►
From YouTube: Transportation Committee - 4 December 2019 (1/2)
Description
Agenda and background materials can be found at http://www.ottawa.ca/agendas.
A
Jo-Ann's
leaving
soon
so
we
need
to
get
the
meeting
started
good
morning.
Ladies
and
gentlemen,
thank
you
for
your
patience.
As
we
got
prepared
for
the
beginning
of
the
meeting.
Welcome
to
the
8th,
Transportation
Committee
meeting
of
this
term,
er
Council,
we
have
no
regrets.
Are
there
any
declarations
of
minutes?
It
sorry
declarations
of
interest,
seeing
none
councillor,
I'll
shine.
Chair
is
happy
to
be
here.
Confirmation
of
the
minutes.
Minutes
6,
November,
13
2019
carry
thank
you.
Communications
there
are
none
received.
I
do
have
a
motion
to
add
something
to
the
agenda.
A
Is
carried
carried?
Thank
you
very
much
so
good
morning,
everyone
Bolshoi
toasts
a
today
marks
the
start
of
an
exciting
project
to
plan
for
the
future
of
Transportation
on
our
city.
Staff
are
beginning
their
work
to
update
the
2013
transportation
master
plan.
The
TMP
is
one
of
the
most
important
files
delivered
by
the
Transportation
Committee.
It
is
the
city's
blueprint
for
transportation,
growth
management
policies
and
the
planning,
funding
and
implementation
of
our
walking
cycling,
transit
and
road
networks.
A
Data,
walk
alcohol,
depression
dis
any
since
the
previous
master
plan
in
2013,
Ottawa
has
reached
important
milestones,
we're
now
a
city
with
more
than
1
million
people,
we've
opened
the
Confederation
line
and
we're
moving
ahead
with
stage
two
of
LRT
we're
continuing
to
see
a
noticeable
shift
towards
healthy
and
active
transportation,
and
the
city
continues
to
prosper
and
grow,
which
is
all
very
good.
However,
with
growth
comes
mobility,
challenges
such
as
traffic
congestion,
affordability
of
travel
and
a
canned
end
access
needs.
A
We
will
review
the
ways
in
which
people,
vehicles
and
goods
move
through
our
city
and
how
this
mobility
can
be
achieved
responsibly
and
sustainably
for
all,
including
those
who
have
mobility
challenges.
This
comprehensive
project
will
take
two
and
a
half
years
to
complete
with
recommendations
to
be
presented
to
council
in
April
of
2022.
This
timeline
is
necessary
to
coordinate
the
official
plan
review,
that
is
underway
and
to
complete
an
origin
destination
survey
before
the
network
planning
and
priority
setting
can
take
place.
I
mentioned
the
official
plan
because
it
is
critical
to
the
TMP.
A
Together
these
plans
guide
ottawa's
growth
and
the
supporting
transportation
networks
that
will
help
make
Ottawa
the
most
liveable
mid-sized
city
in
North
America.
The
TMP
update
will
be
data-driven
working
with
our
government
partners
at
the
NCC.
The
origin
destination
survey
will
be
conducted
next
fall,
and
it
will
help
us
to
understand
in
detail
how
residents
from
both
sides
of
the
river
are
moving
around
the
city
and
where
they're
going.
A
The
data
collected
from
the
OD
survey
will
help
us
identify
today's
travel
patterns
and
trends
will
feed
this
data
into
our
transportation
model
to
forecast
the
future
needs
of
the
city
and
set
out
the
future
network
for
transit,
Road,
Cycling
and
sidewalks,
as
well
as
their
implementation
plans,
will
also
look
at
emerging
issue
issues
and
challenges
as
transportation
systems,
technology
and
revenue
streams
continue
to
evolve.
We
need
a
framework
to
address
issues
around
electrification,
automation,
integrated
mobility,
sharing
services,
equity
and
affordability.
A
Input
from
residents
will
be
critical
throughout
this
process
and
there
will
be
several
opportunities
to
have
your
say
throughout
the
project.
We
want
to
hear
from
people
in
all
areas
of
the
city,
from
the
downtown
to
the
suburbs,
to
our
rural
countryside
and
villages.
We
want
to
hear
how
people
think
our
city's
transportation
systems
need
to
evolve.
To
this
end,
we've
launched
an
online
survey
tool
today,
as
the
first
public
touch
point
for
the
project.
A
Often
you
serve
on
Lansing
insan
insan,
Dajjal
energy
company
appointed
contact,
public
pool
approach,
a
Antakya
president,
you
committee,
transpa
John
courage
to
the
mound,
a
visitor
LePage
Webb,
a
ramp
liaison
ottawa
point
xia,
/,
a
massage
or
PDT
darren
sang
markham,
lavas,
monte,
projet,
lego,
chima
de
travail,
documentation
de
l'épée.
The
conclusion
elicited
it
is
a
video
consultation
futures
from
officious
solicit
web.
Don't
guess
you
don't
to
visit
a
su
von
mercy
and
thank
you
and
to
my
colleagues
on
the
committee.
A
A
I
do
have
a
motion
addressing
the
TMP
as
well,
whereas
the
transportation
master
plan
supports
counsels,
vision
for
sustainable
resilient
and
a
livable
ottawa,
and
whereas
the
TMP
is
a
citywide
strategic
document,
with
a
vision
that
ottawa's
transportation
system
will
enhance
our
quality
of
life
by
supporting
social,
environmental
and
economic
sustainability,
including
protecting
protecting
public
health
and
the
environment
and
res
the
scope
of
work
for
the
review
and
update
of
the
TMP
and
the
accompanying
ottawa.
Pedestrian
plan
and
ottawa.
Cycling.
A
Plan
approved
by
council
on
June
12
2019
knows
that
the
TMP
update
would
be
guided
through
consultation
at
key
milestones
by
the
mayor's
office,
as
well
as
as
well
as
the
chairs
of
the
Transportation
Committee
planning
committee,
agricultural
affairs
committee
and
the
Transit
Commission.
And
whereas
the
above-mentioned
chairs
would
constitute
the
council's
sponsors
group
to
champion
and
help
provide
strategic
direction
for
the
TMP
update
and
accompanying
cycling
and
pedestrian
plan
updates
over
the
course
of
the
two-and-a-half
year
project.
And
whereas
there
is
value
expect
in
expanding
the
membership
of
the
council.
A
Whereas
the
council
sponsors
group
would
meet
a
key
milestones
throughout
the
project
with
staff
and
representatives
of
the
mayor's
office
to
act
as
a
sounding
board
to
informally
discuss
issues
and
questions
and
provide
feedback
to
staff
on
manners
relevant
to
the
review
of
the
TMP
and
whereas
the
expanded
council
sponsors
group
would
not
constitute
quorum
of
the
Transportation
Committee,
which
is
the
committee
responsible
for
overseeing
and
making
recommendations
to
council
on
the
TMP
update.
And
whereas
there
is
potential
that
TMP
update,
sponsored
group
meetings
could
potentially
result
in
quorum.
A
A
planning
committee
or
the
agricultural
rural
Affairs
Committee.
If
the
ex
officio
members
are
planning
in
a
rack
are
taken
to
account.
However,
the
TMP
update
sponsors
group
will
not
be
discussing
or
otherwise
dealing
with
any
matter
that
any
matter
in
a
way
that
materially
advances
matters
under
the
jurisdiction
of
those
committees
and
where,
as
part
of
the
midterm
governance
review,
the
City
Clerk's
office
will
be
reviewing
the
procedure.
A
Bylaw
definition
of
quorum
for
committees,
with
a
view
of
reflecting
the
2018
change
to
the
definition
of
a
meeting
under
the
Municipal
Act
2001,
as
well
as
the
implications
of
adding
ex
officio
members
to
the
planning
committee
and
Iraq
on
quorum
and
the
implications
on
sponsors
groups.
Therefore
be
it
resolved
that
transfer
tape.
C
Just
quick
question
because
I
think
this
is
a
good
motion.
I
want
to
make
sure
we're
we're
representative
of
the
of
the
city.
Do
we
have
anybody
from
the
urban
core
on
the
sponsors
group
with
that
with
that
motion
doesn't
sure
to
be
so,
it
doesn't
appear
to
be
so
I
just
because
I
I'm
glad
the
chair
of
the
Board
of
Health
is
there
makes
sense
and
chair
the
the
environment,
Standing
Committee,
that's
a
rural
member
as
well.
C
The
chair
of
the
Cultural
Affairs
is
a
real
member,
geroll
anning
committee,
suburban
transit,
a
suburban
transportation
committee,
we'll
see
I
guess
so
I
just
I
would
just
add.
If
we
can
add
a
member
of
the
urban
core
to
to
the
motion,
be
supportive
of
it.
But
let's
make
sure
we're
representative
other
regions
in
in
a
city.
B
To
support
councillor
Menard
I
think
the
only
person
inside
the
green
belt
is
councillor
UI
as
chair
of
health,
the
inner
core,
the
the
five
urban
wards
have
particular
challenges
around
around
transportation
issues
and
I.
Think
it's
important
that
we
have
somebody
at
the
table
who
can
speak
to
those.
D
Can
I
move
mr.
chair
I,
don't
know
how
procedurally
this
would
work,
but
I
would
recommend
we
have
the
Vice
your
vice
chair,
who
is
representative
of
the
core
I,
wonder
if
we
could
extend
the
membership
to
include
the
Transportation
Committee
vice
chair
my
mind
that
would
resolve
I,
just
don't
know.
Procedurally
how
that
would
work.
Mr.
chair,
so
I'll
just
move
to
amend
the
recommendations
to
include
the
vice
chair
of
transportation
to
the
membership
of
of
the
this
working
group.
Yeah.
E
Of
all
I'm,
not
sure
mr.
chair
I
think
we
should
check
with
legal
or
the
clerk
about
the
cone.
If
that
meeting,
if
that
committee
we
extended
number
my
first
question.
My
second
is
just
like
to
remind
our
solved
what
happened
to
one
city,
one
team
I
thought
we
were
so
hard
in
all
the
years
since
Malaga
mission
to
become
one
city,
one
team
and
now
we'll
start
to
divide
it
up.
E
F
F
F
Mr.
chair
it
may
we
did
review
the
specific
composition
outlined
at
this
motion
with
the
clerk
in
advance
to
ensure
that
those
issues
will
be
minimized
if
I
may
recommend.
This
item,
if
approved
at
committee
today,
will
be
rising
to
Council
next
week,
which
provide
time
and
not
only
to
ascertain
which
members
may
additionally
be
interested
in
participating
in
this
group,
as
well
as
review
the
quorum
implications.
G
A
A
A
Extending
operating
hours
for
patios
with
a
newly
constructed,
elegant,
Street
corridor,
we
do
have
a
staff
presentation,
but
I
have
no
delegations
registered.
Can
this
item
be
carried?
Carry
el-amin,
Street
carried
number
five
is
status,
update
transportation
committee
enquiries
and
motions
for
the
period
ending
22
November.
A
A
D
H
Good
morning
that
sharply
and
members
of
Transportation
Committee,
it's
my
pleasure
to
be
here
today
and
recognize
my
colleagues
Krista
Tanaka
our
program
and
referral
safety
and
trafficking
investigations.
Who
was
the
lead
on
this
project
as
well
as
Rob
Wilkinson,
our
coordinator
of
safe
roads
Ottawa?
This
is
the
third
generation
road
safety
action
plan
reflects
the
direction
provided
by
transportation
in
2017.
The
report
is
a
culmination
of
two
years
worth
of
effort
by
our
staff,
external
partners
and
almost
3,000
residents
who
participated
in
public
surveys.
H
I
wanted
knowledge,
members
of
the
road
safety
action
working
group,
which
includes
representations
from
Ottawa
fire,
auto
paramedics,
Water,
Police
and
Ottawa
Public
Health
I
also
want
to
acknowledge
the
and
thank
our
external
stakeholders
who
participate
in
developing
this
plan.
I'm
glad
to
see
this
summer
here
today
their
input
was
invaluable
and
creating
the
plan.
This
plan
reflects
the
principles
of
safe
system
approach,
which
is
one
of
the
world's
leading
road
safety
frameworks.
It's
also
the
basic
framework
that
Sweden
in
the
Netherlands
and
other
leading
countries
use
around
the
world.
H
Specific
principles
of
safe
system
approach.
Our
human
life
and
health
are
prioritized
shared
responsibility
between
roadway
providers,
regulars
and
users.
Human
error
and
Road
should
not
lead
to
death
or
serious
injury.
It
requires
a
change
in
road
safety
culture
by
all
and
the
plans
that
are
data-driven.
So
at
this
point
in
the
past
things
over
to
rob
who
will
walk
us
through
the
plan.
I
Thank
you
very
much
Phil.
So,
as
Phil
mentioned,
this
is
actually
our
third
iteration
of
the
road
safety
action
plan.
The
first
one
took
place
from
2003
to
2011
and
it
was
referred.
The
program
itself
was
referred
to
as
the
integrated
road
safety
program
in
2009
Transportation
Committee
directed
staff
to
undergo
a
refresh
of
the
program
and
accommodate
best
practices
and
research
from
across
the
world
and
in
2011
November
of
2011
that
current
generation
or
the
previous
generation
of
the
plan
was
approved
by
City
Council
and
that's
was
the
creation
of
safer
roads.
I
Ottawa
the
direction
from
City,
Council
and
Transportation
Committee
that
we
received
in
the
Refresh
of
the
current
plan
were
to
under
take
the
principles
or
of
the
sorry
undertake
the
principles
from
a
vision,
zero
framework,
as
mr.
Landry
just
mentioned,
undergo
community
consultation
and
involve
our
partners
and
residents.
Look
at
a
self-funding
model
for
the
plan
moving
forward
and
certainly
engage
in
a
robust
communications
plan
moving
forward.
So
that
residents
understand
what
we're
doing
moving
forward.
I.
I
Think
I
keep
hitting
the
wrong
button
good
thing,
I'm
on
road
safety
and
not
this
kind
of
stuff
from
there.
So
some
of
the
successes
that
we've
experienced
over
the
past
seven
years
overall
between
2012
and
2017,
there
was
a
14%
reduction
in
fatal
and
serious
injuries
in
our
community.
We've
installed
a
63
red
light
cameras
or
we're
up
to
63
red
light
cameras
in
full
operation.
I
50,000
students
have
attended
the
drop
it
and
drive
distracted,
drive
across
the
city.
We
now
have
thanks
to
our
partnership
with
the
Ottawa
Police
Service.
Five
automated
license
plate
recognition
systems
in
effect
and
as
many
of
you
know
at
any
given
time
on
the
City
of
Ottawa
roads,
there
are
25,000
suspended
drivers
from
there.
Just
earlier
this
year
we
launched
the
provinces.
I
First
school
bus,
stop
armed
camera
program
and
we're
happy
to
announce
that
we
continue
to
lay
charges
for
people
who
actually
pass
stopped
school
buses
and,
last
but
not
least,
is
the
launch
and
the
initial.
The
initial
launch
of
the
fatal
collision
review
committee,
which
in
2018
was
the
recipient
of
the
Canadian
Association
Chiefs
of
Police
Traffic
Safety
Award.
I
So,
where
are
we?
What
is
our
story
and
where
do
we
sit
currently
so
from
2013
to
2017?
On
average,
we
have
close
to
15,000
reported
collisions
happening
on
our
roadways
of
those
149
are
fatal
and
major
injury
collisions
per
year
on
average.
That
provides
us
with
a
rate
per
hundred
thousand
of
2.8,
which
is
similar
to
many
of
the
European
countries,
which
are
considered
leaders
from
a
road
safety
perspective.
I
What's
interesting
about
collisions
in
general,
only
1%
of
them
result
in
a
fatal
of
major
injury
and
some
of
the
overview
that
we've
done.
We
know
that
48%
of
them
happen
at
intersections.
Forty-Three
percent
of
them
are
result
of
one
form
of
aggressive
driving
or
another
speeding,
distracted,
tailgating
and
so
forth.
26%
involved
pedestrians,
21
percent
involved
collisions
in
our
rural
areas.
15
percent
involve
motorcyclists
and
11
percent
involve
cyclists.
I
Landry
was
mentioning
a
couple
of
minutes
ago
and
as
did
chair,
bleh,
the
transportation
master
plan,
the
Ottawa
pedestrian
plan,
but
some
of
the
new
ones
that
we
are
looking
to
introduce
as
a
30
kilometer
an
hour
speed
limit
in
residential
areas.
We're
talking
about
introduced,
introducing
road
safety
audits
to
all
major
reconstruction
projects
and
for
those
who
may
not
know
that
the
road
safety
audit
actually
provides
us
with
the
opportunity
to
engage
a
third
party
to
review
those
plans.
And
those
plans
are
looked
at
from
all
road
users.
I
And
specifically,
we
look
at
the
human
factors
involved.
So
what
will
the
average
driver
the
average
cyclist
and
the
average
pedestrian?
How
will
they
function
on
this
roadway
and,
as
a
result,
we
get
that
audit
and
as
staff,
it's
our
job
to
respond
to
that
and
ultimately
make
the
plan
safer
from
the
ghetto
and
and
not
wait
for
it
to
be
built
and
then
discover
that
we're
going
to
have
challenges
from
a
for
those
who
cross
the
road
for
those
who
bike
on
it
and
certainly
for
those
who
drive
on
it.
I
The
other
item
on
this
slide
that
we'd
like
to
draw
your
attention
to
is
we
believe
it
is
the
first
in
Canada,
where
we're
going
to
be
introducing
a
road
safety
school
for
all
city
staff,
who
are
involved
in
touching
the
road
safety
file,
from
the
planning
side,
the
design
side
and
from
the
build
side,
and
certainly
from
the
operation
side.
So
this
is
going
to
be
our
opportunity
to
orient
staff
about
the
new
direction.
I
Where
did
we
or
how
did
we
go
about
e?
