►
Description
Infrastructure and Environment Committee, meeting 12, March 11, 2020 - Part 1 of 2
Agenda and background materials:
http://app.toronto.ca/tmmis/decisionBodyProfile.do?function=doPrepare&meetingId=17068
Part 2: https://www.youtube.com/watch?v=PCi--2R4FP8
Meeting Navigation:
0:05:30 - Call to order
A
A
A
A
Welcome
to
meeting
twelve
of
the
infrastructure
and
Environment
Committee
welcome
to
members
of
the
committee,
two
other
members
of
council
in
attendance
and
to
members
of
the
public
for
those
in
the
room
with
us.
This
screen
at
the
back
of
the
room
provides
real-time
updates
concerning
where
we
are
in
the
agenda
and
what's
coming
up
next,
you
can
follow
the
agenda
and
debate
on
your
computer
tablet
or
smartphone
at
wwr.
Anto
council
wwc
are
on
OCA,
slash
council.
A
In
the
event
of
an
emergency,
you
may
hear
a
fire
alarm
or
announcements
over
the
public
address
system.
If
there
is
an
emergency,
I
will
recess
the
meeting.
If
you
need
to
leave
this
meet
this
room.
For
any
reason,
please
use
any
of
the
doors
exit
routes
from
this
floor
are
marked
by
green
overhead
signs.
In
the
event,
we
need
to
evacuate
the
building
quickly.
The
nearest
emergency
exit
exit
is
located
through
the
doors
beside
the
audio-visual
booth
and
across
the
hall
via
the
stairwell,
which
leads
down
to
the
back
exit
of
city
halls.
A
Today
we
acknowledge
land
we
are
meeting
on
is
the
traditional
territory
of
many
nations,
including
the
Mississauga's
of
the
credit,
the
Anishinabe,
the
Chippewa,
the
HOD
nashoni
and
the
when
debt
peoples
and
is
now
home
to
many
diverse
First,
Nations,
Inuit
and
métis
people's.
We
also
acknowledge
that
Toronto
is
covered
by
treaty
13
with
the
Mississauga's
of
the
credit.
Are
there
any
declarations
of
interest
under
the
municipal
conflict
of
interest
Act?
B
A
You
for
leading
all
those
in
favor
all
those
in
favor.
All
those
opposed
motion
carries
item
twelve
point:
three
amendment
to
purchase
order:
number
six,
zero,
four
one:
eight
three:
two
for
contract
to
professional
engineering
services,
supporting
solid
waste
management
services,
capital
projects,
Awards
item
twelve
point:
three:
somebody
like
to
move
it
move
bike
moved
by
Councillor,
Layton,
all
those
in
favor.
A
All
those
opposed
motion
carries
item
12
point
four
I
will
hold
for
deputy
ins
item
12
point:
five
I
will
also
hold
for
deputy
and
I
will
be
pre
circulating
a
motion
that
I
will
be
moving
on
this
as
well.
If
you
want
to
look
at
that
in
advance
item
twelve
point:
six:
implementation
of
aerial
spray
program
for
control
of
European
gypsy
moth
outbreaks
in
Ward,
two.
A
A
Thank
you,
council
Eden.
All
those
in
favor
opposed
motion
carries
item
12
point
seven
free-floating
car
share
program.
I
will
hold
as
we
have
deputy
cents
item.
Twelve
point:
eight
cycling
network
plan
I
will
hold,
as
we
have
deputy
ins
item
twelve
point:
nine
improvements
at
the
Queensway
Queen
Street
West,
King,
Street
West,
and
rot
Seussville
Avenue
intersections
to
improve
safety
operations
and
extent
bike
lanes
in
Ward
4.
A
Will
read
the
item
then
held
by
councillor?
Cole?
Is
delays
in
traffic
congestion
projects
throughout
year
for
Scarborough,
Guildwood
item
12,
point
13,
environmental
impacts
and
auditing
of
our
road
salt
usage?
All
words
we
have
aid
deput
in
so
I
will
hold
in
my
name
item
12
point
14
right
turns
on
Red's
into
the
City
of
Toronto.
Also
have
a
detent
will
hold
in
my
name.
We
have
to
walk
on
so
the
first
one
is
a
walk
on
by
councillor
Fletcher.
So
with
somebody
like
to
move
the
item
onto
the
agenda,
oh
man.
B
A
Good
good
point:
sorry
thank
you
updating
school
pickup
in
chopped-off
zones.
Councillor
Fletcher
has
identified
that
with
the
change
in
the
bus
drop-offs
that
the
signage
needs
to
be
updated,
so
she's
moved
out
onto
the
agenda,
moved
on
to
the
agenda
by
councillor
Leighton,
and
can
we
move
the
recommendations
at
this
time?
Also?
A
A
For
anyone
that
would
like
to
speak
on
an
item
on
today's
agenda,
please
ensure
that
you
register
with
the
city's
clerk
put
up
your
hands
over
here.
Please
also
note
that
when
you
do
register
to
de
putte,
you
are
de
PUE
ting
on
the
items
that
are
before
us
today.
So
please
keep
that
into
consideration
throughout
your
remarks.
So
question.
A
Great
so
counselor
minion
Wang
had
pointed
out
along
that
lines
for
speaking
to
the
items
that
items
12.8
in
particular
for
the
deputies.
We
just
want
to
give
you
a
heads
up
that
we
are
discussing
bike
lanes
in
Ward,
7,
10,
11
and
13
within
the
remarks.
So,
as
you
give
your
remarks,
please
do
you
keep
that
in
mind
and
in
scope
so
that
you
are
speaking
to
the
spirit
of
the
reports
that
are
before
us
today.
A
A
C
C
Yes,
yes,
okay
in
terms
of
this
project,
it's
quite
a
massive
project
that
is
going
to
offer
relief
to
those
suffering
from
flooded,
basements
and
then
through
the
middle
of
the
city,
just
wondering
when
this
contract
is
awarded.
Is
it
a
time
to
perhaps
look
at
ways
whereby
we
could
communicate
with
the
residents
affected?
Why
we're
going
to
be
ripping
up
all
these
streets
and
then
we're
going
to
be
ripping
up
the
Forest
Hill
collegiate.
D
Through
the
chair,
yes,
as
you
noted,
this
is
one
of
the
larger
basement
flooding
protection
program
projects
that
we
have
planned
across
the
city.
The
project
scheduled
terms
of
construction
is
expected
to
run
from
2023
to
2027.
We
do
have
some
work
plan
to
this
year.
As
you
noted,
our
typical
process
is
that
we
will
advise
the
local
community
the
affected
community.
We
issue
a
pre-construction
notice
months
ahead
of
construction,
and
we
do
provide
an
update
once
construction
begins,
there's
signage
in
the
entire
neighborhood.
D
That
highlights
the
fact
that
the
work
underway
is
in
support
of
our
basement
lighting
protection
program.
In
regards
to
the
tank
that
is
being
proposed
again,
there
will
be
specific
signage
in
regards
to
the
tank,
so
the
community
will
be
well
appraised
of
the
work
and
the
reason
for
for
the
construction
and
the
disruption
associated
disruption.
C
Given
the
scale
and
the
length
of
time
this
project
will
be
underway,
is
it
possible
also,
besides
the
signage
which
sometimes
are
not
that
effective
in
terms
of
communicating
with
people?
Can
we
have
a
communication
available
that
my
office
can
share
with
residents
or
through
your
department
explaining
why
we
have
to
do
it?
It's
not
just
about
flooding
basements,
it's
about
preventing
stormwater
runoff
from
going
into
Lake
Ontario
and
contaminating
our
drinking
water
I
mean.
D
For
the
chart,
our
typical
approach
has
been
to
work
with
a
local
councillor
the
affected
councillor,
and
that
that
would
be
our
plan.
Is
it
before
any
notification
goes
out
to
the
community?
We
would
work
with
your
office
and
and
preparing
that.
Like
I,
said
the
standard
communication.
We
have
the
many
days
with
flooding,
protec
projects
across
the
city,
and
it's
worked
quite
effectively.
I
mean
the
residents
more
than
anything
are
clamoring
for
that
work.
D
C
Know
I
have
some
projects
underway
in
my
ward
right
now
the
problem
I
have
with
the
communication.
Is
it
really
fails
to
pass
on
to
affected
residents
the
the
let's
say,
ecological
environmental
importance
of
these
projects?
It's
not
just
about
your
basement,
but
it's
about
again
the
impact
the
lack
of
proper
sewers
has
on
our
drinking
water
and
I.
Think
we
is
it
possible
to
go
beyond
the
normal
communication
about
flooding
basements
and
talk
about
the
need
to
ensure
the
sewer
storm
water
overflow
doesn't
end
up
in
Lake
Ontario.
D
Again,
we
can
work
with
your
office
on
that
communication.
We
just
have
to
be
sensitive
to
the
fact
that
at
no
point
have
we
indicated
that
this
is
a
threat
to
our
drinking
water
or
our
source
of
drinking
water
bean
Lake
Ontario.
There
is
obviously
the
concern.
A
storm
water
runoff
as
a
standard
is
a
pollution
source,
but
we
have
to
caution
in
terms
of
its
its
impact,
certainly
in
terms
of
our
water
quality
impact,
but
not
to
connect
to
the
fact
that
it
has
a
potential
impact
on
our
drinking
water.
C
Anyways
I
just
think
if
we
could
perhaps
have
staff
look
at
that.
As
a
way
of
you
know
connecting
you
know
the
our
sewer
system,
sewer
infrastructure
need
to
upgrade
it
so
that
in
the
long
run
it
doesn't
affect.
You
know
our
drinking
because
the
the
you
know
anyways.
We
won't
have
that
discussion
now,
but
I
just
thought.
There's
a
sensitivity
there
that
I
think
we
need
to
explore
through.
D
C
C
So,
and
and
as
you
know,
this
project
is
quite
unique
in
that
is
a
partnership
between
the
federal
government
and
the
city
government.
So
it's
quite
a
significant
commitment
made
by
both
governments
quite
unique
in
that
there's,
no
involvement
by
the
middle
order
of
government,
but
so
I
just
want
to
make
sure
that
when
these
projects
are
undertaken
which
causes
a
lot
of
traffic
pedestrian
cycling
disruption
because
of
all
the
heavy
construction
equipment,
this
will
be
on
these
streets.
C
When
we
talk
about.
You
know,
there's
a
lot
of
people
who
talk
about
climate
change
and
what
we
have
to
do
about
climate
change.
But
this
is
a
hundred
seventy-five
million
dollar
investment
as
I
see
it
in
combating
extreme
weather
events
and
the
impacts
of
climate
change.
So
that's
why
I
was
trying
to
direct
staff
or
sort
of
asked
for
staff's
cooperation
and
getting
that
message
across
that.
C
We've
had
since
Hurricane
Hazel,
and
so
therefore,
this
type
of
investment
deals
with
this
reality
of
these
extreme
weather
events,
as
Hamish
Wilson
says
this
is
climate
chaos,
where's
Hamish
here
today
or
not
I,
know
usually,
but
anyways
don't
encourage
Hamish,
but
no,
but
this
climate
chaos.
So
we
have
to
invest
and
we
are
doing
so
so.
I'll
move
approval
of
this
item,
12.1
with
a
hope
of
getting
more
communication
out
to
people
why
we're
spending
175
million
dollars
on
sewer
infrastructure.
Thank
you.
Thank.
A
A
E
G
D
E
D
Through
the
chair,
we
have
a
long
history
with
the
two
recommended
contractors.
They
do
good
work.
We
haven't
had
any
real
performance
issues
as
you'll
note
in
the
report.
They
identify
that
the
the
one
contractor
was
little
excuse
me.
It
was
a
little
bitter
on
both
tenders
and
to
your
point,
our
concern
was
that
there's
an
abundance
of
work
and
we
don't
think
that
a
single
contractor
could
undertake
all
of
the
work
that
had
been
planned.
D
E
D
E
D
Through
through
the
chair,
what
is
critical
in
these
construction
contracts,
particularly
on
the
paving,
is
to
get
out
ahead
of
the
curve
before
you
know
we're
competing
with
with
the
area.
Municipalities
as
well.
The
regional
municipalities,
around
Toronto,
yeah
I,
think
in
that
regard,
I
think
we
did
get
ahead
of
the
curve.
We
certainly
have
confidence
in
the
two
contractors
fairly
large
contractors
to
do
the
work
so
far
as
the
outlook
into
the
future.
D
It's
the
kind
of
thing
that
we've
been
working
with
our
colleagues
and
transportation
is
to
make
sure
that,
when
we
come
up
with
a
program
that
it
can
be
delivered
that
there
is
capacity
within
the
industry
as
it
stands
right
now,
we're
confident
that
that
work
can
be
completed
with
it
is
there
capacity
for
more
through
the
through
the
chair.
There
probably
is
capacity
for
this
straight
road
resurfacing,
yeah
a
program
when
we
get
into
the
reconstruction.
D
H
C
A
A
A
Okay,
so
my
question
is
it
says
in
the
item
that
reporting
will
be
in
2023
on
this
item?
Is
there
any
process
for
interim
reporting
that
will
happen,
because
this
is
a
fluid
situation
with
the
province
and
the
way
that
they're
there
mandating
waste
in
their
provincial
regulations.
So
if
their
regulations
are
changing
and
things
like
that,
will
you
be
reporting
back
earlier
than
2023.
K
K
That
may
adjust
our
path,
but
on
the
the
grand
scheme
of
things
that
the
study
of
mix
waste
and
energy
from
waste
will
will
likely
be
unimpeded
by
provincial
regulations
at
this
point
in
time,
energy
from
waste
is
supported
by
the
provincial
government
and
mixed
waste
as
well.
So
if
there
is
something
that
does
arise
in
the
environment
that
we
need
to
come
back,
we
will
definitely
come
back
in
then
seek
direction
and.
K
K
We've
set
a
target
in
the
long
term,
saw
waste
management
strategy
that
we
would
like
to
get
to
70%
diversion,
but
as
iterated
in
in
the
budget
this
year,
that
goal
is
is
is
not
achievable,
based
on
the
waste
characterization
waste
characterization
and
the
content
of
what
currently
we
collect
and
manage
this
point
in
time.
So.
A
K
In
short,
it's
because
that's
the
the
provinces
definition.
Unfortunately,
when
we
look
at
the
term
diversion
it's
somewhat
convoluted
to
a
layman's
understanding
of
diversion,
so
most
people
would
believe
that
diversion
is
material
not
going
into
a
landfill,
and
that
is
not
the
definition
that's
currently
used
by
the
province
or
generally
across
the
the
industry.
