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Description
Infrastructure and Environment Committee, meeting 6, June 27, 2019 - Part 1 of 2
Agenda and background materials:
http://app.toronto.ca/tmmis/decisionBodyProfile.do?function=doPrepare&meetingId=15444
Part 2: https://www.youtube.com/watch?v=Oo5Wxnw-TpQ
Meeting Navigation:
0:15:02 - Call to order
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How
are
you
I'm
doing
fine
well
good
morning,
everybody
welcome
to
meeting
six
of
the
infrastructure
Environment
Committee
we
have
quorum.
So
we're
going
to
begin.
Welcome
to
members
of
the
committee,
members
of
the
public
and
I'm
sure
we'll
get
some
visiting
councillors
in
the
course
of
the
day.
For
those
of
us
in
the
room.
A
The
screen
at
the
back
of
the
room
provides
real-time
updates
concerning
where
we
are
in
the
agenda
and
what's
coming
up
next,
of
course,
you
can
always
follow
the
debate
on
your
computer
tablet
or
smartphone
at
Toronto
dot,
CA
a
backslash
Council.
We
acknowledge
the
land.
We
were
meeting
on.
It's
a
traditional
territory
of
many
nations,
including
the
Mississauga
of
the
credit,
the
astronaut
Jim
Oh
wha.
No,
she
the
window
peoples
and
it's
now
home
to
many
diverse
First,
Nations
Inuit
matey
peoples.
We
also
acknowledge
the
Toronto's
covered
by
treaty.
A
A
A
We
have
a
cut-off
time
of
10:30,
so
anyone
who
was
here
to
speak,
who
has
not
yet
registered
with
the
clerk
we
urge
you
to
do
so
before
10:30
because
of
the
volume
of
JEP
utans
and
the
substantial
reports
that
are
before
us
I
do
have
a
motion
to
limit
the
time
of
both
counselors
and
members
of
the
public,
to
three
minutes
for
their
presentation
and,
of
course,
questions
of
speakers
to
three
minutes
by
members
of
council.
The
motion
is
on
the
screen,
all
those
in
favor
opposed
that
is
carried
all
right.
A
A
A
A
A
A
A
B
A
They
want
to
hold
that
item
or
move
it.
It's
number
13
go
expansion
program,
Steeles,
Avenue,
East,
great
separation,
temporary
diversion
Road,
we're
bitching.
Let
it
go.
Okay,
move
my
counter,
Layton,
all
those
in
favor
posed
that
it's
carried.
We
have
a
number
of
walk-on
items,
we'll
just
all
I'm
looking
for
is
approval
to
put
them
on
the
agenda,
we'll
distribute
them
once
they
are
on
the
agenda.
A
No,
you
have
them
already
okay,
so
this
was
supporting
an
increase
in
bike.
Bicycle
parking
at
schools.
This
was
walk
to
council
for
reasons.
I
still
can't
figure
out
all
those
in
favor
of
adding
it
to
the
agenda.
Yeah
great
I,
like
the
enthusiasm
and
wave
energy
corporation
construction
on
Wellington,
Street,
West,
councillor,
cressie,
I'm,
moved
by
councillor
Layton,
and
this
one
is
mine:
building,
northwest
Toronto's,
resiliency
moving
goods
and
people
longer
mobility,
Greenway
on
kipling,
avenue,
Jane,
Street
and
Finch
Avenue,
and
it's
asking
for
a
report
back.
A
B
A
D
Good
morning,
speaking
of
the
three
minutes,
you
know
it's
a
bit.
Frustrating
to
prepare.
I
didn't
want
to
take
much
time
right
now,
but
for
the
amount
of
time
that
we've
been
waiting
for
some
issues,
specifically
sewer
Danforth,
oh
they
be
put
in
by
1995
I-
think
it
would
be
really
helpful
to
have
a
full
or
five
minutes.
I'm,
not
a
familiar
with
the
area
at
all,
but
I'm
concerned
that
we're
not
doing
enough
for
to
reduce
the
storm
drain
pressures
by
trimming.
D
Certain
I
will
read
a
little
bit
from
it.
Certain
municipalities
have
used
financial
tools
to
create
a
more
reliable
funding
base
for
the
cost
of
maintaining
and
updating
stormwater
infrastructure.
The
cities
of
Kitchener
and
Waterloo
collaboratively
implemented
a
stormwater
rate
system
to
find
to
fund
their
stormwater
management
program.
D
Landowners
pay
rates
based
on
the
amount
of
runoff
expected
from
a
property
using
criteria
such
as
property
size
and
the
amount
of
area
covered
by
impervious
surfaces.
As
a
result
of
this
user,
pay
approach,
Kitchener
and
Waterloo
are
better
able
to
recover.
Stormwater
management
costs.
I
think
it's
well
beyond
time
that
we
actually
work
on
developing
a
system
so
that
the
hard
surfaces
actually
pay
for
some
of
the
costs
that
they
incur
and
I
don't
know
the
area.
D
A
A
It
is
an
area
where
the
local
residents
have
have
suffered
substantially
over
the
years
from
extreme
weather
events,
particularly
since,
over
the
last
six
years
since
2013,
we
have
had
hundreds
of
flooded
basements
in
the
area
which
there's
property
damage,
there's
risk
to
health
through
mold,
there's
nasty
fights
with
insurance,
comp
and
there's
the
inability
of
people
to
enjoy
the
pleasure
of
their
home.
For
many
people,
home
is
also
a
place
where
they
will
retire
or
the
funding
from
it
from
its
sale
will
subsidize
their
retirement.
A
The
constant
ruining
of
their
basements
and
their
homes
by
basement
flooding
puts
enormous
stress
and
anxiety
on
many
of
the
seniors
living
in
this
area.
We
get
many
emails
at
night
whenever
it
starts
to
rain,
no
matter
how
light
that
these
people
are
up
all
night
long
because
of
the
past
history
of
their
basements
flooding,
the
carpets
being
ruined
the
floors
being
ruined
electrical
at-risk
and,
of
course,
they've
been
cut
off
in
many
cases
by
their
insurance
companies.
A
So
it's
a
problem
in
the
area
that
that
certainly
has
emerged,
and
it
is
most
heartening
to
see
that
a
substantial
investment
is
going
to
be
done
to
help
alleviate
that,
to
protect
the
value
of
homes,
to
protect
homeowners
and
to
make
sure
they
have
confidence
in
the
city
and
in
their
local
neighborhood.
So
I
thank
staff
for
bringing
this
forward.
A
I
look
forward
to
the
rollout
of
these
vital
programs
to
wants
to
protect,
protect,
not
just
seniors
but
young
families,
starting
out
where
they
have
done
everything
possible
to
make
sure
that
they
own
a
home.
They've
made
the
sacrifices
to
own
a
home
and
they
shouldn't
be
put
at
risk
from
extreme
weather
events.
So
thank
you
very
much
councillor
Cole
I.
E
A
E
A
E
Mr.
chairman,
but
I'd
like
to
get
in
the
Insurance,
Bureau
of
Canada
has
a
resiliency
office
and
they
are
quantifying
the
financial
impacts
on
the
insurance
cost
of
homeowners
across
the
city.
So
it'd
be
interesting
to
get
their
breakdown
of
the
costs
and
I
know.
One
figure
I
saw
in
a
press
release
was
that
normally
it
was
about
300
million
dollars
a
year
in
claims
related
to
property
and
casualty
claims
in
Toronto
and
I
think
it's
gone
up
in
the
vicinity
of
1
billion
dollars.
A
E
D
Thank
you
once
again.
Of
course,
energy
efficiency
is
a
very
good
thing
and
we
need
more
of
it,
but
sometimes
it's
possible
to
have
mixed
results.
Overall,
our
greenhouse
gas
emissions
have
been
led
by
transportation,
so
hint
I
think
that's
where
we
need
better
smarter
things
done
and
not
necessarily
massive
spends
either.
Things
that
have
political
will
are
sometimes
very
cheap
and
effective.
Eg
the
King
Street
clear
way.
Now
the
tendency
is
in
transport
to
go
for
things
that
don't
peeve
off
the
the
voter,
as'
and
buildings,
don't
squawk
back.
D
So
that's
where
we
tend
to
do
more
with
the
process
of
retrofitting
and
being
efficient
I
think
we
have
to
be
very
concerned
about
some
foams
in
particular
some
insulation
foams
that
may
have
a
lot
of
HCFCs
and
other
harmful
blowing
agents
in
them.
In
an
email,
I
was
able
to
remember
a
link
from
a
high
fine
home
building
article
and
I'll
quote
from
climate
change
for
builders
the
biggest
opportunity
this
was
from
late
last
year.
D
D
These
we've
got
to
make
sure
that
we're
actually
doing
good
things
for
climate
and
retrofit
and
energy
efficiencies
are
good
things,
but
if
you're
changing
you're,
not
bad
windows
for
new
windows
and
using
all
the
foam,
that's
the
worst
type
of
foam.
This
is
not
progress.
This
is
actually
a
potentially
really
destructive
and
we
are
in
a
climate
breakdown
mode.
A
B
Yeah,
thank
you
very
much.
Mr.
chair
I
have
a
motion
that
City
Council
requests:
the
Government
of
Canada,
the
Minister
of
Finance
and
Minister
of
Environment
and
climate
change
to
direct
CMHC
to
provide
guarantees
for
local
improvement
charges,
financing
programs
to
support
broader
program,
participation
by
property
owners
with
default,
insured
mortgages,
as
outlined
in
recommendation
13.5,
or
the
final
report
of
the
expert
panel
on
sustainable
finance,
mobilization
finance
for
sustainable
growth.
Essentially,
that
is
a
motion
that
we
have
adopted.
B
A
staff
recommendation
we've
adopted
before
the
staff
are
actively
trying
to
to
lobby
now
and
a
stop
to
stop
discussion
the
the
federal
government
to
make
to
increase
uptake
of
this
particular
program.
So
it's
nothing
untoward,
although
it
there's
a
lot,
there
can
I
just
say
how
excited
I
am
about
expansion
of
this
program,
notwithstanding
ensuring
that
we're
using
materials
that
will
in
fact
support
or
not
further
degrade
the
environment.
B
This
journey
started
many
years
ago
for
the
city
in
a
pilot
program
and
since
that
time,
both
the
federal
government
and
provincial
government
have
dropped
away
from
financing
energy
efficiency
in
home.
So
this
is
to
make
our
homes
more
comfortable,
reduce
our
bills
and,
at
the
same
time,
if
I
fight
climate
change,
the
City
of
Toronto
under
under
two
administrations
ago
picked
this
up
as
also
a
potential
employment
creator,
because
we
know
that
there's,
roughly
13
jobs
per
per
million
dollar
invested
in
an
energy
efficiency
and
demand
management.
B
Now
the
the
program
has
been
a
slow
start
in
in
pick
up
much
of
it
had
to
do
with
low
interest
rates,
as
well
as
this
one
particular
barrier
to
entry,
which
was
CMHC
not
having
clear
guidelines
that
for
banking
institutions
that
that
that
they
would
be
in
fact
support
supportive
of
homeowners
entering
into
these
agreements,
but
over
time,
I
think
it's.
It's
really
caught
the
attention
of
both
the
GTE,
the
GTA.
There
are
other
municipalities
that
are
looking
at
Toronto
for
guidance
on
this,
as
well
as
the
international
community.
B
The
City
of
Toronto
was
I
believe
awarded
I
think
we
won
the
c40
award
a
couple
years
ago
for
for
finance
on
this.
This
is
incredibly
innovative
stuff.
When
it
comes
to
the
the
national
and
international
spheres,
we
are
in
fact
taking
it
another
step
forward.
So
the
last
time
we
saw
this,
we
expanded
this
program
to
include
renewable
energy
and
now
we're
expanding
it
to
include
energy
storage
technology,
resilience,
measures
and
energy
and
and
energy
efficient
electric
vehicles.
I
I've
talked
about
this.
B
A
lot
and
I
always
talked
about
it
from
it's
funded
from
its
first
inception
in
three
different
ways.
This
is
a
product
that
is
scalable
in
every
direction.
We
can
scale
it
wide
by
including
different
building
types
right
now
we're
residential
properties
and
high-rise
buildings.
We
will
probably
be
seeing
in
the
near
future
this
extended
to
commercial
buildings.
We
can,
we
can
extend
it
deeply.
B
We
went
from
sealing
up
windows
and
doors
and
sealing
cracks
in
your
foundation
and
upgrading
your
furnace
to
now
very
deep,
with
geothermal
other
other
heat
exchange
technologies,
renewable
energy
and
now
energy,
storage
and
finally,
what
we're
doing
and
extending
it
in
in
length
so
that
we
are
not
only
15
years
but
we're
up
to
20
years,
which
will
help
with
the
repayment
of
some
of
these
technologies.
So
people
can
make
deeper
retrofits
on
their
homes
very
exciting
stuff.
We
do
not
pat
ourselves
on
the
back
enough.
This
is
one
of
those
opportunities.
A
D
There
may
be
a
lot
of
merit
in
proceeding
with
this,
but
I
think
we
are
tending
to
fail
at
addressing
the
real
problem,
which
is
there's
an
awful
lot
of
land
and
hard
surface
in
the
entire
Dawn
River
watershed
that
should
be
allowed
and
contained
within
the
area
that
it
falls
not
surging
into
the
dawn
river
to
create
the
issue
at
the
foot.
That's
this
is
the
map
of
the
the
river,
the
river
shed.
It's
a
vast
area.
D
How
much
surface
is
there
how
much
parking
lot,
how
much
Road
how
much
roof
the
drains
into
the
storm
drains?
One
estimate
from
this
book
that
I
think
this
map
was
taken
from
is
that
70%
of
the
storm
surge
is
from
the
hard
surfaces
upstream
here.
So
what
about
having
a
storm
drainage,
fee
or
tax
so
that
parking
lots?
D
Even
though
maybe
something
needs
to
be
done,
but
let's
really
try
deep,
aiding
and
disconnecting
the
driveways
and
the
parking
lots
and
clean
it
up,
because
I
don't
see
that
how
a
mere
pipe
is
actually
necessarily
going
to
clean
up
the
surface
as
well,
because
this
is
another
issue
that
we
have
there's
an
awful
lot
of
toxic
contaminant
not
from
the
bikes,
usually
bought
from
the
auto,
auto,
auto
mobility.
And
we
have
to
clean
it
up
by
non-polluting.
So
much.
A
G
A
H
She
has
been
a
strong
supporter
of
Toronto's
vision,
zero
road
safety
plans,
since
it
was
adopted
in
2016
and
is
a
member
of
the
city's
vision,
zero
working
group
we're
grateful
for
the
dedication
of
city
staff
and
council
alike,
who
are
committed
to
work
toward
the
goal
of
eliminating
serious
injury
and
fatalities
on
Toronto's
roads.
I'd
like
to
thank
city
staff
for
their
excellent
work
in
the
production
of
this
plan
update.
