,
I
hope,
you'll
still
I
hear
that
you're
still
prepared
to
to
do
that
which
I'm
grateful
for
there's
no
question
to
me.
M
This
is
this
is,
of
course
a
huge
change
over
the
canyon
that
we
know
we
know
now,
I,
don't
think
any
of
us
are
debating
it
or
arguing
to
keep
it
as
it
is.
It's
really
about
the
fine
details
now,
at
this
point
and
I'm
very
excited
by
what
I
see
I
want
it
all
and
I
want
it
now,
but
I
know
I'm
not
going
to
get
perhaps
either
of
those
maybe
someday
all
it.
The
I
just
want
to
speak
somewhat
in
reassurance
to
a
couple
of
the
delegations
about
some
of
the
aspects
raised.
M
They
do
hopefully
for
a
very
short
period
of
time,
and
so
you
know,
shifting
reallocating
use
of
lanes
temporarily
is
something
that's
done
in
other
cities
is
something
that's
quite
possible
to
do
in
an
emergency
situation.
I,
don't
know
a
cyclist
there
wouldn't
begrudge
a
fire
truck
driving
right
over
those
flexi
posts
and
using
the
cycle
lane,
and
so
that's
something
that
I
often
say
to
people
who
fear
the
worst
it'll
be
impossible.
M
M
There's
a
lot
of
opportunity
to
to
redevelop
and
for
businesses
to
move
in
and
already
we
are
hearing
very
positive
feedback
from
people
who
live
there
from
businesses
that
would
like
to
move
there
from
people
who
are
outside
of
the
neighborhood
who
are
enjoying
the
experience
of
being
there
now
and
I
can
see
that
being
an
outcome
of
what's
in
front
of
us
now.
So,
as
you
can
tell
I'm
very
supportive,
there
are
still
details
that
we're
not
signing
off
on
yet
still
some
funding
to
be
confirmed.
N
Thank
you
much
just
a
quick
point
just
on
something
February,
2nd
2011,
a
bunch
of
us
sat
in
this
room
for
about
12
hours,
approving
the
lorry
Avenue
bike,
lane
and
I.
Think
at
that
time,
I
was
I
had
been
here
for
two
months,
I.
Think
in
hindsight,
looking
back
I,
don't
believe
that
we
made
the
best
decision
that
day
I
think
there
are
other
options
that
we
had,
that
could
have
been
better
I.
N
Think
Somerset,
maybe
should
have
looked
at
a
bit
closer,
always
tough,
when
you're
coming
in
I
mean
any
councillor
who
comes
in
knows
that
some
decisions
you
make
in
the
first
few
months
later
on,
you
might
look
back
and
see
a
bit
differently.
I've
always
felt
that
the
Albert
slater
opportunity
created
a
chance
to
maybe
address
some
of
those
concerns
that
we
had
with
Florida
Avenue
we've
seen
last
few
years,
some
distinct
challenges
that
have
been
created
because
of
the
the
commingling
of
the
different
transportation
methods
on
lorry
Avenue.
N
Do
you
see
this?
You
know
Howard
Slater
the
fact
that
we
can
cross
that
we
actually
have
a
plan
to
get
across
the
river.
Where
that
wasn't
a
part
of
the
plan,
when
we
created
a
new
bike
lane
along
the
over
the
bridge,
just
an
opportunity
where
we
could
be
subbing
at
one
for
the
other
not
to
have
the
let
every
bike
lane
anymore,
but
just
to
have
slowly
concentrated
on
Auburn
Slater
as
your
east-west
corridor
and
then
possibly,
you
know,
get
bikes
off
the
floor.
B
We
do
not
have
plans
to
discontinue
luring
bike
lanes
in
the
cycling
plan,
which
is
a
network
just
like
all
the
other
modes.
It's
not
just
one
corridor
for
roads,
but
there
are
many
corridors
for
car
traffic
and
we
need
to
provide
similar
opportunities
in
a
network
for
cyclists
as
well,
because
one
of
the
council's
decisions
was
to
increase
the
modal
share
for
active
transportation,
and
to
do
so,
we
would
have
to
make
the
facilities
safe.
B
Convenient
and
convenience
is
the
most
important
thing
when
it
comes
to
someone
making
decision
on
whether
or
not
they
take
a
bike
or
their
car.
So
if
it's
convenient
to
access
corridors
for
cycling
than
they
will
do
so,
and
therefore
we
see
this
as
augmenting
the
east-west
movement
for
cyclists,
not
just
unloyal,
but
also
an
Albertan
Slater
thanks.
N
N
I
think
that
when
this
is
done,
when
we
create
this
corridor,
I
think
it
would
be
wrong
of
us
not
to
consider
the
two
side-by-side
and
which
one
creates
the
safest
opportunity
for
cyclists
as
opposed
to
operating
one
parallel
to
the
other
that
maybe
is
less
safe
than
I
get
the
point.
I
get
that
you
want
to
have
as
much
opportunity
for
cyclists
as
possible
getting
across
the
city.
We
also
have
to
make
sure
that
we're
creating
the
safest
space
possible
and,
to
date,
Laurier
hasn't
exactly
done
that
that's
all.
We
shall.
B
Answer
we
have
completed
our
the
safety
audit
on
Laurier
as
well
as
O'connor,
and
that
has
been
presented.
So
we
feel
that
the
improvements
have
been
made
since
that
tragic
accident
has
created
a
much
safer
corridor.
