►
Description
Infrastructure and Environment Committee, meeting 11, January 9, 2020 - Part 2 of 2
Agenda and background materials:
http://app.toronto.ca/tmmis/decisionBodyProfile.do?function=doPrepare&meetingId=17064
Part 1: https://www.youtube.com/watch?v=eklYAfLm2Gs
Meeting Navigation:
0:10:19 - Meeting resume
A
A
A
A
B
B
Sorry,
which
item
I'm
five
review
of
cities,
road
work,
warranty
requirements,
so
I,
don't
I,
don't
have
any
motions
here
and
we're
finish
was
okay,
so
adoption
of
the
staff
recommendation
moved
by
Councillor
McKelvey.
All
those
in
favor
opposed
that
is
carried
now
looks
like
we're.
Moving
to
item
seven.
We
have
deputations
for
that
Beverly
Thorpe.
This
is
Asperges
Bay
treatment,
plant
palletize
er,
yes,
miss
torrid.
Yes,
please.
C
C
For
short,
these
synthetic
chemicals
which
have
been
used
widely
since
the
1960's
are
also
known
as
forever
chemicals,
because
they
are
highly
persistent
in
the
environment
and
will
take
hundreds,
if
not
thousands,
of
years
to
disappear
from
the
soil
and
groundwater
where
they
accumulate
from
a
health
perspective.
All
Canadians
survive
surveyed
by
Health
Canada
now
contain
levels
of
PFS
in
our
blood.
Pfs
has
been
linked
to
a
range
of
health
impacts,
including
thyroid
diseases,
kidney
and
liver
cancer
and
elevated
cholesterol,
to
name
just
three.
C
Foam
used
to
fight
fuel
based
fires
at
airports
and
military
installations
here
in
Toronto,
our
Great
Lakes,
are
contaminated
with
PFS
chemicals
and
the
most
notorious
chemicals
in
this
class
are
now
official
chemicals
of
mutual
concern
in
the
Great
Lakes
basin,
a
major
point
source
of
PFS
emissions
into
our
environment
are
from
landfills
and
wastewater
treatment
plants,
wastewater
treatment
plants.
Why?
Because
of
the
discharge
into
the
sewer
system
by
industries
using
PFS,
plus
the
use,
unintentional
or
sometimes
accidental,
discharge
of
firefighting
foam
at
airports
and
military
bases?
C
That
of
course,
eventually
ends
up
in
our
waterways
and
also
from
PFS
in
household
dust
from
the
products
we
use
that
eventually
gets
washed
down
our
drains.
Pfs
has
been
measured
at
high
levels
and
on
in
toronto,
air,
which
is
typical
of
other
urban
environments.
Our
federal
government
has
restricted
the
use
of
a
handful
of
PFS
chemicals,
but
thousands
of
other
unrestricted
PFS
are
on
the
market
and
many
of
these
new
replacement
chemicals
are
even
more
soluble
in
water,
which
means
there
is
a
constant
input
of
PFS
into
our
water
systems.
C
C
It
is
surmised
that
advanced
biological
treatments,
such
as
at
asperger's
bay,
can
actually
transform
the
levels
of
people
face
in
the
influent
into
other
and
more
numerous
forms
of
PFS
into
the
effluent
and
air
and
of
course,
pas
is
also
found
in
the
sludge.
So
my
question
here
today
is:
are
these
bio,
solid,
pellets
from
ash
Burgess,
Bay
wastewater
treatment,
path
that
treatment
plant
tested
for
PFS
prior
to
marketing
and
use?
C
C
There's
Fred
was
forced
to
dispose
of
his
milk
after
discovering
the
soil,
hay
and
the
milk
from
the
cows
on
his
farm
contained
extremely
high
levels
of
pee
fast
chemicals.
The
source
of
pee
fast,
was
biosolids
promoted
during
a
1980s
state
program
to
fertilize
the
pastures
with
treated
sludge,
waste,
the
discovery
of
pee,
fast
contamination
on
his
farm
and
other
contaminated
sites
in
Maine
and
around
the
country
prompted
Maine's
governor
to
form
a
task
force
to
study
the
extent
of
PFS
contamination
at
more
than
95
sites
in
Wisconsin.
C
Minutes
if
you
could
wrap
up
ten
seconds,
thank
you
so
there's
a
lot
of
work
happening
at
u.s.
state
level
and
I
would
just
hate
to
see.
Farmers
in
southwestern
Ontario
suffer
a
similar
fate
to
Fred
stone
or
find
that
their
market
is
at
risk
from
a
preventable
pee,
fast
source
and
for
this
reason,
I
believe
it
would
be
highly
advisable
to
test
four
levels
of
PFS
in
bio
solids
prior
to
marketing
and
use
in
Ontario,
as
well
as
set
stringent
limits
for
PFS
in
bio
solids.
Thank
you
great.
A
A
What
about,
for
example,
pharmaceuticals,
because
we
continually
tried
to
design
drugs
so
that
they
don't
necessarily
break
down
superfast
in
the
body
and
so
some
of
those
same
properties
that
make
them
great?
Yes,
treating
illness,
unfortunately
lead
to.
You
know:
high
resistance
to
break
down
by
a
biochemical
processes.
So
there.
C
Everything
ranging
from
birth
control
pills
to
pharmaceuticals.
This
is
why
pharmaceutical
take-back
is
so
important
as
a
policy
at
the
city
and
provincial
level,
but
again
the
reason
why
I'm
raising
this
issue
is
because
now
that
increased
testing
is
happening
south
of
the
border,
particularly
in
the
Great
Lakes
basin,
because
these
are
chemicals
of
I
concern
in
the
Great
Lakes
I
think
we're
going
to
have
a
lot
of
questions
asked
about
the
quality
of
our
soil
and
agricultural
levels
here
and
I
just
want
us
to
get
ahead
and
not
be
defensive.
C
When
a
lot
of
questions
are
asked,
I
have
to
say
that
Environment
Canada
has
been
doing
a
lot
of
monitoring,
but
it's
there.
We
have
no
policies
to
actually
restrict
any
of
these
chemicals
in
our
industrial
effluent
in
our
sewage
sludge,
but
also
just
in
the
companies
that
use
them
in
the
Toronto
area.
We
should
at
least
be
monitoring
what's
coming
out
down
into
our
sewer
system.
Thank.
B
D
B
E
Mr.
chair,
no,
the
regulation
of
bio
solids
is
done
by
the
province
and
it's
done
under
the
nutrient
management
Act.
There
are
other
sources
of
legislation
that
we
have
to
follow
with
respect
to
our
effluent
discharges
and
that's
under
the
Ontario
Water
Resources
Act.
There
are
provisions
and
environmental
approvals
that
we
have
to
follow
there
and
what
we
do
regulate
is
within
the
city
is
in
our
sewers
by
law.
E
You
have
a
set
of
stringent
criteria
of
discharging
now
that
we
measure
again
with
the
particular
issue
that
was
raised
by
the
deputed
is
is
a
newly
emergent
issue
and
it's
actually
quite
large
in
parts
of
the
United
States,
as
as
they
have
a
lot
more
military
bases.
As
you
heard,
it's
used
in
fire
retardant
chemicals
for
fighting
fires,
a
lot
of
Air
Force
bases
in
the
u.s.
they're
finding
that
the
chemical
was
used
and
there's
some
groundwater
contamination.
So
there's
a
lot
of
research.
E
That's
underway
right
now
that
draw
water
is
tracking,
with
respect
to
what
is
occurring
from
a
regulatory
standpoint,
by
the
federal
US,
EPA
and
and
what
municipal
drinking
water
providers
have
to
do
or
may
have
to
do.
There
have
been
no
changes
yet
to
regulations,
but
it
is
being
discussed
in
the
science
is
underway
and
looking
at
what
the
issues
are
in
Canada
there's
a
little
bit
of
work
going
on,
but
in
in
in
many
cases,
because
we
do
not
have
a
national
regulator
we're
all
in
Canada
our
regulations
are
governed
provincial
II.
E
A
E
The
bigger
the
bigger
issue-
wouldn't
you
talk
about
that
particular
chemical
I
was
raised
within
the
water
wastewater
industry-
is
around
the
drinking
water
side.
First
now
it
is
a
closed
loop
loop
system
so
that
you
find
it
in
drinking
water.
It's
going
to
work
its
way
into
the
wastewater
system,
both
in
the
liquid
and
then
as
well
as
it's
discharging
out
the
effluent.
Some
of
it
may
be
captured
in
the
bio
solids.
E
We
follow
all
of
the
regulatory
requirements
of
the
province
and
the
province
requires
us
to
test
for
a
variety
of
different
chemicals
for
in
our
bio
solids
and
in
their
effluent,
and
we
and
we
follow
those
at
this
point
in
time.
There
is
no
specific
requirement
to
test
for
additional
parameters
and
what
we're
doing
right
now
and.
E
Pilot
and
assessments
with
Environment
Canada,
looking
at
the
issue
of
pharmaceuticals
and
and
and
personal
care
products
in
effluent
and
we've
provided
sample,
results
back
to
the
federal
regulators.
You
know
so
we
cooperate
closely
with
the
regulatory
agencies
if
they're
undertaking
any
scientific
studies
to
to
try
to
develop
new
standards.
We've
done
that
with
from
ammonia
toxicity
to
chlorinated
effluence,
all
the
way
through
personal
care
products,
so
we're
in
close
communication
with
the
regulators
at
this
point
in
time.
B
B
G
As
a
plan,
Goldberg
I
live
work
and
spend
most
of
my
time
in
Spadina
Fort
York
and
was
a
candidate
for
Anto
City
Council
during
the
2018
municipal
election,
so
for
context
for
anyone
in
the
room
are
watching
because
we
haven't
gone
into
detail
of
what
this
agenda
item
is
about.
It's
about
private
construction
companies
not
taking
over
sidewalks
and
roads
for
years
during
the
construction
process,
so
I
am
nonpartisan.
G
I
have
zero
affiliation
with
any
political
party
or
politician
and
I'm
simply
here
to
stand
up
for
that
general
premise
that
it's
gotten
completely
out
of
hand.
The
way
the
Toronto
allows
private
construction
companies
to
take
over
lanes
of
traffic
and
sidewalks
for
years,
and
if
you
look
at
the
staff
report
that
was
recently
done
addressing
this
issue,
the
excuses
given
are
simply
unsatisfactory
to
me.
G
The
report
goes
on
to
state
that,
even
if
the
city
did
elect
to
eliminate
the
occupation
of
the
public
right-of-way,
it
would
still
be
utilized
since
paid
duty
officers
have
the
discretionary
authority
to
close
all
live
lanes
traffic
during
hoisting
activities
again
I.
Think
many
of
us
know
that
a
lot
of
construction
projects
don't
constantly
involve
hosting
activities.
G
So,
on
my
walk
to
work,
I
personally
have
to
have
my
right-of-way
taken
over
by
four
different
construction
sites
just
to
get
to
work,
and
if
you
look
at
a
lot
of
the
work,
the
city
has
done
recently.
For
example,
the
King
Street
pilot.
There
is
now
a
condo
construction
project
between
Peter
and
John.
That
is
not
only
taking
over
the
entire
sidewalk,
it's
also
taking
over
an
entire
lane
of
traffic,
and
the
construction
project
has
just
started.
G
We
debate
here
for
a
long
time
making
the
Adelaide
Richmond
bike
lanes
permanent,
there's
a
construction
project
at
Adelaide
and
Duncan
that
for
approximately
three
years,
has
taken
over
the
Adelaide
bike
lane
and
moved
it
into
the
middle
of
the
road
and
made
it
unsafe.
So
this
is
a
safety
concern
for
Torontonians,
where
we
need
to
actually
prioritize
safety
and
our
property
being
sidewalks
and
roads
over
private
development
conveniences.
G
B
One
of
the
biggest
areas
of
complaints
that
we
receive
at
my
office
is
an
interesting
Bourbon.
War,
that's
not
downtown.
Is
construction
companies
blocking
off
lanes
with
absolutely
no
work
going
on
they
put
up
the
orange
pylons?
There's
no
workers
in
there
there's
no
equipment
in
there,
there's
no
digging
in
there
and
for
a
few
days
that
lane
is
blocked.
Traffic
is,
is
a
bunch
stuff
and
nothing
nothing's
happening.
Do
you
find
that
as
well
in
your
downtown
warrant,
sure.
G
There
there's
times
where
there's
a
problem,
that
it
looks
like
they're,
not
making
the
best
use
of
time,
but
really
what
it
comes
down
to
is
a
safety
hazard.
Now
I'll
give
you
another
example
by
Liberty
Village
at
the
corner
of
strong.
