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From YouTube: Transportation Committee – June 3, 2015
Description
Transportation Committee meeting – June 3, 2015 – Audio Stream
Agenda and background materials can be found at http://www.ottawa.ca/agendas.
A
Before
I
run
through
the
agenda,
just
on
a
transportation
related
matter,
I'd
like
everybody
to
remember
that
today
is
Tim.
Hortons,
send
a
kid
to
camp
day
so
as
you're
traveling
through
the
drive-through.
That's
the
transportation
link
as
you're
traveling
through
the
drive-through.
If
you
could
remember
that
and
it's
a
great
cause
and
that's
a
lot
of
good
work
that
they
do
in
the
city
to
make
sure
some
of
our
less
fortunate
kids
get
out
to
camp
every
year.
So
we
have
no
regrets
this
morning,
declarations
of
interest.
A
B
So
I
work
with
staff
I
getting
a
lot
of
complaints
and
in
areas
where
schools,
not
on
Main
streets
when
they're
on
Main
streets,
it's
not
an
issue,
but
when
they're
in
residential
zones,
I'm
sure
other
colleagues
as
well
have
seen
some
challenges.
It's
it's
not
that
a
sidewalk
flower,
a
real
plow,
don't
do
it!
B
It's
the
timing
of
it
becomes
an
issue
in
the
in
the
drop-off
zones,
school
buses
and
parent
drop-off
zones,
where
we
push
the
snow
to
the
edge
of
the
curb
and
there's
nothing
to
let
the
kids
over
the
the
snowbank
onto
the
sidewalk
and
into
the
school
zone.
So
if
committee
recognizes
that
I
mean
I
was
gonna
do
a
motion,
but
at
the
same
time
you
know
it's
a
direction
to
staff.
The
just
to
look
at
our
maintenance
quality
standards
be
amended
to
include
all
direct
access
points
within
school.
B
B
A
A
A
B
Concerned,
because
to
me
it's
not
about
additional
cost,
it's
about
your
doing
the
local
plowing,
it's
coordinating
that
work,
so
I'd
much
rather
I'd.
Much
rather
see
this
pass
to
a
firm
commitment
to
the
school's
own
areas,
and
that's
all
we're
trying
to
do.
It's
within
policy
were
quite
clarifying
the
policy
to
to
give,
through
this
a
clear
standard
for
staff
to
tilaka.
Why.
A
Do
you
do
this
thing,
because
you
see
some
confusion?
Staff
seems
to
think
that
there
may
be
additional
cost
to
this.
So
what
I'm
going
to
suggest
is,
perhaps
you
can
introduce
a
motion
of
sorts
today
and
then
between
now
and
next
meeting
staff
and
you
can
go
off
and
figure
out
exactly
what
the
nuts
and
bolts
that
motion
are
going
to
be
and
that
it
can
be
dealt
with
that
the
next
committee
meeting,
which.
A
Understand
that,
but
we
seems
to
be
a
lack
of
clarity
as
to
whether
you
want
to
go
ahead
as
a
motion
or
Direction
staff
says
they
can
deal
with
this
as
a
direction,
but
as
part
of
that
direction,
staff
has
indicated
they
need
to
look
at
the
issue
of
whether
there's
going
to
additional
costs.
You
don't
seem
to
think
there
is
going
to
be
additional
cost.
A
B
A
C
You
mr.
chair,
and
thank
your
staff
for
preparing
this
report.
I
just
need
to
clarify
a
clarification
on
Wendy
what
they
mean
by
the
hard
surfaces.
I
know
it
was
supposed
to
be
gravel
in
2016
and
staff
recommended
will
be
upgrade
to
the
surface
I
like
to
know
about
kind.
Is
it
ever
tie
or
Asheville?
So
I
just
did
some
clarification
on
that.
C
A
F
C
Yeah
so
I
guess
we
did
the
measurements
when
you
get
to
below
3.2
meters,
especially
on
the
street.
We
have
buses
and
that
need
that
that
was
just
to
safely
across
and
that's
where
we
tell
the
cyclists
when
you
get
those
really
narrow
lanes
to
take
the
lane.
We
see
that
in
construction
zones,
where
we
have
to
reduce
lanes
to
two
three
three
meters,
so
at
minimum
we
actually
put
signs
up
to
let
the
cyclists
know
that
you
know
you
don't
want
to
on
the
side.
F
F
A
A
A
C
A
B
A
C
E
A
I
Thank
you
everybody
for
having
us
today.
My
name
is
dawn
Noah,
I'm,
a
senior
project
engineer
with
the
Ministry
of
Transportation
and
we're
here
today
for
information
to
discuss,
I,
guess
the
free
information,
the
preliminary
design
of
the
Hollander
O'connor
structures
and
a
bridge
management
blend
for
about
the
ministries,
retained,
Morrison,
Hirschfeld
limited
in
concert
with
the
Bytown
engineering
to
complete
that
study
for
us
to
my
immediate
right
is
Steve
Taylor
a
project
manager
from
white
town
engineering
and
beside
him
is
andrew
Harkness
from
Orem
Hirschfeld
limited
and
mr.
Steven
Taylor
I'll.
E
E
They
have
varying
conditions
from
fairly
good
and
have
reflected
in
our
study,
recommendations
and
scope
for
the
structural.
A
woman
of
the
project
was
to
define
short
term
holding
strategies
that
could
carry
over
the
bridges,
review,
rehabilitation
or
replacement,
alters
and
select
one
of
those
two
choices
and
then
find
a
complementary
traffic
stage
and
plan
that
could
deliver
the
projects.
E
So
the
study
recommendations
are
evolved
using
a
very
comprehensive
evaluation
approach.
The
ministry
uses
this
maths,
evaluation
methodology
that
prioritizes
performance
and
the
rural
effects
and
the
recommendations
they
have
ended
up
being
divided
into
three
groups
of
L
throws
in
three
geographic
areas
and
I'll
describe
each
of
those.
So
we've
got
rehabilitations
in
section
1,
which
is
the
hollom
2
Bayswater
replacements
in
section
2,
which
is
physio,
train
and
Preston.
These
free,
rigid
frames
and
in
section
3
we've
got
two
replacements
for
Bronson
and
Percy,
and
your
birthday
bacon,
O'connor,
so
they're
just
describing
rehabilitation.
E
So
this
gives
a
view
of
the
existing
conditions
of
the
bridges.
The
majority
of
the
deterioration
is
occurring
in
the
bottom
photo
and
the
left
shows
the
centerline
joint
through
some
deterioration
or
we
have
water,
that's
infiltrating
between
the
two
bridges.
So
that's
an
area
of
corrosion,
as
well
as
the
aside
barrier
walls.
E
So
what
that
would
be
involved
in
rehabilitation.
The
bridges
that
we've
selected
to
carry
for
to
be
salvaged
in
rehabilitated
channel
includes
removing
the
concrete
out
of
the
overlay,
replacing
the
concrete
overlay
that
it
was
replaced
in
1984-85
and
then
I
felt
new
variables
and
minor
repairs
to
the
substructure
and
frame
legs
below.
E
So
the
locations
on
major
frames
were
going
to
replace
them
include.
Preston
Rochester,
booth,
Boston
and
Percy,
and
a
photograph
of
God
in
here
shows
that
the
construction
methodology
or
those
bridges
will
be
built
off-site
from
existing
Queen's
reign
and
would
be
built
in
staging
areas
and
then
being
lifted
into
place
and
transported
to
the
new
bridge
locations
is
a
very
innovative.
E
The
ministry
are
undertaking
for
the
project
and
I'll
describe
one
second,
so
this
is
a
design
of
a
place
for
rigid
frames.
So
this
we
don't
think
has
been
done
in
this
fashion
and
size
anywhere
on
the
world
and
at
the
shady,
though
it
shows
the
new
bridge
that
will
be
carried
and
lifted
into
place
and
as
can
be
set
on
the
existing
footings.
E
So
the
existing
foot
image
of
the
bottom
in
here
and
it'll
be
a
clock
I
designed
from
the
frame
leg
that
will
be
dropped
on
the
existing
for
it,
and
so
it
so
it's
a
very
efficient.
It's
very
time.
Efficient
is
very
cost
efficient
and
it's
a
it's
an
innovative
approach
that
there
is
rapid
replacements
for
you
bite
into
it.
The
Queensway,
so
my
next
slide
just
shows
the
larger,
the
largest
of
all
that
we
do
frames
it'll
be
replace.
So
this
is
bronson
abbien
same
approach.
E
So
the
third
type
of
project
or
the
delivering
is
the
is
the
staging
race
for
the
rigid
frames
outside
locations.
So
we've
got
the
group
of
three,
the
Preston
broad
chest
release
rate
and
those
staging
areas
are
proposed
to
be
in
existent
parking
lot.
This
is
a
recommended
location
and
it's
it's
just
east
of
Preston
Street
between
Aberdeen
and
be
treated,
and
the
recommendation
is
that
there
will
be
a
Arisa
that
property
and
it'll
create
a
bridge
from
from
which
the
bridges
will
be
transported
to
the
sites.
E
Corleone,
which
was
the
former
school
board
site
and
one
on
the
north
side
of
the
Queensway,
which
is
a
storage,
had
450
Catherine
Street,
and
that's
a
recommendation
for
for
purchase
based
on
the
combination
of
retaining
wall
and
the
bridge
part
is
coinciding
at
the
same
time,
and
existing
building
is
actually
underneath
a
cantilever
section,
the
Queen's
right.
So
this
is
one
of
two
locations
that
have
that
condition.
E
So
the
old
train
is
the
the
third
bridge
type
that
we're
going
to
be
doing.
It's
gonna
be
a
rapid
replacement,
but
it's
got
a
different
methodology
and
one
of
the
key
issues
for
the
Train
cool
it
will
be
maintaining
service
as
much
as
possible
for
the
existing
oil
train
and
that's
one
of
the
key
conditions
that
will
be
describing.
E
So
this
is
a
recommended
structural
placement
type
for
we
do
train
and
Jackson
State
slide
the
replacement.
So
the
sub
structure
will
be
built
in
advance,
underneath
the
existing
bridge
and
then
on
a
three-day
weekend
which
we
proposed
to
be
August
1st
long
weekend,
the
we'll
be
slid
into
place
and
will
maintain
the
existing
track,
protection
for
future
twin
tracking
and
existing
multi-use
paths
on
the
east
side
of
the
corner.
E
At
the
end
of
the
aluminum
science
phase,
we
actually
looked
at
the
constructibility,
focusing
on
the
West
Pier
and
where
my
cursor
is
shows
a
line
of
existing
piers,
really
the
kirbridge,
and
we
have,
in
a
lot
of
stages
of
the
very
design,
made
a
recommendation
and
move
the
rest
Obama
to
be
behind.
