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From YouTube: Transportation Committee – October 7, 2015
Description
Transportation Committee meeting – October 7, 2015 – Audio Stream
Agenda and background materials can be found at http://www.ottawa.ca/agendas.
A
A
B
Good
morning
interpretation
we
have
quorum
in
the
rooms,
so
we
will
get
started.
We
have
a
number
of
regrets
this
morning.
Counselor
to
instructure,
nishang
Co,
unfortunately,
is
ill
today,
so
he
won't
be
attending
counselor
caucus
will
be,
but
he
will
be
a
few
minutes
late
because
of
an
event
in
his
word
and
counselor
medic
may
have
to
leave
right.
So
we
have
a
packed
agenda
so
we'll
just
jump
right
into
it.
First
of
all,
there's
no
declarations
of
interest
received
to
date.
Can
we
confirm
the
minutes
of
September
the
2nd
2015?
B
B
B
C
D
D
The
actual
program
was
established
in
2002
as
part
of
a
harmonization
of
parking
enforcement
levels
of
service,
and
that
was
improved
by
Council
in
November
of
2002
and
just
by
way
of
recap,
the
current
ban
is
in
effect
from
November
15th
to
1st,
when
seven
centimeters
or
more
of
snow
is
forecasted
by
Environment
Canada.
That
can
also
include
a
range
which
often
happens
of
five
to
ten
percent,
which
is
the
typical
range
they'll
give
us,
and
no
on
street
parking
from
1
a.m.
to
7
a.m.
is
allowed.
D
D
We
also
consulted
with
internal
external
stakeholders,
those
included
many
groups,
but
some
of
them
were
the
accessible
Advisory
Committee,
the
Ottawa
Council
of
BIA
s,
the
park
E
stakeholder
consultation
group.
We
also
conducted
a
review
of
best
practices,
including
municipalities
across
Canada.
Some
of
those
were
Calgary
Toronto,
Edmonton
and
Winnipeg,
amongst
others.
D
So
what
we
found
our
approach
is
very
similar
to
other
major,
miss
abilities
in
Canada.
There
are
nuances
here
and
there,
but
by
and
large
our
program
is
consistent
with
what
other
miss
abilities
approaches
are
what
residents
told
us
was
that
they
feel
there's
a
lack
of
parking
options,
in
fact
that
they
feel
trapped
by
the
parking
ban
and
they
would
they
would
welcome
options
to
the
parking
ban.
D
There
was
also
a
bit
of
frustration
out
there
and
the
frustration
occurs
when
there's
a
ban,
their
streets
don't
get
plowed
and
then
specifically,
if
they
get
a
ticket
and
there's
a
lot
of
frustration.
Also,
the
inconvenience
of
moving
the
car,
the
forecast
is
over
seven
centimeters,
but
the
storm
misses
us
or
we
don't
get.
What
was
forecasted.
D
D
So
on
to
the
enhancements
proposing
in
the
in
the
program
is
to
make
available
the
five
garages
the
city
owns
for
free
parking.
So
the
way
that
would
work
is
if
a
ban
is
called
residents
could
park
free
at
the
garage
they
would
be
allowed
to
park
overnight.
They
would
be
allowed
to
exit
free,
and
we
feel
that
this
is
a
good
alternative
for
those
residents
that
don't
have
an
alternate
that
don't
have
another
alternative
for
parking.
D
The
other
enhancement
that
we're
proposing
is
to
give
the
Department
delegated
authority,
and
this
speaks
to
the
flexibility
that
we
heard
when
we
did
the
consultation.
There
was
a
real
lack
of
flexibility
and
I
want
to
be
clear,
we're
not
proposing
to
change
the
current
program.
The
way
it
is
now
so
the
seven
centimeters
will
stay.
D
Proposing
is
to
change
the
on
street
park,
permit
parking
fees
so
currently
the
monthly
fee.
The
annual
fee,
we're
not
going
to
change
in
the
annual
fee
is
six
hundred
forty
eight
dollars,
but
the
monthly
fees
are
a
blended
fee.
So
it's
fifty
nine
dollars
a
month
for
any
month
of
the
year
and
what
happens?
There
is
the
people
that,
just
by
summer,
permits
really
subsidizing
the
winter
operations,
because
it
does
cost
the
corporation
more
in
the
winter
time
to
provide
winter
maintenance
in
those
areas.
D
Some
of
the
other
enhancements
were
proposing
we're
working
with
planning
and
growth
management's
initiative
on
building
better
and
smarter
suburbs,
and
one
of
the
things
we'd
like
to
see
here
is
when
a
new
subdivision
or
development
is
built,
especially
in
the
intensification
areas
and
you'll
see
on
the
slide.
Some
of
the
things
we
run
into
in
some
of
the
outlying
areas
out
of
the
core
one
site
parking
gets
implemented
right
away.
D
Increase
the
the
increase,
the
fine
for
parking
during
the
ban-
and
this
is
something
that
we've
already
put
in
place
in
spring.
The
fine
for
parking
during
an
overnight
parking
ban
was
increased
from
$85
to
$95,
it's
a
marginal
increase,
but
we
think
it
all
further
helped
to
dissuade
people
or
help
them
to
comply
with
the
ban.
D
One
thing
we
heard
during
the
consultation
is:
why
don't
we
towed
ring
a
ban
and,
as
members
of
committee
all
know
that
charring
with
snow
removal
operations,
we
do
tow
cars.
We
have
to
do
to
remove
the
snow
during
an
overnight
ban.
We
don't
tow
too
many
cars,
it's
virtually
non-existent.
So
the
way
this
would
work
is
we
would
increasing
in
areas.
Well,
you
see
you
have
the
slide
above
where
we
just
can't
get
the
plows
through.
D
We
would
probably
tow
those
cars,
take
them
to
a
neutral
spot
that
won't
a
hamper
operations
and
then
similar
to
what
happens
when
we
do
some
removal,
all
those
license-plate
numbers
and
locations
are
given
to
three
one
one.
So
residents
can
call
in
two
three
one
one
to
find
out
where
their
cars-
and
they
can
pick
it
up
in
the
morning
and
then
finally,
we
are
proposing
to
further
enhance,
even
though
we
heard
we
do
a
good
job
on
communicating
the
ban.
D
We're
gonna
further
enhance
that
communication
and
I
think
it's
especially
important
with
the
delegator
in
instances
where
we
might
get
a
forecast
at
7,
centimeters
or
more,
but
we're
not
gonna
call
the
band
for
whatever
reason.
I
think
we
have
to
communicate
to
residents
that
the
band
will
not
be
on.
B
B
We
are
seeing
a
bit
of
a
jump
in
the
in
the
cost
if
you
buy
on
a
monthly
basis,
as
opposed
to
a
yearly
basis
and
I'm
wondering
if
staff
is
open
to
keeping
all
the
same
numbers
as
we
have
in
the
current
report.
The
current
recommendations
that,
if
someone
opts
to
buy
a
yearly
pass,
that
they
could
pay
that
in
quarterly
installments,
that.
B
And
I
had
one
question
and
then
I'm
got
counselor
will
consume
accounts
from
the
net
on
the
wrist
and
counselor
medic,
and
that
is
to
build
on
the
the
option
of
people
being
able
to
park
in
city
watts.
Is
it
possible
for
staff
to
also
compile
a
list
of
private
lots
and
what
their
rates
overnight
rates
maybe,
and
we
could
have
that
online
to
give
people
another
option
not
to
the
jury?
Yes,
okay,
thank
you
for
that.
So
first
we
go
to
councillor
Wilkinson.
Thank.
E
You,
sir,
we're
little
concerned
that
your
base,
your
costs,
simply
and
solely
on
the
cost
of
maintaining
that
part
of
the
street
people
are
actually
ranking
up
place
because
you
have
you
actually
mark
them.
These
are
reserved
in
certain
areas.
Just
for
people
are
parking
passes
mean
it's
not
the
same
as
a
free
street
where
anybody
can
park
and
I
think
there
should
be
a
value
to
that.
So,
if
having
only
$30
in
the
Sun,
maybe
I
should
be
40.
E
I
don't
have
the
problem
with
having
the
differential
rates,
but
we're
only
basing
it
on
our
actual
operating
costs
and
we're
actually
renting
in
space.
That's
that's
real
space,
we
own
it.
It
was
on
private
property.
They
pay
a
lot
more
than
that
and
the
mr.
chair
I
just
think
that
there's
been
a
there's,
a
fixation
on
the
cost
of
the
city
without
thinking
about
what
the
value
of
the
property
is.
Maybe
that's.
E
Cuz
I've
worked
in
real
estate
for
so
long,
but
the
and
the
and
it
is
giving
them
when
we
rent
a
space
at
the
at
the
best
places
a
gold
face.
They
all
have
to
pay
for
their
bus
pass,
but
I
have
to
pay
fifty
some
dollars.
I
think
it
is
now
per
month
so
that
there's
a
reserve
space
that's
all
year
round,
of
course,
but
it's
even
in
the
summer,
so
I
think
we
should
be
charging.
E
We've
got
a
budget
crunch
going
on
here
and
here's
a
place
is
not
water
money,
but
we
shouldn't
be
looking
at
not
having
funds
there.
So
I'd
like
while
you're
doing
that
I
got
a
whole
bunch
of
questions.
I,
don't
know
why
we
didn't
want
to
retirement.
Add
them
up
the
the
other
one
in
the
wintertime.
I
have
no
problem
with
people
who
have
pot
a
permit
being
able
to
use
a
city
garage
for
free
I,
do
have
a
problem
with
people
who
don't
buy
permits
using
the
garages
for
free.
They
could
feed
them
up.
E
I
think
we
should
have
it.
Maybe
it's
just
a
small
fee
that
you
get
a
permit
that
allows
you
to
use
those
garages
on
winter
nights.
It's
just
a
smaller
fee,
because
otherwise
the
people
who
don't
pay
anything
can
fill
those
garages
up
and
people
have
paid
their
monthly
fee
can't
get
in.
But
that's
a
question
that
I
have
and
they've
got
because
you
said
it
speak
for
everybody,
then
the
third
thing
has
to
do
with
the
areas
like
where
I
live.
E
Lots
of
people
have
too
many
cars.
There
are
no
city
garages
they
can
go
to.
There
are
no
private
parking
paid
routes
that
you
can
go
to,
so
they
tend
to
leave
them
on
the
street
and
you
don't
get
out
there
to
actually
take
them
very
often,
and
so
we
end
up
with
a
grand
glorious
mess
on
all
the
streets
and
I'm
running
if
they
could
not
try
to
find
some
locations
outside
this
way.
E
You
try
to
use
the
parking
lights
overnight
as
long
as
they're
up
by
7:00
in
the
morning,
but
I
think
we
need
to
look
at
some
place
where
they
can
go.
I
have
one
can
I
tell
you
those
five
individuals
that
own
that
house
it's
a
band.
They
are
each
have
a
car
they're
in
a
townhouse.
They
can
squeeze
two,
sometimes
three.
If
they
go
in
the
garage,
they
certainly
can't
get
five.
All.
E
There
are
lots
of
people
that
have
two
or
three
cars,
but
hence
placing
the
edges
tend
to
not
be
used
for
cars
anymore.
