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From YouTube: Transportation Committee – June 1, 2016
Description
Transportation Committee meeting – June 1, 2016 – Audio Stream
Agenda and background materials can be found at http://www.ottawa.ca/agendas.
A
A
So
if
I
could
to
order
place
and
I'm
going
to
ask
to
do
something
a
little
bit
out
of
the
out
of
the
ordinary
on
the
schedule
counselor
for
he
has
to
leave
us
very
shortly
for
a
an
announcement
related
to
his
duties,
as
vice
chair
by
chair
bikochu,
of
the
2017
celebrations,
and
he
would
like
to
deal
with
item
number
two
before
anything
else,
I
believe
it
is
going
to
go
on
consent.
So
I
have
two
questions
to
ask.
A
One
is
whether
or
not
there's
any
issue
with
any
committee
members
that
we
deal
with
that
matter.
First,
it
allowed
to
go
to
the
other,
the
other
matter.
I,
don't
see
any
objection,
the
other
is
we
have.
We
have
two
speakers
listed
on
and
that
is
Sabrina
Matthews
and
christine
lemmon
else.
We
I'm
getting
them,
it's
a
core
Craig.
A
B
B
In
my
mind,
this
is
a
prime
example
of
spaces
that
were
used
for
a
front
yard
parking
Clark
pavement
we've
spoken
to
all
of
the
owners,
so
we're
gonna
green
the
space,
and
not
only
is
it
going
to
show
it's
going
to
showcase
an
important
infrastructure
connection
between
the
addala
crossing
and
the
University
of
Ottawa,
core
Cambridge,
so
really
important
initiative
and
and
finally,
I
also
want
to
applaud
the
leadership
of
action.
Sandi,
specifically
Susan
young
in
the
tree
committee,
who's
really
taking
on
other
lead
and
also
is
coordinating
the
maintenance
of
the
site.
B
So
we're
looking
forward
to
to
the
implementation
the
summer
and
we'll
come
back
to
committee
to
assure
its
success
in
2018.
So
I
want
to
thank
the
group
thank
the
community
and
I
think
committee
as
well
for
for
seeing
such
an
item
and
allowing
us
to
to
test
of
it
and
see
the
progress
phenomenalism.
Every
MSC
received
Emma
C
to
the
special,
yet
they
passed
on
I've,
they
appear
if
the
Amana
community
car
leadership
even
knows
it.
People.
A
A
It's
about
community
engagement,
it's
about
making
part
of
our
city
Brina
better
to
work
at
and
and
again
it's
it's
always
working
with
with
residents
and
so
I
think
it's
it's
a
fabulous
idea.
I
will
absolutely
be
supporting
it
and
I'm,
hoping
that
it
serves
as
a
foundation
when
we
hear
back
in
2018
that
it
serves
as
a
foundation
for
other
communities
getting
on
board
and
entering
into
similar
projects
with
the
city
ensures
the
work
of
the
city.
It
gives
people
a
stake
in
in
how
their
neighborhoods
look,
how
the
communities
operate
so
again.
A
A
A
Now
we'll
go
to
the
to
the
regular
agenda,
we
have
no
regrets
received
a
counselor
medic
indicated
he
may
be
a
little
bit
late,
but
he'll
be
he'll,
be
coming
and
I
think
that
counselor
Qadri
will
be
stepping
up
for
a
few
moments
as
well
around
the
launch
of
our
accessibility
day,
but
then
returning
to
us.
So
no
declarations
of
interest
received
confirmation.
Two
minutes
of
the
fourth
of
May
2016.
A
A
A
A
A
And
so
we
will
go
back
to
the
item
number
one
on
our
list,
then,
which
is
a
presentation
to
start
with
on
the
airport.
Parkway
widening
I
propose
that
we
have
the
presentation.
Then
we
have
a
number
of
delegations
that
we
deal
with
the
delegations
and
then
we
have
questions
to
staff
and
discussion
around
the
item.
After
we've
heard
from
the
delegations
have
asked
any
questions
of
them,
so
even
a
staff
to
come
up
I
think
McKinney
will
be
leading
the
the
presentation
and
then
vbg
will
make
yourself
available
to
answer
some
of
the
questions.
C
Yeah
there
we
go
good
morning:
I
am
Frank
McKinney
program,
manager
of
transportation,
environmental
assessments
and
I'm.
The
project
lead
in
this
file
next
to
me
is
Ron
Clark
manager
of
urban
planning
and
design
from
Parsons.
Our
consultant
team,
assisting
us
on
the
project.
The
whitey
of
the
airport,
Parkway
and
Lester
are
identified
in
the
council,
approved
transportation,
master
plan,
the
scope
of
the
study
and
its
undertakings
were
approved
by
Transportation
Committee
in
May
of
2014.
C
The
scope
of
the
project
includes
the
widening
of
the
airport
Parkway
from
Brookfield
to
the
late
part
of
our
international
airport,
and
the
widening
of
Westar
Road
from
the
airport
Parkway
to
Bank.
Street
also
included
is
a
new
off-ramp
to
upwards,
as
well
as
a
newer
off
ramp
onto
Walker
Road
complete
with
walkway
road
modifications
from
the
airport
Parkway
to
McCarthy
Road,
a
multi-use
pathway
is
included
on
the
west
side
of
the
airport,
Parkway
widening
and
along
the
north
side
of
the
Lester
road.
C
Okay,
Airport
Parkway
is
a
two-lane,
controlled
access,
arterial
road
way
complete
with
grade
separations
at
Brookfield,
Road,
see
an
overpass
rocky
road,
Airport
Parkway,
pedestrian,
Ridge,
Hunt,
Club,
Road
and
please
drive
so
I
know
Creek
path
along
the
east
side
of
the
Parkway
from
Brookfield
to
hunt
club
access
to
the
parkway
is
by
off
ramps
and
on
maps.
Only
the
airport
parkway
is
designated
as
a
scenic
entry
route
in
the
Official
Plan,
a
gateway
to
the
city
for
all
air
passengers,
a
communal
route
and
a
spine,
cycling,
room.
C
Wester
aid
is
a
two-lane
rural
arterial,
roadway
that
travels
through
natural
area.
Wetlands
crossing
exotics
and
your
drain.
Residential
development
is
located
for
the
most
part
on
the
north
side
of
west
or
between
Albion
Road
and
Bank.
Street
restaurant
is
a
backdoor
access
to
the
airport
from
the
south
and
the
east,
a
commuter
rate
linking
Bank
Street
in
Albion
to
the
airport,
Parkway
a
truck
route
and
also
a
spine,
cycling
route.
C
As
part
of
a
CA,
we
had
a
broad
consultation
program,
including
agency
business
and
consultation
group
meetings,
public
open
houses
with
question
and
answer
period
agency,
stakeholder
meetings,
presentations
for
community
and
special
interest
groups,
noise
mitigation
meetings,
consultation
with
First
Nations
and
the
project
website
was
updated
throughout
the
study.
The
study
has
taken
approximately
a
year
and
a
half
to
complete.
C
As
part
of
this
consultation,
we
have
identified
the
following
key
issues:
people
question
the
need
for
the
writing
of
the
airport.
Lester
rode
the
public
wanted
to
know
the
relationship
between
the
widening
of
the
airport,
Parkway
and
the
truly
annoying
extension
they
were
concerned
of
how
this
proposed
widen
would
affect
traffic
volumes
downstream
on
Bronson,
why
we
were
suggesting
the
need
for
the
rocky
off-ramp,
what
implications
this
raft
would
have
on
rocky
road
rest
of
the
airport,
Parkway,
noise,
attenuation
and
air
quality
were
also
concerns.
D
D
So
our
job
was
to
study
this
in
more
detail
and
to
do
so
within
the
context
of
the
manager
assessments
and
on
the
screen
here.
There's
a
list
of
nine
points
which
I
touch
on
all
of
them,
and
these
nine
points
speak
to
our
findings
in
the
study
in
the
in
regards
to
the
need
for
widening
and
the
opportunities
that
it
provides
to
the
city
and
the
communities
along
the
corridors.