With
regards
to
the
community
consultation,
we
hosted
for
community
consultations
in
total,
involving
up
just
about
24
or
23
different
community
partners.
We
did
have
an
online
survey
which
generated
about
3,000
responses
from
residents
and
we
also
held
individual
meetings
with
our
elected
officials,
our
safer
roads,
auto
internal
partners
and
a
variety
of
community
other
community
partners.
So
a
lots
been
said
about
vision,
zero
and
some
of
the
different
frameworks
that
are
currently
in
existence,
but
I
think
it's
good
to
set
the
tone,
as
mr.
I
Landry
said
about
really
what
is
the
safe
systems
approach
and
other
jurisdictions
make
all
their
plans
something
different,
but
the
vast
majority
of
the
road
safety
action
plans
that
are
in
place
right
now
follow
a
safe
system's
approach.
Human
life
and
health
are
prioritized,
there's
a
shared
responsibility
between
Road
rate
providers.
The
regulators
like
the
province
of
Ontario
and
certainly
the
users
of
the
road
human
errors
on
or
human
error
on,
the
roadways
should
not
lead
to
death
or
serious
injury.
So
we
need
to
build
safety
into
our
ecosystem
from
the
Gecko.
I
This.
It
is
a
top-down
approach
and
with
that
proach
and
support
also
comes
significant
amounts
of
funding
to
the
hundreds
of
millions
of
dollars
in
Australia.
Just
recently,
they've
actually
increased
their
road
safety
funding
by
approximately
2.2
billion
dollars.
So
that
is
the
difference
in
the
North
American
context,
where
cities
are
the
drivers
of
change.
So
the
one
level
of
government
which
has
the
the
biggest
challenge
with
regards
to
economics,
are
the
ones
driving
some
of
the
most
expensive
changes
in
society.
I
So
after
all
the
focus
testing
and
the
community
engagement,
we've
landed
on
the
following
theme:
vision
and
goal
the
theme
itself
and
there's
a
document
in
front
of
you
that
highlights
this.
But
it's
about
think
safety.
So
we
want
everyone,
who's,
touching
the
roads,
everybody
who's,
planning,
these
roads
to
think
safety
and
the
people
who
are
using
the
roads.
We
have
to
act
safely.
So
we
have
to
follow
our
responsibilities
under
the
Highway
Traffic
Act.
As
drivers,
we
have
to
drive
to
the
posted
speed
limit,
not
in
excess.
I
We
have
to
get
off
our
cell
phones,
we
have
to
stop
drinking
and
driving.
We
have
a
fundamental
responsibility
to
do.
What's
expected
of
us
from
there.
Our
vision
for
the
plan
is
a
comprehensive
and
proactive
strategy
to
make
Ottawa
Road
safe
for
all
users,
regardless
of
how
you
move
around
our
city,
we
want
it
to
be
as
safe
as
possible
for
you
and
overall,
our
goal
is
a
reduction
in
average
annual
rate
of
fatal
and
major
injuries
by
20
percent
or
of
20
percent
by
2024.
I
This
is
in
line
with
many
jurisdictions
in
the
European
context.
They
may
have
an
overall
vision
of
zero,
but
they
set
very
specific
targets
in
order
to
be
able
to
manage
and
evaluate
the
investments
that
are
being
made
at
every
step
of
the
way,
so
I'm
only
going
to
touch
on
components
of
the
next
few
slides
as
they
are
provided
in
your
packages,
but
we've
fallen
on
to
four
emphasis
areas:
the
first
one,
which
is
probably
the
most
common
that
most
individuals
will
heard
of
our
vulnerable
road
users.
I
So
individuals
who
walk
individuals
who
bike
or
a
motorcycle
across
our
community
from
there
out
of
the
743
fatal
or
major
injuries
that
occurred
in
that
five-year
timeframe
of
2013
to
2017.
A
hundred
and
ninety
of
them
were
people
who
were
walking
a
hundred,
and
ten
of
them
were
people
on
motorcycles
and
81
were
people
who
chose
to
bike.
I
So
some
of
the
pictograms
that
we
wanted
to
put
here
to
give
a
bit
more
of
a
visual
sense
to
it,
and
some
of
the
high-level
changes
that
we're
looking
at
putting
in
place
for
2020
we're
going
to
be
looking
at
new
mid-block
pedestrian
signals.
We're
looking
at
additional
no
right
turns
on
Red's
we're
looking
at
increasing
the
funding
for
the
walking
school
buses,
we're
looking
at
increasing
the
funding
for
the
adult
school
crossing
guard
program
and
we're
certainly
looking
at
installing
more
advanced
walk
signals
for
pedestrians,
because
the
research
shows.
I
If
we
allow
pedestrians
the
head
start
on
motor
vehicle
traffic,
we
actually
will
see
a
reduction
in
injuries
from
there.
With
regards
to
the
cyclists,
we're
going
to
continue
to
look
at
a
ten
different
locations
where
we
can
actually
make
improvements
for
cyclists,
we're
going
to
be
continuing
to
look
at
the
high
volume,
cycling
and
vehicle
interaction
locations
and
look
at
what
we
can
be
doing
there.
I
From
a
motorcyclist
perspective,
we've
seen
a
sharp
increase
in
fatalities
relating
to
those
who
choose
to
move
around
our
city
on
motorcycles.
We
are
going
to
be
launching
I,
take
it
to
the
track
initiative
to
encourage
some
of
the
motorcyclists
who
do
want
to
go
at
speed
or
greater
than
the
posted
speed
limit
to
take
it
to
a
racetrack.
It's
a
bit
of
a
different
concept
than
what
we've
done
in
the
past.
I
The
third
sorry,
the
second
emphasis
area
is
intersections.
Almost
half
of
our
fatal
and
serious
injuries
happen
in
intersections
and
that
works
out
to
be
about
354.
So
what
are
some
of
the
interventions?
We're
going
to
be
looking
at
our
signal
timing
at
approximately
200
locations,
we're
going
to
continue
to
implement
roundabouts,
which
are
a
proven
safety
measure
that
make
it
safer
for
everyone
moving
through
them.
I
New
for
this
iteration
of
the
road
safety
action
plan
is
an
emphasis
area
focused
on
our
rural,
our
rural
areas
and
our
rural
residents.
More
fatal
injury
collisions
happen
on
our
rural
areas
than
anywhere
else
in
the
city
and
we're
actually
one
of
the
few
jurisdictions
of
our
nature
that
may
based
on
the
makeup
of
our
city,
where
this
is
true,
so
we're
looking
at
about
a
hundred
and
fifty
seven
of
the
seven
hundred
and
fifty-three
happened
on
our
rural
roads.
I
What's
important
to
note
about
this
is,
although
those
FM
is
those
fatal
and
major
injuries,
only
21
percent
on
we're
on
citywide
accounted
for
citywide.
It's
they
actually,
if
there's
an
over-representation
of
fatalities
in
our
rural
areas
as
it
represents
34
percent
of
all
the
people
killed
on
our
roads.
I
So
what
are
we
doing?
We're
looking
at
improving,
there's
12
skewed
intersections
in
our
rural
areas,
we're
looking
at
creating
new
functional
designs
and,
when
possible,
we'll
be
modifying
those
locations.
We're
looking
at
improving
the
process
for
rolled
road,
shoulder
maintenance,
we're
undertaking
a
comprehensive
review
of
stop
locations
in
our
rural
areas
along
different
corridors
and
looking
at
enhancements
like
LED
beacons
as
possible.
I
The
last
category-
and
this
is
probably
the
first
time
that
a
jurisdiction
in
Canada
is
framed
it
this
way.
Our
fourth
emphasis
areas
high
risk
drivers.
This
used
to
be
referred
to
as
aggressive
driving,
but
as
part
of
the
direction
that
we
received
from
Transportation
Committee
and
certainly
from
our
community
partners.
They
wanted
us
to
be
a
bit
more.
How
would
you
say
direct
with
regards
to
who
these
people
are?
We
used
to
refer
them
as
aggressive
drivers,
we've
reframed
that
and
said
they're.
I
In
five
months,
one
gentleman
was
stopped
on
his
way
home
from
work
and
that
very
next
morning
he
was
back
driving
again
as
a
suspended
driver
and
stopped
by
the
very
same
officer.
So
people
are
getting
the
message
and
they
are
high-risk
and
we
know
that
from
our
fatal
collision
review
meetings
is
these
people
suspended.
Drivers
tend
to
get
involved
in
two
fatal
collisions
so
from
there
out
of
the
743
collisions
450
involved,
high-risk
behavior
of
one
kind
or
another
by
drivers.
322
were
that
aggressive
driving,
so
speeding
and
so
forth.
I
What
are
we
going
to
be
doing
about
high-risk
drivers,
we're
going
to
continue
with
the
implementation
of
red-light
cameras,
we're
going
to
continue
with
the
gateways
speed
limit
areas,
we're
going
to
continue
to
work
very
very
closely
with
our
partners
at
public
health
and
the
Ottawa
Police
Service
about
communication
and
education
programs
aimed
at
those
individuals?
Certainly
we're
going
to
where
we're
looking
very
much
forward
to
the
automated
speed
enforcement
project
and
we'll
be
able
to
provide
a
quick
update
on
the
next
slide
about
that.
I
With
regards
to
automated
speed
enforcement,
the
regulations
were
approved
and
are
in
effect,
as
of
December
1st
2009.
The
changes
made
to
the
regulations
must
be
reviewed
by
the
steering
committee,
the
automated
speed
enforcement
steering
committee
to
determine
the
impact
the
province
is
now
asked
for
a
90
day
warning
period
to
be
put
in
place
prior
to
full-fledged
enforcement
and
as
staff.
What
we
are
now
looking
at
is
the
earliest
start
to
enforcement
in
the
City
of
Ottawa.
Of
the
automated
speed
enforcement
is
the
spring
of
2020.
I
So
when
it
comes
to
funding
as
a
key
ingredient
to
how
we're
gonna
make
change
in
the
future
in
2019
our
budget
for
all
Road
Safety
Initiative
programs
was
approximately
21
point,
1
million
dollars
in
2020.
That
number
is
going
up
to
just
about
twenty
seven
point:
five
million
dollars
and
we
have
a
breakdown
there
of
how
we,
you
know
how
we
actually
basically
well
how
we
make
the
investments
based
on
the
different
emphasis
areas
when
it
comes
to
the
2020
budget,
we're
also
looking
at
because
of
Transportation
Committee
and
councils
direction.
I
We
have
an
enhanced
four
million
dollars,
and
that
is
the
implementation
plan
that
you
see
in
front
of
you.
So
as
staff,
we
put
that,
together
with
the
understanding
that
moving
forward
the
funding,
that's
going
to
come
and/or
the
revenue
that's
generated
from
automated
speed
enforcement,
so
those
speed
cameras,
the
license-plate
recognition
system,
the
school
bus
cameras
and
certainly
the
red-light
cameras
that
are
coming
online
beyond
2020
will
help
augment
or
we
hope,
augment
that
four
million
dollars.
I
So
from
a
structural
perspective,
one
of
the
changes
that
we've
decided
to
make
here,
after
certainly
speaking
with
our
internal
and
external
stakeholders,
is
to
certainly
add
the
stakeholder
and
external
partners
working
group.
We
as
safer
roads
Ottawa,
had
regularly
been
involved
or
engaged
with
our
local
partners.
I
Louise
McNaughton
phillium
from
a
communications
perspective,
we
were
tasked
with
a
robust
strategy
to
roll
out
the
plan,
so
we're
looking
at
a
two-year
comprehensive
communications
plan.
It
will
involve
all
forms
of
media,
social,
radio
and
also
TV,
to
educate
residents
on
the
improvements
and
some
of
the
the
messaging
that
we
want
to
get
across
and
we
are
going
to
be
working
much
closer
with
all
of
our
internal
and
external
partners
to
deliver
on
those
those
messages.
A
G
Mr.
chair,
the
regulations
were
approved
last
week,
as
mentioned
by
mr.
Wilkinson.
The
there
were
significant
changes
to
them
that
weren't
expected
by
the
steering
committee.
One
of
the
biggest
changes
was
that
it
includes
this
90-day
warning
period
that
wasn't
anticipated.
Previously
we
had
hoped
to
roll
it
out
on
the
effective
date
in
early
December,
but
now
we're
looking
at
a
start
date
of
potentially
March.
G
A
Just
so
that
I
can
visualize
this
we're
in
the
locations
where
we're
piloting
it.
We're
gonna
have
one
of
those
giant
signs
that
was
here
last
meeting,
saying:
speed
enforcement
coming
soon
and
then
we're
gonna
have
a
sign,
saying:
you're
entering
a
community
safety
zone
and
then
gonna
have
another
sign
saying
this
is
a
speed,
an
automated
speed
enforcement
zone
that
basically
right
it'll.
G
A
C
C
C
A
C
Good,
so
I'll
just
do
that,
therefore
be
it
resolved
on
this.
One,
therefore
be
it
resolved
at
City
Council
through
the
mayor
formally
request
that
the
Government
of
Canada
and
province
of
Ontario
established
significant,
dedicated
road
safety
infrastructure
funding
to
help
fund
road
safety
projects
within
the
City
of
Ottawa
to
further
progress
toward
zero
fatalities
and
serious
injuries,
and
the
other
motion
that
I
want
introduce
is
adding
a
section
five
and
six
to
the
recommendations.
C
Section
five
would
read
that
the
City
of
Ottawa
adopts
the
goal
of
zero
fatalities
on
our
streets,
with
a
meaningful
year-over-year
reduction
by
2035,
with
a
focus
on
safety
for
the
most
vulnerable
users
of
our
transportation
system.
Pedestrians,
school
children,
older
adults
in
cyclists
and
six
that
staff
bring
back
options
as
part
of
the
2021
SRS
ap
annual
report
with
operational
and
capital
cost
implications
that
will
work
towards
zero
traffic
fatalities
on
our
roads
by
2035.
A
B
Speed
limit
on
an
existing
roadway
as
part
of
response
to
motion
16-5
item
G
included
this
document
in
strategic
road
safety
action
plan.
Update
and
report,
therefore
be
it
resolved.
The
Transportation
Committee
recommend
that
staff
develop
a
plan
within
existing
budgets
for
the
gradual
implementation
of
30
kilometre
per
hour.
Speed
limits
in
all
gateway,
speed,
limit
areas
within
the
core
residential
area,
as
defined
in
the
essa
RS
AP,
and
with
the
intention,
meet
the
requirements
for
a
posted
30
kilometre
per
hour.
B
A
J
Thank
You,
mr.
chairman,
as
you
know,
the
Federation
of
citizens
associations
is
an
umbrella
organization
representing
55
community
groups.
In
Ottawa
we
do
meet
regularly
to
discuss
civic
issues
and
safety
on
our
city.
Roads
has
occupied
a
lot
of
our
members
attention
in
2017,
following
a
workshop
for
our
members
on
updating
the
city's
2013
transportation
master
plan.
J
The
FCA
came
to
this
committee
with
a
number
of
recommendations,
including
a
recommendation
for
City
Council
to
develop
a
vision,
zero
program
with
a
suggested
target
date
of
2030
to
reach
zero
fatalities
on
our
roads,
2030
being
the
hundred
and
75th
anniversary
of
the
incorporation
of
the
City
of
Ottawa,
we
also
recommended
that
the
city
develop
an
intensive
public
education
campaign
to
change
our
Road
culture,
so
that
both
car
drivers
and
cyclists
could
share
our
road
safely.
The
FCA
reiterated
these
positions
in
the
2018
city
budget
process
and
again
at
the
2019
city
budget
process.
J
J
This
is
progress,
but
at
a
very
modest
pace
it
is
insufficient,
given
our
current
average
of
24
fatalities
a
year
and
125
major
injuries
a
year
on
ottawa's
roads,
our
population
is
growing.
We
have
more
and
more
cyclists
on
the
roads,
pedestrians
as
well,
the
result
of
city
policies
to
encourage
active
transportation
and
the
number
of
cars
and
trucks,
and
our
roads
are
also
increasing
well
over
half
a
million.
J
J
If
the
current
safety
efforts
by
the
city
and
his
partner
agencies
are
maintained
but
not
altered,
the
likelihood
is
low
that
a
significant
reduction
in
either
the
number
or
severity
of
fmi
collisions
will
be
achieved,
especially
in
the
context
of
increasing
traffic
volumes
to
succeed
in
effectively
reducing
collisions
within
the
city
by
enhancing
existing
programs
or
developing
new
ones.
Significant
additional
resources
are
required
is
evident
from
reviewing
both
document
forward,
which
deals
with
existing
programs
and
document
5.
The
new
initiatives
of
the
road
safety
Action
Plan
Update
report.
J
Many
of
the
RSVP
programs
initiatives
tinker
at
the
margins
of
the
22
items,
identified
a
document
for
as
program
deliverables
for
the
27
1/2
million
dollar
investment.
Here
only
three-quarters
make
actual
physical
changes
to
improve
road
safety.
The
cost
of
20
million
doesn't
go
far
enough.
For
example,
if
only
2
warranted
pedestrian
signals
will
be
installed
out
of
how
many
in
the
city,
if
only
one
intersection,
will
qualify
producer
safety
enhancement
out
of
how
many
in
the
city,
some
10
locations
will
be
upgraded
under
the
cycling
safety
enhancements.
J
How
long
will
it
take
to
complete
this
program
throughout
the
city?
Some
12
to
13
neighborhoods
will
receive
gateway,
speed,
limit
signage,
restricting
speeds
to
30
or
40
kilometres
an
hour.
How
long
will
it
take
to
cover
all
residential
communities
and
of
the
58
initiatives
identified
as
part
of
the
four
million
dollars
in
one-time
additional
funding?
Only
18
projects
of
actual
funds
identified
and
only
15
will
actually
change
road
infrastructure
to
improve
safety.
For
example,
some
10
intersections
will
receive
high
visibility
ladder
markings
to
improve
pedestrian
safety.
