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From YouTube: City Council - July 17, 2019 - Part 1 of 2
Description
City Council, meeting 9, July 17, 2019 - Part 1 of 2
Agenda and background materials:
http://app.toronto.ca/tmmis/decisionBodyProfile.do?function=doPrepare&meetingId=15355
Part 2: https://www.youtube.com/watch?v=p8DWtlnbYIs
Meeting Navigation:
0:13:14 - Meeting resume
A
A
B
She
played
a
pivotal
role
in
the
development
transformation
of
the
site
into
a
vibrant
meeting
and
entertainment
destination,
and
just
a
great
example
of
some
of
the
things
that
have
happened
here.
Recent
concur
with
the
collision
three-year
deal
she
signed
with
collision
to
come
to
Toronto.
Putting
us
on
the
world
stage
was
amazing,
but
there's
been
so
many
to
mention.
Diane
led
the
way
for
exhibition
was
become
a
world
leader
in
environmental
stewardship,
creating
a
legacy
of
sustainability
for
years
to
come
for
those
citizens
of
Toronto
under
her
strategic
leadership.
B
Extra
place
is
now
home
to
Field
the
Raptor
practice
early
cocoa
Coliseum
to
Maine
a
few
and
has
hosted
major
sporting
events
for
this
city.
One
a
couple
years,
all
the
Pan
Am
Games,
which
is
absolutely
fantastic
because
on
the
world
stage,
the
FIFA
under-20
Men's,
World,
Cup,
Women's,
World,
Cup,
Winter
Classic,
the
great
many
great
cups.
We
already
had
a
couple
great
cups,
their
dynamics
form
long-term
partnership.
The
private
sector
enterprises
who
contributed
substantial,
substantial
capital
investment
into
our
city
of
a
structure,
making
excellent
place.
The
largest
largest
entertainment
and
convention
site
in
Toronto.
B
The
192
acre
site
attracts
over
five
point:
five
million
visitors
to
Toronto
and
is
an
integral
part
of
tronto
and
santaros
economy,
and
his
exhibition
place.
Former
chair
and
deputy
mayor
Joe
Pantalone
II,
taught
me
very
soon
into
my
term
on
the
boards
Exhibition
Place,
not
the
CNE
grounds.
It's
Exhibition
Place,
so
we
had
a
going-away
party
for
Diana
was
absolutely
remarkable.
The
amount
of
tenants
that
came
up
and
wanted
to
speak.
B
We
had
Ward
roll
our
singing
solicitor
who
I
don't
fuse
her
this
morning,
but
he
brought
his
guitar
and
saying
that
don't
go
Diane.
You've
probably
got
a
copy
that
on
sale,
Nicky's
a
mammoth.
Let's
see
one
of
our
big
tenants.
There
came
and
spoke
former
mlc
employee,
Bob
hunter
was
also
there.
The
DiDonato,
Nick
and
Pat
were
there
to
talk
about
Diane's
legacy.
Former
chair
Joe
Pantalone
II.
He
was
there
and
Alan
Tonks
was
there
who
put
Diane
back
there
in
1997,
but
last
but
not
least,
Henry
Kalin
hotel
acts.
B
He
spoke
and
I
know
this
was
Diane's.
Baby
I
did
were
reviews
with
Diane
over
the
last
couple
years
and
she
really
made
it
clear
that
she
wanted
to
see
this
thing
open
and
hang
around
just
make
sure
that
God
opened
and
Diane.
It
is
open
and
if
you
haven't
been
down
to
Hotel
X
go
down,
that
is
what
Henry
counts
is
is
Diane's
legacy.
Is
that
hotel
there's
an
option
to
build
another
one?
B
So
Diane,
so
we're
gonna
invite
you
to
the
opening
now
and
it
does
come,
but
on
behalf
of
the
City
of
Toronto,
I
would
like
to
thank
you
for
your
excellent
service
and
dedication
as
a
valued
leader
here
at
Exhibition
Place.
We
wish
you
all
the
best,
your
retirement
I'm
grass,
the
mayor
to
please
come
forward
with
a
scroll
for
you.
C
Diane,
this
is
not
to
take
away
from
your
your
honor
here
today
at
all,
but
thank
goodness,
we
don't
have
a
singing
chair
of
Exhibition
Place
board.
But
having
said
all
that,
I
want
to
just
thank
you
for
being
here
with
us
today
and
thank
you
for
that
incredible
record
of
service
that
councillor
Grimes
just
made
reference
to.
You
know
I,
think
I'm
old
enough,
not
as
old
as
councillor
grant
but
I'm
old
enough
to
remember.
You
know
that
Exhibition
Place
well,
it
always
had
the
CNE.
C
There
was
a
place
where,
aside
from
that
and
the
Royal
Winter
Fair,
you
were
never
sure
on
a
continuous
basis.
What
was
going
on
there
there
was
this.
The
old
see
any
Stadium
as
well,
but
now
it
is
a
place
where,
as
councillor
grime
said,
there's
year-round
activity
of
all
kinds
there.
It
was
a
source
of
great
pride
to
us
that
we
could
have
something
like
collision
very
much
a
21st
century
event
that
did
put
us
on
the
map
at
a
very
excellent
facility.
C
C
Hadn't
been
until
a
couple
of
months
ago,
when
I
was
early
to
go
to
a
recognition
event
in
in
memory
of
the
people
that
died
in
a
plane
crash
not
too
long
ago
and
went
into
the
hotel,
and
it's
just
dumbfounding
how
incredible
that
hotel
is,
and
that
again
is
a
tribute
both
to
the
developer,
but
also
to
you
and
to
your
work
in
shepherding
that
through
and
it
took
time
it's
like
good
food.
It
takes
time,
but
it's
a
truly
spectacular,
hotel
and
I.
Think
it's
gonna
be
a
huge
addition.
C
That
has
happened
on
your
watch
and
so
I
will
just
add
to
councillor
Grimes
that
congratulations
of
not
just
the
city
council,
but
the
people
of
the
City
of
Toronto
for
all
of
your
efforts
over
all
these
many
years
and
as
I
said
yesterday
to
Chris
Bollinger
when
he
was
retiring.
Unfortunately,
as
you
well
know,
there's
not
much.
We
can
do
by
way
of
giving
you
some
sort
of
greater
token,
but
I
think
this
carries
with
it.
C
D
Just
a
few
words
because
I
know
last
council
meeting
summers
coming
here
we
go
it
was
it's
been
an
absolute
honor
for
me
to
be
part
of
the
public
service
of
the
City
of
Toronto
and
Metro.
I
started
my
first
job
in
Metro,
Toronto
and
then
moved
on
to
the
amalgamated
City
and
I
cannot
tell
you
how
great
it
is
to
be
a
public
service
here
and
the
best
career.
Anyone
could
have
is
22
years
at
Exhibition,
Place
absolute
dream
job,
nothing
that
I
would
have
ever
imagined
as
I
graduated
from
law
school.
D
So
so
it
was
really
wonderful
thanks.
Many
thanks
to
the
Board
of
Governors
and
to
the
city
council,
because
we
have
brought
numerous
numerous
requests
here
for
loans
and
and
building
projects,
etc
and
they've
always
received
the
support
of
the
City
Council
and
in
an
also
a
shout-out
to
Exhibition
Place,
because
the
staff
at
Exhibition
Place
have
made
it
happen
and
have
go
in
every
in
every
day
to
try
to
deliver
great
services
to
our
clients
and
just
just
to
note
I
I
kind
of
hung
on
till
July
31st.
D
Because
yesterday
at
Council
there
was
a
small
report
about
heritage
amendment
easement
amendment
and
it's
all
about
the
bridge.
The
bridge
that
will
connect
that
400
room,
wonderful
hotel
to
210
thousand
square
feet
of
conference
and
gala
space
and
then
there's
another
connection
from
the
Beanfield
Center
to
our
800
thousand
square
feet
of
exhibition
space.
And
with
that
we
can
market
ourselves
as
a
self-contained
connected
conference
convention
facility.
D
In
this
great
convention
facility,
which
is
the
largest
in
Canada,
six
largest
North
America,
and
we
are
determined
they
are
determined
to
in
that
surplus
to
the
city
over
the
five
million
and
increased
that
economic
impact
over
the
4.4.2
five
million,
because
that
is
what
this
business
can
do
for
Toronto
and
it
is
an
exciting
business
and
we
know
it
can
happen.
So
thank
you
again
for
this
recognition.
Thank
you
for
all
of
the
support
you've
given
me
and
Exhibition
Place
and
the
Board
of
Governors
over
this
22
years.
Thank
you.
A
E
Good
morning
this
morning
we
were
here
to
recognize
the
Toronto
Award
winners
from
the
2019
Shenzhen
international
innovation
competition.
But
first
I'd
like
to
acknowledge
our
guests
this
morning
from
the
Consul
General,
the
People's
Republic
of
China
mr.
Hwang
Jung
acting
council
general
and
mr.
Chen
Jian
Chen
lai
council
for
science,
tech
technology.
E
Shenzhen
China
is
known
as
the
Silicon
Valley
of
Asia,
a
dynamic,
dynamic,
hi-tech
city
of
18
million
people.
It's
expat
community
established
a
relationship
with
the
City
of
Toronto
in
2015
through
a
memorandum
of
understanding.
Since
then,
the
progress
our
two
cities
have
made
is
nothing
short
of
remarkable.
Not
only
have
there
been
several
exchanges
between
the
two
countries,
but
the
Chinese
community
moved
quickly
for
what
they
refer
to
as
Shenzhen
speed,
to
establish
an
innovation
center
to
promote
and
expand
the
commercialization
of
discoveries
in
Toronto
and
the
GTA.
E
A
E
So
competitions
have
taken
place
in
cities
such
as
New
York,
San,
Francisco,
Israel
London
and
the
Canadian
finals
have
taken
place
at
Toronto,
City
Hall.
For
the
past
three
years
there
were
eighteen
hundred
and
fifty
global
competitors
this
year
of
them.
A
hundred
and
thirty
seven
travelled
to
Shenzhen
for
the
global
finals.
Today
we
are
happy
to
recognize
the
Toronto
innovation
companies
who
made
it
to
the
finals
and
won
several
top
prizes.
I
would
ask
the
representatives
from
each
company
to
stand
as
I
read
out.
Their
name.
E
In
addition
to
the
outstanding
platform
of
these
companies
in
the
2019,
competition
to
other
Toronto
companies
have
been
awarded
significant
prizes.
Khandava
Medical
Inc
won
the
silver
in
biology
and
life,
science
and
silver
in
the
grand
final
for
its
Nova
sight,
hybrid
and
for
site,
imaging
systems
which
look
at
coronary
arteries
and
heart
structure
and
in.
E
Lee
olya
is
the
president
and
CEO
of
the
saw
Innovation
Centre
located
in
the
City
of
Toronto
Raisa
meridia
is
the
honorary
chair
of
the
saw
experts,
Advisory,
Council
and
sogni
Anzu
is
the
chair
of
the
saw
experts
Advisory
Council.
We
are
grateful
to
saw
innovation
for
their
work
in
supporting
team
Toronto
and
Team
Canada.
E
C
May
I
just
say
a
madam
Speaker
that,
beyond
what
the
deputy
mayor
said
about
this
particular
competition,
I
just
wanted
to
pay
special
tribute
to
razor
Reedy
who's.
Here
he
served,
as
many
members
will
know,
as
a
minister
and
the
provincial
government,
specifically
in
the
area
of
innovation,
and
when
you
see
reported
this
morning,
not
just
this
news,
but
also
the
news
in
in
the
news
this
morning
that
we
again
in
2018
were
the
third
biggest
source
of
of
tech
and
innovative
jobs
in
all
of
North
America.
C
A
A
Yesterday,
council
set
times
for
a
number
of
items,
I
will
summarize
the
items
and
seek
council's
guidance
on
how
he
wishes
to
proceed.
This
morning,
council
previously
scheduled
items
ie
6.11
on
the
cycling
network
plan
update
an
item
ie
6.12
on
cycling
network
plan,
2019,
cycling,
infrastructure
installation
to
be
considered
together
as
the
first
items
after
the
mayor's
key
matters.
As
the
mayor's
key
matters
were
only
completed
before
the
recess
last
night
counts
was
not
started.
A
our
first
item
after
members
motion
will
be
ex
7.10
on
Toronto
Hydro
corporation
and/or,
General
Meeting
2018,
audited
financial
statement
that
will
be
followed
by
Dempsey
c9
point
to
the
ombudsman.
Toronto
Inquirer
report
on
review
of
the
Toronto
Transit
Commission
investigations
of
a
February
18
2008
incident
involving
transit,
fare
inspectors.
Members.
A
Is
it
the
wish
of
councils
to
consider
the
cycling
items
first
this
morning,
followed
by
the
other
timed
items,
because,
as
you
know,
yesterday
everyone
moved
motions
to
time
items
and
these
are
all
the
items
that
were
time
for
today
and
so
I
would
suggest.
Considering
that
we
that
we
completed
the
mayor's
key
item
on
vision,
zero,
that
we
continue
with
the
two
items
that
were
scheduled,
that
six,
eleven
and
I
use
six
twelve
on
cycling
network
plan
is
everyone.