There
is
somewhere
between
six
and
eight
private
condo
construction
projects
happening
simultaneously.
G
B
G
Actually,
I'm
happy
you
asked
that
question
so,
as
we
all
know
because
of
the
Kingstree
pilot
project,
there
is
no
parking
on
cane,
except
guess,
we're
at
the
new
condo
construction
project,
where
they've
blocked
off
a
lane
and
now
I've
noticed
they've
been
actually
parking
a
vehicle
in
that
spot
on
King
Street,
where
pedestrians
now
have
to
use
actually
walk
on
the
road
instead
of
the
sidewalk
in
the
prime
location
of
the
pilot.
Okay,.
B
H
Thank
you
in
some
ways
this
is
a
very
difficult
topic,
because
I
have
to
empathize
with
the
builders
of
the
many
buildings
going
up
how
difficult
it
is
to
get
the
volume
of
materials
out
and
the
and
the
number
of
materials
in
like
the
tonnage
--is
of
soil
and
the
tonnage
is
of
building
material,
are
really
significant
and
and
so
yeah.
How
do
you
manage
to
do
that
and
still
keep
the
traffic
flow?
So
I
have
empathy.
However,
there
does
seem
to
be
far
too
much
private
gain
and
private.
H
You
know
profit
at
public
expense.
The
right
of
ways
are
challenged
and
limited
and
I've
been
very
concerned,
as
you
I
think
you
would
know
by
now,
over
the
decades
about
where
we're
getting
hurt
as
cyclists
and
with
a
specific
focus
in
the
core
and
I,
don't
feel
that
we've
been
responding
well
enough
to
these
crash
stats
and
incidents
like
it
doesn't
have
to
be
a
serious
injury
to
make
somebody
very
nervous
about
biking.
So
I
like
to
count
everything
as
being
an
important
concern.
H
So
there's
a
an
area
like
there
are
areas
where
I
think
you
have
to
be
really
really
much
more
careful
and
stringent
about
how
much
encroachment
is
allowed
and
for
how
long
you
know
these
these.
These
crash
hats
should
be
an
indicate
indicator,
especially
on
the
main,
east-west
roads
of
Queen
and
King
and
Dundas
and
parts
of
college,
and
and
going
back
to
these,
that
those
stats
they
didn't
include
the
harms
from
the
streetcar
tracks
and
they
can
be
very
significant.
H
You'll
have
to
back
that
off
a
little
bit,
please,
the
these
tracks
are
hazardous
for
cyclists
and
I'm
noticing
in
many
many
areas.
This
area
here
called
the
margin
is,
is
really
really
rough
and
unraidable,
and
there
are
far
too
many
locations
to
actually
call
them
in
it's
a
systemic
issue
now
and
so
the
way
that
things
get
closed
off.
You
take
the
lane,
basically
right
up
to
this
this
this
point
here
and
that's
a
real
problem
for
cyclists.
We
need
to
have
some
wiggle
room
like
half
a
meter.
H
You
know
give
us
a
point
five
of
a
meter,
don't
let
the
full
lane
be
occupied.
All
the
time.
Give
us
some
wiggle
room,
especially
on
those
streetcar
track
streets,
so
it'd
be
really
nice
to
see.
A
motion
come
out
of
here,
saying
yes
on
this
to
track
on
the
roads
with
streetcar
tracks
bump
the
whole
thing
back:
Kia
give
a
safety,
the
actual
safety
of
not
having
to
cross
these
tracks
or
the
the
increasingly
dangerous
margin
zone.
I
think
it
is
so
there's
a
consistent
amount
of
endangerment
and
I.
H
So,
interestingly,
where
the
cyclist
is
heading,
that's
a
very
substandard
lane
width
only
about
maybe
1.7
meters,
eight
feet
or
so,
and
it's
it's
been
that
way
for
a
good
year
or
so,
when
you
add
in
and
and
right
here,
you'll
see
some
signage
right
at
the
construction
zone
and
actually
that
signage
should
be
way
back
to
permit
the
the
cyclists
to
actually
take
the
lane
in
comfort.
I.
Think
it's
possible
the
woman
ahead
of
me
there
ahead
of
the
photograph
in
the
center
of
the
photograph.
H
There
was
just
missed
by
inches
by
a
speeding
car
going
through
because
she
was
trying
to
avoid
the
potholes
here
or
the
serious
depressions
here
from
construction
activity
that
should
be
filled
in
by
now.
So
there's
a
set
of
dangers,
especially
when
you
add
in
the
snow
banks
we
need
to
have
wiggle
room.
We
need
to
have
much
greater
safety
in
these
construction
zones,
lower
speeds,
even
lower
speeds,
and
what
you've
done
on
Richmond
or
Adelaide
they
lowered
they
put
they
taped
over
30
kilometres
an
hour
over
a
40
kilometer
good,
maybe
down
to
20.
H
Please
make
it
safer
and
make
sure
that
there's
actually
the
signage,
the
proper
signage
and
with
the
enforcement,
it
sure
would
be
nice
if
the
officers
were
actually
watching
the
traffic
rather
than
the
construction.
I
totally
agree
with
the
chair
about
the
personal
parking
lot
aspect
of
some
of
these,
these
construction
sites
as
well.
It's
pretty
annoying.
H
So,
yes,
please
do
things
to
make
it
safer
for
pedestrians
and
cyclists,
including
cleaning
things
up
because
bits
of
gravel
under
tires.
They
can
go
springing
off
into
hit
somebody's
car
and
they
can
actually
go
a
bit
ballistic
on
you
sometimes
if
they
think
that
you've
done
you've
damaged
their
car.
B
I
Thank
you
very
much,
so
you
you
list
three
things
that
are
really.
The
advice
is
to
why
we
why
developers
can't
accommodate
all
loading,
all
loading
and
unloading
construction
activities
on
their
site,
construction
timelines,
the
issues
related
to
health
and
safety,
and
then
these
long
term
development
objectives
is
that
right,
I'm
missing
one
more
I
can't
recall.
I
What
kind
of
health
and
safety
things
can
we
get?
It
came
up
in
your
discussions.
What
one
I
should
point
out
that
that
the
first
line
of
the
report
saying
following
consultations
with
the
development
industry-
probably
that
may
have
been
best
put
a
little
bit
deeper-
that
that
that
was
an
that
heavily
influenced
the
report,
because
I
think
that
that's
what
a
lot
of
us
are
really
concerned
about.
So
can
you
talk
about
those
those
three
things
that
the
health
and
safety
aspect?
I
J
And
I
am
through
the
chair.
I
would
also
encourage
my
my
team
to
jump
in
on
various
pieces,
but
the
health
and
safety
piece
that
is
referred
to
here
is
balancing
the
requirements
of
the
construction
and
the
development
requirements
with
the
the
site,
but
also
the
health
and
safety
concerns
of
actual
construction
on
the
site
for
the
workers
under
the
Ontario
Health
and
Safety
Act
and
I'm,
not
sure,
if
that's
as
clear,
clearly
stated
as
it
might
be.
But
that's
that's.
Definitely
a
significant
piece
and
I
can
have
my.
J
My
team
talk
a
little
bit
more
about
that
with
regard
to
the
development
requirements.
A
lot
of
it
has
to
do
with
zero
lot
line.
Buildings
and
I
see
the
chief
planners
here,
and
he
can
talk
a
little
bit
more
about
the
he's
back
behind.
You
talk
a
little
bit
about
the
urban
design
and
city
building
priorities
that
the
Official
Plan
refers
to
in
terms
of
trying
to
have
a
continuous
street
wall
and
zero
lot
line,
buildings
which
do
place
a
significant
challenge
on
developing
those
buildings,
especially
in
tight
conditions
when
they're
quite
tall.
J
So
there
are
those
things
that
need
to
be
balanced
and
we
look
at
that
and
try
to
balance
that
on
every
application
and
as
the
sites
as
there's
more
demand.
There's
more
construction
activity,
that's
happening.
Those
sites
are
tighter
and
tighter
and
it's
getting
to
be
a
more
challenging
issue.
So
the.
I
Last
item
was
construction
timelines.
Now
I
would
love
to
ask
about
what
what
kind
of
difference
there
is
in
relation
to
the
amount
of
time,
but
I
actually
have
a
good
example
that
that
that
I
don't
know
if
you're,
aware
of
or
not
the
lane
on,
Bathurst
Street
with
respect
to
the
Mirvish
Village
redevelopment,
they
didn't
need
that
part
of
the
lane
to
build
the
site,
but
they
asked
for
it
because
it
saved
two
years
of
construction
of
my
vision
and.
J
I
think
that's
a
important
that's
something,
certainly
that
we
consider
in
terms
of
the
overall
impact
and-
and
you
know,
I-
think
that
there's
there's
going
to
be
impacts
in
any.
In
any
case,
on
every
project.
Some
of
them
are
much
more
significant
than
others
and
where
we
don't
want
to
end
up
going
and
I
know.
That
part
of
the
reason
for
this
report
is
that
there
is
with
the
incredible
growth
in
construction
in
the
city.
I
I,
don't
want
this
to
overly
sound
like
I'm
into
in
the
defense
of
the
development
industry
on
this,
because
I'm
not
and
and
I
want
to
always
make
sure
that
they're
paying
what
paying
for
for
for
the
growth
and
the
value
of
their
property,
but
with
respect
to
long-term
development,
object
objectives
and
I'm
really
happy
the
chief
planners
is
here
cuz,
it
has
come
up.
Building
lot
lined
a
lot
line,
isn't
always
just
the
developers
most
favorable
building
condition
is
it.
This
is
often
what
the
city
would
like
to
see
through.
K
The
through
the
speaker,
certainly
the
long
term
look
and
feel
of
the
city
should
be
driven,
if
you
will,
by
by
our
vision
of
how
we
want
to
build
the
city
and
certainly
not
as
impactful
as
it
can
be,
certainly
not
a
two
or
three
year,
construction
impact
which
I
grant
you
has
to
be
appropriately
managed.
The
long
term
look
and
feel
is
about
whether
it
be
in
a
general
way
or
specifically
and
I
know.
A
lot
of
attention
has
been
paid
in
the
downtown
and
Yonge
and
Eglinton
in
this
issue.
K
Both
areas
have
area
plans
where
we
may
decide
that
we
want
to
set
some
buildings
back
to
widen
sidewalks,
for
example,
or
create
better
streetscape
conditions,
but
even
in
those
areas
the
development
is
is
as
dense
as
it
is
in
those
urban
conditions
really
does
not
offer
the
opportunity
to
avoid
completely
avoid
the
road
occupation
during
construction.
It's
been
our
experience
that
that
challenge
inevitably
has
consequences
for
the
right-of-way.
K
The
effort
recently
is
to
work
is
to
have
transportation
work
through
the
right-of-way
permit
process,
ultimately
to
get
those
details
as
tightly
defined
and
managed
as
possible.
So
that's
that's
kind
of
the
continuum
that
we're
suggesting
and
the
improvement
that
we're
suggesting
in
the
report
is,
at
the
zoning
stage
at
least
get
this
issue
more
surface,
and
we
have
in
the
past
understanding
that
we
believe.
In
our
view,
our
advice
is
that
some
impact
on
the
right-of-way
is
going
to
be
inevitable.
K
L
K
Through
this
cherry
generally,
we
do.
We
even
have
zoning
bylaws
in
the
city
that
have
what
we
call
build
two
lines.
In
other
words,
you
can
only
set
the
building
back
so
far
and
when
you
look
across
Toronto's
streets,
Main
streets,
you
know
the
look
and
feel
that
we
want
to
achieve
is
building
buildings
up
to
the
sidewalks,
to
avoid
creating
a
sawtooth
effect
where
some
buildings
who
set
back
and
some
buildings
who
set
forward.
That's
not
the
nicest
streetscape
that
I
can
think
of,
and
that's
not
the
streetscape
that
we
build
in
Toronto.
K
I
just
wanted
to
be
clear
that
there
is
an
inevitability
about
this,
that
this,
the
positioning,
the
building,
is
not
going
to
get
you
away
from
the
problem
of
getting
into
the
right-of-way
during
construction.
There's
an
inevitability
from
my
experiences
inevitability.
There
we've
certainly
experimented
with
different
means
and
transportation
services
have
been
pushing
the
envelope
on
that
and
you've
seen,
for
example,
construction
trailers
up
in
the
up
above
the
up
above
the
sidewalk,
and
things
like
that,
but
I
don't
think
pushing
buildings
back
is
going
to
be
the
answer.
You're.
Looking
for
thank.
L
E
E
M
There
have
been
a
number
of
cases
where
we
have
said
no
before
in
the
past
and
and
then
working
on
the
circumstances.