Yet
none
of
us
should
be
satisfied
with
the
pace
that
we're
moving
to
stop
the
carnage
on
our
streets.
H
While
we
support
all
of
the
recommendations
put
forward
in
the
plan
update
we'd
like
to
highlight
the
following
one,
the
proposed
speed
management
strategy
is
multifaceted,
which
is
important,
and
the
overall
approach
makes
good
sense.
While
we
recognize
the
rationale
behind
only
reducing
speed
limits
in
certain
areas
to
start,
we
strongly
encourage
the
city
to
consider
this.
H
As
a
phased
approach
and
to
move
toward
widespread
adoption
of
a
default
speed
for
arterials
of
40
kilometres
an
hour
and
30
kilometers
for
an
hour
on
local
roads,
as
the
staff
report
indicates,
the
impact
of
speed
on
collision
outcome
is
dramatic.
Two
road
design
improvements
are
one
of
the
most
effective
ways
to
reduce
speed.
Permanent
road
design.
Changes
can't
happen
overnight,
and
this
Plan
Update
proposes
a
program
for
implementing
interim
safety
measures
in
advance
of
planned
permanent
changes
through
the
use
of
paint,
bollard
and
features.
H
This
is
an
extremely
important
strategy
that
should
be
prioritized
for
improving
the
safety
of
people,
walking
and
cycling.
Cost
effective
and
easy
to
install
these
temporary
features
will
not
only
save
lives
sooner,
but
they
provide
a
fantastic
way
to
try
out
a
design
before
it's
made
permanent.
As
in
the
very
successful
pilot
bike
lane
projects
on
Bloor,
Richmond
and
Adelaide
3,
we
fully
support
delegating
authority
to
staff
to
install
missing
sidewalks
during
reconstruction.
This
is
an
important
step
to
expedite
this
basic
infrastructure
required
to
keep
to
keep
pedestrians
safe.
H
Sidewalks
are
an
essential
piece
of
the
city's
transportation
infrastructure
that
save
lives.
For
the
installation
of
pedestrian
and
bicycle
head-start
signals
aka,
leading
pedestrian
and
bicycle
intervals
are
a
welcome
and
important
improvement.
We
note
in
the
jurisdictional
review
of
vision,
zero
cities
that
Toronto
is
in
the
minority
for
not
already
implementing
this
important
safety
feature
for
bikes
5.
The
introduction
of
safety
features
added
to
large
vehicles
in
the
city's
fleet,
such
as
site
guards
and
sensors,
is
most
welcome
and
long
overdue.
H
These
life
saving
solutions
have
existed
for
many
years
and
have
been
implemented
successfully
in
other
jurisdictions.
6.
We
support
focusing
on
solutions
to
reduce
collisions
when
pedestrians
are
crossing
the
street
mid
block.
However,
we
do
not
support
the
elimination
of
TTC
stops.
We
support
the
recommendation
put
forward
by
Walk
Toronto
that
the
number
of
TTC
stops
should
not
be
reduced
and
that
the
TTC
stop
should
have
a
control
crossing
in
immediate
vicinity.
H
Overall,
we
believe
the
city's
vision,
zero
plan,
2.0
plan
update
and
it's
set
of
more
extensive,
more
proactive
and
more
targeted
initiatives
is
on
the
right
track
and
will
result
in
safer
streets.
We
hope
that
committee
will
adopt
their
recommendations
within
the
plan
update
and
that
City
Council
will
do
everything
it
can
to
move
forward
more
quickly
and
boldly
in
order
to
achieve
no
loss
of
life
as
a
result
of
traffic
collisions.
We.
A
H
A
I
Good
morning,
members
of
the
infrastructure
and
environment
committee
I
apologize,
my
map
is
not
very
clear.
My
printer
is
not
working
very
well,
but
I
wanted
to
comment
on
the
vision,
0
report
from
a
very
sort
of
focused
perspective.
I
live
near
Kingston
and
Brimley
I
take
transit
and
so
I'm
regularly
crossing
Kingston
Road
and
st.
Clair
Avenue
East,
and
although
I
am
encouraged
by
the
speed
reductions
that
are
proposed
for
Scarborough
I
do
feel.
We
need
to
be
consistent
in
making
sure
that
Kingston
Road
has
a
speed
limit
of
40
kilometers.
I
If
you
go
further
west,
it
is
reduced
to
40
kilometers
just
before
birch
Mount,
Road
and
I.
I
really
think
we
need
to
be
consistent
about
reducing
the
speed
limit
there.
There's
a
lot
of
community
housing,
there's
a
women's
shelter,
there's
schools
along
Kingston,
Road
and
there's
also
more
condo
development
coming
in
the
future,
and
it's
just
going
to
put
more
cars
on
the
road
and
it's
going
to
be
very
difficult
for
for
children
crossing
the
street.
I
There
is
a
median
on
Kingston
Road,
so
that's
that's
a
lifesaver
I
would
say
my
life
has
been
saved
many
times
by
that
median.
However,
there
isn't
one
on
st.
Clair,
Avenue,
East
and
people
are
crossing
mid-block
all
the
time
it
just
it's
just
human
nature
for
us
to
want
to
get
where
we
need
to
go
in
more
direct
way.
So
I
would
just
like
to
recommend
to
support
the
recommendation
of
wok
Toronto
for
a
blanket
default
speed
reduction
and
also
for
no
right
turns
at
red
lights
in
Montreal.
I
J
You
hello,
my
name
is
Nico
Castaneda
and
I
work
at
880
cities.
80
cities
is
a
nonprofit
organization
based
here
in
Toronto.
Our
mission
is
to
improve
the
quality
of
life
for
people
living
in
cities,
no
matter
their
age,
ability
or
socio-economic
background.
We
have
been
challenging
cities
over
the
last
12
years
on
how
they
can
design
and
manage
their
streets
and
public
spaces.
By
asking
a
simple
question,
we
think
is
a
powerful
one.
Whatever
everything
we
did
on
our
streets
and
public
spaces
was
great
for
an
8
year
old
to
an
80
year
old.
J
We
believe
that
if
you
do,
this,
you'll
create
better
spaces
for
everyone.
Our
advice
is
often
sought
out
for
mobility
in
public
spaces
projects
around
the
world,
and
it
is
always
a
privilege
to
have
an
opportunity
to
share
our
thoughts
and
experience
on
creating
inclusive
age
friendly
and
people
centered
spaces
for
the
city
we
call
home,
80
cities
is
identified
and
the
visions
or
report
as
a
municipal
partner
on
vision,
zero
initiatives,
and
we
are
looking
forward
to
collaborating
with
the
city
on
creating
safer,
vibrant
and
human
centered
streets.
J
We
are
very
pleased
to
see
the
city
taking
renewed
effort
to
update
vision,
zero
with
a
commitment
to
the
safe
systems
approach
through
data-driven
decision-making
and
prioritization.
However,
we
are
still
seeing
an
opportunities
on
our
streets
and
still
here,
news
of
stories
of
children
and
seniors
dying
on
our
streets.
A
pedestrian
struck
by
vehicle
traveling
at
50
km/h
is
five
times
more
likely
to
die
on
our
streets.
Speed
is
the
most
import
factor
that
will
determine
if
someone
survives
the
collision
or
not,
and
we
encourage
a
more
aggressive
and
bolder
approach
in
Toronto.
J
We
know
from
our
work
in
more
than
300
cities
around
the
world
that
a
consistent
approach
to
reducing
speed
limits
is
a
proven
life
saving
approach
to
road
design
and
our
bill
division
shall
report
with
our
partners.
We
called
on
council
to
implement
for
30
kilometers
speed,
limit
on
residential
streets
and
40
kilometer
limits
on
arterial
roads.
We
renew
our
call
for
this
initiative
in
combination
with
streamlined
traffic,
calming
processes
sidewalks
and
every
street
safe
and
connected
bike
lanes
in
every
Ward
and
abound
on
right
turn
lanes
at
red
lines.
J
Vision,
zero
2.0
needs
to
be
bolder
in
achieving
these
goals,
and
it
must
realize
these
life-saving
initiatives
that
prevent
deaths
on
our
streets
while
simultaneously
improve
quality
of
life
for
all.
Lastly,
vision:
zero
2.0
needs
to
ensure
that
inner,
suburban
districts
of
Scarborough,
North,
dork
and
Etobicoke
reaped
the
benefits
of
their
vision
through
a
social
justice
and
a
tree
lens.
These
post-war
neighborhoods
are
today
populated
by
lower-income
and
racialized
communities.
Their
car
centric
build
forms
that
prevent
most
people
from
taking
transit
to
work.
J
Biking
to
get
milk
or
walking
to
school
are
immensely
difficult
for
newcomers
addressing
to
our
neighborhood.
The
city
needs
to
ensure
that
marginalised
communities
are
integrated
into
discussions.
We
need
to
create
a
city
where
you
don't
need
a
car
to
feel
safe
and
have
access
to
school
or
work.
In
conclusion,
880
cities
support
the
renewed
commitment
to
making
Toronto
streets
safer
through
our
vision,
zero
2.0
that
is
informed
by
data
working
collaboratively
with
partners
and
incorporating
a
social
justice
and
equity
lens.
J
Ultimately,
the
updated
plan
shows
great
potential
to
improve
livability
for
Toronto
Torontonians
and
the
inner
suburban
neighborhoods.
However,
it
requires
more
investment
and
bolder
support
from
the
city
there's
and
there's
still
a
lot
of
work
that
needs
to
be
done
to
prevent
the
smart
streets
and
move
faster
towards
streets
for
everyone.
Thank
you.
E
J
A
D
D
A
D
Yep
and
as
I
was
calculating
the
minutes
at
the
top
of
the
meeting,
the
total
deputation
time.
If
we
had
five
minutes
would
be
two
and
a
half
hours.
That's
not
a
lot
of
time.
Relatively
speaking,
I
know
you
finally
got
a
fuller
agenda,
so
yeah
there's
an
awful
lot
of
lipstick,
that's
required
for
the
mountain
of
pig
that
we
need
to
make
a
road
safer
on.
You
know
it's
it's
a
horrendous
problem.
I
know
staff
has
been
working
very
hard
and-
and
my
goodness
is
such
a
big
big
mess.
D
But
if
we're
going
to
be
data-driven-
and
that
would
be
a
wonderful
concept,
especially
if
we're
looking
at
transit
and
such
like
I
think
we
have
to
really
really
look
at
our
stats.
Where
are
we
getting
hurt
and
it
isn't
just
merely
the
killed
and
seriously
injured?
I
suggest
that's
a
way
of
reducing
the
seriousness
of
the
actual
collision
and
harm
patterns.
D
So
I
would
suggest
that
the
pattern
of
harm
and
crash
is
very
clearly
identifiable
and
has
been
through
the
decades,
and
we
really
need
to
do
an
awful
lot
more
as
soon
as
we
can,
because
we've
had
decades
of
knowing
about
this
issue
and
one
of
the
things
that
would
help
is
a
lower
speed
limit.
So,
let's
have
a
motion
to
reduce
the
speeds
on
all
of
Bloor
and
Danforth
to
thirty
kilometers
an
hour.
D
We've
had
the
options
or
we've
known
that
bleuer
Danforth
was
going
to
be
a
good
place
for
her
for
bikeway
from
only
1994
1992
pardon
me,
and
it's
also
about
subway
relief.
You
have
notice
of
you
should
have
notice
of
hazard
about
how
dangerous
bluer
and
young
is
because
of
the
overcrowding.
So
we
it's
so
hard
to
get
institutions
to
move,
and
yet
bikeway
relief
on
top
of
the
subway
is
a
way
of
actually
easing
the
pressure
not
only
making
things
safer
for
the
people
who
are
clearly
using
bluer
and
Danforth.
D
There's
Danforth
Aires
bluer,
there's
Danforth
Ayers
blur
we've
known
for
decades,
and
so
the
other
thing
is
I
want
one,
many
other
things
downplaying
the
the
difference
between
context.
One
context
to
I
think
we
all
bleed
red,
no
matter
where
we
get
hurt,
so
I
think
you've
got
to
make
sure
that
we
have
an
equal
playing
field
and
in
terms
of
the
core
area,
we
have
quite
a
pattern
of
gaps
which
ways
up
pardon
me
and
the
streetcar
track
crashes.
They
aren't
what's
going
on
way
around
the
streetcar
track.
D
A
K
For
coming,
you
have
three
news:
my
name
is
Dylan
Reed
I
am
representing
walk,
Toronto
walk
Toronto
is
a
grassroots
volunteer,
pedestrian
advocacy
advocacy
group
that
works
to
improve
walking
tensions
and
safety
in
Toronto.
Walk.
Toronto
is
supportive
of
the
vision,
zero
2.0
plan,
which
is
the
most
significant
pedestrian
safety
initiative
the
City
of
Toronto
has
ever
undertaken
and
which
is
a
significant
improvement
over
the
previous
road
safety
plan
introduced
three
years
ago.
K
We
commend
the
express
commitment
of
this
to
the
safe
systems
approach
highlighted
in
the
staff
report
that
human
life
should
be
prioritized
over
all
other
objectives
within
all
aspects
of
the
transportation
system.
Nevertheless,
we
feel
that
the
2.0
edition
of
the
plan
has
its
limitations.
It
remains
something
of
a
patchwork
rather
than
a
comprehensive
vision,
zero
strategy.
We
therefore
consider
it
an
interim
measure
and
hope
that
in
a
few
years,
a
comprehensive
and
systematic
vision,
zero
3.0
strategy
will
be
presented.
K
K
One
of
the
most
significant
additions
to
this
in
the
strategy
is
the
commitment
to
add
additional
traffic
signals
in
areas
where
there
are
large
gaps
between
safe
crossing
points.
We're
also
pleased
with
the
intention
to
ensure
that
more
TTC
stops
are
in
close
proximity
to
a
traffic
control
crossings.
However,
we
feel
this
plan
could
be
more
systematic.
We're
therefore
recommending
the
addition
of
one
amendment
to
vision,
zero
2.0.
A
K
I've
got
a
copy
of
that
if
anyone
wants
actually
what
was
it.
Other
unfortunate
issues
in
the
plan
include
the
focus
on
changing
road
design.
When
roads
are
reconstructed,
expanding
pedestrian
head
start
signals
expanding
the
missing
sidewalks
program,
reducing
speed
limits
on
many
roads,
although
there's
still
gaps,
expand
expansion
of
the
red-light
camera
program
and
automated
speed
enforcement
restricting
rate
turns
and
Red's
at
some
locations.
Adding
sod
carries
the
city's
trucks,
which
is
a
great
example
of
leading
by
example,
and
expanding
the
crossing
guards
and
safe
routes
to
schools
program.
K
Although
the
provisions
are
fairly
limited,
we
hope
that
they
expand
or
more
finally,
I'd
like
to
point
out
one
missing
element
and
we'd
encourage
staff
to
address
this
concern.
The
plan
does
not
identify
people
with
disabilities
as
one
of
the
six
emphasis
areas.