J
Out
of
how
many
in
the
city,
a
new
leading
pedestrian
interval,
guideline
will
be
developed
and
implemented
for
300
locations,
but
how
many
locations
have
funds
to
make
these
changes?
Only
one
high
cycling
vehicle
introduction
intersection
will
be
studied
for
potential
modification
at
a
cost
of
$280,000.
What
about
the
others
across
the
city
after
developing
a
systemic
to
review
and
prioritize
protected
left
turns
to
avoid
collisions.
Only
ten
will
be
implemented
out
of
a
possible.
How
many,
only
three
elementary
schools
out
of
over
350
in
the
city
will
have
traffic
calming
measures
implemented.
J
How
long
will
it
take
to
do
the
others
to
repeat
the
consultant's
report
or
comment
if
the
current
safety
efforts
of
the
city
has
partner
agencies
are
maintained,
but
not
altered?
Not
significantly
altered
is
low,
that
a
significant
reduction
either
number
or
severity
fmi
collisions
will
be
achieved,
especially
in
the
context
of
increasing
traffic
volumes
to
succeed
in
effectively
reducing
collisions
by
enhancing
existing
programs
developing
new
ones.
Significant
additional
resources
are
required.
In
short,
the
measures
identified,
the
ROA
safety
action
plan
are
far
too
modest,
Thank
You
Josh
mr.
C
J
F
F
A
F
A
A
K
You
just
setting
up
the
presentation
good
morning,
everyone
a
pleasure
to
be
here.
My
name
is
Rob
Barnes
I'm
here
on
behalf
of
Ecology
Ottawa,
and
it's
a
pleasure
to
to
talk
this
morning
about
the
Road
Safety
Action
Plan
Update
I
just
wanted
to
start
off
by
saying
thank
you
to
city
staff
for
the
hard
work
on
this
document,
as
well
as
for
to
the
city
for
its
consultative
process.
K
College
Ottawa
was
part
of
that
process
and
we
appreciate
that
at
a
high
level,
though,
we
would
say
that
the
20%
reduction
in
road
deaths
envisioned
in
this
document
is
not
enough.
It's
not
vision,
zero.
It
does
not
go
far
enough
and
I
think
like
FCA,
we
say
that
the
document
is
a
positive
step,
but
a
small
one,
and
it
ignores
more
meaningful
policy
and
budget
measures
that
could
be
implemented.
We
appreciate,
though,
that
staff
were
given
a
very
narrow
mandate,
so
the
question
is
really
for
the
Transportation
Committee
and
for
council.
K
Where
is
the
political
will
for
more
meaningful
progress?
As
we
all
know,
time
is
precious
and
lives
are
on
the
line.
So,
in
terms
of
positive
elements
of
this
report,
we
saw
additional
spending
additional
staff
resources,
annual
reporting
or
traffic
calming
in
school
areas,
and
some
really
good
policy
recommendations,
especially
around
the
300
or
30
kilometers
per
hour
target,
not
300.
That
would
be
bad
so
we're
you
know.
Those
are
some
positive
steps
that
we
saw
and
I
just
want
to.
You
know
back
this
up
and
give
you
some
broader
framing.
K
Obviously
we
know
we're
in
a
climate
emergency
and
we
need
a
dramatic
shift
away
from
motor
vehicles.
We
see
vision,
zero
is
not
only
a
road
safety
measure
is
something
important
in
that
respect,
but
also
a
necessary
part
of
the
climate
transition.
This
is
a
pie
chart
that
many
of
us
are
familiar
with.
K
44%
of
Ottawa's
community
emissions
come
from
our
transportation
sector,
how
we
move
around
the
city,
and
if
we
look
at
the
trend
lines
over
time,
we
can
see
that
while
emissions
from
things
like
buildings
have
declined,
emissions
from
transportation
are
going
up
or
flatlining,
and
so
there's
a
real
question
as
to
what
we're
going
to
do
in
terms
of
tangible
measures
to
get
more
people.
Taking
the
bike
taking
their
bikes,
walking
and
engaging
in
active
modes
of
transportation
on
the
political
front,
you
know
this
is
a
political
question.
This
this
policy
is
really.
K
This
document
is
really
good
about
suggesting
concrete
measures
forward,
but
ultimately
the
question
remains
a
political
one
and
one
of
budget
allocation.
When
we
compare
the
road
growth
project
funding
to
road
safety
initiatives
in
the
2020
draft
budget,
you
can
see
that
Road
growth
projects
are
more
than
double
in
terms
of
the
size
and
scale.
Another
point
for
context
is
just
to
compare.
We
hurt.
K
We
often
hear
that
Ottawa
compares
well
with
European
countries
like
Sweden,
but
we
should
note
that
in
the
very
report
that
we're
talking
about,
we
compare
it
to
a
Stockholm
as
well.
We've
got
a
long
way
to
go
if
we're
going
to
catch
up
to
leading
European
cities,
it's
one
thing
to
compare
us
to
a
country
as
a
whole,
it's
another
to
compare
Ottawa
to
other
cities
that
are
showing
a
lot
of
political
will
on
this
question
in
terms
of
what
this
report
means.
K
This
has
been
discussed
to
a
certain
extent
in
the
media,
but
we
just
want
to
put
some
hard
numbers
on
it.
This
is
what
an
80%
reduction
looks
like
we'll
have
26
people
dying,
26
pedestrians
dying
across
four
years
by
2024
six
cycling
deaths,
fifteen
motorcyclists
dying,
fourteen
vehicle
passengers
and
49
drivers.
We
know
these
incidents
impact
us
all
and
documents
like
this
are
step
four,
but
we
need
to
take
stronger,
more
urgent
action.
K
K
We
looked
a
lot
of
local
streets
in
this
report,
which
was
great
but
there's
a
question
as
to
why
there's
a
certain
level
of
silence
on
design
solutions
for
collectors
and
arterials.
What
are
the
current
net
revenues
from
the
automated
speed
enforcement
dedicated
to
road
safety?
That's
a
question
that
came
up
what
our
roads
school
safety
priorities
for
schools
on
arterials,
we
heard
from
SCA
there's
a
limited
number
of
schools
where
safety
will
be
addressed.
What's
the
plan
to
address
it
more
more
fully,
we
also
appreciate
the
focus
on
leading
pedestrian
intervals.
K
K
What
we
didn't
see
in
the
report
again,
these
are
the
policy
solutions
at
a
high
level
that
might
make
really
substantive
changes
and
that
don't
cost
that
much,
but
it
takes
political
will:
Carlene
reductions,
car
free
zones,
mandatory
changes
in
street
design
for
all
streets,
restrictions
by
vehicle
type,
mandatory
and
retroactive
speed,
reductions
on
streets,
mandatory,
no
right
turn
on
red
and
commitments
to
change
the
distributions
of
funding
going
forward.
So
with
my
remaining
15
seconds,
we've
just
got
a
few
suggestions.
K
We
hope
the
city
will
adopt
vision,
0,
obviously
with
the
target,
but
we
hope
that
we'll
adopt
it
immediately
with
a
focus
on
policy
change,
integrates
strong
policy
language
and
the
new
transportation
master
plan
were
excited
to
see
that
those
consultations
have
started
and
make
streets
a
bigger
budget
priority
than
an
expanded
road
network.
Thank
you.
A
C
Thanks
Tara,
just
on
thanks
for
being
here
on
the
motion
that
has
been
moved
and
item
six.
It
talks
about
bringing
back
options
as
part
of
the
2021
SRS
ap
annual
report
with
operational
and
implications
and
capital
implications
to
work
toward
zero
traffic
fatalities.
Is
that
something
that
you're
getting
out
here
that
you
want
to
see
a
target?
You
want
to
see
costs
come
back.
What
what
options
do
we
have
to
do
that?
That's.
K
A
B
The
final
point
that
was
made
with
respect
to
adopting
envision
zero.
Why
is
that
language
important
to
you?
So
one
of
the
things
I
struggle
with
is
you
know
this
report
speaks
to
a
safe
systems
approach.
Clearly,
the
goal
is
zero
fatalities
and
zero
major
injuries
on
our
roads.
How
does
that
differ
substantive
ly
from
what
you're
suggesting
I
think.
K
K
Zero
is
because
it's
clear
about
its
target,
okay
and
and
and
clear
about
the
idea
that
we
need
to
plan
to
get
to
zero
and
also
that
the
idea
that
it's
incumbent
on
us
as
a
city
to
design
our
roadways
in
a
way
that
that
eliminates
severe
injury
and
death,
and
that's
that
that's
a
political
question
that
we
can
tackle.
But.
K
Think
that
if
we
were
you
know
in
the
vision,
zero
pieces
is
a
target,
and
then
the
idea
would
be
that
a
lot
of
the
the
elements
that
are
already
in
this
plan
are
great
or
a
great
start.
It's
a
question
of
how
do
we
get
there?
What's
the
level
of
ambition?
That's
required
from
a
budgeting
from
a
policy
perspective,
and
so
this
one
is
a
vision,
20
percent
reduction
and
that's
not
not
far
enough
for
us.
Okay,
thank.
A
F
Thank
you
so
I'm
here
today,
as
a
member
of
the
board
of
the
healthy
transportation
coalition
and
I'm,
going
to
focus
on
speed
reduction,
because
the
way
this
new
plan
approaches,
speed
reduction
is
not
based
on
vision,
zero
principles
and
it
demonstrates
law
and
standing
problems
with
the
city
of
State
streets
policy.
Now
this
is
true
from
the
report.
Speed
reduction
is
one
of
the
core
considerations
within
a
safe
systems
approach,
and
why
is
that?
F
F
F
Researchers
from
sick
kids
are
looking
at
the
effect
on
injury,
collisions
it's
looking
like
it's
hot
in
effect,
but
we
don't
have
the
research
out
yet,
but
more
research
is
coming
out
showing
that
blanket
speed,
reductions
using
signs
alone,
reduce
fatalities
and
injuries.
Here
are
some
recent
results
from
Bristol
they
put
in
place
widespread
30,
kilometer
per
hour,
speed
limits
with
some
exceptions.
This
was
signs
only.
F
But,
of
course,
that's
our
philosophy
in
Ottawa
and
this
new
plan
perpetuates
it.
I
want
to
acknowledge
that
setting
30
kilometers
per
hour
is
the
target
speed
for
all
new
and
reconstructed
streets
is
great
and
the
kind
of
system-wide
change
that
we
need,
but
it's
not
nearly
enough.
It
does
nothing
for
those
of
us
using
existing
streets,
and
this
goes
to
the
heart
of
the
problem
with
the
city
is
safe
streets
policies.
The
right
thing
is
done,
but
only
for
certain
streets,
certain
neighborhoods.
F
We
got
a
30
kilometer
per
hour
zone
here
some
cycle
tracks
there,
some
proper
year-round
traffic
calming
over
there
and
we're
supposed
to
believe
that
this
makes
us
a
vision,
zero
city.
It
doesn't
there's
still
far
too
much
time
and
too
many
resources
spent
explaining
to
us
why
we
can't
have
safe
streets
instead
of
just
doing
everything
in
your
power
to
deliver
them.
F
Life
and
health
can
never
be
exchanged
for
other
benefits
within
the
society.
This
is
from
the
founder
of
vision,
zero
and
it's
central
to
that
philosophy.
Note
that
it
doesn't
say
protect
life
and
health
and
that's
the
reduces
parking
or
slows
traffic
flow
life
and
health
are
the
priority
and
those
who
suffer
most
when
we
don't
put
life
and
health
first
are
the
poorest.
It's
no
surprise
that
huge
parts
of
the
Glebe
and
old
Ottawa
South
will
have
30
kilometre
per
hour.
Speed
limits.
Well,
the
traffic
burden
continues
to
fall
elsewhere.
F
So
here
are
some
simple
recommendations:
sign
all
local
streets,
30
km/h
reduce
speeds
on
all
streets
in
every
school
walk
zone-
that's
not
just
in
front
of
the
school.
Those
are
all
the
streets
that
children
use
to
walk
to
school.
Please
audit,
the
traffic
calming
and
temporary
traffic
calming
programs,
so
that
you're,
using
only
the
most
effective
methods.
Thank
you.
A
L
Good
morning,
I'm
Miranda,
Graham
speaking
on
behalf
of
the
convent
Glenn
Orleans
Woods
Community
Association
this
summer,
a
young
cyclist
died
in
our
area,
and
that
is
why
I'm
here
he
died
in
an
area
that
would
not
be
impacted
by
some
of
the
decisions
we
are
making.
It
was
an
arterial
road
going
into
an
on-ramp
onto
the
174.
Well,
he
is
a
cyclist
that
is
a
high
pedestrian
area
because
it
is
within
maybe
a
dozen
meters
of
one
of
our
major
transit
stops.
L
So
there
are
several
memorials
to
the
gentleman
that
died.
One
is
right
outside
your
building
here
he
is
part
of
the
ghost
bike
stuff
that's
outside,
but
a
memorial
is
not
action.
There's
also
a
ghost
bike
to
encourage
drivers
to
slow
down
in
the
area
where
he
died,
but
that
again
is
not
a
permanent
action
and
it's
not
enough.
We
need
more
of
the
memorials.
We
need
a
commitment
to
road
redesign.
L
What
we
did
get
was
paint
for
the
crosswalks
and
a
sign
telling
pedestrians
to
yield
to
cars.
If
you
were
introducing
a
older
child
to
a
younger
child,
you
don't
tell
the
youngest
child
to
be
gentle.
You
tell
the
oldest
child
to
be
gentle
because
they
have
more
responsibilities
because
you're,
bigger
I'd
like
you
to
apply
that
same
idea
to
road
safety.
It's
not
the
person,
that's
going
to
suffer
the
biggest
problems
that
needs
to
yield.
It's
also
the
drivers.
They
have
a
responsibility.
L
This
is
going
to
be
a
generational
issue
in
my
lifetime.
It's
taken
30
years
to
get
to
the
point
where
drinking
and
driving
is
no
longer
acceptable.
We're
still
at
the
point
where
some
people
think
you
can
have
one
and
drive,
but
it's
taken
a
long
time
to
get
to
this
point.
Road
safety
will
take
a
long
time
too.
This
can't
be
just
a
four-year
term
of
counsel
issue.
A
one-and-done
issue
will
need
to
go
on
for
a
long
time.
L
The
other
thing
I
need
for
you
to
do
is
to
dream.
Bigger
I
need
you
to
dream
as
big
as
the
parents
of
the
young
man
that
died
held
dreamed
when
they
held
him
for
the
first
time
they
dreamed
of
the
grandchildren,
they
would
have
the
pride
they
would
have
in
their
son.
I
need
you
to
dream
bigger
for
all
the
other
people
that
will
have
fatal
or
life-changing
accidents
on
our
roads.
When
I
look
at
some
other
organizations,
their
plan
is
bigger
than
our
plan.
The
mothers
against
drunk
driving
in
the
u.s..
L
They
are
working
for
a
future
of
no
more
victims.
Cancer
societies,
don't
say
we're
working
to
reduce
cancer
deaths.
They
talk
about
a
life
where
no
child
gets
cancer.
Those
may
only
be
aspirational
dreams,
but
they
set
the
tone
for
action
across
those
organizations
and
I
need
you
to
dream
as
big
in
road
safety.
It's
not
enough
just
to
build
new
roads
that
are
safer.
We're
going
to
have
to
put
millions
into
retrofitting.
L
Just
putting
up
signs
at
all
these
on
wraps
across
the
city
will
not
be
enough.
They
will
need
to
be
redesigns
to
those
intersections
to
make
them
safer
for
all
the
users
that
use
them
our
feeling
is.
It
is
perfectly
acceptable
to
assume
that
a
child
would
cycle
through
their
community
from
their
home
to
a
public
pool
have
a
good
time
and
cycle
home.
L
In
this
case,
the
young
gentleman
did
not
make
it
home
his
two
fellow
friends
did,
but
we
could
have
had
three
dead
children
just
as
easily
as
one
and
that's
because
we
don't
have
a
vision
for
designing
safe
streets
that
looks
at
streets
that
we
already
have
and
puts
in
the
money
we
need.
So
please
dream
big
for
all
these
people
that
have
been
injured
on
the
roads.
Thank
you
for
your
time.
Thanks.
M
L
A
N
Name
is
Travis,
broken
and
I
wanted
to
give
a
brief
message
on
the
importance
of
cycling
safety
in
the
city
of
Ottawa
I
used
to
be
an
avid
cyclist.
I
did
competitions,
I
did
I
was
I
lived
on
my
bike,
I
didn't
drive,
a
car
I
was
always
cycling
everywhere.
I
was
a
climber
I
used
to
skate
all
the
time.
I
was
very,
very
active
and
led
a
very
fulfilling
life
until
a
little
over
six
years
ago.
N
About
six
and
a
half
years
ago,
now,
I
was
hit
by
a
car
while
cycling
downtown
here
in
Ottawa,
without
getting
into
the
details
of
the
accident.
It
left
me
with
permanent
brain
damage
with
two
ribs
that
were
knocked
off
of
my
spine.
My
back
was
damaged
on
five
places.
I
walked
with
a
cane
now
and
have
balance
problems,
because
the
signal
doesn't
get
to
my
leg
properly.
N
The
way
I
should
because
of
the
spinal
cord
damage
and
I
was
also
left
with
disease
called
complex
regional
pain
syndrome,
which
was
caused
when
my
central
nervous
system
was
damaged
in
the
accident.
It's
one
of
the
most
excruciating
issues
of
human
being
can
deal
with
and
has
completely
changed.
My
life
I
spent
five
years
and
very
active
rehab
and
recovery.
N
Coming
back
from
it,
and
now
I
leave
my
life
working
doing
what
I
can
to
help
others
to
work
for
community
development
to
be
the
person
for
others
that
I
needed
when
I
was
at
my
lowest
so
I'm
trying
to
take
what
was
a
very
negative
situation
and
turn
it
into
a
positive
I.