Now
it's
a
case
where
we
always
look
at
every
request
that
comes
through
and
we
asked
you
know,
what's
the
nature
of
the
construction
activity
that
you're
dealing,
why
do
you
need
to
have
that
access
to
the
right-of-way?
We
challenge
them
to
sort
of
see.
Are
there
other
ways
you
can
go
about
delivering
that
construction
without
taking
access
to
the
right-of-way
and
yeah?
N
Through
the
chair
we
do
I
mean,
like
Roger,
said
we
do
look
at
alternatives,
but
at
the
end
of
the
day,
for
sites
like
this
that
improve
by
city
council
I
mean
we're
gonna
get
to
a
point
where
there
is
a
permit
issued,
it's
just
a
matter
of
which
conditions
were
applying
to
that
permit
right.
So
we
go
through
a
very
rigorous
exercise
to
figure
out
where
the
occupy
occupation
could
happen
and
what.
E
I
guess
and
maybe
I'll
ask
the
question
another
way,
because
I
just
want
the
information
I,
don't
it's
not
a
to
argue
about
it?
I
just
want
to
know
if
I'm
going
to
build
something
and
I
can't
build
it
safely
or
whatever
other
reason.
Without
going
on
to
your
property,
you
you
have
to
allow
me
to
go
onto
your
property
or
you
can
say
no.
N
N
The
challenge
with
development
sites
is
there's
usually
a
City
Council
approval
of
some
description
for
that
particular
planning
site.
So
is
it?
Is
it
fair
to
act
acting
reasonably,
not
to
issue
a
permit
to
allow
them
to
construct
if
you've
gone
through
all
the
necessary
steps
to
make
sure
it's
done
safely
and.
E
All
right,
fine,
so
on
the
necessary
step.
So
so,
if
some
guy
has
to
build
something
at
or
near
the
property
line
and
given
the
nature
of
construction
today
with
big
equipment
right,
nobody
mixes
concrete
on-site
anymore.
You
know
like
sand,
gravel,
shovel
right,
the
concrete
comes
in
on
big
trucks,
right,
Yoshi,
mixers
right
and
then
those
those
big
trucks
have
to
sort
of
you
know
offload
their
concrete
onto
something
being
hauled
up
by
a
big
crane
swinging
overhead
right
and
usually
swinging
over
the
right-of-way
correct.
N
E
So
what
you're
really
talking
about
is
this
potentially
sort
of
looking
at
construction
activity
and
say
and
saying
to
someone
who's
gonna
build
something.
Well,
you
know
what
maybe
we
can
move
the
trucks
now
from
our
road,
which
we
don't
do
today,
I'm
assuming
right
to
the
to
the
back
of
your
property,
all
right,
you
build
the
front
first,
you
offload
and
then,
when
you
build
the
backyard
there's,
the
you'll
close,
the
right-of-way
for
a
shorter
period
of
time
is
that.
Is
that
really
what
we're
talking
about
here
through.
J
The
chair,
I
think
that's
correct
and
some
of
the
the
items
that
were
brought
up
by
the
the
deputy,
the
first
deputy,
tend
to
talk
about
the
duration
of
the
construction.
What
you're
just
describing
is
a
is
a
finite
period
of
that
construction,
because
the
construction,
as
you
know,
occurs
in
phases.
B
E
B
L
B
I
B
I,
don't
think
it's
any
secret
that
the
and
I
mention
it
to
the
deputy
that
the
unnecessary
closing
of
live
lanes
with
no
construction
work,
no
workers,
no
equipment,
no
digging.
No
anything
going
on
is
is
a
chronic
problem.
And
what
tools
do
we
have
to
order
these
construction
companies
to
remove
these
barriers
and
open
up
the
lanes
at
the
very
least,
to
remove
them
on
Friday
afternoon
so
that
we
have
access
to
them
all
weekend
through.
J
The
chair,
all
I'll
start
and
then
I
I
think
it's
important
to
understand.
There
are
some
activities,
I
think
you're,
you're,
accurate
and
saying
what
is
occurring
out
there.
Certainly
in
the
downtown
we've
tried
to
be
quite
aggressive
at
auditing
those
sites
to
ensure
that
when
there
is
no
activity
happening,
that
we
are
pulling
those
barriers
back
and
ensuring
that
they're
returned
to
the
public,
right-of-way
I
think
in
areas
where
there's
still
construction,
but
perhaps
less
construction.
J
We
are
definitely
needing
to
be
out
there
and
on
top
of
those
constructors
and
I,
also
think
there
are
times
when
those
lanes
are
taken
that
it
doesn't
appear
as
if
there's
much
activity
happening,
but
there
there
might
be
activity
happening.
So
that's
why
I
wanted
a
little
bit
of
an
overview
from
my
staff
who
are
out
in
the
field
on
that
yeah.
M
B
Right
well,
my
next
question
surrounds
the
fencing
off
of
parking
spots
either.
Sometimes
they're
metered
spots,
sometimes
not
where
the
workers
are
parking,
their
vehicles
in
a
live
blade
and
they
use
it
as
their
personal
parking
lot
during
construction
hours
and
then
I've
even
seen,
situations
in
which
the
work
is
done
for
the
week
they're
gone
everyone's
gone,
the
fencing
remains
blocking
that
live
lane
so
that
those
spots
are
available
on
Monday
morning.
Now,
what
action
is
the
city
taking
against
these
shenanigans.
M
So
through
the
chair,
we
have
actually
observed
the
same
thing
and
we've
been
trying
to
ramp
up
our
efforts,
specifically
in
the
downtown
core,
especially
to
try
and
see.
If
and
when
those
opportunities
those
situations
arise.
I
should
say
that
we
reach
out
to
those
developers
and
basically
tell
them
to
essentially
cease
and
desist.
M
C
L
Yes
and
I
want
to
say
that
I
do
appreciate
that
many
of
you
there
here
have
been
on
the
road
with
me
and
the
sidewalks
at
these
construction
sites
that
I
appreciate
that,
and
it
helps
when
staff
is
there
and
takes
that
time,
I.
What
I,
don't
you
think
what's
missing
here,
is
that
you
know
city
staff
and
whether
it's
the
building
permit
department,
transportation
planning
staff
do
what
they
have
to
do.
But
one
of
these
construction
sites
is
an
ongoing
moving
target
within
a
24
hour
period.
L
There
could
be
all
kinds
of
conditions
that
change
on
the
sidewalk,
the
condition
of
the
road,
the
construction
overhead.
There
may
be
these
crazy
construction
pylons
and
signs
are
everywhere.
So
don't
we
need
some
kind
of
monitoring
system
where
someone
either
that's
paid
for
by
the
developer
or
the
contractor
or
from
city
staff.
That's
basically
monitoring
these
sites
on
a
regular
daily
basis,
then,
rather
on
a
complaint
basis.
L
Coming
from
a
counselor
or
coming
from
you
know,
a
citizen,
don't
we
need
some
serious,
comprehensive
monitoring
of
these
sites
to
basically
keep
them
safe
because,
frankly,
many
of
them
are
not
safe.
For
cyclists,
pedestrians,
mothers
with
strollers
seniors,
it
is
like
you're
walking
in
a
war
zone,
I
mean,
as
I
said,
to
councilor
Annunziata,
take
a
walk
young
and
you
better
have
your
army
boots
on
and
a
helmet
on
I'm
telling
you
now
I'm
asking
you
to
walk
with
me.
L
M
Through
the
chariot,
traditionally
that
roles
been
handled
by
our
traffic
standards,
officers
Google
generally
perusing
these
areas
and
trying
to
identify
those
issues
and
and
where
necessary,
issuing
citations
to
the
to
the
violators
of
that
I'm.
In
parallel
with
that,
it's
always
been
a
general
responsibility
of
the
work
zone
coordinators
as
well
too
I'm,
especially
in
areas
where
they're
aware
there's
a
lot
of
heavy
construction
activity
on
going
to
be
monitoring
those
areas.
M
Most
recently
back
in
December,
we
just
launched
our
pilot
of
the
construction
hub
coordination
projects,
we're
taking
it
to
a
much
higher
level
of
service
in
that
regard,
we're
within
the
Yonge
and
Eglinton
area.
Specifically,
as
you
aware,
we've
got
a
dedicated
project
manager,
hub
coordination
who,
starting
from
now
and
over
the
coming
months,
to
really
start
taking
on
more
and
more
of
that
kind
of
responsibility
as
well.
O
When
was
the
last
time,
you
came
to
my
voice,
just
a
question:
if
we're
talking
about
development
applications,
but
what
about
when
the
city
is
doing
work
on
the
on
the
roads
and
some
of
them
are
going
on
for
a
couple
years
and
they've
got
the
sidewalk
closed
and
people
are
walking
on
this
side.
So
in
that
case
we'll
what?
O
J
The
chair,
it's
the
similar
rules
and
responsibilities
for
public
works.
Construction
in
terms
of
they
don't
necessarily
get
up
permit
is
per
se,
but
they
go
through
an
internal
process
of
review
to
ensure
that
they
are
only
taking
up
those
areas
of
the
right-of-way
when
they
actually
are
doing
active
construction.
Some
of
the
construction
like
water
mains
and
building
sidewalks
it
takes
two
or
three
years.
J
It
does
take
a
long
time
and
very
often,
there's
phases
of
that
work
that
are
going
to
impact
impact,
the
sidewalk
and
then
they're
going
to
go
into
a
different
place
and
they're
going
to
come
back
and
impact
the
sidewalk
again
to
finish
the
work.
So,
but
it's
all,
we
do
monitor
it
in
the
same
way.
We
monitor
the
the
well
in
a
similar
way
to
monitoring
the
private
development.
J
P
It
doesn't,
it
doesn't
go
as
far
as
I
would
like
and
I
and
I'll
tell
you
why
I
respectfully
disagree
with
the
characterization
that
I
heard
from
our
chief
planner,
who
I
think
does
an
admirable
job,
but
the
characterization
of
inevitability,
I,
just
respectfully.
Disagree.
I
also
respectfully
disagree
that
the
burden
of
responsibility
should
be
on
us
and
on
the
public
to
provide
for
the
ability
for
developers
to
build
big
buildings
and
make
a
lot
of
money.
P
I
mean
III
I
submit
to
you
that
if
you
are
in
the
development
business,
the
burden
of
responsibility
should
be
on
you
when
you
are
speculating-
and
you
are
considering
what
properties
that
you
want
to
buy
and
then
make
a
lot
of
money,
that
you
should
be
able
to
figure
out
whether
or
not
you're
going
to
be
able
to
develop
it
or
not.
Without
assuming
that
you
have
some
divine
right
to
occupy
somebody
else's
property
to
stage
the
construction
for
often
two
to
three
years.
P
That
should
not
be
the
default
position,
so
I'm
not
suggesting
that
we
be
unreasonable
either
I
recognize
that
there
are
circumstances
where
the
impact
on
the
public
and
the
public
right-of-way
are
not
as
adverse
as
other
circumstances,
sometimes
they're,
almost
benign
and
sometimes
they're,
incredibly
impactful.
But
how
are
we
able
to
plan
for
bike
lanes,
for
example,
and
then
see
them
interrupted
the
middle
when
it
when
a
developer
wants
to
stage
on
that
lane?
P
P
We
all
do
it
so
ultimately,
what
I'm
submitting
to
you
through
the
letter
that
councillor
Laden
has
graciously
said
he'll
take
carriage
of
is
this
to
follow
up
on
the
work
that
staff
has
done
to
to
report
on
them
on
the
motions
that
I
moved
to
Council?
What
I'm
asking
you
to
consider
is
this:
a
that.
The
default
position
is
that
the
public
right-of-way
belongs
to
the
public
and
we're
not
in
the
business
of
just
giving
it
over
to
every
developer.
That
wants
to
have
it.
That's
our
default
position.
P
We
need
to
make
it
very
clear
to
the
development
industry
also
that
staff
you'll
see
how
I
wrote
it
that
it's
comprehensive
through
staff
that
they
will
I'm
not
saying
it'll,
never
happen
again.
It's
not
it's
not
to
be
unreasonable.
There
will
be
circumstances
the
staff
deem
it
appropriate
and
reasonable
and
that
there
won't
be
such
an
adverse
effect
that
we
shouldn't
support
it,
that
it
should
be
supported,
but
when
it
is,
we
should
use
that
leverage-
and
you
know,
we've
got
very
few
cards
to
play
section.
P
37,
45,
DC's,
they're,
all
being
rolled
into
a
community
benefit
charge.