Studies
have
shown
that
people
with
disabilities
are
especially
vulnerable
to
traffic
danger
as
well.
Designing
for
disabilities
often
creates
a
more
accessible
City
for
everyone,
so
we
feel
it's
vital
to
incorporate
people
with
disabilities
more
explicitly
in
the
plan.
Thank.
A
J
A
B
K
Well,
because
I'm
every
round-trip
on
transit
requires
at
least
one
crossing
of
the
street
right
either
coming
or
going
you're
gonna
have
to
get
to
the
other
side
and
that
that
means
that
every
transit
stop
crossing
is
a
potential
danger
point.
If
there's
no
safe
crossing
available,
we
know
that
people
will
cross,
especially
if
they're
trying
to
get
to
this
top
and
catch
the
bus.
Or
you
know
they
want
to
get
home
as
quickly
as
possible.
K
A
I
I
We
are
a
group
of
people
who
have
survived
road
violence
or
who
have
lost
our
loved
ones
to
road
violence
and
we're
working
to
make
sure
that
nobody
else
has
to
suffer
the
unnecessary
and
completely
preventable
violence
and
devastation
that
we
have
first
we'd
like
to
commend
the
city
for
taking
vision,
zero
a
little
more
seriously
this
time
around
and
paying
attention
to
some
best
practices
that
have
proven
effective
around
the
world.
This
is
a
good
thing
and
we're
happy
to
see
it
we're
especially
happy
to
see
geometric
redesign.
I
Finally,
on
the
menu,
because
we
know
driver
speed
is
primarily
influenced
by
road
design,
because
speed
limit
signs
do
very
little
to
limit
driver
speed.
Having
said
that,
there
are
several
facets
of
this
plan
that
are
disappointing
and
show
that
vision.
Zero
was
not
being
taken
as
seriously
as
it
could
be.
I'll
tackle
the
worst
one,
the
lack
of
appetite
to
reduce
speeds
on
arterioles
to
40
kilometers
an
hour.
I
Instead
of
50
the
core
tenant
a
vision,
zero,
what
this
whole
effort
is
all
about
is
that
life
and
health
can
never
be
exchanged
for
other
benefits
within
a
society.
Yet
we
know
that
being
struck
by
a
driver
who
is
travelling
at
50
kilometers
an
hour
carries
an
85
percent
risk
of
death
85%,
therefore,
by
preserving
fatal
speed
limits,
what
you
would
be
doing
is
doing
exactly
exchanging
life
and
health
for
other
benefits,
those
other
benefits
being
perceived:
convenience
for
people
driving
cars
and
political
expedience.
I
As
decision
makers
I
ask
you
to
ask
yourselves
an
important
question:
would
I
subject
any
of
my
loved
ones
to
being
struck
by
a
driver
traveling
at
50
kilometres
an
hour?
Do
you
have
children?
How
about
one
of
your
children?
If
you
have
more
than
one
children
which
child
which
is
subjective
being
struck
at
50
kilometres
an
hour?
How
about
one
of
your
parents?
Would
it
be
fine
to
bury
one
of
them
early
and
watch
the
other
ones
struggle
to
cope
with
living
alone
in
what
should
have
been
their
golden
years?
I
Are
you,
okay,
with
the
thought
of
losing
the
love
of
your
life?
Finding
out
they
bled
out
alone
on
the
sidewalk,
when
the
police
knock
on
your
door
to
drop
off
the
paper
bag
filled
with
their
possessions.
Would
that
be
fine?
How
about
any
of
your
friends?
Who
that
you
love,
would
you
be
comfortable,
inflicting
an
85
percent
risk
of
death
upon
and
for
those
15
percent
who
do
survive?
Who
that
you
love,
would
you
inflict
life-altering
horrible
injury
upon
to
be
explicit?
I
That's
injuries
like
shattered
bones,
ruptured
internal
organs,
massive
internal
hemorrhaging,
traumatic,
brain
injury,
soft
tissue
damage
of
kinds
too,
numerous
to
enumerate
spinal
cord
injury
nerve
damage
which
could
lead
to
things
like
fecal
or
urinary
incontinence,
which
strips
your
dignity
and
the
general
inability
to
the
independent
life
they
once
enjoyed.
These
are
the
injuries
that
people
sustained
when
they
are
struck
at
50
kilometres
an
hour.
Who
do
you
love
that
you
would
be
willing
to
sacrifice
to
maintain
these
high
speeds
for
cars?
I
B
I
So
60
is
all
but
guaranteed.
Death,
50
is
85%
chance
of
death
and
40
is
substantially
more
survivable
than
that.
30,
of
course,
is
the
best
where
a
pedestrian
has
about
a
1
in
10
chance
of
dying,
there's
still
a
risk
of
fatality
at
30,
but
it's
much
more
acceptable.
So
we
ask
because
the
city
has
the
legal
authority
to
implement
fault
speed
limit
of
40
kilometers
an
hour
that
you
do
so
as
a
blanket
policy,
because
it's
more
survivable
than
50
kilometers
an
hour.
Okay,.
A
Have
one
question:
I
guess
the
closest
I've
come
to
being
knocked
off.
My
bike
was
when
a
motorist
had
their
dog,
the
driver
had
a
dog
in
their
lap,
and
the
dog
was
crawling
all
over
the
place
has
that
is
that
a
problem
that
that
that
you've
come
across
and
and
any
any
ideas
on
how
we
might
regulate
that
well,.
I
The
thing
you
need
to
do
to
solve
violent
preventable
death
is
to
slow
down
car
traffic
so
that,
when
collisions
do
happen,
which
they
inevitably
will,
they
are
not
fatal
and
don't
cause
serious
injury,
and
the
second
thing
is
to
add
robust
physical
separeted
protection
for
all
users
of
the
roads.
So
you
need
to
build
Complete
Streets
on
every
street,
ideally
certainly,
most
importantly,
on
arterials
words,
people
use
to
travel
around
the
most.
I
A
A
F
L
My
name
is
Jared
Cole,
five
executive
director
of
cycle,
Toronto
Kevin,
reducing
our
campaigns
manager
at
cycle
Toronto
and
we're
here
to
talk,
of
course,
about
the
vision,
zero
2.0
plan.
We
think
that
this
is
an
important
step
forward
for
the
City
of
Toronto.
We
think
that
it
takes
the
evidence
base
and
really
applies
it
in
terms
of
important
policy
that
will
prevent
road
fatalities
and
serious
injuries.
L
We'd
also
concur
with
you
know
our
colleagues
at
the
Toronto
Centre
for
active
transportation,
walk
Toronto
and
friends
and
families
for
safe
streets,
that
this
is
a
milestone
along
the
way
and
that
we
still
have
a
lot
of
work
to
do
to
achieve
vision.
Zero
here
in
the
City
of
Toronto.
I
really
just
want
to
comment,
though,
that
there's
a
couple
of
key
pieces
here
that
are
of
the
utmost
important,
notably
on
the
enforcement
side,
photo
radar.
L
You
know
I
what
we
think
is
a
dramatic
decline
in
speeding
in
those
areas,
and
we
think
that
we
we
need
to
call
on
the
province
for
that
and
I'd
also
say,
though,
that
really
important
or
mid-block
crossings
leading
pedestrian
intervals
and
a
variety
of
other
items.
We
do
note
that
there
is
one
item
from
our
perspective
that
is
lacking.
Then
it
is
around
a
default
policy
around
Complete,
Streets
and
I'll
hand
it
over
to
my
colleague
Kevin
to
talk
about
that
yeah.
F
So,
as
dared
mention,
Complete
Streets
are
not
quite
focused
on,
and
bike
lanes,
in
particular
as
part
of
that
in
the
vision,
zero
report-
and
this
is
something
in
contrast
to
other
cities
that
have
done
a
fantastic
job.
In
particular,
I
want
to
highlight
New
York,
City
New
York
has
more
road
fatalities
than
we
do.
They're
a
bigger
city.
F
The
scope
of
their
problem
is
harder,
and
yet,
despite
that,
they
are
currently
experiencing
a
century
low
in
road
fatalities,
which
is
remarkable,
if
you
think
about
that,
since
the
automobile
is
in
its
infancy,
New
York
has
now
managed
to
bring
road
fatalities
to
a
new
low.
So
that's
clearly
a
good
role
model
for
us
to
follow,
and
one
of
the
things
that
they've
done
is
in
addition
to
narrowing
their
lane
whatz
and
reducing
their
speed
limits.
They've
introduced
protected
bike
lanes
on
many
of
their
major
streets.
F
F
They've
shown
that
protected
bike
lanes,
amazingly
remarkably,
are
not
just
safer
for
cycling.
It
is
safer
for
people
who
drive
and
for
people
who
walk
when
there's
a
protected
bike
lane
on
a
street.
It
doesn't
matter
if
anyone's
riding
and
it
doesn't
matter
if
that
was
the
point
of
putting
it
in.
If
you
want
to
make
things
safer
for
pedestrians
and
for
drivers,
in
addition
to
cyclists,
you
have
to
have
protected
bike
lanes
built
into
your
streets.
F
This
is
a
key
tool
that
New
York
has
leveraged
all
over
the
place
and
they've
seen
massive
declines,
as
I
mentioned
in
their
road
fatalities.
Now
this
vision,
zero
report
talks
about
sidewalks
by
default
and
that's
a
great
new
addition,
but
there's
an
opportunity
here
for
us
to
also
look
at
Complete
Streets
by
default,
which
includes
bike
lanes,
which
was
a
key
tool
again
that
other
very
successful
cities
for
vision,
zero,
have
leveraged
I.
L
Guess
homegrown
here
in
Toronto,
we
know
that
after
the
blur
street
scallions
were
installed,
we
saw
a
44%
reduction
in
conflicts
between
all
road
users.
So
again
that
wasn't
just
for
cyclists,
that
was
for
drivers
and
for
pedestrians
as
well.
So
again,
from
our
perspective,
we
think
it
makes
a
lot
of
sense
to
broaden
the
default
approach.
Here's
to
not
just
sidewalks,
but
when
roads
are
for
reconstruction,
that
to
consider
Complete
Streets,
including
bicycle
lanes.
That's
it
under
the
four
minutes
and
30
seconds.
Okay,.
A
L
M
L
A
G
Thank
You
mr.
chair,
so
my
first
question
is
about
school
zones
and
I'm
still
confused
as
always
on
this.
So
I
just
want
to
make
sure
I
finally
understand
this.
There's
two
different
programs.
So
there's
the
community
safety
zones
which
are
supposed
to
be
implemented
by
the
end
of
2019
and
then
there's
also
a
program
for
school
safety
zone.
Specifically
so
can
I
just
get
a
little
clarification
on
that.
N
Thanks
for
that
question,
counselor
there's
a
lot
of
confusion
about
this
this
issue,
so
the
community
safety
zones
is
the
mechanism
around
schools
that
was
introduced
and
approved
by
council
to
expand
the
area
in
which
higher
speed
ticket
price
fees
are
in
effect,
force-feeding
within
those
zones,
and
so
the
school
safety
zones
is
a
package
of
measures
that
reinforces
the
lower
speed
in
a
school
safety
zone.
It
involves
pavement,
markings,
signage,
watch,
your
speed
signs
and
a
package
of
measures
around
the
school
to
slow
people
down,
and
that
is
more
difficult
to
implement.
G
J
Through
the
chair,
the
goal
with
respect
to
the
community
safety
zones
is
to
try
to
have
those
wrapped
up
by
the
the
tail
end
of
this
year,
specifically
to
be
in
line
with
the
automated
speed
enforcement
program
coming
online
and
December
the
1st
and
with
respect
to
the
school
safety
zones,
because
there's
a
number
of
infrastructure
that
needs
to
go
into
basically
support
that
that
would
be
an
ongoing
program
that
would
continue
to
the
following
years
as
well.
So.
G
N
Through
the
chair
with
the
hundreds
of
schools
that
we
have
so
far,
we've
installed
100
111
in
16,
17,
18
of
the
of
the
vision,
zero
plan
and
2019
we're
planning
to
install
another
100.
So
we
are
accelerating
the
pace
of
delivery
on
the
school
safety
zones,
but
it
will
take
quite
some
time,
given
that
there
are
many
hundreds
of
schools.
I
will
add
that
this
report
has
a
recommendation
to
put
in
place
community
safety
zones
at
secondary
schools,
as
well
as
private
schools,
which
is
not
something
that
was
previously
in
place
and.
G
Then,
on
the
the
metrics
that
are
being
used
for
decision
making,
I
know
that
you
use
ksi
as
one
and
I
know.
It's
mentioned
that
you're
looking
at
you
know
who's
crossing
it
stuff,
but
I.
Just
I
just
want
clarification,
I,
don't
think
our
pedestrian
counts,
look
at
demographics
and
actually
look
at
break
it
down
it.
If
it's
seniors,
if
it's
children
like
who's
crossing,
we
just
do
counts.
Like
can
I
just
get
some
clarification
on
how
we're
counting
who's
crossing
in
these
areas
for.
N
That's
a
broad
question,
so
our
we
do
look
at
the
impact
of
of
collisions
on
seniors
and
schoolchildren
separately
as
part
of
our
analysis
and
and
prioritization.
So
that's
something
we
certainly
have
data
on
in
terms
of
counts
when
we're
warranting
new
traffic
control
devices.
I'm,
not
sure
if
that's
where
you
were
going
with
your
question,
but
we
are
starting
to
this.
N
G
Now,
when
we
put
a
request
into
transportation
services
to
look
at
something,
it
seems
like
they're
still
using
the
old
traditional
criteria,
our
criterion
going
to
be
updated
for
this
decision-making
with
vision,
zero
going
forward.
And
when
would
we
see
that
because
I
feel
like
it's
cover
community
council
we're
continually
overturning
staff
recommendations,
and
part
of
that
is
that
we
feel
like
it's,
not
reflective
of
this
new
vision
zero
program.
So
when
can
we
see
that
updated.
N
G
N
G
Cuz
like
right
now,
I
just
worry.
We
know
we
set
this
goal
through
transform
tío,
but
it's
not
really
being
integrated
or
or
worked
with
with
you
in
some
way
and
I
don't
want
us
to
get
to
like
2045
and
be
like.
Oh,
we
got
five
years
to
get.
You
know,
75%
of
the
population
walking
and
biking
of
5k
or
less
so
through.
H
The
chair
I
know
that
our
colleagues
in
energy
and
environment
are
coming
back
in
the
fall
with
an
update
on
the
transform
tío
plan
and
we
will
be
participating
in
reporting
out
on
what
we
have
up
to
now.
So
there
will
be
a
reporting
mechanism,
I
think
there's
a
cadence
by
which
it
actually
makes
some
sense
to
report
on
that,
and
it
might
not
be
an
annual
cadence
in
terms
of
looking
at
change,
but
I
agree
with
you.
We
definitely
want
to
be
tracking
it
along
the
way.
So
we
hit
it.
Okay,.
