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From YouTube: Transportation Committee – April 6, 2016
Description
Transportation Committee meeting – April 6, 2016 – Audio Stream
Agenda and background materials can be found at http://www.ottawa.ca/agendas.
A
Good
morning
I'd
like
to
welcome
everybody
to
the
Transportation
Committee
meeting,
we
have
qualms
in
the
room,
so
we'll
we'll
go
through
the
agenda
to
start
we
have
received
no
regrets,
though
my
understanding
is
councillor.
Marik
may
be
a
few
minutes
late,
no
declarations
of
interest.
Can
you
confirm
the
minutes
of
March,
the
2nd
2016?
A
Can
we
receive
that
you?
Thank
you.
Next
is
the
Lansdowne
transportation,
monitoring,
Operations,
Committee
or
LT
mock
2015
update
and
we
have
some
presentations
both
from
staff
and
a
sake
and
I.
Believe
you
have
some
delegations
on
that
as
well,
so
we'll
hold
that
item
number
3
is
saleable
of
our
transit
intersection
improvements,
environmental
assessment
study,
recommendations.
A
Carried
thank
you
number
4
is
status,
update,
Transportation,
Committee
inquires
and
motions
for
trade,
ending
the
24th
of
March
2016.
Can
we
receive
that
report
received?
Thank
you
and
then
we
have
a
notice
of
motion
of
which
notices
previously
given
the
councillor
mishchenko,
which
is
a
request.
In
effect
for
of
you,
can
check
congestion,
pricing
tools
with
quite
a
number
of
delegations
to
speak
to
that
matter.
So
we
will
hold
that
so
we'll
go
back
to
the
beginning,
then,
and
the
first
time.
A
He
is
the
Lansdowne
transportation
monitoring,
Operations
Committee
LT,
mark
2015
update,
and
we
have
two
presentations,
one
from
staff
with
Phil
Landry
and
then
one
with
osage
Phil.
Is
this
going
to
be
a
combined
combined
presentation?
Okay,
so
Hasan
will
be
presenting
on
behalf
of
Osage
and
then
we
will
go
to
the
public
delegations
good
morning.
B
Acharya
and
community
members,
so
I'm
pleased
to
be
here
today
to
provide
an
update
on
the
25th
work
we
did
in
2015
with
the
lands
on
transportation
monitoring
operations
committee
with
me
here
today,
as
well
as
the
San
Martin
from
Osage
and
he'll,
provide
more
details
in
terms
of
the
TDM
and
issues
that
we're
done
on
sane
I
have
King
Pro
here,
who's,
helping
us
with
the
presentation
as
well,
so
in
terms
of
an
overview.
So
I'll
talk
a
bit
about
what
Lansdowne
transportation
operations
monitoring
community
is
about
some
of
the
data
collection.
B
We
did
in
2015
also
the
outcomes
of
the
large-scale
events
that
occurred
and
as
well
as
smaller
scale
events
at
the
8th
operations,
along
with
our
work
plan
for
2016.
So
just
a
bit
of
history
on
what
we
call
Delta
MOC.
It
was
established
by
the
city,
auto
Council,
to
oversee
the
implementation
of
the
overall
transportation
monitoring
plan
for
Lansdowne
Park.
B
The
committee
was
struck
in
March
of
2014
and
it
facilitates
open
discussion
enabling
the
information
sharing
between
the
city
oh
say:
can
the
community
it
provides
for
continuing
a
feedback
mobility
to
share
transportation,
monitoring
findings
with
community
associations
and
why
our
stakeholder
audiences
focuses
on
events
as
well
as
day-to-day
activities
at
Lansdowne
Park.
So
this
community
ensures
that
the
City
of
Ottawa,
no
sake
can
use
to
work
collaboratively
with
local
communities
and
key
stakeholders,
including
us
Kappa
coefficient
on
Landsdowne
transportation
issues.
B
We
had
the
bleep
association
with
Ottawa
Southam
old
Ottawa
East,
the
Glee
BIA,
as
well
as
the
NCC
representative
on
the
committee
in
2015.
We
also
held
six
meetings
to
review
the
information
in
terms
of
data
collection,
to
ensure
the
ongoing
success
of
the
monitoring
program
and
successful
adjustments.
We
have
to
have
an
accurate
up
state
transportation
data
that
has
to
be
available
so
that
continued
data
collection
efforts
by
Public
Works
staff
provide
the
community
with
this
necessary
information.
B
B
We
also
complete
a
total
of
23
parking
studies
19
in
the
overall
area,
as
well
as
we
did
for
specific
West's
of
Bank
and
I'll
get
into
that
in
a
in
a
few
slides
on
why
we
had
to
do
that,
and
this
translated
was
about
69
total
hours
of
parking
studies
for
the
for
the
area.
So
in
2016
we
also
plan
to
undertake
traffic
counts
in
parking
studies
as
well.
We'll
do
two
red
block
games,
fury
FC
games,
one
auto
67
games
and
for
day-to-day
operations
discounts.
B
So
in
terms
of
large-scale
events,
what
we
found
was
a
continuation.
What
we
saw
in
2014,
one
of
the
things
we
were
able
to
accomplish
last
year,
was,
in
terms
of
the
city,
no
save
coming
to
agree
with
the
NCC
to
use
the
QED
for
shuttle
buses
until
the
end
of
the
29th
2019
season.
So
this
was
a
big
big
thing
to
do
to
ensure
that
we
had
a
continued
successful
transportation
plan.
So
what
we
saw
was
over
fifty
percent
of
attendees
took
ultimate
modes
of
transportation
to
get
to
red
light
schemes.
B
We
continue
to
see
the
efficient,
effective
bus
service
resulting
to
continued
high
ridership.
Again
less
traffic
was
generated
within
the
neighborhood
and
we
would
see
back
when
the
Renegades
and
Rough
Riders
played.
We
also
saw
a
similar
sized
vehicles
and
speeds
on
the
QED
compared
to
day-to-day
operations,
and
we
continue
to
get
positive
feedback
from
the
community
on
and
also
folks
that
were
attending
the
redblacks
games
on
the
transportation
plan
in
terms
of
the
smaller
scale
events.
So
those
are
the
67
s
and
fury
games.
B
What
we
saw
was
minimal
impacts
and
a
strong
community
during
these
events,
I
think
one
thing
to
note
those.
We
also
saw
that
the
target
transit
mobile
share,
which
had
been
around
10%
as
planned
when
the
studies
were
being
done,
was
exceeded
and
is
at
around
25%.
So
a
quarter
of
the
people
that
are
attending
these
events
are
using
transit,
which
is
a
great
thing
in
terms
of
day-to-day
operations.
We've
seen
some
some
concerns
that
have
continually
continued
work
on
now.
B
One
is
increased,
parking
violation
or
residential
streets
adjacent
a
TV
place
and,
more
specifically,
we
see
some
challenges
west
of
Bank,
Street
sort
of
behind
the
cube
Center,
where
the
parking
realization
is
is
hard
to
find
for
people.
We
also
have
cycling
and
pedestrian
safety
issues
along
Bank,
Street
Bridge
and
at
intersections
closest
to
the
bridge,
as
well
as
safer,
duster
and
crossings
on
QED
acuity
place.
Those
ten
people
from
the
park
over
to
the
the
canal.
B
So
some
of
the
things
that
we're
doing
to
try
to
reduce
those
things
is
Oh
sakes
in
this
union
or
Lansdale
parking
facility
weights
and
parking
pass
opportunities
to
encourage
people
to
use
their
facilities.
We've
also
partnered
with
the
NCC
to
undertake
a
study
in
terms
of
pedestrian
crossings
across
the
QED,
to
come
up
with
some
ideas
on
trying
to
improve
that.
B
We've
also
support
measures
to
help
a
linear
park
realization,
during
both
day
to
day
and
special
events
in
the
areas
surrounding
lands
down,
such
as
undertaking
additional
parking,
ization
studies
to
feel
exactly
where
the
issues
are
and
then
come
up
with
some
plans
to
try
to
mitigate
those
things.
We
also
implemented
contraflow
bike
lanes
on
Homewood
as
part
of
the
Greve
neighborhood
ii
plants
that
assisted
with
some
of
the
issues
we
saw
and
on
Homewood,
especially
during
construction.
B
When
we
saw
people,
especially
you,
people
who
Lulu
parking
so
we've
been
able
to
clean
that
up,
and
we've
also
supported
initiatives
to
enhance
cycling
and
pedestrian
safety
across
the
Bank
Street
Bridge.
We
installed
the
super
shows
and
did
some
studies
to
try
to
see
the
effect
of
those
things.
So
we
continue
to
work
laterally
with
all
stakeholders
through
the
through
this
process
and
coming
up
with
solutions
to
deal
with
with
the
issues.
B
A
work
plan
is
to
continue
to
with
the
traffic
data
collection.