Now
we
haven't
seen
the
regulations
yet
and
we
don't
know
what
kind
of
benefits
we
can
gain
for
our
communities
in
the
long
run
yet,
but
what
I
want
to
explore
and
I
ask
you
for
your
support.
This
is
a
report
request
by
the
way
to
explore
with
staff.
P
Is
there
a
way
that
if
a
developer
is
achieving
more
gfa
by
not
having
to
setback
as
for
as
far
as
they
should
frankly
two-stage
on
their
own
property,
then
is
there
a
way
to
gain
a
percentage
of
what
that
gfa
would
be
and
contribute
it
towards
whether
it
be
child
care
or
senior
services
or
affordable
housing
on
that
site
or
nearby?
Is
there
a
way
to
do
that?
I,
don't
know
I
want
to
explore
that,
but
let's
use
whatever
leverage
we
have.
P
P
P
B
L
Again,
as
I've
said
before,
I
I
do
appreciate.
Really.
We
were
on
the
streets
dealing
with
some
of
these
real
life
issues
of
safety.
With
these
major
construction
sites
and
in
some
cases
we
were
able
to
talk
to
the
construction
manager
on
site
and
they
made
some
quick
fixes.
But
you
know
there's
a
lot
of
sloppiness.
L
So
that's
that's
just
housekeeping,
then
there's
the
construction
company's
development,
that's
taking
place
where
the
sidewalks
you
have
these
temporary
barriers,
for
instance,
with
these
metal
feet
I
know
you've
seen
them
they
sort
of
they
don't
really
bolt
them
down
to
the
sidewalk,
but
they
do
hold
up
the
fences.
While
these
things
are
a
hazard
but
they're
all
up
and
down
our
streets
now
and
I,
can
imagine
how
many
seniors
and
people
trip
over
these
fence
feet,
whatever
I
know
what
the
names
of
them
Oh.
L
Q
L
But
they're,
but
they
have
a
foot,
that's
metal
feet,
anyways
that
yeah
a
variation
of
the
above
then
there's
you
know
the
the
hoarding
the
darkness.
You
can't
see
in
the
middle
of
the
day,
it
said
like
going
through
a
tunnel
on
Yonge
Street,
because
there's
no
lighting
in
these
construction
tunnels,
so
I
just
think
somehow.
We've
got
to
support
staff
in
whenever
planning
decisions
are
made
through
approvals.
Section
3742,
whatever
include
some
of
these
costs,
that
the
developers
will
pay
to
keep
the
place
in
a
safe
working
order.
L
Right
now,
it's
hit
and
miss
at
best
sloppy,
dark
dangerous.
These
are
on
major
streets.
This
isn't
on
backwater
streets.
Where
there's
you
know
thousands
of
people
that
are
walking
trying
to
get
by
so
I
think
in
our
approval
process
going
forward,
we've
got
to
put
in
some
kind
of
protection
for
people
on
our
public.
The
streets
will
never
get
rid
of
the
construction,
obviously
because
they
need
the
space
to
get
on
to
the
lock
line,
but
we
have
to
put
in
some
safety
measures
right
now.
They
are
not
safe
places
to
be.
I
Yes,
yes,
thank
you
very
much.
Mr.
chair
and
I've
taken
carriage
of
councillor
Matt
Lowe's
motion
with
one
small
change.
I'll
just
go
through
the
motion
that
City
Council
requests:
the
general
manager,
transportation
services
in
consultation
with
the
chief
planner
and
executive
director
city
planning
to
report
to
the
infrastructure
environment
committee
in
the
second
quarter
of
2020,
with
the
permit,
with
a
report
on
implementing
a
new
right-of-way
occupancy.
I
First
I'd
like
to
thank
councillor
Matt,
Lowe
and
city
staff
for
for
bringing
this
forward
and
working
on
this
issue.
It's
not
it's!
It's
something
that
we
struggle
with
in
the
Toronto
and
Eastern
community
council.
Quite
a
bed.
Just
yesterday
we
approved
one
at
two
Bloor,
which
I'm
sure
some
of
you
have
seen
if
you've
gone
on
University
or
Avenue
Road,
not
to
glory.
This
was
a
two
Avenue
Road
it's.
I
I
Just
gonna
come
back
what
I'm
trying
to
make
a
point
I'm
trying
to
make
a
point
that
they
just
can't
have
the
space
they
shouldn't
be
just
entitled
to
it,
and
in
this
case
it's
the
sidewalk,
but
there's
no
sidewalk
extended
out
into
the
road,
so
it
would
have
been
taking
of
the
road
if
we
replaced
the
sidewalk.
Unfortunately,
that
wasn't
the
agreement
that
was
reached
prior
to
me.
Taking
on
the
file,
the
the
use
of
public
right-of-way
by
developers
is
a
constant
annoyance
of
residence
in
the
City
of
Toronto
it
I.
I
So
it's
no
surprise
that
it's
often
the
target
of
folks
in
the
media
of
politicians,
all
of
us
of
members
of
our
community
as
to
why
we're
seeing
such
enormous
congestion
issues
in
the
city.
It's
no
surprise,
but,
as
we
heard
from
the
chief
planner
and
we
see
in
the
report,
it
is
sometimes
a
necessity
not
all
the
time,
but
sometimes
and
sometimes
yeah
sure
it
benefits
the
developer.
They
get
to
go
to
market
quicker
with
their
units
they
get
to
sell
it
faster,
make
their
money
quicker.
I
It's
probably
a
little
easier
to
build
their
project.
They
might
be
able
to
build
a
little
bit
more
because
they're
building
to
the
lot
line,
but
that's
not
always
the
only
motivator
or
the
only
reason
why
they're
ending
up
in
that
position,
sometimes
is
our
chief
planner
said
we
want
them
to
build
to
the
lot
line
so
that
you
don't
have
one
building
on
Eglinton
at
the
sidewalk
width
and
then
one
situated
four
meters
further
back.
I
Sometimes
we
do
want
new
housing
units
built
in
the
city
of
Toronto.
When
we
have
housing
emergency
like
we
do
the
situation
we
do
in
the
city,
we
want
to
help
get
these
buildings
built
faster.
It's
not
just
the
developers
that
want
to
see
that
in
Mirvish
village,
I've
closed
a
lane
of
Bathurst
consciously
with
the
enthusiastic
support
of
many
in
my
community,
because
it
shaves
two
years
of
construction
time
off
of
five
of
what
what
will
now
be
a
five-year
project.
I
We
wanted
that
and
yes,
West
Bank
makes
money
faster,
but
but
we
get
nine
hundred
rental
units,
a
hundred
of
which
are
affordable
faster
too
there
is.
There
is
a
little
bit
of
give
and
take
here,
but
I
think
we're
councilor
Matt
Lowe
wants
to
go
with
this
I'll
just
try
to
sum
up
quickly
here
where
I
think
councillor
Matt
Lowe
wants
to
go
with
it
is
that
it
can't
always
seem
like
we're
favoring.
I
I
O
E
I'm
going
to
support
the
essentially
the
staff
recommendations
that
are
in
front
of
us
today
and
I
and
I
get
it
I
understand
the
some
of
the
problems
connected
to
this,
and
and
we've
all
experienced
them
person
and-
and
my
real
you
know
pet
peeve
is
you
know
the
the
the
private
developers
and
the
rest
of
it?
That's
a
problem,
but
you
know
it's.
The
the
real
culprits
are
when
we
do
the
the
big
public
projects.
You
know
the
subways
and
the
LRT
Xand
and
those
kinds
of
things-
and
you
know
they
just
come
along.
E
They
you
know
sort
of
take
properties
as
of
right.
They
shut
it
down.
They
move
barriers
in
the
middle
of
roadways,
don't
move
them
and
and
and-
and
we've
chatted
about
that
over
time,
but
that's
not
I
I
think
we
need
to
be
a
little
more
vigilant,
but
I
don't
believe
we
ever
going
to
have
the
resources
to
police
this
properly
or
in
fact
to
create
those
construction
schedules
that
people
are
talking
about
creating
at
the
end
of
the
day,
it's
it's
a
far
more
complex
world
than
than
we
would
otherwise
believe
here.
E
But,
having
said
that,
I
do
want
to
say
this
I,
don't
understand
why
it
is
that
we
would
encourage-
or
in
fact,
in
most
cases,
force
developers
to
build
their
first
floor
to
the
Lord
lines.
I've,
never
understood
this
like
why
we
we
from
a
planning
perspective,
not
encourage
sort
of
a
public
realm
coverage
space
where
a
you,
you
create
a
greater
sidewalk
with,
but
be
as
the
city
as
the
city
develops,
and
you
get
more
and
more
pedestrians
and
you
get
more
people
on
sidewalks.
E
You
create
more
sidewalks
and
coverage
space,
so
many
of
you
will
have
noticed
you
walk
on
Bay
Street
down
here,
for
example,
and
now
they
have
signs
that
say
over
ahead
ice,
all
right,
so
you're
welcomed
by
a
building.
That's
basically
on
the
log
line,
a
very
narrow
sidewalk
between
the
curb
and
the
building
on
Bay
Street,
and
you
got
sign
saying
you
got.
You
got
chunks
of
ice
that
are
gonna
drop
on
your
head.
Look
up
dummy
right!
That's
not!
You
know
to
talk
about.
E
E
Understand
that
that's
more
of
a
a
planning
argument
and
I
should
perhaps
maybe
go
and
the
Planning
Committee
and
and
and
speak
to
that,
but
you've
seen
some
of
those
buildings.
We
all
love
by
the
way.
You
know
where
you
have
these
columns
that
come
out
to
the
law
line
anchoring
the
second
floor,
but
you
got
these
like
wide
kind
of
like
Boulevard
area
that
that
sometimes
are
used
for
public
amenities
outdoors
but
you're
walking
in
a
covered
space.
Why?
E
B
D
B
I
B
B
L
Yes,
there's
about
five
years
of
reasons
by
molding
this.
This
is
exactly
what
counselor
Layton
was
just
referring
to
keep
getting
extensions
for,
taking
up
the
public
sidewalk
on
Yonge
Street.
We
gave
one
extension,
two
extensions
I
think
now
they're
asking
for
another
one,
and
you
know,
ironically
enough,
the
the
name
of
the
developer
is
lifetime
developments
that
sure
is
lifetime
developments.
It
seems
they're
going
to
be
developing
this
project,
you're
on
Yonge
Street,
for
a
lifetime,
and
so
the
question
I
have
a
couple
questions
of
staff
about
this
lifetime
development.
L
L
M
J
The
chair,
my
understanding,
is:
they
have
they're
building
a
there
on
the
21st
floor
of
their
construction.
They've
got
12
floors
remaining.
They
plan
to
remove
their
tower
crane
in
the
spring
of
2020
they'll
do
their
streetscaping
on
Yonge
and
Helen
Dale
in
the
fall
of
this
year,
and
then
they'll
be
doing
interior
work
in
finishing
until
April
of
2021.
So.
L
Okay
anyways,
but
this
is
thank
you,
for
this
is
finally
just
speak
to
it
briefly.
This
is
why
what
we've
just
been
talking
about
is
the
perfect
sample
here
on
Yonge
Street,
with
nonstop
construction
with
the
building
of
the
Eglinton
crosstown
lifetime
project
has
been
going
on
for
30
years.
You
know
and
not
to
mention
this.
The
attempt
of
people
to
walk,
try
and
walk
on
a
gluten.
Well,
counselor
Annunziata
knows
full
well
when
we
started
to
build
this
subway
1990.
L
So
it's
been
what
20
30
years
now
of
construction
on
Eglinton,
along
with
the
construction
on
Yonge
Street
boy,
they
I,
don't
know
when
it's
going
to
stop.
So
that's
what
the
people
are
saying
is
you
know
they're
they're
patient.
They
want
Subway's,
they
want
construction
but
30
years
of
it
and
then
extensions
and
extension.
So
if
I
could
just
move
an
amendment
that
this
be
the
last
extension
given
to
in
their
lifetime
for
lifetime
developments
for
the
project
that
23
60
Yonge
Street.
A
H
This
is
good
news
or
could
be,
and
so
it's
nice
to
see,
however,
been
there
in
some
ways.
This
is
from
1998
I,
think
cycling,
trail
opportunities
in
rail
and
hydro
corridors
and
we've
had
this
that
was
kind
of
what
they
came
up
with.
As
you
know,
first
round
second
round
sort
of
things:
I'm
not
sure
how
much
was
done,
and
it's
good.
H
It's
good,
there's
no
doubt
about
it
at
time,
but
at
the
same
time,
I
think
we
should
be
focusing
on
the
the
on
road
safety,
which
is
still
a
set
of
issues,
including
say
on
Bloor
Street
East,
where
there's
a
Keystone
gap.