E
Thank
you,
madam
chair
page,
three
Executive
Committee,
he
X
7.5
planning
recreation
facilities
for
the
Don
Mills
community
I
have
a
two
motions
that
I've
reviewed
and
have
the
support
of
staff
from
one
is
to
create
a
development
timeline.
The
second
one
is
to
create
a
community
outreach
strategy,
I'd
like
to
move
that
with
the
report.
Okay,.
A
G
G
G
There
could
have
been
a
much
more
difficult
situation
as
it
relates
to
people
in
conflict
and
and
some
of
the
challenges
that
we're
experiencing
the
city's
with
respect
to
some
of
the
common
trees
and
so
on
and
I
think
that
the
way
he
handled
himself
and
handled
this
particular
matter
really
should
be
commended
by
members
of
council
and
I
want
to
thank
him
for
his
leadership
on
this
file.
Thank
you.
Thank.
I
A
J
A
K
A
K
A
M
M
A
A
E
N
6.25
increase
in
penalty
amounts
for
stopping
the
parking
violation.
Madam
Speaker
I.
Don't
really
do
this,
however.
I
do
want
to
thank
you
in
your
office
for
all
the
work
that
you
have
done
an
input
and
we're
at
this
place
today.
Certainly
this
will
go
a
long
way
to
answer
questions
of
people
that
park
across
the
schools
and
on
school
buses,
ohms
and
everything
else,
and
and
I'd
like
to
release
it.
We're
portable
teas,
okay,.
A
N
Speaker
Metrolinx
in
its
usual
fashion,
was
not
cooperating
with
the
merchants
in
my
area.
They
were
not
communicating
to
my
residence.
We
did
have
a
meeting
with
staff
and
the
City
of
Toronto
staff.
I
want
to
thank
him
for
going
the
extra
mile
and
getting
met
relation
of
the
tables,
and
this
comes
out
of
this
for
us
to
be
able
to
have
a
community
liaison
and
be
able
to
speak
to
Metrolinx
and
get
answers
that
we
need.
B
A
L
L
L
H
Through
the
speaker,
the
the
overall
cycling
network
plan
is
a
network
based
analysis
on
the
process
of
determining
which
routes
are
value,
cycling
routes
in
terms
of
looking
at
the
destinations
they
serve
the
resident
population
and
employment
population.
They
serve
the
cycling
safety
incident
history
of
those
locations,
the
way
that
those
routes
would
cross
barriers,
such
as
highways
and
ravines,
multifaceted
analysis
to
determine
the
value
of
that
route
for
the
network
and
then
at
the
project
level.
L
L
So
it's
not
as
it's
not
as
easy
as
just
kind
of
measuring
the
speed
of
traffic,
the
volume
of
traffic
and
saying
you're
in
you're
in
the
20th
percentile
or
80th
percentile,
you
qualify
for
a
bike
lane.
Let's
put
her
on
like
you,
look
at
what
streets
can
accommodate
bike
lanes
where
bikes
are
going
who's
using
those
roads,
and
then
you
make
a
decision
based
on
that.
We.
H
L
E
Thank
you
on
the
on
the
same
topic.
This
is
question
is
general
manager.
We
have
a
warrant
process
for
stop,
stop
signs
and
and
and
traffic
calming
devices
like
speed.
Bumps,
yes,
do
the
speaker.
We
do
and
that
provides
a
framework
for
this
council
to
decide
whether
something
should
be
recommended
and
approved
by
this
council.
Is
that
correct?
Do
the
speaker
it
does,
and
so
sorry
are
you
having
a
conversation
just.
E
E
E
E
H
E
E
F
F
Because
I
think
that
typically
latent
demand
is
significant
and
that's
why
we
look
at
destinations.
That's
why
we
look
at
potential
users
when
you
build
a
cycling
facility,
you
will
I
was
almost
always
see
a
huge
uptick
in
the
number
of
users
that
you
wouldn't
see
if
they
did
not
feel
comfortable
in
that
roadway
cycling
previously,
so
I
don't
think
you.
F
E
E
The
general
madam
chair,
through
you
to
the
general
manager
transportation,
do
you
ever
get
any
feedback
once
a
bike
lane
is
put
in
that
no
one's
using
it
at
the
end
and
and
they
don't
want
they
don't
want
those
bike
lanes
put
in
and
and
and
don't
you
think
it
would
help
if
there
was
a
measurement
that
would
tell
that
would
tell
those
communities
that
those
roads
are
already
used
extensively
by
cyclists.
In
my.
F
Experience
through
the
speaker
in
my
experience,
there's
always
a
group
of
people
who
get
engaged
in
transportation
projects
well
in
advance
at
the
design
stage
in
the
planning
stage,
when
the
project
goes
in.
There's
often
another
group
that
maybe
didn't
understand
exactly
how
the
interaction
was
going
to
happen
to
get
involved.
F
After
the
fact,
we
often
have
comments
after
the
fact
and
that's
why
we
are
always
committed
to
tweaking
a
facility
to
try
to
make
them
work
with
that
community
after
the
fact,
but
as
as
we've
talked
about
previously
in
the
council,
the
cycling
network
plan
is
just
that.
It's
a
network
plan
and
so
the
local
access
pieces,
while
critical
and
important
to
get
right,
are
part
of
connecting
a
broader
network
in
the
city
and
that's
the
most
critical
thing.
Thank
You.
G
H
H
Are
looking
at
a
approach
to
rather
than
take
projects
on
a
one
Street
by
one
Street
basis
through
the
design
consultation
seeking
council
approval
process,
we're
looking
at
the
way
to
cluster
at
those
roots
roots
like
Ellesmere
would
connect
to
the
the
existing
bike
lanes
on
Conlon's,
which
we're
proposing
to
upgrade
in
this
council
session
today
there
there
are.
We
are
looking
at
network
approaches
to
expansion
and
I
know
in
particular,
Ellesmere
within
that
area
is
in
the
2020
program.
Okay,.
O
H
H
We've
also
been
proactively
putting
in
bike
parking
across
the
city,
including
within
the
area,
at
schools,
in
partnership
with
the
Toronto
District
School
Board,
and
so
we
also
have
a
proactive
program
of
bike
parking
along
primarily
more
retail
streets,
so
those
locations
where
we
can
provide
bike
parking
in
the
right-of-way
as
a
proactive
process.
Okay,.
O
And
then
the
other
question
I
had
one
of
the
charts
made
lines.
All
the
environmental
assessments
that
are
taking
place
for
bike
lanes
across
the
city.
One
of
them
is
for
Eglinton
Kingston
Road
Morningside
is,
is
that
EA
all
tied
into
the
LRT,
the
Kingston
LRT
EA,
so
you're
waiting
on
your
waiting
on
the
LRT
to
move
forward
before
you're
gonna
consider
bike
lanes
on
Eglinton
Kings
Road,
a
Morningside,
the.
H
Process
for
Eglinton
is
is
on
well
underway
in
terms
of
the
park
with
Eglinton
connects
and
and
future
sections
in
east
and
west
of
the
Edmonton
connect
section.
The
the
other
components
are
currently
planned
as
part
of
the
LRT
work
but
they're,
depending
on
how
transit
conversations
happen
at
the
city,
it
may
need
to
be
programmed
at
a
different
time.
H
Within
the
major
citywide
cycling
routes
program
in
which
we
would
want
to
pursue
full
installation
of
by
2041
with
a
60%
installation
rate
by
2031,
we
would
still
be
pursuing
those
major
routes,
irrespective
of
the
other
projects
they
we
currently
think
they
would
be
tied
to
if
they
would
go
ahead
in
those
years
or
not.
Okay,.
O
And
then
the
other
thing
I
wanted
to
ask
about
I
asked
about
it
is
well
yesterday
was
the
bike
share
teo
program
because
there
seems
to
be
a
disconnect
between
the
cycling
infrastructure
in
eastern
scarborough
and
trying
to
get
by
chair
teo
to
be
more
involved.
I
have
like
the
University
of
Toronto
Scarborough
Centennial:
go
train
stations,
property
owners,
they're
all
interested,
more
bicycling
infrastructure
and
being
involved
in
it.
O
But
when
I
approached
bike,
chair
teo
and
say
what
are
you
doing,
they
always
point
back
to
the
city
and
say:
well:
there
aren't
there
isn't
a
lot
of
municipal
bicycle
infrastructure
in
eastern
scarborough
sign.
There's
a
bit
of
it
to
me.
There's
a
bit
of
a
disconnect
there
I'm
trying
to
understand
how
that
can
be
addressed.
H
F
Through
the
speaker,
we
look
at
a
range
of
different
things.
We
certainly
as
I
mentioned
previously,
look
at
use
because
it
implies
that
it's
probably
a
good
route
for
cycling,
but
we
look
at
I
think
much
more
critical
issues
related
to
Layton
demand,
meaning
people
who
might
be
cycling
on
that
route
if
it
was
improved,
but
aren't
cycling
now
so.
Q
H
Q
So
that's
very
clear:
we
are
looking
at
that.
I
wanted
to
talk
a
little
bit
about
active
transportation
versus
the
idea
of
traffic,
calming
we're
talking
about
a
warrant
process
for
stop
signs.
We
talked
about
a
warrant
process
for
speed,
speed.
Humps
is
just
transportation
services,
look
at
active
transportation
or
connectivity
differently
than
they
look
at
traffic.
Calming
I
recognize
that
bike
lanes
have
a
added
benefit
of
traffic
coming
in
some
instances,
but
is
there
a
different
lens
for
specific
traffic?
Calming
measures
like
speed,
humps
or
stop
signs
versus
active
transportation
through.
F
The
speaker
yes
and
I,
while
the
warrant
process
is
quite
distinct
to
each
tool
that
we're
looking
at
for
traffic
calming
or
for
stop
signs,
and
it
looks
at
a
variety
of
localized
issues
related
to
volume
and
crash
rates
and
speeds,
as
I
mentioned
previously.
The
the
cycling
and
active
transportation
is
typically
better
served
looking
at
a
network-wide
basis.
F
Q
F
H
M
H
Q
F
D
Thank
you
very
much,
madam
Speaker,
and
thank
you
staff
for
the
report.
I'm
very
curious
to
to
ask
if
you
can
unpack
the
equity
statement
for
us
a
little
bit
more
I
pay
attention
to
all
the
equity
statements
within
every
single
report
and
I
found
that
in
this
case,
you
have
actually
put
in
a
lot
more
language.
Can
you
explain
to
us
how
putting
an
equity
lens
over
the
cycling
network
can
achieve
greater
safety
and
inclusion
for
residents
of
Toronto.
F
Through
the
speaker,
thank
you
for
that
question.
I
think
it's
very
critical
and
important
that
we're
looking
at
the
communities
that
we
serve
when
we're
making
any
kind
of
investment
in
infrastructure
and
the
equity
lens
we
spoke
about
yesterday
when
we
honored
crisper
Ehlinger,
is
a
excellent
piece
of
making
sure
we're
doing
a
consistent
scan
related
to
our
communities
and
the
equity
nature
of
investment,
and
we
really
wanted
to
make
sure
that
in
the
cycling
Network
plan
and
also
in
the
vision,
zero
plan,
we
brought
that
down
to
the
level
of
infrastructure
investments.
F
H
Challenge
was
balancing
serving
existing
demand
is
that
we
also
need
to
make
sure
that
we're
serving
equity
seeking
groups
and
vulnerable
residents
in
the
city
and
the
way
that
infrastructure
is
designed
and
integrated
into
the
community.
It's
a
key
way
to
make
sure
that
people
have
opportunities
to
and
mobility
when
infrastructure
is
not
properly
integrated
into
the
community
and
doesn't
meet
the
needs
of
those
users.
It
has
a
potential
to
have
unintended
negative
consequences
on
equity
seeking
groups.
H
What
we
did
as
part
of
this
process
is
we
looked
at
the
way
that
the
cycling
network
served
neighborhood
improvement
areas
and
how
we
can
better
serve
that,
particularly
in
relation
to
connection
to
transit,
to
have
multimodal
trips,
and
we
also
went
out
to
every
neighborhood
planning
table
and
sat
down
and
talked
with
the
communities
who
represent
the
neighborhood
improvement
areas
at
that
table
to
talk
to
them
about
what
barriers
they
have
to
cycling
and
active
transportation
generally,
and
what
destinations
are
important
to
them.
And
if
we
were
to.
D
Take
that
that
particular
work
and
deeper
analysis
that
you've
just
drawn
some
conclusions
to
and
overlay
that,
with
a
cycling
network
plan
by
implementing
the
plan
as
quickly
as
possible
by
targeting
those
priority
designated
strong
neighborhoods,
it
actually
could
be
an
equalizer.
You
can
bring
more
people
into
the
conversation
around
civic
civic
inclusion.
Is
that
correct?
That's,
correct,
okay
and
that's
the
intention
of
where
you're
going
with
this
report
through.
F
D
Intention:
okay,
thank
you
and
then
with
respect
to
accelerating
the
plan,
we're
always
talking
about
trying
to
rush
to
to
the
next
waiting
post
with
respect
to
what
can
move
the
plan
faster
through
implementation,
construction,
design,
consultation
and
just
sort
of
identify
identifying
on
priorities.