D
So
the
first
one
is
about
improving
the
network
and
its
conta
meeting
its
connectivity.
So
of
course,
the
Parkway
and
Lester
are
designated
as
arterial
roads
in
the
city's
official
plan,
and
these
are
the
roads
that
are
intended
to
carry
the
highest
volumes
of
traffic
distances
and
that
we
have
found
that
there
is
an
opportunity
to
improve
these
corridors
and
add
connections
which
we'll
talk
about
in
a
moment.
D
The
study
provided
a
great
opportunity
to
coordinate
with
the
environmental
assessment
of
the
trailer
mine,
L
RT,
which
was
for
for
you
and
in
our
work,
focused
on
how
to
connect
a
possible
light.
Rail
link
to
the
airport
in
that
location
and
its
alignment
and
design
was
coordinated
with
with
this
study,
the
next
three
points
really
speak
to
the
capacity
and
the
need
for
having
capacity
to
these
Cooke
corridors.
D
It's
about
improving
travel
time
for
primarily
motorists
using
the
corridors,
improving
the
dependability
of
the
Parkway
and
Leicester
Road,
keeping
in
mind
that
these
corridors
today
have
in
each
direction
we're
really
just
talking
about
having
an
additional
name
to
each
and
I'll
include
the
dependability
and
reliability.
Should
it
be
an
accident
or
an
event,
as
does
happen
on
the
corridors,
and
is
this
emphasis
on
improving
capacity
and
reducing
congestion?
There's
all
opportunities
that
come
with
out
in
improving
motorist
safety
and
safety
for
all
quarter
users.
D
D
Complex
plays
here
in
the
region
and,
finally,
at
the
bottom
of
the
list,
the
role
that
the
Parkway
in
particular,
plays
as
a
scenic
entry
route
in
importance
and
corridor
for
visitors
to
the
region,
who
have
continued
to
have
this
opportunity
to
travel
from
the
airport
area
to
the
downtown
areas.
In
a
green,
open
space.
Setting.
D
For
those
interested
in
numbers,
this
chart
is
a
summary.
A
snapshot
of
the
this
need
in
a
numeric
sense
and
at
the
top
we
do
know
didn't
want
to
emphasize.
All
of
our
forecasts,
of
course,
take
into
account
the
expected
result
from
the
inaudible
investment
in
the
train
line.
So
the
operation
in
the
train
line
is
built
into
our
transportation
forecasts
on
the
airport
Parkway.
Those
of
you
know
who
use
it
perhaps
around
the
table.
It
is
at
capacity.
D
In
fact,
it
is
over
capacity
and
particularly
the
segment
of
the
Parkway
north
of
Hunt
Club
Road.
So
the
capacity
of
that
single
Lane
is
about
1,600
vehicles
per
hour
or
experiencing
over
18
million
vehicles
per
hour
today,
and
that's
resulting
in
the
congestion
that
you
experienced
today
and
that
deficit
of
capacity
is
forecast
to
grow
into
the
future.
D
Lester
Road
is
a
tale
of
two
segments,
rest
of
Albion
and
Easton
Albion,
because
Albion
provides
a
route
for
travelers
from
the
Leitrim
area
and
beyond
to
access
Leicester,
Road,
so
naturally,
west
of
Albion
Road
traffic
volumes
are
a
little
higher.
The
capacity
of
the
road
at
12
new
vehicles
per
hour.
Over
that
capacity
today
and
again
projected
to
continue
to
grow
in
the
future,
despite
the
investments
in
LRT,
east
of
Albion
is
a
little
bit
of
a
lesser
functionality.
D
Our
consultations
attracted
some
excellent
feedback
from
communities
downstream
of
the
Parkway,
so
north
of
the
Parkway,
and
we
had
focused
meetings
in
April
of
2015
just
over
a
year
ago.
What
this
exhibit
is
attempting
to
show
with
these
purple
arrows
is
the
functionality
of
the
Airport
Parkway
at
the
north
end,
and
what
we
know
is
that
there
is
a
very
robust
transportation
network.
D
End
of
the
corridor
in
the
parkway
plays
a
role
in
distributing
traffic
to
that
network
before
reaching
the
downtown
areas.
So
there's
lots
of
exiting
at
Rock,
Lee,
Road
Brookfield
here
in
Riverside
and,
of
course,
the
unemployment
areas
at
Carleton,
University,
Confederation,
Heights
and
in
that
sector,
and
on
balance
there
was
a
concern
of
what
would
this
mean
for
Bronson
Avenue.
You
know.
D
D
The
parkway,
on
the
other
hand,
was
recently
deferred,
considering
budgets
and
pressure
to
2020
to
2025,
so
slightly
later,
some
opportunity
to
be
four
before
and
that's
a
choice
related
to
timing
in
capital
investments
and
that's
the
north
part
of
the
parkway,
that's
north
of
one-club,
south
a
fan
club
and
Westeros
is
beyond
2025.
So
that's
beyond
the
10
year
window.
D
D
We
were
successful
in
doing
so,
so
we
had
very
focused
meetings,
very
focused
discussions
with
the
communities
on
either
side
of
rocky
road
west
of
the
Parkway.
The
three
reasons
we
continue
to
recommend
the
rocky
or
connection
are
that
it
provides
an
opportunity
to
connect
that
community
to
the
Parkway
in
this
distance
between
Brookfield
and
Hunt
Club,
it's
over
three
kilometers
there's
no
opportunity
to
exit
the
parkway
provides
another
travel
route
for
people
in
the
community
and
well-understood
community
cut
through
traffic
issue
on
Flannery
plenary
and
Spring
Mountain
Drive.
And
it
is
our
view.
D
This
connection
would
alleviate
a
good
amount
of
that
cut
through
traffic
through
that
community.
And
finally,
we
heard
from
the
emergency
service
providers
in
the
region
who
confirm
the
advantage
to
the
city
and
community
of
providing
a
connective
connection
to
Rock
Lee
for
emergency
service
access
to
the
communities
and
improving
response
times.
D
The
opportunity
to
recommend
modifications
to
walk
Lee
Road
as
well,
and
these
six
points
tried
to
tell
that
story.
We
would
recommend
modified
from
two
lanes
in
each
direction
to
one
lane
in
each
direction,
between
McCarthy
and
the
Parkway,
and
to
use
the
space
provided
to
provide
segregated
cycling
lanes
on
rocky
road,
which
will
improve
connectivity
across
to
the
Parkway
into
the
LRT
station.
D
D
Given
the
topography
in
the
landscape
in
that
area,
and
we
are
noise,
studies
recommended
the
installation
of
noise
barriers
in
certain
locations
or
so
show
you
on
the
next
slide.
So
the
exhibits
and
reflects
the
airport
parkway
and
at
scale
for
the
areas
such
as
along
Cromwell
and
further
to
the
south
along
plan
to
have
just
north
of
from
home
club.
D
D
This
distance
here
we're
showing
it
ranges
between
35
to
45
meters,
along
these
closest
residences
on
the
Parkway
last
year.
A
different
story
was
a
couple
areas
where
noise
mitigation
is
wanted
and
again,
the
wall
is
supposed
to
be
near
the
source
of
the
noise
out
in
the
road
cord,
alongside
the
pathway.
D
As
I
mentioned,
impacts
on
the
natural
features
were
quite
important.
This
is
a
green,
open
space
environment.
At
the
south
end
of
the
city,
we
worked
very
closely
with
the
NCC
to
confirm
the
strategy
for
management
and
minimizing
impacts
of
the
natural
environment,
which
really
include
keeping
the
design
very
compact
and
having
low
footprints
on
the
landscape.
A
lot
of
attention
being
paid
to.
As
you
see
in
these
images,
eco
passages
and
wildlife
crossing
points,
sustainable
drainage
techniques
and
new
plantings
to
mitigate
the
impact
of
the
construction.
D
Again,
these
nine
points
are
the
key
reasons
in
support
of
the
recommended
plan
and
they
demonstrate
the
opportunity
that
can
be
achieved.