That
was
in
the
2001
bike
plan,
and
it's
still
not
done.
Despite
the
repaving
and
despite
the
commitment
to
study,
it's
still
a
gap,
so
I
favor
the
on-road
rather
than
off-road,
because
the
on
the
on
road
is
usually
cheaper
to
be
done,
and
it's
where
commuters
are
going
rather
than
the
recreational.
H
So,
by
doing
the
off-road
as
a
priority,
it
tends
to
eat
up
the
bike
budget
and
not
necessarily
benefit
the
cyclists
as
much
as
I'd
like
to
see
happen
and,
quite
honestly,
the
the
best
use
the
highest
best
use
for
some
of
these
linear
corridors.
Many
of
them
is
for
transit,
not
necessarily
for
biking
and
that's
a
sore
point
with
some
cyclists,
perhaps
but
absolutely
when
the
space
gets
really
contested
as
we
get
to
the
core.
H
That's
the
that's
the
highest
best
use,
and
there
are
two
areas
that
I'd
like
to
suggest
should
be
really
highest
best
used
for
transit.
One
is
the
rail
trail
Weston
corridor
here
and
also
up
here
actually
three.
This
is
now
a
rail
trail
and
councillor
Robinson's
Ward
and
then
there's
the
gatineau
corridor,
although
there's
tons
of
space
out
there
and
that
would
be
a
logical
place
for
a
transit
way
with
the
Weston
corridor.
This
goes
back
to
merely
1985,
or
so
you
can
see
that
the
the
rail
line
was
suggested
for
transit
and
that's
good.
H
That's
what
we,
the
the
upx
was
such
a
sad
waste
of
resources.
We
need
the
sub-regional
fast
transit.
More
than
we
do
that
milk
runs
and
even
though
the
the
rail
trail
is
a
wonderful
resource
to
bike
on
it,
feels
safe.
It
isn't
as
needed
as
surface
relief.
The
pressure
on
this
corridor
gets
even
more
intense
south
of
Queen,
because
there's
all
this
demand
that
comes
in
from
the
west
and
from
Etobicoke
my
hope.
Some
year,
some
decade
trying
to
compromise.
H
So,
yes,
absolutely.
It
makes
some
sense
sometimes
to
get
the
rail
trails
the
off-road
happening.
I
just
wish
that
we
would
focus
on
on
the
on-road.
The
off-road
isn't
necessarily
a
safe
for
women
by
the
way,
so
there's
an
equity
issue
as
well,
because
there
they
tend
to
be
more
remote,
they
aren't
necessarily
as
safe
sole.
Yes,
plenty
of
gaps
on
the
on-road
bike
network
and
I
would
really
hope
that
we
could
actually
fill
those
in
first.
Please.
O
So
we
did
move
motions
asking
Metrolinx
that
there,
because
right
now,
they're
going
through
the
study
and
they're
doing
the
electrification
study
right
on
electrifying
the
Train,
and
so
it's
my
understanding
that
they're
going
through
the
process
now
and
that's
what
I
was
told
by
Metrolinx.
So
in
the
report
it
it
says
that
the
city
is
requested
Metrolinx
to
accommodate
the
rail
path
within
the
corridor
as
part
of
their
electrification
design.
O
Do
we
know
where
it
is
at
this
point
like
I
want
to
make
sure
that
they
that
they
do
actually
look
at
that
during
the
design
period,
because
it's
my
understanding,
they're
they're,
doing
that
now.
I,
just
don't
want
to
miss
miss
the
opportunity
here,
because
this
is
something
that's
been
ongoing
for
a
few
years
and
I
know
it's
counseled
by
law.
Well,
is
it
goes
to
reward
and
I
believe
councilor
cressie
conservation?
It
goes
to
crises,
war,
true
right,
yeah
through.
R
The
chair,
through
the
section
north
of
the
existing
rail
path
we
worked
with
Metrolinx
on
if
there
were
opportunities
to
extend
the
rail
path
through
the
st.
Clair
transportation
master
plan
and
at
that
point
there
weren't
opportunities
there
within
the
rail
corridor,
and
so
we
looked
at
on
street
alternatives
to
provide
Stila
all
ages
and
abilities
safe
facility,
but
through
the
electrification
process.
Yes,
we've
asked
them
to
look
at
that.
I
don't
have
an
update
on
where
it
is
and
we'll
certainly
look
into
that
and
get
back
to
you.
Yeah.
O
Could
you
please
because
I
just
it's
my
understanding
that
they've
started
this
process?
I
was
at
a
meeting
a
couple
months
ago
and
that's
what
we
were
told
I
just
want
to
make
sure
that
we
are
that
we
were
on
top
of
this
and
that
we
don't
let
it
you
know,
go
by
and
not
have
the
opportunity
to
give
input
absolutely.
A
I
A
S
Named
Sam
Perry
at
work
for
cultural
links,
bike
to
school
project,
we
provide
cycling
education
to
schools
in
Toronto
and
since
2013
we've
engaged
over
37,000
students.
The
bike
to
school
project
supports
this
report:
improving
road
safety
of
school-age
children,
the
city's
focus
and
resources
need
to
be
directed
toward
arterial
roadways,
not
collectors
and
local
streets.
In
the
last
five
years,
more
than
80%
of
collisions
in
which
school-age
children
were
killed
or
seriously
injured,
occurred
on
arterial
roadways.
We
are
due
to
prioritize
resources
toward
making
Toronto's
arterial
streets
safer.
S
One
way
you
could
do
this
is
by
implementing
and
implementing
automatic
automated
speed
enforcement
devices
which,
by
rule,
must
be
implemented
near
schools
on
arterial
roadways.
Your
initial
rollout
of
the
50
ASE
devices
to
per
ward
fails
terribly
in
this
regard
of
the
50
devices.
Zero
will
be
implemented
on
major
arterials,
6
will
be
implemented
on
minor
arterioles
and
44
or
88%
will
be
implemented
on
collectors
and
local
streets,
so
88%
of
these
devices
are
being
implemented
on
streets
where
ksi
collisions
are
much
rarer.
S
S
These
devices
will
be
relocated
every
three
to
six
months,
so
we
urge
you
to
prioritize
a
ase
implementation
on
arterioles
before
the
next
relocation.
This
is
just
one
way.
The
resources
for
schools
can
have
the
type
of
meaningful
impact
that
this
report
calls
for.
We
know
how
to
make
our
streets
safer
for
school-aged
children,
focus
on
arterioles,
reduce
speed
limits,
implement
complete
Street
designs
and
enforce
traffic
laws
on
behalf
of
all
Toronto
students
trying
to
bike,
walk
and
roll
to
school
safely.
The
bike
the
school
project
urges
you
to.
S
S
So,
as
stated
in
this
report,
the
majority
of
serious
injury
and
deaths
that
are
occurring
in
Toronto
are
happening
on
this,
these
these
major
arterials.
So
even
though,
there's
far
fewer
kilometres
of
them,
they
they
are
the
locations
where
the
most
serious
collisions
are
happening.
So
we
need
to
target
those
areas.
Yes,.
L
And
I
guess:
I,
don't
know
if
you're
familiar
I've
got
the
most
dangerous
school
crossing
and
Meyer
is
on
Avenue
Road
Alois
school
teachers
have
been
hit
kids
and
hit
people
on
sidewalks
and
mysteriously
it
was
not
chosen
as
a
site
for
one
of
these
safety
cameras.
Are
you
familiar
with
Avenue
Road
at
all,
absolutely.
S
L
S
So
I
think
that
it's
it's
it's
a
myth
that
most
schools
in
Toronto
or
that
all
schools
in
Toronto
are
located
on
these
quiet
streets.
Many
schools
are
located
on
or
near
these
large
arterioles
and
so
kids
are
facing
very
real
challenges
in
either
going
along
traveling
along
these
arterioles
or
trying
to
get
across
them,
whether
we're
talking
about
walking
or
biking
or
using
a
scooter
or
any
device.
S
These
kids
need
to
be
safe
using
these
large
streets
and
we
need
to
use
a
variety
of
tools
that
we
have
in
order
to
make
that
happen
and
as
I
outlined,
the
very
small
number
of
cameras
that
we
have
are
not
being
allocated
strategically.
Only
12%
are
on
arterioles
and
those
arterioles
are
minor:
arterioles
they're,
not
Avenue,
Road
and
they're,
not
Runnymede.
S
A
L
M
So
through
the
chair,
we're
looking
at
all
locations
for
automated
speed
enforcement,
we
prioritize
based
on
the
greatest
need,
not
just
based
on
the
road
classification
type,
so
the
the
sites
that
were
selected
initially,
those
were
the
sites
that
had
the
highest
need
and
also
we've
talked
about
potential
conflicts
with
specific
sites.
So
to
the
point
about,
why
are
we
not
higher?
Currently,
there
may
have
just
been
conflicts
with
things
like
construction,
signage
things
of
that
nature.
That
prevented
us
from
going
with
a
few
more
on
arterioles
on
this
initial
deployment
cycle.
M
Through
the
chair,
if
there's
construction,
that's
occurring,
if
there's
not
the
required
signage
in
place
at
this
time,
if
there's
inadequate
space
or
locations
for
the
devices
to
be
placed,
those
are
the
types
of
conflicts
that
may
exist
right
now
that
we
would
have
to
work
through
in
our
next
relocation
cycle.
Okay,.
L
M
Through
the
chair,
15
was
the
number
that
was
approved
by
council
I.
Think
if
we
were
to
increase
that
number
we'd
have
to
look
at
the
feasibility
of
doing
so.
The
impacts
to
the
program
and,
given
that
it's
the
launch
of
the
program,
a
52
per
Ward,
was
a
good
way
to
start
to
sort
of
evaluate
the
program
effectiveness.
The.
J
Other
thing,
I
just
would
add
there
counselor
through
the
through
the
chairs
that
the
nature
of
these
cameras
were.
We
are
able
to
move
them
on
a
rotation.
I
think
what
we
found
from
other
jurisdictions
is
there's
tends
to
be
a
drop-off
effect
after
a
certain
period,
and
so
while
we
only
have
two
cameras
per
ward,
we
aren't
going
to
keep
them
in
the
same
place
for
the
duration.
So
we
really
get
more
coverage
into
Mike's
point.
L
Just
in
terms
of
yeah
I've
sort
of
got
conflicting
information
here,
saying
that,
basically,
we
don't
want
more
than
50
like.
Wouldn't
it
be
beneficial
to
try
and
just
change
the
you
might
say
the
sort
of
attitudes
of
people
by
having
these
cameras
and
more
locations.
So
we
could
start
issuing
tickets
and
getting
the
message
out
that
you
can't
speed
near
schools.
So
I
don't
see
the
downside
of
putting
in
a
hundred
cameras
through.
J
To
start,
we
got
all
the
bugs
out
of
the
system,
and
then
we
doubled
the
program
and
now
we're
doubling
it
again.
So
I
think
we
have
every
reason
to
believe
it's
going
to
be
a
very
successful
deployment.
We
have
lots
of
partners
that
are
we're
working
with
here,
some
of
which
have
some
concerns,
many
of
which
are
quite
enthusiastic.
J
We
know
the
community
wants
more
and
we
want
to
deliver
it,
but
we
believed
that
the
best
way
to
launch
was
to
start
with
a
reasonably
sized
deployment
and
then
move
the
cameras
around
within
those
words
to
those
hotspots,
so
that
we
could
get
the
best
coverage
that
we
could
and
then
we
would
come
back
to
you
with
other
requests
for
expansion
in
future
years.
Yeah.
L
A
You
mr.
chair
Thank,
You
staffer,
for
preparing
this
I
know.
We
had
us
word
because
residents
residents
were
really
frustrated
with
how
long
it
was
taking
to
roll
out
the
school
zones,
and
it's
very
nice,
because
now
we
have
a
report
that
has
everything
you're
doing
in
one
spot,
which
is
very
helpful
because
it
was
hard
to
piece
all
of
that
together
and
see
that
big
picture.
So
thank
you
for
that.
A
The
second
part
of
that
motion,
though,
that
we,
where
we
put
in
this
request,
was
asking
if
there
was
anything
that
could
be
done
to
improve
project
management,
because
in
in
my
community
my
street
was
resurfaced
and
repaved
in
July
and
then
in
front
of
the
public.
School
was
resurfaced
and
repaved
in
September
and
it
could
have
just
as
easily
have
been
switched
because
it
wouldn't
have
been
a
problem
to
pave
in
front
of
my
house
and
on
the
residents
at
that
time.