Based
on
what
you've
just
said
about
the
equity
lens
over
this
report,
we
can
address
that
that's
been
taken
care
of.
D
But
how
do
we
number
one
deal
with
the
other
factors
that
that
don't
seem
to
be
in
the
report
and,
namely
those
things
that
I've
spoken
about
in
terms
of
ECE
s,
coordination
with
respect
to
moving
through
with
a
bigger,
broader
consultation,
which
we
know
it's
important,
but
we're
always
going
to
run
into
this
conflict?
How
do
we
make
sure
we
get
this
done.
H
Through
the
speaker,
I
think
we've
done
some
assessment
about
lessons
learned
about
the
pace
of
delivery
and
some
of
the
coordination
challenges
through
the
first
few
years
of
the
second
network
plan
implementation,
we
feel
like
we've.
Either
we've
applied
some
new
strategies
to
better
tackle
the
implementation
pace
and
improve
our
capital,
coordination
and
delivery
rate,
as
well
as
our
engagement
with
communities.
We
think
that
the
the
plan
in
terms
of
what
its
intended
to
deliver
within
the
next
three
years
is
120
kilometres
of
cycling.
Infrastructure
is
quite
a
is
quite
a
strong
step
forward.
D
H
Certainly,
our
ambition
and
our
target
to
do
so.
We
know
we
need
help
from
the
communities
as
we
engage
we'll
need
help
from
the
councillors
to
work
through
the
processes,
because
there
are
sometimes
difficult
decisions
on
particular
routes,
and
so
we
need
to
balance
addressing
every
individuals
concerns
with
expediency
and
implementing
the
network.
But
we
think
that,
together
with
the
partnerships
of
the
the
unity
stakeholders,
counselors
that
we
can
deliver
that
as
staff
thank.
P
Carol,
thank
you,
madam
Speaker.
Madam
Speaker
I
want
to
follow
on
the
questions
that
councillor
Bradford
just
asked,
because
I
I
think
they
were
important.
I
hope
members
were
listening
to
counsel
Bradford's
questions
and
I
want
to
follow
on
that
like
like
using
an
EA
system,
instead
of
a
warrant
system
to
build
a
new
road
for
building
a
new
bike
path.
You
have
already
committed
that
you,
you
do
look
at
who's
already
on
it
to
some
extent,
but
in
more
of
an
EA
process
than
a
warrant
process.
P
P
H
That
would
be
a
challenging
prepetition
through
the
speaker
because
some
of
the
roads
that
we've
introduced
cycling
facilities
on
in
in
recent
years,
such
as
Richmond
and
Adelaide,
had
very
low
cycling
volumes
before
the
cycle
tracks
were
installed
because
they
were
inhospitable
to
cyclists
before
the
the
lanes
were
changed
and
so
having
a
a
tartly,
a
minimum
volume
of
cyclists.
It
puts
people
at
risk
but
to
actually
ride
that
route.
To
get
the
demand
before
you
would
install
it.
I.
Don't
think
that
would
be
a
safe
approach
to
take
for
major
arterials.
P
P
But
if
I
want
as
part
of
the
equation
of
designing
the
transit
as
part
of
the
equation
of
making
it
a
part
of
the
the
network,
as
is
opposed,
should
I
call
my
residence
now
and
say
start
cycling
all
the
way
down:
Don
Mills
Road
in
a
rush
hour,
because
I
gotta
meet
a
warrant
so
so
that
the
transit
will
will
include
a
bike
lane.
That's.
H
A
great
example
because
some
of
these
major
arterials
will
require
major
reconstruction
in
order
to
achieve
a
safe
separated
cycle
track
as
part
of
that
cross
section,
and
so
that's
a
Complete
Streets
approach
is
about
rebuilding
the
street
to
serve
all
road
users
and
Eglinton.
Connects
is
a
great
example
of
that,
where
council
had
the
foresight
to
plan
for
separated
cycle
tracks
as
part
of
that
transit
project
and
now
we're
in
the
detailed
design
of
it
right
and.
P
So
that
transit
could
start
construction
and
then
no
sane
person
would
cycle
on
it
for
years
until
that
transit
project
was
done,
and
so,
if
you
put
a
warrant
system
in
place,
I
could
actually
never
meet
it
in
a
million
years
until
that
that
transit
is
done,
and
then
it
would
be
too
late
to
add
the
cycling
Lane.
Would
that
not
be
the
the
outcome
of
a
warrant
system
that.
H
Would
be
that
would
be
one
of
our
fears
of
a
warrant
system,
it's
a
bit
of
a
cute
thing,
but
it's
often
said
in
our
field
that
you,
wouldn't
you
wouldn't
plan,
determine
if
a
bridge
was
needed
by
counting
the
number
of
people
swimming
across
a
river,
and
so
it's
a
very
similar
kind
of
scenario.
And,
lastly,.
P
P
We
can
use
a
warrant
system
because,
where
they're
just
using
human
leg
power,
so
they
have
to
use
the
shortest
route,
so
they
so,
sadly
they
might
use
an
unsafe
route,
but
a
cyclist
has
choices
so
for
routes
unsafe,
they
probably
are
going
to
go
to
the
other
street,
even
though
for
connectivity,
the
unsafe
street,
if
we
put
the
infrastructure
there
would
be
the
one
so
so
warrants
work
for
pedestrians
in
ways
that
they
don't
for
cyclists.
Am
I,
am
I
getting
that
right
to.
H
The
speaker,
that's
an
interesting
point.
I
would
actually
say
that,
given
the
changes
that
we've
made
to
warrant
process
through
the
vision,
zero
2.0
plan
just
yesterday,
we
know
that
we
actually
need
to
take
a
deeper
look
at
the
way
that
our
warrants
serve
pedestrians
so
that
they
serve
them
better.
And
so
we
need
to
revise
what
were
the
old
school
warrant
systems
about.
H
You
need
to
have
this
number
of
pedestrians
that
sometimes
we
can't
rely
on
that
because
from
a
safety
perspective
and
given
the
distance
and
connectivity
and
access
for
people
of
where
they
would
want
to
make
that
crossing
that
may
be
still
a
safe
location,
even
though
it
doesn't
meet
the
old
school
warrant.
That's
why
we've
changed
our
warrants
for
pedestrians.
Thank.
A
M
I
wondered
if
I
could
just
get
some
clarity
on
exactly
what
we're
considering
in
this
report
and
how
the
attachments
relate
to
the
recommendations.
So
the
first
attachment
I
wanted
to
ask
about
was
attachment
number
one
and
do
I
have
this
right,
that
the
recommendations
in
the
report
are
suggesting
that
council
adopt
attachment
1,
which
is
a
map
as
our
vision
as
to
where
all
of
the
cycling
infrastructure
should
go
over
time
and
you've
taken
some
time
to
score
these
routes,
have
I
got
that
right.
H
Through
the
speaker,
the
the
map
as
attachment
1,
is
an
ultimate
Network
concept.
Not
every
route
shown
on
that
map
is
meant
to
be
constructed.
Some
of
the
routes
are
parallel
to
each
other
and
would
need
to
be
reviewed
in
which
one
better
serves
the
root
so
attachment.
One
is
the
summary
of
the
scores
of
all
of
the
proposed
network
routes
that
that
scored
in
a
at
least
a
minimal
scale,
and
it
wouldn't
propose
that
this
entire
network
be
installed.
So.
H
The
speaker,
the
next
few
words
in
that
particular
recommendation,
indicate
that
that
would
be
the
framework
for
bringing
forward
cycling,
infrastructure
projects
and
and
some
of
the
mapping
explicitly
and
then
the
text
of
the
report.
The
strategy
explicitly
indicates
that
we
would
bring
particular
routes
up
for
consideration
in
parallel
for
to
choose
the
better
route
to
serve
the
community.
Okay,.
D
H
M
Understood
now
attachment
number
four
is:
is
a
little
bit
more
complicated.
It
goes
into
the
work
that
you're
going
to
do
over
the
next
few
years
and
if
I
got
it
right
it,
it
speaks
to
a
lot
of
work.
Some
of
its
great
some
of
it
I
got
some
concerns
with,
and
some
of
the
things
that
are
included
are
studies
or
infrastructure
on
places
like
Bloor
Street,
on
places
like
Yonge
Street
and
various
many
many
smaller
projects
on
that
map.
H
The
speaker
for
clarification,
it's
to
study
or
to
assess
the
feasibility
and
do
some
design
work
and
seek
council
approval
to
build.
There
is
no
accounts,
Allah
proven
to
build
within
this
report.
This
report
is
an
overall
Network
plan
and
it
identifies
our
work
plan
for
nineteen
twenty
and
twenty-one
in
which
we
would
bring
particular
routes
through
the
feasibility
design,
consultation
council
approval
process,
and
it
would
be
back
on
your
table
to
consider,
but.
M
H
M
H
M
M
Attachment
one
if
I
could
just
finish
the
question:
if
it's
okay
attachment
one
overlays
desire
lines
essentially
and
shows
based
on
a
whole
bunch
of
scores,
the
idea
of
where
the
cycling
infrastructure
could
go
because
of
desire
and
analysis
and
to
me
it
looks
awfully
like
a
lot
of
the
busy
streets
in
the
city
cars
around
those
streets.
People
are
on
those
streets,
bikes
are
on
those
streets
and
if
you
could
add
some
comment
in
the
report,
it
talks
about.
M
H
That
one
is
is
the
result
of
the
scoring
of
our
process
to
update
the
cycling
network
plan.
So
we
looked
at
the
2016
cycling.
Network
plan
proposed
routes,
routes
that
were
also
in
the
2001
bike
plan.
We
looked
at
routes
that
have
been
defined
for
cycling
as
part
of
local
secondary
plans
that
have
already
gone
through
the
council
process.
We
took
feedback
from
from
consultation
we'd
received
in
the
first
cycling
Network
plan
route.
H
We
did
analysis
based
on
the
current
demand,
potential
demand
and
all
of
the
other
categories
that
we
spoke
about
earlier
and
then
scored
them
on
how
they
they
fared
and-
and
that
is
what
is,
that
is
what
is
demonstrated
on
map
one.
The
the
66%
metric
is
to
not
overestimate
potential
demand.
It's
not
that
66%
of
vehicles
would
switch
to
cycling.
It's
looking
at
the
amount
of
trips
within
the
that
are
taken
by
transit
or
by
vehicle.
H
J
I
know
this
isn't
exactly
about
new
but
I'm,
very
interested
in
the
current
cycle
lanes
and
how
you
have
your
maintenance
schedules.
There
are
regular
maintenance
schedules
and
repainting
how
often
the
potholes
that
are
in
all
of
the
cycle
lanes.
Do
you
do
anything
special
from
transportation
or
those
simply
when
the
roads
are
getting
paid
as.
H
Part
of
the
second
Network
plan
in
2016,
we
had
a
renew
component
which
looked
at
improving
the
safety
and
quality
of
the
existing
cycling
network
and
that's
through
things
like
repainting
lines,
adding
new
green
markings
and
new
symbols
and
signage
to
make
them
consistent
with
today's
standards
and
as
part
of
vision,
zero
plan
investment
from
Council
last
year.
We
we
upgraded
or
in
the
process
of
upgrading
between
this
year
and
last
year,
ten
corridors
where
we
added
new
green
markings
and
new
pavement
markings.
H
J
H
J
F
Speaker,
I
would
agree,
and
I
also
wanted
to
indicate
that
we
have
a
team
of
maintenance
patrollers
throughout
the
city
who
travel
the
roadways
and
also
report
back
on
impacts
to
cycling
facilities.
So
we
are
keeping
eyes
out
for
that.
We
tend
to
get
lots
of
feedback,
of
course,
from
cyclists
and
people
who
are
using
those
routes
because
they
really
are
on
the
ground
in
doing
that.
Do.
F
The
speaker
I
think,
there's
always
better
that
we
can
do
in
terms
of
state
of
good
repair
for
cycling
facilities,
and
so
it's
one
of
the
reasons
why
we
are
paying
close
attention
to
our
budgets
related
to
critical
interim
repair
potholes.
Our
Apollo
maintenance
is
critical
and
important,
but
it's
a
short-term
fix
and
doing
more
repair.
Work
that
is
taking
getting
a
sort
of
a
smoother
outcome
is
critical
for
cyclists.
So
we're
doing
more
of
that
critical
interim
repair.
You.
J
F
J
F
J
It's
everyone's
job,
but
you
would
agree
that
it's
far
different
in
your
SUV
on
Dundas,
then
on
the
bike
lane
on
Dundas,
which
is
very
marred
shift
up
after
a
difficult
winter.
So,
right
at
the
moment,
there's
nobody
who's
gone
and
looked
at
every
one
of
our
facilities
and
determined
that
certain
things
need
to
be
brought
up
to
standard
for
these
small
I'll
call
them
vehicles
or
transportation
devices.
That
I
would
are
very
different
than
a
4-wheel
transportation.
I.
F
H
The
speaker,
it
very
much
depends
on
on
the
nature
of
that
Street.
So
sometimes
it's
a
local
street
and
and
it's
it's
a
not
very
much
impact,
and
so
we
just
you
intuitively
know
that
it's
working
well,
you
address
issues
on
a
complaint
basis
on
other
streets,
where
we've
done
much
more
extensive
planning
and
evaluation
like
in
the
case
of
the
the
Woodbine
cycle,
tracks
or
or
blur
street.