That
line
appears,
you
know,
avoid
conflicts
with
the
act
of
old
train
it'll
make
the
new
apartment
up
on
the
rock
ledge,
and
many
other
benefits
of
that
change
will
be
able
to
provide
space
that
will
preclude
any
future
recreation.
E
So,
as
I
said,
the
O
train
will
have
a
jack
and
slide
technology.
It's
similar
to
some
of
the
super
structures
that
are
in
phase
replace
on
the
Queensway.
The
difference
in
this
location
is
that
the
train,
jack
and
slides
will
be
built
over
top
of
the
right
beside
the
Queensway
and
that
we
said
from
this
South
the
North
side's
into
place
on
the
weekend.
The
bridges
removed.
E
So,
as
I
said,
one
of
the
issues
is
the
old
train
service.
There's
three
time
lines
when
the
o
train
will
be
influenced.
The
first
is
the
pre-event
activity
hoarding
over
top
of
the
rail
line
and
some
structural
support
that
the
new
superstructure
being
built
on
both
sides.
Oh,
please
write
our
change
to
the
West
abutment
as
going
to
reduce
any
effect
on
the
old
train
and
all
the
work
that
we're
proposing
in
advance
of
the
weekend.
Jackin
side
will
be
scheduled
to
occur
at
night.
E
E
E
One
of
the
cons
for
the
community
there's
been
interest
along
the
corner
is
that
the
ministry
are
going
to
deliver
a
contact
sensor,
design
with
each
of
the
structures,
whether
they
rehabilitate
it
or
replaced.
There's
going
to
be
a
common
theme
throughout
the
replacement
structures
that
matches
the
philosophy,
the
Ministry
of
taking
elsewhere
in
the
corner.
It's
going
to
include
these
decorative
pedestals.
E
So
there
are
so
many
Marmol
effects
that
we've
ended
up
with
the
project.
They
include
the
road
closures
at
the
replacement
sites,
so
we
asked
many
have
to
be
three
weeks
in
duration.
We
have
detail
rates
for
the
next
street
that
will
pay
all
of
that.
The
work
there
will
be
sidewalk
disruptions,
there'll
be
some
in
a
longer
term
through
our
discussions
that
are
useful.
E
We've
come
up
with
a
way
to
minimize
those
disruptions
through
supporting
and
temporary
access
down
to
the
footings,
so
the
contractor
will
be
able
to
get
in
in
and
measure
the
exact
location
of
footings,
with
sidewalks
being
open
about
the
Queensway
closures
for
all
the
replacements,
so
Jack
and
slide,
or
the
heavy
lifts
and
they'll
be
two
lane
closures
for
each
of
the
rehabilitation.
Products
and
they'll
happen
on
consecutive
weekends.
E
So
there
will
be
some
traffic
impacts,
but
some
extensive
modeling
and
the
foreclosures
or
partial
clauses
of
the
Queen's
are
they
all
terms
that
provide
the
least
effect
to
operations
on
the
Queensway.
I
have
two
properties
that
are
affected
by
the
outcome
of
the
evaluations,
the
recommendations,
the
setting
one
is
the
47
Yonge
Street.
E
We've
had
extensive
public
consultation
as
we've
gone
through
the
the
project
is
included
project
website
we've
had
to
public
information
centers
within
the
study
area.
We've
got
comments
from
the
public
and
they've
allowed
two
modifications
being
done
as
part
of
the
study
and
we've
had
a
consultation
with
both
the
city
and
the
NCC
is
part
of
our
municipal,
Advisory
Committee
and
our
plan
is
that
we're
nearing
the
end
of
the
technical
activities.
E
E
So,
to
finish
my
presentation
this:
these
are
the
key
issues
that
we
found
as
part
of
the
study,
so
we've
had
support
for
longer
bridges
and
technical
evaluations.
Our
mats
process
has
led
us
to
use
this
very
efficient
location
of
matching
the
existing
spans
for
the
rigid
frame
locations
and
we
have
been
able
to
use
a
longer
span
bridge
for
the
the
O
training
location.
E
E
So
in
those
changes,
if
considered,
can
be
done
at
the
detail,
design
stage
of
the
project
under
the
jurisdiction
of
the
City
of
Ottawa,
who
wanted
to
change
some
of
the
lane
space
that
are
used
for
park
near
ridiculous
for
for
glider
sadhaks
that
could
be
part
of
a
city
year.
Decision
they've
had
comments
and
concerns
that
we
should
be
careful
about
the
loss
of
parking
in
the
prescence
free
area.
E
We've
had
comments
from
the
public
with
the
safety
want
to
improve
the
elimination
of
cross
streets
and,
as
part
of
a
municipal,
Advisory
Committee.
The
city
are
part
of
any
recommendations
to
improve
lighting
uses
under
the
bridges
and
that's
part
of
handed
love
recommendations
where
the
context
sensitive
design
and
the
last
key
issue
is
from
the
public
for
our
second
EIC
was
support
for
allowing
space
for
multi-use
paths
along
the
west
side
of
your
f---ing
location,
and
they
saw
a
fondness
at
the
end
of
our
pillars.
E
I'm
there
live
longer
span,
won't
preclude
any
in
the
other
use
on
the
west
side
of
the
AirTrain
quarter,
and
that
will
be
document
in
an
hour
tester,
so
we're
near
the
end
of
a
project.
We've
got
a
lot
of
steps
that
have
led
us
to
this
design,
we're
confident
what
we
have
that
we'd
happy
answer.
Any
questions
on
process
for
our
issues.
F
Hi,
how
are
you
thank
you
for
this?
Just
a
couple
questions
I,
just
note
that
you
and
first
off
thank
you
from
many
people
in
community
that
you
will
be
widening
the
overpass
over
the
the
trillium
line
that
to
allow
for
a
future
access
for
a
cycling
road
that
straight
route
along
the
the
west
side.
So
appreciate
that
work
that
you
did
along
with
the
mayor
here
and.
F
I
Sir,
those
structures
themselves,
they're
gonna,
look
very
similar.
You
know
the
changes
to
the
context-sensitive
designs
that
Steve
had
mentioned,
but
in
generally
in
shape
and
configuration
they're
going
to
look
very
similar
in
that
green
space.
Yes,
should
still
be
there,
and
one
of
the
things
we
did
open
up
as
part
of
this
project
was
to
try
and
partner
with
the
communities
to
improve
those
spaces
where
that
means
for
us
moving
our
fences
back
and
really
trying
to
get
community
to
have
a
their
sense
of
identity
in
those
areas.
F
I
Actually,
it's
a
very,
very
long
list
of
a
criteria
and
pretty
much
anything
you
can
think
of
what
was
considered
in
those
everything
from
traffic
disruption
to
cost
in
terms
of
those,
the
ones
that
are
being
rehabilitated
versus
replaced.
The
disruptions
actually
fairly
similar
based
on
the
schemes
that
we
have
at
this
point
in
time.
The
big
difference
for
the
ones
that
are
being
rehabilitated
or
the
areas
that
we
either
didn't
have
enough
space
there
weren't
enough
rooms,
or
there
were
more
constraints
to
actually
be
able
to
physically
pick
up
and
remove
those
structures.
I
F
I
I
think
we
did
looking
for
the
city
of
our
ought
to
be
to
be
leading
that
one
for
us
when
we're
in
there
doing
work,
we've
always
partnered
with
the
city
if
they,
if
they
requested
workforce,
but
that
would
be
a
municipal
responsibility
to
tell
us
that
that
that
space,
that's
the
deal
space
under
there,
that
you'd
like
to
something
else
so
we'd
be
looking
to
the
City
of
Ottawa
to
be
bringing
that
forward
to
us.
Yes,
of
course,
thank
you.
B
Couple
of
questions
following
what
we're
seeing
on
the
current
work
and
as
reflected
in
those
pictures
when,
when
you're,
driving
and
you're
going
over
these
bridges,
you're
noticing
glass
or
plastic
feature
on
the
edge
of
of
the
the
wall.
I
wonder:
what's
the
idea
about
Minot
because
what's
snow
and
use
just
looked
cheap
after
a
couple
years,.
I
And
actually,
there's
a
couple
of
reasons
we
do
those,
sometimes
it's
because
of
whether
or
not
we
want
to
preserve
a
view
rather
than
having
a
tunnel
tunnel
section
in
there,
for
instance,
becomes
a
perception
of
a
tunnel.
The
other
reason
is
a
structural
reason.
Those
panels
are
actually
lighter
than
the
other
ones.
So
over
this
type
of
structures,
if
we
do
require
less
weight,
then
we
will
go
to
a
clear
panel
in
terms
of
the
long
term,
I
guess
making
sure
they
don't
look
cheap,
actually
a
self-cleaning
panel
that
they
do
work
really
well.
I
B
I'm,
your
pastor,
we
have
some
pretty
great
artwork,
especially
on
the
one
on
Preston
I,
wonder
through
this
project.
I
know,
you've
you've
demonstrated
a
look
and
feel
and
then
some
of
the
light
features
and
so
on,
but
I
wonder
how
that's
promoted
through
through
the
renewal
of
these
bridges
and
for.
I
The
Preston
one
specifically
we've
been
in
discussions,
obviously
with
the
BIA
that
takes
care
of
those
murals
and
they
have
every
intention
of
when
we
replace
Preston
to
put
those
murals
back,
both
the
painted
on
ones
and
ones
that
detach
and
obviously
we're
willing
to
are
willing
to
allow
that
to
continue
from
the
other
ones.
Again,
it
would
be
on
a
case-by-case
basis
for
some
of
the
other
streets.
I
I
know,
we've
obviously
got
a
mural
program
with
the
city
motto
or
right
now
for
several
other
structures
in
this
stretch
that
when
communities
or
the
city
itself
approaches
us
for
them,
we
do
look
at
those.
There
are
some
restrictions
just
so
that
we
can
continue
on
our
inspections
and
the
maintenance
things
that
we
need
to
do,
but
we
were
always
open
to
that
to
partnering
with
the
communities
in
the
city
on
those
I
think.
B
I
Be
done
before
that
timeframe
we're
talking
later
on,
build
those,
especially
for
the
rigid
frames
like
you're
talking
about
Preston
whatnot.
You
know
2018-2019
bill
that
and
years
beyond
that,
so
in
terms
of
the
2017
you're
not
going
to
see
large
changes
for
for
these
structures
that
we've
discussed
and.
I
B
That's
why
I
was
going
the
Oh
Train
we've
seen
that
it
it's
a
real
impact
that
Bayview
in
our
station
of
the
old
train.