They
use
for
snowblowers,
glass,
parking,
bicycles,
whatever,
but
not
cars,
and
sometimes
only
room
for
one
on
the
on
the
on
the
driveway
and
I
know.
Parking
on
one
side
was
Street,
but
my
guess
would
be
that.
Fourth
question
is
one
perhaps
when
it's
not
snowing
but
doesn't
help
on
snow
days,
so
we
think
we
haven't
got
a
solution.
E
Yet
for
that
side,
the
Greenbelt
and
there's
a
lot
of
people
there
and
a
half
aloud
now
on
higher
density,
housing
and
the
fourth
one
and
a
half
packing
one
side
of
the
street
right
now,
all
we
can
do
is
have
a
petition
to
have
that
happen.
I've
had
a
number
of
those,
because
of
is
there
some
way
we
can
do
without.
D
D
D
Has
an
alternative
for
residents,
that's
actually
for
residents
that
don't
have
a
permit
fee,
so
maybe
for
residents
that
live
in
this
the
outside
the
Greenbelt
alternative
to
park.
The
idea
would
be
that
could
keep
their
car
and
they
can
take
transit
home.
You
didn't
have
to
deal
with
having
to
find
some
spot
with
the
car
last
thing.
D
With
your
suggestion
of
other
private
Lots,
if
there
are
other
private
Lots
that
are
covered
outside
of
Greenbelt,
we
can
approach
those
and
you
know
potentially
even
send
any
shopping.
Centers
like
plaster
leads
sure
they
may
be
willing
to
allow
us
to
park
them
and
then
one
side
of
the
street.
It
is
currently
done.
Your
petition,
chair
by
the
residents
general
manager,
does
have
delegated
authority
to
parking
restrictions.
B
That's
certainly
your
option.
I
think
we've
built
it
on
the
cost
recovery
model,
and
it
does
that
I.
Don't
think
we're
here
to
make
money
off
of
street
parking
during
the
snow
band,
so
I
think
I.
Think
the
logic
behind
the
report
and
the
recommendations
is
sound
and
I
and
I'm
glad
to
your
staff
is
prepared
to
reach
out
to
places
like
the
shopping
malls
to
see
if
some
some
arrangements
to
be
made
in
that
regard,
as
well
for
people
outside
of
the
the
Greenbelt
council,
Minette
mature.
F
F
C
D
D
C
And
then
kind
of
touching
on
what
counsel
wrote
concern
was
talking
about
on
that
on
the
suburbs.
We
don't
have
any
covered
parking,
lots
or
anything.
Is
there
any
chance?
We
could
have
a
spot
that
would
be
maybe
plowed
first
or
or
something
where
we
could
advise
people
to
park.
That
would
be
more
advantageous
to
them.
Tell.
C
Great
and
last
question
I've
had
a
lot
of
it.
Kind
of
do
to
do
parking
over
all
during
the
summer
and
last
fall
and
went
to
I
had
several
residents
that
were
ticketed
for
parking
and
things
like
that,
and
then
this
summer,
as
well
on
on
streets
where
they
are
a
little
narrow.
Is
there
any
consideration
being
given
to
permits
for
the
suburbs
for
parking
to.
D
The
child
can
be
implemented
anywhere
in
the
city,
but,
as
I
said,
it's
a
constant
recovery
program,
so
you
would
need
a
critical
mass
of
residents
that
would
sign
on
and
use
the
permits
and
oftentimes.
Our
experiences
seen
in
the
suburb
areas,
there's
a
small
number
of
residents
that
would
want
the
permit
area
enough
to
cover
the
cost
of
putting
up
the
signs
are
demonstrating
the
permits
so.
C
F
F
We
have
an
application
calls
right
now
we
use
as
where
is
my
plow
when
you'll
be
able,
because
anyway,
with
sending
the
license
plate
to
three
one
one
right
now
and
in
meantime,
and
let
me
know
so,
people
can
call
and
know
what
their
car
you
will
be
efficient.
If
we
can
add
another
feature
throughout.
Where
is
my
plow
that
we
can
identify
the
license
plate
and
it
creates
hot
spot
and
then
so
boiler
will
be
able
to
come
in
and
take
it
the
seat
while
they're
doing
so.
D
G
D
G
G
Just
it
just
seems
like
not
a
reasonable
amount
of
money
for
a
piece
of
real
estate,
say
downtown,
for
you
know,
I,
don't
know
how
big
exactly
a
parking
spot
is,
but
it
just
doesn't
seem
like
30
seems,
like
very
little.
140
seems
like
an
awful
lot
and
I
get
why
we
would
charge
more
for
somebody
who
only
bought
a
Monthly
Pass
in
the
winter
downtown,
because
it
does
cost
us
more
and
it
does
end
up,
clogging
our
streets
if
the
plow
has
to
go
around
I
understand
all
right,
I.
D
Now
threw
the
chair
just
to
be
clear:
we're
not
paying,
he
doesn't
cover
the
cost
of
garage.
What
it
covers
is
the
cost
administer
the
permit.
So
the
extra
signage,
the
administrative
cost
efficient
those
permits
and
then
the
blended
fee
included
the
winter.
In
the
summer,
maintenance
costs
a
sweeping
cost.
The
internal
costs
are
very
high,
so
we've
just
gone
again
from
the
blended
to
a
larger
cost.
B
Together,
sorry,
the
other
piece
comes
out
not
to
interrupt
that
is
the
permit
does
not
guarantee
you
a
fixed
location.
Either
you
get
a
zone
that
you
can
park
in,
but
you
can't
always
park
at
a
particular
spot
as
you
would
if
you
bought
a
parking
spot
in
in
a
garage.
For
example,
it's
not
correct.
That's
correct.
G
G
H
H
D
H
D
H
Okay,
so
just
getting
back
to
the
fees,
I
mean
I,
understand
the
principle
of
cost
recovery
and
I
understand
that
winter
maintenance
is
much
more
expensive,
but
if
I
was
living
downtown
and
needed
on
street
parking.
All
of
a
sudden
today,
I
hear
from
the
committee
waiting
that
my
cost
is
rising
from
fifty
million
dollars
to.
H
Whatever
it
is
for
the
next
four
months,
but
that's
a
huge
jump
that
haven't
planned
for
financially
so
just
wondering
if
you
know
we
could
have
a
little
bit
different
if
it's
cost
recovery,
it
doesn't
necessarily
have
to
go
thirty
dollars
for
summer
and
one
hundred
and
forty
or
forty,
eight,
whatever
it
was
for
winter
in
one
fell
swoop,
without
a
lot
of
phasing.
So
I.
Just
wonder
if
there
is
an
opportunity
to
rethink
that
a
little
bit
to
make
it
a
softer
landing
for
the
paper
that
are
going
to
be
impacted.
The.
D
D
Looking
at
the
breakdown,
it
looks
like
there's
probably
about
Andhra
people
citywide
that
only
by
winter
permits
the
discount
available
is
actually
right
out
on
$52.00,
so
you
save
hundreds,
fifty-two
dollars
over
a
month.
The
rate,
if
you
buy
your
annual
rate
and
to
reiterate
the
annual
rate,
is
not
changing
so.
E
E
Good
they
still
ticket
them,
so
that
was
just
an
error.
I
guess
that
happened
along
the
way.
Okay
and
the
other
question
was
the
you
Ted
bear
cost
recovery.
There's
a
class
recovery
you
putting
in
for
the
that
we
call
life
cycle,
class
and
you're
going
to
finish
that
to
repave
those
roads,
fix
some
catch
basins
etc.
Is
that
cost
included
in
your
costume
to
pay
for
the
summer?
Because
that's
when
you
do
that
work.
E
D
E
Parking
in
the
street
is
paying
through
their
property
taxes,
people
who
have
exclusive
use
I'm
talking
about
the
people,
because
you
have
signs
up
and
I
can't
go
in
plaque
there.
So
you're
not
actually
not
opening
out
get
me.
But
it's
not
the
same
thing
if
you
can
park
on
the
street
free
and
if
you
restrict
it
where
you
can
park
because
it's
reserved
for
somebody
else,
it's
a
different
matter.
B
Thank
you
else.
I
would
suggest
the
windchill
wouldn't
be
any
different,
whether
you're
parking
there
with
a
permit
or
parking
without
a
permit.
It's
still
a
car
parking
in
the
spot,
so
I
don't
see
how
they
you
know
like
I
could
be
proving
on
that
stop,
but
I
think
the
the
maintenance
impact
would
be
would
be
the
same
and
that's
covered
by
property
tax,
Kevin.
B
I
B
Sorry
Colin
actually
I'm,
you
can
sit
back
down
Colin
my
thank
you,
a
counselor
for
a
I'm,
so
excited
about
Complete
Streets
just
want
to
get
that
we
have.
The
proposed
street
lighting
preferred
partnership
between
the
City
of
Ottawa
on
the
energy
Ottawa
Inc.
We
don't
have
a
presentation
on
that,
though
again
Kevin
Wiley
is
here
to
answer
any
questions
we
do
have.
One
public
delegation
is
mr.
Mike
sharp
here.
If
you
want
to
come
to
the
mic.
Mr.
sharp.
B
J
J
We
endorse
the
conversion
of
the
street
lighting
system
to
LEDs
and
support
the
implementation
as
soon
as
possible.
We
think
it's
good
public
policy.
It
reduces
greenhouse
gases,
improve
safety
in
the
neighborhoods,
the
driving
conditions
have
improved
and
there
are,
as
you
saw
in
the
report,
considerable
energy
savings.
J
According
to
our
calculations,
the
58,000
conversions,
the
four
million
dollars
in
energy
savings
may
be
a
little
light,
but
it's
probably
best
to
be
conservative
rather
than
too
aggressive.
Regarding
the
maintenance
savings.
Let
me
provide
a
bit
of
history
and
our
involvement
with
the
city
in
2004,
black
McDonald
submitted
an
unsolicited
proposal
under
the
auto
option
for
street
light
maintenance
included
in
that
scope
of
work
were
the
regular
maintenance
which
was
being
done
by
hydro
Ottawa,
cable
cuts.
J
J
We
have
also
saved
the
city
upwards
of
two
hundred
and
thousand
two
hundred
and
fifty
thousand
dollars
per
year
on
the
knockdowns.
This
is
what
it
was
costing
the
city
back
in
2005
before
we
took
over.
We
capped
that
loss
for
the
city
at
zero,
so
that
that's
been
our
experience.
I
think
it's
been
good
for
both
parties,
which
brings
me
to
the
maintenance
part
of
the
report.
J
It's
unclear
to
us
in
there
as
to
what
extent
hydro
Ottawa
will
perform
some
of
the
those
functions
with
their
own
staff.
This
is
a
bit
of
a
concern
to
us
as
a
contractor
and
as
a
taxpayer,
we
would
recommend
that
all
five
elements
of
the
street
lighting
contract
the
cuts,
the
locates
two
knockdowns,
the
maintenance
tonight
patrol-
be
bundled
in
together
with
the
LED
conversion.