B
You
very
much
can
we
talk
just
a
couple
of
things,
one
on
this
notion
of
default
to
complete
streets.
We
do
review
when
we
are
rebuilding
streets
on
whether
or
not
they
can
accommodate
wider
sidewalks
protected
bicycle
lanes.
That's
something
that
well,
it
isn't
yet
explicit
policy,
it's
something
that
we
would
do
as
a
matter
of
course,
you're.
N
The
chair
out
of
the
Complete
Streets
guidelines
and
and
the
various
types
of
strategies
coming
from
the
Official,
Plan
or
other
transportation
related
strategies.
We
certainly
are
looking
at
every
Road
reconstruction
for
opportunities
to
integrate
Complete
Streets
elements
such
as
wider
sidewalks,
low-impact
development,
Green,
Streets
elements,
cycling
facilities.
That
kind
of
thing
formal
language
from
council
would
be
welcomed
on
that.
But
it's
certainly
something
that
we
do.
Reconstruction
is
a
major
opportunity
that
only
happens
every
75
years
or
so
so.
N
B
N
The
language
around
the
change
is
that
we
can
change
the
default
for
a
particular
area,
and
so
this
report
proposes
to
take
the
approach
of
local
neighbourhoods
and
designate
them
as
30
kilometers
owns
on
an
area
by
area
basis,
at
that
being
the
default
for
that
area
and
having
gateway
signage
on
the
outside
of
those
areas
and
in
the
entry
points
and
having
pavement
markings
to
indicate.
This
is
a
thrill,
slow,
30,
kilometer
zone,
and
so
it's
their
approach,
also
taken
by
the
City
of
Ottawa.
But
it's
not
a
citywide
default.
B
N
Legal
interpretation
that
we
have
about
what
we
can
do
with
from
the
province
about
a
default
is,
is
designating
area
specific,
and
so
we've
done
that
through
the
the
local
road
zones
that
we've
described
in
this
report.
We've
done
some
analysis
to
get
the
some
of
the
most
concerning
streets
that
are
at
the
70
kilometer
or
the
60
kilometer
limits
that
we
think
are
more
appropriately
at
limited
at
50
or
60,
and
to
get
those
down
there's
a
few
particular
streets
to
get
down
to
40.
N
We
are
certainly
welcome
to
taking
a
look
at
other
minor
arterioles
to
bring
those
down
to
40
where
appropriate,
and
then
we
would
follow
up
with
reports
through
community
council,
where
community
council
has
the
jurisdiction
to
look
at
anything
under
the
arterial
roads
for
the
local
and
collector
roads.
Okay,.
E
J
Through
the
chair,
and
actually
there
are
two
separate
independent
programs,
so
the
red
light
camera
program
is
specifically
for
automated
enforcement
of
red
light
running
infractions,
whereas
the
other
program
which
we
are
going
to
be
launching
later
this
year
is
automated
speed
enforcement.
So
this
is
a
different
set
of
cameras,
a
totally
different
vendor
different
program
altogether,
you
could
see
a
all
under
the
umbrella
of
automated
enforcement,
but
again
the
automated
speed
enforcement
cameras
would
only
be
doing
speed
enforcement
and
specifically
around
schools,
does.
H
Through
the
through
the
chair,
photo
radar
is
not
a
term
that
the
the
city
uses
or
endorses
I
think
it's
been
a
common
parlance
of
describing
automated
enforcement,
and
so
as
Roger
described.
Automated
enforcement
is
the
term
that
we
use,
even
though
it's
a
little
bit
lengthy
and
clunky,
and
there
are
specific
authorities
that
we've
been
granted
to
implement
automated
enforcement
and
we
can't
implement
it
everywhere
and
we
can't
implement
it
for
all
different
types
of
infractions.
H
So
the
one
that
we've
been
granted
Authority
right
now
by
the
province
to
implement
is
red
lights,
red
light
running
as
Roger
described
and
the
one
that
we
are
working
with
the
province
and
other
partners
on
that
we'll
be
talking
about
a
little
bit
later
today
is
on
speed
enforcement,
so
they
all
and
fall
under
the
bucket
of
automated
enforcement.
So.
H
B
G
G
So
my
question
is
about
there's
an
education
and
engagement
that
are
one
of
the
major
tenants
in
there
and
I
was
just
wondering
if
you
could
speak
specifically
to
what's
being
done
around
school
zone
education
because
I
think
in
many
areas
in
the
city,
it's
not
the
speed
in
front
of
the
schools.
That's
the
problem,
it's
congestion,
because
people
are
driving
their
kids
to
school
and
these
kids
could
be
walking
so
I'm
just
wondering.
Is
there
anything
that's
built
into
this?
Or
what
can
we
do
to
build
into
this
walk
to
school
programs?.
N
Thanks
for
the
question,
there's
a
recommendation
in
this
report:
actually,
two
of
them
that
demonstrate
what's
happening
on
this
issue.
So
we
are
working
very
closely
with
the
school
boards,
both
the
Catholic
and
the
public
school
board,
as
well
as
Green
Communities
Canada
and
the
Bloomberg
philanthropies
partnership
for
healthy
cities,
initiative
to
do
active
and
safe
routes
to
school
programming
and
school
travel
planning
within
schools.
It's
a
very
small
scale
program.
But
it's
something
that
this
report.
G
And
because
I've
certainly
seen
it
where
I've
been
standing
in
front
of
a
school
and
I
have
looked
down,
the
street
and
I
have
seen
the
kids
and
the
parents
come
out
of
their
house,
get
in
their
car
and
then
and
drop
the
students
off.
So
it's
in
some
cases
it's
that
close.
But
my
question,
though,
is:
when
will
we
will
you
be
reporting
back
on
the
how
successful
these
have
been
so
that
we
can
make
decisions
about
rolling
it
out
on
a
wider
basis?.
N
We're
currently
evaluating
the
first
phase
of
the
active
and
safe
routes
to
school
pilot
project
with
Bloomberg
philanthropies,
the
Toronto
Public
Health
and
the
School
Board
so
we'll
be
we'll,
be
publishing
some
results
of
that
and
giving
some
recommendations
about
potential
expansion
and
then
I
would
also
like
to
add.
We
do
also,
even
when
we
don't
have
the
opportunity
to
do
full-on
very
engaged
partnerships
with
the
Toronto
schools
and
the
public
health
work,
which
is
quite
resource
intensive.
B
Thank
you
very
much.
I
have
two
motions:
one:
that
infrastructure
environment,
community
requests,
the
general
manager
transportation
services
to
review
the
opportunities
for
a
policy
that
all
TTC
stops
be
provided
with
a
controlled
crossing
in
the
immediate
vicinity,
working
in
consultation
with
the
TTC
to
ensure
that
this
policy
does
not
produce
the
number
of
TTC
stops
and
report
to
the
infrastructure.
B
Environment
Committee
in
the
third
quarter
of
2019
and
to
the
city
council,
direct,
the
general
manager,
transportation
services
to
plan
and
design
Road
reconstruction
projects
using
a
Complete
Streets
approach,
including
the
potential
for
bicycle
lanes
at
the
outset
of
all
Road
reconstruction
projects
in
consultation
with
the
local
councillor
and
stakeholders.
So
the
first
one
is
in
response
to
the
requests
made
from
wok,
Toronto
and
others
here
at
the
committee.
A
very
good
point,
I
think
was
made
that
every
transit
stop
involves
cross
a
round.
B
If
we
don't
have
a
policy
around,
it
I
think
it's
important
for
us
to
determine
why
and
what
the
limitations
would
be
I'm.
Falling
short
of
saying,
we
should
just
make
the
policy,
because
we
don't
have
anything
really
in
front
of
us
to
help
guide
what
potential
concerns
staff
might
have
or
the
TTC
might
have
I
know
there
may
be
some
kinds
of
concerned
about
the
cost
implications
of
it
and
I
think,
but
I
think
bringing
it
back
to
us
is
worthwhile.
B
The
second
point
is
on
the
design,
the
default
for
for
road
reconstructions
to
include
a
Complete
Streets
approach,
as
we've
heard
staff
do
this
as
a
matter
of
course,
this
would
just
kind
of
formulate
it
into
our
policy
and
I.
Think
it's
quite
reflective
of
the
comments
that
some
of
the
is
that
some
of
the
deputy
ents
made
and
so
I'm
happy
to
put
it
forward
this
idea
of
changing
the
default
speed
reductions.
B
You
know
I
I,
think
I
think
it
is
deserving
of
our
consideration
to
do
this,
not
that
it's
about
slowing
every
road
down,
although
I
think
that
would
probably
result
in
less
road
fatalities
and
road
violence,
but
it
we
need
to
make
sure
as
people
come
into
our
city,
we
make
it
quite
clear
that
that
that
pedestrian
safety,
that
road
safety
is
top
of
mine,
I
think
he'd.
Get
that
when
you
drive
in
and
you
see
I
think
we
would
instill
it
more.
B
If
we
did
that
I
don't
have
a
motion,
because
I
couldn't
figure
out
how
to
pull
it
off.
That
took
the
reverse
approach
to
what
staff
had
proposed
and
I
wasn't
ready
to
do
a
complete
reversal
and
name
all
the
streets.
We
then
needed
to
make
faster
based
on
staff,
recommend
a
recommendation.
The
staff
recommendation,
but
but
I
think
it
warrants
consideration
and
if
I
can
figure
it
out
in
the
next
two
weeks,
I'll
bring
it
forward
to
Council.
B
I
might
not
be
able
to,
and
therefore
I
think,
I'd
probably
bring
forward
a
recommendation
that
the
next
round
of
vision
zero
be
reflective
of
that
approach.
Rather
than
than
the
one
we're
taking
here
but
I'd
like
to
thank
staff
for
their
work
and
I
hope
that
people
are
safer
on
our
roads
as
a
result
of
this,
thank.
B
C
B
B
C
A
B
G
B
G
G
Then,
on
the
second
one
again,
I
appreciate
the
merit
of
it
and
that
this
is
something
that
city
policy,
but
again,
do
you
see
it
as
something
that
should
be
prioritized
for,
like
arterioles
versus
smaller
streets,
again,
I
have
a
I,
don't
know
if
you've
seen
the
size
of
my
ward,
but
it's
very,
very
large
and
so
I
mean
certainly
arterioles
are
somewhere
where
I
think
this
is
a
priority.
I.
B
Definitely
think
so.
This
is
for
all
streets,
so
if
they're
in
the
reconstruction,
if
they're,
if
they're
in
the
capital
plan
for
reconstruction,
that
as
we
consider
reconstruction,
so
what
will
it?
What
will
the
the
drainage
look
like?
What
will
the
sidewalks
look
like?
How
will
the
road
function
turning
lanes
and
such
that
they
also
consider
other
things
so
I,
don't
think
we'd
need
to
prioritize
this
because
it's
already
what's
in
the
the
capital
plan,
okay,.
A
A
B
Sure
I'm
gonna
say
sure,
just
cuz
I,
don't
know
how,
like
some
of
these
stops,
I'm,
not
sure
what
the
what
what
thought
process
went
into
them.
I'd
have
to
suspect
that
if
the
TTC
put
a
stop
in
a
location,
there
was
some
kind
of
reason
for
it
or
they
wouldn't
put
a
stop
there
for
an
example
that
that
the
example
I
gave
on
on
on
on
steals
if
I
think
I
think
it
was
steals
because
there's
on
the
border
at
the
northern
border
of
the
city,
I'm
not
sure
why
there
was
a
stop.
B
That
seemed
to
have
nothing
else
around
it
on
the
eastbound,
but
on
the
westbound.
I
think
that
there
was
there
was
more
purpose
to
the
stop
and
so
I
wouldn't
I,
wouldn't
hazard
to
say
that
that
I
had
any
idea
of
if
we
should
be
moving
around
TTC
stops.
That's
probably
not
the
best
thing
to
happen
at
this
committee,
but
certainly
I
think
it
warrants
examination
on.
C
G
Thank
You
mr.
chair
I
was
very
excited
by
this
item.
The
one
of
the
priorities
when
I
campaigned,
Weds
on
on
the
school
zones,
and
so
I
am
excited
that
the
community
safety
zones
will
be
implemented
by
the
end
of
2019
I'm
hopeful
that
council
will
find
ways
to
accelerate
the
rollout
of
the
school
safety
zones
and
in
most
cases
it's
not
speed.
That's
the
problem
in
our
communities,
it's
congestion,
it's
it's
kids
that
are
getting
rides
to
school.
G
That
could
be
walking
or
riding
their
bikes,
but
we're
stuck
in
this
chicken
egg
thing
where
parents
are
driving
their
kids
because
they
think
the
school
zones
are
unsafe
and
the
only
way
to
make
the
schools
home
safer
is
by
decreasing
the
cars.
I
will
tell
you
that
my
kids,
they
don't
get
door-to-door
service
on
the
if
it's
a
rainy
day
and
it's
torrential
and
I
give
them
a
ride.
They
get
dropped
off
a
few
blocks
away,
so
I
can
avoid
the
school
zone,
so
I
don't
need
to
go
through
it.
G
I
am
also
extremely
excited
about
this
mid-block
crossing
program.
I
wasn't
kidding
when
I
told
councilor
Leighton
that
we
teach
our
children
how
to
cross
the
road
where
they
shouldn't
be
because
I
know
when
my
12
year
old
leaves
the
house
she's
gonna.
Do
it
she's,
not
gonna,
walk
800
meters
to
a
light
and
cross
she's,
just
not
going
to
do
it
there,
and
so
we
teach
our
children.
G
You
know
how
to
get
to
the
middle
of
the
road
safely
and
there's
six
lanes
they
have
to
cross
in
many
areas
and
how
to
look
both
ways
and
how
to
do
it,
because
they're
not
going
to
spend
all
that
extra
time
to
get
to
a
stoplight
and
so
I'm
really
hopeful
that
we
can
accelerate
the
rollout
of
this
mid-block
crossing
throughout
Scarborough.
It
is
a
major
problem
for
us
and
I'm,
just
very
thankful
that
staff
has
brought
this
forward
today
and
thank
them
for
their
hard
work
on
this
issue.
Thank
you.
G
C
G
C
C
C
If
we,
if
we
were
flush
with
money,
if
we
had
extra
money
and
if
councillor
Layton
could
find
extra
money
in
the
budget
which
I
know
he
spends
a
lot
of
time,
doing,
I
would
prefer
to
see
that
money
invested
in
the
things
that
improve
our
community
and
and
and
the
first
thing
if,
as
councillor
McKelvey
says,
we
she
didn't
see
a
priority.
She
talked
about
priorities,
maybe
not
specifically
with
regard
to
this,
but
she
says
priorities
I
agree
with
her
and
I
think
the
public's
priority
by
and
large,
if
we
have
extra
money.
A
Okay,
Thank
You
Deputy
Mariner
Wang
any
other
speakers
on
the
on
the
item.
All
I'll
hold
my
comments
to
counsel.