So.
K
That's
the
the
weight
of
the
materials
on
either
side,
whether
it's
recycling
or
garbage,
when
we're
looking
now
at
at
the
volume
of
materials
which
is
changing
due
to
the
weight
and
so
the
70%
diversion
target.
Although
we
may
not
meet
it
or
will
not
meet
it,
it's
not
necessarily
a
bad
thing,
because
the
materials
are
changing
and
we're
managing
them
differently.
K
So,
just
as
a
quick
example,
the
the
more
glass
that
we
collect
and
process
versus
plastic
will
drive
our
diversion
rate
up
because
it's
heavier,
but
it
doesn't
necessarily
save
more
space
in
a
landfill
if
we,
if
we
pull
it
out,
so
those
are
some
of
the
the
discussions
that
will
also
take
place
or
have
with
councillors
over
the
next
a
little
bit.
Okay,.
E
Know
people
were
listening.
You
said
something
pretty
important
there,
you
kind
of
upset
the
applecart
per
se
on
recycling.
You
just
said
we
shouldn't
be
looking
at
70%
waste
diversion
it's
the
first
time,
I've
heard
that
it's
a
which
I
think
is
a
big
deal,
because
a
lot
of
us
have
kind
of
over
the
last.
You
know
10
to
15
years,
settled
on
that
idea.
Now
you're
trying
to
now
you're
moving
us
off
that
idea
of
a
not
achievable
I,
think
you
said,
I,
don't
know
if
you
said
not
achievable
and
a
not
important.
E
K
Through
you,
chair
to
the
council,
diversion
is
important:
it's
not
the
only
important
metric
that
we
need
to
understand.
So,
just
as
a
quick
example,
if
we
don't
produce-
or
we
don't
use
a
ton
of
plastic
or
a
ton
of
glass,
that's
good.
We
don't
have
to
manage
it,
but
if
we
do
produce
it
and
we
do
manage
it,
that
increases
our
diversion
rate
because
it's
moving
away
from
a
landfill.
K
But
if
we
don't
create
it,
we
don't
have
to
manage
it
so
where
diversion
rate
actually
goes
down,
the
less
we
use
the
less
we
use
and
the
less
that
we
actually
managed.
So
a
declining
diversion
rate
isn't
a
bad
thing.
What
we
need
to
understand
is
how
much
of
that
material
is
going
into
the
landfill
and
what
the
composition
of
in
what
the
composition
of
the
garbage
can
or
the
garbage
bag
is.
So
when
we
look
at
what's
in
that
garbage
bag
or
garbage
can
if
half
of
it
is
recyclable.
K
That
is
not
good,
but
the
the
diversion
target
itself
cannot
be
used
by
itself
as
a
as
a
KPI
for
a
solid
waste
management
system.
And
yes,
it
is
somewhat
upsetting
the
the
conventional
applecart
of
diversion
being
the
only
target,
but
it's
the
truth
and
with
the
changing
environment
that
we
have
right
now,
with
the
way
materials
are
being
produced
and
our
overall
goal
of
waste
reduction,
the
diversion
rate
is
going
to
be
is
going
to
be
reduced
by
the
amount
of
material
that
we
don't
manage
to.
F
E
K
You,
madam
chair
to
the
counselor:
if,
if
we
don't
manage
one
ton
of
glass,
that's
one
ton,
we
don't
have
to
process,
that's
one
ton
we
don't
have
to
pay
for.
If
you
don't
get,
it
would
go
into
the
diversion
rate,
but
if
we're
not
managing
it,
we're
not
paying
for
it.
So
when
we're
promoting,
what
we're
promoting
is
reduce,
reuse
then
recycle
we're
trying
to
push
the
first
two
hours,
reduce
reuse,
then
recycle
so
because
our
diversion
rate
may
stay
static
or
may
go
down
it's
one
of
many
indicators
in
the
waste
industry.
K
On
realistically
it's
been
the
that
metric.
That's
been
put
out
there
to
judge
a
waste
management
system,
but
at
the
end
of
the
day
that
the
purpose
is
to
reduce
the
amount
of
materials
that
come
into
the
system
and
when
they
do
come
into
the
system,
make
sure
that
we
recycle
them
in
the
most
appropriate
way.
Then.
K
We
have
annual
reports
on
our
diversion
rate.
What
we're
working
on
now,
through
the
results
based
accountability,
approaches
other
performance
metrics
that
will
align
and
show
the
overall
picture
of
our
solid
waste
management
system.
So
diversion
is
a
part.
The
waste
audit
composition
of
what
is
actually
in
your
garbage
can
is
another
component
and
it
has
to
be
looked
at
together.
Just
one
number
can't
explain
the
the
how
your
business
is
actually
running.
Do.
K
E
K
E
I'm
just
wondering
whether
you
know
I
just
spent
a
lot
of
time
on
your
website
and
I'm,
just
wondering
whether
it
might
be
a
useful
exercise
for
the
KPIs
every
size,
an
example.
Every
single
meeting
we
get
kpi's
from
the
C
Rick
Leary
for
the
CEO
of
of
the
TTC,
so
we
get
to
measure
they've
got
you
know
green,
yellow,
red
right
and
I'm,
not
saying
that
we
want.
Oh
I
mean
that
would
be
an
interesting
idea
of
getting
kpi's
from
transportation
services,
solid
waste
management.
You
know
that
would
be
a
very
interesting
thing.
E
K
You
chair,
we
can
certainly
bring
that
information
for
it
and
it
is
brought
forward
annually
during
the
budget,
the
budget
process.
We
do
have
kpi's
in
our
presentation
and
our
in
our
analyst
notes
as
well,
but
we
can
most
definitely
bring
forward
a
report.
That
being
said,
one
of
the
pieces
that
we're
also
looking
at
is
adjusting
some
of
those
KPIs
to
really
align
to
where
the
business
is
going
over
time,
based
on
different
regulations
and
the
packaging
that
we're
seeing
right
now.
E
B
B
Iterations,
and
could
the
provincial
changes
result
in
a
change
in
the
mix
of
our
residual
waste
stream?
Yes,
it
could
which
might
drastically
change
what
the
parameters
are
in.
Judging
what
type
of
facility
we
should
need
move
forward,
that's
looking
for
it!
How
long
does
it
take
to
site
a
new
landfill
right
now.
B
K
Right
now,
we
are
pursuing
landfill,
siting,
landfill
expansion,
a
study
on
what
the
the
capacity
is
currently
in
the
province,
also
looking
at
the
possibility
of
purchasing
space
at
an
existing
landfill
or
purchasing
another
landfill
or
energy
from
waste,
so
we're
studying
the
the
full
breadth
of
possibilities
to
manage
the
material,
and
this
report
in
front
of
you
is
looking
at
one
of
them
and
we
plan
to
be
back
to
Council
no
later
than
2023,
with
with
some
viable
options
in
order
to
move
forward
to
secure
our
waste
management
process.
Okay,
thank
you
very
much.
A
B
Speak
but
it'll
be
very
quick.
I'll
be
I'm,
asking
for
a
recorded
vote,
so
I
can
vote
against
this
item
and
not
because
I
don't
believe
in
mixed
waste
processing,
but
because
I,
don't
believe
in
incineration.
I
do
not
think
my
first,
my
first
political
action
was
as
a
seven-year-old
in
support
of
shutting
down
the
city's
last
incinerator
and
I
thought
that
I
had
hoped
I
guess
at
that
age
that
that
would
be
the
last.
B
We're
not
meeting
our
targets
and
and
and
maybe
we
need
a
different
measure
and
I
agree,
and
maybe
this
is
where
a
councilmen
and
Wang
and
I
might
see
eye-to-eye,
maybe
there's
a
different
measure
that
might
be
better,
but
things
like
deposit
return
systems
we're
not
even
exploring
now
in
the
City
of
Toronto
anymore.
That
is
how
you
reduce
waste,
not
simply
just
figuring
out
ways
to
more
easily
dispose
of
it,
including
just
burning
it
I'm.
A
A
We
do
need
to
pursue
options
because
citing
a
landfill
is
not
easy
and
we
are
behind
on
that.
There's
also
ethical
issues.
We
generate
this
waste
in
the
city
of
Toronto
and
so
then
we're
transporting
it
to
other
jurisdictions
and
depositing
there,
and
so
that
that's
a
question
of
ethics
as
well.
Should
we
be
disposing
of
our
own
waste
in
our
own
backyard,
so
to
speak.
A
A
L
H
Thank
you
dear
respected
members
of
the
infrastructure
and
environment
committee.
My
name
is
Simon
Langer
and
I'm,
the
national
manager
of
government
and
strategic
partnerships
at
diabetes,
Canada
and
I'm.
Also
a
researcher
at
the
waste.
We
key
project
at
York,
University
I'm
here,
to
show
our
support
for
the
textile
waste
diversion
and
reduction
initiatives
which
will
be
discussed
today,
as
well
as
to
request
for
the
city
of
Toronto's
participation
in
York,
University's
national
study
on
textile
waste,
diversion
identifying
the
economic,
environmental
and
social
impact
of
textile
waste
for
municipalities.
H
We
firmly
believe
that
the
City
of
Toronto
diabetes,
Canada,
as
well
as
all
of
our
charitable
partners,
can
mutually
benefit
from
a
formal
partnership.
At
present,
it
is
estimated
that
over
50
million
kilograms
of
used
textiles
are
currently
being
generated
by
households
in
the
city
of
Toronto
on
a
yearly
basis.
This
represents
a
significant
amount
of
material
being
sent
to
landfill
as
more
than
85
percent
of
all
use.
Textiles
are
currently
going
to
the
landfill.
Excuse
me.
It's
also
a
missed
opportunity
to
generate
critical
revenue
for
important
social
initiatives.
H
York
University's
research
has
identified
the
means
and
methods
to
support
textile
diversion
through
the
placement
of
textile
recycling,
bins
at
City
arenas,
community
centers
and
other
public
spaces,
as
well
as
multi
residential
sites.
It
has
highlighted
how
imperative
it
is
for
households
to
recognize
who
the
operator
of
the
bin
actually
is.
Charity
masquerade
errs
those
for-profit
enterprises
that
resell
textiles
under
the
false
pretense
that
there,
in
fact,
charitable
organizations
actually
discourage
household
participation,
as
households
are
unsure,
if
they're
in
fact
supporting
legitimate
100%
charitable
organizations
or
if
the
materials
being
collected
are
actually
being
reused.
H
Currently,
we
have
textile
diversion
programs
with
municipalities
all
across
the
country.
These
include
the
region
of
Peel
Markham,
Vaughn,
York,
Regent,
Niagara
region,
Oshawa,
Brandon,
Winnipeg,
Aurora,
Newmarket,
Stratford,
King
Kamloops,
among
many
others,
we're
also
currently
working
with
the
city
of
Vancouver,
who
will
be
launching
their
textile
diversion
program
later
on
this
year.
Our
research
and
our
programs
are
also
supported
by
other
leading
organizations
here
in
the
GTA,
including
partners
in
project
Korean.
H
The
Toronto
region,
Conservation
Authority,
as
well
as
Metro
links,
should
all
should
all
of
you
decide
to
move
forward
and
support
the
launch
of
a
formal
textile
diversion
program
supporting
charitable
organizations
in
the
city
of
Toronto.
You
will
receive
less
garbage
increased
diversion
of
the
estimated
50
million
kilograms
of
textiles
currently
going
to
our
landfill
every
year
in
our
city.
The
opportunity
to
showcase
your
commitment
to
this
important
environmental
issue
in
research
while
supporting
the
city
of
Toronto's
waste
strategy,
which
calls
for
reuse,
repurposing
and
as
well
supporting
the
circular
economy.
H
Significant
cost
savings
in
diverting
this
material
from
landfill
and
also
reducing
contamination
issues
that
textiles
caused
in
the
blue
bin
recycling
program.
We
will
also
be
providing
you
diversion
data
from
York
University
on
a
monthly
basis,
which
also
includes
lifecycle
analysis
of
all
the
materials
that
are
being
collected,
including
GHG
reductions.
We
provide
a
contractual
service
agreement
which
will
clearly
outline
our
service
commitment
to
the
municipal,
bins
that
are
placed
in
your
municipality,
including
daily
service.
We
provide
5
million
dollars
of
liability
insurance
for
every
single
placement.
H
This
program,
we
should
also
be
asking
ourselves:
is
it
good
enough
to
just
keep
material
out
of
landfill,
or
should
we
be
seeking
to
identify
ways
to
maximize
our
environmental
and
social
outcomes
as
well?
Our
research
and
these
programs
that
we've
developed
all
across
the
country
have
proven
that
it
is
in
fact
possible
to
divert
with
a
purpose
and
the
City
of
Toronto
can
play
a
critical
role
in
supporting
textile
collectors
that
have
a
mission
beyond
just
managing
waste
and
look
to
improve
the
lives
of
all
the
lives
and
well-being
of
all
Torontonians
leveraging.
H
100%
charitable
and
not-for-profit
actors,
such
as
diabetes,
Canada
and
our
other
charitable
partners
to
serve
as
use
municipal
textile
collectors,
provides
us
all
with
a
rare
opportunity
to
address
all
three
pillars
of
true
sustainable
waste
management,
which
includes
driving
social
innovation,
we're
able
to
increase
diversion
from
landfill
environment
while
transferring
costs
away
from
the
City
of
Toronto
economic
and
simultaneously
supporting
social
impact
initiatives
such
as
combating
the
epidemic
that
is
diabetes.
One
in
three
individuals
in
your
municipality
are
affected
by
this
disease,
as
well
as
support
other
important
health
and
social
impact
initiatives.
H
C
C
H
Absolutely
so
we
earn
consultations
with
some
provincial
representatives
elected
officials
last
year,
and
there
was
a
motion
brought
at
the
provincial
level
to
create
such
implements
such
a
program
where
labels
would
ask
consumers
to
donate
those
items
at
the
end
of
their
life
or
when
they're
no
longer
required,
and
that's
definitely
something
that
we
would
promote,
and
we
hope
that
moving
for.
That
is
something
that
that
we
can
all
accomplish.
H
H
Fast
fashion,
I
would
describe
as
inexpensive
clothing.
That's
now
made
among
you
know,
in
in
mass
quantities
every
single
day.
So
in
the
past
there
was
just
you
know
a
few.