There's
more
awareness,
the
signage,
the
shifting
of
the
pavement
markings
have
gone
to
improve
that,
and
it's
a
very,
very
well
used
corridor.
We
hit
2
million
users
I
think
it
was
last
year.
So
it's
a
it's
it's
successful
and
we
look
to
improve
our
designs
wherever
we
can
and
we
took
that
step
with
the
safety
audit.
B
N
I
Thanks
very
much
for
the
presentation
and
I'm,
not
sure
if
you
have
the
the
key
plan
that
was
part
of
what
was
circulated
with
the
documentation
and
counselors
kind
of
the
high
level
overhead
plan
of
the
entire,
the
entire
corridor,
I,
guess
or
I.
Guess
how
are
you
making
the
transition
on
the
cycling
from
the
inside
middle
up
to
the
outer
edges?
As
you
go
from
Waller
on
to
the
bridge
across
the
canal.
C
The
change
occurs
in
coordination
with
the
pedestrian
crossing
between
the
Rideau
center
and
the
National
Defense
headquarters.
In
that
location,
we
create
cross
Ride
situations
to
address
the
cyclist
moving
from,
if
you
will
curbside
on
the
west
end
of
the
bridge
to
the
median
segment,
the
existing
median
segment.
So
it
is
there
where
we
take
that
interchange
along
with
the
pedestrian
crossings
and
will
be
timed
with
the
pedestrian
movement.
So.
I
C
Have
designed
it
to
address
cyclists
of
varying
ability
and
confidence,
so
those
who
wish
to
have
a
red
light
for
the
crossing
and
feel
the
most
comfortable.
We
have
created
the
situation,
the
opportunity
for
them
to
cross
with
the
pedestrians
as
traffic
is
held.
Those
who
may
be
a
little
more
confident
and
to
travel
amongst
vehicle
lanes
could
cross
and
that
might
be
available
if,
in
particular,
at
midday,
when
traffic
volumes
are
low
to
to
travel
and
signal
their
crossing
of
that
Lane
and
do.
I
We
not
think
that
that
creates
even
greater
potential
for
cons,
but
you
know
part
of
driving
a
car
and
I
presume
a
bicycle
in
traffic
as
well
is
being
able
to
see
the
behaviors
of
the
other
motorists
or
cyclists
and
anticipate
the
move
that
they
may
or
may
not
choose
to
make.
If
you're
a
motorist
in
that
situation-
and
you
don't
know
that
mister
Manette
is
a
confident
or
non-confident
cyclists.
J
So
try
to
answer
in
in
this
way
there's
there's
three
three
choices:
that
a
cyclist
can
make
when,
let's
imagine,
we're
traveling
westbound
on
across
the
bridge
and
we're
encountering
the
crossing
facility
and
mr.
Edwards
certainly
hit
on
two
of
them.
If
it's
on
a
red
light,
if
that's
a
cyclist,
you're
approaching
your
red
light
in
front
of
you,
there's
a
green
bike
box,
everyone
stopped.
You
have
then
the
privilege
to
advance
to
the
front
of
the
queue
and
weave
over
on
that
red
light,
so
that
one
is
fairly
clear.
Mr.
J
Edwards
mentioned
a
second
choice.
If
you
are
more
confident
cyclists,
you
can
weave
over
through
traffic
at
higher
speeds
and
certain
times
of
day
there
may
be
lower
volumes
of
traffic,
and
many
people
may
be
comfortable
doing
that,
but
there's
a
third
choice
on
the
green
phase.
When
traffic
is
free-flowing,
and
so
are
you
on
your
bike,
you
can
proceed
across
the
cross
ride.
Then
you
have
a
safe
haven
in
that
location
where
you
on
the
far
side.
So
this
this
gives
you
a
third
choice
for
safe
crossing
I.
I
Understand
the
choices
for
cyclists
and
I
think
providing
choice
is
probably
not
a
bad
thing.
My
question
is
as
a
driver
of
a
motor
vehicle.
How?
Because
there
is
so
much
choice
provided
to
the
other
mode
of
travel,
how
are
you
to
anticipate
what
your
compatriots
on
the
road
are
planning
to
do
or
not?
Do
I
have
one
of
these
crossovers
in
my
ward
and
I
get
a
lot
of
complaints
about
it,
so
I'm
trying
to
understand
it's
great
to
accommodate
cyclists.
I
have
no
problem
doing
that.
J
So
certainly,
we
expect
the
majority
of
cyclists
to
be
using
those
to
stop
controlled
crossings
either
in
the
green
box
on
the
red
or
the
far
side.
We
think
lesser
numbers
of
cyclists
would
be
doing
that
weaving
motion
and
would
be
reminding
very
relatively
slow,
speed
movements
for
vehicles
and
bikes.
J
I
Following
up
on
the
Leonard
question
and
councillor
flurry
had
on
project
timing
and
costs,
etc.
I
left
my
copy
of
the
report
on
the
other
side
of
the
table.
But
if
I
recall
correctly
from
page
two
or
three
word
outlines
the
cost,
there
are
some
close
to
five
or
six
million
dollars.
An
interim
costs
for
the
various
elements
is
that
basically
correct
for
the
next
few
years.
Yes,
six
point
four
million,
and
so
when
are
we
anticipating?
I
I
B
I
Do
we
know
that
that's
the
best
value,
if
you
can't
tell
us
when
the
ultimate
solution
will
be
put
in
place
because
we're
spending
six
million
dollars
between
next
year
and
twenty
one
or
twenty
two
and
then,
if
the
next
year,
BAM
we've
got
100
million
bucks
or
whatever
the
final
solution
is
going
to
cost
we've
just
thrown
out
six.