Do
whatever
I
can
through
work
with
my
community
associations
through
community
steering
tables
through
my
writing
through
everything
that
I
can
do
to
try
to
improve
people's
lives
and
to
try
to
improve
the
lives
and
the
City
of
Ottawa
itself.
N
Too
often,
I
hear
things
from
developers
and
planners
saying.
Well,
you
know
this
cycling
concept
is
not
ideal,
but
it's
what
we
can
work
with,
not
ideal
shattered.
My
life
not
ideal
left
me
with
crippling
chronic
pain
and
fighting
every
day.
I
have
to
wake
up
every
day
and
choose
the
fight
to
face
that
day
to
go
through.
N
It's
really
true
that
they
say
when
they
say
you
don't
know
what
you
don't
know
and
for
me,
I
can
say
that
I
didn't
know
that
complex
regional
pain
syndrome
existed.
I
didn't
realize
that
a
person
could
live
with
the
level
of
pain
that
I
lived
with
on
a
daily
basis
and
there's
nothing
I
wouldn't
give
to
go
back
and
change
what
happened,
but
it
has
happened
to
me
and
has
happened
to
other
people.
There's
people
that
have
died,
people
are
losing
their
lives.
People
are
having
their
lives
shattered.
N
This
is
something
that
needs
to
be
taken
seriously.
This
is
something
that
needs
to
be
changed.
We
need
to
improve
cycling
infrastructure
in
the
city.
We
need
to
take
it
seriously
and
we
need
to
ensure
that
everybody
doesn't
matter
what
they're
riding
what
they're
driving
we
all
get
home
safe
at
the
end
of
the
day,
and
we
have
to
stop
using
lines
and
words
like
well,
it's
not
ideal.
So
please,
my
plea
to
you
is
make
a
difference.
N
Make
it
better
take
into
account
the
fact
that
these
are
not
cyclists,
which
I'm
no
longer,
because
I
can
no
longer
ride
a
bike,
and
these
people
are
not
cyclist.
There
are
human
beings,
there
are
people
trying
to
get
home
at
the
end
of
the
day,
so
stop
looking
at
things
as
a
cyclist
driver
issue
and
look
at
it
as
a
human
issue,
a
family
issue
that
everybody
in
the
city
deserves
to
get
home
safe
today,
families
at
the
end
of
the
day.
Thank
you,
hello.
N
A
B
O
O
Remember
the
Transportation
Committee
from
our
disabilities
college.
We
strategic
growth
in
the
Asian.
There
are
our
disability
called
the
port
equity
and
generating
all
persons
with
disabilities.
Our
mission
is
to
build
a
community
and
we
participate
how
accurate
is
the
same
opportunities
as
every
other
citizen
in
the
city
in
general.
We
support
the
idea
plan
but
wish
to
bring
the
committee
that
added
the
following
item.
O
P
O
O
B
Q
Q
So
greetings
and
thank
you
for
the
opportunity
to
comment
on
the
new
road
safety
action
plan.
I
am
here
today
representing
bike
Ottawa,
which
advocates
for
the
safe
cycling
in
our
city.
We
believe
that
biking
is
for
people
of
all
ages
and
abilities
and
should
be
encouraged
throughout
the
year
as
it
leads
to
a
more
livable
and
vibrant
city.
Over
the
past
35
years
we
have
worked
closely
with
staff
and
counselors
in
each
and
every
ward
on
the
city's
policies,
plans
and
programs.
Q
Our
work
supports
the
city's
priorities
for
active
sustainable
transportation,
particularly
in
response
to
the
climate
emergency.
We
welcome
the
third
iteration
of
the
city's
Road
Safety
action
plan.
We
are
pleased
that
the
city
is
committed
to
implementing
a
systematic
approach
to
road
safety.
Human
life
and
health
should
take
priority
over
traffic
mobility.
Human
error
shouldn't
result
in
the
loss
of
life
or
life-changing
injury.
Q
Decision-Makers
are
critical
in
the
role
of
safe,
the
safety
of
all
road
users.
The
development
of
a
safety
training
course
and
an
evaluation
grid
that
will
help
decision-makers
assess
any
project
from
a
safety
perspective,
is
welcome
because
it
will
demand
all
road
projects
be
seen
through
a
safety
lens.
At
the
same
time,
bike
Ottawa
is
of
the
view
that
this
action
plan
does
not
go
nearly
far
enough.
Q
The
first
road
safety
action
plan
launched
in
2000
excuse
me
about
17
years
ago,
and
we
are
still
averaging
24
fatalities
and
124
major
injuries
each
year
we
can
and
should
do
much
more
and
much
better.
The
report
highlights
the
fundamental
truth
about
road
safety
in
our
society.
Our
road
network
has
been
designed
to
facilitate
motor
vehicles
to
travel
at
high
speeds,
regardless
of
what
road
limit
signs
say.
Q
Brent
towed
Arian,
a
highly
renowned
practitioner
in
urbanism
city
planning
and
urban
design
is
constantly
reminding
us
the
truth
about
a
city's
aspirations
isn't
found
in
its
vision,
it's
found
in
its
budget.
Well,
we
acknowledge
that
cycling
has
been
in
corporated
two
major
projects
such
as
baseline
Montreal,
Road,
Albert
and
Slater,
and
even
the
strand
herd
widening
people
on
bikes
constantly
faced
dangerous
cities
all
over
the
city.
The
city
has
declared
a
climate
emergency.
Cycling
can
help
us
curb
this
emergency.
Q
If
we
have
more
safe,
protected
lanes
for
people
to
use
safe,
protected
lanes,
bring
out
more
people
on
bikes
induced
demand
works
both
ways
build
it
and
we
will
use
it.
The
budget
for
the
road
safety
action
plan
is
more
business.
As
usual.
It
isn't
taking
any
ambitious,
ambitious
actions
to
accelerate
progress
on
building
a
livable
and
bike
friendly
City.
This
is
what
bike
Ottawa
has
been
asking
for
for
years.
We
think
the
city
has
good
plans
and
good
intentions,
but
we
want
to
see
those
excellent
plans
brought
to
life
and
much
sooner.
Q
The
road
safety
action
plan
comes
at
this
point
with
what
appears
to
be
one-time
funding
and
a
city
does
not
appear
to
be
on
the
hook
for
future
budgets.
We
are
always
discussing
the
vast
size
of
Ottawa.
We
need
to
reflect
this
size
within
the
budgeting
for
the
road
safety
action
plan.
What
are
we
building?
What
will
four
million
dollars
translate
to
in
protected
intersections?
What
does
it
cost
to
replace
painted
bicycle
lanes
and
floating
lanes
with
actual
protected
barriers?
Q
What
will
the
budget
get
us
in
terms
of
safety
to
make
our
streets
safer
for
every
road
user
every
person
in
a
car
on
a
bus
on
a
bike
walking
or
rolling?
We
all
benefit
from
the
implementation
of
the
road
safety
safety
action
plan,
but
the
budget,
your
budget
must
reflect
the
concrete
changes
that
need
to
be
made.
We
urge
you
to
put
your
budget
where
your
vision
is
be
bold.
Make
change,
be
leaders
in
safe
streets
for
everyone
lives
are
depending
on
it.
Q
B
Chair
Barbara
I'm,
going
to
support
the
the
road
safety
action
plan
that
is
being
brought
forward
today.
This
council
has
determined
that
3%
is
the
tax
limit
that
we're
going
to
allow
and
within
that
I
think.
The
road
safety
action
plan
makes
a
a
gesture
towards
improving
safety
on
our
roads
in
future
years.
I
hope
that
we'll
find
the
the
budget
to
do
more.
B
One
of
the
things
that
rankles
with
respect
to
this
plan
is
the
users
of
our
roads
are
intended
to
use
the
roads
as
designed
that
comes
out
in
vision,
zero
that
comes
out
in
the
safe
systems
approach
that
we've
described
in
this
report
that
the
success
of
our
safety
plans
depends
on
users
using
the
facilities
as
designed
on
an
island
part
drive.
That
means
that,
in
order
for
cyclists
to
be
safe,
drivers
have
to
stay
on
one
side
of
a
painted
line
and
cyclists
have
to
stay
on
the
other
side
of
a
painted
line.
Q
Q
So
when
I
bike,
Main
Street
I
use
the
road
in
the
way
that
it
is
designed,
I
will
be
in
the
cycle
lane
in
the
cycle
track,
but
there's
missing
links
where
I
then
get
spit
out
into
into
the
live
lane
with
drivers,
and
this
becomes
confusing
for
everyone,
because
why
am
I
suddenly
appearing
well?
It's
because
it
ended
and
I
am
suddenly
in
the
lane
with
them.
Q
I
think
there's
lots
of
great
examples
all
over
the
world
of
where
the
cities
where
cities
are
doing
things
that
we
we
can
be
looking
at,
but
we
need
a
lot
more
work
paint.
The
famous
line
is
paint
is
an
infrastructure
paint
is
just
paint
it
fades,
it
can
be
easily
driven
over.
It
can
be
ignored,
it
can
be
parked
in.
So,
if
you're
trying
to
use
the
painted
Lane
as
a
person
on
a
bike.
Q
B
B
Q
It's
not
enough
the
the
point
of
vision,
zero
or
safe.
Whatever
you
want
to
call
it,
it
doesn't
matter
to
me
I
mean
we
can
have
a
separate
chat
about
that,
but
designing
the
road
so
that
you're
separated
allows
for
distance
between
anyone
who
wants
to
to
engage
in
any
kind
of
high-risk
behavior.
So
if
it's
a
driver,
that
is
you
if
you're
separated,
then
you're
protected
when
you're
beside
a
driver
in
a
painted
bike
lane,
you
have
no
separation.
Q
So
if
that
person
decides
to
turn
their
wheel
at
a
split
second
notice,
you
have
no,
you
have
no
buffer,
and
there
are
a
lot
of
high
risk
drivers
around
and
it
would
be.
The
ideal
situation
is
to
separate
everyone
into
their
own
spaces.
You
know
I
want
to
be
away
from
them
as
much
as
they
see
me
as
an
in
their
way.
If
we're
sharing
a
space.
F
Thank
You
Barbara
for
being
here
I,
really
often
focus
a
lot
on
existing
infrastructure
and
most
certainly
there's
room
for
improvement.
In
that
respect.
There
is
a
lot
of
new
development
happening
in
suburbs
in
rural
areas
is
taking
place.
What
is
bike
Ottawa's
role
in
terms
of
working
through
those
public
consultations
or
with
counselors
offices
or
with
city
staff,
to
see
that
your
vision
for
bike
infrastructure
is
implemented
in
those
newly
built
opportunities?
So.
Q
I
think
it's
it's
been
it's
everything
is
we're
a
volunteer
organization,
so
we
do
the
best
that
we
can
to
stay
on
top
of
what
is
being
built
and
to
offer
suggestions
or
for
improvements
and
in
some
cases,
because
we
often
have
relationships
with
councillors
and
things
like
that.
They
might
approach
us
and
say
this
is
what
is
happening?
Do
you
mind
commenting
on
it
for
feedback.
F
Because
I
know,
in
my
ward,
we
tragically
had
a
fatality
on
a
rural
road
that
was
never
meant
to
have
residential,
build
up
around
it
armor
this
past
year,
and
you
know
we're
seeing
that
a
lot
of
the
suburbs
have
now
taken
over
former
rural
roads
and
we
haven't
been
able
to
to
keep
pace
with
that
infrastructure.
I
did
have
a
member
of
my
card
will
come
out
and
provide
phenomenal
feedback,
we're
looking
at
how
to
implement
that
with
the
infrastructure
that
has
had.
F
F
Q
Q
A
R
Sorry
this
is
my
first
time
speaking
at
one
of
these
things.
This
is
you
has
a
very
personal
impact
of
myself.
A
month
ago,
I
was
hit
by
a
car
that
decided
to
turn
right
into
an
active
bike
lane
without
warning
and
since
then
crossing
streets
has
been
quite
horrifying.
For
me,
I'm
always
really
terrified
that
a
car
will
be
turning
right
without
properly
looking
I
will
have
to
say.
R
Many
nice
super
sharrows
like
the
ones
that
are
coming
in
on
Elgin
and
on
Queen
Street.
While
they
are
a
great
idea,
it
is
not
a
safe
design.
This
past
summer,
I
was
honked
at
swerved
and
harassed
by
a
driver
on
Queen,
Street
and
I
have
never
ever
gone
back
to
that
street.
Just
because
I
don't
feel
safe
and
I
doubt
I
will
go
back
to
I.
Doubt
I
will
go
to
Elgin.
As
a
result,
there
is
another
place
of
concern
for
me,
and
that
is
the
bridge
on
Bronson
Avenue.
R
While
the
paint
in
the
separation
is
great,
I
do
witness
almost
daily
drivers
who
will
decide
to
go
over
that
painted
area
or
into
the
bike
lane
to
pass
all
the
cars
backed
up
going
into
the
city,
especially
during
rush
hour.
This
happened
to
me
yesterday
twice
while
crossing
the
bridge.
This
is
also
concerning
for
me,
because
there
are
numerous
Carleton
students
who
are
very
new
to
the
city
and
who
don't
know
the
ways
of
the
roads.
R
Just
think
that
when
we
are
looking
at
this
road
safety
action
plan,
we
need
to
consider
these
new
users
to
the
city
who
don't
know
what
is
safe.
Well,
where
is
safe
and
where
is
not
safe
and
how
to
go
about
using
the
roads,
especially
in
that
area
crossing
north
into
centre
town
into
the
Glebe.
There
are
only
two
crossings
and
that's
the
Bronson
in
the
banked
Bank,
Street
bridges
and
as
well
in
southern
Ottawa.
R
In
when,
when
we
look
at
hogsback,
when
we
look
at
that
side
of
the
city
I
know
a
lot
of
my
teammates
who,
like
to
bike
to
practice
early
in
the
morning,
frequently
come
in
saying
that
they
almost
got
hit
this
morning
and
that
they're
just
waiting,
I
myself
told
the
paramedics
last
month
when
I
was
in
the
ambulance,
I
was
like
I'm,
not
surprised
to
happened.
I
knew
it
was
going
to
happen
eventually.
So
my
main
concern
is
is
that
we
need
to
think
about
these
new
road
users
who
aren't
used
to
the
streets.
A
P
You
very
much
for
coming
out
today,
because
it's
very
painful
obviously
to
to
share
that
experience
and
I
know
it
firsthand
and
inter
not
in
terms
of
being
injured,
but
every
time
I
go
out
on
my
bike.
People
say
to
me:
take
care,
you
know,
you
know
we're
worried
about
you
and
yet
it's
it
should
be
a
normal
form
of
transportation
and
I.
P
Shouldn't
have
to
have
special
messages
to
me
and
or
to
you
to
to
be
safe
and
obviously
the
some
of
the
experiences
you
have
like
on
Queen
Street,
I
know
what
you're
talking
about
so
I
want
to.
Thank
you,
for
that
is.
If
you
have
any
suggestions,
what
would
you
give
as
a
first
one
in
terms
of
particular
situations?
P
R
R
That's
where
I
almost
get
hit
by
cycle
again:
no
I
cyclist
by
other
cars,
so
I'm
again
I'm
in
business
I'm,
not
in
like
designed
like
urban
design,
so
just
finding
a
way
to
keep
cyclists
like
to
the
side
and
safe
and
separated
till
at
least
Homewood,
because
that's
where
most
of
them
turn
off
to
take
like
side
streets
to
get
downtown
I,
don't
know
how
you
would
go
about
that.
It's
just
an
area
that
I'm
concerned
with
Thank.
P
C
C
In
all
of
these
things
that
the
problem
is
always
we
get
these
analysis
of
traffic
flow
and
that's
compared
against
the
safety
of
users
of
vulnerable
road
users,
and
so
Bronson
in
particular,
will
get
redone
at
some
point,
but
will
it
get
redone
in
a
way
that
is
safer
than
it
is
now?
That's
the
question
that
we
battle
with
here
all
the
time
so
I
think
this
road
safety
action
plan,
I'm,
hoping
there's
some
movement
there
when
we
redo
these
things.
C
But
hey
thanks
for
the
allowing
me
to
just
comment
chair
on
some
of
the
areas
in
my
war
that
Ward
mentioned.
Thank
you
for
being
here
and
Phil
Landry
beside
you.
There
is
one
of
the
guys
and
Krista
and
Rob
that
definitely
should
get
your
emails
as
well
as
councilor,
because
they're
folks,
that
can
help
us
implement
these
changes.
So,
thank
you.
A
S
Good
morning,
chair
and
members
of
the
Transportation
Committee
I
live
in
Kanata
south,
and
you
know
listening
to
Teresa
and
Ward
share
their
story.
It
made
me
think
about
trying
to
bike
on
Terry
Fox
Drive,
where
there
is
a
painted
bike
lane
which
provides
zero
protection
to
me,
but
you
know
sometimes
I'll
try
to
bike
in
that
suburban
community
from
the
south
to
the
north
and
and
back
my
in-laws
live
and
get
out
of
north
and
I'm
worried
about
the
world.
S
The
number
of
fatalities
on
our
road
I
think
that
the
percentage
that
now
is
being
proposed
doesn't
go
far
enough
fast
enough.
So
that's
what
I'm,
hoping
you
can
do,
is
go
further.
Much
faster.
Recognizing
that
lives
are
at
stake,
so
I
would
urge
you
to
adopt
a
vision,
zero
immediately
to
implement
safer
streets
using
really
affordable.
Things
such
as
pop-ups
that
can
be
implemented
with
things
like
pylons
in
many
places
of
Ottawa
would
be
much
better
than
just
some
paint.
S
Initially,
we
could
certainly
partner
with
the
city
to
implement
pop-up
projects
across
across
Ottawa,
and
we
stand
willing
and
able
to
help
I
want
to
voice
support
for
30
kilometer
in
our
streets.