The
investment
in
the
widening
of
the
airport,
parkway
in
leicester,
road
assessment
studies
have
confirmed
the
need
for
the
widen
you
need
for
the
facilities
have
demonstrated
have
review
a
number
of
alternatives.
D
A
A
E
F
Recommendation
to
widen
the
segment
of
lesser
Road
from
the
airport
Parkway
to
Bank
Street
from
two
to
four
lanes,
is
seriously
flawed.
It's
at
odds
with
earlier
recommendations.
It's
based
on
questionable
assumptions
and
it's
subject
to
an
important
caveat
that
hasn't
been
disclosed
to
you.
First
are
written
presentation,
reference
references,
the
21,
November
2014
project
need
and
justification
report
prepared
for
the
city
by
Parsons
because
it
was
sent
to
us
in
March
by
city
planner
mr.
Frank
McKinney.
This
report
concluded
on
page
38
and
I
quote,
based
on
a
2031
projected
traffic
volumes.
F
The
widening
of
Leicester
Road
between
bank
and
Albion
is
not
considered
necessary.
Unfortunately,
only
yesterday
mr.
McKinney
informed
us
that
he'd
sent
us
an
outdated
version.
The
30th
of
May
2016
version
2
days
old
and
well
after
the
close
of
the
public
consultation
period
was
sent
to
us
only
yesterday,
as
you
can
imagine,
we're
more
than
a
little
frustrated
with
the
city's
process.
The
new
report
now
recommends
widening
between
Albion
and
Bank.
However,
it
comes
with
an
important
caveat
that
has
not
been
mentioned
to
you.
F
The
new
report
says
that
a
widening
of
this
section
and
I
quote
from
page
42
named
to
be
necessary.
Sorry
may
not
be
essential
if
drivers
opt
to
use
Albion
Road
as
a
means
to
access
Leicester.
In
such
a
case,
it
says
that
traffic
volume
along
the
segment
of
Leicester
between
Albion
and
Bank
would
likely
decrease.
F
How
can
you
possibly
reconcile
this
with
the
recommendation
to
spend
9
million
on
widening
Leicester
between
bank
and
Albion,
given
the
time
limitation
we
face
today,
we
can't
elaborate
on
the
shortcomings
of
the
recommendation,
but
we
asked
you
to
consider
four
things.
First,
the
recommendation
contradicts
the
2014
version
of
the
project
needs
a
justification
report.
F
It
also
contradicts
the
trans
model
projections
for
2030
1:3.
It
seems
to
be
based
on
a
rather
tenuous
bumping
up
of
the
growth
rate
from
the
trans
report
and
four.
It
does
not
take
into
account
the
latest
advice
that
a
widening
of
this
section
may
not
be
essential
if
drivers
opt
to
use
Albion
Road.
We
do
acknowledge
that
the
widening
of
Leicester
from
Albion
to
the
airport
Parkway
has
been
consistently
recommended
in
studies.
However,
the
segment
between
Albion
and
Bank
is
very
different.
As
mr.
F
wood
said,
it's
truly
a
tale
of
two
segments
and
this
segment
borders
on
much
more
populated
property
city
staff
and
consultants
should
have
considered
an
alternative
only
to
widen
Leicester
from
Albion
to
the
airport
Parkway.
But
the
list
of
alternatives
that
were
examined
shows
that
this
was
not
done
so
we
submit.
You
cannot
rationally
recommend
widening
Leicester
in
its
totality,
because
to
do
so
would
be
to
spend
9
million
of
taxpayers
money
on
widening
a
segment
of
the
road.
That's
been
subject
to
so
many
contradictory
recommendations
and
tenuous
assumptions
and
is
likely
not
necessary.
F
E
Other
reasons
why
you
shouldn't
you
recommend
the
widening
of
Leicester
Road,
assuming
there's
a
need
to
connect
southern
communities.
There
are
other
potentially
preferable
options
that
haven't
yet
been
adequately
studied.
First,
the
city
should
be,
should
put
public
transportation
options
ahead
of
road
widening.
Second,
even
if
their
remains
any
need
for
wider
roads
to
connect
these
communities
with
the
upper
Parkway
sit.
Officials
should
investigate
options
to
keep
widen
roads
further
away
from
residential
areas.
One
such
option
is
the
winding
of
Leitrim
in
Albion
south
of
Leicester,
which
is
less
populated
instead
of
Leicester.
E
Another
possibility
is
an
Albion
road
bypass,
a
city,
transportation
official
informed
us
that
the
NCC
was
willing
to
review
the
cumulative
impact
study
to
include
Albion
Road.
This,
the
official
was
confident
that
that
would
happen
to
inform
the
next
transportation
master
plan
update
in
2:17.
It's
our
understanding
that
counselor
counselor
Dean's
also
favors
for
exploration
of
these
other
options,
with
the
possibility
of
better
options
available
in
the
near
term
that
were
outside
the
scope
of
the
CA.
E
It
makes
sense
for
you
to
recommend
to
council
that
the
portion
of
the
EA
concerning
the
widening
lesser
not
be
approved.
Finally,
we
echo
all
of
councillor
Dean's
concerns
about
the
widening
arrestor
between
Albion
and
Bank,
including
concerns
about
safety,
environmental
impact
and
loss
of
enjoyment
of
our
property
in
the
interest
of
time,
we'll
not
repeat
them,
but
they
affect
us
personally
and
profoundly.
Thank
you
for
your
attention
and
we're
happy
to
answer
any
questions.
Thank
you
very
much.
A
I
have
a
quick
question:
Mike
and
councillor.
Dean's
has
a
question
so
just
so
I
understand
your
presentation.
You
start
off
by
saying
you're
against
the
project
and
then
combat
sport
in
your
own
roster.
So
are
you
against
the
whole
of
the
widening
project,
which
is
three
phases
or
you
simply
have
concerns
around
the
rest?
Your
piece
so.
F
What
we
stated
was
we
were
opposed
to
the
widening
of
Leicester
Road.
We
have
made
no
comments
on
the
output
parkway
and,
if
the
only
way
that
you
can
consider
the
the
project
is
to
consider
Leicester
in
its
totality
as
part
of
this
EA
and
yes,
we're
opposed
to
the
widening
of
Leicester.
Our
specific
comments,
as
you
heard
correctly,
were
focused
on
the
the
errors
and
the
risks
between
the
segments
between
Western
Bank.
F
If
I
could
just
add
in
our
discussions
today
with
city,
council
and
and
Mister
words
echoed
this
today,
it
truly
is
Lester's
a
tale
of
two
segments.
The
segment
between
Albion
and
Bank
was
described
to
us
in
in
many
past
meetings
as
the
poor
cousin
of
this
whole
EA
proposal
and
we'd
submit
I,
don't
think
it's
even
a
cousin
I,
don't
think
there's
any
DNA.
That
brings
it
into
the
family
and
in
terms
of
a
family
reunion,
it
should
be
chucked
out.
It
doesn't
belong
in
this.
It
has
very
different
its
role.
F
H
A
lot
of
important
points
and
asking
questions
to
stop
at
this
point.
I
just
wanted
to
tell
you
I,
will
follow
up
on
the
questions
that
you
have
raised
about,
that
four
piece
of
Leicester
road
between
Albion
and
Bank
was
only
inserted
into
the
TMP
in
2010.
So
it's
highly
unusual
that
already
it's
the
subject
of
an
EI
and
a
recommendation
for
that
widening.
So,
as
you
saw
of
my
comments
in
the
report,
I
would
not
support
the
funding
of
that
we
can't
piecemeal
in
EI.
H
So
in
order
to
approve
it,
apparently
we
have
to
approve
the
whole
thing,
but
when
it
gets
to
the
point
of
funding
that
section
of
the
road
I
would
not
support
that,
and
hopefully
my
colleagues
won't
either
so
I'll
pursue
what
other
avenues
might
be
available,
perhaps
removing
it
from
the
TMP.