We
do
things
as
much
as
counts
of
both
motor
vehicles
and
cyclists
beforehand.
H
E
With
regard
to
when
you're
looking
at
you
install
a
bike
lane
and
thank
you
for
mentioning
Woodbine
because
I'll
refer
to
that,
do
you
look
at
the
number
one,
the
increased
car
congestion?
Do
you
look
at
the
traffic
infiltration
in
the
local
community,
the
environmental
impacts
of
the
idling
of
cars
sitting
around
for
a
long
time?
Do
you
look
at
those
impacts
and
again
I'll
use
what
buying
as
an
example
on
recommending
any
changes
number
one
to
the
community
but
changes
to
impact
the
safety
concerns?
Because
when
you
look
at
just
on
a
safety
concern?
E
H
The
speaker
yes
in
the
case
of
Woodbine,
even
though
it
was
not
a
pilot
project,
we
we
did
before
counts
of
motor
vehicles
on
Woodbine
and
some
of
the
neighborhood
streets,
where
we
knew
there
would
be
concerns
of
infiltration
we
did
after
counts.
We
did
travel
time
surveys
of
vehicles
of
how
long
they're
taking
to
get
down
the
corridor.
We
use
the
details
from
that
to
inform
changes
to
traffic
signal
timing.
H
We
made
changes
based
on
both
observation
and
complaint
to
some
safety
concerns
where
people
were
having
challenges
backing
out
of
their
driveways
and
we
adjusted
the
the
sight
lines
for
where
the
the
bike
lanes
and
bollards
and
parking
started
adjacent
to
those
people's
driveways.
So
certainly,
even
when
it's
not
a
pilot
project
on
major
projects
like
that,
we
take
an
approach
where
we
evaluate
and
we
also
evaluate
it.
The
bike
counts
before
and
after
as
an
example.
Okay,.
E
So,
with
regard
to
and
I
respect
that
you
you
look
at
that,
you
do
make
the
changes.
You
do
look
at
understanding,
what's
happening
in
local
community
you've
done
all
that.
I
was
on
Woodbine
yesterday
and
and
all
week.
In
fact,
it's
a
very
regular
Road.
It
is
still
unbelievably
congested
and
if
you're
suggesting
that
you've
made
changes
to
make
it
better
I'm,
not
seeing
that.
So
in
that
purpose,
when
you're
looking
at
that,
where
do
you
go
and
more
specifically
on
the
transportation
side?
E
The
safety
on
you
know
on
roads
when
you
have
that
kind
of
congestion
and
frustration
from
motorists
just
trying
to
get
through?
How
do
you
reconcile
that
with
the
installation
of
a
bike
lane
and
this
as
I
said
it's
safer
for
cyclists,
but
it's
much
more
dangerous
for
pedestrians
and
people
on
the
road
through.
H
The
speaker
in
the
case
of
Woodbine,
our
after
study,
saw
that
we
had
less
than
a
minute
impact
on
the
morning
and
the
midday
travel
time.
But
in
the
afternoon
we
did
see
upwards
of
two
and
a
half
minutes
impact
on
travel
time
through
the
length
of
the
corridor.
I
recognized
that
now
this
week
last
week
is
probably
a
heightened
demand
to
use
Woodbine
and
more
congestion
on
Woodbine
because
of
the
closures
on
the
Don
Valley
Parkway.
H
G
Thank
you
very
much,
madam
Speaker.
Through
you
to
staff
I,
think
deputy
mayor
min
and
Wong
was
asking
about
warrants
in
terms
of
determining
whether
or
not
the
bike
lanes
were
needed
and
whether
or
not
you
tested
that
and
if
you
put
them
in
they
weren't
being
utilized
and
so
on.
I
was
out
of
the
room.
So
I
really
didn't
hear
your
answer
to
that.
So
whether
or
not
you'd
go
back
and
review
and
make
a
determination
as
to
whether
or
not
they
would
stay
in
place
if
they're
not
being
utilized
through.
F
The
speaker,
we
don't
currently
have
warrants
for
the
installation
of
bike
lanes
and
bike
facilities.
Part
of
the
reason
why
we've
approached
the
cycling
Network
plan.
The
way
we've
approached
is
because
we've
done
a
very
thorough
analysis
that
not
only
covers
existing
use,
but
it
also
covers
latent
demand
and
potential
use
and,
as
Jacqueline
mentioned
in
the
description
of
Richmond
Adelaide
and
many
of
the
other
cycling
facilities
that
we've
installed
as
part
of
the
first
ii
network
plan.
F
When
we
build
the
safe
facility
in
a
situation,
a
location
where
there
may
be
limited
cyclists
who
are
using
it
at
that
time,
once
we
build
it,
we
tend
to
see
in
some
cases
quite
a
significant
amount
of
growth.
And
so
we
wanted
to
just
indicate
that
existing
cyclists
are
not
a
good
indicator
of
what
the
network
connectivity
can
actually
yield
in
terms
of
cycling,
safety
and
cycling.
Numbers
right.
H
F
A
G
Can
we
license
them
and
we
looked
at
it
some
time
ago
and
the
answer
we
got
was
no
good
one
I'm
just
wondering
whether
or
not
if
technology
has
evolved
in
such
a
way
to
allow
us
to
have
a
greater
understanding
in
terms
of
how
to
know
who's
riding
and
whether
or
not
there
is
any
opportunity
to
look
at
that.
As.
H
The
police
haven't
reviewed
this
issue
and
indicated
that
they
they
have
the
powers
that
they
need
to
to
receive
identification
and
charge
cyclists,
and
they
regularly
do
so.
But
the
situation
you're
describing
is
is
a
challenging
one,
because
when
an
individual
is
hit
and
that
person
is
gone
it
you
know,
if
someone
did
have
a
license,
would
that
person
be
able
to
see
it?
H
It's
it's
not
clear
and
I
know
that
there's
been
a
few
cases
in
the
GTA
where
that
kind
of
sidewalk
cycling
has
resulted
in
a
tragic
death
or
injury
and
I
know,
and
the
ones
that
I'm
aware
of
the
person
has
eventually
either
come
forward
or
been
caught.
I'm,
not
sure.
If
the
situation
you're
describing
is
like
that,
but
you
know
all
in
all,
we
don't
recommend
licensing
for
a
number
of
challenging
reasons
because
of
jurisdiction
and
what
age
would
it
be
applicable?
Many
of
things
I
also.
F
Think
counselor
that
our
partners
at
cycle,
Toronto
and
many
others
across
the
city
are
really
focused
up
and
working
on
education
to
cyclists
and
I.
Think
what
your,
what
the
the
crux
of
it
is,
is
around
safety
and
making
sure
that
people
are
sharing
the
road
appropriately
and
I.
Think
education
is
a
critical
component
of
doing
that
and,
as
we
know,
from
driver's
licensing,
which
only
happens
maybe
once
in
a
lifetime
or
maybe
twice,
that's
not
necessarily
the
best
way
to
educate
people
about
the
daily
operation
of
their
vehicle
on
the
street,
particularly.
H
N
You,
madam
Speaker,
through
you
to
our
staff.
What
is
there
that
exists?
Should
an
accident
happen
between
the
bicyclists
and
the
vehicle,
a
bicyclist
and
a
pedestrian,
and
if
the
bicyclist
is
at
fault,
what
is
their?
What
insurance
is
there
in
order
to
protect
the
the
public?
Is
there
such
a
demand
on
the
bicyclist
through.
F
The
speaker,
if
the,
if
the
cyclist
has
violated
the
rules
of
the
road
and
has
contributed
to
a
crash,
they
are,
they
are
eligible
for
a
ticket
or
a
citation
or
a
fee
or
a
fine,
depending
on
what
the
Toronto
police
would
indicate
there.
Their
assessment
of
the
situation
would
indicate
so
they
are
charged
in
the
same
way
that
anybody
right.
N
But
the
car
a
vehicle,
if
you
cause
an
accident,
you
have
insurance
and
your
insurance
covers
the
the
the
the
the
the
damages
that
you're
cause,
if
you're
a
bicyclist
and
and
you
caused
an
accident,
what
insurance
is
there
in
order
for
the
the
other
people
that
got
hit
or
the
other
people
that
died
or
the
other
people
that
that
damages
through
their
property?
My.
H
Understanding
is
that
it
would
be
the
same
situation
if
you
were
in
an
accident
or
collision
with
an
uninsured
driver
where
there
is
there's
a
component
of
insurance
that
deals
with
uninsured
drivers
and
people
would
be
charged
through
the
Highway
Traffic
Act
in
any
criminal
code
convictions,
but
the
insurance
side
would
be
dealt
with
in
the
same
way
as
if
uninsured
driver
was
in
that
collision.
Let.
N
Me
try
this
one
more
time:
I'm
driving
I
hit
somebody.
My
insurance
covers
my
damages.
Their
damages
I'm,
a
bicyclist
I'm
driving
I
had
a
pedestrian.
The
pedestrian
has
damages
to
their
to
their
selves,
to
a
property.
What
is
there
that
the
bicyclist,
what
insurance
does
the
bicyclist
have
in
order
to
cover
those
damages?
Is
there
such
a
thing?
I'm.
H
F
N
F
N
Don't
drive
a
car
I'm,
a
cyclist
I
live
in
an
apartment.
I
have
nothing
to
my
name
except
the
place
that
I
go
to
work
I
hit
somebody
that
person
dies
compared
ibly
if
I'm
driver,
if
I
have
a
car
I
have
to
have
insurance.
Does
that
bicyclist
also
has
insurance
to
cover
the
damages
that
the
bicyclist
causes
in.
N
The
chair
to
staff,
you
know
the
respective
the
pedestrian
walking
down
the
street,
hit
somebody.
It
doesn't
cause
the
same
accident
and
the
same
damages
that
a
bicyclist
can
cause
so
one
more
time.
Please
is
there
something
that
is
mandatory
for
the
cyclists
to
have
insurance
because
they
are
operating
a
vehicle
should.
H
H
D
A
D
Thank
Speaker
I,
just
a
couple
of
questions
as
a
suburban,
cyclist,
I
think
I
think
we,
as
suburban
representatives,
have
failed
in
this
regard.
We
haven't,
we
don't
have,
and
we
don't
think
about
when
we,
when
we,
you
know
a
plan
or
a
cycling
Network
to
to
integrate.
Think
of
the
city
as
a
whole.
We've
missed
these
wonderful
opportunities
along
the
rail
corridors
to
build
psycho
super
highways.
D
E
D
Cycle
lanes
next
to
rail
corridors
that
connect
the
city
from
one
end
to
the
other
that
make
it
fast
for
a
cyclist,
someone
like
me
or
like
Steven
Holliday,
who
was
fit
as
a
fiddle
there
to
get
on
his
bike
from
the
outer
reaches
of
Etobicoke
and
get
down
here,
lickety-split
like.
Why
aren't
we
doing?
Why
are
we
doing
all
these
one-offs?
H
That's
a
great
rush,
that's
a
great
question
and
that's
why
the
attachment
to
the
major
citywide
cycling
routes
is
so
important.
It's
about
defining
those
major
corridors,
many
of
those
that
are
on
that
map
on
attachment
to
our
routes
along
either
rail
corridors
or
hydro
corridors,
and
so
we're
currently
working
on
extension
of
the
western
rail
path,
which
is
a
trail
along
the
rail
quarter,
as
well
as
along
the
barre
goal
line
and
we're
open
to
exploring
more.
There
are
challenges
with
property
ownership
and
rail
line
expansion
plan
with
4th
track
and
all
our
er.
H
There
are
some
safety
and
proximity
requirements
around
trails
because
ensuring
sufficient
space
from
where
the
cycling
facility
is
compared
to
where
the
the
active
tracks
are.
But
we
also
have
major
expansions
along
hydro
quarters
or
existing
trails,
long
hydro
quarters
to
serve
that
need
which
we
are
expanding
to
connect
across
the
whole
city.
So
the
gatineau
hydro
corridor
will
ultimately
go
all
the
way
from
Rouge
Park
down
to
meet
the
East
on
trail
and
the
Finch
hydro
corridor
is,
is
a
we've
been
actively
expanding
and
it's
almost
going
across
the
whole
top
of
the
city.
H
H
The
speaker
councillor,
thank
you
for
your
passionate
support
of
these
connections.
We
have
completed
several
projects
that
I've
mentioned,
like
the
gatineau
trail
was,
was
connected
between
Victoria
Park
in
Eglinton.
Since
2016
we
also
have
have
completed
further
sections,
two
sections
of
the
Etobicoke
Creek
trail
and
just
before
2016
one
section
of
the
of
the
Humber
gap.
There's
one
section,
a
mid
Humber
gap
which
I
know
that
you're
quite
supportive
of
that
we
have
hired
TRC
a
to
do
a
feasibility
study
of
because
there
are
some
property
issues
there.
H
But
we
have
were
working
on
that
and
we're
going
to
be
briefing
local
councillors,
including
yourself
about
that
within
the
next
couple
of
months,
and
then
we're
going
to
be
initiating
a
municipal
class
environment
assessment
to
proceed
with
the
construction
of
or
the
detailed
design
and
construction.