A
So
is
there
anything
that
can
be
done
about
this,
so
that
we're
better
coordinating
the
timing
of
construction
and
the
order
that
we're
doing
the
city
streets,
because
that
was
really
what
inflamed
residents
and
got
this
conversation
going.
So
I
noticed
you're,
not
reporting
on
that
here
and
maybe
it's
coming
in
another
time
or
maybe
you
can
speak
to
that.
J
Through
the
chair,
yes,
we
certainly
can't
improve
the
way
we
rolled
out
the
programs.
The
intention
and
the
direction
is
to
not
do
work
in
front
of
schools
in
September,
and
this
particular
situation
was
a
good
learning
as
to
what
can
happen
when
schedules
slip.
We
did
have
some
slippage
of
schedules
this
year
and
I
believe
this
site
was
one
of
those
that
we
did
want
to
try
to
get
it
done
as
quickly
as
possible,
because
the
safety
improvements
were
important,
but
it
did
get
slip.
The
I
think.
R
As
we
talked
about
in
a
previous
meeting,
but
just
so,
it
sits
on
the
public
record
as
well.
The
the
nature
of
the
contracts
for
the
local
road
program
have
changed
in
the
way
they're
written
to
address
the
timing
of
projects
not
happening
during
the
the
start
up
of
the
school
season,
especially
and
focusing
the
work
over
the
summer
months
when
it's
less
busy
in
those
neighborhoods
in
terms
of
a
report
back
there
was
a
there
was
an
option
to
bring
it
forward
as
part
of
a
report
that
didn't
come
forward
at
that
time.
I
M
So
through
the
chair,
our
information
is
that
we
have
seven
of
the
50
cameras
on
our
trail
roads.
Furthermore,
as
I
said
there,
it
is
it's
decided
by
a
data-driven
process,
as
well
as
a
further
site
investigation
and
confirmation
that
we
can
place
the
equipment
at
those
locations,
so
we've
got
cameras,
seven
cameras
on
arterial
roads.
Currently
again
we
may
be
looking
at
the
feasibility
of
expanding
that
in
the
future,
but
their
baby
opportunities
in
the
future.
To
do
that,
but.
I
J
The
if
you
you
might
recall
through
the
chair,
the
the
first
phase
of
this,
was
the
designation
of
Community
Safety
zones,
because
we
can
only
deploy
the
automated
reinforcement
cameras
in
community
safety
zones.
We
did
an
assessment,
I
believe
in
2018
and
into
2019
to
establish
those
community
safety
zones.
They
all
include
school
frontages,
but
they
go
beyond
the
hundred
and
fifty
meters
in
front
of
the
school.
We
were
somewhat
limited
in
how
far
we
could
expand
those
zones,
and
so
we
did
try
to
pick
up
as
many
of
the
arterials
as
we
could.
How.
M
Through
the
chair,
we
we
tried
to
recreate
essentially
school
zones
through
the
community
safety
zones
to
basically
mimic,
but
at
the
same
time
allow
a
little
bit
of
additional
flexibility,
for
example,
in
a
location
where
you
would
have
multiple
schools
along
the
same
road.
Instead
of
having
gaps
of
a
community
safety
zone,
we
would
expand
that
to
be
one
larger
community
safety
zone
as
well.
B
L
E
L
I
introduced
the
legislation
to
bring
in
provincial
legislation
for
red-light
cameras.
You
voted
against
it,
gosh,
okay,
so
so
this
is
where
we
put
up
the
first
red-light
camera
at
Lawrence
and
Western
Road.
You
can
see
the
Louisiana,
the
Hoffman
Jack
Clayton
and
myself
were
putting
this.
So
this
has
been
a
long
fight
to
get
the
city
and
the
province
enter
the
21st
century
in
terms
of
dealing
with
pedestrian
safety.
L
So
that's
why
I'm
very
glad
that
we're
proceeding
with
the
automated
speed
enforcement
cameras,
which
been
a
long
long
time
coming
and
it's
not
the
fault
of
the
city
so
much
it's
the
fault
of
a
provincial
government
that
no
matter
what
stripe
they've
always
been
opposed
to
change
or
to
technology.
They
told
me
at
the
time
and
we
did
the
red-light
cameras.
They
said
we
should
have
a
cop
in
every
corner
to
monitor
people
running
red
lights.
That's
what
they
wanted.
It
says
we
don't
need
cameras.
We
need
more
cops
on
the
intersections
anyways.
L
Just
a
few
years,
that's
up.
Okay,
the
motion
I
have
up
here
is
for
two
requests
that
going
forward.
If
we
could
ensure
that
the
local
councillor
is
consulted
prior
to
the
cameras
being
installed
and
I
know
that
we've
been
told
we're
going
to
be
consulted
after
the
fact
that
the
50
are
already
in,
but
I
think
you
know,
we
just
can't
be
slaves
to
the
analytics
on
this.
We
need
to
talk
to
the
counselors
because
we're
in
constant
conversation
with
the
people
that
live
in
the
area.
L
They
know
the
area
with
the
principal's
with
the
crossing
guards,
so
I
think
it's
important
for
going
forward
that
the
local
councillors
be
consulted
prior
to
the
decision
of
where
these
cameras
go.
So
you
can
have
our
input.
Secondly,
related
to
the
deputed
that
just
brought
forward
I
think
we
should
look
at
the
possibility
of
giving
some
priority
to
our
major
arterials,
because
they
are
the
most
dangerous
schools
and
I
think
there's
more
than
just
data
that
determines
the
danger
on
these
major
arterials
the
speed.
You
know
an
Avenue
Road,
for
instance,
they
are
going.
L
In
fact
they
did.
We
had
the
test
cameras
on
Avenue
Road.
We
clocked
somebody
120
kilometres
an
hour,
the
greatest
number
of
speeders,
of
where
they
had
the
test.
Cameras
were
in
the
Avenue
Road
location.
Then
I
find
out
that
Avenue
Road
wasn't
chosen
as
one
of
these
two.
You
know
the
people
were
just
flabbergasted
says:
you're,
not
putting
a
camera
at
Allenby
school,
so
I
think
going
forward.
L
We
have
to
look
at
the
major
arterials
more
seriously
as
one
of
the
ingredients
in
determining
where
these
cameras
go,
and
we
should
also
consult
the
local
councillor.
But
anyways
I
want
to
thank
staff
for
this
report.
It's
been
very
frustrating
for
them
too,
because
of
all
the
hoops
they've
had
to
go
through
with
the
province
on
this,
because
fundamentally,
they
were
not
in
support
of
camera
technology.
L
I
was
there
when
they
voted
320
amendments
against
the
cameras
going
in,
so
they
didn't
really
want
them,
but
they
were
forced
by
citizens
to
do
something
about
it.
So
we
have
them
and
we've
got
more
work
to
do,
but
at
least
we
are
starting
to
implement
technology
rather
than
having
a
cop
at
every
school.
Thank
you.
I
I
I
think
what
it
did,
though,
and
it
yeah
like
maybe
I,
was-
was-
was
caught
in
with
many
people
who
sort
of
rushed
to
to
look
at
protections
and
school
safety
zones
and
spending
our
money
as
quick
as
we
can
in
school
safety
zones
like
I.
Think
it's
a
natural
feeling
that
a
lot
of
us
have
to
try
to
protect
the
the
most
vulnerable
is
let's
go
to
where
they
are.
Let's
go
to
the
school
safety
zones,
that's
where
we
have
to
be,
but
what
this
report
has
outlined.
I
Is
you
know
what,
if
you
want
it?
If
you
want
to
protect
those
vulnerable
road
users,
it's
not
necessarily
school
safety
zones
where
you
need
to
be-
and
that's
probably
one
of
the
shortcomings
of
the
automated
speed
enforcement
in
general
and
how
it's
not
going
to
have
the
effect
that
we
want
to
see
it
have
because
it's
restricted
to
those
areas
we
might
have
to
make
those
areas
more
reflective
of
the
the
playground,
the
the
the
travel
pattern
of
those
vulnerable
rosy
road
users
in
order
to
protect
them
at
the
end
of
the
day
I.
I
And
if
you
read
between
the
lines
expand
those
school
zones,
so
we
can
apply
these
cameras
where
they
might
have
more
of
an
effect
on
major
arterial
roads
where
people
are
actually
dying
and
getting
really
hurt,
and
that's
that's
clear
from
the
first
page
in
the
report
and
but
I,
don't
think
it's
something
that
comes
naturally
to
people
to
say
you
know
what,
by
to
protect
school-age
kids,
we
don't.
We
don't
necessarily
need
to
be
spending
all
of
our
money
at
schools.
I
We
should
be
spending
them
on
on
large,
dangerous
roadways,
because
that's
what's
gonna
actually
make
a
difference
at
the
end
of
the
day.
So
so
III
would
say.
A
comment
was
made
earlier
that
that
the
the
a
SES
weren't
being
weren't
being
located
strategically
and
I,
think
that's
a
bit
unfair
to
the
staff,
partly
because
when
the
locations
came
out,
I
saw
them
and
I
said
Oh
someone.
My
community
is
gonna,
start
calling
me
in
and
complaining
about
the
locations.
But
you
know
what
I
didn't
chose
where
they
are
and
I
actually
I.
I
That's
gonna,
be
our
professional
staff
and
I
saw
what
staff,
because
we
I
immediately
said
I
think
I
sent
it
to
staff.
It
may
have
been
my
own
internal
team
to
say
how
are
these
locations
chosen?
I
know,
I'm,
gonna
get
asked
and
I
was
sent
just
a
snapshot
into
what
they
went
through.
They
were
very
strategic,
hyper
strategic
and
they're.
I
Locating
these
these,
these
these
cameras,
and
so
while
I
appreciate
the
second
point
of
councilor
Cole's
motion
and
I
would
be
supportive
of
that
and
giving
it
to
a
report
request
I'll
I'll,
let
the
first
part
slide
I,
just
don't
need
to
be
consulted
about
the
locations.
I
think
that
I
I
think
that
the
shortcoming
in
in
the
ase
piece
is
that
we've
limited
it
to
or
it
is
limited
to
the
the
the
school
zones
and
not
been
put
in
areas
where
it
actually
might
make
more
of
a
difference.
Thank
you.
B
Thank
You
councillor
lien
any
other
speakers
on
the
item
No.
So
we
just
have
the
one
motion
and
put
on
the
screen
all
those
in
favor
opposed
that
is
carried
now.
I
understand
that
number
nine
was
held
down,
counts
record.
You
have
a
motion
for
that.
I
understand
you
withdrawn
your
motion.
Yeah
all
right,
so
I
think
we're
ready
to.
M
M
B
Move
the
recommendations-
all
those
in
favor
opposed
that
is
carried
I-
can
also
quickly
release
if,
if
the
committee
agrees,
number
20,
which
is
really
a
report
back
on
how
we
can
taste
preserve
some
of
the
green
space
of
the
different
transfer
station-
and
we
can
get
that
one
done,
it
was
a
walk
on
item.
If
everyone's
okay
with
that
yeah,
it's
number
20,
it's
a
report
back
on
how
we
can
save
some
of
the
green
space
of
the
different
transfer
station.
I
B
H
B
A
So
basically,
what
the
vision
here
is
is
there's
all
these
calorie
counters
that
happen
right
now
and
people
look
at
I
can
eat
this
or
I
can
eat
that,
and
then
they
can
work
out
and
they
can
say,
I
saved
300
calories
today
and
they
put
out
a
tweet
yay.
Can
we
do
the
same
sort
of
thing
with
commuting?
I
walked
and
saved
X
amount
of
carbon,
and
but
not
only
that
moving
forward
and
I
think
we
can
do
that
with.
A
You
know
Google
Maps,
and
we
could
do
that
with
Waze,
because
right
now
they
will
calculate
your
trip
times
with
different
modes
of
transit.
Can
we
get
them
to
take
it
a
step
further
and
say
what
the
carbon
is
associated
with
that?
So
people
can
start
to
think
about
the
impacts
of
their
travel
in
a
different
way,
much
like
they
think
about
eating
when
they
start
to
use
these
calorie
counters.
B
B
Alright,
alright,
any
other
speakers
on
the
item.
No
we're
good.
Okay,
there's
the
motion
on
the
screen,
all
those
in
favor
pose
that
is
carried,
and
the
item
is
amended.
There's
staff
recommendations,
all
those
in
favor
opposed
that
is
carried
so
we're
on
to
item
number
17
and
we
have
a
number
of
deputations
Stewart
Lions
of
Bird
Canada.
N
Mr.
chair
and
committee
members,
my
name
is
Stewart
Lyons
and
I'm.