So
how
do
we
know
it's
the
best
financial
solution?
If
we
don't
know
when
the
ultimate
is
going
to
happen,
because.
B
I
I
C
I
C
We
do
based
on
recent
parking
studies.
It
was
determined
that
in
the
evening
the
availability
of
unreserved
off
street
parking
is
only
used
to
about
20%.
We
discovered
through
that
same
study,
that
weekend
parking
is
only
used
about
45%
of
its
full
potential
and
therefore,
given
an
overall
of
3,000
spaces,
there
was
more
than
sufficient
to
meet
many
loss
of
the
parking
on
Street
during
those
periods
of
time.
Do.
I
I
Can
that
data
be
shared
with
with
Council,
it
would
be.
It
would
be
helpful
to
have
a
broken-down
am/pm
peak
off-peak
weekend
and
the
year
and
time
of
year
that
those
counts
were
taken
going
back.
I
would
think
several
years
before
construction
started
would
be
helpful
and
what
is
the
vehicle
reduction
anticipated
through
the
downtown
as
a
result
of
the
implementation
of
LRT
as
a
either
as
a
wrong
number,
where,
as
a
percentage.
A
I
Reducing
the
vehicle
capacity
through
the
core
right
and
part
of
the
rationale
for
that
is
that
more
people
will
be
using
LRT
and
therefore
we
don't
need
that
capacity.
Perfectly
reasonable
argument
to
make
that
argument,
though,
you
have
to
know
what
the
capacity
is
today
and
how
much
you
think
capacity
over
to
be
reduced
when
lrg
is
implemented.
B
I
C
The
bridge,
thank
you,
I'm,
sorry,
more
specifically,
all
come
to
them.
Please
go!
Thank
you.
Presently,
on
the
bridge,
there
are
two
lanes
in
each
direction:
yeah
one
lane
is
the
direct
dedicated
transit
lane.
The
second
lane
is
a
general-purpose
Lane
in
the
segment
between
the
National
Arts
Centre
and
the
Rideau
Center
crossing.
We
reduce
the
trend
of
the
transit
lane
and
repurpose
it,
so
the
single
existing
general
purpose
lane
remains
in
each
direction.
C
I
Probably
did
I'm
not
specifically
necessarily
speaking
about
capacity
I'm
talking
about
when
you
get
to
an
intersection,
and
you
can't
turn
right
on
a
red
light
here
and
the
next
intersection
can
turn
left,
and
so
you
gotta
go
six
blocks
to
make
a
turn
which
seems
to
me
just
adds
capacity
on
town.
It
doesn't
solve
anything
right.
J
Oh
I'll
retrace
a
little
bit
what
I've
said
you
try
to
underscore.
This
is
a
really
important
point.
What
we
were
talking
about
earlier
is
some
the
function
of
Albertus
later,
as
we
know,
it
is
distributing
east-west
traffic
to
the
north-south
streets,
and
it's
a
really
important
part
of
this
plan
and
part
of
the
recommendation
today.
So
at
each
intersection,
our
analysts
looked
at
the
level
of
service
for
vehicles
and
all
the
all
of
the
other
modes
and
had
a
particular
I
to
turn
the
turns
that
would
happen.
The
result
of
that
analysis.
J
The
higher
volume
turning
locations,
there's
five
we're
dedicated
turn
lanes
are
being
provided
and
at
every
at
every
intersection.
This
plan
provides
four
turns
to
happen.
Now.
The
decisions
on
the
the
final
decisions
on
the
regulations
at
each
intersection
will
be
dealt
with
during
the
detailed
design.
I
O
Date
you,
mr.
chair,
a
lot
of
questions
have
already
been
answered.
There's
one
when
I
wanted
to
touch
on
DeLand
I.
Believe
the
chair,
a
touch
on
some
of
it.
Consultation
I,
see
a
tree
working
group,
meeting,
city
staff,
partner
agencies,
businesses,
community
organizations,
advocacy
groups,
public,
open
house,
urban
design,
review
panel,
accessibility,
Advisory,
Committee
and
individual
meetings
would
study
in
area
stakeholders,
but
the
to
local
BIA
s
when
they
came
up.
O
They
both
identified
it
and
were
not
consulted
and
I
know
that,
after
your
comments,
you
stated
they
will
be
consulted,
which
is
good,
but
why
would
they
not
be
consulted
through
this
whole
process
is
I
think
you
know,
as
you
look
at
the
BIA,
so
I
mean
they're
the
heart
of
the
business
community.
They
know
what's
happening.
They
know.
You
know
how
the
people,
all
the
businesses
react,
only
will
survive
and
when
there
is
meetings
at
the
very
start,
they
should
be
one
of
your
first
ones
to
be
contacted.
C
Thank
You
chair,
we
developed
the
working
group
as
an
integrated
working
group,
including
internal
staff
and
external
stakeholders,
working
together
over
a
period
of
time,
and
so
we
did
invite
Vi
A's
to
participate
in
the
working
group
and
they
would
have
either
directly
participated
or
monitored.
What
the
working
group
was
undertaking
through
the
release
of
minutes
notes
and
follow
up
with
documentation,
we
directly
invited
the
immediately
impacted
BIA
groups
and
those
who
may
not
have
been
Abacha
directly.
C
O
D
Thank
you,
Thank
You,
chair
and
thanks
to
everyone
for
the
discussion
this
morning.