As
noted
earlier,
we
we've
got
a
plan
to
to
collect
the
data
to
look
at
before
and
after
to
see
the
impacts
of.
What's
going
on
as
a
result
of
lines
down,
a
focus
again
is
mantra
more
the
day-to-day
operations,
I
think
there's
an
agreement
by
all
at
the
the
large
event.
Type
is
running
well
and
we're
going
to
continue
to
work
on
those
things
as
we
move
forward
and
again
reviewing
assessing
and
the
neighborhood
impacts
that
occur.
B
So
anything
new
that
we
haven't
seen
in
the
past
will
deal
with
those
things,
as
well
as
dealing
with
the
ongoing
things.
So
we'll
continue
with
clarity
with
all
stakeholders
to
achieve
the
TDM
plans
goals
and
to
meet
residents
needs
through
compromise
innovation
and
ongoing
communications,
and
so
with
this
I'm,
going
to
pass
it
over
to
Hasan.
Who
can
provide
his
report
on
the.
C
C
The
utility
our
target
set
for
large
state
events
were
adjusted
in
2015
to
match.
The
more
shows
realized.
The
previous
year
emphasis
continued
to
be
placed
on
the
proportion
of
transit
in
shuttles,
as
well
as
cycling
and
walking.
The
combined
metal
share
target
for
sustainable
modes
of
transportation
was
six
to
eighty
percent.
A
large
segment
of
the
small
model
people
share,
fifty
six
percent
to
be
exact,
was
set
for
transit
and
shuttle
services.
C
The
2015
year
shares
were
consistent
across
all
major
stealing
events,
with
a
combined
average
transit
and
shuttle
Miller
share
of
44
percent,
the
tracer
and
the
transit.
More
shows
targets
were
achieved
for
the
2015
FIFA
Women's
World
Cup
in
our
box,
with
35
percent
of
identities
using
or
z-transform
or
SDR
service.
The
ac/dc
concert
had
the
largest
transit
ridership
level
today,
with
over
11,000
transit
passengers.
Almost
a
transponder
steering.
C
This
success
was
possible
through
the
2015
TDI
marketing
campaign,
which
continued
to
feature
the
three
key
brands
developed
in
2014.
This
included
the
parking
shuttle
being
designed
to
promote
offset
parking
shuttle
service,
including
OC,
Transpo,
STL
parking
lot
locations,
the
tape,
transit
brand,
which
promoted
or
their
transit
service,
and
the
band
which
were
major
events.
C
In
addition
to
direct
communications,
ticket
holders,
also
directly
with
the
City
of
Ottawa,
was
the
transplant,
as
well
as
event,
organizers
and
promoters
to
provide
information
on
sustainable
modes
of
transportation.
An
example
of
this
is
featured
in
the
slide
in
advance
of
the
new
fourth
Def
Leppard
concert
at
any
place
or
support
directly
with
the
event
promoter
to
send
up
team
specific
messaging
using
the
official
Def
Leppard
social
media
accounts.
C
C
C
C
C
C
C
C
Conclusions
2015
program
outside
parking
facilities
for
major
events.
She
didn't
account
for
a
20%
metal
show
with
approximately
2,000
spaces,
provided
service
in
2016
will
be
provided
from
two
key
locations
most
ants
at
home.
In
order
to
address
the
rise
in
third-party
transportation
modes
such
as
ride-sharing
buses
zones
will
be
explored
conservation.
A
Thank
you
very
much
for
the
presentation,
I'm
going
to
ask
questions
for
you
until
I
know
they
say,
give
you're,
not
staff,
but
if
we
could
treat
you
as
such
this
morning
and
hold
questions
for
staff
in
a
generic
sense
until
after
we
fail
from
public
delegations
before
that
there
and
I've
wanted
to
do
this
ever
since
seven
Solomon
came
to
that
came
to
town
at
breaking
those,
and
we
just
got
an
update
on
the
snow
situation.
So
the
bulk
of
the
snow
is
going
to
get
the
city
around
p.m.
A
A
And
this
situation
very
very
much
a
positive.
There
were
a
lot
of
concerns
and
fears
around
the
impact
of
traffic
and
events
at
Lansdale,
Park
and
I
think
by
working
collectively
with
the
community
and
listening
to
the
community,
implementing
some
of
the
suggestions
that
they
had
either
seized.
City
staff
with
foresake,
who
has
worked
very
closely
with
the
Caminos
well
I
think
that
we
have
a
really
most,
if
not
all
those
fears
and
I
think
that's
a
direct
result
of
the
teamwork
from
all
the
stakeholders.
A
E
Well,
over
the
course
of
2015,
we
were
able
to
more
accurately
assess
that
impact
through
the
various
traffic
and
parking
monitoring
studies
that
were
conducted
by
city
staff
and
through
a
survey
of
residents
that
the
GCA
undertook
in
partnership
with
the
old
Ottawa
South
Community
Association
and
which
garnered
over
a
thousand
responses.
That's
approximately
10%
of
households
in
the
two
neighborhoods
and
closer
to
20%
of
those
living
within
the
immediate
vicinity
of
Lansdowne.
So
through
those
monitoring
activities,
we've
been
able
to
make
the
following
important
observations.
E
The
first
is
that
mostly
residents
are
active
users
of
the
new
land
stone
site
and
most
have
some
positive
views
towards
the
new
development.
Indeed,
less
than
10
percent
expressed
adamant
opposition
still
to
all
aspects
of
the
redeveloped
land.
Still
second,
outside
of
the
immediate
vicinity
of
land
stem,
mostly
residents
find
the
traffic
and
parking
impact
of
lands
down
manageable.
Bank
Street
continues
to
be
a
very
slow-moving
artery
and
an
unattractive
one
for
accessing
the
truck
the
Landstown
site.
But,
as
many
residents
commented
in
our
survey,
it's
always
been
bad.
E
E
However,
it's
always
in,
however,
within
the
immediate
vicinity
of
Lansdowne,
that's
two
to
three
blocks
to
the
north
and
west,
the
residents
surveyed
and
the
traffic
parking
studies
alike
point
to
some
real
challenges
caused
by
the
new
Lansdowne.
The
most
serious
of
those
is
the
illness
complete
loss
of
available
on
street
parking
to
residents
living
just
west
of
Lansdowne.
E
Indeed,
the
city's
data
and
residents
observations
suggest
that
a
higher
proportion
of
Red
Rock
fans
were
using
their
car
to
get
to
Lansdowne
in
2015
as
compared
to
2014,
and
many
more
are
parking
in
the
community
as
a
result.
And
finally-
and
this
was
someone
ant
is
anticipated
by
the
community
before
Lansdowne
opened,
the
interior
of
the
Lansdowne
site
is
much
less
pedestrian
and
cyclists
friendly
than
we
thought
it
would
be.
It
has
proven
to
have
a
very
car
centric
design,
which
is
quite
disappointing
for
a
centrally
located
destination
site
in
2016.
E
Now
the
GCA
of
course
comes
with
some
recommendations,
and
these
are
framed
with
thanks
that
thus
far,
the
city
has
in
fact
adopted
most
of
the
priority
recommendations:
the
green
community
fight,
while
Landstown
was
being
developed,
but
gosh.
It
takes
time,
patience
and
persistence.
So
without
introduction.
Here
are
the
recommendations
we
believe
you
will
be
eventually
implementing.
E
Third,
we
still
believe
the
city
needs
to
be
much
more
proactive
about
encouraging
use
of
transit
for
accessing
Lansdowne
on
a
day
to
day
basis.
Please
reconsider,
with
external
sponsorship,
hour-long
vlog
idea
of
a
free
fare
zone
on
part
of
Bank
Street
to
encourage
Lansdowne
and
Bank
Street
shoppers
to
get
out
of
their
car
and
into
the
bus
and
by
all
means.
Please
plan
for
some
sort
of
quick
and
efficient
shuttle
mechanism
to
connect
Lansdowne
to
the
new,
our
T
Network,
and
that
doesn't
mean
Bank
Street.
E
Perhaps
it
means
the
q8
QED
in
cooperation
with
the
NCC
and
finally,
please
rethink
the
way
the
interior
2
of
the
land
stem
site
is
used,
particularly
on
weekends
and
throughout
the
summer,
to
make
it
much
more
pedestrian
and
cyclist,
friendly
and
safe
doing
so,
we
believe
will
not
only
improve
the
site
from
a
traffic
safety
perspective.
It
will
make
it
a
much
more
vibrant
and
commercially
successful
venue.
Thank
you
always
for
your
time
and
your
efforts
to
improve
our
city.
Thank.
A
F
F
So
we
endorse
those
strongly
the
recommendation
to
fix
the
peg
Street
bridge
once
and
for
all
from
down
to
Elmer.