This
whole
package
goes
up
to
Council,
which
I'm
sure
will
be
a
lively
debate.
I
have
have
three
motions:
do
you
want
to
I
guess,
since
you've
asked
to
vote
against
a
motion,
one
of
councillor
Layton's
and
we've
got
it,
we
can't
take
it
as
I
can't
take
it
as
a
package.
A
A
A
P
I
just
want
to
say
by
me
speaking
at
this
meeting.
This
shall
not
be
deemed
and
it
be
in
any
way
my
consent
express
or
implied
and
doing
so
as
frog.
God
bless
her
Majesty,
the
Queen
and
long
liver,
Majesty,
the
Queen
and
let
the
record
show
I
do
not
consent
to
the
unconstitutional
searches
violating
section
8
of
the
Constitution
Act
1982
that
are
currently
taking
place
here
at
Toronto.
City
Hall
as
the
province
is
never
given
the
City
of
Toronto
express
statutory
authority
to
do
this.
P
So
when
this
reporter
says
the
city's
administrative
penalty
system
for
parking
violations
demonstrates
the
customer
service
and
operational
value
of
removing
matters
from
the
provincial
court
system.
So
considering
there
are
25
of
these
hearing
officers
I
believe
23
of
them
are.
Lawyers
know
what
the
police
board
has
learned.
The
last
two
months,
I've
spoken
there
and.
P
So
this
part
here
is
a
little
bit
blurry,
but
this
is
from
the
Webster's
reference
library,
the
Canadian
desk,
companion,
concise
overview
of
the
land
and
its
people.
It
mentions
three
things
happen
in
1992
of
significance,
miss
Canada,
pageant
was
scrapped,
Roberta
Bondar
was
named,
is
Canada's
first
female
astronaut
in
space
and
oh
by
the
way,
Ontario
lawyers
voted
to
abandon
the
oath
to
the
Queen.
Look
at
that
these
are
the
fake
judges,
you're
all
pretending,
you're,
going
to
give
a
fair
and
impartial
hearing
to
these
unsuspecting
people.
P
P
P
They
took
an
oath
to
the
Queen
and
then
at
some
point
chose
to
abandon
it,
but-
and
you
don't
think,
that's
corrupt.
Are
you
kidding
me
counselor,
pastor,
Nutt,
you
think.
That's!
Okay,
as
Scott
Duncan
has
said
it
gets
worse.
The
Law
Society
has
claimed
ownership
over
all
individuals,
I'd
like
to
be
able
to
verify
this.
For
all
of
you,
but
much
like
meritorious
signed
pledge
code
of
conduct.
P
He
came
up
with
when
he
first
ran
against
mayor
Ford,
the
city
of
Toronto's
charter
of
expectations
and
values
and
where
it
said
on
the
Bank
of
Canada's
website
that
ultimately,
the
Bank
of
Canada
is
owned
by
the
people
of
Canada
Scott
Duncan
says
this
is
being
removed
from
the
Law
Society's
website.
Once
it
was
discovered.
What
any
of
you
think
someone
was
still
good
if
you
knew
they
were
a
member
of
a
club
that
has
claimed
ownership
over
all
individuals.
P
B
Actually
had
one
question:
stop
it
all
four
go
speaking,
okay,
what
is
take?
What
is
taking
so
long
like
wait?
There
was
early
in
January,
there
was
a
report
in
the
Sun.
That
said
this
was
moving
ahead
and
they
said
he
was
moving
ahead
with
this.
We
don't
even
have
agreement
from
the
province
what
what
could
possibly
be
taking
so
long.
B
H
H
We
can't
actually
put
cameras
up
and
start
to
issue
enforcement,
either
warnings
or
tickets,
and
so
we
have
been
working
pretty
diligently
for
the
last
year,
not
only
on
the
pilot
that
we'll
talk
about,
but
also
on
working
with
the
14
municipalities,
the
Ontario
traffic
council,
a
number
of
other
folks
to
make
sure
that
we
were
all
in
aligned
and
had
all
the
component
pieces
of
this
program
ready
to
go
and
so
well
you'll
see
before
you.
And
the
next
item
is
an
update
on
that
work
and
what
you'll?
H
C
C
J
Through
the
chair-
yes,
that
is
correct,
I
mean
this
is
something
it's
a
bit
of
a
legacy
from
the
lessons
we've
learned
over
the
years
with,
in
terms
of
the
integrity
of
the
program.
It
is
critical
when
it
comes
to
automated
enforcement
to
have
what
we
call
continuity
of
evidence,
basically
ensuring
that
there's
no
way
shape
or
form
that
the
evidence
that
leads
to
the
conviction
of
someone
under
the
Act
has
been
tampered
with
in
any
way
shape
or
form.
J
So,
in
the
past
traditions
being
a
case
where,
if
we
use
any
sort
of
internet
type
technology,
it
basically
serves
as
a
defense
for
anyone
basically
complaining
against
a
charge
to
say
that
there
was
a
possibility
or
an
opportunity
for
this
evidence
to
been
tampered
with.
So
to
that
end,
this
is
the
reason
why
it's
being
basing
the
repose
that
we
continue
with
that
sort
of
system.
C
C
B
C
B
C
C
C
C
C
C
C
J
C
H
The
chair
ID,
we
don't
have
any
data
that
could
back
up
that
that
question
or
comment
that
you've
made
I
think
that
human
nature
is
such
that
if
things
are
closer
to
when
they
happen,
they're
more
top
of
mind,
typically
I,
don't
know
how
long
it
takes.
Maybe
Roger
knows
how
long
it
takes
to
process
a
red
light
camera
ticket
from
the
time
the
camera
clicks
until
the
time
the
person
gets
it.
We
can
tell
you
that.
Q
C
H
That's
on
that
that
you
have
before
you
today
is
about
adding
automated
speed
enforcement
cameras.
Oh
that's
will
be
speed
enforcement
at
schools,
the
hundred
and
forty
nine
locations
where
we
currently
have
red-light
cameras
that
also
use
this
technology
is
a
two
to
three
week
turnaround
so
today
and
for
the
past
two
decades.
That's
what.
C
H
Through
the
chair,
I,
don't
think
there's
any
evidence
to
suggest
that
it
will
lead
to
more
people
challenging
the
tickets.
I
think
there's
a
group
of
people
who
will
pay
tickets
when
they
get
them.
I
think
it's
the
same
when
you
have
a
violation
on
like
the
407,
if
you
don't
pay
the
toll,
I
think
it
takes
a
period
of
time
for
you
to
get
issued
that
that
citation
or
that
ticket
as
well.
Let's.
C
H
C
H
At
the
chair,
the
evaluation
process
is
currently
going.
This
report
we
go
elf
does
not
recommend
an
award
to
a
vendor.
It
does
have
one
recommendation
for
us
to
report
directly
to
Council
with
the
results.
It
is
unusual
for
a
procurement
to
go
like
this.
The
only
other
procurement
I've
seen
like
this
goes
back
to
2009
with
Union
Station.
It
is
not
ideal
but
to
meet
the
timelines
that
we
were
asked
to
meet
this.
Is
it
what
we
had
to
do
so.
R
Through
mr.
chair,
because
of
the
urgency
and
the
need
for
us
to
identify
the
equipment
in
order
for
the
province
to
draft
the
regulation,
we've
tried
to
keep
this
process
moving
now
if
there
is
a
barrier
to
successful
testing
and
a
determination
on
how
the
award
can
be
made,
then
to
whom,
then
that
would
not
make
it
to
the
council
meeting.
So
this
was
to
seek
the
authority.
The
program
has
been
endorsed.
This
is
more
detail
about
the
status
of
the
program
and
its
implementation.
R
The
current
state,
as
far
as
the
procurement
goes
the
need
to
undertake
the
testing
of
the
successful
proponents
thus
far,
and
then
the
report
directly
to
Council,
which
is
normally
out,
of
course,
but
we'll
have
the
details
on
the
equipment
after
this
phase,
when
we
come
back
on
July,
16
and
really
the
focus
was
because
we're
up
against
some
timelines.
The
importance
of
getting
the
system
in
this
program
implemented
and
the
need
to
give
the
province
the
lead
time
for
them
to
draft
the
regulation
in
order
for
us
to
put
it
into
force
and
effect.
R
So,
that's
why
you
don't
see
the
actual
vendor
named
award
in
this
report,
but
you
will,
as
it
marries
with
this
at
Council.
So
we
apologize
to
committee
members
that
it
has
gone
this
way,
but
we
felt
it
was
important
to
keep
the
program
moving
in
order
to
meet
some
timelines
to
advance
our
efforts
in
respect
to
vision,
zero
and
and
road
safety.
Mike.
C
Layton
so
my
next
question
I'm
sorry
I'm
going
over
time,
but
I
mean
it's
all.
This
is
all
surprised
to
us
happened.
So
what
why
can't
we
put
this
over
to
the?
Why
can't
this?
Just
because
it's
you
know
not
ready
for
a
decision
in
committee
right
plus
there
haven't
been
time.
You
know
no
one's
actually
been.
The
public
hasn't
been
able
to
read
this
report.
So
there's
no
time
for
deputations
explain
to
me
why
this
can't
come
to
the
September
meeting.
R
So
through
you
through
the
chair,
it
can
that
the
problem
with
that
will
be.
The
timeline
then
required.
The
province
can't
move
with
the
regulation
until
the
equipment
has
been
identified,
the
equipment
proven,
and
that
can't
happen
until
we've
got
the
vendor
award
completed.
So
we
will
lose
a
number
of
months
and
we
won't
be
into
opportunity
for
implementation
until
well
into
2020.
Well,.
C
R
C
R
R
Goal
here
is
to
keep
it
moving,
so
we
don't
know
how
long
that
regulatory
drafting
process
is
going
to
take
we're
concerned
about
the
extent
of
delay,
certainly
as
I
would
say,
between
now
and
council,
there's
an
opportunity
for
far
more
dialogue
and
respect
to
this
project.
If
there
any
hurdle
is
encountered,
then
we
would
address
that
and
veer
from
the
the
planned
course
at
Council.
This
is
not
ideal.
Everybody's
been
working
very
diligently.
You
can
imagine
working
with
14
other
municipalities
and
the
province
and
many
others.
R
It's
been
quite
a
challenge
and
the
staff
have
done
heroic
work
to
try
to
keep
this
moving.
So
you
know
we'll
obviously
defer
to
you
in
respect
to
your
opinion
on
how
this
moves
forward.
As
I
say,
we
do
absolutely
apologize
for
the
late
nature.
It
was
only
because
the
staff
we're
working
very
hard
at
trying
to
put
this
in
a
digestible
format.
To
give
us
a
picture
of
where
we
are
today
is.
R
Right
so
through
the
chair,
my
understanding
is
this
is
the
same
process
as
we're
currently
operating
with
the
red
light
camera
project,
and
that
has
that
has
been
working
for
a
number
of
years.
Now
the
exact
same
format
I
was
also
not
aware,
but
understanding
from
our
staff
that
this
has
been
a
requirement.
It
specified
provincially,
as
well
as
the
general
manager
transportation
just
referenced
from
a
privacy
perspective.
R
You
know
not
ideal,
but
certainly
I
can
I
would
say
that,
as
it
articulated
in
the
vision,
0
report,
the
results
of
the
red
light
cameras
and
how
that's
benefited
Road
Safety,
irrespective
of
needing
to
use
USB
keys,
I,
think,
speaks
for
itself.
The
importance
of
this
program,
in
conjunction
with
the
vision,
zero
speed
Ramanujan,
is
why
we
have
very
hard
to
keep
the
automated
speed
enforcement
project
moving
at
at
the
pace
that
we
are
now
at.
So.
R
C
Sure,
just
careful
I
just
want
to
be
clear:
I'm,
not
disputing
the
decision
that
council
made
I
am
not
right,
I'm,
just
I'm,
bringing
up
the
fact
that
we've
got
this
report
at
you
know
so
close
to
the
close
so
close
to
midnight.
You
can
hear
the
bells
ringing
and
that
their
material
issues
that
are
missing
in
here
that
I
think
really
important
because
we're
you
know
privacy
issues,
what's
the
right
technology,
and
so
we're
being
told
that
we
have
to
that
staff
are
recommending
because
they
have
it
here
that
we
need
to
that.
A
C
C
C
Mr.
chairman
I'd
be
ready
to
move
forward
with
this
report
if
it
was
ready
and
I
was
just
going
to
look
up
second
time,
this
has
happened.
There
was
an
item
at
the
last
meeting
that
came
late,
that
wasn't
ready
and
I'll
just
express
my
disappointment.
This
is
this
is
important.
This
is
something
that
affects
people's
lives,
everyday
and
I.
Think
that
there's
gonna
be
a
lot
of
adjustments
where
we
implement
these
things,
especially
in
school
zones.
C
We're
gonna
have
these
cameras
in
four
years
and
and
I'm
not
comfortable,
approving
a
report
that
we
could
actually
put
over
for
three
months
to
get
all
our
answers,
and
so
I'm
gonna
move
that
this
be
deferred
over
and
get
an
updated
report
from
from
staff
and
complete
the
testing
before
we
take
a
decision.
I
don't
want
to
find
out
after
the
fact.
C
chair,
even
within
the
context
of
we're.
Gonna
approve
this
without
looking
at
the
privacy
issues.
This
council,
this
committee,
I'm
I,
have
a
lot
of
concerns.
I
want
to
approve
it
as
quickly
as
we
can
just
like
anybody
else,
but
I
don't
think
this
is
ready
for
approval
here
today.
At
this
committee.
G
C
A
A
This
is
6.2.
This
is
a
contract
awards
basement
flooding.
I
will
move
the
recommendations,
all
those
in
favor
opposed
that
is
carried
and
we're
going
to.
There
was
a
there
was
a
motion
for
this
item,
but
it's
going
to
be
considered
its
new
business
counselor
Cole
wanted
to
have
the
Insurance
Bureau
of
Canada
appear
before
the
committee
to
discuss
issues
of
insurance
coverage
and
basement
flooding,
simple
request
to
the
bureau,
all
those
in
favor
of
adding
it
to
the
agenda.
A
A
A
O
Morning
mr.
chair
a
letter
from
the
community
signed
on
to
by
50
local
businesses
and
groups,
as
well
as
another
30
local
groups
and
merchants,
the
letter
itself
ends
by
saying
it's
finally
time
to
move
from
study
to
action
for
bike
lanes
on
Bloor.
The
next
step
must
be
a
design
and
implementation
plan
informed
by
community
consultation,
determined
how
not
whether
to
install
bike
lanes
on
Bloor
and
to
ensure
that
issues
such
as
location
of
business,
loading
zones
and
safe
motor
vehicle
turns
and
access
for
the
disabled
are
properly
addressed.
O
We
urge
City
Council
to
move
forward
now
on
extending
the
floor
bike
lane
so
I'm
an
environmental
lawyer.
We
started
up
a
group
called
bells
on
blur
about
12
years
ago
to
advocate
for
a
bike
lanes
on
Bloor.