The
president
and
CEO
of
bird
Canada
Bird
Canada,
is
a
toronto-based
Canadian
owned
company
that
offers
Canadians
the
most
innovative
last
mile
mobility
solutions
for
urban
areas.
Last
year
we
launched
a
ductless
a
scooter
sharing
program
in
Calgary,
Edmonton
and
Montreal,
and
this
year
we
look
forward
to
launching
additional
cities,
including
Toronto
in
the
spring
of
this
year.
I'd
appreciated
the
opportunity
to
meet
many
of
you
individually
and
I'm
grateful
to
appear
before
the
committee
today.
N
As
you
know,
as
of
January
the
forest,
the
Ontario
government
has
removed
the
principal
obstacle
to
this
launch
of
dhoklas.
A
scooter
sharing
and
city
staff
are
preparing
a
report
on
a
scooter
sharing
for
this
committee's
consideration
and
I
look
forward
to
appearing
before
you
again
in
March
when
that
report
is
completed
and
in
the
interim
I
want
to
briefly
comment
on
the
electric
vehicle
strategy.
N
I
want
to
commend
the
report's
authors
for
including
shared
mobility
in
general
and
electric
micro
mobility,
in
particular
as
part
of
the
range
of
available
actions
to
help
the
city
achieve
its
laudable
2050
goal
of
having
all
transportation
powered
by
zero
carbon
energy
sources.
In
order
to
meet
this
goal.
At
least
two
things
have
to
happen.
In
our
opinion,
one
people
have
to
replace
gas-powered
vehicles
with
electric
vehicles.
Obviously,
and
two-
the
number
of
trips
taken
by
motor
vehicles
in
our
city
overall
will
have
to
be
reduced.
N
Dhoklas
each
scooter
sharing
will
be
a
significant
contributor
to
both
these
objectives.
I
say
this
for
two
reasons:
first
is
because
electric
light
vehicles
can
materially
assist
a
city
in
meeting
emission
reduction
targets
and
secondly,
because
data
consistently
shows
that
every
three
ski
scooter
trips
replaces
one
car
trip,
and
even
last
month's
report
from
the
city
of
calgary,
on
its
experience
with
Dhokla
sea
scooter
sharing
revealed
the
exact
same
result,
I'd
like
to
draw
your
attention
to
a
study
by
Carbone
for
a
leading
French,
consulting
firm
that
specializes
in
carbon
strategy.
N
Some
of
you
already
have
a
copy
of
this
Paris
focused
report,
which
concluded
that
light
electric
vehicles
can
help
cities
meet
decarbonisation
goals
based
on
the
current
mode
split
in
Paris
Carbone,
for
examine
three
exploratory
scenarios
to
determine
the
potential
for
dhoklas,
LEDs
and
East
scooters,
especially
to
meet
future
mobility
needs
and
mitigate
carbon
emissions
in
the
long
term
around
2030.
These
analysis
found
that
biking
and
LEDs
could
feasibly
account
for
21%
of
all
trips
in
Paris,
supporting
an
overall
reduction
of
emissions
for
energy
consumption
of
68
percent.
N
For
these
reasons,
it's
clear
that
light
electric
vehicles,
such
as
East
scooters,
represent
an
important
contributor
to
the
city
of
Toronto's
decarbonisation
goal
and
I'm
pleased
to
this
report
before
the
committee
today
recognizes
the
complementary
nature
of
East
scooters.
I
encourage
this
committee
to
do
the
same.
Birt
Canada
looks
forward
to
working
with
this
committee
city
staff
and
other
stakeholders,
as
the
city
prepares
for
launch
of
East
scooters
sharing
and
Toronto
later
on
the
spring.
Thank
you
I'd
be
happy
to
answer
your
any
questions
you
may
have
thank.
Q
F
B
F
Along
the
presentation
afterward
sure
my
name
is
Chris
Shaffer
I'm
senior
director
strategic
development
at
lime
in
Canada.
Today,
I
wanted
to
talk
about
the
e
V
strategy.
Obviously,
as
my
friend
at
Byrd
mentioned,
there's
a
report
coming
before
the
committee
later,
this
quarter
on
potential
regulation
for
e-scooter
share
operations
after
the
province
permitted
that
where
mrs.
balinese
wished
to
have
them,
so
I
won't
talk
about
that.
That's
something
for
later,
but
I
didn't
want
to
touch
on
briefly.
The
V
strategy,
particularly
electric
scooters.
F
The
atmospheric
fund
had
a
report
out
recently
and
it
highlighted
the
unfortunate
reality
of
some
transportation
emissions
increasing
on
a
per
capita
basis
across
the
GTA
and
in
Toronto.
As
we
know,
transportation
is
one
of
the
largest
contributors
to
greenhouse
gas
emissions
and
you're
all
very
familiar
with
there's
a
need
in
here
which
I'll
talk
about.
Very
briefly
is
two
mode
shift:
get
more
people
out
of
cars
and
onto
other
forms
of
sustainable
transportation
that
do
two
things:
don't
contribute
to
traffic
congestion,
they're
also
electric,
so
so
environmentally
friendly
in
the
transform
tío
under
transportation.
F
One
of
the
goals
is
75%
of
all
trips.
Under
five
kilometers
will
be
walked
or
cycled
I'd,
I'd
rolled
to
that
as
well,
and
that
sort
of
multimodal
universe
in
which
we're
increasingly
living
citizens,
here's
and
residents
of
the
City
of
Toronto,
which
I
am
as
well
looking
for
different
ways
to
get
in
and
around
their
cities
and
scooters
I
think,
can
play
a
small
role
but
a
role
nonetheless,
in
advancing
the
evie
strategy
and
the
climate
change
emergency
concerns.
F
We
have
here
in
the
City
of
Toronto
and
transform
to
you
as
well,
how
is
Lyme
addressing
its
environmental
work
and
the
sustainability
of
its
products.
Four
things
I'll
highlight
very
briefly:
we're
continuing
to
strengthen
the
durability
of
our
East
scooters,
to
extend
their
operational
lifetime,
the
longer
they
last
and
look
the
better.
It
is
for
the
environment,
there's
also
the
modularity
of
the
components
of
our
scooters,
so
we
can
use
different
parts
to
repair
and
replace
aging
parts
and
other
scooters.
F
Our
newest
models
of
scooters
are
now
lasting
over
a
year,
which
is
a
marked
improvement
from
the
initial
scooters
that
were
launched
by
companies
three
years
ago,
which
weren't
lasting
as
long.
Our
newest
scooters
that
we've
launched
globally
about
96
to
97
percent
of
the
parts
are
recyclable
as
well.
F
Another
item
I'll
highlight
very
briefly,
there's
others,
but
is
the
mode
shift
element
that
I'll
talk
about
very
briefly?
The
last
thing
is
that
where
there
are
less
environmentally
friendly
components
of
our
operations,
such
as
the
rebalancing
of
scooters,
where
we
don't
do
that
by
bicycle
and
in
human
power,
where
we
use
vans
that
might
run
on
diesel,
we
use
carbon
offsets,
so
our
entire
fleet
of
electric
scooters
is
charged
with
100%
renewable
energy
and
we
use
carbon
offsets
we're
where
we
need
to.
F
As
my
my
call
are
sorry,
my
friend
highlighted
Calgary
Edmonton
in
Montreal.
We
were
operational
in
line
last
year.
Save
Calgary
was
the
first
city
to
produce
a
rather
thorough
report
on
a
scooter
operations
in
their
city.
They
found
one
in
three
Calgary
scooter
trips
replaced
a
trip
with
a
car
again.
That
mode
shift
is
important
as
we
need
to
shift
more
people
out
of
cars
and
two
other
forms
environmentally
friendly
transportation.
F
F
B
Q
Today,
my
name
is
Gabriella
kalpesh
and
I'm
from
the
clean
air
partnership,
we're
a
charitable
environmental
organization,
and
we
work
with
municipalities
all
across
Ontario
through
the
clean
air
Council,
as
well
as
a
partners
for
climate
protection
campaign
to
advance
their
clean
air
and
climate
change
in
actions.
I
just
wanted
to
say
thank
you
very
much
for
this
opportunity
and
to
also
the
clean
air
partnership
would
like
to
provide
its
full
hearted
to
support
for
the
Toronto's
evie
strategy.
Q
One
of
the
key
things
that's
really
really
important
about
this
is
not
as
not
only
is
this
a
leadership
opportunity
for
the
City
of
Toronto,
but
there's
a
lot
of
other
municipalities
all
across
Ontario
who
will
be
following
in
Toronto's
footsteps
on
their
evie
strategy.
So
the
direction
that
Toronto
takes
will
not
only
influence
what
happens
into
oh
no,
it
will
actually
influence
what
happens
not
only
across
the
Greater
Toronto
and
Hamilton
area,
but
also
across
Ontario.
Q
So
one
of
the
key
things
I
won't
take
a
lot
of
time
about
speaking
about
the
importance
of
the
Eevee's
strategy,
because
I
was
outlined
very
very
well
in
the
e
V
strategy
itself,
but
what
I
did
want
to
kind
of
speak
to
is
really
the
case
and
the
the
e
V
market
is
accelerating
within
our
within
the
market
on
its
own.
However,
it
is
really
important
that
we
don't
have
the
time
since
we
don't
have
the
time
to
allow
the
market
to
advance
on
its
own
pace.
Q
So
I
was
very
very
so
I
can
so
you
can
understand
why
I
was
so
pleased
to
see
that
Toronto
was
leading
the
effort
on
the
development
of
their
evie
strategy
and
it
provided
a
real
boost
to
the
end
momentum
to
the
other
municipalities
following
in
those
footsteps.
I
did
want
to
provide
the
caveat
that
the
e
V
transition
is
in
no
way
a
silver
bullet.
That's
going
to
address
all
our
transportation
and
GHG
challenges
ahead
of
us,
but
it
is
a
big
piece
of
the
puzzle.
Q
So
that's
one
of
the
key
areas
just
want
to
highlight
our
strong
support
for
the
electric
vehicle
strategy,
the
city
of
Toronto's,
electric
vehicle
strategy
and
how
important
it
is
in
driving
that
leadership
that
will
take
place
across
the
regions
of
Greater,
Toronto
and
Hamilton
area,
as
well
as
across
Ontario,
and
hoping
that
there
is
the
opportunity
to
raise
the
profile
of
the
importance
for
the
clean
fuel
standard
to
play
a
role
in
efficiency
with
fossil
fuels,
as
well
as
driving
the
market
towards
electric
vehicles.
Thank
you
great.
Q
T
You
cheran,
thank
you
for
for
your
patience
and
thank
you
counselors
for
taking
the
time
to
listen
to
me
today.
My
name
is
Bryan
Purcell
I'm,
the
vice
president
of
policy
and
programs
at
the
atmospheric
Fund.
We
are
a
regional
climate
agency,
founded
by
the
City
of
Toronto,
to
focus
on
urban
climate
solutions
and
eby's
are
really
critical
to
our
objectives
and
the
cities
transform
tío
objectives.
It's
the
single
most
important
action
outlined
in
transform,
tío,
accelerating
adoption
of
EVs
and
and
that's
for
a
simple
reason.
T
The
transportation
accounts
for
more
than
a
third
of
our
carbon
emissions
in
Toronto
and
beyond
carbon
emissions.
It's
also
a
major
source
of
air
pollution,
which
causes
an
estimated
280
premature
deaths
every
year
and
1,100
hospitalizations.
So
there
are
multiple
benefits
to
accelerating
adoption
of
v's,
not
just
for
our
climate,
but
also
for
Public
Health,
so
I
want
to
commend
staff
and
the
consulting
team
on
this
project
for
an
inclusive
and
thorough,
planned
development
process.
T
We've
been
closely
involved
over
the
past
18
months
on
the
steering
committee
and
the
electric
vehicle
working
group
and
developing
the
plan,
and
it's
been
a
great
process
which
has
really
been
thorough
and
provided
a
great
opportunity
for
stakeholders
of
various
types
to
to
contribute
and
voice
their
voice
of
views.
We've
been
involved
all
through
and
and
and
it's
a
comprehensive
plan
that
addresses
all
major
barriers
to
accelerating
adoption
of
electric
vehicles.
T
There's
some
incredibly
ambitious
and
challenging
targets
in
here
around
vehicle
adoption,
but
these
targets
are
absolutely
necessary
to
achieve
our
climate
objectives
and
reflective
of
the
scale
of
the
climate
emergency.
So
we
support
this
plan
strongly
and
encourage
council
to
adopt
it
and
fully
resource
it.
