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From YouTube: Transportation Committee – May 6, 2015
Description
Transportation Committee meeting – May 6, 2015 – Audio Stream
Agenda and background materials can be found at http://www.ottawa.ca/agendas.
B
C
B
You
we
have
a
response
to
inquiries:
Green
Bank,
Road,
project
issues
we
sent
notice
out
earlier
this
week
and
Vice
Chair
McEntee
will
be
putting
forward
the
following
technical
amendment,
I'm
going
to
ask
her
to
introduce
the
amendment
at
this
time
and
we
can
deal
with
it
and
vote
on
it
right
now.
Thank
You,
chair.
B
E
E
B
C
F
So
just
a
little
bit
of
background
in
2009
council
approved
the
municipal
parking
management
strategy
and
what
this
did
was
this
provided
a
a
number
of
clear
objectives
for
the
municipal
park
management
program.
What
it
also
did
was
at
a
lot
of
the
tools
and
mechanisms
by
which
we
ensure
that
those
objectives
are
being
met.
One
of
the
key
mechanisms
that
we
have
is
the
local
area
parking
study.
F
F
So
to
this
point,
we've
done
approximately
seven
full
studies
in
2014
we
had
identified
that
the
time
was
right
for
to
get
into
Little
Italy.
We
had
the
Preston
BIA
and
the
doubters
Dow
Z
in
the
Association
on
side,
identifying
that
there
were
things
that
we
needed
to
look
at.
We
last
looked
at
in
1995,
so
there
was
a
need
for
updated
data
and
it
was
alignment
with
with
other
studies
that
were
ongoing.
F
F
One
of
the
key
themes
that
that
occurs
throughout
here
is
the
consultation
that
occurred.
So
at
the
outset,
we
we
did
our
inventory.
We
set
everything
up,
but
we
also
engage
the
community
jewel
of
Dru
feedback
got
input
at
that
point.
To
help
set
the
context
for
the
study.
We
did
our
data
collection
again
more
consultation
through
our
face-to-face
surveys
on
the
street
and
that's
when
we
did
our
accounts
and
we
got
the
you
know
the
snapshot,
data
from
from
the
field.
F
We've
finalized
a
study
through
our
recommendations
and
outcomes
and
we're
here
now
so
quick,
look
at
what
we
we
found-
and
this
is
primarily
focused
on
what
the
data
told
us
the
area,
both
in
characteristic
and
what
now
for
from
the
data
we
identified
three
zones
which
which
were
fairly
unique
and
stood
on
their
own.
We
had
the
north
of
the
highway.
This
was
a
fairly
large
area,
but
by
and
large
there
was
adequate
parking
supply
throughout.
F
We
target
a
an
85
percent
threshold
wherever
I
were
in
and
around
and
but
we're
just
below
that
row.
Okay,
there's
a
there's,
a
good
balance
and
we
found
that
through
the
area
north
of
the
highway,
there
were
some
localized
issues,
some
resident
concerns
with
illegal
parking
and
some
safety
concerns.
We've
tried
to
address
that,
and
we've
referred
that
those
appropriately.
G
F
In
yellow
sorry,
I'm
talking
about
the
area
north
of
highway
No,
so
we've
appropriate,
we've
referred
those
to
staff
and
we
are
following
up
on
those
focus
so
move
over
the
green
actually,
which
is
east
of
Rochester,
and
that's
really
the
opposite.
That's
that's!
On
the
low
end,
where
we're
we
see
really
low
utilization,
and
so
it's
Rochester,
Street
and
East
into
what
our
federal
buildings
in
that
sector.
F
We
what
we
see
there
is
very
low
demand,
so,
whereas
we're
around
50
to
85
percent
in
the
LA
area,
we're
well
under
50
percent
utilized
on
street,
in
that
green
area,
moving
over
focus
really
coming
out
of
the
study
where
we
knew
we
needed
to
pay
attention
and
develop.
Some
strategies
was
in
the
pink
area,
which
is
right:
around
Preston,
Street,
south
of
the
highway
and
West
or
our
Chester.
F
F
So,
just
to
summarize
the
key
issues:
these
are
the
key
issues
that
came
about
as
a
result
of
both
the
data
collection
and
the
analysis,
as
well
as
the
consultation,
we
did
identify
that
as
I've
noted
there's
a
lack
of
available
on
street
parking,
some
of
the
Queensway
in
west
of
our
Chester,
so
right
in
that
around
Preston
Street.
At
the
same
time,
we've
got
significant
development
occurring
and
over
planned
in
the
same
area
we
have.
There
are
off-speed
facilities.