It's
it's
always
and
and
to
staff.
I
want
to
thank
you
for
the
work
that
was
put
into
this
through
the
working
group.
The
meetings
I,
don't
know
how
many
we've
had,
but
it
was.
It
was
many,
and
this
is
one
of
those
projects
that
you
know
810
years
ago.
D
D
The
city,
you
know
when
it's
done
you'll
be
able
to
come
all
the
way
from
Churchill
to
into
the
market
very
safely.
On
your
bike
or
anywhere
in
between
very
safely.
You
can
stop
off
at
the
new
library.
You
can
stop
off
on
Preston.
You
can
continue
down
into
into
the
downtown.
You
can
go
to
the
Rideau
Center,
and
anybody
who
cycles
today
on
Laurier
knows
that
on
a
good
day,
it's
almost
over
capacity.
D
I'm
you
know
I'm,
I
think
I'm
a
pretty
Swift
cyclist,
but
there
are
days
when
I'm
pushed
over
and
and
people
are
flying
past
me.
It's
you
know,
Laurier
has
got
thousands
thousands
of
people
every
day
use
those
cycle
lanes
and
I
know
it
was
brought
up
today
and
it
has
been
from
some
residents
as
well.
You
know,
is
this
an
opportunity
to
remove
Laurier
and,
and
it
isn't
we
don't?
You
know
as
a
city
at
growing
city,
a
modern
city?
We
don't
remove.
You
know
bike
lanes
we
need
to.
D
We
need
to
add
to
that
capacity
if
you're
coming
in
to
the
downtown
and
want
to
go
to
City
Hall,
for
example,
you're
not
going
to
take
Slater
you're
going
to
take
Laurier.
If
you
want
to
go
over,
you
know
the
Laurier
bridge,
that's
that's
the
that's
the
path
that
you're
going
to
take,
perhaps
so
much
that
would
have
been
better.
Maybe
perhaps
one
day
you
know
we
will
have
a
bike
lane
on
on
Somerset
and
I.
D
Don't
have
the
numbers
with
me,
but
when
we
did
the
safety
audit
on
Laurier,
we
found
that
since
the
the
segregated
bike
lanes
have
been
put
in
place
on
Laurier,
safety
has
improved
and
the
number
of
collisions
have
been
reduced.
For
every
user,
for
pedestrians
are
safer
on
Laurier
cyclists,
you
know,
granted,
we've
we've
had
some
terrible
accidents
on
on
bori
a
but
cyclists
are
much
much
safer
on
Laurier
today
and
so
our
drivers,
everybody
is
safer
as
a
result
of
that
infrastructure.
D
So
when
we
look
at
you
know,
when
we
look
at
what
we're
doing
here
on
Albert
and
Slater,
it
will
be
the
same
thing
we
are.
We
are
making
it
safer
for
cyclists,
we're
giving
more
space
to
pedestrians.
We
want
people
to
take
our
transit
and
come
into
the
downtown
when
they
get
off
at
a
station.
We
want
them
to
have
a
good
experience.
We
want
them
to
be
able
to
use
a
patio.
We
want
them
to
have
wide
sidewalks.
We
want
them
to
have
safe
intersections.
D
In
the
last
two
days,
we've
had
two
pedestrians
hit
in
the
downtown
one
by
a
bus
and
this
morning
another
one
on
Queen
Street.
We
have
got
to
do
better
for
people
who
are
moving
around
on
on
foot
and-
and
this
will
do
that
so
I
commend
you
for
that.
It's
it's
also
a
great
opportunity
for
for
green
space.
D
You
know,
there's
a
couple
of
spots
in
between
Empress
and
and
Bay
and
Bahnsen,
really
where
I
hope
to
see
new
city
park.
I.
Think
that
you
know
we.
One
thing
we
can't
do
in
the
downtown
is
build
more
green
space.
So
when
we
have
the
opportunity
anytime,
I
see
the
opportunity
for
green
space,
it's
you
know
and
that's
right
across
from
where
the
library
is
going
to
be
and
when
we
think
about
you,
know
the
library
and
how
we
want
people
to
use
the
library.
D
The
popo
there'll
be
that
Vista
that
everyone
talks
about.
You
know
obviously
looking
north,
but
it's
going
to
be
on
the
south
that
people
are
going
to
come
out
of
the
library
and
whether
the
real
public
space
and
the
importance
of
that
public
realm
will
be
is,
is
out
front.
So
you
know
we.
We
need
to
make
sure
that
we
have
opportunities
for
people
to
walk
around
said
use.
Green
space.
D
I,
do
just
want
to
make
one
point
about
that
grade
in
the
escarpment,
because
and
I've
left
the
library
location
go
I'm,
not
arguing
about
the
library
location
here,
but
the
escarpment
is
still
there
anytime
were
asked,
you
know
what
can
we
do
to
make
cycling
or
you
know,
certainly
walking
from
the
library
into
the
downtown,
a
better
grade
sure
getting
up
on
to
Albert
and
Slater?
Perhaps,
but
the
escarpment
is
south
of
that
and
people
live
on
the
escarpment.
D
So
just
for
the
record,
we
are
not
doing
anything
here
to
make
the
grade
from
the
library
to
where
people
live
in
Center
town,
better
we're
making
the
grade
better
for
Albert
and
Slater.
So
I,
just
I
just
want
to
put
that
put
that
out,
but
but
we
do
have
an
opportunity
with
the
library
to
make
the
you
know
the
south
of
it.