The
next
TMP
update,
but
I
completely
concur
with
you
that
that
section
is
unnecessary
and
it's
nine
million
dollars
bit
better
spent
on
other
modes
of
transportation.
So
thank
you
for
being
here.
A
I
Thank
you
very
much,
I'm
pleased
to
make
this
presentation
on
behalf
of
the
three
groups
we
submitted
it
yesterday
to
committee
staff,
so
I
hope
that
committee
members
have
that
presentation
and
we
certainly
encourage
you
to
take
a
close
look
at
it.
I'd
like
to
start
by
welcoming
the
information
that
the
city
has
provided
and
staff
mr.
McKinney
and
others,
and
the
public
consultations
held
on
the
proposed
project
over
the
last
several
years.
My
comments
are
summary
of
our
four
main
concerns
which
are
set
forth
in
the
written
brief.
I
We,
as
I
said
we
encourage
you
to
look
at
it
for
more
detailed
explanations.
Our
three
groups
represent
concerned
taxpayers
living
in
the
neighborhoods
that
will
be
directly
affected
by
phase
one
other
proposed
projects.
Many
of
our
members
live
in
close
proximity
to
the
Parkway,
indeed,
some
within
100
feet
or
less,
and
we
are
already
experiencing
the
detrimental
effects
of
existing
traffic
flows,
both
on
the
Parkway
West,
Walkley,
Road
and
Riverside
Drive.
The
proposed
project
is
an
important
issue
that
will
significantly
affect
our
quality
of
life.
I
These
public
consultations
and
transparency
are
important
and
the
project
should
only
proceed
with
the
support
of
the
communities
directly
affected.
Many
significant
traffic
safety
problems
already
exist
and
will
be
exacerbated
by
the
widening
of
the
Parkway
and
especially
in
the
proposed
West
Berkeley.
Off-Ramp
action
is
needed
now,
regardless
of
the
status
and
timing
of
the
proposed
project.
I
Our
basic
proposal,
our
basic
ask
to
the
committee
today
after
how
they
studied
carefully
the
environmental
assessment
and
the
record
plan
is
to
request
respectfully
that
the
committee
defer
action
on
the
proposed
motion
under
this
agenda
item
until
our
concerns
are
better
addressed
and
the
recommended
plan
for
the
proposed
project
is
amended.
Accordingly,
we
have
four
major
concerns
about
the
proposed
project
and
I'd
like
to
give
you
a
quick
summary
of
these
four
major
concerns.
I
First,
give
top
priority
to
construction
of
the
LRT
trillium
wine
south,
including
a
spur
to
the
airport
and,
in
this
regard,
not
proceed
with
the
parkway
widening
and
kill
such
lime
as
until
such
time
as
the
Trillian
wine
is
in
operation
and
its
impact
on
traffic
flows
on
the
parkway
is
better
assessed
to
elaborate.
We
strongly
support
the
mayor's
view
that
the
immediate
priority
should
be
the
extension
of
the
Trillian
line
further
south,
with
a
link
to
the
airport.
I
This
is
the
most
sustainable
long-term
approach
to
address
increasing
traffic
and
congestion
and
to
improve
access
to
the
airport.
It
has
many
advantages:
it
addresses
city,
transportation,
environmental
priorities
which,
in
our
view,
the
recommended
plan
or
the
evaluation
of
alternative
options
adequately
takes
into
account.
It
would
be
a
strong
incentive
for
commuters
and
other
travelers
to
use
the
new
LRT
line
after
it's
built
at
considerable
expense.
I
It
would
free
up
revenue
from
development
charges
to
be
better
used,
either
to
help
support
a
Trillium
spur
line
to
the
airport
or
for
other
higher
priority
projects
for
which
there
are
no
alternative
transportation
or
funding
options.
It's
also
inspired
leadership.
We
are
a
National
Capital.
A
few
national
capitals
have
LRT
service
to
the
International
Airport,
so
this
is
a
real
opportunity
for
you,
the
committee
for
so
in
the
City
of
Ottawa
to
showcase
our
national
capital
in
comparison.
Why
they,
an
existing
road,
is
all
thinking
that
merely
compounds
existing
congestion
and
other
problems.
I
In
this
regard,
we
strongly
support
councillor
tereshchenko
view
that
the
proposed
approach
contradicts
the
city's
policy
priorities
and
strongly
support
his
skepticism
about
the
marginal
impact
it
will
have
on
the
northern
section
of
Bronson
and
agree.
That
quote
the
analysis
to
support
this
conclusion
is
not
convincing.
Unquote,
more
study
is
needed.
Accordingly,
the
recommended
plan
should
include
a
rigorous
multi-year
traffic
monitoring
program
to
establish
whether
traffic
volumes
and
delays
be
experienced
during
rush
hours
are,
in
fact
increasing.
According
to
the
projections
used
in
the
environmental
assessment.
I
Our
second
major
group
of
concerns
is
about
noise
mitigation.
Better
measures
are
needed
in
this
regard
and
should
be
included
in
the
recommended
plan.
When
and
if
phase
one
goes
goes
forward.
As
noted
by
the
councillor
brockington,
noise
pollution
from
the
parkway
is
already
a
problem.
A
noise
mitigation
measures
are
quote
needed
now
and
not
in
some
sections
along
the
parkway,
but
along
the
entire
stretch
up
to
Hunt
Club.
Unquote,
noise
will
get
significantly
worse
with
the
parkways
widening.
Therefore,
it
is
essential
that
in
expansion,
the
parkway
be
accompanied
by
adequate
noise
mitigation
measures.
I
I
Our
view
we
strongly
oppose
it,
it
raises
questions
about
process
and
transparency
because
it
was
not
included
in
the
initial
environmental
assessment
or
in
the
transportation
plan,
greatly
exacerbate
existing
cut
through
traffic.
Therefore,
we
ask
that
it
was
subject
to
a
separate
decision
if
it
cannot
be
deleted
from
the
plan.
Lastly,
so
at.
A
I
To
conclude,
there
are
a
number
of
traffic
safety
concerns
that
need
to
be
addressed
now
the
calming
measures
are
welcome,
but
they
should
be
consulted
further
and
decided
upon
in
consultation
with
the
community.
They
should
go
from
the
parkway
all
the
way
to
Riverside
Drive,
not
just
to
McCarthy
and
lastly,
we
would
like
to
see
West
Rock,
Lee
Road
D
designated
as
an
arterial
road
truck
traffic
is
not
allowed
now
drop.
I
J
You
mr.
chair
and
thank
you
mr.
wood
for
your
joint
submission
on
behalf
of
the
three
groups
that
you
that
you've
touched
upon.
Could
you
just
elaborate
for
me
and
for
this
committee,
the
southbound
off-ramp
at
Walkley
Road
that
you
touched
upon
both
in
your
report
and
and
briefly
today,
my
understanding
is,
you
do
have
some
concerns
that
there
will
be
ramifications
on
the
community.
Could
you
just
elaborate
for
the
committee?
Yes,.
I
Thank
you,
councillor,
Washington
cuts,
room
traffic
is
already
a
big
problem
for
West
Walkley.
The
off-ramp
is
projected
to
add
up
to
150
vehicles
an
hour
I
believe.
According
to
the
projections,
this
will
greatly
exacerbate
existing
cut-through
problems,
as
well
as
traffic
safety
on
less
Walkley
Road.
I
We
are
very
skeptical.
The
traffic
westbound
on
West
Walkley,
coming
off
of
the
news,
we'll
stay
on
West
Walkley
and
go
to
Riverside
or
other
points
to
the
west,
there's
already
a
problem
with
traffic
coming
off
of
West
Walkley
and
going
to
going
down
south
more
drive,
East
Thorndale
in
an
effort
to
get
to
McCarthy
Road,
avoiding
the
lights
of
McCarthy
and
West
walkling.
So
it
will
greatly
exacerbate
existing
cut
through
problems.