This
is
still
not
a
strip
that
is
pedestrian
or
cyclist
friendly,
and
the
increase
in
traffic
has
been
quite
dramatic
and
I'm,
not
talking
so
much
about
the
major
events
I'm
talking
about
the
day-to-day.
The
major
events
are
really
very
well
managed
and
although
they
pleased
the
day
today
continues
to
be
a
problem,
it
affects
how
we
enjoy
our
community.
So
your
consideration
to
this
appreciated.
F
A
A
G
Without
seriousness,
then
that
the
key
ones
that
have
been
points
that
have
been
raised
here
about
the
safety
of
that
section
between
Elmer
Avenue
and
Homewood
Avenue,
to
stretch,
if
you
will
over
the
bridge
down
in
front
of
Lansdowne
and
I,
would
differ
slightly
with.
Perhaps
what
the
community
presenters
have
said.
It's
not.
The
statistics
show
that
there
hasn't
really
been
an
increase
in
volume,
but
most
important
is.
G
G
Continues
to
be
a
problem,
so
I'm
wondering
I'll
start
with
once
and
so
three
questions
I
want
them
all
at
once.
What
further
steps
can
we
be
taking
to
look
at
calming
that
section
of
peak,
because
the
problem
isn't
during
peak
during
peak
it's
fairly
congested
and
speed?
Isn't
a
problem.
It's
the
off-peak
high
speed
times.
G
B
Chair
there's
a
challenge
on
that
bridge
just
because
of
the
fact
of
the
the
narrows
of
the
lanes.
The
fact
that
we,
some
years
ago
we
weren't
able
to
put
cycling
facilities.
The
sidewalks
would
be
nice
if
they're
a
little
wider
too
because
of
the
number
of
people,
so
also
the
fact
that
you
know
there's
still
traffic
that
needs
to
to
move
through
that
corridor.
B
We've
talked
about
potentially
putting
a
speed
board
up
to
provide
an
awareness
to
people
that
speak
because
you
know
for
the
most
part,
people,
and
we
see
that
north
of
the
bridge,
as
well
as
south,
where
there's
parking
and
the
businesses
and
roads
and
homes
or
businesses
are
close
to
the
road.
It's
an
environment
where
you're
not
comfortable
driving
at
higher
speeds.
When
you
get
to
the
bridge,
everything
opens
up
for
a
short
while
and
then
it
closes
down
so
I
think
the
speed
board
up
will
provide
an
awareness
to
people.
B
B
It
didn't
make
it
so
that
it's
it's
comfortable,
maybe
it's
less.
It
was
prior
to
when
we
put
those
things
there.
So
it's
just
probably
that
awareness
that
it's
a
street
and
a
road
that's
shared
well
and-
and
so
those
I've
been
the
speed
board.
I
think
is
probably
the
the
biggest
thing
that
just
provide
that
awareness
of
how
fast
people
are
going
and
the
speed
limit
along
that
corridor
is
40
kilometers
now
and
there
were
signs
there
to
indicate
that.
So
it's
just
my
thoughts
on
that
now.
G
I
know
what
the
speed
board,
because
in
fact,
I
have
a
thought:
I
was
putting
them
up
and
I'm
paying
for
it
out
of
my
budget,
so
I
know
those
will
be
going
up.
The
point
that
was
made
of
in
off-peak
time.
It's
a
two
lane
street
there's
parking
on
both
sides
until
you
get
pretty
much
for
the
Sunnyside
library
when
it
opens
up
the
floor
and
then
it
closes
back
down
to
two
again,
is
there
not
a
way
in
which
we
could
make
that
section?
G
Also
two
lane
at
times
where
we
don't
quote
that
extra
I
know
it
event
time?
We
absolutely
need
all
four
lanes,
because
the
curbside
Lane
is
where
all
those
buses
that
have
served
us
so
well
we'll
go
and
must
go
I'm.
Looking
for
the
ways
where
we
might
look
at
how
to
make
that
a
two
lane
street,
possibly
with
parking,
you
know
even
on
those
sides
to
calm
it
during
those
other
times,
I'm.
A
G
I'm
gonna
skip
the
item
two
because
I
know
we're
working
at
that
capacity.
Parking
supply
were
even
meeting
on
Friday
and
the
ongoing
work
in
that
area.
The
final
one
really
is
about
the
the
experience
on
the
site
itself
at
Lansdowne
that
the
expectation
all
of
the
images
were
much
more
pedestrian
priority,
and
yet
the
efforts
that
have
been
made
to
create
predictability
on
the
site.
If
you
are
aware,
the
pedestrians
supposed
to
be
where
the
car
is
supposed
to
be
have
ended
up,
I've
used
the
word
quarreling
I
might
even
say
organ
Street
heisting.
G
Is
a
very
large
surprise
created
a
surprisingly
small
space
for
pedestrians
now,
once
those
bollards
and
lines
have
all
gone
in
that
concerns
me,
and
it
continues
to
concern
you
since
it's
not
the
first
time.
I
said
this:
can
I
guess
I'm
treading,
particularly
to
do
to
assign
a
nose
egg
here
you've
got
some
plans
to
create
a
little
different
extra
space
close
to
the
birdie
pavilion.
But
are
you
open
to
experimenting
with
ways
to
reduce
the
car
presence
on
the
site
at
various
times
of
the
week?.
C
Think
you
can
just
on
a
lot
of
points.
We
do
close
down
portions
of
the
site
to
regular
traffic
when
we
have
a
constant
and
that's
the
biggest
example
that
comes
to
mind
is
the
assigned
a
farmers
market,
for
instance,
or
the
launch
of
lines
down
line.
We
had
some
programming
activities
happening
for
the
afternoon,
so
we
have
advanced
and
we
have
increased
less
to
your
levels
and
said
we
do
shrink
the
amount
of
space
for
cars
to
travel
on
does
come
in
handy.
C
We
have
events
and
it
allows
a
release
point
from
the
main
street
parking
garage
entrance
or
the
traffic
is
not
supplied
to
Bank
Street.
We
do
route
some
of
the
traffic
through
Marche,
which
is
the
east-west
to
the
north.
That
is
not
heavily
used
to
divert
some
of
the
traffic
inbound
traffic
could
be
a
QD
parking
garage
ramp
that
we
applied
in
October
2015,
subtle
enough
to
provide
just
the
right
amount
of
litigation
not
to
make
it
seem
like
a
conventional
road,
and
it
serves
the
purpose
of
really
growling
the
cars
as
aforesaid
pedestrians.
C
G
H
Because
my
question
is
actually
related
to
the
last
portion
of
the
discussion
around
events.
I
I
have
to
applaud
the
discussion
and
the
process
that
we
have,
especially
for
for
sporting
events
of
having
the
other
buses
I.
Think
it's
been
very
successful,
but
I
question
the
the
closure
of
we
say
we're
closing
a
section
and
the
farmers
market
zone
is,
you
know
it's
easier,
but
it
appears
as
the
closest
portion
to
Bank
Street
continues
to
remain
open
and
you
know
I
wasn't
part.
H
Obviously
this
is
the
discussions
of
the
committee,
but
defining
the
lines
putting
posts
and
that's
a
that's
a
two-edged
sword
right
because,
as
soon
as
you
start
defining
what
cars
should
be,
then
you
lose
kind
of
pedestrian
realm.
That's
that
that
it
was
meant
to
be
so
I'd
like
to
hear
from
you
and
it's
specific
to
the
report
on
the
draw
the
issues
around
drop-offs
and
the
management
of
that
and
how
we
might
expand.
The
no
cars
on
for
major
events
closer
to
to
the
Main
streets.
Do.
H
I
think
that
summarizes
very
well
but
I,
think
part
of
the
issue
is
before
the
closure,
so
there
might,
because
in
the
zone
before
the
closure
happens
and
what
I've
seen
you
know,
there
might
be
a
theoretical
approach.
That's
different,
but
a
practical
approach
is
that
the
car
is
still
in
that
pedestrian
zone
and
you
know
the
pedestrian,
the
the
driver
there's
an
awkwardness
to
it
as
the
event
unfolds.
So
you
know
I,
don't
know
how
we
can
clear
the
zone
before
we
start.
H
C
For
the
major
events
we
actually
put
on
on
street
parking
restrictions
at
the
parking
space
on
an
exhibition
of
Marshall
there
are
some
vehicles
are
continue
to
park
there.
For
you
know,
activations
are
going
on
site,
whether
it's
a
radio
station,
that's
providing
an
activation
on
the
site.
There
are
some
challenges,
but
there's
a
practical
aspect
of
still
allowing
trucks
and
deliveries
to
continue
to
take
place,
joined
in
advance,
an
event
whether
it's
to
support
the
event
or
support
some
of
the
local
businesses.
C
B
A
A
Thank
you.
So
the
the
next
item
on
the
list
is
item
number
five,
which
is
a
review
of
congestion
pricing
tools.