If
you
work
with
our
OC
staff
to
minimize
the
closure
of
our
train,
it's
such
an
important
corridor,
and
we,
you
know,
have
you
looked
at
station,
location
and
stuff
like
that
to
to
enable
the
service
through
this
road?
Yes,.
I
We've
been
in
continuous
contact
with
them
throughout
the
project,
trying
to
learn
what
their
constraints
are,
what
we
can
and
can't
do
there
are
any
impacts
right
now
to
that
station
too,
soon
to
the
north.
Here's
you're
speaking
of
there's
no
impacts
to
that
station
that
we
foresee
even
during
construction.
The
main
thing
is
going
to
be
during
the
slide
itself.
We
obviously
can't
have
the
old
trains
running,
so
that's
going
to
be
that
three
to
five
duration,
day
duration,
that
we
need
the
old
train
to
be
shut
down.
Okay,.
A
J
You
just
very
briefly
as
councillor
McKenna
is
already
touched
on
this,
as
you
know,
and
yourself
touched
on
you've
heard
feedback
that,
when
these
bridge
replacements
are
occurring,
that
any
opportunity
to
increase
space
for
pedestrian
or
cyclist
B
be
achieved.
My
understanding,
then,
though,
is
that
you
know
making
that
span
wider
is
rarely
possible.
You
look
for
that
and
data
where
you
could.
I
We
did
look
at
that
because
of
structure
type
and
the
method
of
replacement.
It
is
not
an
easy
thing
to
do
very
complex,
very
expensive,
and
when
we
went
through,
we
did
look
at
the
feasibility
of
it
and
when
we
did
our
evaluations
of
it,
it
came
back
to
being
that
this
is
the
same
stance
was
the
way
to
go
for
those
structures.
So
no,
there
will
be
no
extra
space
underneath
those
structures
themselves
again,
the
only
way
for
it
to
change
anything
that
would
be
reallocation
of
the
existing
space.
Well,.
J
Thank
you,
I!
Guess
thanks,
but
no
thanks
in
the
polite
as
possible
way.
You
know
we
don't
give
direction
or
instruction
to
another
level
of
government
that,
as
you
would
certainly
know,
we
are
looking
for
ways
where
we
can
to
get
that
additional
space.
It's
now
up
to
us
to
work
with
our
our
staff
on
notice,
though
you
already
know
that
for
me
that
will
be
looking
for
ways.
There
was
pinch
points
under
bridges.
J
Over
bridges
are
always
the
critical
ones
for
for
both
cyclists
and
pedestrians,
and
often
lead
to
conflicts,
even
between
the
two
of
those
usually
where
they
want
to
share
a
sidewalk,
because
the
cyclists
aren't
comfortable
on
the
road.
So
we
will
need
to
look
for
how
to
reallocate
that
space.
Thank
You
councillor.
H
Cactus
Thank
You
chair
and
thanks
to
MTO
staff
for
being
here
this
morning,
one
of
the
questions
I
think
was
already
covered
about
the
timelines,
because
I
didn't
see
any
timelines
in
terms
of
actual
construction
but
you're
saying
2018
2019
and
my
key
point
on
the
timelines
was.
As
you
know,
we
have
a
lot
of
construction
going
on
in
the
city
in
the
next
few
years
and
to
obviously
court
Naples
construction
projects
to
make
sure
that
we
mitigate
the
effects
on
our
residents.
H
My
other
question
was
just
about
the
process
of
how
often
you
assess
the
the
bridges
and
then
the
process
is
termed
I
seen
your
presentation
were
in
pretty
good
shape.
Most
of
them
are
in
good,
fair
condition,
and
you
know
obviously
I
think
you're
doing
a
good
job
because
we
don't
see
any
bridges
collapsing,
not
gonna.
Look
like
we
do
on
the
Quebec
site
sometimes.
I
So,
legally,
we're
required
to
inspect
our
structures
every
two
years.
That's
the
law
and
that's
what
we
do,
the
majority
of
them.
We
do
from
our
structural
staff
ourselves.
We
also
do
outsource
some
to
service
providers
as
well.
But
again
it's
a
two-year
ongoing
to
your
thing
in
terms
of
programming,
your
rehabilitation
or
replacement.
Again,
that's
all
a
function
of
the
condition
and
what
you
see
during
those
assessments
and
then
we
basically
prioritize
our
structures
when
they
get
to
a
certain
certain
aging
condition.
We
start
to
plan,
which
is
what
this
is
right.
I
H
C
You
very
much
mr.
chair
and
thank
you
for
your
presentation
this
morning,
question
regarding
accessibility
during
construction.
How
are
we
gonna
maintain
that,
in
terms
of
the
sidewalks,
are
you
employed
both
side?
We
actually
keep
one
open
and
a
how?
How
does
somebody
with
the
accessibility
device
you
know
go
through
the
construction
zone
and.
I
That's
the
main
concern
at
first
is
one:
can
you
get
from
one
side
to
the
other,
and
can
you
do
it
safely,
so
there
will
be
sidewalk
closures,
we've
attempted
to
minimize
them.
What
we
think
is
the
minimal
time
that
we
have
now,
but
when
we
do
get
down
to
detail
design,
we
will
look
at
making
sure
that
they
have
accessible
routes.
Would.
C
You
be
having
somebody
on
the
site
to
monitor
that
accessibility.
Is
there
you
know
available
to
the
people
as
the
need
during
construction?
You
know
the
barriers
get
placed
without
your
consultation
or
without
thinking
about
the
accessibility
issue,
so
you
just
want
to
make
sure
that
there
will
be
somebody
on
the
site
to
manage
that
kind
of
thing.
Yes,.
I
Sir,
we'll
be
very
clear
in
a
contract
language,
first
of
all,
to
make
sure
the
contractor
knows
what
he
is.
It
is
responsible
for
and
then
obviously
we
always
retain
construction
administration
staff,
whether
that's
our
in-house
staff
or
outsourced
staff
that
are
required
to
make
sure
that
all
those
constraints
are
followed.
So
we
will
have
people
on
site
to
monitor
that.
Yes,
thank
you.
Thank
you.
A
Mr.
chair,
thank
you
and
I'd
like
to
thank
MGR
for
coming
out
and
anytime.
You
want
to
come
visit
us
with
with
good
news
funding,
even
you're
more
than
welcome.
So
thanks
again
we're
going
to
move
now
to
the
next
item,
which
is
number
5
on
the
list,
which
is
the
O'connor
street
bike
way:
Wellington
Street
Fifth
Avenue.
Now
we
do
have
a
staff
presentation.
A
Just
and
I
think
that
would
give
some
context
to
where
we
hope
to
go
with
this
and
may
also
answer
some
of
the
concerns
that
some
of
the
delegations
may
may
have
about
what
we
proposed
the
final.
The
final
plan
is
to
look
like
so
council
session.
If
you
could
introduce
your
motion
first
and
then
I
propose
who
go
to
staff
presentation
and
then
before
questions
the
staff
will
deal
with
the
individual
public
delegations
and
then
we'll
go
to
any
questions
for
staff.
J
Thank
you
very
much
and
I
already
can't
do
this
without
giving
a
bit
of
context.
First
I
am
very
much
in
support
of
this
report
and
clearly
more
so
if
these
amendments
that
these
changes
are
made
in
a
sense,
O'conner
is
two
different
streets.
It
is
the
very
busy
wide
one-way
Boulevard
that
you
see
running
through
downtown
that
is
on-ramp
to
the
Queensway.
That
is
a
very
daunting
place
to
cycle
and
yet
in
a
perfect
location,
with
an
underpass
under
the
Queensway
to
put
a
bike
route.
J
In
other
ways,
I
was
comfortable
with
going
through
a
shared
use,
use
of
Pharos,
but
I
wanted
to
only
do
that
with
additional
traffic
calming
measures
where
I
felt
that
they
were
merited
and
I
also
wanted
us
to
look
at
not
just
stopping
at
Strathcona
as
we
originally
looked
at.
But
seeing
how
far
could
we
push
the
separate
lanes
closer
to
first
Avenue
and-
and
still
you
know-
accomplish
the
overall
golde
here-
put
that,
in
other
words,
to
see
how
far
we
could
we
could
push
those
separate
lanes.
J
That
staff
be
directed
to
assess
the
feasibility
of
modifying
the
existing
ball
boats
on
O'connor
Street,
to
better
accommodate
cyclists
and
to
adjust
the
recommended
design
accordingly
and
that
staff
be
directed
to
review
the
opportunity
to
designate
O'connor
Street
as
a
30
kilometer
an
hour
zone
from
Victoria
Avenue
to
a
Homewood
Avenue
as
I'm
reading.
This,
though
I'm
thinking
this
may
not
be
the
most
recent
version
of
this,
we
actually
had
the
most
recent
version
talks
about
first
Avenue,
not
glebe
Avenue.
J
J
So,
in
a
sense,
it
could
act
as
a
full
bike
lane
when
it's
not
a
school
bus
school
period,
but
bicycles,
then
move
out
and
use
a
shared
Lane
outside
of
that
I
know.
It's
a
lot
of
material
glad
to
help
explain
that
later
in
discussion.
But
thank
you
for
thank
you
to
staff
for
helping
with
me
with
this
motion
and
we
can
discuss
this
as
we
go
through.
So.
A
Just
again,
to
put
a
bit
more
contacts
with
for
the
committee
members
and
anybody
in
the
audience
may
want
to
speak
to
the
matter
after
your
presentation,
councilor
trim,
Shenko
indicated
that
working
with
you
on
this
motion
is
it.
Is
it
safe
to
say
that
before
you
get
into
your
presentation,
the
staff
is
supportive
of
the
recommendations
in
the
motion.
Yes,
we
want
you,
okay,
so
I
think
again,
I
think
that'd
be
helpful
for
further
members
of
committee
and
those
in
the
audience.
A
I
think
what
this
is
really
about
is,
as
with
a
lot
of
the
transportation
projects
in
the
city.
This
is
about
balance.
It's
it's
about,
recognizing
that
all
the
residents
in
the
city
travel
around
the
city
and
a
whole
variety
of
different
ways
on
any
given
day.
They
could
take
the
bus,
they
could
ride
their
bike,
they
could
walk
and
they
could
drive,
and
so,
when
we
go
forward
when
we
make
a
change
like
this,
we
have
to
keep
all
that
in
mind.
D
Thank
You
mr.
chair,
my
name
is
Cornell
Moochie
I
am
the
program
manager
for
strategic
transportation.