F
We've
got
one
city
manage
slot,
which
is
just
north
of
the
highway
in
close
proximity
to
that
that
concern
area
and
then
there's
a
couple:
private
Lots,
no-nobody,
preston
square
and
there's
a
large
service
thoughts
in
between
Beach
and
Aberdeen.
Those
are
underutilized.
We
found
that
during
the
day
they
were
a
fairly
well
utilize,
but
when
we
get
into
the
off
peak
times
so
the
evenings,
the
Saturday's,
those
are
by
and
large,
there's
lots
of
room
there.
So
we
identified
as
if
that,
as
an
opportunity
to
try
to
leverage.
F
F
There
were
some
gaps
and
available
by
parking,
notably
on
Rochester
and
Preston
and
Beach
I
believe
so,
a
quick
summary
of
the
outcomes
we
had
11
recommendations
within
the
study
report,
the
key
ones
here-
and
these
are
the
strategies
that
were
looking
at
and
again
the
focus
is
on
that
area.
So
for
the
highway,
the
pink
area
from
the
map
previous
we
want.
What
we
are
looking
to
do
is
draw
that
and
father
demand
for
parking
out
a
little
bit
and
and
create
opportunities.
F
Incentivize
people
to
park
a
little
further
away
for
Rochester
to
be
empty
when
Beach,
navigating
the
Preston
Street
are
full
for
that
extra
half
block.
What
we're
looking
to
do
is
reduce
the
rates
currently
30
dollars
an
hour
on
street,
we're
really
by
reducing
the
rates
cutting
them
in
half
to
dollar.
Fifty
an
hour
we're
hoping
to
draw
some
of
that
demand
out
and
alleviate
the
pressure
to
a
certain
extent
on
on
the
critical
area,
also
looking
to
reduce
rates
at
City
manage
lot
at
3:01,
Preston
Street,
which
is
immediately
north
of
the
highway
we've.
F
Recently,
it's
aggressively
on
specifically
on
the
we
in
the
evening
and
on
the
weekends
talk
about
the
installation
of
additional
post,
knowing
bike
racks
so
again,
Preston
Beach
in
Rochester,
where
we've
identified
gaps,
and
then
we've
also
identified
that
we
need
a
prioritized
pursuit
of
opportunities
to
increase
the
parking
supply.
So
this
could
be
through
the
development
of
a
a
new
facility
or
partnering
with
a
developer
to
to
add
a
couple
floors
of
publicly
available
parking
when
that
opportunity
arises.
F
What
unbundling
means
is
that,
if
there
is
a
if
develop
developer,
provides
a
certain
amount
of
residential
spaces,
we
want
to
loosen
the
restrictions
that
are
on
them
to
if
they
don't
sell
all
those
spaces
as
an
example
to
make
some
of
those
publicly
available.
Currently,
it
says,
there's
a
process
involved
with
that
and
just
to
wrap
up
we're,
also
identifying
that
we're
looking
at
that
area.
So
far,
we
as
a
major
problem
area
right
now,
I'm,
there's
development.
B
Thank
you.
Are
there
any
questions,
I'm
going
to
start
off,
that's
okay
and
then
so
I
just
curious
about
the
underutilized.
Lots,
see
you
taking
steps
to
to
get
more
people
to
use
them,
but
any
ideas
as
to
why
other
than
and
it's
I
seems
reasonable,
even
before
the
proposed
reduction.
So
do
you
have
any
sense
as
to
why
people
are
choosing
not
to
use
the
Lots.
F
People
will
forgo
a
little
bit
of
convenience
parking
a
lot,
but
you
know
I
totally
we
charge
a
little
bit
less
all
street
in
that
lot
in
our
on
street
ministry
will
fill
up
before
the
the
facility,
and
it's
it's
that
I
minded.
My
belief
is
that
people
will
more
readily
circle
the
block
trying
to
find
that
spot
that
they
can
pull
in
and
pull
out
of
rather
than
seeking
out
day
of
those
alternatives.
B
F
Actually
identify
those
reductions
as
part
of
a
regular
Osprey
rate
review
process
that
we
do
so
we
we
have
the
concurrence
that
we
require
and
we
it's
something
we
can
do
under
delegated
authority.
So
the
ball
is
already
rolling
on
that
and
will
likely
have
the
off-street
rates,
at
least
in
place
likely
within
a
month
month
and
a
half
the
Aeons
free
rates
of
our
chester
and
east
may
take
a
little
longer,
just
because
there's
a
few
more
logistics.
B
D
You,
chair
and
I
do
want
to
thank
staff
for
the
job
that
you
did.
I
know
that
the
BIA
and
the
was
you
know
they
actually
I'm,
not
even
here
to
speak
to
it.
So
I
know
that
you
consulted
very
well
with
them
they're.