There
is
private
landowner,
engagement
of
single-family
homes
in
that
neighborhood,
so
it's
very
challenging.
I
mentioned
the
challenges
with
some
of
the
rail
lines,
but
we
we
have
been
moving
it
forward
on
many
of
these
projects.
R
R
You
know,
if
you
look
at
I,
think
there's
a
a
number
of
north-south
cycling
trail.
Why
aren't
there
more
east-west
connectors,
especially
across
middle
Toronto?
Everybody
forgets
about
middle
Toronto.
It's
always
downtown.
What
about
middle
Toronto?
We
want
to
go
east
west.
What
about
more,
east-west,
connectors,
I.
E
E
H
Major
city
wide
cycling
route
map
in
attachment
to
identifies
Eglinton
and
Lawrence
has
key
Midtown,
east-west
connectors
and
then,
of
course,
the
the
trails
that
you
mentioned.
The
Beltline
trails
are
also
critical
for
local
communities
and
on
the
Eglinton.
It's
a
great
example
where
we
have
a
multi-use
trail,
ten
kilometres
of
which,
from
Jane
to
Raichle,
we
are
building
in
2019
a
segment
from
Jane
to
parent
Park.
We
are
going
to
be
having
a
multi
thrill
built
as
per
story.
The
seperated
cycle
track
will
be
built
as
part
of
the
Eglinton
crosstown
light
rail
project.
H
R
Right
there
that's
great,
but
I'm,
talking
about
middle
Toronto,
I'm
talking
about
the
Toronto
so
to
the
401.
There
is
almost
like
a
no-man's
land
there.
We
need
some
east-west
connectors
across
the
middle
of
this
city
and
I
want
to
be
able
to
get
from
Baycrest
Park
I
want
to
get
to
the
wonderful
hidden
Park
the
Frances
Nunziata
has
there
in
North
Park.
We
can't
get
to
it
she's,
keeping
it
sort
of
separated
from
us
I
want
to
get
across
to
it.
Well,
maybe.
H
Through
the
speaker,
the
key
major
citywide
cycling
routes
that
really
do
the
cross
city
connections
in
Midtown
are
Eglinton
and
Lawrence.
There
are
some
routes
in
the
network
plan
that
you'll
see
an
attachment,
one
that
make
the
connection
to
North
Park
that
you're,
referring
to
there
are
two
options.
One
of
the
options
involves
building
a
whole
new
bridge
to
connect
to
North,
Park
and
and
that's
something
that
would
require
property
and
an
environmental
assessment.
H
R
And
that's
why
I
think
the
question
like
to
ask?
Should
we
perhaps
have
some
kind
of
long-term
visioning
plan
whereby
we
start
to
look
10
years,
20
years
ahead,
because
I
know
in
my
ward
there
in
the
Dufferin
Yorkdale
area,
there's
a
lot
of
development
being
proposed.
So
if
we
don't
start
to
have
sort
of
a
long-term
vision,
there
we're
gonna
lose
opportunities,
as
these
developments
go
forward
to
sort
of
work
with
the
developers
to
protect
these
green
rights-of-way
cycling
routes
east-west
through.
H
The
speaker,
yes,
that's
having
a
long-term
vision,
is
exactly
what
the
cycling
Network
plan
is
it?
Actually
it
takes
us
out
of
the
constraint
of
a
10-year
plan
and
keeps
it
as
a
fully
long-term
vision,
even
at
projects
that
are
more
conceptual
that
we
may
or
may
not
build
within
10
years,
and
then
it
has
a
short-term,
detailed
implementation
program
for
three
years.
So
the
projects
that
you
mentioned
are
in
our
long-term
plans.
We
can
protect
for
them
and
think
about
them
as
development
opportunities
arise.
You.
H
Motion,
it
already
is
in
our
plan
to
look
at
that.
It's
it's
on
map
one
and
I
pointed
out
to
your
staff,
where
exactly
on
that
one
it
is.
We
have
a
challenge
that
it
cannot
be
done
within
the
near-term
program,
and
so
that
would
be
our
concern
with
your
motion
is
that
the
near-term
program
timing
won't
work
for
that
particular
project.
R
H
I've
proposed
to
your
staff
is
that
I've,
given
some
wording
about
emotion
that
has
us
reporting
back
at
the
end
of
this
near
term
program
about
some
appropriate
timing
and
opportunities
for
that
particular
link
and
so
councillor
Layton
at
environment
infrastructure,
Environment
Committee
proposed
that
we
report
back
in
q4
2021
I
would
suggest
that
we
refer
to
the
timing
of
that
project
at
that
time.
Thank.
A
F
C
Much
madam
Speaker
and
I
have
a
motion
which
I
don't
actually
have
in
front
of
me.
Oh
there
it
is
it.
You
know,
I've
gone
through
this
exercise.
We
all
have
of
having
people
tell
me
and
I
heard
on
the
radio
the
other
day
a
commentator
saying:
well,
nobody
really
uses
those
Richmond
Adelaide
bike
lanes
at
all.
C
That
is,
you
know
pretty
much
our
unarguable
I
mean
people
are
they're
using
them
or
they're,
not
depending
on
what
it
is.
I
will
just
say
with
respect
to
this
matter
in
general,
speaker
that
before
my
time
and
even
during
the
beginning
of
my
time
here,
we've
had
many
big
plans
and,
and
the
big
plans
almost
inevitably
contains
some
blockbuster
number
and
go
over
a
very
long
period
of
time
and
I
I
would
say,
I
believe
and
I
know
there.
C
Others
who
would
take
issue
with
this
and
I'll,
come
to
that
in
a
moment
in
terms
of
the
the
same
sort
of
situation
we
faced
yesterday
in
terms
of
a
balancing
of
interests
when
we
were
talking
about
the
vision,
zero
that
there
has
been
quite
a
lot
done,
but
at
the
same
time,
if
you
measured
it
as
against
these
big
plans
that
have
been
presented
over
time.
Actually
part
of
the
problem
with
the
big
plans
is
first
of
all,
they
were
very
big.
C
C
But
you
can't
lose
the
public's
confidence,
because
if
you
do,
then
everybody
in
here
starts
to
get
under
pressure
and
some
will
acknowledge
that
pressure
more
than
others,
but
the
bottom
line
is
it
will
affect
the
decision-making
that
can
go
on
in
here
to
try
and
move
us
forward
and
as
I've
said,
people
can
agree
or
disagree
with
that
particular
style
of
leadership.
They
will
have
their
chance
at
the
time
of
the
next
election
to
pass
judgment
on
that
and
I'm
more
than
willing
to
have
have
them.
Have
them
do
that.
C
So,
as
I
said
yesterday,
we
we
we
have
to
sort
of
then
try
to
do
what
we
can
do
to
it
to
to
have
a
plan
that
can
be
measured
by
people
in
terms
of
what
actually
gets
done
and
I
think
the
key
points
I
want
to
look
at
in
point.
Two
in
my
one
remaining
minute
on
this
plan
are
the
following:
first,
there
is,
there
are
three
years
set
forward
of
very
specific
projects
that
are
enumerated
and
I
was
going
to
say
they're,
either
going
to
get
done
or
they're
not
going
to
get
done.
C
I
know
the
VESA
motions,
but
I'm
hopeful
people
will
end
up
supporting
this
as
being
something
that
does
those
two
things
moves
significant
individual
projects
forward
and,
secondly,
moves
to
very
big
initiatives
for
it,
as
well
as
a
I'll
call
it
a
selection
of
other
matters
that
form
this
plan
so
I.
Thank
you
for
your
attention
and
I
commend
this
report
to
the
members
of
council.
O
C
Know
what
yes,
because
I
think
we
have
been
when
people
have
come
and
asked
for
our
data,
we've
kind
of
found
reasons,
sometimes
not
to
make
it
public
and
I,
think
we're
behind
where
this
city
should
be
and
where
other
cities
are
in
terms
of
datasets
that
are
made
public.
So
if
you
figure
out
the
place
where
that
should
go,
then
I'm
quite
happy
to
do
that,
because
I
think
that
that
should
be
the
you
know
by
and
large
the
hallmark
that
we
set
in.
L
K
Thank
You
Speaker
I
held
the
item
cancer,
Thank
You
speaker,
and
let
me
begin
by
thanking
staff
for
their
hard
work.
I
would
step
back
to
say
what
is
our
objective
here
as
it
relates
to
the
cycling
Network
plan
and
our
objectives
should
be
pretty
damn
simple,
which
is
in
a
growing
city.
We
need
to
work
to
redesign
our
streets
from
in
the
old
days
moving
cars
to
in
the
21st
century,
moving
people,
it's
just
that
simple.
K
It
is
the
only
solution
in
a
growing
city
to
shift
the
mode,
and
so
let
me
talk
about
that
from
a
downtown
perspective.
In
a
citywide
perspective
in
downtown
250,000
people
live
downtown,
I'm,
one
of
them,
but
every
single
workday
from
Monday
to
Friday
the
population
of
downtown
quadruples
to
1
million
people,
1
million
people-
that's
because
one-third
of
all
the
jobs
in
the
entire
city
are
located
downtown.
Many
of
your
constituents
commute
into
downtown
to
work.
It's
also
going
to
increase
that
pressure,
because
43%
of
all
the
city's
non-residential
development
is
in
downtown.
K
Meanwhile,
if
you
try
to
drive
to
City
Hall
or
you
tried
this
morning,
you
will
know
that
our
streets
are
at
capacity
today
and
good
luck,
widening
them
to
bring
more
cars
through
and
into
the
downtown.
The
only
way
from
a
safety
and
a
long-term
economic
prosperity
standpoint
that
we
can
effectively
move
people
in
and
out
of
the
core
to
their
jobs,
to
their
schools
is
by
shifting
the
mode
and
redesigning
our
streets.
That's
it
and
it's
working
people.
People
have
voted
with
their
bike
lanes.
K
You
just
have
to
look
at
Richmond
and
Adelaide,
go
stand
at
Bathurst
and
Adelaide
during
rush
hour
and
see
how
it's
going
go
up
to
Bloor
Street
when
it's
not
under
construction
right
now,
and
you
will
see
how
it's
working
now
on
a
citywide
basis,
which
is
where,
admittedly,
in
this
council
chamber
a
lot
of
these
debates
over
cycling
infrastructure
take
place.
You
have
to
build
a
grid,
you
have
to
build
an
actual
network.
K
If
somebody
is
getting
on
a
bike
from
their
household
in
the
morning,
they
have
to
be
able
to
ride
to
the
childcare
drop.
The
kid
off
ride
to
work.
To
do
to
their
place
of
employment,
go
back
to
the
child
care,
maybe
stop
at
a
store
on
the
way
home.
You
have
to
be
able
to
do
all
of
those,
and
so
you
cannot
build
in
a
piecemeal
fashion.
K
You
can't
build
bike
lanes
to
know
where
you
actually
have
to
build
a
grid,
and
so,
when
I
look
at
this
bike
plan,
I
will
say
and
I
will
commend
the
near
term
objectives.
The
next
three
years,
extending
Bloor
West
all
the
way
to
Hyde
Park.
Let's
get
it
done,
piloting
a
bike
lane
on
Danforth
to
make
that
strong,
east-west
connection,
let's
get
it
done,
studying
and
bringing
university
back
online.
Let's
get
it
done.
K
That's
all
important
I
will
say
and
I
believe
that
our
medium-term
plan
and
targets
are
lacking
and
it's
because
there
are
no
clear
targets
or
accountability
measures
to
hold
us
to
them,
but
over
the
next
three
years
we
have
a
work
plan.
So
let's
go
ahead
and
build
it.
Now.
A
lot
of
the
debate
we're
having
right
now
comes
down
to
this
question
of
warrants.
So,
let's
address
it
head-on
and
I
would
encourage
all
of
you
to
support
councilor
Layton's
amendment
coming
up
to
delete
them.
We
don't
have
warrants
for
sidewalks.
K
K
You
need
from
every
vantage
points
to
understand
that
in
a
growing
world-class
City
you
redesign
our
streets
to
move
more
people
and
more
people
safely
and
in
this
term,
let's
move
forward
to
not
just
pilot
bike
lanes.
The
data
and
the
evidence
there,
let's
build
permanent
bike
lanes
and
let's
do
it
as
quickly
as
possible.
Thank
you.
S
Madam
Speaker
I
have
two
motions:
one
is
to
delete
number
19,
which
would
allow
for
bicyclists
to
use
sidewalks
and
the
number
two
I'm
moving
to
provide
a
budget
impact
assessment
of
completing
the
city
portion
of
the
cycling
network,
as
envisaged
in
England.
Two
connects
and
report
through
the
2020
budget
process
and
I'll
start
with
the
second
item.
S
We
have
an
agreement
with
Metro
links
that
they
are
going
to
be
putting
together
the
the
streetscape,
the
sidewalk
and
the
bike
lanes
where
there
are
stations.
Our
concern
is
that
if
we
don't
finish
our
part
of
it
in
concert
with
what
Metrolinx
will
do
by
2021,
then
we
will
end
up
with
these
orphans
segments
of
bike
lanes
along
Eglinton.