You
know
a
better
space
in
a
nicer
space.
My
one
concern
and
is
is
trees
and
the
loss
of
trees.
As
much
as
we
all
love
cycling,
we
all
love
to
walk.
D
We
love
to
breathe
even
more.
Actually,
you
kind
of
have
to
breathe,
to
be
able
to
cycle
and
walk
so
trees
are
so
so
important
as
in
the
downtown
every
single
day.
I
have
somebody
come
to
me.
I
did
yesterday
and
I
probably
will
tomorrow,
and
here
we
are
today
with
a
really
good
reason
to
remove
trees
in
the
downtown.
It
happens
daily
and
I
think
that
we
have
to.
We
have
to
be
vigilant
about
trees,
and
you
know
there.
D
There
are
some
you
know
about
ten
year
old
trees,
learning
that
MUP
that
I
want
to
see
relocated,
I,
don't
want
to
see
them
just
taken
out
I'll
be
watching
very
closely,
and
you
know
in
the
detailed
design,
but
especially
the
trees
as
we
decommission
Sleater
there
are
if
we
could
pull
up
on
the
slide,
I
think
with
slide.
21
I
just
want
to
make
the
point.
D
D
You
know
in
some
parts
of
the
city
you
see
that
every
day
in
in
the
downtown,
that
is
not
a
usual
sight
and
to
lose
those
trees
would
be
absolutely
devastating.
So
I
know
there
will
be
some
loss
of
trees.
You
know
I've
asked
for
a
10
to
one
replacement.
Them
seems
a
bit
much,
but
you
know
late
last
year,
I
had
the
federal
government
give
me
25
to
1
for
4
trees.
D
So
I
have
said
a
bit
of
a
precedent
there,
and
you
know
we
we
need
to
make
ensure
that
we
follow
our
guidelines
for
compensation
for
any
trees
loss.
But
what's
most
important
is
that
we
work
with
the
NCC,
because
this
is
no
NCC
property
and
we
don't
just
remove
that
wall.
Remove
those
trees
have
a
bit
of
a
field
with
a
few.
Bushes
is
just
not
good
enough
and
I
just
want
to
be
on
record,
saying
that
I
know
we've
had
the
conversation
but
and
I
have
with
mr.
man
Kony
as
well.
D
So
I
just
want
to
make
sure
that
that
we
get
that
that
on
record
I
have
one
question
and
it
deals
with
it's
actually.
On
the
last
page
traffic
and
parking
bylaw,
it's
number
43,
it's
no
person
operating
a
vehicle
shall
pass
on
the
right
side
of
a
stop
public
transit
motor
vehicle
or
a
school
purpose
vehicle
that
is,
loading
unloading
passengers
unless
it's
separated
from
passing
vehicles.
D
Now
I
know
that
in
in
this
report,
so
that's
a
good
thing
that
you
know
if
your
honor,
if
you're
cycling,
that
you
don't
pass
on
the
right-hand
side
of
a
bus
for
safety
reasons,
but
I,
just
wonder
why?
So
it
doesn't
apply
to
this
corridor
because
it
will
be
separated
out,
and
the
concern
is
just
that
it.
That
is
a
citywide
bylaw,
and
this
report
is
more
of
a
you
know:
Rito
Vanier,
Somerset,
so
I
just
don't
know
that
people
were
aware
of
that
and
that
we
receive
comment
on
that.
D
B
D
I,
just
you
know,
I
wonder
if
we
have
given
people
enough
opportunity
to
consult
because
I
don't
know
that
if
you
were
in
another
part
of
the
city,
so
it
would,
it
would
affect
Main
Street
Churchill.
Not
this
and
I
know
that
we
have
to
change
it.
I'm,
not
arguing
against
it.
I
just
just
concerned
about
the
the
ability
for
people
to
the
opportunity
for
people
to
to
consult
and
to
end
to
provide
comment.
B
B
D
Okay,
so
it
was
even
though
it
would
have
been
very
technical
part
of
the
consultation
for
or
for
TAC,
okay.
Okay,
thank
you
so
that
those
are
my
comments
and
again
I
do
want
to
thank
staff.
I
see
them
all
over
here,
and
we've
been
talking
about
this
for
months
for
for
the
work
on
this.
Thank
you
when.
A
I
thank
the
vice
chair
for
her
tremendous
suggestions
and
as
usual
and
I
want
to
thank
staff,
because
a
great
deal
of
work
has
gone
into
this
project
and
I
know.
There's
been
lots
of
consultation.
I
know,
we've
had
meeting
after
meeting
after
meeting,
and
you
kept
us
well
briefed.
So
I
appreciate
that
and
I'm
going
to
call
the
vote
and
I
hope
that
everybody
everybody
is
able
to
support
this
project.
A
Okay,
okay,
the
next
matter
we
have
on
the
agenda
is
I.
Remember
too,
we
always
top
control
at
the
intersection
of
joschwa
street
and
Saddle
Ridge
Drive.
This
was
councillor
meadow
or
this
is
counselor
Maddox
item,
but
he's
not
here
so
counter.
Kak's
just
agreed
to
introduce
it
on
his
on
his
behalf,
councillor
katish
Thank.
M
M
Am
here
to
relay
the
comments
on
behalf
of
the
Bradley
estates,
Community
Association
and
the
counselor,
who
could
not
be
here
today?
Okay,
fair
enough,
thank
you
Thank
You.