You
know
happy
with
the
with
the
recommendations
that
you're
making
and
especially
well,
you
know,
recognizing
that
you
know
we
should
be
asking
developers
to
you
know,
put
in
the
required
bike
parking.
You
know
those
people
we
it's
one
thing
to.
D
You
know,
build
more
parking
and
hoping
people
will
come,
but
you
know
I
would
rather
see
people
travel
to
Preston
Street
by
different
modes
and
we're
doing
things
as
a
city.
To
make
that
happen,
we
have
a
good
multi-use
pathway.
That's
now
running
along
the
Chilean
line.
That
makes
getting
there
better
we're
staying
that
past
Carling.
D
So
you
know
bike
parking.
There
was
certainly
the
floating
spots
for
for
developers.
I
think
is
important.
I've,
never
understood
why
anyone
should
own.
You
know
three
feet
by
five
foot
piece
of
concrete
two
stories
down
in
the
ground,
so
to
have
those
floating
spots
and-
and
the
car
share
certainly
is
is
important,
but
I
think
you
know
two
other
things
I'd
certainly
like
to
see
us
looking
at
visitor
bike
parking
as
well.
D
You
know,
I,
think
that
you
know
if
you
want
people
to
come
down
and
visit,
you
and
they're
gonna
travel
by
bike
or
they're
gonna
travel
by
LRT
and
with
their
bike
to
have
visitor
bike
parking,
but
I
think
even
the
most
important
thing
here
too
is
you
know:
planning
growth
management,
I.
Just
wonder
my
question
to
them
is,
as
we
allow
development
to
happen
at
such
high
density,
and
we
don't
impose
the
zoning
requirements
for
visitor
parking.
D
It
seems
to
me
that
you
know,
as
we
as
we
start
to
eliminate
the
amount
of
visit
required
visitor
parking
by
the
hundreds
building
parking
garages.
What
should
have
been
visitor
parking
because
what
happens
to
visitor
parking
when
new
developments
don't
put
in
place
the
required
number
visitor
parking.
Two
things
happen:
one
is
the
local
businesses,
don't
have
space
for
their
customers
to
depart
and
the
other
is.
It
encroaches
on
existing
developments
in
existing
neighborhoods,
and
you
know
we
see
a
time
and
time
again
where
parking
so
much.
D
They
asked
for
a
lower
amount
and
we
we
allow
that
so
I
think
that
that's
probably
the
problem
here
and
I
also
see
that
as
a
big
problem
as
we
move
forward
and
and
intensify,
intensify
the
downtown.
So
if
I
could
just
ask
for
your
opinion
on
that,
and
you
know
how
you
would
suggest,
we
move
forward
to
make
sure
that
that
the
at
least
the
visitor
parking
requirement
is
met.
H
Thank
You
mr.
chair,
as
you
know,
in
the
area
of
Carling
and
Preston,
we've
recently
done
a
secondary
plan
and
it's
really
a
development
direction
for
a
complete
community
which
of
course
involves
high
intensity
residential
development,
the
form
of
condominiums,
some
up
to
55
storeys.
In
height,
a
couple
thousand
units
been
approved
as
I
mentioned.
What
we're
trying
to
do
is
sort
of
create
this
complete
community
that
is
focused
on
alternative
modes
of
transportation
is
a
very
compact.
It's
very
dense,
there's
pathways,
there's
a
new.
H
For
example:
there's
a
new
Hickory,
Street
pedestrian
bridge,
it's
being
constructed,
there's
a
large
patio
areas,
pathways
connectivity,
it's
a
form
of
development
where
we
try
to
have
alternatives
or
promote,
as
I
said,
alternative
modes
of
transportation.
It's
right
beside
the
Trillium
Line,
so
there's
opportunity
to
take
the
train
and
it
leads
up
to
LRT
as
well
and
buses
in
the
surrounding
area.
So
by
creating
this
complete
and
compact,
dense
community,
we're
really
in
no
pun
intended,
but
we
put
the
car
in
the
back
seat.
So
we
don't.
H
We
find
that
the
idea
is
that,
because
of
the
safety
and
the
convenience
of
these
alternatives,
as
I
said,
the
car
is
not
the
most
important
means
of
transportation
even
for
visiting,
because
people
can
walk
for,
as
I
said
from
one
condo
to
the
other,
or
take
the
o
train
to
visit.
What
we
have
found
in
terms
of
higher
density
developments
that
you
you
do
have
to
do
doesn't
mean
to
say
that
you
shouldn't
provide
any
visitor
parking
parking.
H
That's
provided
at
a
rate
of
about
8.3
percent
as
a
minimum
for
high-density
developments
is
sufficient
to
have
enough
parking
on
site
because
there's
not
everyone
comes
to
use
that
parking
when
they
do
use
it.