This
started
as
a
motion
and
so
I'm
going
to
have
counselor.
True
Shenko
just
introduced
the
motion
which
which
led
to
this
being
on
the
agenda
and
then
we'll
move
directly
into
the
delegations
of
which
I
think
at
this
point
we
have
ten.
A
G
You
very
much
yes,
this
did
originate
as
a
notice
of
motion
and
my
colleagues
have
had
plenty
of
time
to
look
both
of
the
original
notice
and
then
now
the
amendment
which
actually
has
streamlined.
There
is
only
one
recommendation
and
I
think
it's
really
important
I'm
not
going
to
go
through
this
and
the
warehouses
or
anything
else,
I
just
want
to
help
frame
the
intent,
because
I
think
that's
critical.
It's
really
easy
for
this
debate
to
go
off
the
rails
and
critique
something
that
potentially
isn't
there
or
isn't
intended
to
be
there.
G
So
for
you,
what
I
believe
is
there
and
what
I
am
actually
driving
at
where
this
came
from?
Quite
simply,
we
have
a
problem
with
congestion
in
parts
of
the
city
at
certain
times.
That's
not
new
to
Ottawa
it's
the
case.
In
most
big
cities,
even
medium-sized
cities,
there
are
various
tools
to
deal
with
congestion.
The
traditional
ways.
G
G
These
are
other
tools
that
cities
have
tried.
Some
have
worked
pretty
well,
some
West,
where
some
not
at
all.
My
intent
with
this
motion
is
that
when
we
do
our
next
transportation
master
planning
we're
asking
staff
to
tell
us
what
other
tools
exist
out
there
beyond
new
capacity,
so
that
we
at
that
point
can
decide.
Do
we
like
any
of
them?
We're
not
voting
on
today
is
do
I
want
a
toll.
Booth
do
I
like
these
things.
G
We're
simply
saying
tell
us
more
at
the
time
of
the
next
TMP,
so
that
we
can
accept,
reject,
accept
some
of
have
a
really
good
debate,
then
about
which
ones
we
do
or
don't
like.
But
if
we
don't
do
the
study,
we'll
just
have
a
status
quo,
which
is
at
the
moment
a
fair
bit
of
congestion
and
are
limited
to
a
box.
So
that's,
quite
simply
with
this
motion
is
asking
for.
Is
that
study
be
done
at
the
time
of
the
next
EMP
to
inform
us?
G
It
is
not
prejudging
if
we
would
use
any
of
those
or
which
we
would
use,
and
it's
absolutely
not
targeting
drivers
or
people
from
any
part
of
the
city,
because
congestion
affects
all
of
us.
In
fact,
you
could
argue
if
you
are
currently
a
driver
and
need
to
be
you're.
The
one
who's
hurt
the
most
by
congestion.
G
If
we
can
come
up
with
tools
to
reduce
congestion,
you'll
be
the
beneficiary,
you
might
choose
sometimes
to
pay
to
be
the
beneficiary
or
you
might
choose
to
shift
your
behavior
so
that
you
don't
have
to
pay
at
all,
because
you've
been
able
to
make
that
15
minute.
30
45
minute
change
in
the
time
of
your
have
your
use
of
a
certain
road.
So
you
don't
have
to
that's
enough
of
a
preamble,
but
I
felt
it
really
important
that
we
not
fall
into
the
possible
trap
of
this
is
about
targeting
certain
groups.
G
A
A
I
So
it's
clear
that
the
city
needs
more
money
to
repair
and
maintain
its
roads
this
time
of
year.
You
see
a
lot
of
potholes
and
if
you
drive
as
I
do
that
has
an
impact
on
all
of
our
private
automobiles,
and
there
have
been
studies
that
have
looked
at
the
state
of
Ottawa's
roads
and
it's
not
a
pretty
picture,
as
Dale
I
think
indicates
every
budget
year
time.
I
You
know
that
only
20
percent
of
Ottawa's
six
thousand
kilometres
of
roads
is
responsible
for
operating
and
maintaining
are
considered
to
being
good,
a
very
good
condition.
This
poor
state
of
the
roads
is
further
confirmed
by
the
2014
Ontario
municipal
bench
marking,
marking
initiatives,
infrastructure
report
card,
that's
a
mouthful,
but
it's
clearly
there's
a
problem.
Reason
number
two
is
that
Ottawa,
the
city
and
the
province
and
the
federal
government
have
all
committed
to
reducing
carbon
pollution.
I
The
transportation
alone
accounts
for
roughly
40%
of
Ottawa's
community
greenhouse
gas
emissions
and
given
Ottawa's
commitment
to
wanting
to
reduce
that,
surely
we
have
to
do
more
than
simply
build
better
public
transportation.
We
need
to
do
more
to
discourage
the
use
of
private
automobiles
as
much
as
possible.
I
happen
as
a
individual
to
live
in
Canada.
My
family
has
a
car
I
support,
road
user
fees
and
I
think
there
are
many
people
that
live
in
various
areas
of
the
city
that
do,
including
in
the
suburbs.
I
There
are
people
that
are
driving
on
the
roads
in
their
multi-ton
vehicles
that
are
damaging
that
infrastructure
and
it's
fair
and
reasonable
to
ask
that
they
help
pay
to
repair
and
maintain
that
infrastructure.
It's
also
as
we
discuss
this
important
issue,
important
that
we
recognize
the
need
to
provide
access
to
roads
to
those
that
happen
to
be
living
in
poverty.
I
So
there
are
strategies
that
have
been
outlined
by
the
Eco
fiscal
commission
of
Canada
in
a
report
from
November
2015
that
talked
about,
for
example,
the
issuing
of
credits
for
low-income
people
to
be
able
to
use
roads
that
might
be
priced
in
one
way
or
the
other,
and
another
important
thing
to
keep
in
mind
is
the
city.
I
understand
is
currently
engaged
in
a
important
conversation
separately
that
the
Transit
Commission
will
be
dealing
with
later
this
year
with
regard
to
how
to
pay
for
a
low
income
public
transit
pass.
I
Any
revenue
raised
from
bringing
in
some
type
of
congestion
pricing
could
be
used
to
help
make
transit
more
affordable,
such
as,
for
example,
creating
a
low
income.
Public
transit
pass
reason
number
three
why
we
would
support
Ottawa.
Moving
with
this
study
is
that
there
are
many
jurisdictions
that
have
proven
that
road
user
fees
work,
the
equal
fiscal
commission
report
from
November
2015
talks
about
Stockholm
London,
the
in
the
appleís
Milan
San
Diego,
San,
Francisco,
Miami,
Oregon
Singapore,
and
some
of
the
great
things
that
they've
been
able
to
accomplish
after
pricing
congestion
are
outlined.
I
Tolls
certainly
are
not
the
only
option,
there's
a
variety
of
other
things
that
are
outlined
on
that
second
bullet
point
that
could
be
brought
in
including
charging
people
based
on
the
vehicle
kilometers
traveled
by
bringing
in
a
fuel
tax
or
fees
based
on
the
type
of
vehicle
driven
or
the
weight
of
vehicle
Troon.
For
example,
there's
a
lot
of
community
support
reason:
number
five
for
the
city
to
study
this
issue,
as
outlined
here
and
mentioned
earlier.
I
Multiple
organizations
have
written
to
the
city
urging
the
city
to
simply
move
forward
with
studying
this
important
subject,
and
this
is
a
quote
from
a
global
male
editorial
that
you
have
in
that
handout.
That
I
gave
you
and
it
talks
about
the
absurd
position
that
Toronto
is
in
it's
moving
forward
with
a
study
on
on
road
user
fees,
but
it
is
as
a
position
that
many
cities
and
provinces
across
Canada
share
in
that.
I
I
Ottawa
has
a
stated
policy
position
in
that
it
wants
to
encourage
people
to
ride
public
transit,
but
it
charges
people
every
time
they
get
on
the
bus,
and
it
has
another
stated
policy
position
that
says
it
wants
to
reduce
automobile
dependence,
but
there
are
no
user
fees,
so
there's
a
real
contradiction
that
needs
to
be
addressed.
I
hope
this
study
will
help
address
that
just
very
quickly
to
end
the
transportation
master
plan
that
the
City
of
Ottawa
passed
in
2013
has
very
high
level
support
for
this
type
of
a
city.
I
Proceeding
and
I'll
remind
you
all
that
when
the
preliminary
policy
proposals
were
brought
forward
related
to
the
transportation
master
plan
in
2013,
it
included
a
commitment
to
conduct
a
study
on
user
fees
for
roads,
and
they
were
hopeful
that
Ottawa
will
now
commit
to
doing
that
as
part
of
the
next
TMP
process.
Thank
you
thank.
A
J
Good
morning
Thank
You
counselor.
Let
me
speak
us
on
the
subject.