J
It
you
are
able
to
manage
the
risk,
you're
able
to
establish
a
fixed
cost
and
it
will
give
the
city
cost
certainty,
something
that
the
the
city
and
our
experienced
wishes.
So
the
bundling
is
important.
We
also
believe
that
the
savings
that
are
in
the
report
are
somewhat
aggressive
and
I'll.
Give
you
two
examples
on
the
knockdowns.
If
the
street
light
pole
is
damaged
or
destroyed,
we
have
to
replace
it
at
no
cost
to
the
city.
We
pursue
the
driver
or
owner
Insurance
helping
for
those
costs,
because
I
said
before
the
city
was
losing
money.
J
We
kept
that
at
zero
some
years.
It
is
to
our
benefit.
Others
like
last
year,
where
we
had
the
long
winter
like
he
did.
We
lost
money
when
that
we
lose
money.
That
money
is
out
of
mr.
MacDonald's
pocket.
If
hydro
loses
money,
where
does
that
money
come
from
a
lower
dividend
or
raising
the
fees
Sun
clear
to
me
anyway?
J
The
other
issue
would
be
in
the
locates
the
introduction
of
the
city's
tree
planting
initiative
a
few
years
ago
and
the
transition
one
call
saw
an
exponential
rise
in
the
number
of
locate
requests
in
2013
we
did
eighteen
thousand
locates
in
2014
for
half
a
year
with
Ontario
one
call
we
did
thirty
thousand
this
year.
We
are
on
track
to
do
70
thousand
locates.
J
We
are
losing
money.
I'm,
not
I,
won't
be
sad
to
see
that
part
of
the
contract
go,
but
at
ten
dollars
or
$20.00
allocate
you
up
over
a
million
dollars.
We
get
paid
three
hundred
and
sixty
five
thousand,
so
somebody
is
going
to
have
to
assume
that
cost.
So,
as
I
said,
I
think
the
savings
are
somewhat
aggressive.
J
I
I
J
D
To
the
chair
and
hydro,
Ottawa
representatives
are
here
today,
so
if
I
misspeak
I
might
get
a
sheet
of
the
back
of
the
head
but
or
they
may
come
up
and
then
clarify,
the
intention
is
that
the
majority
will
be
contracted
out.
In
fact,
this
this
service
hasn't
been
tendered
since
just
after
amalgamation.
So
it's
been
about
15
years
before,
since
it's
been
tendered,
Blackie
McDonald
has
been
a
very
good
partner
and
they've
come
to
the
table,
but
the
majority
of
the
work
will
be
tendered
out
by
hydro
I'm.
B
B
B
F
So
good
morning,
everyone,
my
name,
is
Roger
Amaro
from
the
chief
energy
management
officer,
with
hydro,
Ottawa
and
ultimately
responsible
for
the
I
guess
the
execution
of
this
project,
that
is
to
definitely
go
to
market
for
about
85
percent
of
the
project,
value
of
the
boat
on
the
screen,
lighting
conversion
site
and
the
maintenance
site.
Thank.
F
B
Committee,
one
to
remind
everybody
that
it
is
with
energy
Ottawa,
naturally,
because
of
the
relationship
among
the
three
companies
there
will
be
synergy.
There
will
be
expertise
that
energy
Ottawa
will
be
able
to
tap
into
with
hydro,
Ottawa,
etc,
but
just
want
to
make
sure
that
that
clarification
was
provided.
B
I
Is
for
staff-
and
it's
not
specific
to
the
delegation
I
just
want
to
be
clear
on
I,
really
a
favor
in
terms
of
these
energy
efficiency.
Kevin
we've
talked
about
this
in
the
past.
I
just
want
to
make
sure
there's
two
points
that
I
had
neck
us
to
add.
Like
some
clarity
on
one
is
in
terms
of
our
priorities.
So
it's
it's
properly
scaled
out
in
the
report.
We
know
how
many
will
be
done
per
year.
I
Is
there
a
way
for
us
to
do
it
sooner
in
2016,
or
was
that
budget
factors,
because
what
I'm
seeing
is
the
bulk
of
the
work
is
in
2017
when
we
know
we're
going
to
host
so
many
events
across
the
city?
I
wonder
if
we
can
scale
a
bit
earlier
so
that
our
Main
streets
and
so
on,
get
that
that
clarity
of
light
ahead
of
that.
D
I
On
record,
to
say
that
Main
Street
should
be
should
be
the
top
priority
in
my
mind
and
the
final.
My
final
question
is
around
so
3
1
1
for
a
resident
if,
after
this
agreement
comes
into
play,
what
changes
so
that
there's
a
burnt
light
where
there's
a
pole
down
the
we
take
the
service,
auto
a
call
for
the
issue
and
we'll
relay
through
our
partners,
as
is
today,
or
does
that
change
for
effort
to
me.
F
D
I
B
You
now
we
can
get
to
Complete
Streets
again.
It's
calling
us
on
his
way
up.
I
want
to
I,
want
to
thank
vbg,
I,
think
who's
in
the
room
as
well
and
Colin,
and
the
rest
of
the
team
for
the
for
the
work
that
and
Cornell
was
coming
up
as
well
for
the
work
that
they
have
put
in
on
this
very
important
project.
B
This
report
and
the
process
that
will
be
unrolling
today
is
really
very
much
a
collaborative
project
with
numerous
stakeholders.
I
know
that
Colin
and
his
group
met
with
many
members
of
the
public
and
many
groups
to
get
their
feedback,
get
their
ideas
as
to
how
we
proceed
with
this,
and
the
results
I
think
is,
is
significant.
It
introduces
some
very
interesting
concepts,
especially
use
of
multimodal
levels
of
service,
to
assess
road
designs
and
allocate
right
away.
B
B
I,
look
forward
to
the
dialogue
and
changing
how
we
build
our
roads
in
partnership
with
our
communities
and
our
stakeholder
groups
before
I
turn
it
over
I've
asked
counselor
in
the
Canada
Vice
Chair
to
introduce
a
motion
in
relation
to
Complete
Streets,
on
my
behalf,
just
easier
than
me,
leaving
the
chair
and
and
and
introducing
it
so
councilman
Kenny.
If
I
could
ask
you
to
do
that
at
this
point,
so
people
have
it
in
their
minds.
Since
we
hear
the
presentation
in
the
delegations
Thank.
B
The
reason
I
wanted
that
introduces
I,
don't
want
to
lose
the
momentum
of
this
lens
in
this
project,
and
so
we
will
know
on
an
ongoing
basis
how
we've
implemented
and
where
we're
going
next.
So
obviously,
it's
I'm
very
much
gonna
be
supporting
this
motion
when
we
come
to
that
point,
but
I'm
gonna
turn
it
over
to
Colin
now
and
Cornell
to
to
present
and
then
we'll
hear
from
a
delegation.
So
if
anybody
has
any
questions
for
staff,
they
can
just
drop
them
down
and
we'll
get
to
those.
After
we
hear
from
the
various
delegations.
F
K
So
the
complete
Street
implementation
framework
before
you
today
achieves
all
of
this
and
really
provides
the
foundation
to
implement
the
complete
Street
policies
that
are
now
in
our
transportation
master
plan.
A
definition
for
Complete
Streets
was
drafted
as
part
of
this
project
in
collaboration
with
various
key
stakeholders
that
participated
in
this
project.
The
definition
is
shown
here
and
it
not
only
describes
what
a
complete
street
is,
which
is
a
street
that
accommodates
all
modes
of
transportation.
K
K
K
Has
been
established
and
we've
been
using
it
for
decades
now,
the
implementation
framework
in
front
of
you
today
doesn't
make
any
changes
to
vehicle
performance
methodology.
It
continues
to
be
based
on
Lane
utilization
and,
what's
new
for
this
implementation
strategy
is
the
performance
measures
for
the
rest
of
the
modes
for
pedestrians
and
cyclists
and
transit,
as
well
as
trucks
for
pedestrians
and
cyclists.
The
performance
measures
are
based
on
assessing
safety,
risks,
comfort
and
stress
for
transit.
It's
based
on
evaluating
ability
and
delay
over
transit
vehicles
and
for
trucks.
K
K
The
next
step
in
the
multimodal
level
of
service
process
is
to
consider
what
the
performance
should
be
for
each
of
the
modes.
Given
the
land
use
policy
context
and
what's
shown
here,
are
some
guidelines
level
of
service
targets
based
on
official
plan
policies
and
land
use
designations.
These
policies
prioritize
active
in
sustainable
modes
such
as
walking,
cycling
and
transit
in
our
central
area,
around
transit
stations
and
schools,
and,
as
we
move
further
away
from
the
central
area
I
would
is.
The
priority
is
focused
more
on
automobiles
and
heavy
vehicles.
K
Different
staff
from
various
departments
to
the
corporation
responsible
for
all
aspects
of
transportation,
related
projects
from
project
initiation
through
to
operation
and
maintenance,
and
the
public
consultation
for
this
project
was
quite
extensive.
We
consulted
with
all
of
the
key
stakeholders,
including
the
great
errata
truckers
Association,
the
Student,
Transportation,
Association,
ecology,
Ottawa
citizen's
for
safe
cycling,
several
Business
Improvement
associations.
There
was
a
public
information
session
that
was
held
at
City
Hall.
It
was
well
attended
and
staff
presented
the
framework
to
the
accessibility,
Advisory
Committee
and
to
several
community
associations
in
general.
K
To
summarize,
the
implementation
framework
before
you
today
really
represents
the
the
foundation
to
implement
the
complete
spew
policies
that
are
now
in
our
transportation
master
plan.
It
will
help
to
define
expectations
for
transportation
related
projects,
and
it
will
help
to
improve
internal
communications
and
coordination
to
address
operational
issues
such
as
winter
maintenance
and
the
key
to
the
whole
project,
will
be
scoping
projects
early
and
to
align
them
with
our
capital
corporate
asset
management
program.
B
You
very
much
we
are
gonna
move
to
delegations,
as
I
said,
but
councillor
Nussbaum
was
asked
that
he
be
allowed
to
staff
a
quick
question
before
that,
because
he's
going
to
have,
he
has
a
commitment
at
11
o'clock
that
he
has
to
leave.
For
so
I
said
if
it
was
short
and
we
didn't
keep
the
public
waiting
too
long-
that
that
would
be
all
right.
C
Thank
you
very
much
and
I'm
here,
just
asking
a
very
brief
question.
I
think
the
report
is
great
and
congrats
to
the
staff
on
the
excellent
work.
I
actually
just
recently
went
through
a
complete
Street
reconfiguration
on
saying
they're
all
for
a
stretch,
and
it
was
a
great
success
and
I
can
say
to
colleagues
that
it
needn't
cost
a
lot
of
money.
We
did
this
really
just
with
line
paint.
So
although
this
looks
comprehensive,
the
point
is
actually
you
can
do
it
lightly
and
cheaply
and
quickly.
So
that's
the
good
lesson
from
that
experience.
C
My
question
is
very
specific.
I'm.
Looking
at
page
20
of
the
appendix
of
the
report,
which
I
think
is
you're,
it's
called
the
the
guidelines
and
I'm
looking
at
page
20
and
exhibit
20
talks
about
T
Klos
segments
evaluation
table,
and
it
looks
as
if
from
what
I
gather
this
talks
about
the
curb
Lane
width
and
then
has
scores
depending
on
whether
you
have
two
travel
lanes
or
more
than
two
travel
lanes.