I
Besides
McCarthy
there's
a
lot
of
children
who
walk
along
the
streets
to
get
to
C
transpose
146,
there's
a
lot
of
senior
citizens
that
are
avid
walkers
and
there
are
no
sidewalks,
except
for
West,
walk
the
road
itself.
So
you
know
if
you're
walking,
you're
constantly
avoiding
cars,
it's
difficult
to
cross
West,
Walkley
and
lastly,
major
new
housing
developments
are
proposed
at
both
ends
of
West
walk,
erode
the
Bayview
lands
at
the
West
End
close
to
Riverside
Drive,
and
the
new
condominium
tower
by
the
Shoppers
Drug
Mart
at
the
East
End.
I
A
Any
further
questions,
any
other
questions
for
the
delegation.
Thank
very
much,
sir.
Thank
you.
Our
next
presenter
is
Bryson
kuno
and
following
bryceton,
Bryson
is
Christa
Kili
and
Alexander
stachy
Pontus.
Good
morning,
mr.
Kuno,
you
have
I
hope.
I
said
that
right.
You
have
also
having
a
failure
to
name
that
people
sometimes
get
wrong,
so
try
and
be
as
careful
as
I
can
you
have
five
minutes
to
present
and
then
there
may
be
questions
falling
I.
K
Hear
just
representing
the
Cromwell
group,
which
is
the
group
of
residents
that
live
between
Walkley,
road
and
Brookfield,
where
the
airport
expressway
goes
right
through
our
backyard
exist
in
the
existing
situation,
I'm
here
just
to
piggyback
a
bit
on
what
mr.
woods
has
presented
this
morning,
we
agree
with
all
of
his
his
comments.
We
agree
with
the
comments
from
the
previous
presenters
on
on
Lester
Road,
we're
concerned
about
the
increase
in
the
in
the
parkway
increase
in
various
volumes
of
traffic
that
will
move
toward
that
area
by
obviously
increasing
Road
potential.
K
That
needs
to
create
obviously
more
volumes
of
traffic
and
to
the
south,
and
we're
asking
that
the
committee
will
defer
the
EA
approval
based
on
the
expansion,
we're
asking
for
the
expansion
of
the
Trillium
line
and
the
results
of
the
trillion
line
to
be
in
and
how
it
affects
our
neighborhoods
directly.
We.
K
So
we,
based
on
the
TMP
report
of
2013,
were
concerned
with
the
fact
that
the
driver
only
vehicles
that
are
represented
on
the
Parkway
of
about
approximately
fifty
four
point,
six
percent
of
individuals
that
are
commuting,
and
we
feel
that
if
there
was
an
expanded,
trillium
line
with
Park
and
Ride
in
the
south,
it
would
alleviate
a
huge
amount
of
that
traffic
and
the
necessary
spending
would
be
delegated
in
a
better
direction.
By
by
expanding
that
trillium
line.
A
You
very
much
are
there
any
questions
for
the
delegation,
I
I'm,
just
I'm
just
curious.
You
said
you
have
a
hundred
and
seventy-five
names
on
the
petition.
Do
you
know
how
many
of
those
175
came
up
to
the
various
community
consultations
that
we
had
and
express
their
views
at
that
time,
I
was
being
prepared.
K
I,
don't
have
the
ratio
of
how
many,
but
we
went
through
the
neighborhood
and
we
canvasses
the
people
on
Cromwell
Drive
in
the
neighborhood
associated
with
beside
the
Parkway,
and
this
is
the
we
had
a
large
number
of
the
contingency
that
did
attend
the
Jim
Durrell
conference
are
the
community.
Thank
you
for
that.
A
L
My
colleague
Alex
Jeff
on
tests,
our
manager
of
airport
planning
and
Municipal
Affairs.
Thank
you
for
the
opportunity
to
address
the
committee
regarding
the
airport
authorities,
support
of
the
airport,
Parkway
and
Leicester
Road
widening
environmental
assessment
report.
I
would
first
like
to
congratulate
the
city's
project
team
on
their
comprehensive
report
and
thank
them
for
including
us
in
the
consultation
process
and
for
considering
the
airport's
future
expansion
needs.
L
The
authority's
vision
is
to
be
the
world-class
gateway
for
Canada's
capital
region
and
an
economic
engine
that
drives
prosperity
for
our
community.
Our
mission
is
to
be
a
leader
in
providing
quality,
safe,
secure,
sustainable
and
affordable
air
transportation
services
to
the
airport's
customers
and
communities,
and
a
driver
of
economic
growth
within
the
region
to
fully
realize
both.
We
need
safe,
efficient
and
predictable
access
by
Road
for
passengers,
visitors
and
employees.
L
The
purpose
originally
designated
are
designed
I'm,
sorry
to
offer
access
to
the
airport
from
the
city
centre
and
other
parts
of
Ottawa.
It
was
never
intended
to
be
a
commuter
corridor,
but
as
development
to
the
south
has
increased
over
the
past
15
years,
so
has
the
volume
of
non
airport
related
traffic
that
uses
this
route
every
day.
L
Studies
show
that
the
existing
peak
directional
volumes
on
sections
of
the
parkway
already
made
or
exceed
the
assumed
Road
capacity,
and
there
are
operational
issues
at
the
Hunt
Club
on
and
off
ramps
and
where
the
Parkway
narrows
at
Brookfield
I
use
the
Parkway
every
day
and
backups
on
the
Hunt
Club
on
ramp
in
the
morning
and
bumper-to-bumper
traffic
from
Brookfield
to
hunt
Club
in
the
afternoon.
Our
daily
sites
and
while
residential
development
to
the
south
may
not
be
growing
as
quickly
as
earlier
forecasts
indicated.
L
We
have
forecasted
growth
at
roughly
65%
or
3
million
passengers
over
the
study
period.
As
such,
we
can
anticipate
an
increase
in
the
number
of
residents
and
visitors
who
require
access
to
the
airport
by
virtue
of
our
growth,
which
will
mean
corresponding
delays.
Our
ardent
support
of
Parkway
widening
in
no
agent
are
equally
I.
Don't
belief
in
the
need
for
light
rail
access
to
the
airport,
light
rail,
transit
and
roadway
widening
cannot
be
mutually
exclusive
and,
as
the
EA
demonstrated,
even
with
optimistic
LRT
ridership
factored
in
roadway,
improvements
are
necessary.
L
All
it
takes
is
one
missed
morning
meeting
in
the
city
or
a
return
flight
at
the
end
of
the
business
day,
to
leave
a
lasting
impression
without
efficient
and
predictable
access
affected,
passengers
may
find
alternatives
to
air
travel
or
worse,
find
other
cities
in
which
to
conduct
their
business.
A
negative
experience
not
only
affects
business
travel.
It
makes
Ottawa
less
attractive
as
a
tourism
destination,
both
of
which
can
have
a
negative
economic
impact
on
our
city.
L
To
that
end,
we
are
pleased
to
have
the
support
of
the
Ottawa
Chamber
of
Commerce
and
Ottawa
tourism
for
both
Airport
Parkway
widening
and
a
light
rail
Airport
link.
The
council
approved
shared
vision
for
ottawa's
economic
development
between
the
city
and
the
airport
authority,
identifies
an
opportunity
to
support,
promote
and
enhance
economic
development
by
advocating
for
transportation
infrastructure
investments
that
meet
current
and
future
needs
of
travelers.
This
project
embodies
the
spirit
of
that
shared
vision.
L
The
proposed
widening
will
increase
the
efficiency,
dependability
and
safety
of
the
Parkway
for
the
benefit
of
the
community
and
airport
users.
The
proposed
median
will
address
the
high
number
of
u-turn
related
collisions
and
they
multi-use
pathway
will
provide
a
safe,
pedestrian
and
cycling
pathway.
L
Despite
these
positives,
there
are
a
few
areas
that
continue
to
cause
concern
as
communicated
to
the
project
team
over
the
past
few
years.
First,
there
are
issues
with
timing
to
fund
the
project,
as
announced
in
the
city's
2016
budget
will
have
negative
consequences
for
the
airport
and
caused
a
ripple
effect
in
our
customer
experience.