Sorry
I'm,
not
by
the
way,
within
the
healthy
transportation
coalition
on
the
number
of
the
board,
I'm,
also
an
independent
consultant,
but
I
don't
speak
on
behalf
of
the
coalition.
However,
as
you
see
in
Trevor's
presentation,
quite
a
few
members
of
that
coalition
in
support
of
this
motion.
J
J
On
domestic
bridges
can
be
used
as
a
form
of
congestion
fee,
and
that's
often
the
case
in
the
u.s.
there's
a
history
of
leaving
tolls
to
cover
construction
they're,
not
ongoing
maintenance
costs.
I
think
it's
a
very
important
point.
So,
when
the
study,
if
your
study
is
done,
it's
approved
I
said
you
need
to
look
at
very
closely.
You
need
to
cover
the
course
not
just.
J
But
actually
maintenance
cost
that's
what
this
really
refers
to
us
by
comparison
as
8,000
kilometers
of
total
roads
over
100
total
bridges,
mostly
for
angeles
city
course
and,
most
importantly,
it
eases
extensively
electronic
tolling
systems
to
reduce
congestion.
That's
an
important
point:
the
transportation
coalition.
You
can
see
it
up
there,
some
more
details,
experience.
J
Some
refer
to
which
make
it
possible
for
us
to
learn
from
others
experiences.
Our
situation
is
complicated
by
rapid,
suburban
expansion
and
the
lack
of
public
transit
alternatives.
This
is
a
key
point,
because
if
you
have
alternatives,
then
this
kind
of
congestion
see
is
much
more
successful.
That's
what
we're
of
experience
shows
so
as
we
develop
our
public
transit
system,
particularly
the
LRT
option,
using
that
system,
rather
than
paying
for
the
use
of
roads,
also
mentioned
our
problem
is
time
right.
J
J
A
D
J
D
Agree,
and
would
you
agree
that
the
reasons
for
the
ingestion
in
different
parts
of
the
city
and
at
different
spots,
even
within
those
smaller
parts,
would
be
completely
different?
The
reasons
may
be
different,
yes,
and
would
you
further
to
read
that
until
we
have
that
alternative,
such
as
Light
Rail,
going
out
to
the
edges
of
the
city
and
even
to
the
suburbs
that
congestion
fees
would
actually
be
more
harmful?
In
the
absence
of
an
alternative.
A
K
So
it
would
seem
based
on
that
stat,
that
building
new
roads
is
not
a
financially
sustainable
way
to
reduce
conduct
congestion,
in
fact,
if
it
actually
does
have
that
effect
on
the
city's
financial
situation
and
our
new
climate
change
commitments
demand
that
the
city
take
action
now,
looking
at
other
city
that
have
applied
world
big
toes
should
be
part
of
a
feasibility
study.
Of
course,
no
kinetic
urban
citizens
advocacy
would
isolate
to
see
affordable
bus
fares
considered
in
tandem
with
real
tolls.
K
K
L
Ecology
Ottawa
would
like
to
encourage
the
community
to
support
this
motion.
If
the
City
of
Ottawa
can
make
discover
tools,
they
will
make
these
so
that's
road
infrastructure,
more
efficient.
That
will
reduce
the
amount
of
glasses
that
we're
producing
it
will
encourage
people
to
use
public
transit.
It
will
make
investments
in
the
LRT
more
meaningful
and
it
will
encourage
people
to
use
bicycle
and
foot
accouting
where
they
can.
So
obviously
we
will
be
things.
L
We've
heard
that
the
mayor
is
not
interested
in
road
tolls,
but
this
motion
isn't
about
implementing
road
tolls.
It's
about
studying
what
the
options
are
and
as
councillor
mishchenko
introduced,
it
I
was
still
surprised
to
hear.
So
many
of
the
other
speakers
give
me
so
much
focus
to
that
particular
individual
possible
solution.
I
came
across
one
source.
The
claim
that
our
I
was
the
third
most
congested
city
in
Canada.
I,
don't
know
if
that's
true
or
not
would
agree
if
you
can
find
ways
to
reduce
congestion
and.
L
Things
to
mind
there
I
think
everyone
also
a
bit
feel
it
was
a
mistake
to
approach
the
next
transportation
master
plan
with
a
willful
disregard
for
what
other
tools
might
be
out
there.
That
will
help
reduce
congestion.
So
again,
here's
you
to
support
this
motion
because
you
need
to
know
what
your
options
are
and
I
think
it's
clear
at
the
moment.
L
You
don't
know
exactly
what
the
options
are
and
something
that
jumped
out
at
me
and
the
planning
for
this
presentation
was
a
report
that
came
to
this
committee
in
March,
which
included
in
it
a
statement
that
legal
commentators
observe
that
provincial
government
generally
does
not
expect
existing
highways
to
be
allowed
to
become
toll
highways,
end
quote,
and
yet
in
December
the
province
has
a
web
page
that
went
up
which
says
the
qw
will
be
as
a
private
having
high
up
MCI
occupancy
toll
Lane
go
on
it.
So
clearly
the
understanding
isn't
complete
before
I
go.
L
I
should
also
say
that
I
attended
of
the
Chaplin
Community,
Association
and
unprompted
by
me.
They
decided
that
they
also
thought
this
committee
should
support
the
motion
and
asked
me
to
bring
that
message
to
you
and
I
believe
you
also
got
in
detail
argument
from
writing
from
Dorsey
of
that
Association.
Thank
you.
L
M
A
K
Good
morning
councillors
I'm
here
representing
the
environmental
stewardship
Advisory
Committee
Esat
supports
councilor
anchors
motion
for
staff
to
review
congestion
pricing
tools
in
conjunction
with
the
next
review
of
the
transportation
master
plan
as
a
means
of
reducing
urban
congestion
and
encouraging
a
modal
shift
away
from
private
vehicle
use,
as
well
as
meeting
the
increased
cost
of
maintaining
city
roads.
Esat
believes
this
study
would
be
an
important
part
of
the
transportation
master
plan.
K
Congestion
has
an
enormous
economic
and
health
care
costs.
Reduction
of
traffic
related
air
pollution
would
improve
the
health
of
other
ones
and
moderate.
The
risk
of
asthma,
particularly
in
young
and
old
3,
encouraging
residents
to
commute
by
public
transit
or
active
transportation,
would
reduce
many
health
problems
such
as
obesity,
heart
disease
and
diabetes
for
reduction
of
greenhouse
gas
emissions
by
native
will
mitigate
climate
change.
Five
provide
the
city
with
tours
for
a
droite
to
meet
its
targeted
reduction
of
greenhouse
gas
emissions.
K
K
K
The
existing
debate
about
the
cost
of
traffic
congestion
in
Canadian
cities
has
permitted
to
estimating
the
value
of
time
sitting
in
traffic
which,
for
the
Greater
Toronto
Hamilton
area,
is
six
billion
dollars
per
year.
Transport
Canada
in
2006
calculated
these
costs
to
be
200
million
per
year
for
Ottawa
gap.
Now
the
CD
Howe
Institute
reports
that
including
economic
externalities
would
add
an
additional
1.5
billion
to
5
billion
per
year
in
the
GTHA.
K
If
you
applied
this
analysis
to
Ottawa
that
Mill,
it
result
in
additional
50
to
160
million
dollars
per
year
or
up
to
a
total
maximum
of
360
million
dollars
per
year.
Government
costs
governments
across
Canada
have
not
been
accounting
for
the
full
costs
and
benefits
of
infrastructure
investments.
The
evidence
from
around
the
world
and
Canada
makes
clear
the
access
to
economic
activity
results
in
people
earning
a
higher
income.
When
congestion
stifles
those
relationships,
it
threatens
the
essence.
K
Good
first
step
to
putting
excess
congestion,
an
online
survey
for
Canada's
eco
fiscal
commission
was
carried
out
by
abacus
survey,
2000
people
from
Toronto,
Montreal,
Calgary
and
Vancouver
in
July
of
20
2015
across
Canada's,
four
largest
urban
markets.
Majorities
of
those
surveyed
said
the
very
fine
traffic
is
a
problem
affecting
their
ability
to
get
around.
K
Conditions
that
would
increase
support
for
congestion,
pricing
or
if
it
resulted
in
better
or
less
expensive
transit
if
it's
shorten
commute
time
and
if
it
helped
and
not
hurt
the
economy.
In
conclusion,
you
sack
recommends
the
Transportation
Committee
approved
counselor
to
Shanker's
motion
because
of
the
economic
benefits
of
reducing
congestion,
as
well
as
improving
that
has
a
quality
of
life.
Thank
you.
Thank.
A
N
Thank
you
very
much.
The
image
is
an
example
of
congestion
up
close
and
personal,
showing
the
inequitable
demands
made
on
our
space,
with
the
driver
alone
in
a
large
vehicle,
and
then
the
people
crushed
into
a
bus
or
on
the
bicycle
lane
or
bus
shelter.