It
is
obviously
a
place,
that's
very
popular
among
cyclists
and
it's
a
route.
That's
has
a
potential
for
increasing
number
of
cyclists,
as
we've
learned
from
the
2017
a
pilot
on
Bloor.
O
There
was
a
60
million
dollar
budget
which
we
as
cyclists,
also
celebrated.
Unfortunately,
only
11
million
dollars
of
that
was
spent,
and
only
10%
of
that
in
11
million
dollars
was
spent
on
new
bike
lanes.
So
our
experience
and
we've
seen
the
motion
that
councillor
Layton
is
putting
forward
along
with
councillors
by
law
and
perks.
So
we
support
the
motion.
It's
very
important
that
the
motion
itself
have
a
timelines,
because
the
problem
that
we've
found
in
our
experience
is
that
it's
very
difficult
to
find
who's
accountable
for
the
bike
plan
itself.
O
So
our
experience
with
the
corridor
study,
for
example,
was
that
it
was
supposed
to
have
been
done
for
blur
by
the
end
of
2018
and
in
fact
it
was
never
started.
We
rewrote
to
to
the
chair
where
the
committee,
rather
the
manager
of
the
cycling
unit,
we
wrote
to
the
transportation
services
manager
in
to
the
mayor
and
never
got
any
answers.
In
fact,
we
did
a
Freedom
of
Information
request
and
were
surprised
to
find
that
there
was
no
communication
from
the
chair
of
the
Public
Works
Committee
to
find
out
the
status
of
the
corridor
study.
O
So
what
we're
saying
is
this
is
a
good
place
to
catch
up
is
on
Bloor
Street,
as
well
as
a
Danforth.
Let's
move
forward
on
these
projects
that
are
long
overdue,
we
are
a
concern
that
the
bike
plan
itself
talks
about
a
2023
update.
These
updates
have
to
come
much
sooner
so
that,
when
we're
failing
on
the
bike
plan,
there's
a
way
for
the
community
to
to
hold
you
could
count
if
you
can
ramp
up
your
three
methods.
A
H
Hi
again
so
Tcat
has
been
a
strong
supporter
of
Toronto
cycling
network
plan,
since
it
was
approved
in
principle
in
2016.
However,
we're
concerned
with
its
slow
pace
of
implementation,
the
staff
report
has
done
an
excellent
job
of
developing
a
plan
that
can
be
implemented.
Given
the
myriad
of
challenges
that
they've
documented,
the
plan
includes
a
range
of
ways
to
improve
rate
of
delivery,
including
more
streamlining
and
neighborhood
clustering
of
routes
and
approvals.
Addressing
these
challenges
is
critical
in
order
to
expedite
the
installation
of
safe
bike
infrastructure
across
the
city.
H
While
we
support
all
the
recommendations
put
forward
in
the
plan
update
we'd
like
to
highlight
the
following
one
cycling
network
plans
are
important
for
prioritizing
by
clean
installation
given
given
limited
resources
and
staff
capacity.
However,
the
reality
in
a
city
like
Toronto
is
that
most
streets,
certainly
every
arterial
Street,
needs
to
be
made
safer
for
people
on
bikes
each
and
every
time
a
street
is
reconstructed,
presents
an
opportunity
that
should
not
be
missed.
H
Whether
or
not
it's
on
the
cycling
network
plan
to
install
safe
cycling,
infrastructure
to
network
connectivity
is
key
to
building
a
safe,
cycling,
Network
and
extending
existing
bike
lanes
is
a
priority.
We
support
the
recommendation
put
forward
by
cycle
Toronto
to
prioritize
building
protected
bike
lanes
on
Danforth
and
extending
protected
bike
lanes
on
Bloor
West.
Positive
results
were
found
in
virtually
every
indicator
that
was
evaluated
in
the
comprehensive
study
on
Bloor
and
we
believe
the
full
of
non-implementation
tation
of
a
bike
lane
throughout
this
entire
corridor
is
completely
warranted.
H
Three,
the
plan
update
notes
the
overwhelming
success
of
pilot
bike
lanes,
projects
on
Bloor,
Richmond
and
Adelaide
yet
does
not
feature
pilot
projects
moving
forward,
given
the
host
of
challenges
facing
staff
and
installing
permanent
bike
lanes.
Pilot
projects
are
an
important
interim
step
and
point
of
alignment
with
the
vision,
zero
2.0
plan
update
that
could
be
strengthened.
Three
for
the
inclusion
of
the
equity
lens
tool
to
update
the
network
plan
as
an
important
new
addition,
safe
cycling
infrastructure
is
needed
across
the
entire
city,
not
just
downtown.
H
Overall,
we
believe
the
city's
cycling
network
plan
update
will
result
in
progress
towards
expanding
the
bike
network.
We
hope
that
committee
will
adopt
the
recommendations
within
the
plan
and
that
City
Council
will
continue
to
do
everything
it
can
to
accelerate
the
implementation
of
bike
infrastructure
throughout
the
city
that
is
safe
and
comfortable
for
all
ages
and
abilities.
A
A
Q
You
good
morning
my
name
is
Claire,
Nellie
sure
I'm,
a
project
manager
with
the
city
building
Institute
at
Ryerson
University,
and
we
produce
public
policy
research
to
address
the
diverse
range
of
urban
challenges
in
the
region,
including
policies
related
to
the
public
realm
and
active
transportation.
We
applaud
the
city
for
its
efforts
on
this
to
strengthen
the
cycling
Network
plan
and
specifically
to
better
link
this
plan
with
broader
initiatives
around
vision,
zero
2.0
to
create
a
more
holistic
approach
to
supporting
active
transportation
and
eliminating
traffic
related
injuries
and
deaths
on
our
streets.
Q
As
you've
read
in
the
staff
report,
the
original
cycling
Network
plan
fell
short
of
its
goals
for
a
number
of
reasons,
and
in
the
year
in
the
three
years
since
its
approval,
only
7%
of
the
plans
total
proposed
kilometers
were
actually
put
in
place.
Over
the
same
time
period,
nine
cyclists
were
killed
and
128
more
were
seriously
injured.
Q
But
despite
those
statistics,
we're
seeing
that
there's
a
great
appetite
for
cycling
and
more
and
more
Torontonians
are
choosing
to
travel
by
bike
and
specifically
they're
flocking
to
those
new
areas
where
high-quality,
safe
cycling
infrastructure
has
been
put
in
place
like
Adelaide
and
Sherbourne,
and
the
blur
street
pilot,
which
was
recently
made
permanent.
And
so
we
welcome
this
update
to
the
cycling
Network
plan
and
this
renewed
commitment
to
getting
this
infrastructure
on
the
ground.
Q
We
urge
council
to
ensure
that,
beginning
in
the
2020
budget
process,
sufficient
capital
funds,
as
well
as
staff
resources,
are
allocated
along
with
specific
operating
funds,
to
ensure
the
ongoing
maintenance
of
these
projects
on
the
ground.
We
ask
that
you
support
staff
and
identifying
a
stable
funding
strategy
for
the
funds
necessary
to
implement
the
full
plan,
streetscape
and
cycle
track
as
part
of
the
Eglinton
crosstown
LRT
project.
We
ask
that
you
continue
to
support
cycling
projects
as
they're
brought
forward
to
Council
every
opportunity.
Q
Council
approval
will
be
required
for
each
project
going
forward,
and
this
requires
strong
political
will
to
actually
make
this
plan
a
reality
and,
in
particular
echoing
the
sentiments
of
the
other
document
tents.
We
encourage
you
to
focus
on
the
major
citywide
cycling
routes
as
identified
for
priority
implementation
and
specifically
one
key
route
being
the
blur
Danforth
corridor
from
High
Park
to
the
Danforth.
We
encourage
you
to
extend
the
blurred
bike
lanes
to
high
park
and
implement
a
pilot
project
on
the
Danforth
by
2020
next
next
spring.
Q
The
city
building
Institute
will
be
releasing
new
research
that
seeks
to
quantify
the
burden
of
injuries
that
could
be
avoided
by
installing
separated
cycling
infrastructure
on
that
particular
route.
And
while
we
know
already
that
this
infrastructure
saves
lives,
it's
our
hope
that
putting
a
clear
number
to
that
will
encourage
City
Council
to
expedite
the
implementation
of
this
plan,
and
so
we
again,
we
ask
you
to
see
those
opportunities
to
accelerate
its
implementation,
allocate
necessary
staff
resources
and
capital
funding
and
ensure
that
this
safe
cycling
infrastructure
is
on
our
streets
as
soon
as
possible.
Thank
you.
Q
K
Thank
You
mr.
chair
committee,
members,
my
name
is
Gideon
Forman
I'm
with
the
David
Suzuki
Foundation,
we're
here
today
to
thank
staff
for
preparing
the
cycling
plan
update
and
to
urge
the
committee
to
move
ahead
quickly
with
new
protected
bike
lanes
throughout
the
city,
in
particularly
weird
the
committee
to
pass
a
motion
requiring
completion
of
the
Bloor
bike,
lane
extension
to
high
park
and
a
new
pilot
lane
on
Danforth
by
2020.
That
is,
we
are
requesting
not
just
consultation
but
actual
construction
of
protected
lanes
by
next
year.
We
realize
mr.
K
chair
this
is
an
ambitious
timetable,
but
the
demands
of
road
safety
and
environmental
protection
make
it
a
necessity
and
I'll
just
draw
your
attention.
Literally
from
yesterday's
Toronto
Star
Toronto
Police
seeking
witnesses,
apparently
an
11
year
old
cyclist
was
struck
by
a
driver.
This
is
happening
frequently
mr.
chair
and
as
an
urgent
matter.
Our
doctors
have
told
us
repeatedly
that
bike
lanes
save
lives
and
that
the
lanes
must
be
more
than
paint
on
a
road.
K
Just
last
week,
doctors
for
safe
cycling,
representing
more
than
150
local
physicians,
reiterated
their
call
for
protected
bike
lanes
and
made
a
point
of
urging
lanes
on
the
Danforth
dr.
Samantha
green
one
of
the
organization's
founders
told
the
CBC
and
I
quote
mr.
chair.
All
of
us
have
seen
the
toll
that
road
violence
has
on
our
patients
and
our
city.
Unquote.
She
explained
that
she
recently
treated
a
cyclist,
a
patient
of
hers,
who
was
almost
paralyzed
after
being
struck
by
a
vehicle.
K
This
is
the
first
reason
why
the
blur
extension
and
a
pilot
lane
on
Danforth
can't
wait.
The
second
mr.
chair
is
the
climate
crisis.
As
you
know,
Parliament
is
just
declared
climate
change.
A
national
emergency.
The
importance
of
acting
on
this
emergency
can't
be
overstated.
I,
don't
need
to
remind
you,
mr.
chair,
that
on
terra's
largest
source
of
greenhouse
gas
emissions
is
transportation.
K
Fortunately,
many
climate
solutions
are
readily
available
and
one
is
leaving
gas-powered
cars
at
home
and
traveling
instead
by
bicycle,
but
residents
won't
take
up
the
bike
in
sizeable
numbers
unless
we
make
it
safe
to
do
so.
I
also
want
to
stress
that
cycling
infrastructure
is
an
extremely
cost
effective
climate
solution.
You'll
recall
mr.
chair
that
the
Richmond
and
Adelaide
cycle
tracks
were
installed
for
just
seven
hundred
and
eighty
thousand
dollars.
These
liens
now
host
over
six
thousand
cyclists
per
day,
more
people
than
use
some
of
our
subway
stations,
such
as
Downsview
Park
and
highway
407.
K
Let
me
conclude
mr.
chair
by
saying
that
the
extension
of
the
blue
lane
and
creation
of
a
new
Danforth
pilot
will
be
popular
with
your
constituents
poll
after
poll
shows
the
vast
majority
of
them
support
this
infrastructure.
A
20-18
eco
survey
found
that
protected
bike
lanes
are
endorsed
by
82%
of
Torontonians.
Overall,
the
lanes
are
backed
by
three
out
of
four
residents
in
Scarborough
and
even
among
drivers.
Mr.
chair
support
for
bike
lanes
stands
at
75
percent.
This
is
an
issue
that
unites
us.
K
We
know
the
timetable,
we're
suggesting
is
challenging,
but
these
are
challenging
times
mr.
chair.
Indeed,
when
it
comes
to
climate
disruption,
we're
facing
an
emergency
we've
heard
from
our
doctors,
we've
heard
from
the
climate
scientists,
so
we
reiterate
our
request
that
you
extend
the
Bloor
bike
lane
and
open
a
pilot
Danforth
Lane
no
later
than
2020.
Thank
you
and
I'm
happy
to
answer
any
questions.
A
F
K
Councilor,
so
there's
a
lot
of
data
from
actually
internationally.
That
shows
that,
when
you
put
in
bike
lanes,
you
increase
substantially
the
number
of
people
who
get
on
a
bike,
not
surprising
me,
and
that
we've
seen
that
in
lots
of
places
around
the
world
when
you
make
it
safe
and
short
people
get
on
their
bike.
So.
F
F
Of
the
things
that
you
were
really
focusing
on,
your
deputation
was
the
need
for
the
extension
of
blur
to
the
West
and
the
need
for
that
connection
to
the
East
long
Danforth
has
the
David
Suzuki
foundation
or,
in
your
experience,
seeing
the
impact
of
having
a
network
approach
and
how,
when
we
actually
make
those
connections
that
can
increase
that
doing
as
well.
Absolutely.
K
Everything
that
a
driver
of
a
car
would
want
in
terms
of
being
able
to
get
anywhere
in
the
city
easily
a
cyclist
would
want
as
well,
and
so
when
you
put
in
that
network,
not
just
isolated
bits
and
pieces
but
interconnected
networks
of
bike
lanes,
you
get
a
lot
of
uptake
and
all
the
virtuous
things
that
you
want.
So
that's
really
what
we
want,
and
we
we
support
the
city
for
having
that
network
approach.
It
just
needs
to
happen
faster
thanks.
A
A
A
M
M
However
I'm
here
today
as
a
resident
and
a
business
owner
in
blue
or
Dale
I
own,
a
small
but
successful
bulk
food
store
called
madhouse
which
opened
in
2010.
The
primary
reason
why
my
store
is
so
successful
is
that
I
care
deeply
about
my
customers.
Most
of
them
live
nearby
and
come
to
my
shop
because
they
feel
that
shopping
local
is
an
integral
part
of
creating
a
great
community.
I
know
most
of
their
names,
I
run
into
them
at
community
events
and
I
have
a
caring
relationship
that
goes
well
beyond
a
commercial
exchange.
M
It
is
important
to
me
that
all
of
my
customers
can
travel
around
our
neighborhood
safely.
Our
sidewalks
were
constructed
and
have
been
maintained
very
well
for
those
that
walk
push
strollers
or
on
wheelchairs.
The
TTC
in
our
neighborhood.