You
know
new
trends
that
would
come
out
on
the
market
every
year,
but
today,
almost
every
single
week
a
new
trend
is
launched
and
and
as
a
result,
you
know
we're
just
creating
a
very
serious
environmental
issue
are.
C
There
any
jurisdictions
that
have
any
kind
of
information
you
know
like
every
piece
of
clothing
you
buy
always
has
that
tag
on
it.
You
know,
tells
you
the
you
know
it's
made
of
polyester,
usually
made
in
China
polyester.
Is
it
possible
to
put
something
on
those
tags
on
clothing
that
tell
people
well,
they
at
least
don't
put
in
your
garbage
or
your
blue
box.
Whatever
it
is?
Is
that
done
anywhere?
Yes,.
H
H
So
I
would
agree
with
you.
Councillor
I
think
it's
again
really
important
that
we
all
look
at
opportunities
to
expand
and
extend
the
life
cycle
of
every
single
material
that
we
can
and
so
ourselves
and
our
other
charitable
partners
do
that
to
our
full
potential.
So
in
Canada,
diabetes,
Canada
read
averts
approximately
25
to
30
million
pounds
of
our
collections
here
in
our
in
our
domestic
market.
That's
recirculated!
So
of
course,
that's
our
first
priority.
H
But
it
also
again,
as
you
said,
councillor
understand
that
there's
other
markets
where,
in
fact,
they
have
importation
zones
that
are
designed
specifically
for
the
importation
of
these
items
where,
where
these
countries
are
looking,
you
know
for
these
materials
and
and
again,
quite
frankly,
I
think
that
we
can
learn
from
some
of
the
other
international
markets
in
that
they
have
a
very
different
understanding
within
their
cultures
of
what
it
is
to
reuse
and
repurpose.
An
item
and
I
think
that
we
can
all
do
again,
as
I
said
a
better
job
of
that.
Thank
you.
C
C
K
Through
the
chair
to
the
councillor,
our
program
has
a
number
of
very
robust
communication
efforts
on
the
reduction
of
waste,
especially
with
regards
to
textile
waste
in
our
system.
Right
now,
our
waste
audit
has
shown
that
approximately
2%
of
what's
in
the
the
garbage
can
is
textile.
So
it
is
low
compared
to
a
number
of
other
jurisdictions,
but
we
have
a
number
of
very
robust
programs
right
now
in
terms
of
promotion,
education-
and
you
know
we
collect
materials
at
at
our
e
days.
K
So,
in
terms
of
communication,
I
think
we
have
a
very
robust
communication
effort
on
this,
but
we
can
again
go
go
back
double-check
and
see
if
there's
maybe
some
areas
that
we
can
tweak
in
terms
of
getting
some
more
uptake,
but
based
on
on
the
material
that
that
we
see
in
in
our
audits
and
based
on
our
surveys
of
residents,
we
we
feel
that
the
programs
right
now
are
fairly
robust.
But
you
know
again
with
waste,
there's
always
room
for
improved.
Is
there.
C
K
We
have
some
information
on
our
audits.
It's
it's
typically
around
2%,
plus
or
minus
I
can
go
back
in
and
double
check
if
we've
got
maybe
a
five-year
review
of
that,
but
in
terms
of
recycling
going
into
the
blue
box,
that's
an
absolute
no-no,
it
increases
contamination
and
then
drives
up
our
costs
on
the
recycling
side.
There
are
a
lot
of
programs
out
there,
as
mentioned
by
the
deputy
10th
through
Diabetes
Canada
and
a
number
of
charitable
organizations
that
take
back
these
materials
and
we
actively
promote
that
and
again
at
our
day's
events.
K
C
There
any
possibility
of
building
a
more
robust
partnership
with
Salvation
Army,
for
example,
who
do
such
wonderful
work
on
recycling,
not
only
textiles,
but
you
know
household
products
and
electronics
yeah.
So
do
we
what
kind
of
a
partnership
or
relationship
that
we
have
with
Salvation
Army,
for
instance,
so.
K
Right
now,
Salvation
Army
is
at
our
environment
days
and
they
do
help
collect
and
manage
the
materials
that
are
brought
in
the
the
textile
materials
that
are
brought
in
by
the
residents.
So
we
do
have
a
partnership
with
them.
One
of
the
challenging
aspects
on
this
is
that
textile
recycling
or
reuse
is,
you
know,
even
on
the
charitable
side.
It's
it's.
It's
big
money,
it's
a
business
and
we
need
to
make
sure
that
whatever
charities,
we
partner
with
they're
vetted
in
an
in
an
equal
and
fair
manner
and
we're
not
just
picking
one
over
another.
K
A
Thank
you,
I
have
pre
circulated
this
also.
The
first
part
really
speaks
to
what
counsel
was
saying
about
how
we
can
manage
it
more
like
on-site
or
at
point-of-sale,
and
so
that
is
that
the
city
works
to
develop
educational
material,
that
clothing
and
textile
retailers
in
Toronto
can
post
promoting
the
opportunities
to
reduce
potential
textile
waste
through
reduction,
reuse,
repair
or
donation
options.
Similarly,
an
item.
A
Sorry
it's
it's
seeking
that
we
request
the
province
to
look
at
how
we
can
require
that,
because
we
can't
mandate
businesses
to
post
this
material,
but
the
province
can
so
opening
a
discussion
on
that
and
then
the
fourth
is
looking
at
how
we
have
donation
bins
for
clothing
throughout
the
city
and
how
we
can
improve
that
based
on
what
others
are
doing.
So
if
I
just
speak
to
the
item,
textiles
are
the
new
plastic.
We
need
to
encourage
reuse
and
upcycling
of
these
materials.
We
also
need
people
to
really
love
what
they
buy.
A
So
when
you
purchase
a
clothing
item
plan
on
having
it
for
a
long
time,
that
is
the
best
way
that
we
can.
We
can
reduce
our
consumption,
but
we're
always
going
to
have
textiles
and
clothing
that
we
no
longer
need
want,
or
in
my
case
that
no
longer
fits
me
and
other
jurisdictions
are
really
handling
closing
donation
and
bins
better
than
the
City
of
Toronto.
So
I
think
there's
a
lot
that
we
can
learn
from
them
in
the
City
of
Toronto.
We
always
your
complaints
from
people.
They
don't
know
where
the
clothing
is
going.
A
They
don't
like
the
way,
the
bins
look,
they
don't
they're,
not
happy
with
the
management
of
them.
So
this
motion
really
will
have
staff
look
at
what
other
jurisdictions
are
doing
and
evaluate
the
feasibility
of
having
a
new
City
branded
clothing,
Dropbox
program
program
and
I'd
like
to
thank
city
staff.
A
So
this
this
motion
was
prepared
with
input
from
MLS
energy
in
the
environment
as
well
as
solid
waste
to
make
sure
that
they
were
looking
at
that
kind
of
cross,
departmental
issues
that
happen
on
something
like
this
and-
and
there
is
much
that
we
can
learn.
So
if
you
look
at
what
other
cities
are
doing,
the
the
city
of
Markham,
that
is
near
us,
our
neighbor
has
banned
textile
waste
from
curbside
collection
since
2017.
That's
a
pretty
bold
action.
A
C
As
you
know,
council
I
think
dealt
with
this
earlier
last
year
about
dealing
with
the
I
think
the
previous
deputed
talked
about
the
masqueraders
there.
The
charity
masquerade
errs
that
are
out
there
and,
as
you
know,
we
have
them
all
over
our
city,
we're
all
of
a
sudden.
These
boxes
show
up
and
they
become
magnets
for
everything
from
mattresses
to
bed
frames,
textiles,
Tronics
and
they
create
real,
not
only
an
eyesore,
but
it
becomes
really
an
issue
for
our
waste.
C
Diversion
program
became
the
issue,
sometimes
in
creating
all
kinds
of
garbage
around
our
parks
or
on
our
public
streets,
and
so
it
really
creates
a
lot
of
extra
work
for
our
staff
and
a
lot
of
aggravation
for
neighbors
who
are
constantly
calling
about
these
boxes
that
overflow
and
then
we
find
out
that
they
don't
even
have
that
sticker,
that's
required
and
they
don't
have,
let's
say
any
real
connection
to
a
real
charity
when
you
search
these
ones
out.
Although
there
are
some.
C
Significant
at
etc,
so
I
think
that
this
motion
here
by
councillor
McKelvey,
is
a
very
significant
stepping
stone
in
terms
of
trying
to
deal
with
this
whole
issue
of
drop
boxes
at
the
same
time
dealing
with
the
textile
waste,
as
you
said
quite
stupidly,
you
know,
textiles
are
the
new
plastic
and,
as
councillor
purusa
knows,
he
never
buys
polyester
shirts
or
clothing.
It's
all
cotton
natural
fibres,
so
he
doesn't
dress
in
plastic,
and
but
just
your
underwear
is
in
plastic,
okay,
anyways,
as
we
just
make
sure
that
people
are
aware
of
that.
C
F
Yeah
I
I
guess,
if
I
just
to
say
anything
I
on
the
under
clothing
on
the
drop
boxes.
I
know
that
we
have
made,
or
at
least
we're
trying
to
make
some
attempts
at
bringing
in
some
form
of
regulation
to
them.
I
know
that,
some
time
ago
we
and
we
sort
of
passed
a
very
comprehensive
report
that
talked
about.
F
One
of
the
things
that
I
that
I
that
still
continues
to
really
infuriating
is
that
some
of
these
some
of
these
boxes
are
kind
of
like
they're
dropped
off
and
they
straddle
the
between
the
public
and
private
places.
So
you
know
because
there
isn't
a
line
on
the
curb
or
the
Boulevard
that
says
by
the
way,
this
is
public
property
and
that's
private
property
and
be
and
kind
of
lis.
These
things
are
left
in
between
and
the
so
you
you
look
at
it
from
a
public
perspective
and
you
say
hmmm.
F
You
want
me
to
wrap
it
up
right,
I'll,
just
wrap
it
up
by
saying
and
following
up
on
a
comment
that
counts
for
:
made,
and
it's
true
that
I
will
often
ask
if
something
is
caught
in
their
wool
and
I
was
thoroughly
depressed
last
summer,
when
I
happened
to
be
on
a
visit
to
Italy
and
they
didn't
have
the
coronavirus
then
and
I
was
in
a
shop
asking
for
a
pair
of
pants
and
for
wool.
You
know
100%
wool,
pants
gabardine
law
and
the
shop
owner
said.
He
said
nobody
makes
that
anymore.
F
You
can't
really
find
everybody
sells
it
and
says
it's
like
100
percent
wool,
but
it's
really
all
mixed
up
with
all
these
manufactured
threads
and
and
while
we
say
it's
100
percent.
Well,
it
really
isn't.
So
in
truth,
while
you
try,
you
don't
know
what
you're
getting
at
the
end
of
the
day.
So
I'll
end
on
that
note,
Madame
chair
and.
A
F
F
A
M
It's
counselor
for
having
us
here:
I'm
Marco
Viviani,
vice
president
at
Camuto,
the
only
participant
to
this
free-floating
car-sharing
Paulo
project,
so
I
just
wanted
to
give
you
the
opportunity.
If
you
need
to
ask
some
question
and
take
two
minutes
to
present
us,
Kumamoto
is
the
oldest
and
of
the
largest
car
sharing
company
in
in
Canada.
We
operate
in
13
cities
from
Halifax
to
Edmonton,
and
we
are
a
social
and
environmental
company.
M
That
means
that,
even
if
we
succeed
in
being
sustainable
economically,
our
main
goal
is
to
provide
a
transportation
service
that
allows
people
to
live
without
owning
a
car.
Knowing
that,
if
you
can
live
without
a
car,
you
will
have
a
better
environmental
behavior
and,
at
the
same
time
reduce
the
number
of
of
cars
owned
on
the
street.
M
M
So
considering
all
this,
of
course,
our
a
suggestion,
our
demand,
is
to
approve
the
the
report
and
the
recommendation
of
the
staff
to
make
permanent
this
pilot
project
and
at
the
same
time,
we
consider
that
Toronto
regulation
is
the
the
stricter
in
Canada
compared
to
other
cities,
and
so
there's
space
for
improvement
to
make
this
service
even
more
attractive
for
other
Torontonians.
Thanks
a
lot.
B
B
B
You
have
six
thousand
five
hundred
users
exactly
two
hundred
cars.
Do
you
know
how
many
you
have
in
word?
Eleven
sorry,
do
you
know
how
many
you
have
in
my
way?
Yes,
but
I,
don't
remember
who
you've
got
six
thousand,
mostly
of
which
that
reside
in
the
downtown
core
of
the
City
of
Toronto
acne,
and
how
many?
How
many,
how
many
people
responded
to
the
survey
around.
A
B
Thank
you
very
much.
There
are
a
number
of
claims
that
are
made
in
the
report
around
this
survey
and
staff.
Have
staff
can
substantiate
these
through
the
chair?
Yes,
we
can
that
it
reduces
vehicle
ownership
rates,
reduces
household
transportation,
cost
reduces
vehicles.
Kilometers
traveled
reduces
greenhouse
gas
emissions,
increases
walking
cycling
in
transit,
you're
comfortable
with
the
method
methodology
that
was
used
by
the
a
applicant.
Yes,
we
are,
did
you
vet
the
survey
prior
to
its
being
deployed?
B
B
To
their
members,
so
this
claim
of
one
permit
could
offset
as
many
as
four
permits
is
is
valid.
Yes,
it
is
it's
reasonable,
so
in
areas
where
there
are
parking
pressures
in
fact
having
community
or
or
any
of
any
services
like
this
present
may
help
the
situation.
Yes
most,
definitely.
Okay.
Thank
you
very
much.
B
I've
had
a
motion:
I've
asked
it
to
be
circulated,
I'm,
not
sure
it's
been
printed,
yet
it's
much
less
confusing
than
it
looks.
I
had
staff
prepare,
prepare
it
for
me,
so
that
I
got
it
right.
Most
of
it
is
there's
a
bunch
of
reordering
that
I
believe
happens,
I'm,
not
sure
if
it
still
happens
well,
we'll
get
it
circulated.
If
needed.
We
can
hold
this
item
down.
I,
don't
mind.
It
has
been
circulated.
Okay.
B
The
first
recommendation
is
what's
listed
as
the
max
time
limit,
so
in
every
other
municipality
in
Canada
that
provide
this
service,
Halifax
Quebec,
City,
Montreal,
Calgary,
Edmonton
and
Vancouver.