Mr.
chair
members
of
committee,
as
I
mentioned,
my
name
is
Jeremy
with
it
from
the
office
of
counsel,
Geordi
medic
and
here
today
to
relay
comments
in
support
of
the
of
the
reports
from
the
Bradley
estates,
Community,
Association
and
counsel
Jodie
medic,
who
unfortunately,
could
not
be
here
today.
M
Joshua
the
intersection
of
Joshua
and
Saddle
Ridge
are
identified
as
collector
roads
and
in
most
cases,
sidewalks
are
provided
in
the
surrounding
area,
as
you'll
notice
from
the
staff
report,
fountainhead
Park
is
located
135
metres
away
and
is
the
only
local
park
in
the
area.
Since
the
construction
of
that
subdivision
approximately
eight
years
ago,
a
two-way
stop
on
Joshua
has
existed
since
its
inception.
Staff
have
indicated
that,
after
review
that
the
free-flow
should
exist
on
the
major
street
and
that
stop
controls
exist
on
the
minor
street.
The
community
does
agree
with
this.
M
However,
given
the
high
level
of
vehicular
traffic,
pedestrian
and
children
walking
in
the
area,
especially
during
peak
hours,
the
community
has
expressed
their
interest
and
want
for
an
all-way
stop.
The
community
has
told
the
counselor's
office
that
they
are
concerned
about
switching
the
configuration
of
the
existing
intersection
to
because
of
the
number
of
residents
who
have
become
accustomed
to
the
stop
being
on
Joshua.
M
Over
the
past
eight
years,
the
high
level
of
cut-through
traffic
experienced
by
residents
has
grown
over
the
last
few
years
with
commuters
attempting
to
avoid
the
traffic
huion
Renault
Road
heading
westerly
towards
Anderson.
The
the
community
also
acknowledges
the
fact
that
chair
Aguila
has
indicated
the
need
for
a
review
and
a
change
for
the
approach
of
unwanted,
always
stop
controls
in
the
next
term
of
council
in
order.
M
They've
also
indicated
that,
in
order
for
committee
and
council
to
remain
consistent
with
previous
always
stop
decisions
they
respectively,
ask
that
you
support
the
report
recommendation
as
as
you
have
in
the
past.
With
other
always
stop
controls
happy
to
answer
any
questions
that
committee
land
any.
A
A
So
guess
what
concerns
me
about
this
request
is
and
I'm
looking
for
clarifications
and
staff
I
understand
that
there
is
a
suggestion
by
a
recommendation
by
staff
that
simple
low
cost
that
you
think
will
address
the
situation
more.
If
you
can
explain
for
the
committee
what
that
suggestion
is
and
why
you
think
it
would
work
better
than
an
all-way
stop.
P
The
when
we
did
a
review
of
the
intersection
in
the
operations
at
this
location,
the
major
street
is
Joshua
Street
and
the
majority
of
the
traffic
is
on
Joshua
Street,
with
stop
control
on
Joshua,
no
stop
control
on
Saddle
Ridge
right
now.
It's
counterintuitive
operations
would
improve
if
we
were
to
provide
stop
control
on
the
minor
street
approaches
of
Saddle
Ridge,
the
south
leg
of
which
is
a
local
Road.
The
north
leg
is
a
collector,
whereas
Joshua
is
a
collector
throughout
thee
through
the
intersection
on
both
legs,
so
flipping.
P
There
are
a
couple
of
always
well
there's
one
always
stop
immediately
to
the
west
of
this
location,
and
then
there
is
another
intersection
of
Spring
Valley,
which
is
about
145
meters
to
the
east
of
this
location.
There
is
more
traffic
actually
coming
through
that
intersection
and
at
some
point
that
is
likely
to
meet
warrants
for
always
stop,
but
will
be
limited
in
our
ability
to
implement
that
at
that
location,
the
higher
volume'
location
in
the
future,
if
we
retain
cement
and
always
stop
at
this
location,
where
warrants
are
not
met.
N
N
But
it
sees
it
like,
like
the
process,
calls
for
a
four-way
stop
to
be
in
there
for
a
specific
amount
of
time,
and
then
it
becomes
the
reverse
to
a
stop
right.
So
I
think
my
issue
with
the
my
issue.
I
have
with
that
in
my
community.
Was
that
that's
almost
even
more
confusing
is
that
to
the
community.
You
have
a
two-way
stop,
then
you
put
in
a
four-way
stop
and
then
it's
a
reverse.
Two-Way
stop
I!
Just
it's
a
it's
a
quirky
process
that
I
I
avoided.
N
By
doing
this
same
thing,
I,
don't
think
I,
don't
know
sure
the
traffic
volumes
are
the
same
and
what
mine
was
very
contained.
I
was
at
the
end
of
the
island
ematic,
but
it's
like
I
said
it's
a
bit
of
a
quirky
sort
of
process
to
create
a
four-way
stop
in
a
community
and
then
to
then
pull
two
stop
signs
out
and
have
it
reversed
I'll
support.
The
report
is
that.
P
So
yes,
there
there's
that
process
I
believe
it's
a
month
long
that
we
keep
the
signs
out
so
that
people
are
aware
of
it
in
advance
of
the
change.
We
won't
just
pull
them
out
and
then
people
won't
be
aware
of
it.
That's
the
main
concern,
but
there
is
an
established
process
through
the
Ontario
traffic
manual
that
we
would
follow.
We.
P
P
P
A
There
any
other
questions
I
just
have
a
quick
follow-up
based
on
what
what
councillor
Dean's
was
asking
about.