Ours
is
the
only
international
airport
serving
this
region,
and
our
success
is
the
city's
success.
Railroad
projects
are
happening
across
the
city,
so
we
ask
that
this
critical
corridor
get
the
it
merits
by
doing
it
sooner
stage.
L
Two
of
the
LRT
construction
project
is
scheduled
to
start
in
2018,
not
having
additional
lanes
on
the
Parkway
in
the
section
from
Brookfield
to
hunt
Club
where
the
existing
no
train
service
operates,
they
place
additional
pressure
on
the
parkway,
a
roadway
that
is
already
a
capacity
during
peak
traffic
periods.
We
would
like
the
city
to
clarify
how
the
issue
of
extra
traffic
during
peak
construction
months
will
be
addressed,
since
it
is
not
covered
in
the
report.
Our
second
concern
pertains
to
phasing.
L
The
schedule
currently
has
Hong
Club
to
Leicester
erode
as
the
third
and
final
phase.
This
means
the
two
lanes
from
Leicester
and
one
lane
from
the
airport
will
be
funneled
into
a
single
northbound
lane
of
traffic
on
the
Parkway
during
the
morning
rush
hour.
Similar
delays
will
happen
southbound
in
the
afternoon
at
Hunt,
Club,
making
travel
to
and
from
the
airport,
even
more
challenging
for
passengers.
In
closing,
I
would
like
to
reiterate
that
widening
of
the
Parkway
is
an
essential
component
of
the
multimodal
transportation
system.
L
J
J
J
You
do
not
touch
upon
the
seventh
ban
offer
at
but
Lockley
Road
in
the
past,
when
Hunt
Club
was
being
considered,
the
southbound
off-ramp
at
Hunt,
Club
Road.
The
airport
was
publicly
opposed
to
that.
My
understanding
was.
You
were
concerned
that
this
would
draw
more
curves
on
to
the
Parkway
and
again
slow
commuter
times
down,
ultimately
getting
to
the
airport,
as
the
airport
taken
a
position
on
the
proposal
to
build
a
southbound
off
wherever
Walkley
Road.
No.
I
A
A
M
No,
that's
fine,
no
progress,
I
just
went
up
to
date,
so
a
key
element
in
the
reduction
of
GHGs
is
building
transit
because
we
know
transit
news
people
at
a
much
lower
GHG
emission
level
than
than
cars
do
widening
the
airport.
Parkway
conflicts
with
the
policy
and
the
airport
Parkway
runs
parallel
to
the
Trillian
line.
M
M
Should
say,
since
I
sent
this
to
you
earlier,
I've
had
an
endorsement
by
ecology
Ottawa
for
the
proposals
that
are
making
here
I'm,
making
the
following
four
proposals:
one
a
that
no
work
on
the
widening
of
the
airport
Parkway
take
place
for
at
least
three
years
after
the
Trillium
Line
is
completed
and
in
operation.
This
would
allow
the
city
to
measure
the
impact
of
the
Trillium
line
on
car
traffic
volumes.
M
These
protected
cycling
routes
should
allow
people
to
access
the
station
from
a
radius
of
five
kilometers
I'm,
not
talking
about
a
pathway
beside
the
the
transit
way,
I'm
talking
about
pathway
that
feeds
people
into
the
stations
to
be
that
Apple
walk-up
stands
for
bicycles,
be
installed
at
all
Trillian
line
stations
to
accommodate
cyclists,
three
that
account
continuing
assessment
of
volumes
of
traffic
from
the
southern
areas
of
the
city.
We
carried
out
to
monitor
traffic
and
transit
volumes
to
establish
whether
the
traffic
volumes
delays
are
truly
increasing.
M
According
to
the
projections
used
in
these
EAS,
these
actual
numbers
should
be
publicly
reported
and,
finally,
that
no
widening
of
the
airport
parkway
should
take
place
unless
evidence
that
shows
that
serious
car
traffic
congestion
is
is
occurring
now.
I
just
want
to
also
mention
that
the
idea
for
the
feeder
routes,
the
feeder
bike
lanes,
comes
from
some
reading.
M
I
did
by
the
Portland
Bureau
of
Transportation
spice
achill
program,
estimated
that
making
public
transit
more
friendly
and
accessible
for
cyclists,
increase
the
capture
area
of
transit
investments,
twelve
fold
because
cycling
extends
the
potential
reach
of
the
transit
networks
so
greatly.
So
what
I'm,
asking
Council
and
this
committee
to
do
is
to
a
paradigm
shift.
We've
got
to
stop
building
roads
to
solve
all
our
transportation
problems.
M
I'm
sure
of
the
committee
are
familiar
with
with
the
concept
of
induced
demand.
When
you
build
more
lanes,
it
creates
more.
It
induces
people
to
drive
more
so
just
building
the
lanes
is
going
to
make
more
traffic
happen
pollutants.
How
many
here
would
turn
their
car
in
a
closed
garage
and
stay
in
the
car?
M
M
Cars
kill,
I
was
amazed
by
this
number
I
got
it
from
stats
Canada,
a
hundred.
No
sorry,
two
thousand
people
a
year
kill
two
thousand
people
a
year
and
they
injured
a
hundred
and
seventy
thousand
people
a
year,
unbelievable
I'll,
close
by
saying
that
I
have
support
from
high
places.
The
mayor
in
January
was
quoted
in
the
Ottawa
Citizen
saying
that
we
should
wait
to
do
the
airport
widening.
M
You
know,
Parkway
widening
until
after
the
Trillian
line
is
completed,
I'm
taking
out
a
little
further
I'm
saying,
let's
make
sure
it's
been
running
for
a
while
and
I'm
suggesting
three
years,
because
it
takes
time
for
people
to
change
their
habits
and
that's
why
I
want
the
promotional
campaign
as
well.
That
completes
my
presentation.
A
Thank
you
very
much,
I,
don't
know
if
there's
any
other
questions,
but
I
have
a
quick
question
for
you.
You
would
indicate
it
during
the
presentation
that
you
didn't
think
the
project
should
be
balton
us.
There
is
clear
evidence
of
congestion
or
something
to
that.
That
effect,
so
I
guess
what
I
want
clarification
on?
Are
you
suggesting
that
we
have
to
have
the
congestion
we
feel
rebuild
and
we
can't
rely
on
projections
of
what
we
think
is
going
to
happen,
or
we
can
rely
on
projections
and
be
proactive
to
get
ahead
of
the
congestion?
M
It's
a
fair
question:
I
think
it's
a
judgment,
call
and
I
think
you
have
to
look
at
what
the
impact
of
the
promotion
campaign
the
bite
that
the
segregated
bike
lanes
and
the
LRT
or
the
incident
somebody
told
me
it's
not
light
rail
and
because
it's
but
the
Trillian
line,
and
for
that
matter
any
other
transit
we
develop
I
think
we,
as
I
said
we
need
to
take
a
different
perspective.
We
need
to
stop
thinking
that
every
time
we
have
a
problem,
we
have
to
build
more
car
lanes.
M
A
A
Just
one
thing:
counselor
Dean's
those
questions,
so
just
so
I
fully
understand
so
yeah
you're,
not
suggesting
that
the
predictions
or
the
projections
that
staff
and
consultant
have
put
into
the
report
are
inaccurate.
What
you're
saying
is
you
would
tackle
that
congestion
in
a
different
way?
That's
exactly.
M
H
H
A
N
Just
yeah
percent
good
morning,
members
of
the
committee
I'm
here
today
as
a
concern
resident
I,
live
in
the
area
of
West
walking
the
perfect
neighborhood
I
found
there
a
superior
quality
of
life.
It
has
everything
to
make
it
pristine,
but
lately
many
concerns
arose
concerning
your
transportation
master
plan.
What
is
most
striking
about
it
is
that,
what's
described
in
it
doesn't
reflect,
it
doesn't
reflect
its
execute
execution.
This
plan
is
based.