The
a
maximum
amount
of
time
a
vehicle
can
sit
in
one
spot
is
72
hours,
Toronto's
is
48
what
I'm
proposing,
and
this
is
only
in
permitted
area.
So
if
you
don't
have
permit
parking
in
your
in
your
neighborhood
and
it's
not
covered
by
the
pilot,
none
of
this
would
impact
you
I
would
the
first
proposal.
B
It's
actually
motions
one
and
two
would
essentially
move
that
48
to
72
hours,
allowing
for
a
vehicle
to
sit
the
same
amount
of
time.
It
does
in
every
other
major
municipality
in
Canada,
with
with
a
program
like
this.
The
third
changes,
the
debt,
the
third
and
fourth
changed
the
definition.
Third,
fourth
and
fifth
change
the
definition
of
clustering.
B
Right
now
we
have
a
clustering
policy,
saying
no
more
than
one
car
can
be
on
one
residential
street,
regardless
of
how
long
that
street
is
no
no
more
than
one
car
can
exist
on
that
block
or
the
trip
can
end
on
that
block.
There
are
no
other
municipalities
in
Canada
that
use
this
in
Halifax,
there's
no
clustering
policy
and
Quebec
City,
none
Montreal,
none
Edmonton,
none
vancouver,
none
Calgary
has
one,
but
I
can't
really
understand
it.
So
I'm
not
gonna
try
to,
but
it's
a
it's
definitely
more
than
one.
B
So
when
you
look
at
this
policy,
it
seems
to
be
that
and
and
further
to
that
we
have
allowed
in
the
bylaw
for
up
to
four
car
share
companies
to
use
roaming
permits
in
this
city.
That
means
we
could
have
a
maximum
of
four
cars
per
street.
My
motion
says
change
the
one
car
per
company
to
two
cars
per
company,
but
if
more
than
two
companies
come
into
the
space
that
a
report
comes
back
to
Council
actually
to
this
committee,
I
believe
is
the
original
recommendation.
B
A
report
comes
back
to
talat
to
make
a
recommendation
on
how
to
proceed
so,
essentially,
the
same
maximum
number
of
cars
would
be.
Act
would
be
on
the
street
by
changing
the
clustering
policy
from
one
to
two
recommendations.
Six
ass
strengthens
the
language
around.
What
we
are
asking
the
TPA
to
do
to
explore
business
relates
with
car
share
companies
in
their
Lots
and
puts
a
date
for
them
to
in
fact
have
explored.
B
These
you'll
know
that
car
sharing
services
like
like
Auto,
share
and
and
Zipcar
used
to
have
arrangements,
and,
and
some
they
may
still
in
some
lots
with
the
TPA
but
cart
ago,
was
at
one
point
depending
on
who
you
ask
pushed
out
they
or
priced
out
of
the
lots
that
it's
worthwhile
for
us
to
explore.
The
use
of
these
lots
for
this
purpose
and
traditional
car
share
purposes,
which
is
the
intent
of
the
motion,
a
recommendation.
Seven
many
years
ago
we
made
every
every
time
we
make.
B
B
Nobody
goes
to
make
sure
that
there
is
a
car
share
spot
there
that
saved
the
developer,
hundreds
of
thousands
of
dollars
and
in
many
cases,
millions
and
millions
of
dollars,
because
it's
multiple
spots
we
asked
years
ago
for
a
report
on
how
many
buildings
are
actually
meeting
their
zoning
bylaw,
but
there's
no
one
that
even
checks.
So
we
also
have
heard
that
there
have
been
complaints
made
to
MLS
about
buildings
that
we
know
are
not
fulfilling
their
zoning
bylaw
and
there
has
been
no
attempts
made
to
rectify
that.
B
B
Eight
and
that
asks
sorry
as
for
report
back
from
City
Planning
and
transportation
services
on
how
we
can
better
accommodate
car
share
in
in
new
development
and
eight
the
Ted
Council
requests,
the
chief
planner,
an
executive
director,
City
Planning
executive
director,
news
for
licensing
and
standards
to
report
on
the
implementation
of
zoning
can
do
as
they
relate
to
car
share
spaces.
So
the
last
two
are
more
planning
related.
B
I
spent
a
long
time
introducing
this
motion,
so
I'll
wrap
up
very
quickly,
just
by
saying
I'm,
a
car
sure
user
I
was
a
member
of
car2go
before
it
left
I'm
a
member
of
community
and
auto
share.
Now
it
allows
my
family
not
to
own
a
car
in
the
city
and
not
to
require
to
have
a
permit
on
the
street
I'm,
not
alone.
This
is
not
novel.
Many
families
live
this
way.
B
They
travel
by
public
transit,
they
walk
they
bike,
but
on
weekends
or
when
they
got
to
do
a
trip
to
Ikea
or
Costco
or
one
of
those
stores,
or
they
want
to
drive
up
north
for
the
weekend
ago,
I
didn't
say,
or
they
want
to
get
out
of
town
for
the
weekend.
They
use
common.
Auto
last
year,
when
we
were
coming
back
from
Copenhagen
I
tried
to
book
a
car
to
drive,
because
my
family
was
already
out
at
a
family
gathering,
I
tried
to
book
a
vehicle
from
calm.
B
You
not
oh,
to
go
and
join
my
family.
They
had
no
vehicles
left
in
the
City
of
Toronto.
You
know
what
that
tells
me
it's
being
used
very
well.
We
eliminate
for
permits
for
every
permit
that
were
able
to
accommodate
with
a
vehicle
like
this.
That
is
not
just
the
the
proponent
of
this.
This
is
also
our
city
staff,
confirming
it
so
I'd
urge
you
to
let
us
loosen
the
regulations
slightly
as
we
implement
this
to
its
full
extent.
Thank
you.
Thank.
A
B
Use
the
service
yeah,
so
you
pay,
you
pay
an
annual
fee,
it's
an
on
arranging
scale
and
then,
depending
on
how
long
you
use
the
car,
you
either
pay
per
minute
per
hour
or
per
day.
They
give
you
a
certain
amount
of
kilometers
for
free,
but
then
you
have
to
pay
for
additional
kilometers.
On
top
of
that
now
the
interesting
thing
is
I.
Don't
pay
anything
else,
I,
don't
pay
insurance
and
I
don't
pay
for
gas.
It's
covered
in
the
in
the
in
the
minute-by-minute
cost
of
the
vehicle.
B
B
A
Any
other
questions
of
the
mover,
any
other
speakers.
Okay,
we
can
vote
on
the
amendment
all
those
in
favor.
All
those
opposed
motion
carries
item
as
amended
all
those
in
favor.
All
those
opposed
item
carries
that
brings
us
to
item
12
point
8.
We
have
14
deficits
as
I
mentioned
at
to
the
beginning
of
the
meeting.
We
are
here
to
discuss
the
cycling,
Network
plan,
2020,
cycling,
infrastructure,
installation
first
quarter,
update
for
Ward,
7,
10,
11
13.
The
deputies
are
reminded
that
they
are
here
to
speak
to
those
items.
So
please
do
scope.
O
My
name
is
chris
monroe.
I
am
a
professor
at
Ryerson,
University
I'm,
a
registered
social
worker
I
run
a
veteran's
program
and
I
am
a
member
of
the
veteran
population.
I'm
telling
you
this
because
I
want
you
to
know
that
what
I'm
about
to
read
is
not
in
my
best
interest.
It
is
in
the
best
interest
of
our
community.
O
The
people
on
our
street
we
care
about
climate
change
and
we
for
the
most
part
bike.
We
applaud
your
efforts
to
expand
the
city's
cycling
network
and
build
a
safe,
cycling
infrastructure.
We
all
want
to
help
our
city
move
forward
towards
significant
reductions
in
greenhouse
gas
emissions
and
the
currency
concerns.
We
express
are
specific
to
your
plan
to
install
a
contraflow
bike
lane
on
ulster
between
Borden
and
Brunswick.
We
are
a
diverse
neighborhood
in
the
2016
census.
O
So
as
you
can
see
our
block
both
a
diverse
population,
where
we
welcome
the
local
food
bank
at
the
College
of
at
the
corner
of
college
in
Borden,
the
housing
for
men
facing
diverse
challenges
at
Borton
and
Vanguard,
and
all
the
kids
who
run
in
play
in
Margaret
Fairley
Park.
Therefore,
please
don't
characterize
our
safety
concerns
as
an
objection
to
inclusive
neighborhoods,
supporting
a
full
range
of
urban
initiatives.
O
As
I've
said,
we
sent
in
a
petition
with
100%
of
the
home
owners
and
renters
on
our
street.
That
strongly
oppose
the
contraflow
bike
lane
because
it
will
be
conceived
for
our
children.
We
have
all
witnessed
this.
We
are
on
the
street.
We
see
how
busy
that
park
is.
Our
street
is
only
24
feet
wide
with
the
proposed
westbound
contraflow
bike
lane
in
place
located
immediately
south
of
the
parked
cars.
The
eastbound
traveling
motor
vehicles
will
be
pushed
up
hard
against
the
curb
right
beside
the
park.
O
O
There
is
no
lane
way
on
the
south
side
of
Ulster.
There
is
only
one
parking
spot
for
those
experiencing
disabilities
and
it
almost
is
always
occupied
there
for
drivers
will
be,
you
know.
Inevitably
they
will
actually
climb
the
curb,
as
they
do
now
further
restricting,
and
this
would
be
on
the
south
side
of
the
street.
O
Almost
all
the
children
going
to
and
from
market
for
Fairleigh
Park
walk
on
the
south
side
walk
to
that's
where
the
entrance
of
the
park
is
mr.
diamonds.
Email
response
speaks
only
to
the
reduced
convenience
of
loading
and
unloading.
The
trade-off
and
I
quote,
is
accepted
for
the
sake
of
safety
of
your
community
members
when
cycling.
Well,
what
about
our
children?
He
did
not
address
our
concerns
about
the
very
high
likelihood
of
cars
climbing
onto
the
South
sidewalk,
despite
better
markings,
no
parking
and
clearance
areas.
O
O
This
scenario
invites
cyclists
to
go
around
the
car,
pushing
them
further
out
into
the
street,
which
then
puts
them
in
a
head-on
collision
with
other
traffic.
When
a
park
car
is
trying
to
move
out,
it
cannot
see
cyclists
ie,
you
have
two
cars
or
a
truck,
and
we
have
many
trucks
and
SUVs.
Okay,
the
sight
lines
are
problematic.
O
A
G
Like
to
thank
you,
thank
you.
You
have
five
minutes.
Okay,
like
to
take
the
list
that
last
septons
I
totally
agree
with
him
and
everything.
I
live
on
board
the
street
at
number.
90
I've
been
there
for
the
last
37
years
and
in
the
neighborhood
for
the
last
50
got
to
put
on
my
glasses,
so
I
don't
know
anyways
I'm
73
years.
So
so
please
take
me
serious,
as
my
wife
tells
me,
I'm,
taking
a
risk
coming
down
to
speak
to
you
because
of
the
virus
anyways.
The
main
problem
with
the
contraflow
is
on
board.
G
At
the
moment
you
know
I've
week,
I
have
an
accessible
parking
permit
and
I've
received
country
information.
Whether
I
have
a
personal
right
to
stop
in
the
bike
lane
or
not
anyways.
As
I
checked
the
bylaw
that
basically
city
staff
told
me
I
couldn't
stop
there,
I
checked
it
by
law.
It
says
you
can
load
and
unload
a
person
with
a
disability
while
actively
engaged
in
doing
so.
G
Most
of
the
time,
I
need
to
stop
on
on
that
side
of
the
street
is
to
load
and
I
mean
it's
download
groceries,
and
you
know
it's
quite
a
bit.
It
will
take
me
personally.
It
takes
me
anywhere
from
three
to
five
minutes,
so
you
know
and
I
risk
taking
getting
a
ticket.
You
know
for
the
cost
of
four
hundred
and
fifty
dollars.
I
can
even
be
towed
booty-call.
G
According
to
the
Bible,
the
the
bylaw
anyways,
like
I,
said
the
Contra
flow
lane
and
wardeness
Street
actually
duplicates
what's
happening
in
Brunswick
I've
written
a
letter
to
the
committee.
It's
a
one-pager
or
I'm
hoping
people
read
it
I'm,
not
that
sure.
But
basically
my
recommendation
is
to
allow
the
bike
lane
to
go
north
one
wave,
Borden
Street
along
with
the
cars
word
where
it
doesn't
inhibit
us
from
pulling
over
to
the
side
to
unload
or
load.
G
That's
the
natural
tendency
and
people
who
are
going
southbound,
I'm
Brunswick
generally,
would
mostly
would
continue
going
southward.
They
don't
need
to
cut
over
an
ounce
tur,
like
the
last
method
and
said
and
then
go
down
Borden
and
give
us
all
these
difficulties.
So
that's
the
natural
tendency
anyway.
It's
my
first
recommendation,
which
is
is
to
just
do
the
bike
lane
going
up
the
street.
That
would
you
call
it
you
know
it's.
G
Think
a
traffic
study
is
needed
there
and
a
way
to
slow
down
the
traffic
going
up
the
street,
because
you
know
they
might
be
doing
under
40,
which
is
the
speed
limit.
But
it
there's
during
a
rush
and
they
generally
tend
to
come
up
in
a
caravan
instead
of
one
one
one
at
a
time.
Anyways
thank
you
and-
and
they
managed
to
say
it
all.
In
my
time.
A
L
You
good
morning
my
name
is
Anne.
Fleming
I
live
at
73
Borden
I'm
here
to
talk
about
the
contraflow
lanes,
Borden
Brunswick
and
Ulster
I'm
on
the
Block
important,
that's
affected
by
the
bike,
lane
I
use
all
forms
of
transit
in
the
city,
walking,
cycling,
TTC
and
car,
but
I'm
mostly
a
cyclist
in
the
big
picture
of
things.
It's
really,
you
know,
as
you
know,
important,
to
have
non
arterial
routes
for
cyclists
to
get
through
the
city.
L
The
Brunswick
route
currently
proposed
from
lower
third
down
to
college,
will
hook
up
with
routes
north
and
south
of
that,
allowing
people
to
travel
safely
on
routes
that
aren't
Bathurst
in
Spadina.
This
is
really
important,
not
just
for
people
like
me,
her
experienced
cyclists,
but
for
children,
families,
emerging
cyclists
and
so
on.
A
lot
of
people
don't
cycle
right
now,
because
they
don't
feel
it's
safe.
Having
a
through
route
is
really
critical.