At
the
same
time,
there's
turnover
it's
short-term
parking,
they're
able
to
share
those
spaces.
So
if
you
have
about
8.3
percent
as
an
as
a
minimum
in
high-density
type
developments,
there's
sufficient
parking
on
site,
so
it
doesn't
cause
an
impact
or
an
adverse
impact
on
the
surrounding
streets.
I.
D
D
D
We
need
to
make
sure
that
we're
we're
promoting
different
modes,
but
you
know
I
think
that
on
one
hand
we're
talking
about
building
new
parking
structures
and,
on
the
other
hand,
we're
not
always
providing
the
the
number
of
visitor
parking
that
that
is
required
and
visitor
parking
again
is
is
flexible
right.
It
can
be
used
for
commercial
parking
commutes
for
visitor
parking,
so
you
know,
and
I
would
rather
see
us
make
sure
that
that's
in
place
in
new
developments
before
we,
you
know
before
we
move
to.
D
You
know
building
any
new
structure
and
just
on
the
just
comment
on
the
street
complex,
it's
very
interesting.
Now
psychology
works
once
you
get
behind
a
wheel,
because
about
two
weeks
ago
I
I
was
driving
down
press
and
we
were
gonna
go
up
for
dinner
and
we're
going
to
a
restaurant,
which
is
just
on
the
south
side
of
the
Queensway
overpass
and
I.
D
Looked
for
parking
for
about
five
minutes
and
found
it
just
on
the
other
side
and
I
know
full
well
that
there's
a
parking
lot
just
on
the
north
side
and
it's
empty
and
it
never
occurred
to
me
to
go
there.
It's
not
for
an
underpass.
It's
actually
not
a
bad
underpass.
It's
well
lit.
So
there
is
a
psychology
to
to
parking
people
want
to
be
close
to
where
they're
going.
So
you
know
having
the
district
complex
with
lower
rates.
D
You
know,
I
I'm,
not
sure
that
that
will
that
will
take
away
the
the
demand
for
parking
on
street.
So
again,
I
go
back
to
I'm
glad
to
see
the
other
recommendations
you're
making
here
for
more
posted
ring
and
and
encouraging
different
ways
of
moving
through
that
through
that
neighborhood.
So
thank
you.
Thank.
I
Thank
You,
chair
I,
just
had
a
question
with
regard
to
the
report,
but
before
I
get
to
the
question,
I
guess
the
premise
that
I
interpret
in
terms
of
why
we
have
paid
parking
in
the
urban
core
to
of
the
policy
objectives
are
one
a
revenue
source
for
the
city
and
two
is
to
discourage
people
from
driving.
We
know
from
the
transportation
master
plan
that
it's
the
most
expensive
form:
70
cents,
a
person,
kilometer
versus
15
cents
for
cycling
and
20
cents
for
walking
and
so
I
guess.
I
Although
I
sort
of
understand
the
rationale
for
lowering
parking
rates,
you
know
it
has
to
be
said
that
in
fact,
lowering
parking
rates
is
sending
a
signal
that
seems
to
be
very
much
in
the
wrong
direction
of
those
two
policy
objectives
right
in
terms
of
a
revenue
source
and
ultimately
discourage
people
from
driving,
especially
given
that
Preston
is
very
close
to
multi-billion
dollar
investment
in
in
the
LRT
and
I.
Guess.
The
new
station
that
Gladstone
Preston
Street
was
just
rejuvenated,
making
it
more
pleasant
for
a
pedestrian
experience.
I
So
I
guess
the
concern
I
have
is
you
know,
although
I
understand
the
motivation
of
getting
people
into
the
municipal
law?
Are
we
sending
the
wrong
signal
to
our
residents
that
in
fact
we're
encouraging
the
exactly
the
mode
that
we
don't
want?
People
to
use
for
very
good
economic
reasons
by
saying
parking
is
cheaper
and
so
I
guess
my
question
is
you
know
you
chose
in
this
case
to
lower
the
fee.
I
That's
going
to
ultimately
increase
the
demand
in
the
long
term,
especially
given
counselor
McKenna's
observations
that
there's
a
lot
of
growth
happening
in
that
area.
So
did
you
look
instead?
If
the
problem
is
that
too
many
people
are
parking
on
the
residential
side
streets,
did
you
consider
or
did
the
consultant
consider
you
know
ways
of
limiting
the
side
street
parking
using
residential
permits?
I
mean
there's
lots
of
interesting
and
innovative
ways
of
making
sure
that
residents
have
access
to
their
own
side
streets
for
visitors
by
using
a
visitor
parking
system.
F
Primarily
of
doctor,
one
of
our
key
objectives
is
to
promote
short-term
parking
and
in
support
of
businesses,
and
and
to
that
end,
we
we
aim
for
this.