That
will
create
an
unsafe
environment
because
bicyclists
will
begin
and
then
get
off
and
then
begin
and
then
get
off,
and
that
doesn't
seem
to
be
a
reasonable
resolution.
S
Given
that
everything
we've
heard
from
our
bicycling
staff
and
our
transportation
staff
is
that
contiguous
networks
is
our
goal
as
a
council
number
two
or
the
number
one
to
remove
the
sidewalk
idea.
If
you
look
at
the
Ontario
Highway
Traffic
Act
well,
it
doesn't
actually
speak
to
the
sidewalk
question.
It
does
identify
bicycles
as
vehicles
just
like
cars,
and
not
one
of
us
would
ever
suggest
that
a
view
a
car
should
be
allowed
to
drive
on
the
sidewalk.
S
I
can
tell
you
if
I
was
walking
down
the
sidewalk
with
my
six-year-old
daughter
or
if
I
or
any
of
you
had
a
mobility
challenge
or,
if
you're
pushing
a
stroller
if
you're
in
a
wheelchair,
if
you've
got
a
bad
hip,
if
you're
a
young
person
or
senior
alike.
The
last
thing
that
you
are
gonna
watch
is
somebody
cycling
quickly
down
a
sidewalk
I
think
it's
it's
an
unreasonable
and
unsafe
suggestion
to
make,
and
it's
something
that
we
should
dismiss
immediately
and
then
to
speak
to
the
wider
issue.
S
I
like
I've,
never
really
understood
why
we
allow
ourselves
to
fall
into
this.
This
just
absurdly
divisive
debate
about
a
cycling
network.
It
it
really
it's
it's
stupid.
If
you
really
describe
it
honestly,
maybe
it's
self-serving
I,
think
some
of
us
say
things
because
we're
worried
more
about
if
we're
gonna
get
screamed
at
by
some
people,
rather
than
really
what
the
right
thing
is
to
do.
S
The
drivers
have
is
that
when,
when,
when
I
Drive
I've
got
this
this
metal
around
me
that
separates
me
and
protects
me
and
I
appreciate
that,
but
a
pedestrian,
the
cyclists
doesn't
have
that
and
therefore
I
believe
we
have
a
responsibility
to
create
distances
and
separations
to
be
able
to
protect
people
from
vehicles.
Other
types
of
vehicles
and
that's
why
we
do
that
for
bikes
and
that's
why
sidewalks
should
be
for
pedestrians.
S
So
if
we
all
agree
that
safety
is
our
priority,
I
mean
we
all
just
said
that
in
our
speeches
during
the
vision,
zero
debate,
why
wouldn't
we
be
consistent?
Why
wouldn't
we
do
the
same
here?
I
just
I,
don't
I
just
find
I
really
do
find
this
debate
tiresome
and
and
frustrating
and
and
and
again
just
stupid,
I
read,
mark
2e
and
I,
don't
usually
read
stuff
mark.
L
S
N
A
N
N
A
E
E
Madam
chair,
what
what
does
not
the
motion
say?
It
should
be
on
sidewalks,
where
they
is
very
little:
traffic,
Street
pedestrian
traffic?
Isn't
that
what
it
says
yeah?
So
so
there
are
you
aware
not
like
Yonge
Street
in
Mount
Pleasant.
There
are
certain
places
in
the
suburbs
where
there
is
virtually
no
pedestrian
traffic.
T
A
S
S
S
A
Q
Thank
you,
madam
Speaker
I
rise
and
I'll.
Just
let
you
know
I'll
be
supporting
the
mayor's
motion.
I
think
that's
a
great
idea,
as
well
as
councillor
Matt,
Lowe's
and
councillor
Layton's
motion
that
will
be
forthcoming.
I,
don't
think
this
should
be
a
conversation.
That's
about
clickbait,
I,
think
it's
time
for
Toronto
to
grow
up
in
prioritize
safety,
prioritize,
active
transportation
and
and
do
it
in
a
thoughtful
and
smart
way.
Q
I
do
want
to
give
thanks
to
our
staff
here:
Barbara
Jacqueline,
katie,
zobelle
and
many
others
for
the
work
on
this
I
think
building
out
our
cycling.
Network
has
historically
been
one
of
the
most
challenging
things
that
that's
been
facing,
Toronto
and
at
times
it
feels
like
a
Sisyphean
effort.
You
know
kind
of
pushing
that
boulder
up
the
hill,
but
we
are
making
real
progress
and
we
have
to
move
forward.
We
had
a
good
plan
for
the
city
and
I.
Q
Think
staff
have
done
something
that
can
be
difficult
and
challenging
at
times,
and
that
is
recognizing
how
things
were
going
and
providing
us
with
the
advice
set.
We
need
to
recalibrate,
we
need
to
retool
and
that's
not
a
bad
thing.
My
mind.
That's
a
pragmatic
thing,
understanding
what's
been
working,
what
hasn't
been
working
and
charting
a
new
path
forward?
The
network
Plan
Update
that
we're
voting
on
here
today
is
asking
us
to
stay
firm
in
our
goals
of
creating
a
strong
citywide
network
that
meets
the
needs
of
all
road
users.
Q
Q
And
while
I
and
some
of
my
colleagues
here
on
council
are
fully
ready
to
embrace
a
citywide
network
of
cycling
lanes
and
infrastructure,
not
every
community
is
we
need
to
take
the
time
to
do
the
consultation
and
the
engagement
to
bring
people
along
with
us
to
set
us
up
for
success.
We
can
all
point
to
examples
in
the
city
of
Toronto,
where
that
hasn't
happened,
where
it
hasn't
gone
well,
and
that's
when
these
items
become
really
controversial.
Q
Now,
I
know
that
that's
a
lot
of
work,
but
it's
important
work
that
we
have
to
do
and
just
because
that's
challenging
doesn't
mean
we
shouldn't
do
it.
In
fact
we
ought
to-
and
we
have
to
the
most
important
reason
that
I'm
rising
here
today
is
to
speak
on
the
item,
because
I
want
to
support
my
community
and
their
called
for
a
complete
Street
on
Danforth
and
I
was
heartened
and
I
want
to
thank
our
mayor
for,
for
his
recognition
of
Danforth
is
one
of
the
top
two
priorities
in
the
city.
I.
Q
Think
that's
fantastic
news.
Now,
when
we
were
at
committee,
we
heard
from
deputies
over
and
over
again
about
the
call
for
a
complete
Street
on
Danforth.
We
received
four
hundred-plus
correspondence
and
I
personally
received
hundreds
of
emails
on
the
file.
Every
person
that
we
heard
from
made
one
message
very
clear,
and
that
is
that
road
safety
on
Danforth
is
a
priority.
Danforth
is
one
of
the
most
heavily
traveled
cycling
quarters
in
the
city
that
doesn't
currently
have
any
bike
infrastructure
to
support
that.
So
to
me,
that
makes
a
lot
of
sense.
Q
We've
heard
from
our
general
manager
talked
about
demand,
desire
and
latent
potential,
and
certainly
Danforth
has
tons
of
that,
and
it's
also
a
critical
piece
in
making
that
east-west
cycling
connection
through
the
heart
of
our
city,
with
multi-billion
transit
infrastructure
right
below
Danforth
and
some
of
the
city's
most
iconic
neighborhoods.
This
makes
sense
to
have
a
complete
Street
in
the
East
End
I
want
to
thank
counselor,
counselor
McKelvey
for
tabeling.
Q
My
motion
at
committee
and
and
recommendation
number
six
calling
for
the
design
of
a
bike
lane
pilot
on
Danforth
we're
gonna
come
back
in
q2
2020
with
staff
and
we're
gonna
move
it
forward.
After
40
years
of
studies
and
debates
and
delay
on
Danforth
bike
lanes,
the
committee
gave
its
support
by
moving
providing
us
a
path
move
forward
on
bringing
a
pilot
to
Danforth
I'm
calling
for
staff
to
begin
the
consultation
and
the
detailed
design
work
early
on
the
bike
lane
pilot
now,
so
we
can
actually
get
started
and
get
it
moving.
Q
The
work
starts,
first
and
foremost
with
consultation
with
our
community,
with
our
bike
be
IAS
with
residents
with
people
that
use
Danforth
every
day,
and
our
work
plan
is
robust
and
accounts
for
that
with
five
public
meetings.
Stakeholder
advisory
committee,
three
interest
group
meetings,
pop-up
consultations
month,
a
steering
committee
that
myself
and
councilor
flexure
will
be
sitting
on
an
after
extensive
consultation.
At
that
point,
we
will
be
presented
with
a
work
plan.
That's
thoughtful,
that's
smart
and
makes
sense
to
move
forward.
Q
My
original
motion
proposed
that
we
look
at
Coxwell
Avenue
today
to
dodge
road
for
four
bike
lanes
on
Danforth
and
I
was
thrilled
to
see
the
counselor
Fletcher
join
me
in
that
call
by
including
detailed
design
work
for
broad
view
to
Coxwell
having
an
option
for
a
continuous
bike.
Lane
pilot
across
the
busiest
stretch
of
Danforth
makes
a
lot
of
sense.
We're
building
vital
links
and
I.
Q
R
A
6.11,
oh
there,
it
is
on
the
screen.
City
council
requested
general
manager,
transportation
services
to
review
opportunities
to
prioritize
weston
neighborhood
connections
like
cycling
routes
within
the
near
term
implementation
program,
2020
2021,
and
that
cycling
network
connections
to
the
west
and
going
up
express
station
be
included
as
part
of
this
work
and
to
city
council
request
the
general
manager
transportation
services
to
consider
including
Jane
Street,
south
of
401
Bloor
Street
West.
A
A
The
I
brought
forward
a
report
to
committee
a
couple
years
ago
from
a
cycling
committee
that
I
chaired
as
part
of
community
members
of
my
ward,
and
there
were
a
number
of
recommendations
that
were
brought
forward
to
city
staff
on
possible
bike
lanes
throughout
the
ward
connection
to
where
the
goal
when
the
up
Express
station
is
at
Weston
and
Lawrence.
We
also
spoke
to
Metro
links
asking
them
when
they
design
the
the
corridor
for
electrification
that
they
allow
space
along
the
corridor
for
for
a
bike
lane
as
well
and
Metrolinx
agreed
to
that
I.
A
A
So
there
is,
there
is
a
bike
dedicated
bike
lane,
that's
going
in
my
ward
now,
and
actually
it's
it's
being
constructed
now
is
Scarlet
of
Road
scarlet
Road
for
people
that
know
that
area
that
has
been
a
highway
for
many
many
years.
It's
four
lane
or
lane
traffic
and
there's
no
stop
strap.
But
motorists
are
going.
A
Ninety
ninety-five
down
the
hill
and
up
the
hill,
so
part
of
the
the
city
is
reconstructing
the
road
and
as
well
as
putting
in
the
sidewalks
part
of
that
is
to
reduce
the
lanes
to
two
lanes,
then,
in
the
future,
we're
doing
the
underpass
at
sinker
and
Dundas
and
that's
part
of
councilor
purchases
Ward
as
well.
We're
widening
that
underpass
and
putting
the
cycling
lanes
under
the
underpass
as
well.
A
I
feel
it's
a
lot
safer
for
motorists,
pedestrians
and
cyclists,
and
when
you're
driving,
for
example
Dundas
is
they
don't
have
they
don't
have
dedicated
bike
lanes
and
it's
very
unsafe
for
motorists
and
as
well
as
the
pedestrians,
so
in
areas
where
you
know
I
think
there
are
certain
areas
of
the
city
that
it
it
warrants
and
I
think
the
community
is
embracing
it
and
the
question
was
asked
to
staff:
do
you
count
the
cyclists?
How
many
cyclists
do
you
have
on
a
particular
Street
before
you
recommend
it?
A
But
there
are
some
areas,
for
example
Scarlett
Road.
There
may
not
be
a
lot
of
cyclists
because
it's
unsafe
and
why
you
know
I
mean
why
would
you
use
the
road
if
it's
not
unsafe
for
you?
So
you
can't
really.
The
criteria
can't
be
on
the
number
of
cyclists,
because
there
are
some
roads
that
are
very
unsafe
and
I.
Don't
believe,
cyclists
we
even
attempt
to
use
those
roads.
P
P
P
Madam
Speaker
I,
don't
have
emotion
like
you,
I
rise
in
support
of
motions
that
that
deal
with
getting
rid
of
the
recommendation
that
we
introduce
a
warrant
system
getting
rid
of
the
recommendation
that
we
do
a
sidewalk,
bicycling
pilot
I'm.
Very
much
in
support
of
those
and
I
wanted
to
comment.
Madam
Speaker,
on
meritorious
having
been
dubbed
the
new
new
General
in
the
war
on
the
car.
P
This
isn't
about
cars
and
it
isn't
even
really
about
bikes.
It's
actually
just
about
people.
It's
about
people
and
one
of
the
things
that
we
have
to
wrap
our
heads
around
envision,
zero
in
the
overall
network
plan
in
the
the
specific
projects
that
we're
starting
is
we're
dealing
with
very,
very
different
travelers.
When
then,
when
I
grew
up,
let's
think
about
it.
Those
of
us
in
there
a
fair
number
that
are
of
my
generation
in
this
room.