L
The
problem
is
that
we
have
a
traffic
maze
in
a
number
of
the
neighborhoods,
so
we
have
alternating
one-way
streets
which
to
have
a
direct
cycling
route,
requires
contraflow
lanes.
How
do
we
pick
these
contraflow
lanes?
One
of
the
issues
is
where
the
streets
cross
at
traffic
lights-
these
are
the
safest
places
to
cross,
and
so
I
probably
don't
need
to
pitch
the
the
case
for
contra
Halloweens.
But
in
my
in
my
neighborhood
specifically,
it's
created
a
number
of
issues.
L
Brunswick
has
most
of
the
traffic
signals
going
north
and
south,
so
having
contraflow
lanes
down
brunswick
makes
sense
until
you
get
to
college
street.
Trying
to
cross
college
at
brunswick
is
our
problem
because
there's
no
light
there,
the
lights
of
boredom.
So
how
do
you
get
the
bikes
from
Brunswick
over
to
Borden,
so
they
can
cross
college
safely,
and
that
seems
to
be
the
number
of
the
matter
in
my
neighborhood
one
of
it.
L
One
of
the
nubs,
so
Ulster
is
proposed
right
now
for
the
east-west,
yes,
that
it
is
very
narrow,
I'm,
not
sure
that
the
danger,
that's
that's
proposed
is
necessary,
realistic,
my
particular
proposal,
for
that
one
would
be,
if
you
maybe
don't
have
a
painted
line
but
indicate
the
bikes
can
go
both
ways.
So,
there's
a
little
bit
more
flexibility
with
people
going
back
and
forth
in
terms
of
the
other
concern
in
my
neighborhood.
Is
people
being
able
to
get
in
and
out
of
their
houses?
L
Sorry
get
from
their
cars
into
their
houses
if
their
mobility
challenged
elderly
relatives?
As
far
as
I
understand,
people
will
still
be
able
to
stop
temporarily
in
the
bike
lane
so
that
you
know
there.
That's
really
a
non-issue
going
forward,
but
I
think
it's
very
important
to
you
know
make
sure
that
residents
understand
that
they
can
still
access
the
way
they
are
right
now
that
they,
you
know
they
won't
be
cut
off
by
the
bike.
L
L
Let's
see
so
yeah
I
think
I
got
this
little
bit
faster
than
I
expected
yeah
comfortable.
The
the
confort
contraflow
Lane
is
critical
in
our
neighborhood
to
connect,
make
meaningful
connections
throughout
the
city
and
I'm,
confident
that,
with
with
experience
once
it
goes
in
people
will
see
how
it
works,
that
everyone
will
be
able
to
move
safely.
L
A
L
A
P
Hello
members
of
the
infrastructure
environment
committee
and
thank
you
for
the
chance
for
me
to
tell
you
my
position
as
a
ward,
cycling
advocate
on
shooter
sumac
and
lower
River
Street.
My
name
is
Arthur.
Clements
I
have
been
a
volunteer.
Cycling
advocate
with
award
30:13
group
Toronto
Centre
cyclists.
For
a
few
years
we
started
our
cycling
with
a
lot
of
outreach
bike,
repair
info,
Town
Hall
and
a
lot
of
tabling
in
a
variety
of
events,
add
to
this
a
very
active
presence
on
social
media.
P
The
one
Street
that
came
up
that
most
was
a
shooter
Street.
The
message
was
overwhelmingly
clear:
people
hated
riding
his
shooter
Street.
We
tried
to
engage
people
in
every
way.
We
couldn't
sorry
if
this
sounds
a
bit
comic,
but
we
heard
from
people
cycling,
walking,
shoveling
snow,
driving,
waiting
to
cross
the
street
from
crossing
a
crossing
guard
from
a
woman
pushing
a
baby
carriage
from
those
living
and
visiting
in
the
neighborhood.
Virtually
every
one
wanted
a
complete
Street.
P
We
have
countless
number
of
stories
and
concerns,
and
many
of
these
stories
will
give
you
shivers
as
the
result
as
a
result,
in
broken
bones
and
total
abandonment
of
shooter
people
say
things
like
I
I,
just
don't
ride,
shooter
anymore
I'm
givin
up
on
this
street,
so
we
are
very
grateful
to
no
shooter
will
become
a
complete
Street.
This
neighborhood
is
is
Ward
that
Ward
part
of
a
region
park.
P
The
neighborhood
is
starting
to
have
a
grid
of
protected
bike
lanes,
shooter
bike
paths
will
connect
to
share
born
and
river
bypass,
and
now
sumac
River
will
connect
with
a
lower
River,
which
will
connect
to
West
almonds
and
in
the
near
future,
st.
Lawrence
via
excuse
me,
a
shooter
Berkeley
connection.
There
are
other
local
connections
planned.
Finally,
safety
and
convenience
is
coming
toward
thirteen
for
the
cyclists
and
ways
we
have
never
seen
before.
We
will
have
four
neighborhoods
with
safe
passage
for
cycling
from
and
to
each
other
and
beyond.
P
I
wish
this
much
for
all
of
Toronto
can
I
just
take
a
quick
opportunity
and
alls
I
want
to
say
is
there's
one
more
Street.
That
really
is
needed
in
this
whole
mix
and
that's
done
to
us.
Dundas
has
got
to
be
fixed.
It's
become
our
second
route
for
people
that
can't
take
shooter
and
what
a
mess
that
Street
is
and
other
parts
of
Dundas
has
resulted
in
deaths
and
and
wreckage
is
like
you
would
not
believe
it's
a
horrible
street,
and
yet
it's
a
real
through
Street.
P
So
in
the
future,
please
consider
that
all
right,
these
Complete
Streets,
will
have
strong
support
for
our
from
everyone
in
Ward
13
and
our
neighbors.
As
they
say,
the
devil
is
in
the
details
and
with
the
opportunity
to
speak
to
city
staff
members,
as
we
are
assured
that
every
difficulty
will
be
addressed
appropriately.
The
city
staff
has
have
been
really
open
and,
and
very
conversant
with
us
has
just
been
great.
So
thank
you
for
listening.
Thank
you
for
your
hard
work
and
please
approve
all
upgrades
to
these
streets.
Thank
you.
Thank.
A
L
Morning,
members
of
the
committee,
thank
you
for
the
opportunity
to
speak
today.
My
name
is
Donna
Patterson
and
I'm.
One
of
the
co-chairs
of
Toronto
Centre
cyclists
in
Ward
13
with
Arthur
for
me,
protected
cycling
infrastructure
is
all
about
safety
riding
a
bike
is
great
exercise
faster,
cheaper
and
more
reliable
than
any
other
mode
of
transportation.
But
when
I
ask
people
why
they
don't
ride
bikes
in
Toronto,
they
almost
always
tell
me
that
it's
because
they
don't
feel
safe.
This
is
especially
true
of
women,
seniors
and
parents
with
children.
L
This
is
why
I
support
the
proposed
cycling
infrastructure
improvements.
Today,
soo-mack
shooter
and
lower
River
are
connector
streets
for
cyclists
in
my
own
Ward
13
and
connectors
to
cyclists
in
other
parts
of
the
city.
Also
River
Street
connects
to
Dundas
Street
in
the
east,
then
to
Shooter
sure
to
Sherbourne
to
Richmond
and
Adelaide
and
Krinsky
sumac
and
River
connect
to
the
West
Don
lands
and
the
Don
Valley
Trail.
Having
a
contraflow
lanes
on
sumac
will
allow
cyclists
to
continue
north
from
the
Don
Valley
Trail
and
the
West
Don
lands.
L
It's
important
for
lower
River
to
be
a
cycle
track
with
more
protection
to
many
car
drivers
routinely
stop
in
the
bike
lane
on
River,
just
south
of
King
run
into
Tim
Hortons
and
forced
cyclists
to
swerve
into
the
car
traffic
lane,
making
it
dangerous
for
cyclists
and
car
drivers
to
shooter.
Street
has
needed
resurfacing
and
more
protection
for
many
years
is
currently
full
of
potholes
and
is
dangerous
for
all
road
users.
L
Pedestrians,
people,
riding
bikes
and
car
drivers
to
approving
a
cycle
track
for
shooter
and
a
complete
Street
will
fix
the
potholes
for
everyone,
improve
the
sidewalks
for
pedestrians
and
include
a
protected
cycle
track
for
cyclists.
I'd
like
to
talk
to
you
about
Jennifer
who's,
a
resident
of
Ward,
13,
she's,
a
single
mother
of
so
C
who's
and
a
half.
She
lives
in
the
West
on
Lance,
and
so
she
goes
to
Nelson,
Mandela,
Park,
public
school
and
the
Nelson
Mandela
childcare
center.
Her
their
primary
transportation
choice
is
cycling.
L
The
crosswalk
at
shooter
in
sumac,
is
very
busy
and
really
should
be
a
traffic
light,
and
she
also
has
concerns
about
shooter
and
river,
where
the
cyclists
need
to
move
to
the
left
lane
to
allow
car
drivers
to
turn
right
Jennifer,
and
so
she
went
to
the
public
consultation
on
shooter,
Street
and
Jennifer
talked
to
city
staff.
About
her
concerns
about
safety
on
shooter
she's
very
excited
about
the
proposed
changes
that
have
the
changes
that
have
been
proposed
for
shooter
Street.
L
She
knows
that
it
will
improve
safety
for
herself
and
for
her
son
if
Toronto
is
truly
serious
about
vision,
zero.
We
must
approve
these
cycling
and
improvements
proposed
today
when
the
number
of
women
riding
bikes
increases
and
when
parents
like
Jennifer,
feel
that
it's
safe
enough
for
her
child
to
ride
a
bike
on
the
streets
of
Toronto,
we
will
all
have
done
our
job
to
make
streets
safe
for
people
riding
bikes.
Thank
you.
A
M
Thank
you,
I
redrafted,
my
presentation
from
general
principles
to
specific
points
at
your
request,
so
a
little
disorganized,
my
name
is
Robert.
Hanks
I
have
done
Brunswick
Avenue
for
almost
16
years.
If
the
counter
flow
bike
lanes
are
approved,
they
will
go
right
past
my
front
door
and
I
think
that's
great
and
I
also
think
it's
necessary
and
I
know
many
many
other
people
on
my
block
and
on
my
street,
who
feel
the
same
way
but
who
couldn't
come
here
today.
M
There
is
already
a
considerable
amount
of
informal
counterflow
bike
traffic
in
Kensington
in
the
annex
and
Harvard
Village.
If
we
have
formal
bike
lanes
that
will
make
the
rules
clearer
for
everybody
and
will
make
the
streets
safer
and,
in
particular
by
narrowing
the
streets
that
will
help
calm
traffic.
M
M
These
bike
lanes
will
also
connect
the
existing
east-west
bike
lanes
on
Bloor,
Harvard
and
so
it'll
make
a
more
integral
Network.
The
bike
lanes
will
also
draw
more
people
to
the
businesses
on
Bloor
West
and
on
Harvard.
Now,
a
point
that
was
raised
just
this
morning
is
that
the
bike
lanes
will
endanger
children
playing
or
traveling
to
Margaret
Farley
Park
I
do
not
believe
this
is
the
case.
My
son
has
played
in
Margaret
Farley
Park
many
many
many
times.
M
Children
going
to
that
Park
will
be
in
no
more
danger
from
counterfeit
bike
lanes
than
they
would
be
in
any
regular
street.
Without
counterfeit
bike
lanes,
the
park
is
protected
by
an
iron
grate
iron
railing
fence.
The
volume
of
cyclists
will
not
be
so
great
that
crossing
the
street
is
dangerous.
There
will
be
a
bike
every
1
to
5
minutes,
there's
plenty
of
time
for
people
to
cross
the
street
safely.
There's
plenty
of
time
for
people
to
park
safely.
The
parallel
parking,
all
that's
required
is
common
sense
and
courtesy.
M
M
Wrapping
up
ten
years
ago,
there
was
a
proposal
to
install
counter
for
bike
lanes
on
Brunswick,
which
was
shouted
down
by
a
loud
minority
of
people.
We
can't
afford
that
kind
of
delay
anymore.
We
have
a
climate
crisis
on
our
hands
if
we
are
to
live
up
to
the
principles
of
trams,
transform
tío,
which
was
unanimously
approved
by
City
Council.
These
bike
lanes
must
be
installed
and
then
more
bike
lanes
after
those.
M
A
N
A
N
It
seems
like
it's
willful
blindness
not
to
have
a
list
of
where
the
these
items
come
from
to
pick
and
choose
I.
Do
wonder
at
the
selection
process
why
some
gaps
are
brought
forward
and
not
others
I'm
glad
that
you're
focusing
on
them.
It's
very
important
and
they're
all
in
the
core
versus
say
what
the
bike
plan
did
in
Scarborough,
which
is
mostly
undone,
which
is
a
shame
with
the
gaps
that
are
on
the
agenda
today.
N
N
For
me,
it's
a
bit
overkill
I
wish
we
could
just
focus
on
the
areas
by
these
stoplights
and
let
things
go
on
a
somewhat
casual
basis,
because
it's
it's
the
road
conditions.
There
are
horrible
as
well.
That's
another
issue
that,
when
you
actually
put
in
the
the
lines
the
bike
lane
lines,
you
should
actually
assess
how
what
the
quality
of
the
road
is
on.
On
borden
on
Brunswick,
especially
north
of
Ulster,
through
up
to
where
the
proposal
ends,
it's
really
rough.
N
It
is
not
writable
so
rather
than
squeezing
cyclists
into
rubble
or
near
rubble
by
the
curb
I
think
you
should
actually
wait
until
it's
actually
smooth
and
repaved
do
the
stuff
at
the
intersections
yes,
but
ignore
the
the
the
lane
lines
changing
the
lane
lines
to
rigidify
things.
The
other
issue
is
I
know
that
I
didn't
bring
out
a
picture.
N
The
contraflow
south
of
it's
on
Bellevue
in
the
wintertime
it
gets
all
filled
with
snow,
and
so
it's
really
pretty
useless
to
have
the
lane
line
there
when
it's
when
it's
impassable,
so
people
will
go
over
to
Augusta
and
use
a
gas
stove
which
is
northbound
so
I.
Think
it's
a
bit
of
overkill
with
the
Shaw
Street
stuff.
I
regret
that
you're
actually
doing
all
these
Dipsy
doodles
there
Shaw
over
there
and
that's
the
blue
line.