Eighty
five
percent
utilization,
what
we
refer
to
as
practical
capacity
so
and
that's
that
balance
between
optimizing
the
facility
so
ensuring
that
the
facility,
whether
it
be
on
street
or
off
street,
isn't
empty
or
close
to
being
empty,
but
that
it's
not
over
you
lized,
so
that
it's
there's
accessible
parking
for
the
next
person
coming
coming
through.
F
And
then,
alongside
that
objective,
we
we
do
focus
on
alternative
modes
of
transportation
and
and
reconciling
resident
issues
associated
with
parking
generators.
So,
in
this
case,
I
think
it
kind
of
segues
to
hear
your
question,
which
is
in
relation
to
the
the
residential
streets
where
there's
not
paid
parking
and
there's
a
few
of
those
south
of
the
south
of
the
highway.
The
permit
option
is
an
option.
I
know
that
there
are
some
concerns
on
Camila
and
on
Norman
and
some
of
the
other
streets.
F
There
is
a
process
whereby
the
residents
can
drive
that
process
to
to
achieve
consensus,
to
implement
a
permit
from
a
zone
and
I
notice.
That's
been
explored
and
I
know
parking
regulation
changes
have
been
explored
and
and
through
traffic
services.
But
there
has
been
no
gues
consensus
to
this
point
to
make
those
changes
to
affect
effect,
I
file
for
the
permit
zone
and
on
those
types
of
streets.
F
Food
affair,
we
always
looking
at
finding
that
balance
so
I
think
the
part
of
our
monitoring
that
we
will
undertake
and
we've
committed
to
through
this
study
is
to
look
at
the
entire
area
to
determine
you
know.
Why
are
we
meeting
our
objectives?
Are
the
changes
that
we're
putting
into
place
here
meeting
the
objectives
of
the
program
so
we'll
we
will
be
keeping
a
close
eye
on
that
going
forward.
I
E
Think
I
mean
the
report
highlights
is
sort
of
the
the
reality
of
the
issue
in
my
mind,
but
I
think
the
complexity,
and
it's
highlighted
by
the
last
speaker
is
really
that
my
colleague
is
really
our
ability
to
react
to
different
demands.
What
I
find
is
that
you
know
that
this
committee
we've
talked
about
Westborough
as
an
example
and
by
the
time
we
come
back
to
committee.
E
Getting
those
approvals,
it's
so
lengthy
that
the
reality
on
Street
changes,
because
at
any
given
time
the
business
needs
Orb
is
the
reality
of
a
residential
zone
or
a
Main.
Street
continue
to
change
so
I
wonder
if,
through
this,
the
process
can
be
reviewed
to
enable
if
we
agree
with
the
policy
in
the
direction
that
you
know
when
you,
when
you
reach
an
85
percent
usage
or
capacity
or
whatever,
that
the
rates
are
modified.
We
all
agree
to
that.
E
I
wonder
why
it's
it's
not
implemented
in
a
program
that
fees
can
vary
within
a
certain
threshold
and
I
think
that's
part
of
the
frustration
of
this,
perhaps
not
specific,
to
Preston,
but
overall
on
our
Main
Street
and
I'd
love
to
hear
what
we
can
do
beyond
that
policy
direction.
To
enable
you
to
just
react
to
the
ongoing
demands
on
those
streets.
F
We
we
actually
are
in
the
midst
of
an
exercise
right
now,
and
this
Kim
comes
out
of
a
previous
committee
direction,
which
was
associated
with
the
ugly
local
area
parking
study
to
undertake
what
was
termed
what
we've
termed
an
honest
fear,
a
review
in
and
if
you
different
municipalities
across
North
America,
there's
different
approaches.
There's
a
spectrum
which
fixed
from
fixed
rate,
all
the
way
to
this
performance-based
pricing
model,
a
city
like
San
Francisco.
That
does
this,
where
they
actually
changed
rates
on
a
persistent
basis
relative
to
demand
and
have
use
a
real-time
data.
F
E
E
You
know
when
you
move
one.
It
impacts
it
another
zone,
so
you
know
I'm
favorite,
I'm,
favorite
that
it.
What
would
I
think
we'd
love
to
probably
see
at
committee-
and
you
know
we'll
leave
it
with
the
chair-
is
really
to
make
sure
that
the
threshold
of
and
the
period
of
changes
are
reflected
in
that
overall
policy.
C
Sure,
just
a
follow-up
question
to
guess
what
councillor
news
bum
was
touching
upon
and
in
addition
to
the
revenue,
one
of
the
other
things
we
look
at
as
a
turnover
rates
in
terms
of
the
parking
spots.