Next
to
it,
I
am
more
an
activist
and
writer.
I
am
a
board
member
of
Ottawa
and
I
think
these
views
do
coincide
with
Walker's
as
well.
N
My
main
premises
that
I
believe
and
have
worked
for
some
years
that
Ottawa,
like
most
cities,
simply
has
a
car
population
problem.
We
focus
too
much
on
the
the
the
commute
to
work
and
forget
about
the
fact
that
we
have
so
many
cars
owned
by
individuals
who,
obviously
because
of
the
investment
in
them,
will
feel
the
need
to
use
them
and
what
is
the
most
valuable
trip
to
a
household?
It
is
the
trip
to
work
in
to
school
that
could
daily
commute
city's
purpose.
N
N
This
is
not
the
kind
of
driving
you
see
depicted
in
automobile
advertisements.
The
issue
of
Road
pricing
is
on
the
table
now,
probably
because,
as
earlier
mentioned,
the
eco
fiscal
commission,
the
brand-new
commission,
of
which
one
of
the
key
writers
of
this
is
a
former
Ottawa
male
cap,
whose
wife
used
to
work
in
the
planning
department
at
the
old
region
and
who
was
a
colleague
of
mine.
It
is
I
think
that
you
have
to
ask
yourself,
given
the
use
of
the
word
congestion,
that
congestion
is
what
exists
on
the
outside
of
a
car.
N
N
Each
I'll
be
presenting
by
the
way
tomorrow
to
the
community
and
Protective
Services
Committee
on
the
uber
and
taxi
issue,
because
those
two
services
are
entering
the
future
world
as
well
and
present
another
opportunity
and
I'm
suggesting
that
there's
as
I
will
at
the
end
of
this
presentation
that
there
is
a
vision
that
we
should
be
keeping
in
mind
as
to
where
we're
actually
going
with
all
of
this.
We
need
to
sell
people
and
we
need
to
design
the
plan,
as
we
almost
had
in
the
plan
of
15
years
ago.
N
The
official
plan
we
you
don't
need
a
car
to
live
in
Ottawa.
All
we've
been
able
to
do
thanks
to
uber
in
the
taxi
business
and
virtue
car
is
we've
been
able
to
say
to
people
and
that's
in
the
reality.
You
don't
need
to
own
a
car.
If
you
live
in
the
older
PR
mobile
parts
of
Ottawa,
we
need
to
say
that
much
more
vigorously
elsewhere
and
we
need
to
be
met.
Taking
steps
to
reduce
it.
N
Reducing
car
ownership
should
be
our
focus,
not
just
congestion,
road
pricing
and
I
use
that
term
rata
congestion
prices,
because
I
do
focus
as
most
of
the
presenters
I
wish.
You
would
note
that
most
of
the
presentative
not
focused
on
reducing
congestion.
They
focused
on
all
the
other
impacts
of
the
auto
bill,
even
though
congestion
also
has
a
health
cost.
N
The
gas
taxes
in
this
country
generally
have
been
taken
by
upper
level
governments
to
provoke,
to
support
rule
and
Inter
city
transportation.
Road
needs.
The
road
systems
of
our
cities
have
been
the
burden
on
property
taxes
which,
of
course,
bears
is
born
onion
equitably
among
those
who,
like
myself,
who
don't
have
a
car
people
who
can't
drive
people
can't
afford
to
drive
so
that
we
need
to
shift
that
burden
over
to
the
individuals
who
receive
suppose
the
benefit
of
it.
N
N
One
is
that
I
see
a
time
when
car
sharing
and
ride
sharing
the
two
ride,
sharing,
not
the
type
that
Herbert
talks
about
well,
in
fact,
come
together
in
a
system
of
car
sharing
that
will
involve
two
stations
for
each
car,
one
in
a
residential
neighborhood
in
the
suburbs
and
one
in
a
workplace
in
the
suburbs.
This
will
provide
an
extra
car
to
people
allowing
single
car
ownership.
N
In
the
end,
the
resident
choice
for
people
who
need
an
extra
car
some
of
the
time
and
will
move
that
car
each
day
to
an
area
that
is
equal
in
need
of
a
casual
access
to
a
car,
which
is
the
people
that
are
in
isolated
work
areas
and
they
need
access
during
lunch.
They
need
access
to
a
car
for
trips
for
business.
They
may
need
access
for
a
family
emergency
to
get
to
a
school
or
to
get
a
child
transported
to
a
hospital.
N
The
second
thing
is
that
I
also
am
pointing
out
and
we're
trying
to
get
in.
Our
older
drivers
committee
at
the
Council
on
Aging
has
speaker
from
the
ottawa-based
Center
for
Excellence,
in
autonomous
automobiles
autonomous
vehicles
to
talk
about
the
possible,
liberating
effect
on
seniors
facing
their
80th
birthday
and
the
extra
scrutiny
by
the
by
the
provincial
government
that
they
may
have
a
way
to
get
around
autonomously
by
in
a
driverless
car.
So
we
think
those
are
possibilities
that
also
represent
greater
safety.
N
Pedestrians,
because
you
know
seniors,
are
the
major
group
pedestrians
who
are
hit
and
killed
on
our
highways.
So
please
consider
extra
lowering
expectations.
People
please
tell
them,
don't
live
so
far
from
work,
don't
buy
a
car,
we
have
other
provisions
for
you
and
we
need
to
start
being
more
honest
with
people
and
not
playing
the
game
with
the
automobile
industry
and
saying
everyone
needs
a
car.
You
don't
thank.
You
are.
H
Thanks
Sharon,
thank
you
for
the
presentation
we've
met
before
and
I
just
wanted
to
know.
If
there's
been
any
progress
in
terms
of
the
concept
that
you
talked
about
about
the
suburban
true
ride,
sharing
not
the
over,
but
the
actual
ride,
sharing
model
that
you
talked
about
in
the
suburbs,
between
home
and
and
work,
and
if
there's
any
progress,
that's
been
made
there
in
terms
of
your
vision
with
that
concept,
councillor.
N
I
met
with
town
to
take
a
shot
at
his
request
when
I
mentioned
this
at
a
previous
presentation
over
the
idea
of
the
two
station
car
sharing
I
see
my
former
colleague.
Listen
would
in
the
audience
today,
and
I
have
actually
approached
the
fact
that
the
local
company
has
sold
out
to
the
Montreal
company,
therefore,
which
is
a
long
time
associated
and
Wilson,
still
involved
as
an
owner
in
that
particular
group.
But
I
wanted
to
revive
that,
because
I
think
that
is
a
chance.
N
There's
no
need
for
the
government
local
government
to
sponsor
it,
although
I
think
helping
bring
the
employers
together
to
organize
their
employees,
based
on
where
they
live,
would
be
a
good
start
for
the
program.
But
it's
also
important
to
see
that
now
that
rubra
is
here
now
that
we
have
a
lot
of
other
things,
including
by
the
way,
the
potential
for
everyone
who
drives
in
the
city
to
have
a
nap
to
love
and
pick
up
essentially
hitchhikers
along
the
way.
Who
will
pay
a
share
because
of
the
same
mechanisms
that
Hooper
has
so
I.
N
N
They
have
a
very
interesting
city
where,
by
the
way,
Montreal
taxes,
all
the
island
municipalities
have
a
tax
car
ownership,
which
has
now
been
proposed
to
extend
to
the
off-island
municipalities
as
well
that
they
have
the
right
to
charge
up
to
fifteen
thirty
and
forty
five
dollars
per
year
as
a
tax
just
on
worship,
which
is
another
interesting
concept
of
pricing.
The
road.
Thank
you,
I
kept.
O
Just
clarification,
you
you
had
said
I,
imagine
you're,
probably
furring,
to
how
miss
Polly's
across
the
province
apply
gas
taxes,
but
you
had
mentioned
that
they're
mostly
spent
on
inner
urban
transit
projects
or
in
the
rural
area
in
the
city.
Of
course,
the
rural
area
does
not
receive
any
gas
tax
dollars.
The
city
spends
all
gas
tax
dollars
on
transit
so
which
other
well.
N
O
N
A
P
Morning,
thanks
for
having
me
just
wanted
to
say
thank
you
to
councilor
Qian
Qiang
Co
for
bringing
this
motion
forward.
It's
great
to
be
here
today,
representing
citizens
for
safe
cycling
and
just
wanted
to
make
some
statements
in
addition
to
our
written
submission.
I.
Don't
we
don't
feel
this
issue
is
about
cycling
or
even
driving?
It's
simply
giving
our
city
the
tools
that
we
need
better
necessary
to
make
roads
work
better
for
every
user
to
get
from
A
to
B
easier.
P
P
And
we
also
want
to
suggest
that
this
is
an
opportunity
to
say
smart
commuting
incentives
in
general.