N
N
You
know
as
much
traffic
volume
as
as
that
I
think
it
would
be
an
easy
thing
to
strip
off
the
parking
on
one
side
of
Washington,
put
in
your
bike
lane
from
College
up
to
to
Davenport,
and
that
would
take
away
some
of
the
friction
and
speed
things
up
and
it's
bit
frustrating
as
well.
There's
a
really
nasty
little
man
harbored
ends
it's
a
nasty
bit
of
Austin
going
south.
They
got
to
Dusen,
and
all
this
focus
here
on
the
Dipsy,
doodles
and
stuff
were
fails
to
address
that
gap
on
Austin.
N
So
it's
yet
another
example
of
why
we
really
should
be
thinking
a
little
bit
outside
of
the
box,
and
it
is
related
to
the
agenda
item
about
why
we,
you
know
why
not
Ossington,
certainly
as
you
go
south
notice
of
hazard
Austin
is
substandard,
narrow
from
that
see.
It's
Dundas
down
to
Queen.
So
that's
awkward
unless
you
make
it
into
bike
lanes,
gain
stripping
off
the
the
parking
on
one
side
of
the
street.
N
So
there
are
all
sorts
of
issues
that
are
not
looked
at,
unfortunately,
so
yeah,
you
didn't
want
to
hear
about
the
notice
of
hazard
again,
but
the
margins
of
many
core
roads
of
streetcar
tracks
very
broken
up
and
dangerous,
but
the
site
is
focusing
on
the
side.
Streets
is,
is
nice,
but
at
the
same
time
not
all
of
our
destinations
are
on
the
side
streets
we're
going
through
to
somewhere.
Often
the
place
is
on
a
main
road.
N
What
else
is
there
yeah
I?
Guess
that's
about
it.
The
dura
Wellington
is
probably
very
good.
So
thank
you
for
doing
that
and
I
I'd
love
to
move
beyond
the
core.
Again,
the
the
the
the
Scarborough
is
mostly
undone
from
the
2001
by
plan.
It
was
supposed
to
be
a
foundational
document
in
your
official
plan,
but
it
doesn't
really
matter.
Does
it
again,
I'm
sorry
that
you're
not
interested
in
the
notices
of
hazard
throughout
the
city?
There
are
many
other
ancestors
that
need
attention.
Thank.
B
Put
this
in
the
form
of
a
question
and
I
do
I
do
appreciate
that
there
are
many
other
routes
that
deserve
some
attention
and
priority.
The
reason
why
the
city
is
moving
on
Brunswick
now
is
because
it's
going
to
be
resurfaced,
oh
good,
so
it's
part
of
a
resurfacing
of
Brunswick
and
a
reconstruction
of
Borden.
B
The
same
is
true
for
Shaw,
it's
being
resurfaced
this
year,
which
is
why
we're
taking
this
opportunity
to
make
such
a
significant
improvement
and
intervention
now
on
Shaw
over
Ossington.
If
I
could
challenge
you
slightly
because
I
was
there
for
the
implementation
of
Shaw,
not
for
the
debate
on
Shaw
or
Ossington
that
predates
me
by
a
couple
years,
but
Shaw
is
in
fact
longer
and
duro
and
Wellington
are
only
great
roots,
because
people
are
coming
down
on
Shaw.
B
If
you
go
down
adding
10,
then
you
hit
Queen,
Street
and
CAMH
and
there's
just
no
way
through
unfortunately
years
from
now
that
might
be
different
as
kmh
develops,
but
Shaw
was
chosen
because
it's
actually
longer
than
Ossington
and
not
withstanding
the
difficulties
of
putting
in
it
on
Ossington,
based
on
the
transit
routes,
I
think
it's
given.
It's
tripled
the
number
of
riders
on
Shaw
in
a
short
amount
of
time,
I
think
it's
demonstrated
its
usefulness
in
the
grid.
I
do
wish.
B
N
B
N
A
C
I
just
want
to
let
you
know
that
you
made
a
good
comment
about
expanding
it
beyond
the
core
and
on
to
major
arterials.
Have
you
be
made
aware
of
the
work
we're
doing
on
creating
the
Jane
Jacobs,
promenade
and
Jane
Jacobs
way
through
the
middle
of
the
city
right
up
to
this
York
University?
In
fact,
it's.
C
C
A
I
I
Albert
:
I
am
a
resident
of
howland
Avenue
been
there
for
25
years.
That's
a
street
adjacent
to
Brunswick
I'm,
an
environmental
lawyer
and
I
do
note
that
I
want
to
speak
to
the
board
in
Brunswick
initiative.
I
am
in
support
of
it
as
our
ninety
two
percent
of
the
respondents
to
the
city
survey
I
noticed
that
so
some
of
the
opponents
have
mentioned
that
children,
the
disabled
and
seniors
so
I
wanted
to
address
very
quickly.
I
Those
issues
seniors,
of
course,
are
one
of
the
demographics
we
see
increasing
in
terms
of
numbers
of
cyclists
and,
unfortunately,
they're
also
the
demographic
that
are
most
often
killed
or
injured
on
our
roads,
not
of
course
by
bicycles,
but
by
cars.
We
want
safe
streets.
We
want
seniors
to
take
advantage
of
the
benefits
and
enjoyment
of
cycling
where
I
live
both
the
houses
north
and
south,
and
we
have
residents
who
are
seniors
who
enjoy
cycling
regularly.
I
One
of
the
residents
up
the
road
is
a
92
year
old,
former
or
composer,
who
tells
me
it's
easier
than
walking
and
you'll
hear
that
from
a
lot
of
seniors.
In
fact,
you'll
hear
that
comment
from
a
lot
of
disabled
people.
More
and
more
disabled
individuals
are
taking
up
cycling
to
maintain
their
mobility.
So
we
don't
need
to
see
the
car
is
the
only
way
for
disabled
people
to
be
mobile,
one
that
resident
she
lives
in
Dufferin
Grove.
I
She
passed
me
on
the
street
recently
she's
a
senior
she
says
about
her
bicycle,
it's
my
wheelchair
and
in
fact,
in
the
UK
there
was
a
study
done
by
wheels
for
well
well-being
and
their
study
results
said.
Perhaps
the
most
significant
statistic
to
come
out
of
the
survey
was
that
the
majority
of
disabled
cyclists
said
they
find
cycling
easier
than
walking,
which
we
know
is
often
the
case,
because
cycling
reduces
strain
on
the
joints.
Aids
balance
and
alleviates
breathing
difficulties
children.
I
So
it's
ironic
that
we've
heard
about
the
this
bike
lane
being
detrimental
to
children
when
we
know,
of
course,
that
our
car
centric
system
has
been
terribly
detrimental
to
children's
and
mobility
in
the
50s
and
six
sieze,
we
saw
lots
of
children
cycling.
We
don't
see
that
anymore.
Today,
they've
been
taken
off
of
our
roads
because
it's
considered
unsafe
by
parents,
so
I
should
mention.
For
example,
the
one
of
the
previous
deputies
I
mentioned
the
park
at
I
noticed
that
that
intersection
is
particularly
dangerous
there
because
of
its
width.
I
The
safety
benefits,
of
course,
of
a
control
Lane,
is
to
reduce
the
benefit.
The
width
of
the
street
as
safety
I,
would
say.
The
contraflow
offers
a
very
useful
visual
cue
to
alert
pedestrians,
including
seniors
the
disabled,
about
the
presence
of
cyclists.
Some
cyclists,
admittedly,
are
going
the
wrong
way
on
those
streets
because
it
is
convenient,
but
it
allows
them.
I
It
alerts
them
to
the
presence
of
a
cyclist,
so
I
should
say
that
one
of
the
recommendations,
of
course,
of
the
chief
coroner's
panel,
on
which
I
sat
in
2012,
was
a
Complete
Streets
approach,
and
that
is
an
approach
that
recognizes
different
road
users
on
these
stretches
of
road.
Now,
what
we
see
is
attention
given
to
motorists.
We
have
Park
cars
and
moving
cars
and,
of
course,
the
Complete
Streets
approach
is
consistent
with
city
of
policy.
So,
in
conclusion,
I
would
say
this
is
a
modest
addition
to
our
system
of
bike
lanes.
I
We
don't
yet
have
a
network
of
bike
lanes
in
the
city.
We
want
that
this,
a
particular
contraflow
initiative
would
leverage
investments
we've
made
on
Bloor
Street
and
on
college
for
cyclists,
as
well
as
Bellevue,
so
we're
leveraging
existing
investments
and
finally,
I
suggest
that
this
initiative
will
improve
safety
for
children,
disabled
and
seniors.
Thank
you.
Thank.
Q
No,
my
name
is
Ron
Hart
Quintero
bike,
North
York,
a
community
group
of
fairly
affiliated
with
a
cycle,
Toronto
I,
know
some
of
the
councillors
around
the
table.
There
might
be
remember
us
more
as
the
north,
like
cycling
and
pedestrian
committee
I'm
here
this
morning
to
speak
on
behalf
of
the
Murray
Ross
Parkway
bike
lane.
If
you
look
on
your
map
and
see
how
teeny
tiny
the
line
is,
you're
probably
wondering
why
someone
would
come
from
all
the
way
from
North
York
to
City
Hall
to
talk
about
such
a
tiny
little
project.
Q
For
commuting
cyclists
this
today
to
cause
them
to
arrive
to
arrive
late
for
an
appointment
or
class,
they
stay
we're
going
to
the
University
recreational
cyclists
at
four
to
them.
Yes,
first
American
cyclists
are
very
uncomfortable
on
major
on
any
kind
of
roadway.
That's
not
a
car
free.
It
causes
them
to
spend
time.
Q
I
need
roadway
that
I
need
and
you
have
to
get
to
a
parking
lot
parking
lot.
So
I
do
anarchy,
central
and
not
government
that
rhetoric
act
and
they
can
be
scary
places
to
ride
your
bicycle
and
the
end
result
in
both
cases
is
that
often
a
lot
of
cyclists
abandoned
using
that
trail.
That
doesn't
work
for
them,
though
whole
way
that
one
little
bad
experience
be
enough
to
to
annoy
or
intimidate
people
off
of
using
the
trail
system.
Q
C
To
see
someone
come
from
north
of
Eglinton
from
the
far
reaches
of
North
York,
who
psyche
and
you
you're
a
cyclist
and
you've
been
involved
with
cycling.
I
see
you
in
cyclotron,
oh,
so
it's
great
to
see
you
here
today.
First
of
all,
I'm,
just
not
quite
sure,
is
what
is
it
that
you're
proposing
for
Barry
that
well,
the.
Q
Trail,
that's
proposed
it's
on
Murray,
rostro
de
and
it
connects
the
Kings
trail.
I,
don't
have
an
app
running,
the
fence
trail
kind
of
stops
in
your
garden,
because
you
somehow
you
can't
get
in
you,
there's
no
way
to
continue
it
on
on
the
trail.
So
you
got
a
with
you
we've
to
a
parking
lot
and
zigzag
around,
and
then
you
get
to
the
pinch
out
back
on
the
trail,
but
this
Murray
Ross
roadway.
Q
Q
Zig
zagging
it
takes,
it
may
add
more
more
time
to
people
scripts,
but
people
like
say
a
professor
working
at
the
campus
and
maybe
live
say
at
Lesley
yeah.
That's
a
nice
save
straight
right.
You
know
they're,
not
gonna
like
to
get
him
to
ride
Finch
Avenue,
all
the
way
exactly
I
mean
I
would
do
it,
but
that's
just
yeah
and.
C
Q
C
Planning
as
much
needed
as
you
have
just
reiterated
that
there
we
have
to
have
this
connection
between
North
York
and
the
old
city
of
York
and
Toronto,
because
there
are
many
people
interested
in
cycling
and
we've
got
to
attract
more
that
live
in
Council,
approves
whose
ward
or
my
ward
so
and
the
other
thing
I
just
want
to
commend
you
for
wearing
the
Tom
longboat
shirt.
Yes,
you
ran
the
I,
ran
two
in
the
island
and
just
actually
no
I
hope
you'll
be
involved.
I've
been
asking
for
another
volunteer
a
bit
of
work.
C
You
could
do
as
we
are
looking
forward
to
adding
the
name
of
Tom
longboat
to
Eglinton
Park,
oh
and,
as
you
know,
Tom
longboat
lived
just
east
of
Eglinton
Park
and
he
used
to
work
for
the
City
of
Toronto
and
he
was
maybe
our
greatest
long-distance
runner
in
history
and
and
plus
the
eggman
Park
area.
I
know
if
you're
aware
of
it
too.
Maybe
if
you
cycled
down
there,
you
know
that
that
was
a
major
indigenous
settlement
area
at
Castle
field
and
Avenue
Road,
which
is
the
highest
point
in
Toronto.
C
Q
A
R
You
to
the
committee
and
thanks
for
the
time
my
name
is
Toby
Whitfield
I'm,
a
resident
in
the
area
of
the
Brunswick
in
Borden
contraflow
bike
lanes.
I
live
on
major
Street,
which
is
just
a
street
over
from
Brunswick
and
I
used
a
bicycle
for
a
significant
amount
of
my
commuting
and
transportation
I'm.
Also,
the
father
of
two
young
children
who
are
four
and
six
years
old
right
now,
riding
through
our
neighborhood,
is
not
easy.
R
The
existing
bike
lanes
and
Bloor
in
college
are
not
protected
and
are
not
safe
for
young
children
and
right
now,
in
order
to
link
up
the
north-south
routes,
you
have
to
use
those
cross
streets
with
on
major
roads
with
busy
and
not
safe
bike
lanes.
So
having
a
safe
and
convenient
north-south
route
would
make
it
much
easier
to
bring
my
kids
to
the
park.
R
R
Those
issues
that
were
raised
are
issues
that
exist
already
I'm
in
terms
of
larger
cars
and
with
their
sight
lines
and
all
those
things
I
am
engaged
and
would
like
to
fix
those
issues,
but
restricting
cycling
and
infrastructure
is
not
the
way
to
address
those
issues
that
were
raised.
I
think
that's
a
bit
of
a
a
side
argument
that
doesn't
really
hold
any
water
to
me.
R
They
are
at
Harvard,
they
are
at
Bloor,
Street
and
right
now
we
don't
have
good
ways
of
getting
across
those
those
routes
and
there's
very
few
streetlights
that
that
for
those
north-south
routes,
especially
ones
that
link
up
ways
to
directly
go
across
and
continue
along
the
north-south
streets,
and
that's
the
reason
for
the
Ulster
and
Borden
portion,
you
know
if
you
get
to
the
bottom
of
Brunswick,
where
do
you
go
so
that
is
why
that
is
very
important
and
yeah
I'd.