C
And
my
question
is
very
simple:
it
seems
like
you're
spoiling
Koberlein
wits
that
are
wider
with
a
better
score
and
that
puzzled
me,
because
we
know
from
the
research
that
the
minute
you
get
to
languages
that
are
wider
than
about
3.2
3.3
meters,
the
fatality
rate
and
the
injury
rate
from
accidents
that
occur
in
those
lanes
increases.
So
I
would
have
thought
that
you
would
want
to
limit
Lane
wits
to
something
around.
C
K
Mr.
chair,
the
level
of
service
for
trucks
does
provide
a
higher
level
of
service
for
wider
lanes
for
the
truck
level
of
service,
and,
what's
important
is
the
targets
for
trucks
in
different
areas
of
the
city
on
a
truck
route.
It's
important
to
have
sufficient
Blaine,
wits
and
corner
turning
radii,
but
once
we
get
into
communities
and
local
streets
and
where
trucks
are
not
functioning.
This
is
where
we
would
look
to
provide
a
lower
level
of
service
target
for
trucks.
C
And
so
the
idea
would
be
when
you're,
balancing
in
a
multi-modal,
LS
situation
in
your
balancing
needs.
Even
if
you
had
in
a
I
mean
you
would
be
willing
to
take
a
lower
score.
Even
though
I
have
truck
loops
going
through
essentially
residential
streets
at
times,
and
so
the
question
would
be,
you
would
be
willing
to
sacrifice
and
would
take
a
balanced
approach
in
terms
of
establishing
laid
wits
in
order
to
take
into
account
the
pedestrian
safety
and
accident
related
consequences
of
water
lengths.
L
Good
morning,
counselor,
I
and
other
councillors,
thank
you
for
having
me
I
am
speaking
on
behalf
of
15
organizations.
So
we
beg
your
indulgence
for
perhaps
a
couple
of
extra
minutes,
but
I
will
try
to
be
brief.
I
am
indeed
the
president
of
the
Lower
Town
Community
Association
and
have
the
privilege
to
share
letter
and
other
points
to
you
on
behalf
of
several
organizations
and
community
associations.
We
take
this
matter
very
serious.
L
Today,
action,
Sandy
Hill,
Center
town
citizens,
community
association,
Champlain
Park,
Community,
Association
Citizens
for
save
cyclamen,
Civic,
Hospital,
Neighborhood,
Association
Council
on
Aging,
Ottawa,
seniors,
Transportation
Committee,
be
called
Ghidorah
green
space,
Alliance
of
Canada's
capital,
Hintonburg
Community,
Association,
McKellar,
Park,
Community,
Association,
Edinburgh,
Community,
Association
of
Ottawa,
south
community
association
with
review,
Park,
Community,
Association,
Wellington,
village,
Community
Association
and
the
Federation
of
citizens,
associations
which,
as
you
know,
includes
about
30
organizations
from
across
the
city.
You.
L
With
you
yesterday,
and
what
we're
speaking
about
today
is
really
representing
communities
who
care
very
deeply
about
this
issue
about
the
safety
of
our
streets.
This
is
about
the
safety
of
our
children,
our
parents,
our
grandparents
and
ourselves,
and
the
three
issues
addressed
in
the
letter
that
we
sent
to
you
yesterday
are
calling
approval
and
rapid
implementation
of
the
complete
streets
implementation
framework
to
ensure
ahead
streets
that
provide
safe
and
comfortable
access
for
people
of
all
ages,
abilities
and
modes
of
transit
and
calling
on
council
to
use
this
2016
budget
process.
L
Consultations
are
going
on
right
now,
a
very
important
time
to
accelerate
funding
for
auto
recycling
and
pedestrian
plans,
because
we
have
good
plans,
and
some
of
us
will
be
saying
so
at
the
consultations,
a
suite.
And
finally,
we
urge
you
to
support
the
revitalization
of
the
Byward
market,
especially
to
fund
cycling,
connectivity
and
pedestrianisation
of
the
market
before
the
2017
celebrations,
because
it's
not
just
lower
towns
market,
it
really
is
ottawa's
market
and
Canada's
market.
As
you
know,
I'm
from
lower
town
and
we've
been
struggling
with
King
Edward
Avenue.
L
It's
turned
our
community
into
a
traffic
sewer
for
years.
We've
suffered
several
deaths
and
injuries
over
65
injuries.
On
that
street
alone.
In
the
last
decade,
and
today
we
have
a
number
Yvonne
Hendricks,
a
young
woman
who
was
killed,
walking
to
work
on
mido
and
Waller
in
2014.
They
also
remember
others
from
other
parts
of
the
city.
L
Royce
Toronto
was
killed
in
cycling,
ride
the
Rideau
february
14
february
6
of
2014,
and
we
remember
an
8
year
old
woman
killed
as
she
was
hit
by
a
vehicle
and
Woodruff
in
Lincoln
Heights,
whose
name
I
couldn't
find
October
15
2013
and
none
of
these
people
were
engaged
in
any
dangerous
behavior.
They
were
walking
to
work.
They
were
participating
in
a
cycling
event.
L
They
shouldn't
be
collateral
damage
on
our
streets,
so
the
communities
I'm
representing
here
today
want
our
children
to
be
able
to
walk
safely,
to
school
parents,
to
be
able
to
walk
to
the
shop
and
not
worry
about
crossing
the
street,
and
we
want
our
grandparents
to
go
to
the
Senior
Center
for
a
class.
Without
being
fear
of
being
struck
by
a
truck,
and
we
want
people
to
cycle
to
work
without
feeling
they're
taking
their
lives
in
their
hands
and
they
want
wheelchair
users
to
move
safely
without
barriers
in
all
seasons.
L
It
doesn't
provide
us
with
what
we
need
in
our
communities.
That
today
is
a
new
day.
This
proposal
is
a
good
one.
It
moves
us
in
the
right
direction.
It
demonstrates
the
city
is
ready
to
incorporate
the
interests
of
pedestrians,
cyclists
and
public
transit
users
and
wheelchair
users.
It's
only
a
first
step,
but
it's
a
good
first
step
and
there
should
be
no
question
that
the
communities
represented
by
those
signing
on
to
the
letter
care
deeply
about
this
issue,
and
it
is
the
quality
of
labor
hoods.
That's
at
stake.
L
The
streets
are
places
for
us
and
not
for
Affairs
for
cars
and
trucks.
So
Oakland
is
about
the
safety
of
our
children,
our
parents
and
our
grandparents
and
the
health
of
our
communities,
and
we've
really
waited
too
long
for
the
city
to
include
the
interests
of
pedestrians
and
cyclists
and
wheelchair
users.
But
we
do
congratulate
you
on
this
important
step.
It
is
a
good
plan.
The
time
has
come,
we
know
under
this
plan,
not
every
single
street
will
be
built
in
the
same
way.
L
Different
streets
serve
different
purposes,
but
for
us,
our
streets
are
the
backbone
of
our
communities,
our
neighborhoods
they're
our
hands
and
where
we
gather
together
and
where
we
move
about,
and
that's
why
we're
here
today
and
that's
why
we
care
so
deeply
that
we
collected
information
from
communities
across
the
city
about
what
improvements
they
wanted
to
see
now
in
some
dangerous
intersections?
Are
some
missing
link
in
a
bike
path
or
a
bike?
L
So
we
have
worked
very
hard.
Volunteers
took
time
to
conduct
active
transportation
audits.
I
have
reports
of
several.
If
you
are
interested,
Lower
Town,
Center
town
has
done
three
and
Bronson
reconstruction
where
people
walked
around
the
communities
identifying
obstacles
to
safety.
In
addition,
others
have
conducted
street
catalogues.
So
please
the
Assessor
partners.
We
have
valuable
information
to
make
this
work
and
we
know
that
working
with
you
and
the
city
staff
we
can
indeed
save
lives.
L
We
can
enable
us
to
walk
to
school
safely,
kids,
to
walk
to
school
safely
and
us
to
cycle
safely
to
work
and
wheelchair
users
to
get
safely
to
a
seniors
class.
We
want
the
City
Council
that
builds
streets
as
if
these
things
matter,
because
they
matter
to
us
in
our
communities.
The
proposal
moves
us
in
the
right
direction.
B
B
Thank
you
and
thank
you
for
sharing
your
concern
that
I
think
all
the
councillors
around
this
table
share
and
and
all
the
councillors
and
council
chamber,
but
the
safety
of
our
citizens
and
I
I
share
your
view
that
this
report
is
going
to
allow
us
to
work
effectively
with
communities
to
address
those
concerns.
And
so
thank
you
for
that.
B
L
See
Asian
the
Dalhousie
Community
Association
and
the
centre
town
citizens,
community
association,
my
name
is
wendy
hunter
and
I'm
representing
the
deaf
housing
community
association,
many
people
living
in
our
represented
communities
which
are
downtown
neighborhoods,
walk
and
cycle
tour
to
shop
and
for
recreation.
We
are
looking
forward
to
having
complete
street
projects
in
our
neighborhood
soon,
which
will
improve
these
activities
in
reviewing
the
implementation
framework.
L
However,
concern
rises
over
the
lack
of
information
and
importance
given
to
trees
in
making
streets
safe
and
comfortable
for
users
tall
shade
trees
are
an
essential
component
of
Complete
Streets
and
should
not
be
considered
merely
as
an
enhancement
or
solely
for
beautification.
Trees
are
usually
an
afterthought
in
street
planning
in
Ottawa,
with
the
consequence
that
the
survival
rate
of
trees
on
our
streets
is
very
poor.
L
In
this
implementation
framework,
we
would
like
to
see
greater
emphasis
placed
on
integrating
planning
whereby
the
requirements
for
growing
tall
trees
are
scoped
and
planned
in
cooperation
and
coordination
with
scoping
and
planning
for
utilities
and
hard
infrastructure.
Angela
keller,
Herzog
from
the
glue
Community
Association,
will
take
you
through
a
short
presentation
on
why.
M
Hi
everybody.
Thank
you
very
much
for
making
time
for
us
as
well.
Okay,
so
left
mouse
button
makes
it
go
down
great.
So,
first
of
all,
let
me
say
that
all
through
of
the
community
associations
behind
this
presentation
we're
very,
very
pleased
to
see
Complete
Streets
policy
come
to
fruition
and
we're
very
very
pleased
to
see
this
implementation
plan,
which
I'm
sure
you
all
have
in
front
of
you
and
have
read
closely.
M
It
is
a
document
that
allows
us
to
move
forward
and
also
to
have
traction.
So
we
know
what
the
steps
are
going
to
be
to
make
this
vision
come
true.
Now
they
say
that
a
picture
is
worth
a
thousand
words
and
which
is
really
why
we
thought
it
was
a
good
idea
to
prepare
a
PowerPoint.
So
it's
our
understanding
that
Complete
Streets
will
contribute
to
vibrant
and
livable
communities.