P
That
was
the
60s
and
all
the
arteries
were
lovely
big,
fast
roads,
and
we
thought
you
know
sooner
or
later
we're
gonna
have
this
affluent
nation
and
people
are
gonna,
have
two
cars:
let's
build
some
great
big
roads
for
it
and
we
did
and
pretty
much
every
child
in
that
neighborhood
knew
that
one
day
they
were
gonna
learn
to
drive,
they
were
gonna
drive
their
parents
car.
Then
they
were
gonna,
buy
a
car
and
if
they
worked
really
hard
and
they
went
to
post-secondary,
they
were
gonna
own
two
cars.
P
But
that's
not
what
my
children
are
doing.
I
have
a
I
have
a
daughter
in
her
30s
who
lives
downtown
and
doesn't
want
a
car,
and
so
when
she's
walking
the
streets
she
she
sorta
remembers
what
I
taught
her
about
the
perspective
of
the
car
driver,
but
she
doesn't
have
that
perspective.
She's
never
been
the
driver.
P
P
So
you
don't
have
the
perspective
of
the
cyclists
they're
sharing
the
road
with
they
may
not
own
a
car,
and
they
don't
have
that
perspective
two
vehicles,
two
different
types
of
vehicles
are
sharing
the
road
with
them,
but
they
don't
know
what
they
see
and
that's
relatively
unique
because
we
used
to
all
grow
up,
assuming
we'd
all
have
the
same
journey
and
we
don't
anymore.
There
are
three
million
of
us
soon
there
will
be
four
million
and
some
of
us
will
never
own
a
car.
P
Some
will
never
ride
a
bike,
but
we
all
have
to
inhabit
the
same
road
network.
We
have
to
figure
out
how
to
navigate
around
buses
that
are
sharing
the
road.
We're
gonna
need
a
lot
of
those
because
God
knows
when
the
rail
is
ever
gonna
be
built
that
we're
all
anticipating,
but
then
it
will
be
built
and
we'll
be
navigating
around
that
construction.
P
I'll
say
well:
I,
don't
care
what
that
roads
designed
for
right
now
get
on
it,
because
I
want
to
get
you
a
bike
lane,
so
you
need
to
meet
the
warrants,
start
pedaling
on
it
start
riding
it
right
now,
she's
the
same
way
when,
when
a
parent
says
this
crosswalk
is
unsafe,
we're
worried
one
of
our
kids
is
going
to
get
killed.
One
of
these
days,
I
need
a
crossing
guard.
P
What
I
say
well,
throw
your
kids
in
that
Street
get
him
in
there.
I
need
there
to
be
X
number
of
kids,
so
I
can
get
the
crossing
guard.
That's
a
system!
That's
not
working
for
us
now,
which
is
why,
when
I
ask
the
question
you
heard
our
transportation
director
said
yeah
and
some
respects
we
use
warrants
for
pedestrians,
but
we
re-examine
ecause.
It's
actually
a
stupid
way
to
figure
out
where
you
need
to
address
unsafe
pedestrian
conditions,
so
they're,
actually
retreating
from
that.
P
The
only
thing
that
warrants
do
really
work
for
our
cars,
because
in
in
a
collision
of
these
three
types
of
travelers,
these
walkers
these
cyclers,
these
drivers,
generally
speaking
the
person
because
they're
all
people,
but
the
bar,
the
person
behind
the
wheel
has
the
greatest
chance
of
winning.
Thank
you
thank.
A
N
S
N
I
Thank
you,
I'm
a
speaker.
I
do
have
emotion,
related
to
a
long
term
request
in
the
old
Ward
9
the
current
Ward
6
I.
Don't
I
think
you
need
me
to
read
this,
but
obviously
it's
it's
important
in
any
kind
of
cycling
plan
to
have
connectivity.
This
motion
addresses
some
of
the
key
requests
that
have
come
over
the
years,
which
we've
been
unable
to
implement
I
hope
in
this
iteration
of
this
we
plan
we
can
do
so
I'd
like
to
thank
staff
for
the
report
and
the
work
on
on
the
file.
I
There's
no
doubt
that
we
can
go
down
this
road
because
of
an
enormous
cultural
or
paradigm
shift
within
our
local
communities.
There's
been
a
growing
acceptance
of
cycling
because
of
the
growing
growing
demand
for
off
street
trails,
segregated
bike
lanes
and
better
more
public
consultation,
in
other
words,
we're
not
imposing
bike
lanes
we're
asking
communities
what
they
would
like
to
see
and
what
they
would
like
to
see.
Design
and
also
I
think
it
can
be
said
that
newcomers
to
our
city
are
bringing
a
culture
of
cycling
from
their
home
countries.
I
Boomers
are
now
seeing
that
their
millennial,
kids
are
not
buying.
Cars
are
not
getting
their
license
and
are
in
fact
buying
bikes
and
biking
around
the
city.
Of
course,
increasing
suggestion.
Congestion
across
the
city
makes
a
bike
bike,
a
practical
and
efficient
mode
of
transportation.
Certainly
when
I'm
biking
around
York
Center
and
Ward
6,
it
is
much
easier
to
get
around
by
bike
than
often
driving
I.
I
Think
when
you
look
when
you
look
ahead,
if
we
want
biking
to
be
a
citywide
thing,
then
we
have
to
we
have
to
share,
and
that
brings
me
to
Bike
Share,
which
I
understand
is
the
Toronto
parking
authority
program
and
not
necessarily
out
of
transportation.
But
whenever
the
inner
suburbs
start
asking
about
Bike
Share
they're
told
the
volume
isn't
enough:
the
budget
isn't
there.
They
may
build
up
DC's.
I
When
I
recently
asked
about
a
connection
between
the
sub
2
subway
lines,
I
was
told
that
they're
collecting
DC's
to
do
the
connection
when
I
asked
how
long
that
would
take.
They
said
10
years
well,
that
doesn't
seem
fair.
That
doesn't
seem
reasonable
and
that
doesn't
seem
like
a
good
way
to
promote
cycling.
I
I
Cycling
deaths
are
more
likely
to
occur
when
one
or
more
persons
involved
in
the
collision
are
under
the
influence
of
alcohol
or
drugs,
and
the
vast
majority
of
cycling
deaths
are
preventable.
We
can
put
millions
of
dollars
into
our
cycling
infrastructure
and
we're
certainly
approving
that
today
and
I
think
the
plan
going
forward
is
ambitious,
but
it
should
be
fair.
I
It
should
be
connecting
unconnected
routes,
it
should
be
going
into
the
inner
suburbs,
but
we
must
also
focus
on
the
safety
and
public
education
is
really
one
of
the
key
things
and
making
sure
that
our
school-aged
children
and
adults
understand
the
rules
of
the
road
safety
and
the
bylaws
and
the
strategies
going
forward.
Therefore,
we
can
build
a
cycling
culture
based
on
good
infrastructure,
good
education
and
good
safety.
Thank
you.
R
Progress
of
the
cycling
network
plan
I'm
moving
this
because,
as
representing
the
middle
of
Toronto,
the
area
of
Toronto
that
perhaps
sometimes
doesn't
get
the
necessary
cycling
infrastructure
it
needs
and
wants.
I
just
thought.
This
would
be
a
way
of
trying
to
highlight
the
need
to
invest
in
future.
Cycling.
R
So
that's
what
this
motion
of
my
tries
to
do,
because
if
we
don't
start
doing
this
long-range
planning,
if
you
look
at
the
development
that's
occurring
in
the
Yorkdale
Dufferin
area,
we're
gonna
lose
opportunities
to
protect
rights-of-way
that
will
connect
communities
through
cycling
rights-of-way
in
the
years
that
commerce.
That's.
Why
I
want
to
put
this
forward
and
give
it
some
attention
now
before
we
lose
the
army,
because
I'm
already
talking
to
some
people
that
are
looking
at
future
developments
in
that
area
and
they're
willing
to
put
land
aside
for
cycling
lanes.
R
But
if
we
don't,
you
know,
work
with
them,
we
will
lose
these
opportunities,
so
I'm
trying
to
do
this.
This
motion
I'm
also
trying
to
break
down
another
east-west
barrier
right
now.
We
have
an
incredible
thanks
to
Kay
Gardner.
We
have
the
Kay
gardener
belt
line,
which
is
used
by
cyclists
by
walkers
joggers,
but
it
ends
at
the
great
wall.
There's
a
wall,
the
island
expressway
wall
that
divides
the
community.
That
makes
it
impossible
for
people
to
get
from
one
side
of
the
city
to
the
other
side.
R
Walking
the
jogging
path
that
goes
east
to
west
and
many
people
who
live
on
the
east
side
of
the
wall
have
never
been
to
the
other
side
of
the
wall,
to
walk
or
to
even
talk
to
people
or
to
visit
the
great
park
that
has
now
been
extended
to
Marly
Avenue,
because
there's
this
wall
there
so
I'm
also
asking
for
a
possible
cycling
connection,
walking
jogging
connection
that
finally
gets
rid
of
the
divide.
We
have
our
own
Berlin
wall.
R
It
seems
right
through
the
middle
of
the
city,
it's
called
the
Allen
Expressway,
so
I'm
trying
to
break
down
that
barrier
there.
So
we
get
people
walking
cycling
going
on
strollers
across
that
part
of
the
city
which
has
been
divided
by
that
great
big
mistake
called
the
island
expressway,
which
has
destroyed
communities
for
years
and
is
still
destroying
it.
R
So
I
think
the
key
thing
is
for
us
to
look
ahead:
breaking
down
barriers
and
going
east
and
west
rather
than
just
and
and
I
support
going
with
cycling
pass
along
our
rail
lines,
and
so
that's
fantastic,
but
we
don't
have
enough
east-west
connectors
in
the
middle
of
the
city.
That's
the
underbelly
of
Toronto.
R
Everybody
forgets
about
underneath
the
401,
where
people
don't
have
enough
opportunities,
the
cycle,
no
opportunities
to
get
across
those
walls,
those
barriers
which
divide
communities
and
make
it
easy
easier
to
get
into
cars
rather
than
getting
into
onto
their
bicycles
or
walking
or
jogging.
So
that's
why
I
put
forth
this
motion.
Thank.
A
O
You,
madam
Speaker
I,
do
have
a
motion
that
I
would
like
to
move
that
City
Council
requests
the
general
manager
transportation
services
to
work
with
by
chair
Toronto
to
develop
a
coordinated
plan
to
install
bike
share
infrastructure
across
Toronto
before
I
speak
to
that
I
want
to
thank
mayor
Tory
for
agreeing
to
the
friendly
amendment
to
his
motion.
Around
open
data
I
will
use
the
example
of
Ottawa
Ontario,
where
they
have
automatic
automated
counters
on
their
bike
routes.
So
they
can
see
what
the
volume
is.
O
I
even
opened
their
open
data
portal
and
see
what
the
results
of
that
are.
With
my
regard
and
before
I
also
speak
to
my
emotion,
I
also
like
to
let
everybody
know:
Google
Maps
made
an
announcement
this
morning.
Google
Maps
now
is
tracking
our
bike
stations
in
Toronto,
our
Bike
Share
Toronto
stations.
You
can
go
to
Google.
Maps,
live
live
time
this
second
and
see
the
availability
of
bicycles
in
each
and
every
one
of
our
bike
stations
in
the
City
of
Toronto.
O
It
was
just
announced
this
morning,
which
I
think
is
very
great
news
for
our
bicycling
infrastructure
and
in
this
city.
With
regards
to
my
motion,
one
of
the
concerns
that
I
have
it's:
it's
the
same
than
many
of
my
residents
have
it's
kind
of
reaching
out
as
councillor
Cole
just
said
from
east
to
west.
If
you
look
at
the
bike
share
Toronto
program
in
in
Toronto,
they
don't
have
any
stations
east
of
Victoria
parking,
Kingston
Road,
there's,
not
one
bike
share.
O
Tío
station
last
year,
I
went
to
the
Toronto
parking
authority
and
I
asked
for
a
pilot
project
in
southeastern
Toronto
I
have
buy-in
from
Metro
links
for
all
of
the
GO
train
stations.
The
large
property
owners,
University
of
Toronto
Scarborough
Centennial
College
University
of
Toronto
Scarborough
in
particular,
has
a
bicycle
repair
hub
down
on
old
Kingston
Road
for
their
students.
O
Tch
C
just
announced
a
Bike
Share
hub
in
at
Lawrence
a
Norton
Park.
If
you
look
at
the
report,
the
west
hill
area,
which
is
was
in
the
center
of
my
ward,
now
send
the
eastern
part
of
my
ward
is
listed
as
one
of
the
growing
areas
for
bicycling
in
the
City
of
Toronto.
The
issue
I
have
is
when
I
go
to
bike,
share,
Toronto
and
say
I
want
this
pilot
project.
They
they
say
to
me.
You
know
the
City
of
Toronto
doesn't
have
enough
bicycling
infrastructure.
O
When
I
asked
city
staff
about
the
bicycling
infrastructure
that
needs
to
be
put
in,
they
said
they're
working
on
it.
They
have
some
discussions
with
bike
share
Toronto,
but
I
think
there
needs
to
be
a
better
connection
there,
because
just
the
request
I
had
for
bike
share
Toronto
last
year
on
social
media
I
had
a
lot
of
support
for
that
I
tweeted
it
out.