You
know
just
to
reiterate
right
now.
A
J
You
hello,
members
of
the
infrastructure,
environment,
community,
counselors
and
staff.
My
name
is
Tamara
Nahal
I'm,
the
Community
Engagement
Manager
at
cycle
Toronto
as
the
Community
Engagement
Manager
I
work
and
collaborate
with
local
residents
and
volunteers
in
their
neighborhoods
to
help
them
help
us
build
a
safe,
healthy
and
vibrant
cycling
city
for
every
one
cycle.
Toronto
strongly
supports
both
the
cycling
Network
plan
and
its
implementation,
including
the
project's
proposed
in
this
item.
J
The
cycling
Network
plan
was
passed
by
the
City
of
Toronto
Council
in
2016,
and
the
commitments
were
reaffirmed
in
2019
in
July,
with
a
strategic
focus
on
near-term
run
on
near-term
projects
that
were
to
be
built,
renewed
or
studied.
The
near-term
implementation
plan
runs
from
2019
to
2021,
which
means
we're
right
in
the
middle
of
it.
If
we
want
to
stay
on
track
to
achieve
the
vision
of
the
implementation
plan,
completing
project
like
the
ones
that
are
being
discussed
today
are
vital.
J
2019
set
the
stage
city
staff
worked
very
hard
to
get
where
we
are
today.
They
actively
engaged
with
members
of
the
community
throughout
last
year
and
now
we're
seeing
the
fruits
of
alder
labor
2020
is
off
to
a
great
start
and
we've
got
a
number
of
projects
across
a
range
of
wards
up
for
discussion
today,
there
was
a
robust
consultation
process
for
the
items
that
you
see
before
you.
J
A
lot
of
options
were
considered
and
residents
were
given
the
opportunity
to
provide
their
feedback
on
specific
options
and
to
weigh
the
pros
and
cons
and
come
back
to
the
city
with
their
recommendations
and
staff
gave
consideration
to
the
routes,
design
impacts
to
things
like
parking
and
traffic,
school
bus,
loading
and
connections
to
the
broader
cycling
network.
The
projects
you
see
before
you
are
very
carefully
considered,
designed
and
finalized
and
they're
here
today,
with
a
lot
of
work
and
effort
put
into
them.
We
specifically
support
the
use
of
contraflow
bike
lanes
on
residential
streets.
J
There
are
many
examples
of
contraflow
bike
lanes
that
work.
Shaw
Street
is
up
for
discussion
today
and
it's
so
successful
that
it
has
to
be
upgraded,
which
is
such
a
fantastic
thing
to
be
saying.
There
are
so
many
people
riding
their
bike
on
walking
and
walking
on
this
street
that
the
design
needs
a
refresh
75%
of
people
using
Shaw
Street,
either
walk
or
ride
their
bike,
which
is
incredible.
J
We
understand
that
this
kind
of
change
can
be
scary,
but
the
proposed
changes
will
make
the
streets
safer
for
everyone
on
a
range
of
residential
streets,
and
the
great
thing
is:
we've
done
a
lot
of
these
projects
before
so.
The
dentists
in
Bellevue
contraflow
lanes
are
an
example
of
where
small
quiet
streets
are
a
great
place
for
contraflow
lake
lanes.
We've
done
it
once,
and
we've
learned
a
lot
from
them.
J
The
board
and
Brunswick
contraflow
lanes
are
now
proposed
to
extend
them,
so
we
have
the
benefit
of
having
done
them
once
and
now
we're
looking
at
extending
them.
These
routes
link
communities
together,
and
it
makes
it
easier
for
people
to
get
around
for
a
nervous,
cyclists
or
apparent
cycling
with
their
children.
A
quiet
residential
street
is
a
lower
stress
route
than
something
like
an
arterial
street,
and
we
definitely
need
to
build
protected
bike
lanes
onblur
street,
but
we
also
need
these
small
local
residential
routes
to
link
them
all
together
and
create
a
network.
J
We
hear
time
and
time
again
that
safety
is
the
number
one
reason
Torontonians
don't
ride
their
bikes.
So
how
can
we
make
our
city
more
accessible
to
everyone?
How
can
we
ensure
that
every
resident
has
the
ability
to
get
around
whatever
way
makes
the
most
sense
for
them
it's
by
building
sidewalks
that
are
wide
enough?
It's
by
investing
in
transit
and
it's
by
building
cycling
infrastructure.
That
means
building
the
routes
in
the
cycling
network
plan
through
the
near
term
implementation
plan.
J
We
need
to
build
these
bike
lanes
to
reduce
injuries
and
deaths
on
our
streets
and
take
meaningful
steps
towards
addressing
the
climate
crisis.
This
will
allow
us
to
fill
all
of
our
obligations
under
our
plans
like
vision,
zero
and
transform
to
you,
the
city
committed
to
building
cycling
infrastructure
with
this
bike
network
plan
and
now
we're
working
through
all
of
the
projects
with
the
action-oriented
near-term
implementation
plan.
Let's
make
sure
that
we
can
finish
the
projects
that
we've
committed
to
and
let's
make
sure
we
understand
and
address
the
concerns
of
local
residents.
J
We've
heard
some
concerns
on
a
range
of
issues,
but
I
think
we
have
a
lot
of
tools
in
our
toolbox
to
solve
the
problems
that
have
been
raised
today.
The
designs
we've
seen
are
the
best
practices
in
cycling,
design,
we've
seen
Shaw
Street
go
from
an
older
design
and
now
it's
being
upgraded
with
what
we're
working
with,
which
is
the
latest
and
greatest.
We
also
see
different
types
of
infrastructure
for
different
types
of
streets.
J
J
So,
in
conclusion,
we're
really
looking
forward
to
working
with
all
of
the
local
councillors,
the
residents
businesses,
members
of
the
IAS
and
residents
associations
to
build
a
resilient
city
that
expands
transportation,
choice,
response
to
the
climate
emergency
and
is
safe
for
everyone
to
get
around,
regardless
of
how
they
choose
to
do
so.
Thank.
A
A
L
My
name
is
Jamie
Jodrey
difficult
and
I
am
a
resident
of
Ward
10
in
the
Trinity
Bellwoods
area.
I
wanted
to
provide
some
comments
on
the
proposed
Durrell
Wellington
bike
lanes
that
will
eventually
eventually
connect
to
the
West
Toronto
Rail
Pass,
which
I'm
so
excited
about
the
bike
lanes
on
strong
and
then
down
to
the
Martin
Goodman
trail.
L
I've
lived
in
that
neighborhood
for
six
years
now
and
I
have
been
a
cyclist
in
Toronto
for
many
years
before
that,
since
I
moved
to
Toronto,
I've
noticed
a
slow
but
steady
improvement
in
the
number
and
quality
of
bike
lanes
within
the
downtown.
We
I
think
we
all
know
that
there's
room
for
improvement,
but
there
has
been
tangible
progress.
So
thank
you
for
getting
that
work
done.
I
wanted
to
express
strong
support
for
the
bike
lanes
on
Durrell
Wellington.
L
The
proposed
lanes
I
think
encouraging
cyclists
to
avoid
King
and
stick
to
the
side
streets
in
that
area
will
keep
them.
Safe
is
really
important
signal
and,
in
addition,
I
can
say
from
personal
experience
that
the
neighbourhood
experiences
really
high
levels
of
visitors,
exploring
the
area
by
bike,
especially
in
the
nicer
months,
and
these
people
are
of
all
different
skill
level
and
ages.
There's
young
kids
and
families
and
and
older
people
as
well
new
cyclists
and
giving
them
a
better
option
to
travel
east
west
throughout
the
area.
L
I
think
will
keep
them
safer
and
it
may
actually
help
decrease
some
of
the
traffic
or
congestion
on
streets
like
King
and
stron,
which
are
incredibly
busy.
I'm
also
really
excited
to
see
that
this
proposed
bike
lane
would
eventually
connect
to
the
West
Toronto
rail
path.
That's
all
I
wanted
to
say
so.
I
appreciate
the
opportunity
to
speak
and.
A
A
S
You
Julia,
you
have
five
minutes.
Thank
you.
I
just
put
my
name
down
earlier
this
morning.
So
if
I'm,
a
little
bit
disorganized,
I
hope
you'll
bear
with
me.
I'm
Julia
Rosenberg
I
bought
a
house
on
Ulster
Street
in
2002
and
I'm
I'm,
here
with
other
homeowners,
to
talk
about
the
contraflow
bike
lane
on
Ulster,
just
to
be
really
really
clear.
We
support
increased
cycling
in
this
city.
S
Bike
paths,
dedicated
bike
paths,
I
cycle,
all
the
time,
I
even
cycle
in
the
winter,
when
I
shouldn't
bond
BAM
break,
is
a
good
friend
of
mine
who's,
an
active
cycling
activist
in
the
city.
So
this
is
not
about
bike
lanes
in
Toronto
is
about
proposing
a
bike
lane
that
abuts
parked
cars
on
a
very
small
city
block
that
also
happens
to
have
a
park,
and
this
park
has
a
containment
fence.
S
There's
no
lane
way
behind
the
homes
on
the
south
side
of
the
street,
so
we
can't
use
our
back
Lane
way
for
starting
and
stopping.
We
know
that
there
are
plans
to
do
it
on
the
corners
I'm,
able-bodied,
I'm
younger
I,
don't
mind
I'm
sure
it's
a
little
more
challenging
for
other
residents
and
homeowners.
But
our
concern
is
with
cars
pulling
up
onto
the
South
sidewalk.
Our
concern
is
about
pedestrian
traffic.
We
share
everyone's
concerns
about
the
the
safety
of
cyclists.
Young
cyclists,
old
cyclists
who
face
physical
challenges.
S
But
specifically,
our
concerns
are
about
having
the
contraflow
bike
lane
abutting
the
parked
cars.
It
will
not
be
the
case
on
board
and
it
will
not
be
the
case
on
Brunswick,
it's
a
very
short
block
and
if
I
understand
correctly,
cyclists
would
be
coming
south
on
Brunswick
and
then
turning
onto
Ulster
and
then
going
further
south
onto
Borden.
Unlike
Shaw
and
Denison.
S
The
the
people
in
the
in
the
cars
won't
have
the
benefit
of
far
sight
lines,
so
they
get
in
their
car
and
they
can't
see
the
cyclists
approaching
from
afar
and
and
try
to
accommodate
that.
Actually,
someone
who's
in
a
parked
car
who
wants
to
pull
out
aside
from
the
fact
that
we
have
many
trucks
and
SUVs
which
makes
the
sight
line
challenging
they.
They
can't
see
the
seconds
approaching
from
far
away
and
moderate
their
timing
to
accommodate
that
cyclists.
S
So
our
objections
are
specifically
to
the
bike
lane
a
buddy,
the
contraflow
bike,
lane
abutting
the
parked
cars,
it's
regarding
sight
lines,
the
containment
fence
and
the
high
likelihood
of
cars
pulling
up
on
this
curb.
We
hear
talk
of
installing
some
sort
of
steel
Buller
dove
the
houses
on
the
south
side
of
the
street,
but
we
can't
help
wonder
why
the
city
doesn't
consider
just
printing
a
traffic
light,
either
at
college
and
Brunswick
or
at
Borden
and
Harvard.
S
There
probably
are
regulations
for
the
length
of
time
between
traffic
lights,
but
if
ever
an
exception
could
be
made,
this
makes
sense
to
us.
There
already
are
cycling
lanes
on
Harvard
and,
unlike
a
deputy
and
said
earlier,
it's
not
you
know
a
site
like
the
odd
cyclist
goes
by
my
friends
who
help
petition
for
those
bike
lanes,
went
out
there
in
the
mornings
and
counted
the
amount
of
bikes
and
in
the
morning
there
it's
it's
a
constant
flow
of
bikes,
which
is
great,
but
why
don't?
S
We
use
these
well
serviced
bike
lanes
for
east-west
instead
of
this
little
route
on
on
ulster
and
when
it
comes
to
public
consultation,
with
all
due
respect
to
the
efforts
made
by
the
city
I'm,
a
film
producer,
I
produce
fiction,
films
and
documentaries.
I
know
how
hard
it
is
can
to
market
something
in
to
reach
an
audience.
It
needs
to
be
said
that
everyone
keeps
referring
to
this
as
the
Borden
brunswick
bike
path
and
there's
no
mention
of
austere
Street.
S
So
even
if
I
had
received
the
flyer
which
I
have
no
recollection
of
having
received,
it
would
not
have
sparked
my
interest.
I
didn't
go
to
the
public
meeting
on
February
3rd,
because
I
didn't
know
about
it.
So
we
took
it
upon
ourselves
to
actually
petition
our
neighbors
on
this
block
and
go
to
them
and
show
them
the
map
and
explain
what
was
going
to
be
done
and
show
them
the
wording
of
our
petition
and
our
concerns.
S
100
percent
of
homeowners
and
residents
on
the
city
block
oppose
this
because
of
safety
concerns,
not
because
we
don't
want
a
cycle
in
our
city.
We
do,
but
we
just
don't
understand
why
this
path
hasn't
fully
considered
installing
safer
crossings
on
Harvard
Street
and
on
College
Street,
and
to
avoid,
and
in
so
doing
avoid
creating
what
we
consider
to
be
serious
safety
concerns.
So
we
just
urge
you
to
really
take
another
look
at
this.
S
A
T
I'm
Paul
so
I'm
a
long
time
all
my
life
basically
and
Borden's
feels
born
on
Brunswick
and
I've.
Seen
I
was
horrified
to
see
like
cars
I've
been
noticing
the
traffic
patterns
on
car
cars
been
going
like
crazy,
opposite,
opposite
directions,
so
I
think
if
we
I
think
I
argued
the
bike
lanes
for
sure
I'm,
not
sure
about
the
austere
portion,
but
definitely
Borden
and
Brunswick
need
bike
lanes.
I
think
it
would
be
increased.
T
A
lot
of
safety
overall
I'm,
both
the
cyclists
and
motorists
and
I
would
like
to
see
us
able
to
be
able
to
unload,
like
groceries
in
front
of
our
house,
at
least
for
a
short
time.
I
could
imagine
that
I
can
only
even
I
only
started
to
think
about
the
possible
implications
with
any
house
remodeling
construction,
which
is
always
ongoing
in
our
neighborhood.
T
How
they're
going
to
be
on
or
around
bike
lane?