So
so
this
picture
for
me
gives
some
depiction
of
multimodal
use
of
the
street
life
sharing
of
space.
M
You
can
see
that
it's
not
necessarily
a
huge,
suburban
situation,
but
it
is
an
inner
urban
situation
such
as
the
one
that
those
three
community
associations
are
facing.
This
is
not
Ottawa
I
should
well.
You
probably
realize
that
this
picture
here,
I
thought
was
a
good
picture
to
also
reflect
and
part
of
the
definition
of
Complete
Streets,
where
we
want
to
allow
a
street
to
offer
safety,
comfort
and
mobility
for
our
users.
M
So
what
we
did
because
we
are
enthusiastic
about
Complete
Streets
is
we
read
this
implementation
framework
quite
closely
and
we
actually
were
quite
shocked
because
we
found
that
there
was
a
glaring
omission
with
the
exception
of
the
iconography,
which
is
this
nice
multi
picture
here?
There's
absolutely
pretty
much.
No
mention
of
the
role
of
trees,
particularly
tall
trees,
in
providing
safety,
comfort,
etcetera,
incomplete
streets,
and
this
is
of
great
concern
to
us
now.
I
was
told
that
I
needed
to
have
a
slide.
That
explains
the
benefits
of
trees
and
I.
M
Think
all
of
us
have
heard
various
presentations,
giving
all
the
multi
dimensional
benefits
of
trees.
Let
me
just
say
that,
and
there
is
a
list
there
on
the
slide
where
I
left
to
come
here
this
morning
my
daughter
was
asking
me:
what
are
you
doing
today,
mom
and
I
said
well:
I'm
gonna
be
giving
a
presentation
in
City
Council
about
the
importance
of
trees
in
the
street
planning,
and
she
said
to
me
well
mom,
just
remember
to
tell
them
that
trees
make
us
happy,
so
that
kind
of
sends
it
up
to
so
we're
concerned.
M
This
picture
here
which,
interestingly
enough
was
part
of
Colin's
presentation,
is
from
Churchill
Avenue
and
you
can
kind
of
see
that
it's.
It
looks
like
sort
of
variegated
sections
of
pavement
and
concrete,
which
is
very
useful
if
I'm
zipping,
along
on
my
bicycle,
but
it's
not
the
same
picture
as
that:
brant
verdant,
shaded,
complete
Street
that
we
had
pictures
of
before
we.
This
is
a
picture
from
Bank
Street,
and
this
is
one
of
the
many
dead
trees
on
Bank
Street.
M
Some
of
these
trees
have
been
replanted
and
now
we're
going
into
third
generation
within
two
years.
So
the
approach
where
the
road
infrastructure
and
utilities
are
understood
as
having
this
legal
right
of
way
and
I
understand,
there's
provincial
legislation
and
then
the
trees
are
some
kind
of
a
cosmetic
afterthought.
This
is
this
is
not
working
the
street
trees
losing
but
like
we're,
losing
the
capacity
to
have
adequate
space
and
healthy
nutrient
and
moisture
environment
for
the
growth
of
our
trees
and
they're
dying.
As
a
result,
the
problem
is
principally
underground.
M
So
our
argument
is
that
it
is
smarter
and
more
cost-effective
to
think
of
trees
as
green
utilities
and
to
integrate
the
planning
for
gray
infrastructure
and
green
infrastructure,
and
this
is
there
is
a
very
strong
cost
argument.
I
haven't
done
a
number
of
analysis,
but
I've
heard
that,
in
terms
of
retrofitting
for
a
single
silver
cell
tree
in
center
town
that
costs
you
a
thousand
dollars.
If
you
were
to
plan
these
in
when
you're
planning
the
complete
street,
then
it
basically
is
integrated
into
the
planning
process
plus
there's
all
these
other
benefits.
M
So
I
think
that
once
you
start
doing
the
multiplication
in
terms
of
thousands
of
trees,
we're
talking
about
tens
and
hundreds
thousands
of
dollars
in
terms
of
this
integration.
Now
we
don't
want
to
slow
down
the
momentum
of
the
implementation
of
Complete
Streets.
This
is
not
our
intent,
so
we
have
some
very
specific
recommendations
that
are
listed
here
in
terms
of
how
the
document
in
terms
of
the
implementation
framework
might
be
amended.
We
have
six
very
specific
amendments.
M
We
think
they're
all
common,
sensible
and
straightforward.
So,
for
example,
in
Section
3.4,
which
talks
about
the
administrative
structure,
we
should
include
forestry
services.
We
should
not
just
be
including
various
parts
of
planning
and
infrastructure.
This
makes
perfect
sense
and
from
there
on
I,
don't
want
to
walk
through
each
of
these.
M
Of
course,
the
stovepipe
structure
is
efficient,
but
the
whole
point
of
Complete
Streets
is
to
work
in
a
horizontal
context,
and
we
think
that
including
a
recommendation
for
balancing
space
requirements
of
utilities
and
trees
in
planning
the
underground
road
sections
is
absolutely
key
and
another
element
of
horizontality
to
incorporate
stormwater
absorption
rate
calculations
in
the
planning
of
streets.
As
we
know,
retrofits
in
terms
of
sewage
and
water
and
stormwater
runoff
are
hugely
expensive.
M
M
The
rationale
is
obvious,
so
we're
not
trying
to
slow
down
Complete
Streets
that
we
are
trying
to
save
us
from
a
pretty
costly
mistake
that
would
be
caused
by
this
omission,
and
we
also
feel
that
correcting
this
omission
of
trees
in
terms
of
the
implementation
of
Complete
Streets
is
actually
a
brilliant
opportunity
too
much
to
do
much
better
in
creating
Complete
Streets
and
a
comfortable,
healthy,
livable
city.
So
we
would
urge
you
to
make
the
recommending
changes
in
the
Complete
Streets
implementation
framework.
Thank
you
very
much.
Thank.
B
You
very
much
one
thing:
I
can
say:
I'll,
certainly
make
sure
that
your
powerpoint
is
shared
with
David
Barclay,
actually
Forster,
and
make
sure
that
he's
he's
aware
of
what
you
presented
here
today
and
I
think
Colin
has
a
comment
to
make
I
and
then
all
I
don't
know
if
we'll
find
out.
If
there's
any
committee
members
that
want
to
comment
or
question
Colin
I
think
you'd
just.
K
Like
to
point
out
that
the
implementation
strategy
before
you
today
does
recognise
the
importance
of
trees
and
bioswales
in
green
infrastructure,
that's
described
on
page
five
of
the
guideline,
and
it
also
recognizes
we
have
a
number
of
urban
design
guidelines
that
already
exist,
including
our
greening
of
our
transportation
corridors
and
the
importance
of
our
urban
tree
strategy
to
all
work
together
in
implementing
streets.
Thank
you
thank.
B
N
M
C
I
just
was
here
so
I
know
that
some
of
the
challenges
we
have
here
I
have
to
do
a
layer
maintenance,
a
great
example.
If
you
ever
get
out
to
bar
him
in
his
long
fields
along
fields
Drive,
we
widen
it
out.
It's
a
beautiful,
wide
Boulevard
we
put
trees
in
the
median
trees
on
the
sides
between
the
sidewalk
in
the
road
and
half
the
trees
are
dead
because
of
winter
maintenance
because
of
the
salt
that
we
use
on
the
road,
so
I'm
shot.
B
O
Good
morning
mr.
chair
I'd
like
to
make
a
short
presentation
and
support
of
Complete
Streets,
but
also
to
extend
the
concept
a
little
bit
to
some
concerns
that
I
have
the
focus
of
the
Complete
Streets.
There
has
been
a
feeling
that
that
is
in
the
framework
right
now.
It's
very
much
on
the
built
environment,
but
it's
more
towards
complete
Street
than
just
the
built
environment.
O
What
is
the
sound
of
a
complete
Street
and
if
you
look
at
typical
sound
levels
and
ranges
that
are
in
the
environment
from
the
lowest
sound
level
about
10
DB,
which
you
can
basically
not
even
here
to
you,
know
the
very
high
hundreds
which
is
a
gunshot
or
a
jet
plane?
Well,
if
you
look
at
the
kind
of
the
sweet
spot
for
cities,
it
should
be
around
70
to
74
DB,
which
is
a
busy
traffic
equivalent
to
being
in
a
restaurant
or
train
in
the
distance.
Is
about
that
level.
O
And
I,
measured
that
the
sound
levels
were
on
the
streets
and
I
spent
two
20-minute
sessions
before
lunch,
each
on
a
weekday
at
Bank
of
Street
and
third
Avenue,
and
in
my
first
session
there
were
28
large
trucks,
oh
and
by
in
20
minutes
levels,
mostly
over
80.
Sometimes
over
90
the
second
session
there
were
21
trucks
in
20
minutes
and
there's
a
DB
level
up
to
ninety-nine
point
seven,
which
is
in
the
range.
O
People,
everybody
is
saying:
well,
I
can't
have
a
conversation
on
onion
streets
anymore,
and
this
this
doesn't
just
apply
the
Bank
Street.
This
is
the
one
I
chose
they
have
experienced
the
symptoms
on
Preston
Street
on
the
patios
walking
down
Rito
Street,
so
the
sound
that
is
are
just
not
acceptable
on
me
on
the
streets
and
largely
due
to
the
noise
that
simulate
or
not
just
by
the
traffic.
But
it's
by
acceleration
and
braking
that
that
that
revenues
levels
are
coming
from
so
I
think
education.
That
needs
us
be
diamond.
O
So,
and
everything
is
enforcement.
Other
cities
are
moving
much
more
ahead
in
terms
of
the
noise
reduction,
even
in
terms
of
blowing
the
sound
of
sirens
and
emotions
and
vehicles.
Mccoy
says
that
the
vehicles
not
allowed
to
be
more
than
five
DB
about
idle
and
I've,
never
seen
that
enforced
anywhere.
O
B
P
So
this
has
been
a
really
interesting
process
and
I
personally
have
learned
a
lot
within
the
context
of
it.
I
wasn't
familiar
going
in
about
the
idea
that,
50
years
ago
we
adopted
this
concept
of
level
of
service,
and
we
created
a
specific
formula
for
traffic
engineers
to
use
when
assessing
a
road
and
that
that
formula
pretty
much
only
looked
at
cars
didn't
include.
Pedestrians
didn't
include,
cyclists,
didn't
include
public
transit,
didn't
include
issues
related
to
disability
and
comfort
in
terms
of
street
use,
and
so
I
guess
to
me
as
I
went
through
it.
P
That
explained
a
fair
amount
right
like
if
you
had
a
traffic
engineer
or
a
hammer.
Everything
starts
to
look
like
a
nail
and
if
you
ask
them
to
only
assess
cars,
every
Road
begins
to
look
like
a
highway
over
time
and
we've
been
basically
over
the
course
of
the
past
50
years
systematically
under
representing
very
important
constituencies
of
people
who
use
the
street
on
a
day
to
day
basis,
and
so
it's
almost
kind
of
self-evident
when
we
see
a
multimodal
system
put
forward.
P
But
it's
actually
historically
in
North
America,
not
self-evident
that
we
would
do
so.