So
if
this
got
approved
and
went
in
there
and
then
the
intersection
where
you
think
a
four-way
is,
is
going
to
meet
warrants
sooner,
how
difficult
would
it
be
for
you,
then,
and
what
would
the
process
be
to
remove
the
four-way
that
make
after
this
vote
and
put
in
the
other
one.
A
I'm
saying
it
all
that
you've
indicated
that
that
there
are
two
intersections
right
now,
one
withers
four-way
one
where
you
think
there's
going
to
be
a
need
for
a
four-way
in
the
not-too-distant
future
that
the
numbers
are
closer
but
because
of
the
though
the
putting
it
in
you
have
don't
have
enough.
Space
got
145
where
you
need
250
is
through
a
process
to
pull
out
the
one
that
we
may
approve
today
and
put
in
the
one
where
you
think
it's
going
to
be
necessary,
and
if
so,
what
is
that
process?
There's.
P
P
P
D
D
Yeah,
thank
you.
This
is
yeah.
This
is
not
cut
and
dry
and
you
know
we've.
We
have
already
gone
down
the
slope
and
I'm
not
going
to
bring
that
back
up
in
terms
of
it.
The
four-way
stops
but
I
do
you
know
if,
if
we're
looking
at
a
case
where
there's
there's
like
where
they
the
warrants
will
be
mad,
therefore
there
really
is
a
safety
issue.
You
know
just
over
100
meters
away
and
we
just
don't
I,
don't
have
I,
don't
have
enough
information
today,
there's
too
much
coming
back
at
this
point.
D
I
think
I
would
dissent,
because
I
don't
have
the
information
that
that
we
need
to
to
make
the
decision
so
I'm
going
to
suggest
that
we
maybe
defer
this
till
the
next
Transportation
Committee
and
come
back
with
the
information
that
was
was
asked
of
staff
know
if
that's
open
to
the
councillor.
It
certainly.
A
F
There
are
issues
that
we
were
not
resolving
that
are
coming
back
to
us,
a
translation
committee
and
that
we
as
a
city
end
up
paying.
For
so
you
know,
I'm,
not
on
Planning
Committee
I,
see
mr.
Rhodes's
here
and
I
know
that
some
of
the
members
of
committee
are
sitting
on
planning
committee.
We
have
to
put
a
serious
consideration
that
some
of
the
measures
that
we're
putting
in
out
of
our
$40,000
a
year,
traffic
calming
and
others
are
because
of
poor
transportation
planning
design
off
the
initial
process.
F
So
it's
a
red
flag
that,
as
we
review
it
for
next
term,
there's
a
there's,
a
planning
approval
arm
that
needs
to
factor
into
this
and
then
there's
the
warrant
system
which
generally
works
but
doesn't
work
in
local
situations.
So
I
I
would
be
much
more
comfortable
in
giving
staff
in
the
counselor's
office
the
authority
to
go
in
and
work
it
out,
because
I
answered
that
this
unfairly.
A
F
So
I
would
oppose
that,
let
just
to
clarify
I'd
like
to
clarify.
If,
if
we
are
comfortable
with
today's
vote,
do
we
give
the
authority
to
staff
and
and
and
the
community
and
counselors
to
go
and
implement
something
that
works
for
that
community?
I?
Don't
want
to
see
it
back
on
the
floor
committee
I
think
it
is
for
that
community
and
staff
to
resolve
it's
on
the
fourth
committee,
because
we
put
the
handcuffs
on
ones,
I'd
love
to
find
an
alternative
so
that
that
community
could
work
through
that.
That
issue.
F
A
M
A
With
this
in
this
item
are
similar
items
to
this
in
every
community.
That
I'm,
aware
of
is
the
issue
of
the
warrants,
which
is
a
different
discussion
than
today
today.
We're
talking
about
this
particular
item
as
much
as
I
I
want
to
have
all
the
information
as
custom
McKenney
mentioned,
to
make
that
decision
going
forward.
Tsommo
are
well
supported.
A
It's
a
shame
that
the
mr.
Marconi
had
to
had
to
leave
the
meeting
early,
because
we
need
to
continue
to
have
that
that
discussion
around
once
and
of
course,
he's
he's
in
charge
of
the
whole
transportation
group.
So
I
will
commit
to
have
passing
on
to
him.
The
discussion
that
we're
having
here
today
about
that
and
see
where
we're
going
with
that
and
counsel
Matt
I
think
wants
to
speak
to
default.
I.
O
M
Will
support,
defer,
I
wouldn't
have
I
was
good.
My
first
column
when
this
came
up
was
why
would
I
suddenly
choose
to
draw
a
line
in
the
sand
here
and
say
I'm
going
to
vote
against
this
one
when
I
voted
against
all
the
others
that
have
come
in
front
of
us,
even
though
we
quote
shouldn't
have,
and
we
do
have
to
have
a
more
fundamental
review
of
why
why
we
do
that?
But
what
came
up
in
this
discussion
was
the
issues
around.
M
It
could
I
understand
why
the
community
community
association
award
councillor
are
in
favor
of
it,
but
what
I
don't
know
is
I.
Don't
fully
understand
is
what
is
this
going
to
prevent
in
the
future
of
making
that
switch
to
an
intersection
where
it
would
be
more
important
and
possibly
increase
safety
even
more?
It
just
seems
to
me
that
a
situation
that's
existed
for
a
long
time.
The
extra
weeks
to
understand
it
better
and
have
mr.
Mahoney's
feedback
as
well
would
would
serve
us
serve
us.