Now
we
should
be
implementing
that
as
other
cities
across
Canada
are
doing
certainly
want
a
voice
support
for
the
idea
that
we
should
be
prioritizing
safe
streets
instead
of
Road
widening
is
designed
to
give
more
Road
space
to
people
driving
cars
and
trucks.
The
budget
implement.
S
Implications
of
road
widening
'z
are
massive
and
they
do
nothing
to
really
curb
congestion.
So
we
know
that
if
we
can
get
more
people
on
bikes,
it
will
make
everybody's
commuter,
and
so
that
should
be
the
priority.
I'd
also
urge
the
city
to
rigorously
apply
the
equity
and
inclusion
lens
to
its
decision-making
with
regard
to
where
and
when
improvements
are
implemented.
So
Michele
shared
earlier
about
how
low-income
families
that
have
kids
are
more
likely
to
experience,
Road
injuries
or
fatalities
than
families
with
higher
incomes
and
that's
an
inequity.
S
It
can
be
addressed
simply
by
prioritizing
addressing
it.
So
what
that
means
is
you
should
prioritize
spending
in
Ottawa's
lower-income
neighborhoods
that
have
poor
walkability
groups
like
the
Ottawa
neighborhood
study
can
provide
you
with
a
list
of
where
those
15
neighbourhoods
are
I
could
also
do
so.
S
I'd
also
urge
you
to
commit
to
achieving
vision,
zero
by
2030.
That
type
of
a
goal
seems
very
smart.
In
that
it's
specific,
it's
measurable,
you
can
assign
people
the
responsibility
to
achieve
it.
It's
realistic
and
it's
time
related
now
earlier
this
year,
I
helped
to
organize
a
couple
vigils
and
roles
for
justice.
S
What
we
called
them
after
there
were
multiple
people
killed
on
cities
on
the
city,
wad
was
unsafe
streets
and
it's
very
awful
that
people
are
still
being
killed
and
it's
very
sad
to
have
to
spend
time,
organizing
vigils
and
rallies
for
the
type
of
action
that
you
all
say,
you're
committed
to
so
now
is
an
opportunity
to
improve
what
is
before
you
now.
I
think
you
know
the
Ottawa
Road
Safety
action
plan
as
presented
today,
is
a
good
first
step.
It
doesn't
go
far
enough.
S
S
Think
there
could
possibly
be
a
specific
example.
Looked
at
with
regard
to
that.
Certainly
more
bus,
only
lanes
on
existing
roads
would
be
welcomed.
Safe
cycling
infrastructure
would
be
welcomed
in
more
places
of
the
city.
I
think
Ottawa
could
learn
from
other
jurisdictions,
which
are
basically
saying
we're.
Gonna,
create
a
network
of
bus,
only
lanes
on
existing
roads
and
while
we're
at
it
we're
gonna
say
that
cars
are
no
lis,
no
longer
able
to
go
on
those
roads.
Those
roads
are
strictly
for
public
transit
vehicles,
pedestrians
and
cyclists.
S
If
there
was
a
network
citywide
with
that
type
of
a
design,
you
wouldn't
necessarily
have
to
widen
an
existing
road.
To
achieve
that,
you
could
save
money
in
this
constrained
budget
environment
that
is
self-imposed,
but
we're
living
in
that
self-imposed
budget
constraint.
So
I
think
if
you
have
a
specific
example.
A
Thanks
very
much
are
there
any
other
questions
seeing
none
and
for
the
record,
the
proposal
in
the
East
is
actually
the
most
environmentally
friendly
and
includes
an
HOV,
Lane
and
cycling
facilities.
So
with
that
we
will
go
to.
There
are
no
other
speakers.
We
will
go
to
questions
to
staff.
Counselor
flurry
is
first
and
just
to
remind
everyone.
We
have
those
motions
in
addition
to
the
report.
Let's
deal
with
it
all
at
once,
please
and
then
we'll
get
to
voting
when
everyone's
done
missus.
D
D
Yet
the
applicability
of
these
policies
afterwards
gets
complex
and
that's
where
I'd
love
to
hear
from
staff
as
to
the
the
road
safety
action
plan
has
kind
of
a
fundamental
in
place
that
needs
to
tie
into
infrastructure
services
that
needs
to
tie
into
the
enforcement
arm
through
Ottawa
police
that
needs
to
tie
into
winter
operations
and
the
review
of
mqs.
How
is
the
team
beyond
what's
presented
in
the
plan,
making
having
the
not
I,
don't
like
to
use
the
word
authority?
D
But
how
does
it
ingrain
these
committee
objectives
and
these
these
goals
deeper
the
organization's
so
that
every
member,
as
we
redo
a
street,
that
the
project
manager
and
that
the
community
has
that
in
place,
that
the
review
of
the
winter
maintenance,
from
an
accessibility
point
of
view
and
from
a
safety
point
of
view,
also
be
integrated
and
then
in
spots
that
where
we
have
existing
issues
that
we
have
proper
enforcement?
How
does
that
all
tie
in
to
to
what's
presented
to
committee
today.
I
Well,
one
of
the
recommendations
moving
forward.
Councillor
is,
if
you
remember
the
governance
slide
with
regards
to
the
steering
committee
setting
the
high-level
overview
of
the
program,
and
that
includes
representation
at
the
senior
level
from
not
only
transportation
services
but
Ottawa
Public
Health,
with
the
medical
officer
of
health
being
at
the
table.
I
So
by
adopting
the
plan
and
the
strategic
kind
of
framework
or
the
governance
structure,
you're.
Actually
asking
us
to
make
sure
that
we
keep
our
peers
accountable
and
keep
senior
leadership
up
to
speed
on
where
those
gaps
are
occurring.
So
our
hope
as
staff
is,
we
will
remove
some
of
those
obvious
scenarios
that
you've
spoken
about.
Okay,.
D
Thank
you
in
terms
of
funding
of
some
of
the
initiatives,
there's
the
goal,
there's
the
four
million
goal
and
so
on.
But
yesterday
I
asked
a
question
at
fedko
as
it
relates
to
the
red
light
cameras.
The
leader
just
offhand,
I
think
it's
12
million
that
we're
expecting
from
ever.
You
know
you'll
need
to
its
I'm,
not
specific
on
the
amount
here,
but
are
we
able
to
use
some
of
the
revenue
sources
through
red-light
cameras
and
so
on
to
fund
infrastructure
services?
D
That
would
fix
the
issue
in
the
first
place,
because
all
the
elements
that
we're
confronting
our
historic
designs
that
were
wider
than
than
expected
and
now
we're
you
know
putting
putting
signs
and
trying
to
do
traffic
calming
I
see
that
all
the
time
and
you
know
no
one's
guilty.
Yet
everyone
is
in
some
way
so
love
to
hear
from
you
as
to
how
do
can
we
use
those
sorts
of
pockets
which
other
funds
should
we
be
looking
at
to
find
the
the
fundamentals
which
is
proper
infrastructure,
build-out.
H
So
I
can
talk
about
moving
forward
in
terms
of
what
the
plan
in
the
report
talks
to
may
I
see
Wendy's
Davidson's
there.
Maybe
she
can
talk
about
sort
of
the
historical
where
we
are
today,
but
moving
forward.
Any
funds
that
come
in
through
automated
enforcement
through
the
automated
license
plate
recorder,
the
School,
Bus
camera,
the
red-light
camera
after
2020.
Any
of
those
funds
will
be
reallocated
to
to
road
safety,
we're
also
looking
at
potential
other
sources
of
automated
enforcement.
We
have
issues
with
stop
signs.
H
We
have
issues
with
bustling
complaints,
so
those
are
the
kind
of
things
that
we're
going
to
look
living
forward,
so
anything
that's
tied
to
that
would
be
put
into
the
into
the
bucket
and
to
pay
on
how
much
revenue
we
we
receive.
We
would
then
put
that
towards
road
safety,
because
the
goal
of
this
revenue
is
is
to
reinvest
it
into
that
road
safety
bucket.
H
D
That's
that's
good
to
hear
are
going
forward.
The
plans
are
I.
Will
echo
the
the
sediment
of
many
of
the
speakers
which
is
I
wish
we
had
come
out
with
an
aspirational
goal,
something
that
we
aspire,
that
might
be
in
ten
years,
we'll
get
there
a
bit
like
the
ODA
AODA
was
passed
and
it's
not
like
tomorrow
it
was
resolved.
We
every
year
spend
a
bit
of
money
to
make
all
of
our
property
compliance,
and
then
the
province
set
a
target
year.
D
I
wish
that,
from
this
report
we
would
be
aspirational
to
zero
injuries,
because
when,
when
we
went
out
and
provided
a
number,
then
that
became
that
the
right
number
and
how
do
we
get
there
and
how
expensive
that
would
be
I
would
prefer
it
if
the
goal
was,
how
do
we
get
to
zero
and
yes,
here's
our
next
three
years?
Here's
the
plan,
I
think
committee
would
committee
in
the
community
would
have
would
have.
The
tone
would
have
changed
to
something
like
yes,
thank
you
for
having
a
goal.
D
That's
lofty
that's
hard
to
get,
and
yet
it's
important
to
have
metrics
and
achievable
action
plans
so
that
we
can
get
there.
That's
a
comment
that
you
know
I
wish.
We
had
started
there
and
hopefully,
with
the
funding
stream
that
you're
talking
about
we
can.
We
can
be
aggressive
in
those
key
areas
that
need
improvements.
A
Thanks
very
much,
and
just
before
we
go
to
the
next
speaker,
just
provide
some
context
for
people
Sweden,
which
is
often
referred
to
as
the
originator
revision
0
and
held
up
as
one
of
the
benchmarks.
While
they
have
vision,
zero,
their
goal
for
fatalities
in
2020
was
actually
220,
so
every
jurisdiction
has
incremental
goals
and
Ottawa
is
no
different.
The
next
speaker
is
councillor
Hubli.
O
You
counselor
Blaine
chair.
Thank
you
a
couple,
quick
questions
on
the
plan
and
then
talk
to
the
motion.
Earlier
in
the
presentation
you
said,
you're
going
to
train
all
staff
who
make
decisions
about
roads
on
road
safety.
I
would
think
anybody,
that's
working
for
the
city
that
has
that
power
and
responsibility
knows
something
about
road
safety.
So
what's
the
difference
here
that,
with
the
training
like
you're,
you're,
hiring
high-priced
help
to
help
you
with
this
already?
G
Staff
staff
that
are
designing
and
planning
the
roads
have
very
specific
training
in
the
fields
in
which
they're
they're
performing
their
jobs.
The
transportation
planners
have
different
training
than
a
transportation
engineer.
Traffic
engineer
who
deals
with
traffic
signals
has
different
training
than
an
engineer
who
specializes
in
road
safety,
but.
O
G
Trained
to
follow
the
guidelines,
follow
the
design
standards
and
things
like
that
as
part
of
their
engineering
training
or
their
planning
training.
But
Road
Safety
is
a
specific
branch
of
civil
engineering.
Let's
say,
and
there's
a
lot
more
emphasis
on
how
the
human
factors
side
of
things
impact
a
design
choice
right.
So
how
will
somebody
use
the
network
from
a
pedestrians
perspective,
a
cyclist
perspective
or
a
driver's
perspective?
So
there's
a
lot
of
emphasis
on
that.
G
There's,
a
lot
of
emphasis
on
understanding
the
different
types
of
things
that
might
lead
to
certain
types
of
collisions
as
well.
So
it's
a
little
bit
different,
it's
more
of
an
in-depth
understanding
of
road
safety
as
opposed
to
how
to
something
to
meet
standards
which
has
safety
built
into
it
already,
but
just
trying
to
look
at
it
from
a
different
perspective
to
understand
that
how
the
different
users
are
using
it
as
well.
So
it's
a
little
bit
different
and
that's
what
we're
going
to
be
focusing
on
as
part
of
the
road
station,
so.
O
H
No,
we
don't
design
roads
unsafe.
All
the
roads
are
safe.
We
follow
our
standards.
I
think
the
comment
is:
is
we
have
challenges
where
there's
an
endpoint,
especially
where
we're
sort
of
in
the
at
the
startup
of
rebuilding
our
city
to
to
to
make
it
more
sustainable?
So
if
you
had
looked
back
20
30
years
ago,
the
focus
was,
you
know,
getting
vehicles
from
A
to
B
over
the
time
we
started
with
bike
lanes
that
was
sort
of
the
best
design
back
in
the
90s
and
since
that
we've
evolved
to
the
cycle
tracks.
H
So
as
part
of
our
you
know-
and
there
was
a
slide
that
talked
about
sort
of
the
planning
principles,
so
we
brought
forward
an
arterial
guideline
that
talks
about
any
new
arterioles
that
are
being
rebuilt,
will
have
cycle
tracks
on
them.
They'll
have
segregated
facilities,
but
that
that
occurs
when
new
roads
are
being
built
or
when
roads
are
being
redeveloped.
So
we've
seen
Main
Street,
which
was
redeveloped
we've
seen
Churchill,
which
was
rebuilt
so
as
time
goes
on
on
those
major
streets
anywhere
in
the
city,
so
it
could
be
out
in
on
Terry
Fox.
H
If,
when
that
road
gets
rebuilt,
but
it
just,
it
doesn't
happen
overnight,
but
we
put
in
plans
and
standards
and
building
better.
So
there's
another
example
of
where
we
want
to
design
the
road
so
that
when,
when,
when
the
road
gets
built,
we're
not
you
know,
our
staff
run
out
there
a
week
later,
dealing
with
traffic
problems,
because
that
shouldn't
happen.
H
So
what's
being
recommended
and
there's
recommendation
here
at
both
design
and
rose
to
30
kilometers
an
hour
on
all
new
new
developed
roads,
our
new
reconstructed
roads
is
so
that
we
create
that
environment
so
that
vehicles
travel
at
those
speeds
and
that's
that's
the
main
focus,
because
if
we
can
do
that,
that'll
go
a
long
way
to
reduce
fatalities
and
serious
injuries.
I
want.
G
T
G
Do
do
road
safety
audits
on
an
ad
hoc
basis
from
time
to
time
for
sure,
but
this
would
be
more
to
develop
a
proactive
approach
to
identifying
locations
or
construction
projects
that
would
benefit
from
a
road
safety
audit.
So
right
now
it
would
be
more.
You
know.
If
something
is
brought
up,
then
we
might
do
a
road
safety
audit
on
the
project,
but
this
would
be
more
of
a
proactive
approach
to
identifying
those
projects
before
they
start
pretty
much
among.
O
G
Shouldn't
yeah
there
shouldn't
be
a
lot
of
added
time
to
the
to
the
project
itself,
so
an
auditor
can
go
in
and
look
at
a
project
in
the
planning
stage
or
in
the
preliminary
designer
in
the
detailed
design
or
all
three.
But
it's
it's
usually
part
of
the
the
design
process
and
the
timelines
that
are
associated
with
the
design.
It
doesn't
add
a
say,
African
amount
of
time
to
an
overall
project.
Okay,.
O
O
H
Yes,
so
that
what
that
is
is
is
when
the
normally
at
our
traffic
lights,
when
the
light
turns
green
and
and
the
walk
comes
up
at
the
same
time,
so
leading
pedestrian
is
the
walk
would
come
up
and
the
light
would
still
stay
red
for
vehicles,
and
normally
we
put
that
in
for
five
seconds.
So
we've
got
about
a
hundred
locations
in
the
city
and
so
for
2020.
What
we
wanted
to
do
is
focus
where
we
have
the
greatest
number
of
pedestrians.
H
So
that's
why
we
picked
the
central
business
district
and
then
the
other
was
also
tied
to
school,
where
we
have
the
most
vulnerable
users,
so
we're
gonna
build
schools
will
be
citywide.
Yes,
schools
that
we
city
was
so
it's
to
proactively,
go
out,
because
in
the
past
we've
this,
you
know
sort
of
waited
for
people
to
to
deal
with
that.
H
So,
as
part
of
our
our
resource
plan
were
dedicating
were
asking
for
one
person
to
work
in
our
traffic
signal
area
that
would
be
practically
going
out
to
those
schools
and
within
the
for
for
2020
to
identify
those
locations
where,
where
would
meet
the
criteria
to?
To
put
those
in
because
safety
studies
are
shown
that
that,
by
adding
that
in
as
a
as
an
advance
warning,
it
does
reduce,
collisions
and
severe
collisions
with
pedestrians.
Thank.
O
You
for
the
explanation
now
finally
turn
into
the
30
K
piece
30
kilometer
per
hour
roads
this
year,
I
believe,
is
when
we
launched
like
pilots
on
this
I
know
my
area.
For
example,
we
identified
some
streets
to
put
the
30
K
in
my
understanding.
Is
your
people
will
go
in
and
out?
We
do
measures
to
see
what
the
compliance
rate
is,
because
one
of
the
things
I've
always
read
and
reports
about
transportation,
planning
and
heard
from
you
and
and
others
are
in
stop
is
the
sign
doesn't
make
a
difference.
O
It's
the
design
of
the
road
so
right
now,
because
we're
talking
about
photo
radar
and,
at
the
same
time
talking
about
30
kilometre
streets.
What
I'm
hearing
from
a
lot
of
residents?
Okay,
you're,
just
setting
us
up
for
a
big
cash
crop
here.
So
what's
the
the
plan
here
like
we
have
a
pilot
but
now
I'm
hearing
like
if
some
of
these
motions
get
approved
today
you
want
to
move
from
the
pilot
right
to
an
implementation
of
30
K
on
all
the
residential
streets
as
they
get
brought
on.
I.
Think.
H
We
had
a
lot
of
streets
at
40
when
it
used
to
be
50
the
speeds,
don't
change,
so
it
becomes
challenging
in
terms
of
putting
up
a
sign
that
says:
30
the
roads
wide
or
there's
you
know
in
the
operating
speeds
are
in
the
40s
and
then
we
start
getting
complaints
from
people
saying
well.
You
got
to
fix
this
because
the
speed
them
is
30.