And
so
the
first
and
most
important
thing
I
want
to
say,
is
congratulations
to
the
Transportation
Committee
and
to
the
city
for
not
only
adopt
a
policy
in
2013
within
the
context
of
your
transportation
master
plan.
P
That
says
we're
going
to
design
we're
going
to
adopt
a
Complete
Streets
policy,
and
the
objective
of
this
is
going
to
be
to
design
our
streets
as
though
all
users,
ages
and
abilities
are
important,
but
to
then
actually
go
and
take
the
time
to
think
about
what
that
means.
In
practice,
as
the
report
says,
there's
over
700
municipalities
across
North
America
that
have
adopted
this
basic
principle,
because
it
is
so
self-evident
and
makes
so
much
sense.
P
But
Ottawa
is
one
of
the
cities
that
has
brought
forward
an
implementation
framework
that
actually
tries
to
translate
it
into
practice,
and
it's
good
to
see
the
city
making
a
commitment
to
its
residents
and
then
putting
forward
a
thoughtful
plan
to
follow
through
on
those
commitments.
I
would
like
to
see
us
moving
and
I
think
this
does
take
us
in
the
right
direction.
From
a
system.
That's
narrow,
Lee's,
obsessed
about
moving
cars,
we're
always
going
to
be
concerned
about
moving
cars
right.
That's
not
going
anywhere!
There's
no
question!
P
It
has
to
be
part
of
the
equation
by
moving
from
a
system,
that's
narrowly
obsessed
about
moving
cars
to
a
system
that
focuses
on
moving
people
and
moving
from
a
system
that
sees
our
streets
as
essentially
roadways
to
a
system
that
sees
our
streets
as
places
as
destinations
as
as
places
where
we
live
in
as
neighborhoods
that
serve
multiple
different
actors.
At
the
end
of
the
day,
this
is
about,
as
other
people
have
said,
making
it
safer
for
our
kids
to
walk
to
school.
P
Helping
cyclists
ride
to
work
without
feeling
like
they're,
taking
their
life
into
their
own
hands,
helping
more
people
get
around
faster
on
public
transportation
and,
quite
frankly,
helping
manage
traffic
congestion,
because
if
you
want
to
manage
traffic
congestion,
the
secret
isn't
to
just
be
building
more
bigger
roads.
All
the
time,
if
that
worked,
Los
Angeles
would
be
a
drivers
paradise
rather
than
a
poster
child
for
road
rage
and
traffic
jams.
P
What
we
need
to
do
is
give
people
real
transportation
options
and
how
people
help
people
make
the
decision
to
get
out
of
their
cars
by
making
a
convenient
and
comfortable
for
them
to
do
so,
and
this
policy
helps
move
us
in
that
direction.
I
do
want
to.
You
know
we're
seeing
quite
clearly
that
this
is
something
that
our
supporters
care
deeply
about.
P
So
it's
clearly
an
issue.
People
care
about
I
think
there
are
two
considerations
that
I
would
ask
you
to
keep
in
mind
as
you
move
forward
and,
and
one
is
that
this
isn't
just
about
tearing
up
streets
and
putting
him
back
together
again.
A
lot
of
the
most
important
changes
is
just
about
slapping
down
some
paint
onto
a
road
and
making
a
clear
where
were
different
boundaries
lie.
P
So
the
implementation
of
the
Complete
Streets
framework
represents
a
thoughtful
move
in
the
right
direction,
but
finally,
I
do
agree
that
there
is
a
collision
going
on
between
the
Green
Streets
agenda
and
the
Complete
Streets
agenda.
There's
some
very
interesting
work
being
done
in
the
environment
committee,
around
green
infrastructure
and
Green,
Streets
and
I
think
the
Transportation
Committee
should
spend
some
time
talking
to
the
Environment
Committee
about
how
those
two
can
come
together
better.
Thank
you
very
much.
Thank.
B
C
P
We've
only
got
so
much
space
on
a
streetscape
right
and
there's
all
kinds
of
competition
for
how
we're
going
to
use
that
space,
the
water,
people,
the
hydro,
people,
the
sidewalks.
We
want
wide
sidewalks
from
some.
In
some
cases
we
want
bike
lanes.
In
some
cases
we
want
more
traffic
lanes
and
we
want
a
street
that
is
actually
going
to
be
a
neighborhood,
a
comfortable
green
space.
P
We
want
trees,
people
care
deeply
about
trees
and
what
we've
been
doing
more
or
less
is
strangling
them
by
putting
them
in
places
where
the
root
structure
after
about
20
years
will
force
them
to
die.
And
so
you
have
these
conversations
and
you've
seen
it
in
the
building.
Better
suburbs
conversation
as
well,
where
different
users
want
to
have
want
to
make
sure
that
they
have
space
to
meet
their
needs,
and
it's
it's.
P
So
as
we
move
towards
talking
about
the
value
of
green
infrastructure
from
an
infrastructure
perspective,
we're
gonna
have
to
accommodate
that
by
making
sure
there's
space
on
the
streetscape
for
trees
and
green
space,
and
so
we're
having
one
conversation
about
making
sure
there's
space
for
for
all
modes
of
transportation
and
we're
having
another
conversation
about
making
sure
there's
space
for
green
space
and
those
conversations
are
both
valuable
and
they
have
to
be
reconciled
in
the
same
way
that
they
have
to
be
reconciled
with
hydro
who
want
space
as
well.
For
instance,.
B
B
A
Thank
you
for
your
attention.
I'm
a
longtime,
resident
and
onions
have
almost
30
years
now,
I'd
like
to
speak
about
Complete
Streets
in
the
Complete
Streets
implementation
forward.
It
was
noticed
that
the
complete
Street
project
addresses
the
term
of
council
priorities.
Strategic
initiatives,
tm-2
and
TM
for
TM
tool,
provides
and
promotes
infrastructure
to
support
safer
ability,
choices
and
TM
for
improved
safety
for
all
road
users.
A
I
would
encourage
council
to
follow,
through
with
the
strategic
initiatives
goal
to
complete
100%
of
the
foods,
worm,
transportation,
master
plan
cycle
approach,
expection
for
2018
committing
two
million
dollars
per
year
for
cycle
and
one
more
year
for
pedestrians.
These
council,
in
the
multi-purpose
path
from
this,
is
greatly
improved
cycling
and
is
extremely
well
used.
Councillor
play
has
proposed
a
trans
early,
cycling,
pedestrian
pathway
in
local
children,
road
to
Navarrete,
which
will
connect
the
community
and
act
as
a
backbone
for
a
larger
magnet
for
news
and
camryn.
A
A
B
F
Thank
You
mr.
chairman,
for
perhaps
putting
words
in
my
mouth
just
to
remind
members
of
the
council.
The
community
of
old
Ottawa
East
is
located
between
the
Rideau
Canal
and
the
Rideau
River
lies
just
east
of
Lansdowne
Park.
To
begin
with,
mr.
chairman,
we
would
like
once
again
to
express
our
thanks
to
the
committee
and
to
Council
for
the
decision
to
reconstruct
Main
Street,
which
is
the
backbone
of
our
community
as
a
complete
Street.
F
F
All
of
which
serve
to
determine
what
the
community
wanted
to
achieve
with
their
new
street.
We
as
a
community
have
been
very
impressed
with
the
way
city
staff
call
them,
as
people
have
listened
to
our
concerns
and
they
spawned
it
in
a
thoughtful
and
considerate
way.
We
still
have
some
concerns,
but
the
obstacles
are
in
many
cases,
caused
by
physical
and
fiscal
constraints,
rather
than
by
lack
of
responsiveness
by
city
staff.
A
street
should
above
all,
belong
to
and
reflect
the
community
in
which
it
is
located.
F
Main
Street
was
the
core
of
our
community
before
the
construction
of
the
McIlrath
bridge
in
1964
turned
it
into
a
thoroughfare
serving
to
move
cars
from
Alta
Vista,
and
the
growing
southern
developments
into
downtown
the
street
then
was
safe
for
pedestrians
and
cyclists.
Traffic
was
reasonable
and
businesses
thrived.
Our
desire
has
been
to
recreate
that
sense
of
a
livable
community
where
the
Main
Street
serves
to
unite
rather
than
to
divide,
while
still
accommodating
a
reasonable
amount
of
commuter
traffic.
F
We
know
the
staff
has
tried
to
come
up
with
a
definition
of
a
complete
Street
for
old
Auto.
Our
East,
which
granted
is
not
a
complete
Street,
is
one
that
is
well
lit,
includes
wide,
even
and
safe
sidewalks
for
pedestrians,
including
those
in
strollers
and
carriages,
smooth
flat,
safe
and
segregated
paths
for
cyclists
and
safe
streets
with
ample
parking
and
allowance
for
safe
turns
it
should
have
an
attractive,
streetscape
and
not
be
contaminated
by
unsightly
overhead
utility
wires.
This
mr.
Chairman
brings
us
to
our
one
recommendation.
F
F
F
F
B
Very
much
mr.
us
for
your
comments
and
your
support
for
the
LRT
and
various
other
projects.
We
have
ongoing
appreciate
it.
Are
there
any
questions
or
comments
for
the
delegation?
Thank
you.
We
have
our
last
delegation,
which
is
mr.
s,
forum,
Manny,
Aram
Bona,
and
you
have
five
minutes.
Sir.
Welcome.
N
All
right
wow,
these
are
comfy,
so
it's
I'm
really
grateful
to
be
here
to
be
given
this
opportunity
to
speak
to
you
today.
I
support
the
Complete
Streets
implementation
framework.
I
want
to
echo
a
lot
of
things
that
were
mentioned.
Definitely,
support
for
more
trees,
I
really
enjoy
stillness,
I
enjoy
being
able
to
breathe
clean
air
I
enjoy
not
you
know
not
having
my
asthma
act
up,
because
you
know
a
car's
emissions
are
messing
up
with
my
oxygen.
N
You
know,
I
mean
I,
know
some
of
you
in
this
room,
love
your
cars
and
that's
okay,
but
consider
perhaps
that
your
love
of
your
your
car
is
is
killing
people.
Some
cars
literally
kill
people
in
the
city.
That's
already
been
mentioned
and
polluting
the
air
I
mean.
We
know
this.
You
know
just
walking
down
any
Street.
N
I
live
in
Heron
Park,
just
near
Harriman,
Harrington
Bank
and
that's
a
busy
area
racetrack,
as
we
mentioned
earlier,
and
that's
precisely
the
way
I
feel
sometimes
especially
at
night
down
on
Bank
Street
in
between
Billings
bridge
and
Aaron
and
Bank,
it's
like
a
racetrack
and
it's
late,
where's,
the
police,
where's
who's
who's.
Enforcing
this
is
this
NASCAR.
All
of
a
sudden.
You
know
I'm
trying
to
sleep
so
I
I
definitely
support
the
Complete
Streets
implementation
framework,
but
I'd
want
us
to
go
further.
You
know,
you
know
I
I
dream.
N
You
know
walking
down
this,
you
have
a
pedestrian
I,
don't
I
got
my
bike
stolen,
so
I,
don't
I,
don't
cycle
anymore,
I,
walk
down
the
street
and
I
dream
out:
recurring
dreams,
visions
of
stillness.