Planning
on
my
right-hand
side
is
Robert
Greenwood
senior
project
manager
for
the
opponent
project
and
further
far
on
my
right
is
a
de
cuisine
Oh.
She
is
the
program
manager
for
air
traffic
management
and
she
is
the
project
manager
for
the
south
part
of
the
project
before
Robert
delivers
presentation.
I
will
just
highlight
how
does
the
oak
corner
project
fit
into
the
city's
long
term
strategic
plan
to
build
a
city
that
is
more
sustainable?
D
The
focus
of
our
transportation
planning
efforts
has
to
continue
to
be
on
moving
people
and
in
terms
of
the
trends,
the
picture
is
rather
positive.
During
the
last
15
20
years
there
are
more
people
living
in
downtown.
There
are
more
jobs
in
downtown,
more
people
traveling
to
and
from
downtown
why
the
number
of
cars
to
and
from
downtown
has
been
steadily
and
slowly
decreasing,
because
that
is
a
very
healthy
trend,
and
that
is
the
trend
that
will
have
to
continue
in
the
future.
K
K
The
recommendations
before
you
are
the
result
of
studies
that
have
been
conducted
over
the
past
year
or
so.
This
work
was
initiated
in
the
summer
of
2014,
based
on
the
council,
approved
transportation,
master
plan
and
Ottawa
cycling
plan
with
the
goal
of
creating
a
functional
plan
for
a
crosstown
bike
lane
along
O'connor
Street.
K
Central
north-south
bike
way
the
implementation
in
the
east-west
bike
way,
which
includes
the
lower
avenue,
segregated
bike
lanes
and
the
significant
growth
in
cycling
that
resulted
from
that
project,
has
set
the
stage
for
the
O'connor
bike
way
to
satisfy
the
need
for
a
high-quality
central
north-south
route.
The
bike
way
will
ultimately
connect
Parliament
Hill
in
the
north,
the
downtown
core,
Center
town,
the
greed
and
Lansdowne
Park
in
the
south,
and
will
provide
a
more
centrally
located
alternatives
to
the
heavily
used
Rideau
Canal
pathway.
K
The
Ottawa
cycling
plan
identifies
O'connor
as
a
crosstown
bike
way
and
as
a
spine
route
within
phase
1
of
the
OCP
implementation,
which
is
between
the
years
2014
and
2019
the
recommendations
of
for
O'connor
the
result
of
two
studies:
the
first,
the
O'connor
Street
bike
way
study,
which
covered
O'connor
between
Wellington,
Street
and
glebe
Avenue,
for
which
I
am
the
project
manager,
assisted
by
Parsons
consultants
and
the
second.
We
believe,
neighbourhood
cycling
plan,
which
includes
our
corner
between
and
Fifth
Avenue,
which
was
managed
by
Heidi
personnel
assisted
by
group.
K
The
bikeway
was
divided
into
in
recognition
of
the
very
different
contexts
have
caught
o'connor,
north
and
south
of
the
queensland
oil
isabella
street.
To
the
north
is
a
high-traffic
high-speed
arterial
road
to
the
south
is
a
quieter
local
street.
The
two
contexts
are
illustrated
in
the
images
on
screen.
K
The
study
started
with
a
review
of
relevant
policies
and
design
guidelines,
including
the
city's
cycling
facilities
selection
tool
to
generate
the
rest
of
preliminary
options
for
consideration.
These
included
conventional
bike
lanes,
either
physically
segregated
or
not,
depending
on
a
context,
a
segregated,
bi-directional
bike
way,
which
is
designated
space
for
bicycle
travel
in
two
directions.
This
can
be
either
on
the
east
side
or
the
west
side,
and
shared
use
lanes
for
cyclists
and
motorists
share
the
road
which,
in
the
case
of
O'connor,
is
only
appropriate
in
the
South
sector.
Within
the
Glee.
K
There
were
also
different
options.
Combinations
of
the
options
considered
the
various
options
were
screened
down,
based
on
a
series
of
consideration,
including
those
listed
on
the
screen
here.
Accessibility,
traffic
impacts,
including
public
transit,
safety
of
all
road
users,
designated
zones
along
the
for
loading,
taxis
and
so
on.
Operations
are
critical
intersections,
like
Catherine
Street
and
Isabella
Street
in
the
south
peer-review
input
from
a
Dutch
design,
consultants
on
street
parking
and
insights
and
best
practices
from
other
jurisdictions.
This
screening
led
to
the
identification
of
alternative
concepts
for
more
rigorous
evaluation.
K
The
alternative
concepts
were
evaluated
based
on
input
from
the
public
and
targeted
stakeholder
consultations,
as
well
as
a
qualitative
criteria
based
evaluation,
which
included
30
different
criteria,
ranging
from
policy
to
accessibility
to
safety.
From
this
evaluation
to
draft
preferred
concepts
were
identified
to
be
developed
into
a
proposal
for
the
O'conner
corridor,
north
of
Isabella,
a
segregated
bi-directional
bike
way
on
the
east
side
and
south
of
Isabella
conventional
bike
lanes
on
both
sides.
K
The
project
included
a
very
comprehensive
consultation
program
to
engage
community
groups,
property
owners
residents
and
others.
From
the
very
beginning
of
the
study,
we
made
every
effort
to
talk
to
anyone
interested
in
this
study
and
sought
out
those
who
might
have
an
interest
we
posted
signs
on
the
street.
We
went
door-to-door
up
and
down
Alcona.
We
held
individual
meetings
with
specific
property
owners,
hotel
managers
and
small
business
owners,
and
we
held
two
public
consultation
events
which
were
attended
by
almost
100
people.
Each
the
full
details
of
the
consultation
program
are
included
in
the
report.
K
The
feedback
received
over
the
course
of
the
consultation
was
strongly
in
favor
microprojects,
clear
direction,
on
the
need
for
physical
separation
of
cars
and
bikes
predominantly
in
the
north
sector.
The
desire
to
see
the
bike
way
implemented
quickly
concerns
about
impacts
to
parking
and
curbside
access
in
the
Glebe
and
the
expression
of
support
for
bike
lanes
in
the
Glebe,
rather
than
shared
use
lanes.
K
The
revised
recommendation
acknowledges
the
lower
traffic
volumes
and
lower
speeds
of
this
two-way
streets
and
the
unique
need
for
on
street
parking
and
curbside
access
in
the
area,
for
example,
to
serve
multi-unit
residences,
with
frontage
only
on
O'connor
that
have
no
off
street
parking
or
vehicle
access
and
whose
residence
replot
rely
on
the
residential
on
street
parking.
Permit.
K
Bi-Directional
bike
ways
like
the
one
proposed
for
O'connor
in
the
north
sector
are
not
common
in
Ottawa,
however,
they
are
established
in
other
Canadian
cities
and
in
some
cases,
have
been
in
place
for
many
years
for
reference.
The
study
team
researched
examples
from
other
Canadian
jurisdictions,
including
Hamilton,
Ontario,
Montreal,
Quebec
and
Vancouver
BC,
to
determine
lessons
learned
best
practices
and
alternative
design.
Details
such
as
pavement
markings
and
traffic
signals
to
inform
the
development
of
the
functional
plan
for
the
karna
bikeway.
K
The
recommendation
for
the
north
sector
of
O'connor
between
Wellington
Street
and
Pretoria
Avenue
is
for
a
bi-directional,
segregated
bike
way
on
the
east
side,
as
illustrated
in
this
image.
Looking
north
on
O'connor,
this
example
cross-section
shows
the
all-time
parking
lane
on
the
west
curbside.
This
is
typical
along
the
corridor,
but
it
does
vary
by
block,
for
example,
of
the
north
end
north
of
Nepean
Street.
The
curb
Lane
provides
parking
off-peak
and
a
travel
lane
a
traffic
travel
lane
during
the
afternoon
rush
hour.
The
detailed
block-by-block
plan
is
included
as
an
attachment
to
the
staff
report.
K
Continuing
south
a
transition
block
is
needed
to
segue
from
the
bi-directional
bike
way
in
the
north
to
the
shared
use
lanes
in
the
south,
and
for
this
reason,
bike
crossings
are
proposed
at
the
O'connor
Pretoria
intersection,
with
bike
lanes
on
both
sides,
south
of
there,
between
Victoria
and
Strathcona,
which
is
the
last
one-way
block
of
O'connor.
On
one
side,
the
bike
lane
will
be
contraflow
to
vehicle
traffic,
so
a
buffer
is
proposed
to
separate
cyclists
from
oncoming
cars
in
this
block
south
of
Strathcona.
K
The
plan
calls
for
shared
use
lanes,
given
the
lower
speed,
lower
traffic
volume,
environment,
paving
markings
and
signs
will
be
added
to
help
guide
people
traveling
by
bike
and
to
make
motors
more
aware
of
the
presence
of
cyclists
additional
traffic.
Calming
measures
will
be
considered
in
order
to
ensure
low
vehicle
speeds
in
this
area.
K
Implementing
the
O'connor
bike
way
has
recommended
will
result
in
the
following
outcomes
for
pedestrians,
since
the
project
works
almost
entirely
within
the
existing
curbs.
There
are
practical,
no
impacts
to
existing
sidewalks
in
the
north
sector.
The
new
bike
way
will
provide
a
buffer
space
between
the
sidewalk
and
vehicle
traffic.
K
Also,
the
bike
way
design
maintains
a
grade
separation
between
bikes
and
pedestrians,
with
bikes
on
the
road
pavement
and
pedestrians
up
beyond
the
curb
on
the
sidewalk
people,
traveling
by
bike
will
see
significant
improvements
in
safety,
comfort
and
connectivity.
They'll
be
able
to
travel
both
north
and
south
along
the
bike
rack
and
will
be
physically
separated
from
heavy
and
fast-moving
vehicle
traffic
in
the
North
sector.
There
will
also
be
an
emphasis
on
safe
intersection
and
driveway
design
for
bikes
and
cars
may
cross
paths,
as
the
project
goes
into
detailed
design.
K
Motor
vehicle
traffic
during
the
afternoon
rush
hour
will
exhibit
longer
travel
times
in
queueing
Isobella
and
changes
will
be
required
in
intersections
to
accommodate
the
bikeway,
including
at
the
highway
417
ramps
at
Catherine,
Street
and
Isabella
Street.
No,
a
vehicle
speeds
are
anticipated,
as
the
corridor
is
known
with
reduced
vehicle
lanes.
K
Changes
to
on
street
parking
and
curbside
access
in
the
north
sector
will
vary
by
time
of
day.
As
some
west
side
parking
has
changed
from
off-peak
only
to
all
time
availability
and
the
East
Side
parking
lane
is
replaced
with
the
bike
way.