So
we
put
in
a
process
to
ensure
that
if
we
were
to
sign
a
road
30,
we
we
hit.
We
get
close
to
230.
H
So
as
part
of
the
review
for
this
this
report,
we
were
asked
to
look
in
the
sort
of
the
core.
What
would
need
to
be
done
so
you
know,
are
when
we
do
put
30
kilometres
an
hour.
We
do
wrote
narrow
the
lanes
with
paint,
so
that's
sort
of
the
first
step
or
we
would
ultimately
want
to
be.
Is
we
actually
rebuild
the
roads
so
that
people
are
travelling
through
that
and
the
the
recommendation
in
the
report
that
talks
to
any
new
road
being
rebuilt
or
any
new
Road?
That's
just
a
new
road.
H
O
Built
in
the
90s,
for
example,
or
to
me
or
built
like
highways,
the
cars
are
just
lying
down
and
that
we've
worked
together
on
doing
some
redesigns
of
those
streets
when
the
opportunity
came
up
to
bring
that
speed
down.
But
for
us
to
go
on
in
on
those
roads
today
and
put
up
30k
there'll
be
no
compliant.
No.
H
And-
and
we
wouldn't
I
mean
that's,
not
the
policy
that
we've
counts
was
approved
and
from
that
perspective,
but
it's
to
then
put
in
measures.
What
can
we
do
so
we,
you
know
from
our
perspective.
You
know
the
paint
is
the
first
step
and
a
lot
of
this
research.
We
do
that
the
speeds
are
in
the
high
30s
low
40s,
so
we're
not
that
far
away,
but
ultimately
we'd
want
to
rebuild
that.
H
So
that's
where
I
know
working
with
Council
Menard,
there's
three
or
four
streets
and
his
word
that
again
rebuilt
next
year
and
we
were
going
to
be
putting
in
a
plan
so
that
you've
got
speed.
Humps
you've
got
raised
intersections.
You've
got
narrowings
at
intersections
to
create
that
environment
that
people
will
travel
at
that
speed.
H
So
we
would
do
that
more
on
a
moving
forward
basis
through
the
reconstruction,
because
that's
where
you
really
get
the
biggest
bang
for
a
buck
because
to
go
in
and
do
a
retrofit
without
any
reconstruction
going
on
I
know
when
we
looked
at
the
the
area
as
part
of
this
response,
it
was
somewhere
between
130
million
and
450
million
dollars.
To
do
that,
okay.
O
My
final
questions
to
do
with
councillor
leapers
motion,
where
it's
a
staff
will
develop
a
plan
within
existing
budgets
for
their
gradual
implementation,
the
30k.
What
kind
of
money
are
we
looking
at,
because
when
I
read
that
terminology
developed
within
existing
budgets,
that
means
take
money
out
of
other
projects
or
other
worthwhile
initiatives
underway
and
moving
into
this?
So
what
kind
of
money
are
we
talking
about?
That?
Like
will
projects
be
at
risk
because
of
this?
Well.
H
I
mean
the
high-level
review
that
we've
done,
especially
just
for
the
the
sort
of
the
downtown
sort
of
in
their
inner-city
areas
is
between
135
and
450,
and
that
was
basically
looking
at
all
the
the
number
of
streets.
Looking
do
we
have
to
reduce
the
road
by
a
meter
by
2
meters,
so
I
think
that
the
the
intent
here
is
to
do
a
more
in-depth
review
in
terms
of
narrowing
that
cost
and
coming
forward
with
potential
options
as
to
how
you
might
fund
this.
O
Sorry
Terry
one
last
piece:
my
concern
with
this
motion
with
the
30k
councillor
leapers
motion.
Is
you
just
start
at
the
pilot
I'm
waiting
to
see
the
results
so
I'm
a
little
concerned
with
moving
too
fast
on
this?
But
if
this
motion
is
just
to
do
the
report,
then
as
long
as
we
put
something
in
there
about
getting
the
feedback
from
the
pilot
and
I'm
gonna,
assume
you're
gonna
want
at
least
a
year's
worth
of
data
there
from
last
year
to
whatever
the
anniversary
is
for
it.
H
Yeah
we're
in
the
process
of
me.
We've
identified
a
few
areas
where
we
put
30
kilometers
an
hour,
so
I
believe
we
were
collecting
speed.
If
not
this
shit'll
be
early
next
year.
We
do
you
have
all
the
before
data.
I
know
that
was
a
couple
min
councilman
ours.
What
we
did,
but
again
that
was
just
putting
the
signs
up
right.
A
You
councillor
and
just
supplementary
to
something
councillor
Hubli
asked
so
mr.
Landry
is
your
reading
of
the
report
that,
if
sort
of
the
motion
on
thirty
kilometers
now
or
if
approved
committee,
is
recommending
that
all
the
streets
within
the
core
area
become
30
kilometers
an
hour
and
we're
directing
you
to
implement
it.
Or
is
your
reading
of
their
motion
to
develop
a
report
with
recommendations
to
do
that
and
how
you
would
implement
it?
Well.
H
H
A
H
A
H
H
T
Thank
you
very
much.
Mr.
chair
I
want
to
start
by
thanking
staff
this.
This
is
a
project
that
started
last
term
when
I
was
chairing
this
committee
and
and
I
know
how
how
much
work
went
into
this
this?
This
is
probably
the
the
toughest
file
in
the
city.
It's
a
balancing
of
funding,
priorities,
safety,
geography,
how
to
educate
people
there's
so
many
moving
parts.
T
So
I
want
to
thank
you
for
the
work
that
you've
done
in
putting
this
together
and
creating
I
think
a
very
fulsome
group
of
stakeholders
to
help
you
put
this
plan
forward
today.
I
want
to
sort
of
get
to
the
nub
of
what
I.
Think,
though,
the
concern-
or
the
issue
was
raised
by
a
number
of
the
delegations,
your
you
have
the
number
of
20%.
Can
you
maybe
give
some
backup
some
background
to
the
committee
as
to
how
20%
was
arrived
at.
I
Some
counselor
just
to
to
clarify
I
guess
through
the
chair
to
you,
where
that
the
target
actually
came
from
is
as
staff
we
had
proposed
a
number
of
different
ideas
to
the
community
stakeholders
and
so
the
previous
iteration
of
the
plan.
The
goal
was
to
reach
10%
reduction
over
that
five
year
period.
We
made
it
to
14
on
a
a
high-level,
so
we
were
quite
happy
to
see
that
kind
of
progress.
We
then
felt
with
the
investment,
the
additional
four
million
dollars
in
2020
and
eventually
the
the
onboarding
of
all
the
automated
enforcement
revenue.
I
We
felt
that
going
for
higher
than
fourteen
would
be
a
very
achievable
mark
to
start
building.
Therefore,
momentum
toward
zero,
so
in
consultation
with
the
stakeholders
at
the
last
session,
they
did
encourage
us
to
set
a
goal
that
was
achievable,
that
we
could
measure
and
that
hopefully,
as
staff,
we
would
achieve
through
all
the
different
interventions.
I
T
The
impetus
to
actually
put
a
number
on
this,
as
opposed
to
going
with
your
you,
know
the
the
tagline.
If
you
all
think
safety
act,
safety
which
would
have
said
we
care
about
the
the
road
conditions
we
care
about.
What's
happened
to
people
on
the
roads
and
we're
going
to
do
everything
we
can
to
minimize
the
negative
impact
the
stakeholder
group
said.
We
want
you
to
put
a
number
on
that.
It's
not
what
you're
saying
they.
I
T
And
I
want
to
go
back
to
the
funding,
because
the
other
piece
that
we've
heard
is
this
is
a
one-time
funding
boost?
What
happens
after
that?
As
I
read
the
report
and
the
presentation?
That's
that's
not
the
case
that
we
have
all
sorts
of
speed
enforcement
pieces
coming
on
stream,
that's
going
to
create
a
revenue
source
for
the
city
and
that
revenue
source
from
20,
well,
I
think
you
said
spring
of
2020
is
when
the
earliest.
T
T
H
At
this
point,
that's
what
we
want
to
do
this
pilot
with
the
automated
enforcement,
and
so
the
the
plan
was
to
you
know:
we've
identified
eight
locations,
we're
in
the
process
of
installing
the
cameras
at
those
locations,
and
then
we
would
learn
because
one
of
the
things
in
terms
of
what
we've
we've
read
and
seen
in
other
jurisdictions
is
your
number
of
tickets
being
issued
right
at
the
start,
is
likely
high,
but
it's
it
does
tend
to
go
down
to
a
certain
point.
So
we
would
expect
the
same
thing
here,
because
when
people
as.
H
To
the
facts
get
another
ticket,
they
tend
to
drive
the
speed
limit.
So
that's
what
we
want
to
learn
and
in
terms
from
that
perspective,
so
we're
going
to
take
the
time
over
the
spring
and
early
summer
to
to
review
the
data
and
then
we'll
bring
back
a
report
to
to
committee
six,
probably
in
the
fall,
assuming
that
we're
good
to
go
this
next
spring
with
the
photo
radar
that
would
outline
a
program.
H
At
this
point,
because
it's
also
depends
on
the
number
of
cameras
right.
So
if
you
have
ten
cameras
versus
a
hundred
cameras,
that
that'll
be
a
lot
greater,
but
we
also
want
to
make
sure
that
where
we
put,
the
cameras
is
focused
on
safety
because
that's
the
ultimate
goal
we
want
to.
We
don't
want
this.
You
know
automate
enforcement
to
be
a
cash
cow
in
terms
of
we're
just
putting
on
the
street
or
we
know
everybody
speeds.
H
We
want
it
to
focus
specifically
and
that's
why
we're
doing
schools,
because
that's
where
the
most
vulnerable
users
and
the
locations
that
we've
selected
are
in
areas
where
we
have
speeding
issues
and
we
want
to
see
what
the
effectiveness
of
those
are
and
our
goal
would
be
to
expand
that
citywide
through
the
report
next
year.
So.
T
So
next
year,
at
budget
time,
youõve
only
if
had
the
speed
cameras
in
place
best-case
scenario
from
the
spring
forward,
will
you
be
coming
forward
with
a
plan
a
budget
time
next
year
to
say
the
speed
cameras
are
underperforming
in
term
of
revenue?
We
think
we
need
X
dollars
in
order
to
carry
on
with
with
what
you've
approved.
With
this
plan
and
say
to
us,
these
are
the
dollars
that
we
need,
regardless
of
what's
coming
in
from
the
speed
cameras.
These
are
the
dollars
that
we
need
to
achieve
our
goals
in.
T
H
A
Thank
You
councillor
just
to
advise
people
this
noon.
We
still
have
several
councillors
who
wish
to
speak
on
this
item
and
we
have
two
fairly
hefty
items
left
on
the
agenda.
So
my
intention
is
to
break
after
this
item
is
done
for
lunch
and
we'll
come
back
one
half
hour
after
that
break.
So
if
anyone
is
here
for
term
a
council
or
budget,
please
feel
free
to
go
and
do
what
you
need
to
do
and
come
back
a
half
hour
after
after
we
break
the
next
speaker
is
councillor
Kavanagh.
P
Thank
you
very
much
chair
I,
want
to
thank
you
for
all
the
work
you've
been
doing
over
the
years.
Mr.
Wilkinson
I
met
you
when
I
was
a
trustee,
because
you
did
a
lot
of
work
with
the
walking
school
bus
and
safety
on
routes
to
schools
and
I
appreciate
that
lots
of
work
to
do,
and
it's
something
that
was
very,
very
important
to
me.
P
I
was
on
the
committee
for
the
active
transportation
which
hasta
chaired,
and
my
frustration
with
it
is
that
it
was
very
hard
to
grow
walking
school
buses
because
there
was
no
representative
political
representative
any
way
on
that
on
that
committee
that
Weiser
II
committee.
So
we
were
all
talking
to
each
other
back
then,
but
I'm
pleased
to
see
you're
looking
at
least
at
expanding
the
program.
I
guess
it's
still
going
to
be
through
hasta
I-4,
the
walking
school
bus.
G
P
You
I
have
to
admit
that
kind
of
irks
me
because
we
wouldn't
have
volunteer
school
bus
drivers,
but
we
consider
it
okay
for
the
walking
school
bus
I
think
we
have
to
treat
it
as
a
serious
step
forward
in
terms
of
promoting
active
transportation,
so
why
we
leave
it
to.
You
know
that
it's
okay
to
have
volunteers,
do
it
when
we
wouldn't
do
that
for
other
things.
I
want
to
get
an
idea
of
backlogs
because
for
the
for
the
adult
crossing
guard
program,
you
say:
you're
gonna
have
ten
new
program,
ten
new
locations.
H
At
this
point,
all
the
warranted
locations
have
cards
at
them,
so
the
ten
new
guards
for
next
year
are
based
on
the
studies
that
will
do
next
spring
and
depend
on
the
numbers
to
meet
warrants.
Then
we'll
fund
those.
If
there's
more
than
ten,
then
we'll
we'll
fund
the
top
ten
based
on
the
party
list
and
and
then
the
others
would
have
to
wait
either
for
additional
funding
at
some
point
next
year,
like
we
did
this
year
or
it
would
wait
till
the
following
budget
cycle,
you.
H
I
think
we've
got
about
30
or
40
requests
yeah.
Now,
one
of
the
things
we're
also
doing
this
part
of
this
plan
is
to
proactively
go
out
and
look
at
areas
where
we
have
a
lot
of
pedestrians,
because
right
now
we
we
we
take
in
the
requests,
but
there
are
some
areas
that
people
just
don't
know
that
you
can
actually
ask
for
guard.
H
So
we
want
to
go
and
take
a
look
at
that
and
that's
something
that
we're
going
to
start
working
on
next
year
as
well
to
make
sure
that
we're
fully
representing
where,
where
the
issues
are
and
we're
going
to
work
with
our
police
as
well
as
health.
In
that
perspective,
because
they've
got
community
officers
out
in
the
schools
and
so
by
providing
them
that
information,
we
can
potentially
ensure
safety
for
everyone
in
the
city,
I.
P
Know
that
it's
it's
always
tough,
to
tell
a
school
that
you
might
be
getting
a
crossing
guard,
but
we
have
to
see
if
you
come
up
in
the
lottery
kind
of
thing.
You
know
we're,
because
there's
only
so
many
dollars
for
it
is
it
possible
to
get
an
idea
of
how
much
it
would
cost
to
to
actually
cover
off
those
that
are
warranted.
Well,.
H
Over
the
last
couple
years,
we've
been
in
the
70s
in
terms
of
requests
that
have
come
in
so
so,
but
from
a
prioritization
we
do
look
at
the
most
vulnerable
locations
first.
So,
for
example,
if
it's
a
mid
block
location
that
would
get
a
higher
priority
and
if
it's
warranted
traffic
late
because
of
the
traffic
that
you've
already
got
that
that
things
up
now.
H
P
But
I
think
when
people
put
that
request
in
they
they're
worried
about
their
child
safety
and
if
it
warrants
it
warrants
one
of
the
things
I
observed
in
Quebec
is
they
have
walking
school
bus
signs
signage
on
the
streets
where
they
actually
put
signs
up
corners
and
saying
this
is
a
corridor
score?
Let's
go
there.
Would
you
consider
that
idea,
because
it
encourages
people
to
realize
that
kids,
it's
not
just
at
crossings
but
kids
go
through
this
neighborhood
and
walking.
P
Because
I
see
it
throughout
Quebec,
and
it
just
reminds
you
that
the
children
are
walking
through
these
neighborhoods,
particularly
on
when
it
comes
to.
You
know
roads
that
are
a
little
busier.
So
I
appreciate
that
I
have
to
ask
this
question
because
I
look
at
the
list
of
those
who
you
consulted
with.
How
did
you
apply
the
the
gender
equity
lens
in
terms
of
how
you
dealt
with
these
issues?.
I
At
the
time
counselor
we
through
the
work
we've
done
over
the
years,
was
safer
roads
audibly.
We
have
a
fairly
robust
group
of
organizations
and
individuals
that
we've
would
consider
some
of
our
key
partners,
whether
it's
the
Council
on
Aging
bike,
Ottawa
members
of
walk
Ottawa
and
the
representatives
from
the
Ottawa
disability
coalition.
So
I
am
at
the
time
that
we
put
together
the
consultations.
I
would
have
to
say
we
didn't
necessarily
apply
a
specific
gender
lens
to
it.
I
But
what
I
can
tell
you
from
the
membership
that
actually
attended
and
the
representatives
we
had
a
very,
very
good,
balanced,
a
group
of
people
in
the
room
so
I,
but
but
again
it
that
would
be.
My
mistake
is
that
I
didn't
insure
as
the
person
leading
the
consultations
that
we
applied
the
lens
and
will,
as
a
takeaway
will
make
sure
that
that
doesn't
happen
again.
Yes,.
P
I
appreciate
that,
because
when
we
did
our
meeting
the
the
session
back
in
September
30th,
one
of
the
top
issues
that
came
up
was
just
security
and
safety,
and
this
applies
to
road
safety
to
how
people
feel
in
their
communities.
And
it's
in
terms
of
how
do
I
feel
about
crossing
the
street
or
walking
in
their
neighborhoods.
So
I
think
this
is
really
important,
because
it's
it's
perceived
safety
in
terms
of
just
getting
around
their
neighborhood,
and
this
is
something
of
course,
that
we
want
to
promote
so
I.
P
The
top
concern
in
my
ward
is
traffic
calming
and
making
safety
measures
for
for
getting
through
their
community
and
reducing
speed.
I
wanted
to
talk
to
you
about
speed
bumps
because
they're,
probably
one
of
the
most
popular
requests,
I
get
and
I
get
already
about
the
concern
about
emergency
vehicles,
but
is
it
possible
to
to
include
them
in
a
higher
priority?
I
noticed
you
use
it
as
the
symbol
here
for
for
traffic
calming
I
think
it's
probably
the
one.