So
with
this
change
are
we
are
there
any
concerns
about
the
vehicles
being
parked
there
longer
than
they
are
because
finding
that
magic
number
is
partially
to
have
that
turnover
rate
so
that
businesses
benefit
from
that
as
well.
They
no
bi
is,
in
the
past,
I've
been
here
as
delegations
to
speak
about
that
issue.
F
So
the
chair,
when
my
understanding
would
be
that
you're
speaking
of
the
rate
reductions
on
Rochester
Street
neon
streets,
specifically
the
with
a
level
of
occupancy
and
then
usage
that
we're
seeing
on
Rochester
were
well
under
fifty
percent,
so
it's
not
being
used
in
the
first
place.
Well,
our
first
objective
is
to
make
that
accessible.
Make
that
convenient
draw
people
in
there.
The
regulations
are
going
to
draw
are
going
to
in
part
to
dictate
that
turnover
right
and
that's
that's
one
another
tool.
F
We
have
the
rate
which
will
help
motivate
people
to
turnover,
but
also
the
regulations
that
are
in
place.
I
don't
have
the
the
turnover
numbers
as
far
as
the
Rochester
those
available,
but
it
would
be
part
of
the
monitoring
that
we
do
to
see.
What
is
the
impact
we
haven't
undertaken
this
this
type
of
rate
review,
so
it's
it's
going
to
be
especially
going
there.
C
Thank
us,
the
other
point,
too,
is
you
know
as
a
follow-up
to
our
counselor.
Who
was
mentioning
that
we
have
the
flexibility
to
come
back,
and
you
know
this
is
not
sort
of
set
in
stone.
If
the
changes
don't
work
that
we're
back
here
and
and
we
can
change
those
rates
if
they're
not
working
in
the
north
or
the
south
side
or
whichever
parts
of
the
study.
F
Yeah,
so
they
generally,
we
actually
do
have
and
I'm
about
to
make
reference
to
the
Austria
rate
review.
When
we
do
that
three
times
a
year,
we
look
at
all
the
rates
that
did
we
have
19
or
so
Austria
facilities
municipal.
You
saw
school
facilities
and
three
times
year
we
go
in
and
we
look
at
the
occupancy
and
we
look
at
you
know.
F
C
F
Quo,
we
will
be
referring
a
couple
of
items,
concerns
that
were
raised
to
traffic
services
when
they
dealing
with
the
parking
regulations
and
enforcement
as
well
was
something
that
came
up
so
we'll
be
referring
there
and
working
with
those
groups
to
determine
if
any
solutions,
but
there's
no
hard
recommendations
that
we've
identified
in
the
study.
Okay,
thank
you
sure.
I.
B
E
In
the
annual
parking
revenue
report,
there's
a
reflection
of
rates
being
influenced
by
the
above,
above
average
fees
added
museum
clowns.
My
understanding
is
that
both
will
reviewed,
one
is
increase,
the
other
one
is
significantly
decreased,
the
does
it
apply
to
the
bump
in
average,
or
is
that
just
a
typo.
F
F
What
we
found
was
that
the
utilization
was
quite
low,
but
not
quite
a
little
bit
was
lower
than
what
we'd
like
to
see.
So
this
is
about
optimizing
the
facility
and
trying
to
get
as
many
people
through
there.
It
also
dovetails
with
what
we've
done
with
our
parking
guidance
system,
so
I
both
thought
4,
which
is
about
market
and
want
$5
e
we've
implemented
mixed
air
signs,
which
emanated,
which
illustrate
how
many
spots
are
available
and
also
point
to
the
rot
and
indicate
how
many
spots
are
available.
F
We're
trying
to
pair
up
the
Lots
I
guess
so
to
speak,
so
we're
trying
to
leverage
that
as
much
as
possible
and
by
reducing
rates
and
nadal
Rosie
wat.
We
were
hoping
to
draw
all
over
and
where,
as
worth
heavily
utilized
by
would
market.
We
want
to
cross
some
of
that
demand
over
to
buy.
Where
did
that?
Tahoes
e
sorry,
I
think.
E
It's
been
very
successful,
the
display
boards
and
all
that
I'm
I'm
curious
to
the
way
the
report
was
written
in
that
context,
because
I
understand
the
value
of
keeping
the
fees
higher.
If
you
will
at
the
the
Byward
William
lot,
but
the
one
further
down
my
understanding
is
that
they're
significantly
lowered
is
that
the
case.
F
E
And
then
the
second
one
is
around
the
parking
revenues
like
what
initiatives
could
we
use
in
the
alternative
mode
of
transportation,
because
when
we
we
see
the
programs
that
are
attached
to
it
in
terms
of
parking?
We
have
the
bike
parking
component,
the
Corral's
and
and
the
bike
loops,
but
I'm,
seeing
that
the
amounts
are
very
low.