Well,
it's
not
a
vote
against,
as
is
saying
I
really.
L
N
A
N
N
Reason
the
reason
why
I
wouldn't
support
the
per
leg
and
to
the
point
I
was
going
to
make
is
that
in
the
situation
I
mentioned
and
not
that
I'm
the
be-all
end-all
on
always
stop
control
process.
But
in
our
case
we
had
two
side
by
side.
We
had
it,
we
had
a
three-way
stop
and
we
had
the
two-way
stop.
The
community
wanted
a
four-way
stop
at
this
other
spot.
What
we
did
was
we
convinced
we
were
at
the
community
to
get
support
for
removal
of
the
three-way
stop
and
then
the
creation
of
the
four-way
stop.
N
Because
of
the
compliance
issues,
the
community
was
aware
that
the
three-way
stop
was
was
less
than
there
was
no
no
compliance
at
virtually.
So
the
adding
of
a
four-way
stop
was
just
going
to
reduce
that
compliance.
So
the
support
was
there
to
to
remove
the
always
thought
control
at
one
intersection
in
favor
of
another,
because
it
was
going
to
make
the
entire
situation
safer.
N
Having
two
side-by-side
was
going
to
be
less
safe
because
of
the
compliance,
and
we
have
the
data
to
prove
that
I
think
what
I
would
suggest,
instead
of
deferring,
is
I
would
direct
staff
to
when
that
time
comes
when
you're
coming
to
a
point
where
you're
going
to
be
looking
at,
they
always
stop
control.
On
the
other
intersection,
you
work
with
the
counsel's
office.
M
A
Yes,
if
we
go
down
that
road,
in
other
words,
we
put
it
in
and
then
we
decide,
we
have
to
take
it
out,
because
the
other
intersection
reaches
warrants,
as
you
believe
it
will,
and
perhaps
we
could
do
that
by
way
of
a
motion
to
all
committee
members
before
the
next.
The
next
count
next
committee
meeting
so
we'll
have
the
information
in
front
of
us
councillor.
Dean's
well.
Q
This
might
be
just
taking
a
bit
too
far,
but
good.
Where
could
we
also
ask
you
to
comment
on?
Would
there
be
a
better
long-term
solution
for
those
two
intersections,
like
maybe
making
one
giant
traffic
circle
to
incorporate
both
or
even
a
figure-eight
traffic
circle
that
would
deal
with
it,
because
it
might
be
that
there
is
a
better
solution
than
those
stop
controls.
A
So
perhaps
as
a
compromise,
the
memo
can
either
say
outside
the
scope
of
what
we're
able
to
achieve,
or
you
know
two
to
Council
Dean's
point:
here's
a
suggestion.
It's
at
work
for
the
next
meeting,
okay,
so
on
deferral,
then
we
need
everybody
in
their
seat.
For
the
vote.
Councilor
council
free
we're
going
to
vote
on
deferral
and
since
we've
had
a
mixed
opinion,
I
guess
we
should
do
what
we
should
do.
Yeas
and
nays.
N
A
A
A
One
takes
immediate
steps
to
expedite
the
response
process
for
Part
two
orders
or
bump
up
requests
as
part
of
the
section
61
review
to
improve
MCE
a
process
times
reduce
costs
and
to
support
changes
to
better
integrate
and
harmonize
MCE,
a
process
with
processes
defined
under
the
Planning
Act
and
three
amends
the
scope
of
MC
EA
reports
and
studies
to
reduce
duplication
with
existing
public
processes
and
decisions
made
under
municipal
official
plans.
Provincial
legislation
understand
mr.
A
D
Thank
You
chair
I
have
two
they're
short,
so
the
first
is:
can
staff
provide
a
plan
to
facilitate
pedestrian
safety
and
comfort
at
intersections
next
to
all
of
our
new
LRT
stations?
And
you
know
that
could
include
advanced
pedestrian
signals
but
I'm
looking
for
for
all
measures
that
will
make
pedestrian
movements
at
those
intersections
safer.
D
Q
You
as
a
result
of
federal
regulatory
changes
to
the
type
of
paint
allowed
on
our
roadways.
Concerns
have
been
raised
about
the
quality
of
pavement
markings
across
the
city.
Many
residents
have
noted
that
line
markings
are
fading
much
more
quickly
and
staff
are
unable
to
keep
up
with
service
requests
for
repainting
understanding
that
we
are
required
to
use
low,
VOCs
paint
for
regulatory
compliance.
What
measures
have
staff
considered
to
address
this
situation
in
particular?
Q
Are
we
tracking
the
impact
of
the
new
requirements
on
our
operations
and
budgets
have
stopped
down
a
cost
analysis
of
painting
more
frequently
or
switching
to
a
more
durable
product?
How
many
complaints
requests
have
staff
received
on
the
quality
of
line
painting
in
the
city?
Have
any
additional
funds
being
allocated
in
recent
budgets
to
address
this
issue
as
well?
The
safety
of
our
residents
is
paramount
and
we
need
to
ensure
that
our
roadways
are
safe.
Q
Could
staff
please
outline
of
any
safety
concerns
have
been
identified
as
a
result
of
fading
pavement
markings
and
are
there
any
liability
issues
for
the
City
of
Ottawa?
Finally?
Could
staff
please
provide
a
breakdown
of
what
would
be
required,
as
well
as
the
impact
to
the
roads
operations
budget
if
we
were
to
increase
the
frequency
of
refreshing
all
of
our
pavement
markings.