You
know
just
more
trees,
less
cars,
no
cars,
even
people
walking
people
biking.
You
know,
there's
less
noise,
you
know
and
it
feels
good
that
feels
very
good.
N
The
vibration
people
feel
good
as
a
result
and
that's
what
I
want
and
yeah
and
and
and
that's
that's
a
vision,
I
think
many
auto
ins
have
many
people
that
aren't
in
this
room.
You
know
that
I
was
struggling
to
get
to
work
struggling
to
get
to
school,
and
you
know
a
friend
of
mine,
a
spiritual
friend
of
mine,
I'm,
very
sensitive
to
different
energies,
made
a
really
good
point
about
cars.
N
You
know
I
don't
want
to
hate
on
cars,
you
know,
I
knew
I
know
people
need
to
get
from
bar
even
to
Arlene's,
for
whatever
reason,
unless
an
hour,
but
sometimes
cars
feel
like
demonic
entities.
You
know
I
mean
it's
scary,
trying
to
walk
down
the
street.
Sometimes
I
know
if
you're
in
a
car,
you're
you're.
N
One
thing
I
wanted
to
mention
that
has
been
mentioned
is
the
fact
that
I
feel
that,
as
long
as
we
have
very
high
OC
Transpo
fares,
there's
some
of
the
highest
in
Canada,
apparently
so
the
highest
in
the
world,
I
feel
that
our
streets
would
be
incomplete
because
streets
are
supposed
to
have
people.
You
know
moving
from
A
to
B,
but
if
these
people
can't
even
afford
to
get
from
A
to
B,
because
the
fares
there
to
I,
then
I
feel
that's
that's
unacceptable.
N
So
I
don't
know
if
it's
in
a
mandate
of
this
particular
committee,
but
it
would
be
nice
to
also
consider
eliminating
transit
fares
that
having
free
transit,
just
like
many
cities
across
the
globe,
are
doing
so
I'm.
Very
grateful
to
be
given
this
opportunity
and
I
want
us
to
consider
again
just
having
this
vision
of
what
kind
of
spaces
that
we
want.
N
You
know
because
for
me,
it's
not
just
about
street
it's
about
space
and
learning
from
our
indigenous
brothers
and
sisters
who
lived
on
this
land
for
thousands
of
years
and
are
still
living
here,
how
they
were
able
to
live
comfortably.
You
know
in
peace
and
harmony
with
the
land
without
cars,
you
know
like
sometimes
we
we
we
forget.
N
The
cars
is
a
recent
phenomenon
and
I
I
dream
of
a
world
without
cars
and
and
just
like
Daenerys
Targaryen
I'm
grateful
that
my
dreams
come
true
and
so
I
want
you
to
support
this
Complete
Streets
framework,
but
also
you
know,
engaging
us
in
the
process
and
democratizing
our
spaces
and
making
us
the
deciders.
Thank
you
thank.
B
You,
sir,
don't
leave
yet
there
may
be
a
question
of
elegant
cool
any
questions
for
the
delegation.
Okay,
thank
you
so
much
for
coming
down.
Thank
you
much
gratitude.
So
that's
that's
her
final
delegation.
So
we'll
now
move
to
the
vote
on
this
subject
and
I
think
looking
to
the
court,
we
need
to
vote
on
the
motion.
I
Savanna
shall
not
very
very
corporate
sketchy,
psychic
a
trap,
a
leopard,
a
goblet
there's
a
10k
typical
new
palace
on
the
community
periodic
alerts.
Every
jerk
shows
says
the
cosplay
community
needs
a
sort
village
on
the
mound,
even
a
large
mass
difference
in
funded
state.
So
can
collective
King,
Charles,
II,
walnut
Audrey
as
well.
A
powder,
Valerie,
ceramic
or
DD
field
recover
a
file.
It
gets
comfortable.
F
You
mr.
chair
and
yes
I,
do
the
question
relates
to
what
happened
at
the
Advisory
Committee
last
month
regarding
this
project,
the
Advisory
Committee
in
their
wisdom,
thought
not
to
pass
or
not
to
accept
this
project
going
forward
until
the
some
comments
included
in
the
project
and
I've
discussed
that
with
mr.
Simpson
and
I.
Think
mr.
Simpson
has
an
opportunity
to
provide
a
clarification
for
that
question.
Thank.
K
You
counselor
and
through
the
chair,
it
was
a
pleasure
working
with
the
Advisory
accessibility,
Advisory
Committee
and
we
did
incorporate
their
comments.
Barrier-Free
was
suggested
by
them
as
part
of
the
complete
Street
definition
and
that's
been
added
and
we're
looking
forward
to
continuing
to
work
with
the
accessibility,
Advisory
Committee
as
a
follow
up
to
this
motion
to
report
back
in
q4
well
again
meet
with
the
ACCC
to
go
through
as
a
follow
up,
not
only
what
lies
ahead,
but
how
we
can
make
improvements.
K
O
G
You
chair,
it's
been
a
great
morning.
The
comments
today
really
do
reflect
what
so
many
people
that
I
talk
to
you
that
we
talked
to
in
our
neighborhoods
think
about
in
terms
of
our
space
and
how
you
know
as
a
city
starting
to
reallocate
that
space
back
taking
it
back
from.
You
know:
ride
roads
you
take
all
of
the
north-south
streets
and
in
my
neighborhood
can't
Metcalf
Ryan
O'connor
there
they
returned
into
highways
in
the
50s
and
at
the
expense
of
sidewalks
and
trees,
as
a
matter
of
fact
so
to
be
here
today.
G
Talking
about
you
know
seriously
implementing
a
Complete
Streets
framework
where
we're
looking
at
the
levels
of
service
for
for
all
users.
Is
it's
really
quite
a
you
know?
Quite
an
accomplishment
and
I
think
everyone
who
came
out
today
I
could
have
listened
to
comments
all
day
long.
A
couple
of
things,
though,
that
I
just
wanted
to
address
in
terms
of
existing.
G
So
it's
one
thing
to
wait
until
we
have
a
complete
renewal
of
the
street,
but
if
you
take
a
straight
like
Rochester
in
my
ward,
it
is
a
prime
candidate
for
a
complete
Street,
but
likely
won't
be
renewed
for
another
15
to
20
years.
So
you
know
it.
We
we
can
move
towards
Complete
Streets
with
small
modifications
you
know.
Rochester
would
be
easy
really
to
to
put
down
a
lane
of
you,
know,
green
paint
and
and
what
people
say
go
on
what
could
be
a
partially
segregated
lane.
G
So
just
want
to
hear
from
staff
what
what
options
are
available
for
us
to
move
towards
Complete
Streets
and
our
sis
around
the
that
we
have
in
our
office
budgets
for
for
traffic
safety
is
helping
us
do
that
incrementally,
but
anytime
we
are
gonna
change
right
standard.
We
can.
We
can
move
that
intersection
closer
to
a
complete
Street,
so
I
just
want
to
hear
here
about
that,
and
the
other
thing
is
is
trees
again.
G
That
was
a
result
of
taking
or
taking
over
the
streets
in
the
50s
and
60s
was
one
of
the
you
know,
via
the
things
that
we
took
away.
Was
trees
and
and
I
know
that
for
myself
in
the
downtown
for
meat
you
plant
a
tree
that
will
have
a
good
chance
of
survival
in
service
oil
cells
can
be
upwards
of
$100,000
per
tree.
Is
what
I've
been
quoted?
So
that's
me.
We
can't
do
that
or
we
can,
but
not
very,
not
very
often
that's
a
pretty
expensive
tree.
So
I
think
it
is.
G
You
know,
I
am
looking
at
page
five
in
the
guidelines
and
it
doesn't
really
give
any
teeth
to
how
we
design
our
Complete
Streets
and
make
sure
that
we're.
Because
what
happens
is
it's
the
requirements
for
the
utilities?
If
you
go
in
afterwards
and
putting
a
tree,
all
those
utilities
are
already
there
so
to
to
move
those
utilities
around
to
get
the
permission
to
do
so
and
then
to
move
them
around
is
is
enormously
cosplay.
So
I
would
like
to
see
the
recommendations.
G
Is
just
in
the
guidelines
to
make
sure
that
trees
are
a
part
of
the
complete
story?
I'll
say
this:
I
love
Churchill,
but
I
was
struck
by
the
fact
that
there
was
a
lot
of
pavement.
I
was
cycling
down
there,
the
first
time
I
did
so.
If
I
could
just
ask
you
what
that
would
take
and
give
a
direction
so
that
that
comes
back.
These
recommendations
come
back
before
it
comes
to
your
council
comment.
B
C
K
Okay,
thank
you
count.
Mr.
chair
I'll
try
to
adjust
the
answers
in
sequence.
The
first
question
was
how
we
deal
with
existing
issues
rather
than
waiting
for
full
reconstruction
projects,
and
the
framework
does
suggest
that
every
transportation
project
is
a
way
to
implement
complete
Street
elements,
and
certainly
a
full
reconstruction
project
provides
the
greatest
flexibility
for
that,
but
there's
a
lot
of
other
smaller
jobs
such
as
a
lion
painting
job
that
could
include
some
high
visibility
paint
that
would
include
that
improved
conditions
were
warranted.
K
So
there's
a
lot
of
other
operational
issue,
operational
planning
programs
at
the
city,
not
just
the
reconstruction,
but
we
have
an
area
traffic
management
program.
We
have
a
traffic
safety
program,
we
have
an
intersection
modification
program.
We
have
our
development
review
application
processes
for
roadworks
to
support
applications,
there's
a
lot
of
other
mechanisms
that
framework
will
be
applied
to
rather
than
just
implementation
or
just
reconstruction
projects.
K
Should
you
be
doing
that,
and
then
we
would
mean
on
the
existing
existing
design
guidelines,
such
as
our
greening
of
Transportation,
core
guidelines
that
goes
into
a
lot
of
detail
about
salt
resistant
plants
and
where
to
plant
them
and
what
the
offset
would
be
and
we
work
together
with
the
existing
technical
guidelines
to
make
the
whole
thing
come
together.
So
you
know
I,
think
going
forward.
K
We
are
going
to
continue
to
review
this
whole
process
and
continue
to
refine
the
multimodal
level
of
service
and
I
can
see
an
opportunity
for
us
to
look
more
closely
at
trees
on
how
to
incorporate
that
into
the
framework
and
then
working
with
her
Environmental
Services
and
hopeful
that,
when
we're
back
here
in
q4
of
2016,
you
know
we'll
have
these
issues
worked
out
and
fleshed
out
more
and
we'll
be
able
to
identify
some
successful
candidates
where
we
did
include
street
trees
and
bio
to
tender.
Bio
retention
facilities,
I
think.
B
For
that
calling
I
was
I
was
just
wondering
just
to
follow
up
quickly.
You
had
helped
me
draft
a
response
recently
to
to
an
interested
party
about
Complete,
Streets
and
provider,
listing
of
all
the
various
programs
and
departments
that
would
allow
us
to
do
things
ahead
of
time.