I've
had
residents
that
have
said
to
me.
O
Why
can't
we
have
more
bicycling
infrastructure
in
my
ward,
you
know
if
you
go
to
my
ward
now,
the
bicycling
infrastructure
amounts
to
some
lock
rings,
there's
one
being
put
in
at
Morningside
in
Kingston
Road.
This
fall
I
would
like
to
see
a
lot
more
bicycling
infrastructure
in
my
ward,
I
think
it's
a
matter
of
use
it
and
they
will
come.
O
A
N
J
N
Asked
that
the
city,
transportation
manager
take
a
look
at
this
and
see
if
this
is
needed
and
find
ways
that
we
can
achieve
this,
and
if
that
fails,
that
the
city
set
up
a
fund,
should
people
be
injured
and
or
property
damage
be
done
that
we
look
after
this.
Thank
you,
my
colleagues,
for
allowing
me
to
speak,
come.
N
N
While
we
are
aggressively
going
after
more
bicyclists
on
the
street
that
we
also
address
the
issue
of,
should
somebody
be
get
hurt
that
they
would
be
compensated
if
a
person
gets
hit
and
they're
laid
off
for
a
couple
of
months
or
they
have
a
broken
leg
and
they
have
steel
plate
in
their
leg
with
a
couple
of
screws,
and
that
puts
them
off
for
a
couple
of
months
and
probably
affect
them
for
the
rest
of
their
life.
There
should
be
some
conversation.
That's
given
this
conversation
that
we
look
after
by
cars.
There's
conversation.
N
If
you
got
a
not
an
e-bike
but
a
motorcycle.
Therefore,
we
should
look
at
the
possibility
of
having
mandatory
insurance
or
somehow
of
insurance
if
they
would.
This
would
be
tied
to
your
to
your
home
insurance.
If
you
have
a
house
or
if
you've
got
an
apartment,
you
got
an
insurance
or
something
that
the
city
will
certainly
look
at
in
order
to
provide.
So
when
people
are
on
there
on
the
sidewalks
on
the
street
or
crossing
the
street
and
they
get
hurt
by
a
bicyclist
there's
something
that
addresses
that
issue.
Thank
you,
madam
Speaker.
M
Thank
you,
madam
Speaker.
I
have
a
motion.
Thank
you.
It's
a
it's
a
request
that
when
matters
come
forward
that
require
the
removal
of
a
lot,
a
live
traffic
lane
that
the
general
manager
reports
to
Council
first,
so
that
we
have
the
foresight
that
that
element
is
involved
in
the
project
and
the
reason
for
that
is
I
appreciate
that
those
type
of
the
products
I
chling
projects
are
the
most
controversial
I.
Think
most
councillors
generally
support
the
installation
of
additional
infrastructure,
the
adding
of
some
painted
bike
lanes,
even
some
bollards
to
separate
the
lanes.
M
It's
when
we
get
into
the
discussions
about
closing
down
a
lane
that
it
becomes
very
controversial,
I'd
be
looking
carefully
at
this
report.
It's
quite
complicated.
It's
long
and
there's
a
number
of
maps
in
the
report
and
I
want
to
make
sure
that
members
of
council
and
the
public
understand
what
it
is
that
we're
voting
for
today.
M
I've
looked
at
the
map
number
one
in
the
first,
the
first
attachment,
and
it
it's
really
the
set
of
desire
lines
across
the
city.
It
shows
you
know
using
some
data
where
the
staff
think
that
the
cyclists
will
go,
and
it
should
be
no
surprise.
It
very
much
mirrors
busy
streets
where
the
cars
are
in
no
surprise
part
of
the
data
was
derived
by
taking
short
trips
and
making
an
assumption
that
some
of
those
people
would
get
out
of
their
cars
and
and
use
bikes.
M
There's
some
other
pieces
in
the
report
that
well
what
I'll
say
about
that
map
is.
If
somebody
asks
you
counselor.
What's
your
position
on
cycling
in
the
city,
I
think
that's
a
very
convenient
map
to
have
now
I,
don't
know
if
you'll
agree
with
the
matters
that
are
shown
on
that
map.
Maybe
you
will
maybe
you
won't,
but
you
should
pay
very
much
attention
to
that,
because
that
really
is
the
vision
that
you're
voting
on.
M
M
There
are
some
corridor
studies
and
some
focuses
on
things
like
Yonge,
Street,
Bloor,
Street,
Danforth,
University,
no
surprise
and
some
of
the
comments
I've
made
in
the
past
I.
Don't
think
that
those
are
the
right
locations
for
cycling
infrastructure,
there's
other
places
to
be
looked
at
and
the
final
one
is
attachment
number
2
and
that
talks
about
where
we're
gonna
be
looking
at
doing
some
studies
in
the
future.
The
thing
that
really
bothered
me
about
it
was
I
went
into
attachment
number
7,
it
shows
cycling
volumes
and
the
lowest
band
is
3
to
300
people.
M
What
I've
noticed
is
that
some
of
the
proposed
areas
for
deeper
corridor
studies
have
less
than
3
cyclists
a
day
and
maybe
they
might
have
3
to
300.
And
you
look
carefully
at
this.
You
realize
that
even
segments
of
University,
Avenue
and
Bloor
Street,
where
we're
rushing
to
go
and
study
deeper,
have
these
incredibly
low
volumes.
M
M
You
know
loosen
the
councillor
crossly
at
the
outset
and
said
you
know
we
have
a
really
congested
City
I
appreciate
that
I
walked
along
Bloor
Street
through
many
seasons.
Before
and
after
the
the
bike
lanes
were
put
in.
You
know
what
I
saw
in
the
wintertime
was
not
a
lot
of
bike.
Traffic
I
saw
a
lot
of
backed
up
cars
in
the
section
where
the
lanes
had
been
reduced.
M
M
A
I
L
Thank
you
very
much.
I
have
a
motion.
The
City
Council
delete
infrastructure
environment
committee,
recommendation
17
and
19
19's
already
covered
in
councilor
Matt
Lowe's
motion,
so
I
suspect
that
that
will
will
be
a
duplication
and
then
to
the
City
Council
amend
infrastructure
and
environment
committee
recommendation
18.
So
it
now
reads:
City
Council
direct
the
general
manager
transportation
services
to
develop
a
back-end
review
process
for
evaluating
the
success
of
new
bike
infrastructure
that
measures
useless
against
a
phone
usage
against
defined
metrics,
with
a
focus
on
road
safety.
L
I'll
get
to
the
motions
in
a
second
first
I
wanted
to
thank
staff
for
their
work
on
this
item.
It's
been
a
difficult
couple
of
years
in
the
cycling
unit,
with
with
some
turnover
and
a
and
and
a
reallocation
of
spending
to
get
some
projects
done,
and
so
I
think
that
there's
a
general
understanding
that
that
that
that
we
needed
to
get
a
reset
in
the
capital
program
so
that
we
could
get
moving
on
some.
L
Some
really
key
items
that
have
been
have
been
on
the
table
for
quite
some
time
in
investing
in
a
bike
network
is
not
only
an
investment
in
public
health,
an
investment
in
climate
mitigation,
an
investment
in
congestion
management,
but,
most
importantly,
it's
an
investment
in
road
safety.
We
spent
hours
yesterday
debating
our
vision,
zero
plan
hours.
L
This
is
an
extension
of
that
vision,
zero
plan,
cycling
infrastructure,
saves
lives
poll
after
poll,
public
opinion,
research
on
top
of
public
opinion
research
and,
most
importantly,
our
own
experience
tells
us
that
when
we
build
bike
lanes,
people
choose
to
take
bikes
more
and
we
heard
from
councillor
Holliday
and
I'm
I'm
disappointed
he's
here,
because
the
he's
not
he
doesn't
get
that.
In
fact,
by
building
infrastructure
people
come
on
Richmond
Street.
We
went
from
400
cyclists
a
day
to
four,
with
over
4,000
cyclists
a
day
400
to
4,000.
L
Because
of
that
work
now
I
grew
up
on
the
back
of
a
bike.
Literally,
it
was
a
tandem
bike.
There's
a
statue
of
it
now
at
the
waterfront
I
grew
up
on
the
back
of
a
bike
and
back
in
those
days
there
was
zero
public
infrastructure.
There
was
one
bike
lane
the
Martin
Goodman
Trail,
and
even
it
was
pretty
terrible
going
down
going
down
around
Commissioner.
There
was
one
bike
lane.
L
There
were
very
few
cyclists,
a
lot
of
accidents,
a
lot
of
people
getting
hurt,
but
as
the
network
got
built
out
as
cycling
became
a
more
socialized
activity
in
our
communities,
people
chose
that
over
their
car
chose
that
over
public
transit,
because
it's
an
easy
and
fun
way
to
get
around.
We
saw
those
lanes
fill
up
and
it's
not
in
every
community.
Yet
it
took
a
long
time
even
to
get
that
level
of
cycling
that
we
get
downtown
where
it's
most
convenient,
but
it
was
building
the
infrastructure
that
helped
us
get
there.
L
Is
these
staff
people
coming
back
over
and
over
and
over
again
with
reports
about
the
same
thing,
we
have
a
bike
plan
that
has
determined
here's
a
network.
We
want
to
build
out.
We
know
what
the
numbers
are
showing.
We
know
that
infrastructure
will
will
will
will
bring
more
cyclists
to
the
network,
but,
most
importantly,
it's
about
creating
that
network
and
if
we
all
of
a
sudden,
just
start
pulling
pieces
out,
because
we
don't
like
that,
it
takes
a
lane
of
traffic.
We
don't
like
that.
It
doesn't
yet
have
enough
cyclists.
L
Then
we're
not
gonna
end
up
with
the
right
network
out.
There
I
will
point
out
a
couple
things:
I'm
gonna
be
supporting
council
mayor
Tori's
motion
I'll
also
be
calling
them.
The
Tory
tally
towers
from
now
on,
I
won't
be
supporting
I
would
urge
you
all
not
to
support
councilor
karajia
councillor
kircheis's
motion
about
requiring
insurance.
We've
been
down
that
road,
home
insurance
and
renter's
insurance
already
covers
cyclists,
so
I,
don't
I,
won't
be
going
down
and
and
supporting
that
and
I
certainly
hope
that
you
won't
support
councilor
holidays
motion
as
I.
L
D
You,
madam
Speaker
I,
have
a
motion
that
City
Council
direct,
the
director
Energy
and
Environment
to
model
carbon
dioxide
emission
reduction
equivalents
achieved
through
the
city's
cycling,
Network
plan
and
report
back
to
infrastructure
and
Environment
Committee
as
part
of
transform
geo
reporting.
The
city
has
an
ambitious
target
that
by
2050
75%
of
trips
under
five
kilometers
are
or
cycles.
D
The
city
also
has
an
ambitious
target
of
80
percent
co2
reductions
from
1990
levels
by
2050
and
while
they're
doing
great
on
both
our
cycling
Network
plan
and
we're
doing
great
work
with
transform
tío,
we
could
do
a
better
job,
aligning
these
two
strategies
so
that
they're,
informing
each
other
in
particular,
merit
or
II
has
moved
a
motion.
That's
looking
at
introducing
automatic
bike
count
technology,
so
this
gives
us
data
that
we
can
use
to
calculate
co2
emissions
and
we
can
look
at
what
we're
actually
achieving
through
the
cycling
network
has
an
importance
to
you.
D
This
hook
further
helps
us
to
further
break
down
our
target
of
75%
that
we
want
for
trips
under
five
kilometer
sector
cycles
or
walked
right.
Now
we
don't
have
that
broken
out
into
where
we
want
to
be
in
ten
years
where
we
want
to
be
in
20
years
and
then
getting
us
up
to
that
2050.
So
if
we're
collecting
this
data
in
real
time,
it
can
help
us
to
inform
next
steps
for
both
cycle
tio
and
transform
to
you.
D
Thank
you
very
much,
madam
Speaker,
and
thank
you
very
much
for
for
the
the
opportunity.
I
actually
have
a
motion
that
I
was
preparing
and
I.
Don't
think
it's
ready,
I
have
one
they
have
one,
but
there's
a
second
one.
That's
on
the
way.
So,
if
we
can
stand
my
speaking
time
down,
I'll
be
able
to
come
back
to
it.
Okay,.
T
T
So,
when
we
talk
about
a
cycling
network,
especially
outside
of
the
downtown,
we're
looking
at
something
that
will
have
incremental
change,
it
will
take
in
you
know,
in
places
like
Willowdale,
it
will
take
quite
a
while
to
we
until
you
change
the
patterns
and
get
large
numbers
of
people
cycling,
and
in
order
you
certainly
have
the
conditions
that
would
would
cause
that
to
happen.
If
you
put
a
cycling
network
in
place,
you
have
to
start
with
bits
and
pieces
as
you're
reconstructing
roads,
and
eventually
you
end
up
with
the
network.
T
Eventually
people
who
are
deciding
where
they
want
to
live
if
they're
cyclists
and
they
they
want
to
take
public
transit
and
cycle
and
walk,
will
gravitate
towards
those
areas.
So
the
whole
notion
of
trying
to
do
it
with
a
some
kind
of
a
warrant
system
that
looks
only
at
the
present
is
completely
self-defeating.