Some
new
on
street
parking
will
be
added
to
side
streets.
However,
it
will
not
be
possible
to
reinstate
a
loss
of
parking.
The
various
designated
zones
along
O'connor
for
taxis,
hotels,
dating
and
so
on
will
be
retained,
relocated
or
removed.
K
Given
the
reduction
in
vehicle
lanes
proposed
for
O'connor
and
the
potential
traffic
impacts,
a
comprehensive
traffic
analysis
was
conducted.
Historical
traffic
counts
indicate
that
traffic
volumes
on
O'conner
are
decreasing
by
about
1%
per
year
and
as
experienced
on
other
city
projects
like
the
lower
avenue
segregated
bike
lanes.
When
traffic
capacity
is
reduced,
drivers
can
be
expected
to
respond
by
either
diverting
to
other
routes,
changing
the
time
of
their
trips
or
changing
their
mode
of
travel,
in
order
to
account
for
these
expected
changes,
but
also
to
recognize
that
such
changes
take
time
to
play
out.
K
K
One
aspect
of
the
traffic
analysis
looked
at
queueing.
The
graph
on
screen
here
shows
how
the
peak
lineup
or
queuing
of
cars
at
two
critical
intersections
varies
through
the
course
of
the
day
so
along.
The
bottom
is
the
time
of
day
from
7
a.m.
to
7
p.m.
and
the
vertical
axis
is
the
length
of
the
PQ.
K
The
red
line
shows
Catherine
Street
Kia
and
the
blue
line
shows
Somerset.
The
graph
shows
how
queuing
will
be
highest
during
the
afternoon
rush
and
will
be
significantly
lower,
usually
less
than
less
than
half
as
much
through
the
rest
of
the
day.
These
results
show
the
projected
sari
projected
at
traffic
queues
with
the
bikeway
in
place
and
the
day
one
traffic
conditions
with
no
reduction
in
traffic
volumes.
So
this
is
a
conservative
analysis
showing
what
might
be
referred
to
as
the
worst
case
scenario
for
queuing.
K
Another
aspect
of
the
traffic
study
looked
at
intersection
capacity.
This
graph
shows
the
utilization
for
the
same
two
intersections
Catherines
in
red
and
Somerset
in
blue
under
existing
conditions,
so
the
two
lines
represent
the
capacity
of
each
intersection
that
is
utilize
over
the
course
of
the
day,
and
you
can
see
that
it
ranges
between
20
and
70
percent
and
the
space
above
the
redder
blue
line
up
to
the
dashed
100%
line
represents
unused
capacity.
So
this
graph
is
existing
conditions.
K
The
second
graph
illustrates
proposed
conditions
again
using
a
day,
1
traffic
scenario
with
existing
traffic
volumes.
You
can
see
in
this
second
graph
how
the
capacity
utilization
is
generally
higher
and
reaches
or
just
exceeds
100%
during
the
afternoon
rush
hour.
During
other
times
of
the
day,
it
fluctuates
between
about
35
and
80%.
K
The
results
of
the
analysis
in
the
summary
of
trade-offs
or
the
recommended
plan
are
summarized
as
follows:
the
plan
early
results
in
new
and
improved
cycling
network
connectivity,
increased
person,
capacity
of
the
corridor,
increased
cycling,
safety
and
comfort,
an
improved
pedestrian
experience
and
increasing
the
daytime
supply
of
on-street
parking
and
lower
vehicle
speeds.
The
impacts
will
be
increased
afternoon
peak
hour,
car
travel
time
and
queuing
reduce
the
vehicular
capacity
of
the
corridor
decreased
evening
and
weekend
parking
supply
on
street
and
loss
of
curbside
access
on
the
east
side.
K
K
Timing
for
the
implementation
of
the
O'conner
bike,
we
must
consider
several
constraints:
first,
the
resurfacing
of
okana
which,
with
which
implementation
of
the
bike
way
coordinated;
second,
avoiding
construction
disruptions
during
the
2017
celebrations
of
Canada's,
150th
anniversary
and
third,
the
opening
of
light
rail
transit
and
the
reconfiguration
of
Albert
and
Slater
streets
with
changes
to
the
bus
transit
way.
We
are
there
for
recommending
implementation
in
two
stages:
first,
between
Laurier,
Avenue
and
5th
Avenue
coordinated
with
the
resurfacing
and
second
between
Wellington
Avenue
and
Laurier
Avenue
post
2017.
K
A
Thank
you
very
much
I'm
going
to
ask
you
to
stay
up
there
for
a
few
minutes
as
we
hear
from
the
public
delegations.
So
our
first
delegation
is
our
stories
representing
citizens
for
safe
cycling.
A
few
cucumber
the
front,
Alex
and
you'll
have
five
minutes
to
present
and
Alex.
We
followed
by
Kevin
O'donnell.
L
Thanks
everyone
now,
it's
the
reason:
the
vice
president
of
citizens
for
safe
cycling,
where
our
organization
has
been
around
for
30
years,
we
have
about
220
paid
members.
We
talked
quite
a
bit
about
this
project
and
I'd
like
to
present
our
position
on
it.
I
think
that
it's
really
important
to
support
this
project.
It's
going
to
make
a
big
difference
in
the
lives
of
not
just
cyclists,
but
also
the
community
at
large
impact
on
supporting.
L
L
Because
we
see
a
lot
of
buses
that
are
for
these
days
and
it's
also
a
cheaper
form
of
transportation.
I
think
this
is
really
good
for
people
who
don't
bicycle
just
because
that's
where
their
tax
dollars
are
going.
This
also
addresses
the
north-south
bike
which
the
city
hasn't
really
had
before
and
I
think
that's
going
to
make
a
big
difference.
L
A
H
Cognition
thanks
sure,
and
thanks
how
it's
for
all
the
work
you
do
and
advocating
for
cycling
in
the
city.
I
just
had
a
question.
I
know
in
the
transportation
master
plan
we
revisit
revisit
that
every
few
years,
a
site
where
the
priorities
are
to
put
the
money
on
certain
links.
How
did
the
cycling
community
advocate
or
decide
that
you
know
Parliament
Hill
to
the
Glebe
was
sort
of
a
priority
now
and
is
that
sort
of
piece
one?
And
then
you
were
talking
about
extending
it
further
south?
L
L
Issues-
this
is
the
first
time
in
north-south
connection
has
been
addressed
in
particularly
the
intersection
of
O'connor.
Work
goes
under
the
Queensway
is
extremely
difficult
and
has
a
has
a
nasty
history
of
past
collisions.
So
that's
why
we
think
that
this
is
a
good
next
one
next
project
to
be
able
to
address
the
complete
network
that
we
need
recycling
to
be
comfortable
for
people
of
all
experience
levels,
indirects.
H
Next
round
the
TPMS
I'm
actually
interested
in
having
your
help
to
work
with
me
on
some
of
the
missing
links
from
in
suburban
neighborhoods,
where
we
see
whether
it's
Billy,
Creek
or
Barr
Haven,
and
to
get
into
those
bike
bike
paths
from
the
suburbs
and
the
Miss
connections
that
are
out
there
as
well.
So
thanks
thanks
again
for
being
here
and
for
your
work
in
the
cycling.
Thank
you
are.
J
Your
permission
ask
a
question
of
staff
arising
out
of
the
the
delegation
of
Alex
you
mentioned
eventually
going
to
to
delenn's
down.
This
has
come
up
already.
A
couple
of
my
colleagues
have
asked
for
clarification.
Why
does
it
stop
at
Fifth
Avenue
almost
to
Lansdowne
I,
know
the
answer
to
that,
but
Alaska
to
explain
the
difference
between
the
O'connor
bikeway
project
and
the
neighborhood
bikeways,
a
subtle
distinction
for
most
of
us.
M
This
was
raised
as
a
serious
concern
for
other
residents
in
that
area
of
losing
that
access
to
not
only
parking
but
also
just
general
curbside
access
in
terms
of
we
neighbor
with
permission
to
stop
in
order
to
load,
unload
and
and
and
whatnot.
So
that
section
is
different
from
first
sections
to
the
north
for
those
needs.
J
Thank
you
that
is
helpful
to
add
that
and
I'm
specifically,
though,
wondering
what
happens
at
5th,
you
almost
got
to
Lance
down.
You
almost
got
to
haul
more
well.
You
could
then
continue
through
all
thought
of
ourselves
and
on
to
Alta
Vista
what
what
are
the
plans
and
what
is
the
timing
of
that
section?
It's
not
what
we're
voting
on
today,
but
it's
certainly
a
question
that
people
are
wondering.
You
know:
why
are
we
stopping
there?
We
are,
but
can
you
explain
that
please
so.
M
So
for
Fifth
Avenue,
this
section
of
O'connor
Street
that
continues
south
of
Fifth
Avenue
is
also
part
of
my
green
laver
hood
cycling
program
that
we
are
working
on
and
we
are
further
recommending
connections
to
continue
further
selves
directly
into
Landsdowne.
We
are
looking
at
options
like
a
contraflow
lanes
on
that
section
of
O'connor,
because
is
because
it
is
back
to
being
a
one-way
street.
M
The
eventual
plans
for
the
O'connor
bike
way
for
the
phase
two
of
the
event
of
O'connor
street
bike
way
is
to
turn
at
Fifth
Avenue
and
to
cross
over
the
new
bridge
at
Fifth
Avenue
at
Queen
Elizabeth
connecting
to
Colonel
buy,
and
they
can
tip
further
continuing
south
continuing
the
north-south
network.
That
way
as
additional
phases
of
the
north-south
microwave
and.
M
The
timing
of
the
great
neighborhood
microwave
is
we're
implementing.
As
soon
as
we
can.
We
still
have
a
few
consultation
activities
that
we
want
to
do
with
the
directly
impacted
residents
in
sort
of
block
by
block
sections,
so
that
will
be
happening
over
the
course
of
the
next
few
months
and
then
we
would
be
implementing
phases
of
the
plan
in
stages
as
we
can,
starting
with
the
ones
that
are
easier
to
implement
in
terms
of
pavement
markings
and
then
the
ones
that
require
a
bit
more
construction.
A
G
Hello,
chair
councillors,
thanks
for
your
your
time
and
addressing
this
really
important
right
way,
I'm
also
supportive
of
the
bike
way,
especially
the
northern
portion.
That
sounds
great
I'm
also
here
to
speak
about
actually
enough
and
councillor
Turner
shengo's
motion
I
also
support
I'm,
actually
gonna
address
you
now
on
the
assumption
that
the
councillors
motion
passes
and
the
amendments
proposed
are
adopted,
I
think
they're
very
reasonable
and
I'm.