What's
what
sort
of
other
initiatives
is
that
the
apartment
working
on
so
that
we
can?
We
can
focus
on
alternate
modes
of
transportation
and
funding
for
that
type
of
parking.
G
G
That
spun
out
of
the
implementation
of
pain
display
initially,
where
we
want
to
make
sure
that
that
program
did
not
result
in
any
reduction
of
parking
bicycle
parking
for
cyclists.
So
we
want
to
make
sure
that
we
comply
with.
With
that
we
collaborate
with
looking
for
alternatives.
We
funded
the
bike,
Rowsey
on-street
bike
Corral's,
but
really
we
take
our
lead
in
terms
of
programs
and
so
forth
that
there
are
opportunities
for
that
for
from
playing
growth,
management,
stuff,
I,
guess.
E
I
know
that,
for
example,
by
word
beyond
the
central
building
is
looking
to
see
bike
corals
on
on
desi
we'd
love
to
see
some
on
beechwood,
as
we
had
we've
heard
two
councillor
a
Nussbaum
and
I
and
I
know
that
some
are
speaking
of
Monterey
Road
and
in
MacArthur.
So
I
won
what's
the
process,
because
what
I
see
is
that
there's
not
as
much
money
spent
in
race
in
proportion
that
there
but
there's
not
a
clear
process
for
bi,
A's
or
community
associations
to
engage.
J
To
the
chair,
we
are
continuing
our
pilot
project
for
the
corrals
this
this
coming
year.
We
have
two
returning
locations
and
the
third
is
still
being
finalized
and
should
be
announced
shortly,
but
the
project
will
continue
for
this
year
and
we
will
do
an
evaluation
of
the
success
of
the
project
following
this
cycling
season.
So.
E
What
I'm
hearing
is
a
suspected
there's
a
pilot
project
in
place,
but
if
there's
a
higher
demand
and
what
the
pilot
is
because
I,
what
I'm
hearing
is
that
people
are
seeing
the
success
of
the
current
ones,
they'd
like
to
expand
the
program,
but
we're
still
in
a
pilot
phase.
So
there's
not
a
true
way
to
apply
for
for
certain
businesses
and
that's
causing
a
bit
of
angst.
E
We're
getting
a
lot
of
requests
downtown
for
locations
for
by
Corral's,
either
from
Korea,
sociation,
individual
businesses
or
bis,
and
to
them
there's
still
not
a
clear
the
clear
format.
So
I
wonder
if,
if
you'd
be
able
to
send
a
letter
to
B,
is
requesting
reaffirming
our
engagement
for
the
pilot
and,
if
there's
more
demand
than
what
we're
seeing
for
the
pilot
that
we
expand
a
budget
to
reflect
to
reflect
that
demand.
J
To
share
I
would
assume
that,
certainly
we
could.
We
could
do
that
sort
of
consultation
with
the
BIA
s.
We
have
met
with
them
through
the
perking
consultation
group,
and
so
we
have
communicated
with
them
through
that
and
we
have
had
communication
with
them
over
the
past
two
years
about
the
project,
but
certainly
we
can
reach
out
to
them
again.
Just.
E
Beyond
the
BIA
portion
quickly
on
the
markets
management
front
on
board,
we
had
kind
of
a
what
just
like
the
what
you'd
said.
Your
typical
community
center,
the
other
loops,
but
I,
know
that
that
location
would
be
ideal
for
a
bike
corral
because
it
for
tourists
that
are
coming
into
the
market
as
we're
trying
to
revitalize
it'd,
be
nice
to
have
the
colors
that
you
have
the
pink
the
orange
right
in
that
location.
So
I
wonder
if,
as
well
as
the
VI
is,
you
can
work
with
markets
management
on
the
matter
future.
J
J
So
that
process
needs
to
continue
through
the
through
the
year.
And
then
we
can
do
a
full
review
and
analysis
of
how
they
did,
which
will
also
include
Lukie
at
how
we
would
receive
an
application
process
from
community
groups,
whether
those
be
community
associations,
Business,
Improvement
associations
and
such
if.
E
You
take
that
specific
one
offline
with
you,
but
really
I,
think
you
know
I'd
love.
If
we
could
drive.
You
know
the
opportunity
that
our
doors
are
open
for
that
kind
of
business,
because
right
now,
they're
just
in
my
mind,
still
not
a
clear
path
to
getting
those
Corral's
on
earth
streets
beyond
the
pilot.
E
This
one
is
just
the
local
area
parking
study,
I
saw
the
locations
that
were
identify.
I
know
that
there's
been
a
change
in
the
executive
director
at
the
vania
bie,
but
my
understanding
is
that
there
had
been
a
request
to
do
a
local
area
parking
study
along
Beachwood
and
I.