This
can
range
from
expanding
the
car
pool
matching
service
that
the
city
currently
offers
a
web-based
bottle
to
incentives
for
more
sustainable
cycling
in
transit.
I
think
the
Metrolink
smart
in
the
GTA
is
a
great
place
to
look
I
start
looking
for
ideas
around
incentivizing
smart
commuting.
This
study
could
certainly
look
at
that
as
important
to
add
to
our
own
toolbox
or
enhance
the
city's
toolbox.
A
Q
Q
User
fees
should
be
rolled
out
in
conjunction
with
the
rollout
of
improved
public
transit
service,
the
to
reinforce
each
other
over
time,
with
less
emphasis
on
accommodating
the
car.
So
we
need
less
space
to
roads
and
can
use
the
gained
space
instead
to
beautify
our
city
with
more
quote,
unquote
soft
space
and
this
this
this
transition
should
benefit
downtown,
in
particular,
I
hope
you
will
support
the
recommendation
and
look
forward
to
a
meaningful
dialogue
with
citizens
in
the
performance
of
that
study.
Thank
you.
A
Yes,
that
to
the
point,
are
there
any
any
questions
for
mr.
Eason
now?
Thank
you
very
much
and
our
final
final
speaker
Jean
for
Boston.
This
is
the
last
call.
So
if
anybody
is
interested
in
speaking
in
this
matter
again,
please
sign
up
in
the
corner
underneath
the
screen
otherwise
Jawi
our
last
last
participant
this
morning.
Thank
you
very
much.
M
M
The
mayor
has
commented.
It
was
mostly
talked
about
as
waiters,
which
are
kind
of
akin
to
having
fire
in
the
crowded
room
and
that
effectively
shuts
down
really
constructive
debate
about
the
issues
that
the
motion
is
meant
to
address,
and
so
I
just
like
to
encourage
you
to
support
the
study,
some
facts
about
costing
us
how
we're
paying
for
them
today
other
possible
approaches
to
doing
so
other
potential
benefits
that
could
accrue
the
city
has
set
some
really
absolutely
example.
M
It
shows
us
what
our
options
are
and
I
think
that's
an
excellent
initiative
that
we
can
model
this
after
we're,
not
talking
about
shopping
for
ozone
nodes
anytime
soon,
which
is
starting
to
open
the
debate
and
try
to
put
information
out
on
the
table
that
informs
that
debate
and
I
just
wanted
to
encourage
you
to
follow
through
on
David
trenchant,
goes
initiative
and
I
look
forward
to
being
able
to
talk
about
this
more
in
the
future.
Thank
you,
I
think.
A
Very
much
John
are
there
any
questions
for
the
delegation?
Okay,
seeing
none!
Thank
you
very
much.
So
the
the
matter
is
now
up
for
discussion
amongst
committee
members.
I
should
point
out,
there's
been
a
lot
of
shuffling
back
and
forth
here,
so
the
motion
that's
going
to
be
voted
on
is
somewhat
different.
Then
what
councillor
Scirocco
put
forth,
not
in
terms
of
its
spirit,
certainly
but
in
terms
of
its
wording
and
that's
been
on
the
advice
of
the
Cork's
office.
A
So
the
the
motion
will
actually
read
that
the
transportation
committee
recommend
the
councillor
direct
staff
to
include
plans
for
a
study
on
the
causes
of
congestion
in
the
City
of
Ottawa,
as
well
as
potential
solutions
to
reduce
congestion
and
keeping
with
councils
approved
policy
goals.
In
this
regard,
as
part
of
the
statement
of
work
for
the
next
transportation
master
plan,
review
and
I'm
just
going
to
kick
off
and
just
say
a
few
quick
comments.
A
First
of
all,
I
want
to
thank
councillor
mishchenko
for
raising
the
issue
for
consideration
and
I
want
to
thank
all
the
many
community
groups
and
individuals
that
either
came
in
Persinger
today
or
provide
us
with
written
correspondence
on
this
particular
issue.
There
was
tremendous
community
engagement,
so
I.
Thank
you
for
that.
A
Some
people
hinted
at
the
fact
that
this
is.
This
is
a
somewhat
contentious
issue,
potentially
depending
on
how
you
look
at
it
and
how
you'll
discuss
it
and
that's.
Why
I
think
it's
important
that
the
motion
as
it's
currently
framed
addresses
some
of
that
not
just
talks
about
one
thing:
the
talks,
more
importantly,
about
the
causes
of
congestion
in
the
city
and
all
the
myriad
of
ways
that
we
might
be
able
to
address
those
again.
A
If
you
can't
raise
this
sort
of
an
issue
of
Transportation
Committee,
can
you
raise
it
the
the
importance
of
something
like
this?
Is
staff
will
lose
anyway?
If
this
is
passed
off,
they
go
off
and
come
back
to
that
committee
into
Council
with
some
some
substantive
reasoning,
some
factual
evidence
of
what
the
situation
is
in
the
City
of
Ottawa
and
how
we
might
be
able
to
address
that
going
forward.
That's
the
only
way
we
can
make
any
kind
of
an
informed
decision
about
things
like
this.
A
We
need
to
have
data,
we
need
to
have
information
and
for
an
issue
such
as
this,
which
is
an
evolving
issue.
Someone
into
that
in
their
presentation.
You
know
the
coming
forward
of
rideshare,
for
example,
impacts
on
this
theology
is
going
to
impact
on
this.
It's
a
constantly
evolving
issue
and
it's
a
complex
one,
so
I
think
the
only
way
we
can
do
that
is
to
have
as
much
information
as
possible
on
the
table.
So
we
do
have
to
make
decisions
and
that
how
you
might
address
this
in
the
future.
A
We
have
all
the
tools
in
the
toolbox
in
front
of
us
and
we
can
make
those
decisions
in
an
informed
and
substantive
way,
rather
than
a
kind
of
a
knee-jerk
reaction
to
to
a
particular
problem,
but
we
can
have
all
the
information
that
we
need
on
the
table
and
have
and
have
that
discussion.
So
again,
the
motion
is
better
than
it
was
before.
A
D
D
The
solution
to
congestion
in
Avalon
is
going
to
be
different
than
the
solution
to
congestion
in
centre
town
is
going
to
be
different
than
the
solution
to
congestion,
online
Bank,
we're
going
down
to
River,
Site,
south
and
so
I
think
getting
this
information.
So
we
have
a
holistic
conversation,
is
that
is
the
best
way
forward
and
I
would
urge
everyone
to
support
the
revised.
The
revised
motion.
Q
Q
H
Lisanna
chance
result
what
schematron
see
a
few
weeks
ago,
the
tunnel
study
when
we
were
build
a
truck
tunnel
I
hope
that
it's
a
paid
tool.
So
for
me,
looking
at
that,
specific
I
want
to
look
at
that
opportunity.
Transit
fees
highlighted
by
some
of
my
colleagues
around
the
improvements
and
the
the
investments
in
transit
very
important.
How
can
we
continue
to
support
increase
in
usage
and
as
part
of
that?
What's
what's
our
authority
and
what's
our
what's
our
look
into
our
own
parking
lots
on
street
parking
parking
garages?
H
So
you
know
we
have
to
take
this
as
a
wide
lens
into
various
options
that
can
be
looked
at.
I.
Think
that
the
opportunity
to
study
it
is
a
positive
one.
I,
don't
think
that
we
can
look
at
it
in
a
very
narrow
sense,
or
else
yeah.
We
are.
You
know
precluding
the
opportunity
for
the
and
for
the
review
to
to
happen
so
I'm
in
favor
of
the
of
that
I.
H
L
It
doesn't
having
more
information,
is
always
a
good
thing.
It's
it
helps
us
informs
our
decision-making
and
that's
you
know,
that's
our
role
here
and
as
council
boy
pointed
out,
congestion
is
different
in
different
parts
of
the
city,
and
we
all
the
impact
it
has
on.
This
is
also
different.
I,
you
know
argue
that
as
a
cyclists
as
a
pedestrian
congestion
is
not
such
a
bad
thing.
For
me,
it
says:
traffic
down
means
I'm
a
bit
safer
on
the
road,
but
it
you
know
it
it.
It's
not.
L
It's
not
the
ideal
state
that
we
want
to
be,
and
even
in
the
in
the
downtown.
We
want
people
to
change
the
way
they
move
through
the
downtown.
We
are
building
a
very
expensive
light
rail
system
and,
to
you
know,
to
spend
a
minimal
amount
of
money
to
study
congestion
ahead.
Of
that
you
know
it
for
me,
makes
it
makes
perfect
sense.
We
are
always
gonna
have
cars.
We
live
in
a
very
big
city,
easy
for
me
to
say:
I
actually
have
a
vehicle
and
and
and
and
have
to
drive
at
times
as
well.