Just
gonna
assume
that
that
that
is
gonna
be
the
way
it
is.
G
I
still
want
to
address,
though
the
staff
report
that
modified
the
plan
from
dead
break
lanes
and
reverted
it
to
shared
use
in
the
southern
section
just
because
all
the
roads
in
Ottawa
today
are
shared
use.
That
is
the
default
mechanism.
Cars
can
drive
on
my
side,
my
little
Crescent
Street
in
Ross
Perot.
They
can
drive
on
First
Avenue
to
fifth,
and
so
can
bikes.
Every
local
Road
in
Ottawa
is
a
shared
use
road.
G
G
Am
I
can
I.
Can
I
do
that?
I
just
recently
discovered
I
can
put
my
daughter's
bike
with
20-inch
wheels
on
rock
and
roll
I'm
ecstatic
about.
This
now
means
I
can
go
anywhere
in
the
city
and
then
get
off
somewhere
off
the
trans
array,
and
we
can
reach
your
local
destination.
We
did
it
on
the
weekend.
It's
fantastic.
G
We
can
take
the
trans
away
to
downtown.
We
can
get
off.
We
can
take
the
O'conner
bike
way,
the
bi-directional
part
of
the
noise
section
we
can
get
to
lends
them.
Oh
now
we're
in
a
Jewish
road.
What
does
that
mean
to
me?
So
for
me,
what
that
means
is
in
the
middle
of
the
road.
There
will
be
parked
cars
doors
opening
there
will
be
traffic
behind
me
in
front
of
me
intersections
two
cars
turning
two
directions
and
I
have
a
nine
year
old
brother
in
front
of
me.
Do
I
put
her
beside
me.
G
G
It's
the
first
north-south
spine
road,
though
at
least
there'd
be
one
that
we
could
rely
on,
even
if
it's
slightly
out
of
the
way,
so
as
a
little
disappointed
to
see
that
walk
back,
I
understand
there
was
considerations
made
and
that's
always
going
to
be
attention,
notices
that
I
noticed
in
the
report
is
staff
mentioned
they
like
to
have
a
consistent
treatment
whenever
they
build
some
infrastructure
and
I
can
understand
the
rationale
for
that.
You
don't
want
things
changing
so
rapidly
that
you
don't
even
know
what
you're
getting
block
to
block
when
I
read.
G
That
is
because
we
can't
because
of
this
consideration,
we
have
to
compromise
here
and
then
because
of
a
second
and
a
third
consideration.
We
can't
do
it
there,
so
that
means
we
can't
do
anything.
So
we
have
to
fully
roll
back
to
share,
do
streets
and
just
from
a
very
emotional
point
of
view,
and
just
giving
you
is
that's
extremely
disconcerning,
because
then
I
think
well,
what
does
that
mean
for
every
single
project
as
we
go
forward
when
every
local
Street?
Neither
has
on
street
parking
that
we're
gonna
have
to
do
this?
G
Every
single
time
is
there
going
to
be
a
great
first
plan
that
always
gets
walked
back
every
single
time.
So
I'm
just
here
to
encourage
you
to
maybe
direct
staff
through
your
informal
consultations
that
that
not
always
be
the
fight
we
have
to
have
is
that
it
gets
walk
back
and
we
have
to
push
forward
again
that
the
city
really
adopt
a
cycling
and
pedestrian
safety
issue
and
and
try
to
just
simply
do
its
best.
G
And
one
of
the
considerations
that
was
in
in
the
report
for
why
the
dedicated
lanes
reverted
to
shared
use
lanes,
which
is
just
as
I
mentioned
before
the
default
everywhere-
was
the
school
buses
a
loading
zone.
I
have
the
fortunate
situation
that
my
daughter
goes
to
Churchill
Avenue
Churchill
alternative
which,
as
you
know,
is
next
to
the
great
cycle
track
that
was
just
completed
and
is
now
online.
G
We
bike
there
and
we
have
to
cross
Churchill.
After
after
going
north,
we
have
to
cross
Churchill
Ravenhill
to
get
onto
the
school
proper.
That's
fairly
easy
to
do.
Almost
every
car
at
school
time
is
simply
aware,
like
Moses
have
to
wave,
and
some
car
wasn't
stopped
for
us.
It's
really
great,
but
getting
that
northbound
road
to
get
to
the
school
is
the
key
part.
G
So,
when
I
read
that
one
of
the
issues
of
why
the
lane
can't
exist
because
school
buses
need
to
stop
I,
just
I,
just
kind
of
raised
my
hand
in
front
my
face
going
well,
but
for
kids,
the
destination
they
don't
have
to
cross
through,
where
the
school
buses
are
they're
getting
off
and
they're
going
to
school.
So,
and
that's
one
for
probably
thirty
minutes
in
the
morning
and
30
minutes
at
night
and
then
otherwise
we
have
with
that
landing
existence.
G
If
it
didn't
have
to
go
away
because
of
school
drop
zones,
there
would
be
23
7,
365
dedicated
facilities
even
more
than
that,
because
they're
on
school
weekends,
it's
not
there
17
seconds,
I
guess
what
I'm
just
really
want
to
encourage.
You
is,
please
do
support
the
project,
as
originally
submitted
with
the
councilors
amendments,
which
I
think
address
most
of
the
walk
back
concerns
that
have
been
talking
about
and
then
please
just
make
sure
that
we
build
really
safe
infrastructure
and
we
have
a
minimum
grid.
So
we
can
really
see
biking
infrastructure.
A
Thank
you
for
your
support
for
the
project.
Are
there
any
questions
for
the
delegation
and
for
the
reckless
likes
I?
Think
staff
is
doing
their
best,
the
beginning,
it's
about
balance
and-
and
you
know
every
day,
every
traveller
there's
in
a
different
way
and
and
we
have
to
try
and
take
all
that
into
account
sure.
A
N
Our
patients
and
we're
sick
children
to
park
I'd
like
to
address
a
couple
of
comments.
Mr.
O'donnell
just
made
he
has
healthy
children,
I
presume
I,
hope
we
treat
thousands
of
children.
Babies
newborns
toddlers,
children
we've
been
doing
is
for
60
years
with
thousands
of
patients,
so
we
represent
a
lot
of
people.
I'd,
be
surprised
if
there's
anybody
in
this
room
who
has
not
used
our
service
from
dr.
Jeffries,
to
doctoral
program,
to
dr.
globe,
to
dr.
Rose,
to
dr.
James,
to
doctorate.
N
J
Question
party:
thank
you
for
coming.
You've
put
a
human
face
to
what
was
just
a
doctor's
office
and
I
think
that's
important,
because
we
get
under
pressure.
It's
always
easy
for
the
city
to
back
off
and
say:
oh
well.
After
all,
we
couldn't
put
a
bike
lane
in
because
this
person
would
have
the
no
driveway
blocked
and
this
person
do
this
and
that
and
in
the
end
we
would
get
no
cycling
infrastructure.
J
We
would
just
be
exactly
where
we
are
right
now
and
we
need
to
do
better
than
that,
but
the
flip
side
of
that
is
when
we
have
some
really
distinct
critical
issues
in
certain
places
that
we
could
not
resolve
so
that
everyone
knows
we
in
order
to
put
a
bike
lane
in
front
of
your.
We
would
have
had
to
make
it
not
only
in
no
parking
zone,
we
would
have
had
to
make
it
a
no-stopping
zone
and
that
people
need
to
understand
for
a
facility
such
as
such
as
this
and
and
so
I
I.
J
Thank
you
for
helping.
We
have
not
had
a
chance
to
meet
and
speak
until
now
for
for
putting
that
that
face
to
it.
I
will
continue
to
be
the
cyclist
and
the
advocate
that
will
be
pushing
for
more
dedicated
infrastructure,
but
as
a
counselor
I'll
also
be
someone
who
really
wants
to
hear
personal
human
stories
and
and
be
able
to
respond
to
that.
My
question
for
you
is
in
order
to
be
able
to
be
comfortable
myself
with
removing
the
dedicated
Lane
I
wanted
to
provide
additional
traffic
calming.
A
Very
much:
don't
you
don't
leave
yet
there
may
be
another
question
doctor
hang
on.
There
may
be
any
other
questions
for
the
delegation.
So
again,
I
want
to
really
counselor
Tishchenko
said
you
raised
the
concern
early
on
and
asked
if,
if
it
could
be
addressed
on
behalf
of
some
less
fortunate
individuals
in
terms
of
mobility,
so
so
thank
you
for
raising
that,
for
both
myself
and
for
the
the
ward
councillor,
it's
appreciated.
Thank
you
very
with
you,
mister
chronic,
Russell,
chronic,
please
and
Mister
chronic
will
be
followed
by
Trevor
hash,
a
mr.
A
she's,
the
last
person
we
have
on
the
list.
So
there's
anybody
still
interested
in
speaking
to
this
matter
if
they
could
sign
up
at
the
corner
there
under
the
screen.
Thank
you
very
much.
Mr.
chronic,
you
have
5.
O
Do
want
to
share
with
you
to
experience
that
just
had
as
I
entered
the
building
a
short
while
ago,
two
elderly
people
using
walkers
and
being
helped
by
family
member
or
friend,
and
parked
their
cars
on
the
east
side
of
the
street
as
they
that
was
later
corrected
to
the
west
as
the
accident,
the
building
they
were
helped
across
the
street
to
their
cars,
while
using
their
Walker's
as
I
watched
them.
I
wondered
how
they
would
be
able
to
do
this.
O
If
the
bikeway
was
there,
presumably
they
would
have
had
to
walk
to
either
gain
or
McLaren
intersection
cross
the
intersection
at
that
location
and
walk
back
to
their
cars,
which
were
part
roughly
in
the
middle
of
the
block.
While
this
was
happening,
two
trucks
were
trying
to
get
into
the
parking
lot,
which
has
its
ingress
and
egress
are
no
corners
as
they
waited
for
the
ticket
to
be
given
to
a
car
driver.
The
operator.
O
And
what
would
be
the
bikeway?
The
other
was
in
speed
itself
with
the
front
of
the
truck
where
the
bikeway
would
be
located.
I
wondered
what
the
situation
would
it
be
like
if
we
have
been
a
pair
of
Transpo
vehicle.
All
this
happened
just
within
the
last
30
minutes
on
a
typical
day.
I
would
expect
it's
not
out
of
the
ordinary
and
might
happen
several
times
a
day.
I
then
corrected
that
the
location
mistakenly
called
it.
The
east
side
at
53
years.
O
O
Was
across
the
sidewalk
and
into
what
would
have
been
the
right
way?