The
two
subway
stops
recently
received
elevators
for
people
who
cannot
walk
up
the
stairs,
which
is
wonderful
and,
of
course,
the
roads
blur
Street
is
very
good
for
people
who
drive
vehicles.
The
streets
are
well
maintained
and
there's
very
few
potholes.
M
However,
my
cycling
customers
do
not
have
a
safe
way
to
get
around
our
neighborhood.
This
is
something
that
I
just
drew
this
morning.
This
is
blue
or
Dale
Bloor
and
College
Street.
There
are
no
cross
streets
here
for
people
to
get
through.
There's
no
Harvard
Street
people
who
want
a
cycle
have
to
take
college,
it's
very
narrow
or
blue
or
Street,
and
there's
no
safe
way
for
them
to
cycle
around.
M
The
cyclists
in
my
neighborhood
represent
every
strata
of
the
population
every
day,
I
say
see
me,
I,
see,
seniors,
buycks
children
on
bikes,
moms
and
dads
on
bikes,
I,
see
dogs
on
the
backs
of
bikes.
Everybody
is
using
bikes
in
our
neighborhoods
and
with
the
exception
of
the
dogs
and
the
kids,
they
all
pay
taxes
and
they
deserve
a
safe
way
to
get
around.
M
In
fact,
I
would
even
claim
that
the
city
owes
these
people
a
safe
way
to
move
around,
because
these
people
who
bravely
ride
bicycles
instead
of
drive
cars
and
I,
say
bravely
because
we
all
know
that
a
collision
on
a
bike
can
be
fatal.
They
are
helping
to
reduce
air
pollution
and,
even
more
importantly,
they're
creating
more
space
on
our
already
very
congested
roads
and,
of
course,
they
leave
parking
spaces
for
the
rest
of
us.
M
I've
talked
to
many
of
the
other
businesses
in
blue
or
Dale,
and
opinions
on
Bloor
bike
lanes
are
split
between
two
camps.
Many
business
owners
understand
that
these
the
issues
of
the
near
future
means
that
we
must
make
changes
today,
whether
it's
because
of
climate
change
or
a
rapidly
growing
city
bike
lanes
seem
like
a
no-brainer.
The
businesses
in
the
other
camp
seem
mostly
concerned
with
parking,
as
a
driver.
M
I
also
love
finding
a
good
parking
spot,
but
as
a
resident
and
business
owner
in
Bloor
Dale
I
can
easily
testify
that
there
is
a
lot
of
parking.
We
have
a
green
pea
parking
lot
at
Emerson
and
Bloor,
which
is
usually
two-thirds
full.
We
have
lots
of
residential
street
parking
and
lots
of
laneways
with
garages,
mostly
I,
think
that
shop
owners
use
the
parking
spot
in
front
of
their
store
for
their
own
vehicle
and
I,
get
it
I
own
a
store
and
I
love
it.
M
When
I'm
able
to
park
my
stoop
my
car
in
front
of
my
store,
but
surely
the
safety
of
thousands
of
cyclists
every
day
must
outweigh
this
convenience.
We
can
park
around
the
block
and
walk
a
minute
or
two.
Two
days
ago,
I
attended
the
presentation
of
a
very
interesting
report
from
the
Pembina
Institute
regarding
moving
Freight
around
the
city
through
the
use
of
micro
hubs
and
psycho
logistics
representatives
from
both
US
and
Canada
post.
If.
M
A
M
D
Yeah,
it's
pathetic
at
the
same
time
the
bluer
Danforth.
When
we
had
the
changing
atmosphere
conference,
the
former
City
of
Toronto
medal.
We
should
do
something
about
climate
change,
let's
have
a
study,
and
that
was
where
the
recommendation
in
1982
arose
that
bluer
Danforth
was
actually
the
best
place
for
a
long,
continuous
bike
lane
so
yeah.
Now,
let's
see
so
here
we
are
we're
there
to
go
the
1995,
oh
wow,
there's
there.
We
are
a
route
selection
study
for
on
street
bike
lanes,
there's
bluer,
there's
Danforth,
College,
etc,
etc,
etc.
D
We
might
do
something
by
1995.
Meanwhile,
climate
crisis
is
now
in
to
breakdown
point
we've
hit
415
I
think
which
is
dangerous.
Dangerous
18
in
the
19
warmest
years
on
record
for
the
planet
have
occurred
since
year,
2000
it's
in
to
breakdown
mode.
What
are
we
doing?
Why
is
it
taking
so
long?
It's
really
really
pathetic.
Even
the
a
little
bit
of
the
bike
bleuer
that
the
remnant
part
of
blue
or
the
median
2001
bike
plant
I
mean
stop
between
Sherbourne
and
church.
That's
not
done
whoops,
let's
get
it
over
there.
D
That's
the
only
little
bit
that
made
it
into
the
bike
plan.
We
haven't
had
a
darn
thing
done
with
that,
it's
a
horrible
horrible
gap.
It
seems
not
to
be
on
the
radar
there's
a
lot
of
stuff
that
could
be
done
very
quickly
and
cheaply.
So,
where
is
that
like
lowering
the
speed
limits
that
was
neglected
to
be
acted
upon?
A
30-kilometer.
D
Speed
would
be
good.
We
could
do
this
in
the
gap
of
stripping.
We
could
do
it
this
year.
Strip
off
the
parking
on
the
north
side.
Give
us
wider,
curb
lanes,
pave
it
up
a
little
bit.
It
doesn't
have
to
be
bike
lanes,
there's
stuff
that
can
be
done,
that
it
was
quick
and
cheap.
We
could
do
this.
Why
not-
and
this
is
from
last
year
a
year
ago-
I
sent
it
up
to
so.
You
know
it
just
takes
forever
to
get
enough.
Nothing
done
here
with
the
Danforth.
Sixteen
point,
five
meters
curb
to
curb.
D
We
could
actually
redo
it
this
summer,
I
think
or
late.
This
fall.
You
need
to
have
some
consultation
bidirectional
on
the
north
side,
travel
lane
something
to
actually
help
the
really
help
the
subway,
a
reversible,
rush-hour
near
Express
bus
way.
Do
it
in
the
center
I,
don't
care
the
subways
at
the
danger
point:
it's
overloaded
and
those
people
pay
for
their
their
their
their
trips,
wider,
curb
lane
and
24-hour
parking
there's
so
much
that
can
be
done
in
terms
of
equity.
That's
the
next
thing!
D
Well,
what
about
the
equity
of
how
the
cars
are
subsidized
versus
transit?
I'm?
Sure
some
of
you
seen
this
before
twenty
seven
hundred
bucks
per
car
per
year
about
seven
times
the
amount
we
subsidize
public
transit.
So
if
you're
at
all
concerned
about
transit,
where's
the
vehicle
registration
time
come
on
and
in
terms
of
equity,
Parkdale
is
dangerous.
D
That's
a
neighborhood
improvement
zone
notice
of
hazard
queen
street
is
dangerous.
King
Street
is
dangerous
and
I'm
almost
out
of
time,
because
hey
it's
three
minutes
and
you
don't
want
to
hear
about
it
because
it's
only
been
decades
and
quite
honestly,
I
think
the
the
what
we
should
be
doing
is
is
saying
to
the
federal
level.
D
You
guys
don't
deserve
the
money
that
might
be
coming
to
you,
because
you've
got
to
actually
do
the
stuff,
like
this
obvious
stuff,
on
Bloor
Danforth,
no
streetcar
tracks
to
prevent
the
simple
reef,
cheap,
repaving
and
the
streetcar
tracks
are
another
hazard.
All
of
this
stuff.
All
right,
it's
broken
up!
You
should
fix
that
right
away.
All.
A
A
B
Just
as
a
point
of
order,
a
point
of
privilege
I,
we
now
have
to
change
our
lunch
hour.
None
of
us
can
leave
the
room
for
like
two
and
a
half
hours
because
of
the
absence
of
two
members
like
I.
Get
that
like
I,
think
maybe
I
don't
know.
Do
we
got
to
give
more
notice
that
you've
got
a
statutory
legislative
meeting
that
you
should
hold
in
your
schedule?
I
just
don't
I
don't
get.
A
It
well,
you
know:
I
I
have
to
agree,
I
mean
I
had
either
were
two
graduations
that
I
was
invited
to
this
morning.
I
had
to
send
regrets
to
both.
It
would
have
been
great
to
go
to
them,
but
our
committee
work
is
our
committee
work,
it's
very
important
stuff,
so
hopefully,
hopefully
12:45
to
2:15
we'll
do
it
anyway?
S
My
name
is
set
is
Michael
Polanyi
I'm,
a
resident
of
Ward
19
Woodbine
in
Danforth.
Thank
you
for
the
opportunity
to
speak
with
you
and
first
I
would
like
to
recognize
and
show
my
gratefulness
for
the
bike
bike
track
cycle
track
on
Woodbine
Avenue
and
for
councillor
Bradford's.
Support
of
that
that
has
improved
safety
in
the
East
End,
but
I'm,
primarily
here
just
to
express
my
concern
is
a
cyclist
on
about
Danforth
Avenue
and
urge
you
to
move
forward
quickly
to
install
protected
lanes
on
Danforth
Avenue
by
2020.
S
As
has
already
been
said,
our
city
is
challenged
by
congestion
and
climate
change.
Both
can
be
lessened
by
making
it
safer
to
bike.
People
want
to
ride,
but
they
will
only
do
so
in
large
numbers
when
there's
a
safe,
connected
network
of
bike
lanes,
Danforth
Avenue
is
key
to
building
that
network.
It's
the
main
street
of
Commerce
for
many
East
Enders.
It's
also
the
most
direct
route
downtown
for
many
currently
Danforth
is
not
safe.
S
There's
no
separated
space,
obviously
for
cyclists,
and
that
means
sharing
the
road
with
drivers
and
what
that
means
is
being
regularly
unsafely
passed
by
drivers
cut
off
by
drivers,
turning
honked
at
by
aggressive
and
speeding
and
often
inattentive
drivers
really
on
an
almost
daily
basis.
Last
week,
a
driver
flung
her
door
open
in
my
path,
I
jammed
on
my
brakes
and
looked
at
her.
She
said
oops.
Last
summer
I
sat
with
an
older
man
who
was
bleeding
from
the
head
after
being
hit
by
a
pickup
truck.
S
Some
time
ago,
I
tried
to
calm
a
young
woman
who
was
in
shock
after
being
sideswiped
by
a
driver
when
sees
a
constant
stream
of
cyclists.
Now
on
the
blurred
viaduct
on
Bloor
Street,
but
few
people
riding
on
the
Danforth
simply
because
it's
not
safe
bike
lanes
on
Bloor
and
Danforth
have
been
studied
multiple
times
over
five
decades.
S
These
don't
study
them
again.
We
already
know
that
bike
lanes,
increased
cycling,
save
lives,
improve
population,
health,
stimulate
local
business
and
reduce
emissions.
So
I
urge
you
not
to
wait
until
2022
or
2023
to
make
danforth
safe
for
cyclists,
rather
I
urge
you
to
direct
city
staff
to
install
and
pilot
protected
bike
lanes
on
Danforth
by
2020.
Thank
you.
F
S
F
F
A
T
T
T
T
T
The
authors
studied
17,000
fatalities
and
77,000
severe
injuries
between
2000
and
2012
in
Oklahoma,
City,
Kansas,
City,
Memphis,
Chicago,
Minneapolis,
Seattle,
San,
Francisco,
Denver,
Portland,
Dallas,
Houston
and
Austin.
They
found
that
the
most
important
safety
factor
was
having
separate
and
protected
bike
lanes
to
lower
fatalities
and
injuries
lanes
were
further
fortified
with
sentient
sand.
T
Planters
Toronto's
dream
is
to
have
an
ambitious
135
million
one
hundred
and
thirty
five
point:
five
million
ten-year
cycling
plan
to
double
the
existing
network
of
cycling
city
infrastructure,
that's
to
build
560,
kilometers
of
new
bike
lanes
and
110
sidewalk
level,
Boulevard
channels
that
allow
people
to
cycle
along
busy
streets.
However,
the
city
is
far
behind
his
commitment,
having
only
installed
five
percent
of
what
has
been
promised
two
years
and
the
city
hasn't
stopped.
T
A
T
Think
it's
worked
in
the
whole
city
in
trying
hourly
bike
sharing
is
a
wonderful
way
to
get
people
riding
bikes
and
sharing.
Actually
somebody
the
last
evening
we
were
talking
about
it.
That's
one
way
of
fighting
climate
change,
getting
more
people
out
of
from
their
diesel
cars
into
bikes
and
walking,
and
there
is
car
sharing
and
bike
sharing,
makes
just
as
much
sense.
Yeah.
A
F
So
good
afternoon,
I'm
speaking
on
behalf
of
a
cycle
Tonto,
so
sick
of
Toronto
is
happy
that
cycling
volumes
in
the
city
have
been
growing
remarkably
in
the
last
few
years.
Correspondingly,
our
streets
have
also
been
getting
safer.
We've
seen,
as
folks
have
mentioned,
Richmond
in
Adelaide
they've
grown.
You
know,
10x
floor
is
almost
doubled
in
the
annex
area
and
everywhere
else
in
the
city
lots
more
people
are
riding,
and
it's
well
understood
that
getting
more
folks
riding
the
best
way
is
to
build
protected
bike
lanes.
F
Yes,
so
looking
at
this
cycling
plan,
there
are
some
key
projects
and
priorities
that
should
be
acted
on
in
this
term
of
council.
That
would
lead
to
the
short
term
success
of
this
of
this
plan
and
that
you
should
support.
So
first
I
want
to
comment
on
Bloor
Street,
so
the
city
undertook
an
incredibly
detailed
study
in
the
pilot
area
of
Bloor
and
somehow
that
little
stub
of
a
bike
lane
has
managed
to
soar
to
become
the
the
second
busiest
in
the
city
with
nearly
double
the
ridership.
F
We've
counted
and
city
staff
have
also
seen
this
data
as
well,
there's
more
than
three
thousand
people
that
are
riding
on
Danforth
right
now
without
any
bike
lane,
and
you
have
to
keep
in
mind
at
rush
hour.
That's
25%
of
traffic
on
Danforth.
Are
people
riding
bikes
a
quarter
of
them?
Thousands
more
would
ride
if
you
could
put
in
a
protected
bike
lane,
so
we're
calling
on
you
again
to
support
the
local
community,
support
the
local
councillor
and
put
a
protected
pilot
bike
lane
on
Danforth.
Now.
Third,
this
report
mentions
Eglinton.
F
Eglinton
is
one
of
the
biggest
transportation
projects
in
the
city,
and
it
includes
a
plan
for
a
complete
street,
but
there's
still
a
lot
more
work
to
be
done
on
developing
both
an
implementation
plan
and
a
funding
strategy
for
these
streetscape
improvements.