D
Thank
You
mr.
chair
I
I
just
want
to
add
to
councillor
Manette
the
highlighted
that
he
did
and
I
do
understand.
We
always
leave
at
the
City
of
Ottawa
about
the
City
of
Ottawa
is
massive,
but
life
people.
If
you
really
think
about
it,
people
does
invest
me.
Then
they
do
assessment,
we're
spending
billions
of
dollars
on
LRT.
We
don't
even
know
what
the
impact
we
are
building
allottee
to
see
to
deal
with
congestion,
so
doubling
and
spending
taxpayer
dollar.
On
a
study
that
we
need
to
do
study
to
do,
study
I
think
we
should.
D
As
a
committee,
we
need
to
look
at
that
step
back
forward.
The
whole
notion
I
do
appreciate
what
constituent
you're
trying
to
do,
and
my
colleagues
but
really
staff
already
knowledge
right
now
we
need
with
them.
We
know
the
issue
we
have.
We
have
tools
in
our
hand,
to
find
out
where
the
conjunction
is,
but
for
us
just
to
spend
money
on
the
study
and
then
after
we
have
a
lot.
Even
if
that
study
does
an
investment,
an
assessment.
Thank
you
I
encourage
my
colleagues
to
really
consider
not
to
voting
for
this.
O
/
coming
up
said,
my
tissue
was
voted
against
the
motion.
The
revised
motion
is,
is,
is
different,
I
mean
it.
It
achieves
much
the
same
goals
that
capture
shaker
was
doing,
but
it
it
also
looks
at
Ottawa
as
a
unique,
unique
entity,
a
unique
situation.
You
know
the
report
itself
compares
us
to
cities
like
Oslo
and
Stockholm
and
London
and
Singapore.
Yet
you
combine
all
four
of
those
cities
and
you've
got
fifteen
point:
five
million
people
living
at
2900
kilometers.
Clearly,
it's
not
a
good
comparison
for
Ottawa.
O
The
revised
motion
looks
at
what's
the
congestion
like
in
the
City
of
Ottawa.
What
are
the
course
LRT
is
gonna,
be
a
benefit.
There's
no
question
I'm,
not
too
sure
how
it's
going
to
solve
the
issue
on
Prince
of
Wales
I'm,
not
sure
it's
gonna
solve
Riverside
in
HoN
club.
You
know
it
might
it
might
not.
The
the
benefit
is
that
looking
at
this
now
heading
into
the
next
CMP,
we
might
not
be
looking
at
the
TMP
until
2020
2021,
but
following
that
it
might
not
be
put
2026
2027.
O
If
don't
start
looking
at
these
things
into
the
next
EMP,
we
won't
be
up
there
for
another
10
11
12
years,
so
I
think
with
the
motion
before
is
now,
it
looks
at
focus
on
Ottawa.
What's
the
solution
for
Ottawa,
what
are
the
issues
in
Ottawa
I
think
we
know
maybe
them,
but
to
pinpoint
those
and
to
take
those
those
problems
and
find
potential
solutions
to
them.
I
think
it
is
a
worthwhile
endeavor.
A
And
says:
LRT
is
this
everybody
it's
going
to
fix
everything
we
have
high
hopes
for
it.
It
is
going
to
help
with
congestion
in
the
city,
but
as
councillor
an
office
said,
at
least
in
the
short
term.
What's
that
gonna
do
for
principals,
for
example,
so
I
think
we
have
to
diversify
any
good
investment.
A
Our
city
is
a
very
different
city.
As
many
people
pointed
out.
We
have
urban
area
very
of
suburban
and
everything
in
between,
and
so
our
solutions
to
congestion.
The
city
also
have
to
be
varied.
It
can't
be
as
I
say,
only
LRT
our
keys,
important
I'm.
Sure
staff
will
consider
that
when
we're
going
forward
and
have
a
discussion
around
that
in
this
report
and
the
potential
impacts
of
LRT
on
congestion,
but
again.
A
Basket:
diversify
keep
your
minds
open
to
options
that
might
be
there
and
and
again
I.
Think
this
motion
is
a
much
better
one
than
was
first
presented.
I
don't
mean
that
in
a
bad
way,
councillor
turns
echo.
It
was
a
is
a
collaborative
effort
to
come
up
with
the
new
wording.
I
think
it's
a
much
better.
A
Much
better
motion
addresses
the
unique
characteristics
of
a
better
than
the
first
one
did
and
I
would
I
would
urge
my
colleagues,
including
councillor
Drew's
and
Councilman,
apt,
to
reconsider
in
the
next
few
minutes
what
they're
gonna
be
because
I
think
this
is
a
very
positive
step
for
that
information.
You
can't
make
informed
decisions.
Thank
you.
G
Thank
you
very
much
and
yes,
there's
a
lot
of
thanks
going
around
right
now.
I
do
in
fact
support
this
amendment.
I!
Guess
it's
a
it's
still,
my
emotion,
because
it
was
very
much
a
friendly
amendment,
I'd
like
to
thank
councillor
ablai
for
I'm,
taking
the
interest
in
this
as
not
even
a
voting
member
of
the
committee
here
today.
That's
what
we
do.
That's
that's!
What
an
effective,
Council
I
believe
in
committees
look
like!
We
do
make
changes
on
the
fly.
I
apologize
to
those
speakers.
I
know.
G
You
already
believe
that
we're
not
listening
to
you
when
you're
speaking
today
there
was
a
whole
lot
of
flurry
of
activity
going
on
even
more
than
usual.
So
if
I
may
apologize
for
a
lot
of
that
disturbance,
it
was
brought
to
our
attention.
First,
that
you
know
we
had
to
look
carefully
at
whether
we
were
tying
the
hands
of
future
councils.
G
We
had
to
make
some
amendment
to
the
motion
so
that
we
weren't
doing
something
that
would
have
been
ruled
out
of
order
and
then
some
positive
changes
to
to
what
was
being
proposed
came
forward
without
in
any
way
watering
down
or
destroying
the
spirit
of
what
I
was
trying
to
bring
forward.
I,
certainly
understand
the
point
about
the
about
the
LRT
and
about
seeing
how
it
performs
and
acknowledging
the
very
large
investment.
G
But
the
fact
is
that
there
will
still
be
large
parts
of
the
city
that
are
not
and
people
our
residents
have
told
us
this.
That
won't
be
helped
by
the
LRT
they
can
see.
It
will
be
useful
to
others
and
I
frequently
make
the
point.
Well.
On
the
whole,
it
helps
everyone,
but
that
may
not
address
specifics
points
of
congestion
in
a
variety
of
places
in
the
city
and
so
I,
don't
think
it
is,
or
should
be.
G
We
need
a
new
road
and
a
new
bridge,
or
we
don't
we
can
make
do
with
the
existing
ones.
That,
to
me
is
very
effective,
very
efficient
use
of
taxpayers
money
as
opposed
to
wasteful
and
and
I
hope
that
will
help
those
residents
who
feel
that
this
is
another
charge.
Another
toll
and
other
tax,
or
at
least
the
outcome
of
this
study
and
some
of
the
tools
that
might
be
recommended,
Mele
that
it
really
is
about
better
flowing
transportation
networks
in
a
city,
I
think
as
the
as
the
end
goal
here.
G
If
we
are
able
to
find
a
way
through
parking
pricing,
for
example,
to
get
some
of
the
people
who
are
coming
to
Lansdowne
or
trying
to
come
to
lands
down
or
the
Glebe
at
a
time
of
day
when
the
road
is
congested
and
there
is
no
parking,
but
we
can
make
a
subtle
shift
in
parking
prices
and
saying
it's
free
now,
but
it's
double
the
price
of
this
time,
those
people
for
whom
that
still
when
they
want
to
go
and
are
prepared
to
pay,
the
price
will
do
so.
Others
might
make
that
subtle
shift.
G
So
we
are
actually
able
to
avoid
the
the
worst
congestion
and
the
complete
oversaturation
of
our
parking
supply.
That's
the
kind
of
an
elegant
tool
if
I
can
describe
it
that
way,
that
I
would
hope.
We
would
see
this
analysis,
you
know
bringing
forward
and
we
can
then
debate
them
at
that
time.
So,
in
conclusion,
I
do
thank
you
for
this
debate.
I
hope
you
will
support
it
because
I
believe
it
is
part
of
of
our
building
out
a
more
effective
and
more
efficient
transportation
network
in
the
city.
Thank
you.
Okay,
I'm.
A
B
B
O
O
A
Okay,
are
there
any
notice
of
motion
for
consideration
at
a
subsequent
meeting?
Okay,
thank
you!
Any
inquiries,
other
business
adjournment
and
and
I
remind
people.
The
next
meeting
is
May,
the
4th
2016.
Where
will
be
undertaking
a
discussion
in
and
around
photo
later,
so
it
I
expect
as
robust
a
debate
as
we
had
today
and
maybe
more.