H
In
terms
of
sort
of
the
measures,
there's
a
toolbox
of
measures
so
speed
humps
may
be
appropriate
on
certain
streets.
We
may
want
to
narrow
roadways,
constrict
roadways
and
I.
Think
that's
in
terms
of
the
permanent
work
that
it's
been
done
under
this
cheese
group.
They
look
at
all
those
different
types
of
washes
so
raised
crosswalks
or
raised
intersections.
So
it
depends
on
the
context
of
the
street
in
terms
of
what
you
will
do.
H
I
think
you
know
in
an
urban
area,
you've
got
cars
that
park
on
the
street
that
can
act
as
a
very
good
traffic.
Calming
it's
very
inexpensive.
I
know
when
I
go
to
meetings
with
people.
First
question
I
asked
them
is:
do
people
park
their
cars
on
the
street?
Some
they
say?
Yes,
some
they
say
no
I
say
well.
H
P
P
You
also
include
something
like
oh
cask,
which
is
the
the
Association
of
parent
groups
for
schools,
because
that's
who
I
hear
from
the
most
is
his
parents
and
and
of
course,
as
a
counselor
I
reach
out
to
them
in
terms
of
parent
counseling,
but
I
think
as
a
whole.
I
think
it
would
be
good
to
have
their
their
vision
as
well,
because
they're
sending
their
kids
out
everyday
and
they
certainly
see
things.
So.
Thank
you.
A
A
A
No
I
just
very
hard
to
predict
what
will
be
warranted
or
not.
Councilor
brockington
has
asked
that
I
ask
a
couple
questions
on
his
behalf,
because
he
had
to
step
out
to
take
care
of
his
child
because
of
the
strike.
So
his
first
question
is
how
did
staff
arrive
at
20
percent
as
the
reduction
in
deaths
and
serious
injury
over
five
years?
I
know
Keith
asked
it,
but
Riley
wants
to
ask
it
as
well.
Yes,.
I
So
as
we
as
the
chair
through
you
and
to
council
eric
lai
who's
no
longer
here,
the
similar
question
is
originally
or
as
part
of
the
overall
community
consultation.
Our
our
community
partners
asked
us
to
come
to
a
very
specific
and
attainable
goal
and
as
staff
we
came
back
to
the
table
with
20
percent
perfect.
H
Well,
the
I
mean
future
budgets,
so
it'll
depend
on
the
amount
of
funds.
If
we
go
with
the
recommendation.
That's
before
you
today
in
terms
of
automated
enforcement
again,
the
funding
for
this
program
is
all
data-driven,
so
we
will
be
looking
at
the
data
every
year
and
identifying
what
the
data
is
telling
us
and
that
will
help
us
develop
where
we
want
to
fund
fund
the
measures
to
to
reduce
the
fatalities
and
serious,
so
I'll
just
say
that
you
know
next
year.
The
plan
will
be
the
same
as
what
we
have
this
year.
A
C
Thanks
very
much
chair
and
thanks
for
the
report,
I
think
there's
a
lot
to
like
in
the
report
that
it
sets
out
a
plan,
but
there's
still
some
areas
obviously
to
be
desired,
but
I
think
that
there's
a
bunch
of
good
in
there
as
well
so
I'll
get
into
the
areas
that
I
think
are
still
left
to
be
desired.
Just
on
on
the
motion,
I've
put
forward
four
five
and
six
so
I've
had
a
good
chat
with
staff
about
the
timelines
on
this
and
made
a
slight
attitude
to
the
timeline.
C
I
just
want
to
make
sure
that
you
have
the
resources
to
be
able
to
complete
the
actions
in
number
six
and
that
bringing
back
options
as
part
of
the
2021
SRS
ap
annual
report
with
implications
for
us
to
look
at
a
zero
traffic
fatalities
by
2035.
Is
that
something
you're
able
to
do
in
the
timeline
presented
in
the
report?
Yeah.
H
C
I
think
the
high
level
is
what
we're
looking
for
at
that
point.
So
that's
very,
very
helpful
and
we've
also
spoken
about
in
the
motion
that
a
meaningful,
year-over-year
reduction,
which
I
think
drives
with
what
you're
saying
in
this
report,
but
actually
sets
out
a
target
for
us.
Is
that
something
you
can
work
with?
Yeah.
H
I
mean
our
goal
is
to
be
down
to
zero,
because
one
is
too
many
we're
just
we
set
the
20%
to
get
an
achievable
target.
It's
you
know
it's
going
to
take.
You
know
a
lot
of
years
to
get
to
there
I'd
like
to
be
able
to
say
that
you
know
what
we
approve
this
plan
tomorrow,
that
we
know
more
but
I,
know
that's
not
gonna
happen.
So
I
think
you
know.
H
C
Part
of
what
I
like
about
the
plan
is
because
there's
elements
in
there
that,
depending
on
funding,
can
be
accelerated
or
not
and
there's
some
choices
that
we've
got
on
intersection.
So
there's
some
good
associated
with
with
that
portion.
I
do
want
to
make
sure
we're
genuine
about
about
our
figures,
though
right
because
we've
been
talking
about
sort
of
Sweden
versus
Ottawa,
City
versus
a
country
and
because
of
the
rural
areas.
C
But
then,
when
you
look
at,
you
know,
Stockholm
the
city
that
that's
it
they're
within
the
suburban
and
urban
areas,
their
fatalities
or
major
injuries
are
more
like
0.5
per
100,000,
rather
than
ours
at
around
2.
So
you
know
we
certainly
there's
in
terms
of
vision,
zero,
what
they've
implemented
in
Sweden
when
we
compared
it
to
other
cities,
I
think
it's
it's
helpful
for
us
to
make
sure
we're
we're
not
just
too
rosy
on
it.
C
We
have
some
work
to
do
here
and
that
also
comparison
to
other
cities
in
Canada
in
the
different
areas,
because
we
were
unique
at
the
rural
area.
But
then,
if
you
could
say,
look
at
these
rural
areas
here
versus
this
urban
and
suburban
area,
it
gets
to
some
more
like
versus,
like
in
terms
of
the
report,
and
what
what
we're
going
to
see
one
of
the
things
that
the
consultants
said
and
the
document
one
is
that
one
of
the
biggest
improvements
that
can
be
made
to
safety
is
by
expanding
the
protected
bike.
Network.
H
Well,
I
think
any
improvement
to
all
different
modes
I
mean
the
challenge
with
the
most
vulnerable
road
users.
Is,
you
know,
pedestrians,
cyclists
and
motorcyclists
is
this?
Is
they're
not
protected
like
when
you're
in
a
car,
when
you
have
a
collision?
So
if
we
can
dedicate
our
resources
to
specific
issues?
H
So,
for
example,
we're
going
to
be
coming
forward
and
I
believe
it's
April
at
committee
to
talk
about
the
high
volume,
cycling
and
vehicle
intersections
to
come
up
with
a
plan
in
terms
of
we
have
I,
think
we
identified
just
over
30
locations
that
will
have
a
sort
of
a
functional
design
to
say
this:
is
these?
Are
the
locations
based
on
the
data
as
well
as
feedback
we've
had
the
community
it's
going
to
cost
X
number
of
dollars?
This
is
what
we
could
do
if
we
had
that
money.
H
So
that's
what
we're
going
to
try
to
target
those
things,
but
we
also
we
have
to
cognizant
that
you
know
this
road
safety
action
plan
is
for
everywhere
in
the
city.
We're
also
seeing
challenges
out
in
the
rural
areas
where
we
have
an
over
a
presentation
of
fatalities
because
of
the
higher
speeds
and
in
the
designs.
So
we
need
to
try
to
balance
everything
to
make
sure
that
we're
targeting
and
addressing
the
the
fatalities
around
the
city.
Okay,.
C
And
in
terms
of
you
know
what
what
this
will
meaningfully
change
for
some
of
the
streets
we've
got,
let's
just
take
some
examples.
So,
for
example,
we
just
did
Queen
and
algún
right
what
those
have
potentially
been
different
done
differently.
Had
this
report
been
passed
in
terms
of
how
we
did
those
streets
versus
the
we've
got
there
now.
H
Well,
those
streets
were
designed
for
30
kilometres
an
hour,
so
I
know
on
Queen
Street.
When
you
drive
through
there
I
was
there
around
7
o'clock
a
month
or
so
ago,
driving
it
and
everyone's
going
between
30
and
35.
There
weren't
people
going
like
in
the
past
where
there's
nobody,
the
area
going,
50
or
60
or
70
there
we've
got
raised
intersections,
we've
got
roadway
narrowings
and
is
similar
to
Elvis
tree.
H
C
I
guess
I'm
just
thinking
about
the
stat
out
there
that
it's
cheaper
for
us
if
we're
building
a
bike
lane
it's
cheaper
for
us
to
have
that
raised,
separated
facility,
along
with
the
sidewalk
and
far
snowplow
operators
as
well
to
clear
it
right,
but
that's
a
cheaper
thing
for
us
than
doing
it
on
the
street.
I've
agreed
with
the
with
the
road
is
my
understanding.
It's
actually
cheaper
to
go
to
go
up,
and
so
in
some
cases
it
may
make
sense,
but
just
on
the
roads,
so
Bronson's
gonna
get
redone
at
some
point
right.
H
I
mean
again
Bronson.
You
know
we
have
to
look
at
also
the
the
context
of
Road
with
being
a
major
arterial
road.
If
you
know
you
reduce
lanes
and
you
take
lanes
away,
there's
still
still
a
lot
of
traffic
than
traffic
start
going
on
to
residential
streets,
which
we
don't
want.
So
we're
trying
to
find
this
balance
in
terms
of
that
so,
but
for
Bronson
there
may
be
opportunities
to
to
design
it
so
that
instead
of
traveling
at
50
or
55,
there
they're
down
closer
to
30
or
40
so
I
mean
ultimately
that's.
H
That
would
be
the
goal.
But
we
also
have
to
be
cognizant
that
we
still
need
to
have
a
transportation
network
to
move
the
vehicles
that
do
travel
through
the
city.
So
it's
trying
to
find
that
balance
in
terms
of
enhancing
the
safety
so
that,
if
collisions
occur,
people
don't
get
hurt,
but
also
not
creating
situations
where
you
know,
people
start
short
cutting
down
residential
streets
and
usually
when
they
do
that
they're
going
higher
speeds
because
they're
trying
to
catch
up
on
time,
which
is
the
worst
thing
we
want
so.
C
C
H
H
Maybe
we
look
at
some
Ray's
Ray's
intersections,
gradual,
so
I
mean
those
are
the
kind
of
things
I
think
you
need
to
take
the
context
of
the
road
so
that
what
you
design
on
Bronson
may
be
different
than
what
you
would
design
on
Bank
Street
or
you
design,
Elgin
Street,
because
they
have
different
air
like
there's
just
a
different
type
of
areas
in
the
road
and
the
landscape.
Okay,
we.
C
Also
in
the
report
see
that
we
want
to
ensure
that
we
have
safety
of
vulnerable
road
users
come
first
and
that
Robin
mentioned
mr.
Wilkinson
I
mentioned
around
safety.
Trumping
flow
right
that
it's
not
just
all
about
flow,
that
we
need
to
make
sure
that
people
are
safe.
That's
that's
our
goal
here.
So
how
does
that
translate
in
this
plan
just
to
be
practical
about
it
right?
If
that's,
what
we're
saying?
What
are
the
practical
implications
on
things
like
rêveur
treads
intersections
right
on
reds
or
there's
a
cycle
track,
advance,
walk
and
bike
signals.
C
H
H
It's
just
a
change
in
the
controller,
so
we've
got
fundings
to
to
make
sure
that
there's
no
conflicts
with
other
features
of
the
of
the
traffic
controller,
but
it's
not
like
it's
$1,000,
a
location
to
do
one
once
we've
got
it
working,
it's
basically
pressed
you
know
enabling
something
so
there's
some
measures
that
aren't
very
expensive,
and
so
so
the
leading
pedestrian
indicator
would
be
one
example.
We
just
have
to
be
careful
because
you
know
if
it's
trying
to
find
that
balance
safety
is,
will
be
the
ultimate
in
terms.
H
We
want
to
make
sure
our
roads
are
the
safest,
but
we
also
want
to
create
situations
that
the
implications
of
doing
something
at
an
intersection
at
one
point
makes
it
less
safe
at
another,
one
right
so
in
the
in
the
car,
it's
more
the
cueing
in
terms
of
if
we
implement
something
at
an
intersection
and
downstream,
all
of
a
sudden.
What
used
to
be
vehicles
didn't
block
the
intersection.
Now
they
do
well,
you
made
it
less
safe
for
that
intersection
suicide.
It's
you
know
it's
that
balance,
that
we
need
to
that.
C
Make
sense,
and
in
terms
of
counselors
around
the
table,
if
they,
if
so
saying,
councilor
dude
I
swore
if
she
says
I,
don't
want
there's
a
right
on
red
here,
it's
we
can
be
getting
a
lot
of
potential
accidents
there.
If
councilor
dude
us
wants
to
say
look
it
can.
Can
we
not
have
this
red
on
this
red
anymore?
What
what
happens
at
that
point?
Do
you
just
review?
C
H
C
H
We're
an
exactly
I
think
you
know,
our
plan
was
to
you
know,
there's
some
locations
so
where
we
have
the
bike:
pockets,
we'll
put
those
in
pucks
or
the
double
right
turn.
So
we
already
put
those
in
so
there's
a
lot
of
stuff
that
we're
all
ready
that
already
in
place
that
will
just
get
put
in.
If
there's
others
where,
where
we
see
from
a
road
safety
perspective
that
it
would
enhance
safety,
then
we
would
bring
that
we
would
make
that
recommendation
and
our
home
would
be
the
workouts
would
agree.
H
C
Just
on
beg
buttons,
so
one
of
the
things
I
had
requested
earlier
on
is
because
sometimes
when
you're
out
of
light
and
the
light
turns
green
for
the
car,
you
haven't
touched,
the
beg
button
to
go.
The
light
turns
green
for
the
car,
but
you
don't
get
a
walk
signal,
but
the
car
gets
to
go
it's
green
and
so
we've
said
look.
Can
we
look
into
an
option
of
saying
when
that
car
gets
to
go
because
they're
going
anyway,
the
cart?
C
You
know
you
can
have
the
big
button
that's
there,
but
when
they
get
to
go
the
walk
signal
also
just
automatically
turns
on.
So
it's
not
it's
just
triggered
by
the
green
light,
rather
than
say
somebody
pushing
the
button.
So
do
we
have
that
technology
now
ours?
Is
there
you're
saying
that
we're
going
to
be
getting
there
with
that
technology,
so
I.
H
H
So,
in
those
situations,
what
we've
done
like
we
did
on
Bank
Street
is
that
we
run
it
to
fix
time
during
the
day
which
allows
us
to
do
that.
So
we're
in
the
process
of,
and
we'll
be
doing-
that
this
spring
too,
to
review
that
to
ensure
that
if
we
do
to
have
that
feature
in
in
the
controller
that
doesn't
prevent
us
from
doing
the
leading
pedestrian,
okay.
C
H
If
there's
only
one
car,
because
then
all
of
a
sudden
you're
you've
got
this
interval,
that's
that's
40
seconds
long,
and
especially,
if
there's
not
a
lot
of
pedestrian
volume,
it
just
becomes
a
challenge
from
a
road
safety
and
a
management
perspective.
Because
then
people
know
that
all
these
cycles,
they're
gonna,
tend
to
want
to
speed
to
miss.
It
not
hit
the
red
light
and
it's
just
sort
of
a
winding
road.
Okay,.
A
B
So,
thank
you
very
much
chair
first
first
set
of
questions,
one
of
the
one
of
the
cynicism
that
I've
heard
and
I
kind
of
feel
myself.
When
I've
read
the
plan
is
we
have
a
goal
of
eventually
achieving
zero?
We
have
a
plan
of
achieving
some
quantifiable
amounts
on
our
way
to
zero.
That's
great,
but
I'm.
Glad
oh
okay.
B
Mr.
man,
Kony
is
not
here
or
mr.
wily.
One
of
the
one
of
the
key
signals
and
and
superintendent
McKenna
is
here
one
of
the
key
signals
that
we
can
send
to
the
community
that
we're
serious
about
that
is
to
ensure
that
the
people
who
are
driving
city
of
ottawa,
trucks,
people
who
are
driving
OC,
Transpo
buses
and
police,
whose
job
it
is
to
enforce
laws,
are
obeying
the
laws
around
particularly
bike
lanes.
Every
day,
I
see
the
I
see
the
discussion
on
social
media.
There's
a
police
officer.
There
is
a
seat.
B
H
B
I
think
it's
I
think
it's
critical,
that
we
be
purposeful
in
pursuing
nets
over
the
course
of
over
the
course
of
the
next.
While
we've
talked
a
lot
about
design
this
morning
and
I
just
want
to
read
one
paragraph
from
a
response
to
I
think
it
was
councilor,
Menard
and
McKenney
with
respect
to
an
earlier
direction
that
they
had
provided
with
respect
to
eliminating
floating
lanes
and
and
stuff
like
that
and
in
the
response
it
says,
I
think
this
has
been
reference
to
floating
lanes
and
non-protected
painted
bike
lanes
in
many
locations.
He
existed.
G
The
couple
of
the
items
that
are
identified
through
the
road
safety
action
plan
before
that
purpose
would
certainly
be
the
Road
Safety
School,
which
will
help
designers
look
at
their
work
and
make
decisions
based
on
road
safety.
Another
item
would
be
the
road
safety
audit
program
that
were
hoping
to
start
up,
which
would
help
us
identify
through
new
constructions
reconstructions
what
the
safest
facility
would
be
for
all
road
users
depending.
B
Who's
looking
at
that
and
what
sort
of
standards
are
using,
that
implies
different
levels
of
safety.
So,
with
respect
to
you
know,
existing
painted
baekeland
bike
lanes
and
floating
bike
lanes
are
an
acceptable
design
solution.