N
It
is
the
base
for
every
decision-making
in
the
city
planning,
which
rises
both
my
eyebrows
because
it
seems
to
be
set
in
cement,
regardless
of
what
residents
actually
want
for
their
or
need
for
their
neighborhood.
Your
plan
mentions
the
importance
of
Complete
Streets
identifies.
Are
the
world
network
will
expand
while
making
it
safer
and
more
efficient
to
move
people
and
goods
and,
as
he
describes,
what's
ways
that
the
city
will
work
to
reduce
the
impact
of
roads
and
traffic
on
neighborhood
and
the
environment?
N
I'm,
sorry,
because
I
trust
us
to
make
it
true
and
last
night
I
went
to
a
meeting
and
we
even
learned
that
there
was
no
no
traffic
assessment
to
build
the
biggest
playground
in
nuna's
Bay.
On
top
of
what
your
master
plan
is
planning
for
us.
The
plan
is
entirely
based
on
accommodating
the
suburbs
where
people
fled,
because
they
prefer.
That
too,
is
a
to
raise
their
family.
N
For
this
reason,
future
planning
of
the
downtown
transportation
system
will
focus
on
improving
the
capacity
and
quality
of
service
for
people
rather
than
private
vehicles,
and
we
are
gathered
here
today
regarding
the
parkway
widening,
even
though
the
mayor
said,
the
widening
would
wait
after
the
train
line
is
bill.
You
are
still
following
the
master
plan
timeline
when
in
fact
it
should
be
revised
and
take
into
consideration
the
residence
proposition
and
opposition's.
N
Regarding
the
LRT,
the
master
plan
mentions
that
experts
estimate
that,
while
population
will
reach
one
point,
fourteen
fourteen
million
residence
by
2031,
the
consider
a
one-track
train
train
line
will
be
sufficient
and
they
also
think
that
electrifying,
the
train
line
is
not
part
of
the
vision
when
the
master
plan
brags
about
clean,
cleaner
air,
more
energy-efficient
modes
of
transportation
reduction
in
gas
emission
and
your
experts
that
consider
the
Train
elephant
electrification
as
an
option
before
2030.
One
understand
here
that
your
master
plan
experts
might
not
be
the
visionaries
the
city
needs
still
in
the
plan.
N
It's
written
made
the
best
possible
use
of
existing
facilities
before
adding
infrastructure
for
starter.
The
bus
routes
should
be
redesigned
according
accordingly.
For
example,
Bank
speed
is
about
so
nature
that
it
runs
from
Department
to
the
st.
Lawrence
River,
but
there
is
no
direct
bus
line
available
to
join
downtown
and
sodden
suburb,
which
would
already
palliate
the
problem
of
the
the
train
line
that
is
not
built.
Yet
that's
the
idea,
environmental
assessment,
public,
meaning
and
then
proposed
to
build
through
lane.
N
Instead
of
for
this
idea,
was
never
to
be
heard
about
afterward,
but
this
proposal
would
be
a
good
compromise
and
would
save
money
in
the
construction
cost.
The
city
would
remove
enough
to
rebuilding
overpass
along
the
Parkway
during
during
a
public
consultation.
Twice
I
pointed
to
your
committees
that
the
better
synchronization
of
the
traffic
light
at
exit
I'm
almost
there.
So
thank
you
asked
I
appointed
the
desynchronisation
just
that
simple
fact.
When
you
exit
the
the
parkway
which
can
which
creates
the
congestion
you're
all
complaining
about
well,
just
just
hang
out
the
lights.
N
M
You
chair,
it's
more
just
observation
on
a
few
of
the
things
that
you've
said,
and
you
know
don't
want
to
open
up
old
wounds,
but
you
talked
about
electrification
and,
as
you
may
know,
we
would
have
had
the
north-south
in
place
now.
Had
it
not
been
canceled
in
today,
I'm
saying
I,
don't
want
to
open
up
old
wounds,
but
the
north-south
line
would
have
running
now
and
servicing
the
southern
communities
that
you
talked
about,
including
mine
in
Riverside
South.
Have
that
plan
not
been
canceled?
M
And
you
know
you
talk
about
electrification,
but
the
difference
of
extending
the
Oh
train
to
BOS
ville
versus
electrifying,
which
we
don't
love
to
see,
is
a
hundred
million
versus
one
billion.
So
as
much
as
and
you
criticize
the
city
staff
about
you
know
their
ambitions
about
establishing
or
reaching
those
goals.
I
think
we
have
to
be
realistic.
There's
money,
pressures,
cancer.
A
N
M
So
I
think
we're
all
trying
to
ensure
we
hear
what
you're
saying
and
we're
trying
to
ensure
that
we're
doing
everything
we
can
encourage
public
transportation,
but
we
have
to
be
realistic
about
cost
and
realistic
about
people's
behaviors
in
terms
of
driving
as
well.
So
I
just
wanted
to
point
those
two
points.
Thank
you.
I
just.
A
N
A
O
O
O
O
Increasing
this
pedestrian
crossing
in
the
roads,
starting
to
monitor
this
speeds,
which
are
totally
out
of
control
and
so
on
and
so
forth.
So
not
something
that
you
will
necessarily
do
overnight,
but
to
just
just
start
thinking
about
what
it's
going
to
look
like
working
towards
it
basis.
So
that's
that
was.
A
P
Much
mr.
chairman
and
committee
members
I
was
going
to
start
by
reading
the
official
plan
right,
perhaps
I
have
quite
enough
time,
so
I
won't,
but
I
will
touch
on
it.
Looking
firstly,
at
the
official
official
plan,
Road
classification
summary
table
one
and
I'm
not
going
to
read
it
cross.
My
heart,
there's
30
pages
of
roads
in
there
37
are
classified
as
urban
arterial
and
of
those
37.
P
P
If
I
like
this
note,
if
age
12
was
showing
up,
there,
I
think
that's
the
only
photograph
we
have
of
the
west
segment
of
rocky
road,
I,
don't
know
if
you
magic
can
make
page
12
show
up
on
the
screen
or
not,
but
it
might
be
helpful
of
the
37
urban
arterial
roads
with
right
away
with
soft
wente,
six
meters
or
less.
We
have
four
in
the
city
I'm.
P
Although
all
prattle
on
now
he's
he's
trying
to
find
page
12
walk
the
road
from
the
Parkway
to
the
railway
overpass
is
a
double-sided.
That's
it's
it's
that
is
looking
westbound
I,
believe
on
rocky
road
you'll
see
residential
uses
on
both
sides
of
the
road.
It's
a
three-quarter
shot.
You
don't
quite
get
the
full
sense
of
the
full
alignment
of
enough
to
kill
him.
You
were
running
straight
down
from
the
Parkway
towards
Riverside
Drive,
with
residential
homes
on
both
sides
of
it
was
with
driveways
accessing
onto
that
arterial.
P
So
we
all
just
really
there's
my
four
roads
in
the
city,
though
now
relatively
narrow
alignment
with
double-sided
residential
backing
onto
the
street,
the
rocky
road,
the
subject
here,
Smyth
from
Bill
Fang
to
salary,
leaves
from
reading
to
chestnut
and
Woodruff
from
dock.
So
we're
really
looking
a
very
small
number
of
streets
that
have
this
configuration
and
we're
now
looking
at
imposing
a
significantly
increased
traffic
volume
onto
that
road.
P
I
accept
the
point
made
in
the
report
that
the
traffic
volume
increase
may
not
be
substantial
until
there
just
might
be
a
problem
on
the
airport,
Parkway
and
everybody
wants
to
get
off,
and
that
happens.
As
we
know
all
the
time
we'll
continue
notwithstanding
of
four
laning,
because
we're
still
going
to
have
backups
at
Club
Road,
we
haven't
changed
that
configuration
the
flow
through
traffic
to
the
airport
will
be
improved,
but
we're
still
going
to
back
up
with
traffic
trying
to
get
off
at
Hunt
Club
and
that
can
plug
that
or
a
road.
P
Not
what's
even
if
it's
four
lanes
I
would
suggest
the
classification
requirement
is
vehicular.