I
spoke
to
the
driver
and
he
told
me
that
he'd
been
to
twice
today.
The
parking
lot
attendant
told
me
that,
on
an
average
day,
there
have
been
five
principal
visits.
Apparently
they
all
acts.
This
access
the
site
is
described
in
addition
to
the
buses,
there
are
Transpo
taxis
to
bring
people
to
the
building
where
the
driver
parts
beside
the
East
sidewalk
helps
the
passenger
both
into
and
out
of
his
or
her
vehicle.
O
The
image
of
these
people
trying
to
navigate
to
the
front
door
of
the
building
through
a
bike
way,
is
a
bit
frightening.
The
driver
also
told
me
that
OC
Transpo
should
have
records
showing
the
numerous
times
per
day
that
they
bring
people
to
and
from
the
site,
both
by
bus
and
by
para
Transpo.
I
thought
this
information
will
be
of
some
help
to
you
in
your
deliberations
on
the
subject.
O
Putting
putting
this
bike
way
on
the
east
side
in
front
of
the
doctors
building
as
dr.
pitch
nears
pinch
off
his
name
as
he
says,
is
going
to
cause
people
who
come
to
the
doctor's
visit
their
doctors,
many
of
and
need
help.
It
will
make
it
difficult,
if
not
impossible,
for
them
to
get
to
see
their
doctors
I.
Don't
understand
why
the
bikeway
has
to
be
on
the
east
side.
A
Mr.
chronic
your
climate,
it's
up
gonna
have
to
ask
you:
I
got
I've
been
before
okay,
don't
leave.
There
may
be
some
questions
for
you.
I
have
I,
have
a
question
arising
out
of
what
you
had
to
say
to
mr.
Ian
woods.
So
can
you
comment
on
the
issue
around
power,
Transpo
and
and
access
with
a
bike
way
in
place?
A
K
A
K
I
misspoke
OSI,
Air
Transport,
doesn't
serve
on
the
east
side.
Pardon
me
in
terms
of
safety,
show
the
concern.
It's
something
that's
been
in
front
of
our
minds
on
this
project
does
sense
of
the
game,
and
so
what
we're
recommending
in
the
plan
is
treatments
at
driveways
and
intersections,
especially
in
particularly
busier
drivers
like
this
one.
It
is
one
of
the
larger
parking
lots.
The
plan
for
an
example
shows
a
green
treatment.
That
is
one
option.
K
A
A
P
Morning,
good
members
of
this
committee
for
your
background
information
and
just
to
stay
off
the
front
I'm.
Obviously
speaking
in
favor
of
the
O'conner
bike
way.
Today,
the
healthy
transportation
Coalition
is
working
to
make
this
city
a
better
place
for
pedestrians,
cyclists
and
public
transit
users.
Our
goals
include
improving
health,
environmental
and
financial
outcomes,
we're
also
working
to
improve
equity
within
the
transportation
system,
so
that
people
who
cannot
afford
to
own
and
operate
a
car
or
who
simply
choose
not
to
are
well
served
by
a
robust
network
of
sidewalks
bike
lanes
paths
and
public
transit.
P
The
Coalition
is
just
over
a
year
old
now
and
has
about
50
individual,
paying
members
more
than
500
supporters
and
20
organizational
members
which
are
presented
on
the
slide.
The
organizational
members
represent
thousands
of
residents
of
the
City
of
Ottawa
and
they
include
community
health,
centers
anti-poverty
environmental
groups,
cycling
and
walking
groups
and
students.
P
We've
been
asking
the
city
to
spend
more
on
cycling
and
pedestrian
infrastructure
to
implement
a
low
income,
public
transit
pass,
and
we
have
also
asked
our
municipal
elected
officials
to
commit
to
studying
user
fees
for
roads
as
part
of
your
strategic
initiative.
Commitments
in
addition
to
working
on
citywide
issues
such
as
these
we're
working
in
several
neighborhoods
across
the
city
that
have
been
identified
by
the
Ottawa
neighborhood
study
as
having
both
a
high
amount
of
low-income
residents,
as
well
as
poor
walkability
and
through
the
sort
of
northern
part
of
the
O'conner
bike
way.
P
That
is
one
of
the
the
neighborhoods
that
have
been
identified
as
having
a
lot
of
low-income
residents
as
well
as
poor
walkability
because
of
all
the
traffic.
So
we
think
that
this
bike
lane
in
general,
will
very
much
support
the
residents
who
are
trying
to
move
to
the
various
commitments
that
they
have
in
their
lives
and
just
generally
make
their
neighborhood
a
better
and
safer
place.
P
Residents
of
Ottawa
need
these
bike
lanes.
When
you
take
a
look
at
how
many
on
street
bike
lanes,
the
city
has,
and
you
sort
of
subtract
out
all
of
the
NCC
bike
paths,
Ottawa
doesn't
actually
have
a
lot
of
safe
places
for
people
to
cycle,
so
the
city
can
and
should,
and-
and
this
is
an
example-
do
a
lot
more
to
build
more
cycling
infrastructure.
P
These
bike
lanes
and
cycling
infrastructure
in
general
will
help
lead
to
more
active
lifestyles.
They'll
help
reduce
obesity
and
other
non
communicable
diseases
amongst
our
residents.
More
cycling
will,
of
course,
improve
environmental
and
health
outcomes,
they'll
also
improve
financial
outcomes
of
the
city
and
its
residents.
Many
surveys
have
shown
that
when
you
ask
people
what
would
make
them
bike
more
and
the
city
says
it's
committed
to
encouraging
people
to
bike
more,
they
will
say
they
simply
do
not
feel
safe
on
the
roads.
P
Thankfully,
the
city
says
it
is
committed
to
increasing
the
amount
of
cycling
infrastructure,
and
so
we
urge
them
to
move
forward
with
this
necessary
bike
way
and
safe
cycling
infrastructure
as
quickly
as
possible.
I
wish
to
remind
the
good
members
of
this
committee
that
it
is
much
cheaper
to
build
cycling
infrastructure
than
it
is
to
build
new
roads
and
widening
its
existing
roads
for
people
in
private
automobiles.
P
This
is
from
the
city's
2013
transportation
master
plan,
and
it
shows
that
the
average
cost
per
person
to
move
limb
per
kilometer
is
outlined
there
with
cycling
being
by
far
the
cheapest
option
and
quoting
from
your
transportation
master
plan.
For
these
reasons,
and
because
the
affordability
of
travel
is
a
major
concern,
it's
desirable
to
minimize
growth
in
automobile
use
and
maximize
growth
and
other
other
modes,
particularly
walking
and
cycling,
which
also
offers
health
benefits.
P
Just
to
remind
the
good
members
of
this
committee
that
this
type
of
safe,
safe
cycling
infrastructure
is
completely
in
line
with
the
city's
transportation
vision,
which
is
part
of
the
2013
transportation
master
plan.
It's
also
completely
in
line
with
the
city
sustainability
goals,
which
are
part
of
your
strategic
initiatives.
Commitments
I
just
want
to
end
by
saying
I
support
the
suggestion
made
by
the
pediatrician
who
spoke
earlier
today,
specifically
about
making
the
southern
portion
of
this
bike
way
safer.
P
In
some
question
and
answers
with
councillor
Shashank,
oh
the
idea
or
was
presented
to
make
the
speed
limit
30
kilometers
an
hour
in
the
southern
portion
of
the
bike
way
and
had
speed
bumps
to
the
street.
I
believe
that
with
those
improvements
would
make
the
area
safer
for
both
cyclists
and
pedestrians,
and
those
people
would
include
the
clients
in
need
of
health
care
traveling
to
and
from
his
doctor's
building.
Thank
you.
A
A
N
First
of
all,
I
guess
a
bit
of
a
disappointment
seeing
that
it's
not
going
all
the
way
to
nine
stone
that
you
can.
You
know
we
always
talking
about
to
be
successful.
We
need
all
the
transportation
networks
to
to
me.
I
meant
to
get
to
it
a
group
of
residents
on
Bank
Street
to
contacting
us
and
send
that
very
concerned
about
new
traffic
congestion
on
Bank
Street.
M
As
part
of
them
an
adjacent
study,
the
green
neighborhood
cycling
plan,
there
are
local
connections
into
Lansdowne
that
are
being
planned
with
that
project,
which
includes
the
section
of
O'connor,
so
a
5th
Avenue
directly
into
Lansdowne.
At
that
point,
those
plans
like,
as
I
said
previously,
we
still
have
some
final
consultation
that
we
need
to
do
both
internally
with
other
departments,
as
well
as
the
residents
who
live
on
those
blocks.
But
we
do
have
plans
to
connect,
propose
more.
N
Transportation
experience
to
to
turn
twenty
kilometers
reporting
the
motion.
I
guess
it
says
it's
not
a
done
deal
yet.
It
says,
sadly
directed
to
reveal
the
opportunity
to
just
Nessa
Nate
O'connor,
as
tourney
collaborators
own
from
Pretoria
to
homeland.
So
there's
no
a
decision
on
that
that
will
be
come
back
to
us.
Some
decision
is
made.
Is
that
correct.
K
N
N
K
Located
retained,
with
the
exception
of
two
zones,
which
we
still
need
to
address
as
part
of
stage
2
of
the
project,
because
they
are
dependent
on
the
reconfiguration
of
Albert
Street,
so
the
other
zones,
for
example,
there
is
an
existing
tax
season
between
lorry
and
blaster,
which
we
retain
in
its
prime
location.
The
loading
zone
between
the
Australian
opinion,
and
so
these
are
on
the
east
side
between
go
Austria,
an
opinion
that
will
be
relocated
to
Nepean
streets.
N
F
F
I've,
never
considered
it
that
you
know
the
irony
of
that.
We're
going
to
encourage
cyclists
to
be
on
as
a
shared
roadway,
but
but
one
of
our
presenters
are
so
right.
There
are
all
shared
world
ways
and
I
think
that
we
need
to
start
shifting
the
way
we
think
about
our
roadways
in
a
public
space,
and
we
haven't
done
that
yet.
But
this
is
this
is
a
good
step
in
that
direction.
F
F
B
B
So
what
I'm
seeing
in
this
project
is
of
an
issue
other
there
is
residential
roads.
I'll
get
you
to
Lansdowne
I
think
it
remains
a
challenge
that
the
local
councillor
once
this
is
built
well
soft
to
live
and
try
to
see
what
can
we
do
to
connect
better
to
Lansdowne
and
so
on
and
so
forth.
So
I
think
that,
beyond
our
geo
tool
and
beyond
the
actual
project,
implementation,
good
signage
needs
to
be
implemented
to
appropriately
connect
you
in
in
the
desired
roads
to
Lyon
sound.