That's
according
to
the
Transportation
Association
of
Canada
and
the
Ontario
traffic
manual,
the
Ontario
traffic
manual
is
probably
several
years
behind
in
terms
of
cycling
safety.
H
So
I
mean
the
antero
track
now
they
believe
it's
in
the
last
two
or
three
years,
they've
created
a
cycling
manual
that
discusses
and
provides
content.
All
the
different
type
of
features
I
know
that
we've
got
staff
that
are
at
the
city
that
are
on
that
working
group
and
I
think
I
believe
I,
don't
know.
Mr.
Gean
would.
B
Because
we
know
that
there
are
organizations
like
natkho
that
are
you
know
much
more
forward-looking
than
than
some
of
the
other
national
organizations
and
I
want
to
make
sure
that,
if
we're
designing
things
and
relying
on
people
to
use
the
facilities
as
designed
that
they
are
the
safest
possible
design.
So.
H
O
B
O
R
B
Moving
on
with
respect
again,
I'm
still
struck
by
the
fact
that
61%
of
RFM
eyes
involves
some
sort
of
high-risk
driving.
If
everyone
simply
drove
well,
we
probably
wouldn't
need
to
spend
millions
and
millions
of
dollars
redesigning
our
streets,
but
we
know
they
don't,
and
so
we
have
to
automated.
Enforcement
of
speed
is
obviously
something
we're
starting
to
make
good
progress
on.
We
have
automated
enforcement
of
the
red-light
cameras.
B
What
are
what
are
some
of
the
next
horizons,
especially
as
cameras
become
cheaper
and
a
computer
processing
power
to
take
a
look
at
other
kinds
of
infractions
becomes
possible.
Are
we
looking
at
how
to
use
automated
enforcement
on
no
right
on
read,
unsafe
lane
change?
It's
like
there's
any
number
of
areas
where
high
risk
behaviors
are
imperiling
other
road
users
that
could
be
enforced
more
cheaply.
If
we
had
the
right
cameras
and
the
right
algorithms
in
place.
Is
there
a
next
horizon,
pass
red-light
camera
and
speed.
I
Through
the
chair
to
you,
counselor
as
part
of
these
safer
roads,
Auto
a
budget
in
2020,
the
steering
committee
has
approved
a
funding
envelope
of
about
$75,000
specifically
to
new
technology,
which
essentially
lets
us
loose
into
the
domain
of
technology
and
looking
at
other
jurisdictions
and
seeing
what
they've
successfully
implemented
I
know
in
speaking
with
my
colleague,
Krista
Tanaka.
We
both
have
a
concern
about
bus
lane
enforcement
and
really
from
an
automated
perspective.
There
probably
is
no
reason
for
us
to
use
humans
to
do
that.
Type
of
enforcement,
because
cameras
could
work
very
very
well.
I
So
we
will
be
trying
to
pursue
that
type
of
pilot
working
closely
with
our
colleagues
at
the
Ottawa
Police
Service
and
the
traffic
enforcement
unit,
but
it
won't
stop.
There.
We've
also
seen
some
technology
around
stop
sign
enforcement
and
that
takes
place
in
California.
So
we're
always
looking
for
the
newest
and
best
thing.
Yeah.
The.
B
The
rolling
rolling
stops,
obviously
we
have
I,
don't
even
know
how
many
thousands
of
intersections
in
Ottawa
the
rolling
stops,
are
putting
pedestrians
at
peril,
and
that
seems
like
a
really
interesting
candidate
to
try
to
in
force
with
with
automation,
because
we'll
never
have
a
cop
on
every
every
single
one
of
those
corners.
So
I'm
pleased
to
hear
that
we're
pursuing
that.
The
final
question
I
have
is
around
the
same
thing.
I
think
the
FCA
identified
when
I
was
writing
about
the
road
safety
action
plan
recently
identified
the
same
piece
from
the
consultants
report.
B
It's
worth
saying
one
more
time.
If
the
current
safety
efforts
by
the
city
and
its
partner
agencies
are
maintained
but
not
altered,
the
likelihood
is
low
that
a
significant
reduction
in
either
the
number
or
severity
of
fmi
collisions
will
be
achieved,
especially
in
the
context
of
increasing
traffic
volumes
to
succeed
in
effectively
reducing
collisions
within
the
city
by
enhancing
existing
programs
or
developing
new
ones.
Significant
additional
resources
are
required.
There's
no
quantification
here
of
what
significant
additional
resources
are.
Can
you
give
me
your
interpretation
or
your
understanding,
of
what
those
significant
additional
requirement?
B
H
Think
I
mean
I,
think
you'd
not
be
in
the
billions
I
mean
to
give
it
an
exact
number,
but
if
you
think
of
how
large
the
city
is,
I
mean
I,
think
it's
a
hundred
kilometers
in
width
and
about
80
kilometers
in
depth.
You
know
and
just
I
think
we
all
were
about
6,000
kilometers
worth
of
roads.
You
know
just
to
look
at
those
and
to
implement
things.
H
You're
you're,
talking
donors
I
mean
just,
for
example,
the
street
lighting
on
the
174
to
put
that
up
to
to
current
standards,
because
it
is
within
an
urban
suburban
area,
is
50
million
dollars.
Just
to
do
that,
so
it
doesn't
come
cheap
to
do
some
of
these
things
and
I
think
when
we
bring
forward
the
report
in
in
April
on
the
cycling
facilities.
That's
going
to
be
another
one,
that's
going
to
be
a
pretty
big
big
number.
H
So
yes,
it's
a
challenge,
and
that's
why
you
know
one
one
of
the
things
is,
you
know
and
we're
we
difference
between
what
we've
seen
here
in
North
America
and
in
European
countries
is
that
the
funding
comes
from
a
lot
of
the
funding.
Comes
from
the
federal
government
because
they
have
the
ability
to
to
fund
those
things,
but
it
all
comes
down
to
priorities
so
well.
I
You
Phi
could
just
add
one
quick
point
out:
sorry
about
that.
I
think
it's
one
part
funding
as
mr.
Landry
mentioned,
but
I
think
some
of
the
policy
components
that
are
inside
the
road
safety
action
plan
will
have
very,
very
affordable
and
very
quick
implications
to
making
it
safer.
So
as
new
communities
come
online
and
if
those
residential
streets
are
actually
functioning
and
operating
at
30
K,
you
won't
need
to
see
mr.
Landry.
I
B
A
M
I
am
questioning
possibly
a
lamprey
on
kuvasz
of
a
UAV
I
consecrate
beaucoup
de
far
as
a
prospective
gem
votre
point
has
secured.
He
did
what
Jo
Lompoc
so
Leslie,
iam
gateway,
signage
has
been
really
wonderful
in
Orleans
has
been
quite
helpful.
Getting
rid
of
some
of
the
visual
distractions
on
our
streets
as
well.
I'm
also
glad
to
hear
that
red
light
cameras
and
speed
cameras,
revenue
revenues
will
be
reinvested
in
the
RS
ap,
compounding
the
investment
that
we're
making
in
the
social
make
it
more
progressive
over
time,
which
is
great.
M
Imported
myself,
as
dear
I,
still
consider
coming
away,
construcción
severe,
adjust
monsieur
le
projet
Fujioka,
a
kill
from
party
de
context.
Actual,
for
example,
we've
got
in
in
Queens
with
Heights
desert
B
net,
which
is
classed
as
a
major
collector.
We've
got
permanent
traffic
calming
measures,
speed,
humps
in
a
raised
pxl,
and
then
we
have
a
parallel
to
it.
I'm
yang,
which
is
classified
as
a
collector.
M
It
has
permanent
traffic
calming
measures
scheduled
for
2021
with
bulb
outs
and
raised
P
EXO's,
which
is
going
to
help
to
reduce
the
speed
through
through
this
neighborhood,
but
in
between
the
two
we
have
a
major
cut
through,
which
is
classified
as
a
residential
in
st.
George.
It's
in
desperate
need
of
resurfacing
I
know
that
we're
working
right
now,
they're
gonna
bump
that
up
on
the
list,
but
it
acts
as
a
cut
through
between
the
two
so
I'm
asking.
Essentially,
if
we
resurface
that
road
is
it
considered
complete
reconstruction
or
is
it
just
a
resurfacing?
N
Chair
no
resurfacing
is
not
a
reconstruction,
especially
when
we're
resurfacing
a
road
were
essentially
taking
a
top
layer
of
asphalt
off
grinding
it
off
and
then
repaving
that
layer.
Now
that
being
said,
even
when
we're
resurfacing
roads,
we
still
work
closely
with
mr.
Landry's
group
in
terms
of
trying
to
see
if
there
are
opportunities
to
integrate
traffic
calming
opportunities
that
may
not
require
based
on
the
road
to
be
modified
itself.
But
if
we're
looking
at
integrating
speed,
humps
and
those
types
of
initiatives,
those
can
be
more
easily
integrated
into
the
project.
N
If
we're
looking
at
either
narrowing
the
road
where
we're
Stern
has
changed
where
the
curbs
are
providing
cycle
tracks,
then
that
really
takes
the
project
to
a
different
to
a
different
level.
If
we
know
that
those
are
being
planned
off
and
what
we'll
do
is
we'll
push
the
projects
out
so
that
we're
able
to
coordinate
those
those
initiatives.
M
Okay,
then
so
so
what
what
kind
of
project
would
constitute
a
reconstruction
would
something
like
replacing
catch
basins
and
that
sort
of
thing
on
the
street
would
that
be
considered
a
reconstruction
we'll
be
able
to
look
at.
You
know:
reduction
of
speeds
to
30
kilometers
an
hour,
and
this
in
that
sort
of
situation.
I
think.
H
From
our
perspective,
reconstructions,
if
you're,
basically
removing
the
curb
lines
so
we're
going
down
to
the
ash
flow
similar,
what
was
done,
Elgin
Street
we're
basically
taking
the
road
out
and
and
reinstating
it.
So
in
terms
of,
if,
if
it's
just
a
replacement
of
a
water
main,
that's
not
changed
in
the
the
the
road
works
that
might
not
be,
but
it
can,
it
depends
on
what's
required,
so
it
may
be
that
for
that
water
main
they
got
to
take
out
the
curbs
anyway,
it's
just
we,
you
know
it's,
we
just
don't
want
it.
M
So
on
a
road
like
st.
George,
that
is
a
major
cut
through
you
know,
you've
got
an
operating
speed
of
30
or
40
on
some
of
these.
What
are
considered
collectors
now,
which
should
be
the
higher
speed?
My
concern
is
that
somebody's
going
to
be
driving
along
disappea
an
end
of
30,
turning
on
to
st.
George,
which
has
an
operating
speed
of
50
and
then
turning
on
to
Mei
2:30,
so
I
just
wanna
make
sure
that
we're
giving
consideration
to
that.
H
And
that's
where
we'd
also
work
with
me:
miss
cheese
group
because
they
manage
the
neighbourhood
traffic
calming
program.
So
if
there's
work
being
done
on
a
certain
Street
and
there's
as
implications
I
would
expect
that
they
would
look
at
those
as
well,
because
I
don't
believe
you
know.
The
intent
of
the
neighborhood
traffic
ami
is
to
move
problems
from
one
Street
to
another.
No.
A
E
Thank
You
mr.
chair
I
know
everybody's
gotten
hungry
too
you
too
arts
there.
First
of
all,
thank
you
for
your
presentation
and
one
of
the
things
we
spoke
to
you
feel
about
earlier
about
the
the
paint
our
use
on
the
roll
is
wearing
out
in
in
no
time,
but
we
were
told
you
have
a
new
machine
and
the
new
paint
is
going
to
be
implemented
in
the
next
year.
Is
that
correct,
yeah.
H
So
we're
actually
I
think
I.
Oh
I
approved
a
nice
part
to
commit
the
funds
to
get
through
that
process
to
start
to
procure
a
machine,
so
that
was
approved
in
a
report
that
came
to
committee
in
June
and
the
plan
would
be
in
2021
to
have
a
machine
that
applies
more
permanent
paint
and
that
would
be
used
for
all
rural
roads
and
all
Archer
roads
in
the
inner
city.
E
In
looking
back
at
slide,
14
with
you
know,
Rob
talked
about
the
the
collision
from
2013
to
2017
and
no
surprise
the
rural
area.
The
fatality
is
greater
because
the
speed
on
those
road
are
higher
than
regular
speed,
but
also
is
the
lack
of
the
paved
shoulders
like
in
one
time.
We
start
to
pave
a
little
bit
of
shoulder,
but
they
will
not
pave
with
the
same
quality
of
the
road,
so
they
didn't
last
very
long,
especially
with
the
snow
clown
other.
And
then
you
create
a
false
expectation.
E
So
people
think
they
have
a
paved
shoulder,
but
reality
they
cannot
ride
bicycle
on,
so
they
were
riding
on
80
kilometer
road
and
that's
some
of
the
fatality
I
would
imagine
it
would
be
severe
and
those
in
those
area.
So
it's
one
of
the
recommendation
about
lighting
and
in
other
words
you
don't
talk
about
paving
someone
shoulder
so
is
there's
a
plan
to
pay
for
some
of
those
shoulders.
H
H
So
the
idea
is,
to
put
it
a
sort
of
a
30
to
45
degree
angle,
so
that
if
someone
runs
or
starts
to
drive
off
the
shoulder,
what
we
see
either
they
over
exaggerate
and
they
get
it
into
the
ditch
or
they
try
to
Rico
they
compensate
and
they
go
too
much.
And
when
they
get
back
on
the
asphalt,
they
tend
to
go
in
the
opposite
direction.
H
And
if
there's
a
car
coming
at
80
kilometers
an
hour,
that's
not
a
good
situation
so
that
safety
edge
is
meant
to
to
reduce
that
that
action
of
overcompensating,
so
the
intent
is
as
rows
get
resurfaced
in
in
rural
areas.
We
would
put
that
that
in
place
in
terms
of
widening
the
shoulder
to
an
extra
two
metres
to
provide
cycling
facilities,
I
think
that's
done
on
a
case
by
case
basis.
I,
don't
miss
you
once
you
have
anything
else,
dad
yeah.
N
A
chair
just
expand
right
now.
What
we
use
as
a
guide
to
determine
whether
shoulders
are
paved
or
not
in
rural
areas,
is
really
governed
by
the
de
cycling
plan
that
was
approved
by
council.
If
it's
part
of
a
designated
route,
then
it
would
received
wider
shoulders
for
cycling.
If
it's
not,
then
it
would
be
basically
a
conventional
approach.
E
E
To
our
staff
and
I
know
in
the
past,
you
have
done
it
the
organized
tools
or
bicycle
tools
to
the
rural
area.
We
see
it
well,
organized
police
involve
direct
and
trafficking,
but
you
talk
about
the
other
group
who
do
not
reach
out
to
the
city
for
a
permit
or
even
for
notification
and
I
know
that
the
rural
area
is
was
great
to
cycle
on
it,
to
say
the
least.
So
if
there's
a
way,
we
can
somehow
message
to
those
local
clubs
before
they
take
their
student
or
the
rider
to
them.
E
You
know
they
should
notify
the
police
or
the
city
or
get
at
some
kind
of
permit
because
breather
one.
We
have
a
large
group
going
it's
great
where
everything
runs
smoothly.
The
police
involved
it,
but
the
block
traffic
but
one
other
clubs
take
small
number
of
bicycle
without
a
permit
or
without
notification
to
city,
and
then
we
see
some
trouble
sometimes
or
how
could
we
pass
on
that
message?
Chair.
I
Through
you
to
the
councilor,
what
I
would
say
is
we
could
certainly
look
at
that
as
a
take
away
counselor,
as
we
start
to
have
discussions
with
some
of
the
larger
cycling
organizations
like
the
Ottawa,
Bicycle,
Club
and
so
forth,
and
and
maybe
have
some
meetings
with
them
and
the
Ottawa
Police
Service.
To
talk
about
some
of
your
concerns
for
sure.
Thank.
A
Thank
you
very
much
councillor
I,
don't
see
any
other
questions
and
I
don't
have
anyone
on
the
speaker's
list.
I
have
a
couple
questions
related
to
some
of
the
motions.
First
I
want
to
thank
you
for
all
the
hard
work
over
the
last
two
years
or
two
and
a
half
years.
Whatever
it's
been,
it's
an
amazing
report
I
when
I
can't
thank
Council
arregui
and
the
members
of
the
last
Transportation,
maybe
for
for
asking
you
to
do
it
I'm.
Just
on
the
emotion
about
just.
A
L
Chair
the
plans
that
we're
going
to
refresh
and
will
in
this
term
of
Council,
will
include
both
your
the
transit
long-range
financial
plan.
That'll
be
done
shortly,
then
the
next
one
actually
is
of
interest
to.
You
will
be
the
the
citywide
one
which
deals
with
roads
and
facilities.
In
order
for
us
to
do
that,
though,
mr.
A
L
C
That
sounds
fine
as
long
as
I
mean,
so
it
is
it
that
you
would
work
with
them
on,
because
this
is
essentially
the
plan
that
you
would
bring
forward
in
conjunction
with
with
this,
with
staff
right
I
mean
I
just
want
to
make
sure
that
that
the
processes
make
sense
so
I'm
happy
with
that,
the
20:22
is
fine,
I,
just
I
think
if
we
can
see
something
that
you're
producing
in
2021
anyway
right
in
terms
of
the
high
level
piece.
That
would
then
inform
the
piece
that
they're
putting
together
is
that
is
that
possible?
Well,.
H
C
A
A
Wonderful
is
anyone
else
like
to
speak
to
that
particular
change?
No
okay.
So
let's
deal
with
the
amendments
or
the
motions
first
just
give
me
one
moment
to
put
them
in
the
right
order
here.
So
the
first
is
the
amendments
on
or
the
the
motion
asking
the
mayor
to
work
with
the
federal
and
provincial
governments.