If
you
will
I'm
wondering
if,
when
you
get
a
chance,
if
you
could
share
that
list
with
the
numbers
of
well-known
members,
this
committee,
but
all
council,
so
they
have
those
resources
and
those
tours
to
decide
how
they
want
to
advance
projects
in
their
ward.
B
G
I
get
that
and
we're
coming
back
in
q4
2016,
but
I
think
that
in
the
interim
and
I
lastly
go
whether
I
mean
just
a
direction
or
motion
and
I
can't
imagine
that
this
will
at
a
cost
but
I
think
at
the
very
least
when
we
are
scoping
projects
that
we
record
include
trees
and
green
space
in
the
scoping
of
projects
going
forward.
I
just
don't
lose
a
year.
G
G
C
The
chair,
as
colin,
has
stated
that
in
page
five
of
the
guideline
that
does
speak
to
addressing
the
issue
of
trees,
and
so
as
the
column
had
outlined
just
before
your
question,
counselor
was
the
they
will
be
looking
at
that
individually
and
project
specific,
and
so
you
may
want
to
consider
direction,
but
it
would
seem
to
be
redundant
since
it's
already
in
the
guideline
and
I
would
I,
don't
think
a
direction
would
require
anything
more
than
to
instruct
staff.
That
can
consider
that.
However,.
G
That
in
the
guideline
it
just
says
that
this
may
include
specific
consideration
of
street
trees.
So
it's
not!
It
doesn't
require
us
to
include
that
in
in
the
scope
of
a
project.
It
just
says
we
might
do
it.
What
I
don't
want
to
do
is
miss
a
year.
What
what
we
don't
do
it
it's
it's
too
important
not
to
not
to
have
that
as
part
of
our
scoping.
So
if
I
could.
B
Appreciate
that
again,
though,
I
not
sure
how
you
can
do
that
without
a
cost
element,
if
what
you're
suggesting
I
think
what
you're
suggesting
is
that
trees
must,
as
opposed
to
make
no,
must
be
considered
yeah
in
the
scoping
of
the
project.
That's
right
and
every
tree
we
add,
this
is:
is
X
number
of
dollars
and
the
engineering
services
to
consider
those
trees,
so
that
I
think
there
is
a
cost.
I'm
and
I
see
vichy
nodding
her
head.
B
Okay
and
if
that's
the
case,
I
think
we
won't
have
some
sense
of
what
that
costing
is
so
it's
certainly
the
option
is
open
if
you
want
to
fall
through
with
this
between
now
and
commit,
and
also
rather
to
do
that,
and
that
would
also
give
staff
an
opportunity
to
figure
out
what
the
you
know,
what
the
costing
may
be
if
any
I
CV
is
reaching
for
the
mic.
So
maybe
she
can
help
us
with
this.
H
Yes
chair,
there
would
be
definitely
a
cost,
because
if
the
right-of-way
does
not
allow
and
refers
to
include
the
space
required
to
support
trees,
then
that
would
be
a
property
cost
and
there's
also
operating
costs
associated
with
maintaining
the
tree
space
as
well.
But
this
is
something
that
we
do
ready
as
part
of
our
work
in
my
team,
specifically
with
environmental
assessment
studies,
we
look
at
the
court
I
see
where
you
can
fit
in
green
space,
as
Collinwood
mentioned,
it
is
in
the
design
guidelines.
G
So
here's,
where
I'm
going
I
disagree
all
I'm
asking
for
is
we
never
really
scope
a
project
that
we
include
green
space
and
trees
that
could
include
raised
beds.
It
can
include
bioswales.
It
can
include
a
lot
of
different
things,
but
if
we
just
leave
it
open
that
you
might
come
back
or
you
might
not,
depending
on
what
you
think
is
gonna
be
the
cause,
then
we're
gonna
continue
to
move
forward.
The
way
we
have
and
right
now
we
don't
consider
trees.
I
mean
Churchill
is
a
an
example
of
that.
B
Chang-Geun
inch
rupture
because
I
think
PVC
just
indicated.
In
fact
they
do
consider
trees
and
in
every
single
project.
Consider
and
implementing
are
two
different
things.
So
I
don't
know
that
we
know
that
trees
were
not
considered
for
Churchill,
but
a
decision
was
made,
whether
as
of
operational,
E
or
cost-wise.
That
couldn't
happen,
but
I
think
you
now
heard
from
both
Colin
and
vvg
that
trees
are
considered
and
they
will
be
considered
as
part
of
the
role
of
an
implementation
of
this
of
this
program.
Project.
G
Scoping
is
not
implementing,
as
am
I
correct,
so
I'm
not
asking
for
it
at
time
of
implementation.
I'm
saying
when
we
are
scoping
a
project
when
I
go
out
to
look
at
a
project,
we
need
to
consider
how,
if
we're
going
to
include
trees
and
green
space,
what
I'm
saying
is
the
language
here
on
page
five
is
not
explicit:
it
doesn't
guarantee
that
we
will
do
that.
It
says
we
may
do
it.
What
I
would
like
what
I
would
like
to
see
in
the
scoping?
H
Okay,
sorry!
Yes,
we
do
that
in
our
project,
scoping
already
I
believe
if
you
look
at
some
of
our
a
scripts
of
work
that
leaping
forward
to
this
committee
that
itemizes
things
that
we're
looking
for
Complete,
Streets
I,
think
there's
something
landscaping
I
mentioned
so
so
that
is
done,
but
you're
saying
to
ensure
that
it
be
done
so
that.
G
G
B
I
B
E
E
You
put
the
money
into
what
the
bike
lane
it's
not
being
used,
it
could
yeah
I
know
somebody
can
use
to
work
along
there.
She's
she's
not
scared
of
anything,
so
she
does
go
on
it,
but
winter
so
she's
out
she
says
you
can't
use
them
in
the
wintertime,
so
she
would,
but
they
I
think
they
need
to
take
a
look
at
the
safety
positions
when
they're
doing
these
more
than
you
know,
know
and
I
just
had
a
meeting
yesterday
about
a
new
art.
E
It's
a
collector
in
my
area
and
it's
a
void
and
they're
going
to
put
widen
it
to
have
a
motive
for
his
pathway
beside
it
and
just
put
in
a
rumble
strip
there
and
I.
Consider
that
unsafe.
That
and
it's
for
pedestrians
is
that
the
same
level
as
the
road,
the
car
can
go
right
over
sure.
There's
a
realm
struck,
they'll
feel
it.
E
But
that's
too
late
with
this
kid
right
there,
so
I
think
we
have
to
take
a
really
strong
look
at
what
and
they
come
up
with
some
safety
standards
and
these
these
streets,
because
we're
making
more
all
of
them
and
I
think
it's
a
learning
process,
but
I
just
like
to
make
sure
that
have
looking
at
the
safety
concerns,
as
one
of
the
things
should
take.
A
look
at
when
you're
doing
the
design
of
the
sloping
eye.
K
Thank
You
counselor
and
through
the
chair,
the
proposed
MLS
tool
in
front
of
you.
It
includes
a
number
of
key
safety
factors
built
into
evaluating
risk
and
safety
for
cyclists
and
pedestrians,
and,
as
we
move
up
the
hierarchy
of
roads
into
four-lane
arterial,
roads
factors
like
vehicle
speed,
vehicle
volumes,
separation,
distance,
those
types
of
factors
are
factored
in
and
for
a
road
like
Marsh
Road
are.
E
H
I
just
want
to
follow
up
on
now
when
I
heard
from
the
people
that
took
the
time
to
come
out.
I
think
there's
been
great
discussion,
but
I
think
the
message
from
the
public
today
is
loud
and
clear
that
a
complete
Street
isn't
really
complete
unless
it
has
some
green
on
it
as
well,
and
one
of
the
one
of
the
images
we
saw
was
Churchill,
which
was
a
hundred
percent
hardscape
and
I.
Guess
to
me.
H
The
question,
then,
is:
what
is
the
principle
that
ensures
that
there's
always
on
a
street
going
to
be
a
landscape
component
and
I
understand?
Maybe
it's
not
going
to
be
trees
if
they're
too
expensive,
but
they
could
be
raised
planters
that
could
be
folded,
but
I
think
the
point
is
that
a
complete
street
isn't
complete
unless
it's
also
a
Green
Street.
H
So,
if
that's
the
principle
that
would
like
to
embody
I,
don't
think
that
necessarily
has
to
be
hugely
expensive,
but
I
think
that
we
should
be
looking
for
ways
and
every
complete
Street
that
we
do
to
have
a
green
component,
and
that
should
be
in
principle
embodied
in
our
plan
so
that
we
don't
end
up
with
a
Churchill
with
a
hundred
percent
hardscape
which
isn't
good
anyway,
because
the
water
can't
run
through
like
we
should.
We
should
be
thinking
about
that.
So
you
know
the
people.
H
That
said,
maybe
we
should
be
marrying
the
Environment
Committee
with
the
Transportation
Committee
and
looking
at
this
report.
I
agree
with
that.
I
think
that
we
can
put
these
together
in
a
better
way
and
the
principle
embedded
in
this
report
should
be
that
there
will
always
be
a
percentage
green
element
in
all
green
in
all
Complete
Streets
of
moving
forward.
B
F
B
I
Traditional
this
one
is
very
intriguing
as
the
following
the
Ontario
traffic
manual
book
18
allows
the
use
of
green
paint
lines
along
cycling
lanes,
it's
on
page
111
of
the
book
and
an
effort
to
better
identify
and
brand
cycling
lanes.
Could
staff
please
review
the
opportunity
available
in
Brooklyn
to
expand
the
cycling
marking
options
in
the
toolkit,
so
the
idea
is
that
the
middle
lane
is
yellow
the
side.
I
Lane
is
where
the
separating
lanes
are
white
that
the
right
cycling
lane
be
painted
in
a
green
color
to
try
to
signalize
to
a
driver
that
beside
you,
there's
a
cycling
lane
aside
from
having
a
white
painted
line.
So
that's
all
I'm
asking
we're
allowed
to
invoke
18
we're
looking
if
we
can
see
implementation
of
that.
Thank.
B
B
B
C
I'll
just
give
a
brief
background
on
what
this
is
about.
So
one
of
my
residents-
who's,
a
retired
veteran
approached
me
a
few
weeks
ago
and
with
a
request
of
free
parking.
So
obviously
I
did
some
research
spoke
with
mr.
O'reilly
Department
about
it
and
what
staff
and
obviously
there's
a
lot
of
concerns
about
doing
it,
citywide
because
of
all
the
various
factors
and
implications
with
costs
and
other
logistics
in
terms
of
enforcement
and
many
more
so
as
a
compromise.
C
Megachurch
just
one
point:
there
are
several
different
license
plates
of
current
military
members.
Mine
mine
is
my
unit,
crest
and
and
other
serving
members
use
these
rather
than
the
veterans
plates,
because
until
they
retired
some
of
them
don't
feel
like
getting
them.
So
we
might
want
to
expand
it
to
include
any
military
little
logos
which
you
have
to
get
through
the
MTO
anyway.
So
just
think
about
that,
there's
very
few
of
them,
but
a
lot
of
the
guys
that
are
gonna
be
coming
down
for
Remembrance
Day
or
probably
have
them
on
their
license.
Please.