And,
lastly,
there's
many
other
corridors
that
are
mentioned
in
this
plan,
for
that
are
suitable
for
protected
bike
lanes
and
as
I
spoke
to
before,
protected
bike
lanes
also
tied
very
well
with
vision,
zero
as
they
make
things
safer
for
all
of
your
road
users.
F
So
these
are
all
very
critical
short
for
the
short-term
success
of
this
cycling
plan
and
we
need
you
to
make
sure
that
Bloor,
danforth
Eglinton
and
many
of
the
other
corridors
mentioned
this
plan
are
made
safer.
So
we
look
forward
to
your
support
and
grow
in
toronto
into
a
more
vibrant,
safe
city
for
everyone.
Thank
you.
Thank.
J
J
I'm
looking
at
the
I
took
some
time
to
look
at
your
cycle,
so
your
cycling,
Network,
Plan,
Update
and
I
noticed
something
in
attachment
number
5.
It
says
it
says,
given
the
extent
of
public
consultations
of
the
plans,
development,
the
scope
that
the
stakeholder
engagement
process
for
the
update
was
targeted
to
staff
and
community
stakeholders.
J
So
when
we
look
I
guess
when
I
looked
at
the
attachments
on
the
attachment
on
potential
cycling
lanes
on
cycling,
potential
I
noticed
that
it
was
very
interesting
to
note
that
even
in
Scarborough,
where
cycle
lanes
have
been
put
in
place,
the
uptake
hasn't
been
there
and
a
lot
of
the
data.
I
spoke
to
your
open
data
Department,
and
a
lot
of
the
data
is
from
2006
that
you're
relying
on
for
this
for
this
psycho
plan.
J
It
tells
a
story
and
I
just
like
to
point
yet
point
out
this
one
last
chart
before
I
stop
speaking,
it's
I,
guess
the
difference
between
how
people
commute
to
work
right,
you'll
see
in
the
yellow
area,
most
of
the
people.
This
is
commuting
outside
of
Toronto,
so
they're,
not
even
living
in
Toronto.
The
people
who
live
out
here
have
households
that
leave
the
city
to
go
to
work.
J
So
you
know
the
transform
tío
plan
says
within
one
kilometer
of
work,
whereas
these
people
over
here
they
don't
have
the
option
of
traveling
one
kilometer
to
work.
They
rely
on
the
car.
They
rely
on
a
different
mode
of
transportation
and
when
we
tried
to
put
in
transportation
options
that
don't
necessarily
fit
with
the
context
of
this
of
the
city,
it
makes
it
very
of
these
parts
of
the
city
you
could
it.
C
J
J
I
had
put
out
a
meeting
and
I
know
that
we
we
did
go
out
and
we
did
for
item
number
12,
which
is
next.
We
did
go
out
and
we
talked
to
different
businesses
and
whatnot,
because
there
were.
There
was
a
lot
of
angry
people
with
what
what's
been
going
on,
because
you
know
looking
at
the
the
data
and
the
way
people
actually
travel.
J
J
I
think
in
your
own
attachments,
yeah
there's
some
data
from
2006
that
they're
relying
on
for
potential
bicycle
lanes
and
if
you
map
this
data
I
would
encourage
you
to
speak
with
these.
This
group,
here
in
your
city
of
Toronto
I,
had
some
conversations
with
them
and
it
doesn't
seem
that
the
measures
that
are
the
the
data
that's
being
drawn
up
on
potential
survey
day,
it's
being
used
on
survey
data.
It's
not
actually
used
on
census
data.
J
C
J
Would
like
you
to
I
know
that
there
are
a
lot
of
people
here,
we've
seen
I
applaud.
You
know.
Many
counselors
here
have
put
forth
letters
with
bicycle
lanes
for
the
downtown
core,
but
what
I
would
like
to
see
is
more
consultations
held
with
these
people
over
here
before
we
pass
a
plan
that
impacts
the
whole
of
Toronto.
When
you
know
there
there
are
certainly
regions
here.
Are
people
being
impacted
that
are
impoverished
or
lower-income
people
who
actually
need
to
rely
on
these
roads
to
get
to
work,
and
they
don't
even
work
in
the
city?
J
They
work
outside
the
city,
so
you
know
over
half
of
our
residents,
don't
even
commute
downtown,
they
can
meet
north
or
they
compute,
they
take
the
401
and
they
go
east
and
west
and
Mississauga
or
wherever
and
I,
think
we
lose
the
fact
that
we
are
such
an
integrated
economy
with
the
people
around
us
that
we
don't
realize
that
you
know
by
making
these
decisions,
we
automatically
assume
that
these
people
are
traveling
down
south
when
that's
not
actually
the
case.
Okay,.
L
Thank
You
chair
Pasternak
and
hello
members
of
the
committee
and
visiting
councillors
once
again,
my
name
is
Jared
Kolb
and
I'm
executive
director
of
cycle
Toronto,
Kevin
Rupa
Singh.
Our
campaigns
manager
talked
about
some
of
those
key
short-term
priorities
and
I
really
want
to
underscore
this
speaking
to
a
point
that
the
previous
deputed
made.
L
You
know,
I
want
to
recognize
as
well
that
by
approving
this
plan
today
and
at
Council
doesn't
actually
get
bike
lanes
on
streets
built,
it
initiates
a
great
deal
of
consultation
to
get
bike
lanes,
built
bike
lanes,
I,
think
really
they
require
bylaws
to
be
passed
and
that's
not
in
in
context
here
today.
One
of
the
things
that
I
really
just
want
to
underscore
is
I
think
from
cycle
Toronto's
perspective,
we're
just
blown
away
by
the
growth
of
cycling
across
the
city
and
especially,
of
course,
in
the
downtown
core.
L
More
than
five
percent
of
Torontonians
who
live
downtown
are
biking
every
day,
there's
neighborhoods!
Now
you
know
that
there's
34
percent
of
people
biking
every
day.
These
are
Copenhagen
numbers
quite
frankly,
and
people
are
biking
in
part
because
we're
building
more
infrastructure
and
also
because,
quite
frankly,
a
lot
of
the
other
options
are,
unfortunately,
are
bad.
They
don't
actually
allow
you
to
get
to
work
on
time
with
a
bicycle.
L
I
think
we
want
to
really
understand
as
a
city.
Where
do
we
want
to
go?
Where
do
we?
Where
do
we
want?
What
do
we
want
to
achieve?
Transform
tío,
of
course,
has
a
great
long-term
2050
target
for
short-term
bicycle
trips
and
walking
trips.
We
need
some
short-term
targets
as
well,
which
we've
identified
in
our
submission
in
the
interest
of
time.
I'll
just
note
as
well.
L
Our
final
piece,
which
is
around
really
focusing
the
limited
resources
that
we
have
on
the
highest
impact
projects,
which
is
why
we're
really
underscoring
the
need
for
a
blue
extension,
the
Danforth
bike
lanes
to
projects
that
represent
streets
with
some
of
the
highest
ridership
in
the
city,
but
without
safe
cycling,
infrastructure
and
I'll.
Leave
it
there
right.
A
Q
Thank
you,
mister
I'll,
be
quick.
Okay,
I
just
have
two
questions.
The
staff,
a
study
of
Jane
Street
north
of
the
401,
is
identified
as
requiring
study
what
about
south
of
the
401,
and
why
is
that
not
included?
And
then
my
second
question
is
the
Western
going
up.
Express
station
was
open
years
ago
with
no
cycling
routes
for
users
to
to
get
to
and
from
the
station.
The
same
is
true
for
the
York
recreation
center,
which
is
we
just
opened
last
year.
What
are
the
plans
for
cycling
routes
that
connect
these
two
destinations.
N
Council
I
may
ask
you
to
repeat
your
second
question,
but
on
the
first
question,
the
major
city,
cycling
routes,
is
a
new,
a
new
approach
in
the
cycling
Network
Plan
Update,
to
identify
corridors
that
that
present
high
value
to
the
network
based
on
many
factors,
including
the
the
work
that
we
did
with
2016
TTS
and
census
data,
as
well
as
as
feedback
from
the
the
public
in
in
some
of
our
earlier
consultations,
we
don't
currently
identify
Jane
south
of
the
401.
We
we
do
identify
some
other
routes.
N
Q
Okay,
as
you
know,
there
was
a
sigh
but
I
have
cycling
committee
in
which
we
submitted
our
recommendations
last
year,
which
included
part
of
that
now.
My
second
questions,
the
westin
going
up
Express
station
was
open
a
few
years
ago
and
as
well
as
the
New
York
recreation
center,
they're
going
to
name
Black
Creek.
So
what
are
the
plans
for
cycling
routes
that
connect
these
two
destinations?
Because
right
now
there
there
is
no
connection
thanks.
N
For
your
question,
counselor
and
I
will
say
that
on
the
first
question,
we
certainly
took
suggestions
from
thousands
of
people
across
the
city
and
we
put
those
through
our
analysis.
So
we
certainly
heard
the
feedback
from
the
committee
you
mentioned,
and
it
just
didn't
necessarily
make
the
cut
for
the
major
city
ride
routes.
The
western
neighborhood
connections
project
is
something
that
is
important
to
connect
the
community,
but
we
want
to
make
sure
that
there
are
also
routes
that
bring
it
connections
to
other
parts
of
the
network.
Q
So,
just
one
more
question:
Jerry
at
Council
there
was
a
members
motion
that
was
passed
by
councillor
Barlow
myself
about
the
rail
pass
along
the
the
Metro
links,
the
the
goal
line
and
the
up
Express
line,
and
when
the
province
agreed
and
when
Metrolinx
agreed
to
electrify
the
train
that
the
line
that
we
had
asked
that
there
be
that
they
design
it
in
a
way
that
there
there's
able
to
have
a
cycling
path
along
the
corridor.
I've
we
heard
from
Metrolinx
at
all
on
that
design
work
and
it
will
that
be
included
through.
N
The
chair,
we
are
currently
doing
the
detailed
design
of
the
southerly
extension
of
the
Western
rail
path
to
connect
into
the
downtown
from
its
current
termination
at
dun,
dun
das,
and
we
have
a
project
on
the
st.
Clair
transportation
master
plan
that
will
provide
connections
north
of
the
existing
northerly
terminus
of
the
rail
path.
So
we're
actively
working
on
the
we're
about
to
actually
file
the
transportation
master
plan.
Public
documents
for
that
environmental
assessment,
which
will
include
some
northerly
extension,
will.
N
Have
to
follow
up
with
staff
directly
on
that
we
would
be
extending
from
the
Davenport
extension
and
some
other
streets
in
that
area.
The
rail
quarter
itself
is
not
wide
enough
to
to
have
the
the
rail
path
continue
continuously
on
that
same
alignment,
but
we
certainly
are
making
the
connections
along
it.
Okay,.
Q
Because
we
did
ask
Metrolink,
some
Metrolinx
agreed
that
they
would
design
it
in
a
way
that
they
would
allow
for
the
Rail
Pass
so,
and
that
was
very
clear
to
us
by
a
members
motion.
So
if
you
can
check
that
out
and
and
ensure
that
they
are
designing
the
line
to
include
the
path
from
western
Lawrence.
Q
Q
A
A
S
I
can
be,
I
can
be
30
seconds
and
Brad
can
have
all
the
rest
of
my
time.
I,
listen
in
a
growing
indent
City.
Our
roads
are
at
capacity
today
we
cannot
widen
the
roads
to
accommodate
more
cars.
Thus,
we
have
to
transform
our
streets
to
move
people,
move
people
faster
and
move
people
safer
and
in
downtown,
where
one-third
of
all
the
jobs
in
the
entire
city
are
located,
where
we
have
a
daytime
population
that
quadruple
to
nearly
a
million
people.
S
Bike
lanes
are
the
solution,
that's
how
you
move
people
around
and
that
tell
you
fuel
a
prosperous
economy
and
in
2019
I
think
it
is
time
to
be
bold
and
I
think
there
are
excellent
near-term
opportunities
in
this
plan
from
Bloor
to
Danforth,
to
University,
I.
Think,
there's
a
strong
long-term
plan.
I
think
our
medium-term
targets
need
improvement,
but
in
2019
it's
time
to
get
going
and
I'm
looking
forward
to
these
near-term
objectives
and
improving
them,
which
I
will
understand,
are
coming
forward
in
Motion's.
Thank
you
great.
C
N
Sorry,
counselor
I
was
just
putting
away
the
material
since
I
thought.
Staff
questions
were
finished.
The
cycling
Network
Plan
Update
undertook
a
detailed
analysis
using
updated
method,
updated
metrics
from
the
Toronto
transportation
survey,
TTS
data
from
2016,
as
well
as
census
data
from
2016
about
existing
and
potential
cycling
demand.
We
we
looked
at
where
there
are
collisions
for
cyclists
and
safety
implications.
Of
that
we
looked
at
the
way
that
routes
serve
transit
stations
and
neighborhood
improvement
areas.
There
was
a
there's,
a
wealth
of
information
about
the
process
for
identifying
priorities
within
this
report.
C
F
F
N
F
N
Through
the
chair,
the
the
opportunity
to
introduce
bike
lanes
on
Danforth
is
a
significant
opportunity
to
serve
existing
riders.
We
know
ridership
is
high.
We
know
that
it
scores
well
on
all
of
the
metrics
that
we
just
talked
about
in
the
range
of
41
out
of
44
possible
high
score
it.
It
obviously
connects
to
the
bluer
lanes
on
the
over
the
viaduct,
and
so
it's
it's
a
major
connector
to
get
people
to
the
east
side
of
the
city.
F
N
Study
is
a
fantastic
collaboration
between
City
Planning
economic
development
and
culture
and
transportation
services.
City
Planning
has
started
their
work
on
the
on
the
area
profile
report,
which
I
believe
they're
going
to
be
bringing
to
Community
Council.
This
fall
we've
had
initial
stakeholder
meetings
with
the
BIA
s
in
both
wards
with
residents,
associations
and
cycling
advocates
and
some
wards,
and
we
have
put
out
and
are
just
about
to
award
an
RFP
to
the
consultant
who's
going
to
work
us
through
the
consultation
and
facilitation
process
of
a
community
engagement.
N
F
We
take,
you,
know
the
politics
and
the
for,
and
they
against
bike
lanes
out
of
the
conversation
for
a
second.
How
much
does
front-end
consultation
with
stakeholders
contribute
to
getting
a
good
design
for
a
bike
lane?
Is
that
important
or
can
engineer's
just
throw
it
together
and
it
works
fine
anyways
consultation.
N
Is
critical
because
we're
talking
about
impacts
to
people
who
stores
are
adjacent
to
the
corridor
or
who
live
and
work
in
that
area
everyday,
and
so
we
want
to
get
it
right
and
the
consultation
about
where
it
makes
sense
to
have
loading
zones
and
how
to
mitigate
the
parking
impacts
and
also
where
there
are
more
conflicts
from
a
safety
design
perspective
to
improve
pedestrian
safety
as
and
safety
for
all
road
users
as
part
of
the
project.
So
it's
not
something
that
we
can
just
design
up
and
paint
out.