I'm,
not
sure,
but
I
am
for
the
bike
lanes
I'm,
not
sure
what
she's
rushing
they
should
be
going,
but
I
know
the
traffic
I
believe
should
be
changed.
The
direction
of
Borden
we
get.
We
definitely.
My
main
concern
is
for
me
personally
anyway
on
rush
hour,
the
college
college
rush
hour.
T
Just
we
get
to
undo
unloading
of
all
the
excess
rush-hour
traffic
going
up
Borden,
especially
in
rush
hours
and
whereas
Brunswick
is
a
wider,
Street
and
I
think
it
should
be
two-way
all
the
way
up
through
up
and
down
along
Brunswick,
in
fact,
and
to
accommodate
that
would
be
well.
My
proposal
would
be
to
make
a
elevator
bike
lane
on
the
grassy
Boulevard
in
the
edge
of
Brazil,
because
so
wide
wide
boulevards.
T
T
T
There's
so
many
things.
So
many
considerations
the
definitely
needs
a
big
refresh
in
that
in
our
area.
So
what
else
is
there
yeah,
so
austere,
I
suppose
would
have
to
be
like
a
two
way.
All
the
way
across
as
it
is
in
the
next
is
at
Seton,
village
or
Palmerston
area.
They
have.
They
seem
to
work
fine
with
it.
Ulster
being
two-way
all
the
way
across
to
help
to
ease
the
flow
of
cars.
I
know
this
is
some
kind
of
U
of
T
study
being
done
right
now,
a
students
are
developing.
T
The
whole
flow
and
I
already
submitted
a
lot
of
things
online.
So
that's
basically
what
I
want
to
say:
yeah,
I,
suppose,
a
handicap
there,
okay,
well
yeah
I-
think
grocery
should
be
added
where
we
should
be
will
at
least
unload
things
not
have
to
cross
the
street.
That's
different,
something
that
people
want.
T
T
A
B
Yes,
thank
you
very
much,
and
all
this
will
be
brief.
It
just
because
it's
come
up
several
times
the
the
consideration
for
Bourdon
both
why
it's
necessary
and
why
it
cannot
be
or
sure
you're
not
recommending
that
it
be
extended
up
to
Harvard.
Can
you
can
you
elaborate
on
that?
Just
why
you
made
that
decision.
S
L
The
speaker,
a
lot
of
this
projects
main
point,
was
to
look
at
different
routes
throughout
the
neighborhood.
These
routes
were
developed
through
several
different
factors,
including
safe
crossings
at
existing
traffic
signals.
Borden
has
one
at
Laura
and
then
Brunswick
harbored,
and
a
lot
of
that
has
to
do
with
the
spacing
of
the
existing
signals
along
the
route.
So.
L
B
B
L
Again,
a
lot
of
the
focus
of
this
project
was
the
routing.
Bellevue
comes
up
at
college,
where
it
is
a
jogged
intersection,
and
it's
directly
halfway
between
both
Brunswick
and
Borden.
It
was
deemed
that
the
board
and
Borden
traffic
signal
was
the
best
place
for
people
to
safely
cross.
This
project
also
includes
improvements
on
college
to
facilitate
that
crossing.
So
we
need
that
one
block
of
Borden
to
facilitate
the
safe
crossing.
L
Contraflow
bike
lanes
are
have
been
shown
to
be
effective,
of
consolidating
the
cycling
traffic
into
the
correct
you
know,
being
able
to
travel
on.
Sorry
excuse
me
on
the
streets
and
then
allowing
that
movement
and
hopefully
eliminating
both
sidewalk
riding
and
other
infractions
on
adjacent
one-way
streets.
B
If
warranted
three
City
Council
requests
the
general
manager
transportation
services
to
explore
the
installation
of
sidewalk
bollards
on
the
south
side
of
Ulster
Street
adjacent
the
park,
while
maintaining
appropriate
sidewalk
with
to
meet
the
AODA
requirements.
In
an
effort
to
avoid
cars
for
mounting
curbs
I'm
gonna,
say
very
clearly.
B
So
I'll
just
first
remark
that
building
out
Toronto
bike
plan
is
a
critical,
critical
piece
of
some
very
important,
larger
citywide
objectives
that
all
of
us
support
it
transform
tío.
We
have
to
shift
about
75%
of
trips
under
five
kilometers
out
of
cars.
We
do
that
by
building
out
a
bike
network
and
making
public
transit
for
local
trips
better.
We
do
that
by
land
use,
changing
land-use
patterns
so
that
people
work
and
can
shop
closer
to
where
they
live.
B
That's
the
only
way
it's
done,
and
we
know
the
number
one
reason
why
people
don't
bike
more
is
because
the
lack
of
safe
infrastructure,
we
see
over
a
hundred
comments
here
from
residents
in
the
streets
that
I
represent
that
are
reaching
out
saying.
We
need
this
infrastructure.
Most
of
these
folks
have
children.
If
you
read
through
it
carefully
some
of
the
comments
that
they
want
to
build
that
better
and
safer
neighborhood
for
their
kids
vision,
zero.
Another
citywide
objective
that
we
all
voted
in
favor
of
is
about
making
streets
safer.
B
We
do
that
by
building
safer
infrastructure
by
slowing
down
cars,
now
I
I
should
say,
and
it
was
remarked
by
by
one
of
the
deputies.
These
are
just
modest
changes,
small
filling
in
of
gaps,
we're
doing
them
because
we're
undertaking
roadwork,
but
just
because
they're
small
doesn't
mean
that
they're
incredibly
important
to
the
local
fabric
and
and
local
transportation
network
I
bike
these
streets
on
a
regular
basis,
Shaw
almost
daily
but
yeah.
B
It's
scary
to
bike
with
your
kids
on
shop,
there's
no
straight
path
to
get
from
blue
or
Harvard
down
to
College
Street
when
you're
east
of
Spadina.
This
will
help
provide
that
grit
that
minimum
grid
that
we
all
support
there
are
not
many
options.
Unfortunately,
if
we
could
redesign
the
grid
where,
where
lights
were
and
where
one-way
streets-
or
we
probably
do
it
differently,
we
probably
would
but
the
but
the
way
that
staff
are
doing.
B
B
It's
incredibly
hard
and
I
appreciate
the
concerns
that
are
brought
that
have
been
raised
by
by
by
some
in
the
community.
I
was
involved
in
actually
getting
the
provincial
change
to
allow
for
shaw
street
to
be
the
city's
first
long,
contraflow
lane
we
got
that
change,
we
installed
the
lane.
They
were
many
concerns,
all
of
which
have
been
voiced
here
today.
In
our
experience,
those
concerns
haven't
been
realized
in
practice
now
and
I
appreciate.
A
Thank
you.
Questions
of
the
mover
I
just
have
a
quick
question
for
a
one.
All
the
other
ones
are
report
box,
but
a
one
is
directing
prioritization.
Are
you
comfortable
with
changing
this
to
some
sort
of
report
back
or
investigate
in
case
there
are
other
considerations
that
need
to
be
incorporated
so.
B
It's
part
of
a
larger
report
back
because
city
are
considering
the
sorry
I'm
on
the
wrong
motion
in
front
of
me.
Sitter
it's
City
are,
can
currently
reviewing
the
street
suite
sweeping
levels
and
I
wouldn't
say
that
it
means
be
the
number
one
priority,
but
to
ensure
that
it's
being
done
the
appropriate
frequency
on
both
sides
of
the
street.
This
is
why
I
go
on
to
try
to
clarify
it.
A
little
bit
more.
Can.
A
A
Call
the
vote
on
counselor
Layton's
motion
a
well
this
favor.
All
those
imposed
motion
be
all
those
in
favor.
All
those
impose.
Thank
you
item
as
amended.
All
those
opposed
all
those
in
favor.
All
those
imposed
motion
carries
that
brings
us
to
item
12
point
9
improvements
at
the
Queensway
Queen
Street
West,
King,
Street,
West,
Watsonville,
Avenue,
intersection
to
improve
safety
operations
and
extended
bike
lanes
in
Ward
4
hamish
Wilson
is
our
only
deput
int
on
this
matter.
You
have
five
minutes.
N
Yes,
greetings
again:
I
do
try
to
be
positive,
not
just
getting
Karpin
credits
and
so
on.
The
positive
having
the
king-queen
ronsis
fail,
Queensway,
intersection
reconfigured
to
be
more
normal,
is
very
good
and
also
positive
is
moving.
The
eastbound
Queen
Transit
stopped
at
the
far
side
of
the
intersection
on
Queen
with
adjustments
to
the
street.
That's
also
positive,
and
it's
also
positive
that
the
all
of
this
change
is
right
on
the
doorstep
of
a
good
hospital.
N
As,
quite
honestly,
it's
an
abject
failure,
a
really
strong
failure
in
this
instance
of
not
doing
enough
for
bike
safety
through
a
critical
gap-
and
here
is
the
the
section
right
there
circled
in
red
that
we're
talking
about
the
current
bike
map
shows
that
there's
a
really
excellent
bike
lane
about
4
kilometers,
as
it
goes
further
west
into
Etobicoke.
It's
a
really
nice
facility
for
painted
bike
lanes.
I,
don't
know
how
the
maintenance
is,
but
both
for
coming
in
and
for
people
from
the
neighborhood
improvement
area
of
Parkdale
trying
to
get
to
high
power.
N
This
is
a
really
critical
gap.
I
had
circled
this
gap
along
with
some
others
that
you
didn't
want
to
hear
about,
but
with
knowing
that
we've
got
this
this
agenda
item
here,
it's
definitely
on
on
on
on
track.
There's
lots
of
widths,
relatively
speaking
to
the
to
the
right
of
way.
This
is
a
rough
image
of
it.
Pardon
me
for
it
not
being
black
and
white,
but
we
are
I
mean
in
color,
but
we
really
really
need
to
have
the
width
for
cycling
and
also
a
lower
speed
limit
or
enforcement.
N
This
may
not
fly,
of
course,
but
I
respect
it
being
the
climate
emergency,
but
I
see
that
as
being
really
important
to
get
bike
safety
integrated
thoroughly
into
all
aspects
of
what
we're
doing-
and
this
what's
being
proposed
now-
is
just
not
good
enough
for
the
bike,
safety
and
here's.
Another
suggestion
motion
that
all
bump
out
and
other
changes
to
the
intersection
of
king-queen
ronsis
fails
etc.
N
Be
permeable
to
bike
travel
in
form
of
a
bike
only
slip
through
following
the
line
of
former
curbs
marker
bollards
and
in
the
westbound
travel
from
ronsis
fails
through
the
area
of
the
tracks
that
this
passage
form
protected
bike
lane,
with
bollards
and
occasional,
concrete,
curb
with
bike
symbol,
markings
to
indicate
a
track
crossing
of
near
90
degrees.
So
the
laws
of
physics
indicate
that
you
know
when
large
vehicles,
like
streetcar
tracks,
turn
right.
The
right
words
curve.
They
inevitably
pinch
on
the
right
side
of
a
lane.
N
That's
really
bad!
So
these
orange
lines
indicate
where
the
slip
through
should
go.
In
my
view,
and
further
as
we
as
and
here
as
we
go
on
the
tracks
going
west,
we've
got
to
make
sure
that
there's
more
of
a
bike
lane
there,
instead
of
actually
taking
out
and
narrowing
the
sidewalk,
let's
put
in
the
bollards,
because
as
you,
if
you
narrow,
narrow
things
out
as
you're,
proposing
it's
going
to
make
a
sharp
or
angle
for
the
wheels
of
cyclists
to
actually
cross
and
from
the
current
bike
map
there.
N
You
suggest
that
we
actually
take
the
you
know:
go
at
the
tracks
from
a
90
degree
angle,
so
you're
endangering
cyclists
here
by
taking
away
the
sidewalk,
and
we
know
that
there's
a
it
take
taking
away
the
space
and
making
that
a
sidewalk
put
it
as
a
bike
lane.
And
we
know
that
there's
space
for
a
bike
lane,
because
hey
there's
a
car.
Thank.
N
A
So
I
know
that
staff
have
spent
a
considerable
amount
of
time
working
on
this
in
association.
I
know
that
the
staff
has
spent
a
lot
of
time
working
on
this
in
association
with
local
councillors
as
well
and
I.
Don't
I
think
they're
ready
to
proceed
at
this
time.
You
can
ask
them
in
the
questions.
Would
you
like
to
move?
Why
don't
we
move
to
questions
and
you
can
question
stuff?
No.
C
C
A
C
C
Metrolink
cross
links
is
the
contractor
for
Metro
links
the
provincial
agency
who's
undertaking
this
twelve
point,
four
billion
dollar
project
on
Eglinton,
which
has
been
extended
for
another
three
years,
probably
so,
the
community
has
another
three
years
to
deal
with
this
mayhem.
So
the
question
is
that
we,
as
city
transportation,
have
certain
jurisdiction
and
cross
links
has
jurisdiction
because
their
work
sites.
C
F
We
take
traffic
safety
and
mobility
very
seriously
in
and
around
the
work
zones,
and
we
work
very
closely
with
cross-links
and
Metro
links
to
ensure
that
all
the
effective
measures
are
put
in
place
and,
as
you
have
seen
even
through
this
report,
that
additional
signage
was
put
in
place.
Additional
measures
were
taken
to
ensure
pedestrian
safety
along
the
stretch
of
Linton
Avenue,
close
to
zero
rail
station.
C
As
you
know,
you
know
and
I
appreciate
the
work
that
you've
put
in
and
other
transportation
staff
put
in
Metro
links,
people
everybody's
put
in
a
lot
of
work,
and
it
is
an
impossible
task
that
we're
trying
to
you
know
sort
of
control
and
mitigate
one
of
the
things
that
the
communities
asked
for
the
residents.
Along
with
the
Business
Improvement
area.
There
is
the
possibility
of
having
a
crossing
guard
there
at
I.
Guess
it's
at
Glen
cedar
because
of
the
dangerous
turning
of
cars.
C
F
Wheelchair
to
council
Cole,
as
reported
in
the
staff
report,
the
necessary
signage
is
there.
So,
even
even
during
the
site
visits,
we
did
notice
that
there
were
repeated
traffic
violations,
signage
violations
by
the
drivers
and
and
and
and
we
and
along
with
CTS,
feel
that
this
is
more
of
an
enforcement
issue
than
crossing
guard
issue
and
additionally,
crossing
guards
are
not
authorized
to
either
drag
traffic
or
in
any
way
stop
traffic.