Wonder
if
you
would
consider
it
in
your
work
plan
for
this
year.
F
Through
the
show
we
we
have
identified
beechwood
as
as
a
potential
area
for
study.
We.
What
we
intended
to
do
this
year
was
a
decent
monitoring
both
in
beechwood
but
also
in
Vanier
for
two
different
purposes.
Recently,
in
vania,
we've
removed
the
pay
parking,
so
we
were
going
to
go
out
and
and
assess
the
outcomes
there
and
at
the
same
time,
do
some
data
collection
in
Long.
Beach
would
more.
So
that's
that's
the
extent
of
the
issue,
so
they
can
properly
prioritize
it.
F
We
had
pretty
much
exhausted
this
year
as
far
as
our
studies
for
downtown
and
well
it's
an
West's
here,
so
it
would
be
a
2,000
and
regardless
would
be
2016
studies.
So
it's
we
have
it
on
our
later
and
we
want
to
determine
through
some
kind
of
initial
data
collection,
what
whether
it
should
be
there.
So,
okay.
I
So
it's
just
going
to
be
important
that
we
look
as
part
of
that
at
what
at
what
the
parking
needs
are
so
I
just
would
give
you
a
heads-up,
but
that's
something
that
that
that
we
are
exploring
actively
and
we
suspect
there
will
be
required
to
be
changes
to
the
parking
infrastructure
along
that
as
a
result
of
the
transportation
study.
Thanks
thanks
Jeff
thank.
B
A
You
mr.
chair,
just
rated
concentrated
sweeping,
is
conducted
in
core
neighborhoods,
which
include
the
downtown
core
Ivania,
nürnberg
Sandy,
Hill
and
globe.
These
neighborhoods,
we
see
of
concentrated
street
sweeping
as
a
result
of
continuous
on
street
parking,
which
prevents
effective
swiping
on
street
parking
has
become
increasingly
problematic
and
neighborhoods
outside
of
the
identified
concentrated
areas,
and
residents
have
noticed
that
street
sweeping
crews
are
returning
multiple
times
to
clean
the
street.
A
street
sweeping
occurs
24
hours
a
day.
Multiple
clinics
can
be
very
disruptive
to
neighborhood.
A
Residents
can
stop
please
investigate
the
feasibility
of
expanding
the
concentrated
street
sweeping
areas
in
order
to
reduce
the
occurrence
of
multiple
cleanings
on
residential
streets.
Could
staff
also
cost-benefit
analysis
of
expanding
a
concentrated
street
sweeping
areas
versus
crews,
making
multiple
passes
on
streets
where
parked
cars
have
been
problematic?
Okay,.
E
My
mind
was
very
similar
to
this
I'll
read
it
just
to
make
sure
there
might
be
a
different
angle
to
this.
So
during
concentrated
street
sweeping
operation,
Public
Works
opposed
parking
restrictions
on
certain
streets
and
not
on
others.
How
does
the
department
decide
whether
or
not
to
post
signage
on
one
street
and
another
for
these
operations?
Furthermore,
on
the
street,
where
the
regulations
are
posted,
are
the
crews
performing
the
streets
were
being
paired
with
parking
enforcement
officers?
So
it's
semi
tied
to
what
councillor
Dean
but
I,
think
it's
a
bit
different
Thanks.
B
Any
further
inquires,
okay,
thank
you
under
other
business.
The
vice
chairman
candy,
has
a
motion
that
she
would
like
dealt
with
today
concerning
the
right
bike
share
program
on
rail
allowances.
We
would
require
two-thirds
vote
to
for
waiver
and
then
we
could.
We
could
deal
with
the
motion,
so
perhaps
you
could
introduce
the
motion.
Then
we
could
vote
on
waiver.
D
Yes,
thank
you
mr.
chair,
so
this
is
essentially
to
to
allow
white
bike,
which
is
a
bike
share
program
enough
time
to
install
their
bike
racks
for
in
support
of
Bike
to
Work
month,
which
is
right
now
in
May,
and
it
will
essentially
allow
for
waiver
of
encroachment
on
six
spots
in
in
the
downtown
core.
So
that's
why
we're
asking
to
to
walk
it
on
today?
D
B
B
Adjournment-
okay,
that's
so,
and
our
next
meeting
is
Wednesday
June,
the
3rd
2015,
our
Warren
Council
members,
that
we
have
a
or
committee
members
that
we
have
a
very,
very
heavy
agenda
on
the
June
June
3rd
meeting.
So
I
can't
tell
you
too,
but
I
would
ask
you
to
please
keep
your
day
clear,
because
we
could
well
be
here
after
lunch
and
into
the
afternoon.