B
If,
then,
a
cyclist
chooses
not
to
use
them,
that's
a
separate
issue,
but
you
know
the
knowing
that
that's
a
key.
A
key
connection
point
I
would
hope
that,
although
the
infrastructures
not
built
directly
linking
you
into
limestone
that
that's
part
of
the
program,
the
other
reflection
on
the
east-west
bike
where
and
link
into
this
is,
if
you
go
down
Laurier
today,.
B
The
the
road
painting
elements
and
a
plastic
billiards
I
know
it's.
It
really
appears
as
a
temporary
projects
where
you
know
during
the
winter
maintenance,
the
the
the
plastic
bulbs
that
were
on
that
curb
edge
are
damaged.
They're,
not
replace
they're
bent,
there's
puddling
in
the
in
the
in
the
lane,
I
wonder
through
this
investment,
because
it's
an
important
investment,
how
we
speak
to
the
operational
side
of
the
city
and
make
sure
that
the
materials
were
putting
in
are
able
to
be
replaced
and
maintained
appropriately.
B
Because
do
you
feel
that
you
know
if,
if
we
go
in
and
do
those
investments,
they
look
sharp
off
the
bat,
but
then
you
just
see
a
continual
deglet
degradation
of
the
the
quality
of
those
materials
and
really
the
appearance
of
the
right-of-way.
So
it's
a
it's.
Maybe
a
question
on
the
operational
front:
what's
done
to
through
the
proposal
of
these
look
and
feel
the
materials
so
that
we
can,
we
can
maintain
them
afterwards.
K
B
I'll
make
a
point
on
that.
To
me:
it's
not
a
one
side
or
the
other
issue,
you
know
being
a
big
city.
Sometimes
that
happens.
I
think
we
have
to
find
a
gray
zone
where
we
put
in
the
material
we
want
and
we
equipped
our
operational
team
with
those
additional
materials
through
this
project
so
that
it
can
easily
and
quickly
replace
them
as
they
are
as
they're
damaged,
because
that's
been
part
of
the
issue
is
that
we
were
doing
significantly
significant
investments
and
beyond
the
curb
edge
and
the
signage
things
need
replacements.
B
B
So
again,
we
want
to
see
those
investments
we
want
them
to
continue
to
come
and
you
know
we
want
them
to
be
above
and
beyond
in
our
in
our
plans
in
the
upper
in
the
capital
and
operational
side
of
our
plans
and
then
above
that,
to
supplement
or
through
our
strategic
initiatives,
so
I
think
around
the
table.
We
want
to
see
a
momentum
and
and
a
speedy
delivery
of
those
types
of
connections,
as
they
become
more
and
more
crucial
in
creating
that
downtown
network.
Thank
you,
I
think.
A
A
Councillor
mishchenko
for
his
work
on
this
and
and
for
staffs
hard
work
as
well.
We
had
several
meetings
and
you
know,
put
our
heads
together
and
tried
to
find
a
way
to
to
make
the
plan
better
and
and
I
think
we've
achieved
that
through
community
feedback
we
heard
a
lot
of
good
feedback
this
morning
and
through
the
work
of
the
councillor
my
office
and
and
and
staff.
So
I
want
to
thank
them
for
that.
So
I
am
going
to
support
the
report
as
amended.
A
The
motion
I
do
want
to
disagree
with
my
vice
chair,
though,
where
she
indicated
the
shift
does
not
start
it
and
I.
Don't
think.
That's
fair
I!
Don't
think
it's
fair
to
this
counselor
last
term's,
council
I.
Don't
think
it's
fair
to
staff
for
it
so
hard.
We
have
we
just
rolled
out
the
complete
Street
strategy,
which
was
met
with
great
public
approval.
A
We
have
a
robust
cycling
plan
with
the
community
connections
program,
we're
working
on
any
number
of
cycling
infrastructure
projects
throughout
the
city,
and
many
of
them
are
not
finished
yet,
but
our
proposed
and
the
funding
is
there
so
I
don't
think
it's
right
to
say
the
shift
does
not
start
at
the
shift
is
absolutely
started.
We
are
moving
forward.
We
are
recognizing
the
diverse
needs
of
all
the
residents
and
how
they
get
around
town,
but
we're
very
large
city
geographically,
and
we
have
to
take
no
account
that
people
are
going
to
use
cars.
A
A
This
I
know
they're
committed
to
making
our
city
much
more
diverse
in
terms
of
how
people
get
around
town
and
taking
account
our
large
geographic
situation,
the
size
of
the
city,
the
weather
in
the
city,
so
I
want
to
thank
them
for
the
hard
work
that
they're
doing
I
know
they're
committed
to
continuing
to
do
more
hard
work
on
that.
So
I
definitely
think
the
shift
has
started
and
will
continue
to
make
this
a
very
diverse
mobile
city.
A
J
J
Mr.
chance,
we
heard
some
specific
concerns
and
I
know
that
our
staff,
as
they
did
with
some
of
those
specific
concerns,
I,
can
still
be
addressed
in
the
details.
So
I
found
we've
got
to
now.
As
a
city
is
we're
not
debating,
should
we
build
a
better
cycling
Network?
Should
we
build
some
segregated
lanes
and
dedicated
projects
in
certain
key
places?
The
detail
is
about
how
how
fast
and
I
think
that's
very
important.
J
We
have
turned
that
corner,
so
I
think
we
should
all
take
a
moment
to
recognize
and
perhaps
celebrate
that
Lansdowne
has
been
mentioned
a
few
times.
I
want
to
remind
people.
This
is
not
about
Lansdowne.
This
is
not
about
getting
tool
and
stone,
but
on
the
other
hand
it
almost
is.
This
is
about
a
north-south
spine,
a
critical
route
that
gives
someone
a
way
to
in
the
heart
of
the
city
to
travel
from
Parliament
Hill
as
far
as
Lansdowne,
and
let's
call
it
about
Lance
now
for
a
moment,
because
Lansdowne
is
a
major
destination.
J
Now
what
this
is
saying
is
we
don't
just
build
bike
projects
in
this
city
for
recreation?
Great
recreation
is
good.
We
build
them
for
people
who
are
going
somewhere
for
a
reason
and
the
fact
that
Lansdowne
can
be
that
symbol
of
tens
of
thousands
of
people
for
major
events
and
hundreds
and
thousands
for
you
know
for
smaller
ones,
and
that
some
can
now
choose
to
take
that
trip.
Whether
it's
for
a
farmers
market
with
a
cargo
bike
or
the
whole
family
to
go
to
a
game
is
fantastic
but,
most
importantly,
having
a
north-south
spine.
J
J
J
But
we
certainly
don't
say
you
know
why
build
hunt,
club
Road,
because
you've
already
got
likely
so
I
think
we
have
to
remember
that
the
cyclist
is
as
interested
in
convenience
as
the
driver,
as
is
the
pedestrian,
and
we
don't
say
well,
you've
got
one,
that's
good
enough.
We
say:
hey,
there's
a
gap
here.
You've
got
to
travel
an
awful
long
way
to
get
a
safe
route.
We
need
something
here
in
the
middle
and
that's
the
challenge
for
this
council
for
the
city
into
the
future
is
to
keep
filling
in.
J
You
know
those
gaps
and
make
it
better.
The
impact
on
businesses,
certainly
Riley,
was
asked
sort
of
how
many
businesses
are
affected
and
I
guess.
The
answer
would
be
all
the
businesses
along
this
route
are
affected,
but
are
they
negatively
impacted
and
what
we're
seeing
in
studies
worldwide,
New
York
City
has
done.
A
particularly
comprehensive
study
is
in
almost
all
cases.
Businesses
are
not
only
not
negatively
affected
they're
actually
benefiting
from
the
construction
of
this
sort
of
infrastructure.
Why
is
that?
J
Because
it
helps
to
create
a
street
atmosphere
where
people
are
saying
I
feel
more
comfortable
on
that
street.
It's
a
little
bit
slower,
it's
a
little
bit
calmer.
It
feels
safer,
so
it's
ended
up
translating
into
more
business
for
a
lot
of
businesses
as
well,
somewhat
of
a
surprise.
Finally,
the
30
kilometer
an
hour,
a
request.
There
was
actually
and
I
know.
Councillor
McKinney
has
actually
got
less
praise
on
this
than
me
because
I
guess,
oddly
enough,
the
opposition,
the
concerns,
ended
up
being
raised
in
the
quieter.
J
You
know
less
busy
part
of
the
city
and
we
heard
far
less
in
your
ward,
but
it
was
actually
councillor
McKenney,
who
reminded
me
that
the
Ontario
coroner's
report
showed
us
an
important
statistic
that
at
30
kilometres
an
hour
and
above
the
rate
of
death
and
severe
injury,
goes
onto
an
exponential
curve.
I
don't
have
the
numbers
exactly,
but
it's
something
to
the
effect
of
at
50
kilometres
an
hour.
J
A
unprotected
human
body
hit
by
a
traveling
vehicle
at
50
and
above
is
something
like
18
out
of
20
will
be
killed
at
40
kilometres
an
hour
that
drops
down
to
somewhere
and
I'm
going
to
try
to
remember
the
exactly.
Some
are
more
like
around
12
at
30
kilometers,
an
hour
are
drops
down
to
about
three
or
four.
It
may
be
even
less
and
as
much
as
I.
Don't
ever
want
to
the
floor
to
be
considered
a
good
thing.
J
It
does
remind
us
that
the
very
great
importance
of
speed
in
a
collision
so
for
me
to
feel
comfortable
with
making
the
section
in
the
deeb
as
a
shared
route.
It's
very
important
that
we
go
to
traffic
calming
to
go
with
that
and
just
as
importantly,
we
do
that
in
other
parts
of
the
city
where
that
occasion
arises
always
asks.
Is
this
a
precedent?
I
guess
I
would
say
I
hope
so
I
hope
it's
the
precedent
that
we
can
look
at
this
and
say
hey
where
we
can.
Let's
calm
our
streets
even
more.
J
A
The
next
item
is
not
really
on,
but
councillor
dues
asked
me:
he.
He
opposed
a
question
of
staff
related
to
employee
number.
Three.
He
was
going
to
get
the
answer
later
on.
He
actually
got
the
answer
during
the
meeting
and
he'd
like
to
put
that
answer
on
the
record.
So
perhaps
council
drew
she
can
indicate
I,
don't
know
staff
that
gave
me
the
answer
is
still
in
the
room,
but
perhaps
you
could
certainly
indicate
what
the
answer
was
to
the
question
you
posed,
but
the
surfacing
of
the
of
the
railroad.