Access
to
adjacent
properties
should
be
controlled
to
minimize
turning
movements
and
to
reduce
conflicts
between
travel
modes.
I,
don't
see
that
that
was
sufficiently
addressed
there
is
they
consider
the
road
has
become
essentially
as
a
four
lane
road.
It's
essentially
becoming
a
three
lane
road
with
bike
paths
on
either
side
the
middle
lane
turn
lane.
However,
it
is
my
understanding
with
visually
painted
markings
on
the
road
painted
Martin
is
on
the
road
work.
P
Fine,
when
the
weather
is
good,
they
don't
work
in
the
wintertime,
so
we
end
up
with
the
same
Speedway
that
we
have
today
being
available
to
bad
drivers
who
choose
to
go
anywhere
up
toward
100
kilometres
an
hour
on
that
road,
because
the
middle
lane
is
not
sufficiently
designed
to
inhibit
that
kind
of
traffic.
We
have
wacko
drivers
on
that
road
as
we
do
on
many
others.
We
need
to
consider
the
way
in
which
that
traffic
is
being
controlled
and
I.
P
Think
it's
implicit
in
the
Official
Plan,
but
that
be
considered
I,
did
raise
this
at
a
couple
of
the
of
the
public
meetings
and
I
did
make
his
submission,
although
I
didn't
copy
to
the
whole
committee,
because
now
what
can
I
tell
you?
You
guys
don't
need
six
more
pages,
but
I
did
submit
it
to
the
to
the
planner
and
also
to
two
counts
for
barking
barking.
Ten.
P
So
essentially,
what
I'm
asking
you
to
do,
I,
suspect,
I'm,
probably
getting
close,
is
to
ask
that
council
give
direction
to
staff
that,
should
you
choose
to
go
ahead
and
approve
this
report
and
walk
the
offer
becomes
a
necessity
I'm,
not
necessarily
in
support
of
it.
I,
don't
think
the
evidence
is
really
there
for
it,
but
other
delegations
to
make
those
points.
Let's
make
sure
that
the
traffic
modification,
our
arrangements
that
will
assist
Walkley
Road
as
a
fairly
unique
Road
in
the
city
are
properly
considered.
P
A
A
A
C
D
Mr.
Cooney
was
saying
that
document
when
I
was
away
about
two
two
months
off
from
the
starting
gates
of
the
project.
One
of
the
things
we'd
read
into
did
more
analysis
was
the
plan
for
Albion
and
again
we
talked
about
Lester
Oh,
being
the
tale
of
two
sides
of
Albion
Road,
and
we
came
to
see
that
there's
no
certainty
that
Abbey
Road
would
be
widened
itself,
and
this
in
turn
would
be
more
travelers
northbound
from
the
neutral
community
on
Bank
Street.
So
that's
the
specific
aspect
of
the
analysis
that
changed
and.
A
G
Yes,
chair,
the
the
whole
network
was
looked
at
as
part
of
the
transportation
master
plan
first
off,
so
we
have
to
they're
all
linked
together.
So
through
that
process
it
was
determinate
for
the
north-south
movement
serving
the
south
community
at
both
the
Trillium
Line
extension
and
the
widening
of
the
Parkway
were
needed.
G
As
for
the
timing,
the
Trillium
line
is
part
of
stage
2,
so
that
is
underway
in
terms
of
a
beas
are
being
finalized
and
we're
proceeding
with
that
and
the
plan
is
to
have
that
completed
by
2023
for
all
the
south
east
and
the
west.
The
parkway
itself
is
actually
from
our
report.
You
can
see
that
this
whole
project,
which
took
the
parkway
and
Leicester
there
are
actually
three
different
sections
of
the
project.
G
So
the
first
section
first
priority
is
a
referral
to
Hunt
Club
and
that
was
supposed
to
be
a
face:
one
project
to
be
completed
by
2019
in
the
transportation
master
plan,
but
due
to
current
financial
revenue
conditions
that
has
been
pushed
out
to
beyond
2019
interface.
So
it's
sitting
somewhere
between
2020
and
2025
for
funding
and
the
through
this
section
between
Brookfield
and
HUD
club,
the
Trillium
Line
is
already
in
service,
so
the
torn
in
line
itself.
They,
what
it's
being
provided
the
service
its
providing
it's
not
capturing
all
of
the
at
the
demand.
G
Yes,
it
starts
with
the
TMP
which
has
a
line
on
the
map,
and
then
we
from
there
to
make
it
to
bring
it
forward
for
implementation.
We
have
to
conduct
an
environmental
assessment
which
spells
out
the
the
shape,
the
design,
all
the
impacts
of
that
line
on
a
map,
and
that's
what
you
have
today.
So
the
report
here
today
is
approving
the
plan
that
you
had
approved
the
scope
of
in
in
May
2014
I
did
I
believe
so
that
so
that's
just
we,
we
were
directed
to
do
the
work
here.
It
is
here's
the
study.
G
A
That
goes
to
the
point
of
a
pic
councillor.
Beans
made
around
one
of
the
pieces
that
when
it
comes
to
budget,
she
may
have
a
different
opinion,
but
just
so
everybody
understands
it's
not
something
that
you
can.
You
can
make
substitutes
and
you
can't
you're
presenting
it
or
not
appeal
as
you're
presenting.
Does
that
correct?
That's.
G
H
H
That
contradicts
the
report
that
has
been
in
the
public
domain
since
November
2014,
so
through
November
2014
reports
said
that
that
section
was
not
needed
and
the
report
that
came
out
on
Monday
and
was
not
by
the
way
sent
to
members
of
council
was
posted
on
the
website
but
was
not
sent
to
members
of
council
contradicts
that
and
if
I
just
heard
correctly,
the
answer
the
answer
was
in
2014:
it's
gone
through
a
reform
and
since
then,
but
in
2014
there
was
consideration
of
the
widening
of
Abhiyan.
Is
that
the
answer
that
you
gave
the.
C
H
G
Me
if
I
may
clarify
widening
of
Albion
south
of
Leicester
is
still
in
the
TMP,
but
it's
not
in
the
affordable
Network.
So
it's
sitting
beyond
2031,
so
we
have
not
completed
an
EA
for
it.
So
if
we
look
at
the
overall
network,
it
would
address
a
north/south
movement,
the
widening
of
Albion
on
to
Leicester,
then
on
to
the
widening
Parkway.
So
that
would
be
the
movement
that
we,
but
that
the
transportation
master
plan
has
suggested
to
to
address
the
demand
from
the
south.
H
D
Mr.
chair,
it
is
unfortunate
that
laughs
report
was
secured
and
just
the
most
interesting
part
of
this
is
that
was
in
November
of
2014.
So,
three
weeks
later
in
December
working
with
the
communities,
we
had
already
made
the
change
okay.
So
if
Constitution
community
agenda
presentation-
and
it's
clearly
showing
the
amendment
we
made
in
that
early
period
a
year
and
a
half
ago,
okay,
so
that's
when
we
were
showing
the
nine
hundred
vehicles
per
hour,
Lester
at
East
of
Albion
and
that's
the
same
information
we
presented
at
the
first
public
open
house
in
January
2015.
G
The
analysis
and
the
presentation
we
had
it
showed.
Yes,
there
is
a
slight
over
capacity
comparatively.
There
is
an
increase
in
demand
for
the
section
east
of
Albion,
but
it
is
smaller.
The
demand,
as
you
can
see
here,
east
of
Albion,
is
an
extra
hundred
vehicles
per
hour
compared
to
the
rest
of
Albion
right.
So.
H
So
we
heard
from
one
of
the
presenters
today
he
doesn't
think
there
is
an
issue.
I
just
disagree
with
that,
but
he
suggested
that
even
the
widening
would
not
resolve
and
relieving
the
pressure
at
that
pinch,
point
and
I
just
like
to
hear
from
the
staff,
if
you
agree
with
his
assessment
or
if
it
in
fact
will
reduce
that
congestion.