But
while
we
should
celebrate
the
strategy's
adoption,
we
must
acknowledge
that
the
hard
work
begins
now
after
we
adopt
plans
and
strategies,
don't
reduce
emissions
actions
do
and
the
true
measure
of
success
will
be
how
quickly
and
effectively
the
Lan's
implemented
and
the
pace
at
which
missions
are
reduced.
T
We
believe
the
most
important
rule
for
the
city
is
accelerating
deployment
of
charging
infrastructure
and
ranging
that's
because
range,
anxiety
and
access
to
charging
infrastructure
are
two
of
the
key
barriers
to
electric
vehicle
adoptions
and
are
the
barriers
that
the
city
is
best
place
to
help
address.
Cities
have
several
key
roles
to
play,
including
deployment
of
charging
infrastructure
and
including
leveraging
our
assets
by
deploying
it
on
street.
Well,
the
strategy
is
comprehensive.
There
is
a
major
gap
in
here.
T
There
are
no
targets
or
timelines
for
deploying
on
street
charging
infrastructure
in
the
city
really,
and
that's
because
staff
and
a
consulting
team
couldn't
drive
and
create
targets
and
timelines,
because
we
haven't
yet
piloted
installing
such
infrastructure
and
we
don't
yet
have
a
the
knowledge
of
what
it
takes
and
how
quickly
and
what
scale
we
can
deploy
it
as
a
city.
That's
unfortunate
because
installing
non
street
charging
infrastructure
should
be
the
single
most
important
element
to
the
strategy.
T
In
my
view,
we've
known
that
for
a
decade,
which
is
why
Council
approved
the
first
on
Street
charging
pilots
in
2012
and
well,
there's
been
some
some
great
progress.
That's
been
made
on
the
pilot.
You
know
there
are
still
no
charges
installed
into
that
pilot
and
no
no
timeline
yet
for
installation
or
operation
of
those
Chargers.
T
To
address
that
issue,
however,
we
haven't
yet
installed
any
of
those
chargers
and
there's
again
no
no
construction
schedule
for
getting
that
in
the
ground.
So,
just
as
a
contrast,
the
city
of
Montreal
began.
Piloting
charging
on
Street
five
years
ago
has
recently
celebrated
completing
750
on
street
charging
installations
with
their
partners
in
a
comprehensive
network
that
includes
both
residential
and
commercial
x'
on
street
charging
infrastructure.
That's
a
picture!
What
leadership
could
look
like
in
deploying
this
type
of
infrastructure
to
get
the
city
ready
for
electric
vehicles?
T
We'd
really
like
to
see
the
city's
deployment
of
on
street
charging
accelerated
beginning
by
completing
the
pilots
this
year.
There's
no
reason
that
can't
be
done
and
in
the
report
back
in
2021
on
the
plan,
we'd
like
to
see
building
out
a
strategy
and
timelines
for
how
we
can
accelerate
that
at
a
larger
scale.
T
As
well
as
the
new
initiatives
in
the
strategy.
Accelerating
adoption
of
v's
is
imperative
not
only
for
preventing
catastrophic
climate
change,
but
will
also
help
us
build
a
healthier,
more
prosperous
and
more
resilient
city.
Thanks
for
your
time,
intervention
and
happy
to
take
any
questions,
thank.
L
T
B
H
I'm,
a
little
less
optimistic
or
supportive
of
all
of
this.
Absolutely
we
are
in
a
climate
emergency.
There's
no
doubt
about
that.
It's
got
an
incredibly
serious.
However,
the
challenge
is:
are
we
being
responsive
enough
and
I
honestly
think
that
this
is
kind
of
tending
to
tinker
around
the
edges
versus
the
the
radical
changes
that
we
actually
need?
H
We're
not
doing
that.
Well,
on
some
of
the
basics.
From
let's
see
there
was
the
Toronto
target
from
the
changing
atmosphere
conference.
The
study
that
came
out
of
that
in
the
from
the
sort
of
former
City
of
Toronto
suggested
a
blue
or
Danforth
bike
lane,
oh
by
1995,
we
still
got
a
Keystone
gap
to
fill
on
Bloor,
Street,
East
I
know
I
keep
coming
back
to
this,
but
gosh
dang.
It's
also
a
subway
relief,
which
is
really
important,
but
the
transport
does
lead
our
greenhouse
gas
emissions.
There's
no
doubt
about
that.
H
There
here's
something
new
from
2007,
it's
time
to
start
counting
emissions
like
calories,
so
I'm,
sorry,
that's
really
focused
in
on
it
or
extra
extra
focus,
but
basically
there's
a
lot
of
other
things
in
the
whole
equation
that
we
should
be
looking
at
the
concrete,
the
air
conditioner.
You
know
the
the
lighting,
the
oils,
the
the
lithium
and
the
batteries,
the
transport
energy
for
all
these
vehicles.
H
If
we
go
to
heavy
vehicles
or
trying
to
replace
current
levels
of
auto
mobility
with
electric
automobile
'ti
I
sent
in
something
I'm,
pretty
sure,
I
sent
it
in
the
copy
to
tweet
from
the
European
Cycling
Federation.
That
did
a
lifecycle
analysis
on
a
kilogram
per
passenger
basis.
A
bike
was
that
21
grams
and
like
a
bike,
was
that
22
grams,
a
bus
was
at
101
grams
and
car
was
at
271.
H
So
that's
what
we
should
be
doing
is
supporting
our
biking
and
our
transit
far
far
far
more
than
private
mobility
and
another
aspect
of
all
this
greenhouse
gas
stuff
is
that
aluminum
is
very
prized
in
both
bikes
and
buses
and
cars.
However,
there's
there
are
some
smelting
gases
that
are
basically
permanent
greenhouse
gases
that
have
been
associated
with
it,
the
piece
on
PFCs
and
it's
really
bad
news.
The
space
demands
of
just
replicating
autumn
ability,
as
we
have
habit,
have
had
it,
are
also
not
really
conducive
to
to
functional
mobility.
H
This
is
from
the
nack
tow
a
guideline.
You
know
that's
what
a
the
capacity
of
a
private
lane
or
lane
with
cars
mix
transit
to
a
protected
bike
lane
far
more
better
at
moving
people,
dedicated
transit,
lay
away,
Elaine
and
then
real
heavy-duty
bus
rail
up
to
up
to
25
thousand
of
people
in
an
hour.
That's
the
sort
of
thing
that
we
need,
because
the
space
could
come
demands
of
autumn
ability
are
really
extreme
and
that's
part
of
our
congestion
problem.
Here's
another
little
blast
from
the
past.
H
Our
last
'men
predicts
automobile
free
downtown
by
2011.
That's
a
sort
of
direction
that
we
need
to
be
going
in
because
yeah
we
need
to
have.
Actually,
if
we're
going
to
go
to
EVs,
we
need
to
actually
do
as
many
other
European
cities
are
doing
and
constrain
the
access
of
vehicles,
especially
the
polluting
ones,
into
her
core,
because
this
isn't
the
necessarily
showing
so
well.
If
we
did
a
car
free
or
a
car
reduced
a
clean
car
only
zone
from
high
park,
the
rail
line
through
Rosedale
Valley
Road
and
the
River
on
the
east.
H
That's
the
sort
of
thing
that
we
should
be
doing
in
concur
and
currently
with
this
sort
of
we're
going
to
do.
Google
go
to
V's.
Let's
actually
squeeze
the
cars
to
make
sure
that
we
have
have
a
better
downtown
because
they
are
still
going
to
be
dangerous.
There
are
some
stats
that
indicate
that
the
electric
vehicles
actually
are
a
bit
more
dangerous
because
they
don't
have
the
they're
quieter.
They
don't
have
the
auditory
cues
that
a
pedestrian
or
cyclist
might
might
have
so
we're
still.
H
We
still
may
be
having
a
lot
of
damage
to
to
to
people
from
from
the
the
electric
cars
which
may
have
really
quick,
quick
uptake
as
well
acceleration,
so
I'm,
not
a
fan
of
ever
more
autumn
ability
if
we're
going
to
actually
put
more
money
into
things.
I
would
suggest
that
we
need
a
vehicle
registration
tax
of
what
maybe
six
hundred
bucks
a
vehicle
or
something.
This
is
another
old
stat
that
I
keep
sharing
out
twenty-seven
hundred
bucks
per
vehicle
worth
of
avoided
cost
from
Vancouver
of
how
many
decades
ago.
D
You
good
afternoon,
I
agree
with
Hamish
and
that
there
this
is
a
very
complex
issue
and
there
are
other
factors
that
we
should
be
addressing.
However,
I
also
have
experience
as
someone
who's
lived
in
a
more
distant
aspect
of
the
city
and
what
commuting
for
distances
is
like
and
recognized
that
there
will
always
want
to
be
drivers,
especially
those
who
are
commuting.
Far
from
the
GTA
we
have
Markham,
we
have
people
coming
from
Oakville
I
know
someone
coming:
they
take
a
two-and-a-half-hour
route
via
transit
to
my
workplace.
D
Actually,
we
do
have
people
coming
from
really
wide
and
far
for
our
workplaces
downtown,
and
that
being
said,
I
myself
am
an
AV
driver.
I
adopted
my
first
vehicle
a
couple
of
years
ago
and
it
was
fabulous.
Actually
it's
a
as
Hamish
said
they
are
quite
quiet.
You
can
quite
nicely
sneak
up
on
pedestrians
and
cyclists,
but
it's
very
fuel-efficient.
It's
one
that
also
operates
on
gasoline
I
think
we
should
venture
away
from
those.
However,
it
was
a
fantastic
experience
in
the
beginning.
D
I
had
the
luxury,
however,
of
living
at
home,
with
my
family
and
a
residential
home,
so
access
to
charging
facilities
was
very
easy.
I
could
just
hook
it
up
into
my
garage
and
there
weren't
very
many
questions
asked
I
paid
$40
for
my
charging
per
month,
and
that
was
about
it.
I
rarely
had
to
refuel
when
I
started
to
venture
off.
On
my
own,
however,
as
a
renter
in
the
city,
I
began
to
realize
how
prohibitive
driving
and
evie
feels
in
the
city,
especially
when
you're
considering
costs
for
the
majority
I
have
a
reasonable
salary.
D
I
am
fortunate
in
that
and
as
a
single
person
without
a
family,
I
still
feel
the
restrictions
driving
an
Evie,
and
if
we
are
going
in
this
direction,
which
we
should
I
think
imminently
convert
more
into
electrical
vehicles.
For
those
of
us
who
are
driving
having
more
access
to
charging
facilities,
I
think
is
is
an
urgent
matter,
and
so
a
lot
of
the
I
think
the
majority
of
us
who
don't
have
access
to
homes
which
can
be
more
expensive
unless
you're
doing
rooming
type
of
projects
so
having
access
to
charging
in
condo
in
apartments.
D
In
long-term
parking,
lots,
I
think
would
be
really
wonderful
and
important.
There
are
a
lot
of
barriers.
They
include
legal
assistance.
There
there's
a
lot
of
fees
involved,
it's
complicated
to
have
charging
facilities
available
in
these
buildings,
I
think
if
we
are
going
to
increase
access
to
charging,
maybe
perhaps
in
the
transform
tío
process
while
we're
rebuilding
or
are
transforming
our
buildings
from
the
inside
towards
more
sustainable
infrastructure.
D
We
perhaps
also
address
evie
charging
at
the
same
time,
because,
as
other
debutantes
have
mentioned,
construction
around
condos
can
be
quite
disruptive
for
all
those
involved
and
lastly,
I
would
like
to
say
that
I
am
really
grateful
and
enthusiastic.
That
Toronto
is
entertaining
or
intends
to
expand
our
AV
infrastructure.
D
It's
wonderful
I
do
want
to
inquire
whether
we
have
a
lofty
enough
pool
of
I
saw
a
22
or
sorry
220,000,
V's
or
hopeful
for
EVs
in
2030,
approximating
about
20%
of
our
our
personal
drivers
in
the
city,
and
that
would
be
about
22,000
drivers
per
year,
increasing
their
their
vehicles
to
be
more
sustainably
fuelled
and
I.
Wonder
if
that
is
fast
enough.
When
we're
talking
about
a
client,
emergency,
I
work
in
health
care
and
myself,
it's
it's
the
city,
that's
declared
a
client
and
were
a
client,
client,
climate
emergency
and
there's
emergency.
D
That's
also
why
I
myself
became
a
driver
is
just
taking
the
bus
too
bus,
subway
bus
home
after
a
night
shift
and
when
subway
is
only
available
at
9:00
a.m.
on
a
Sunday
is
a
bit
taxing
on
the
body
when
you
have
to
go
back
in
the
same
night
to
take
care
of
people
and
then
also
as
a
cyclist
I
have
wiped
out
myself.
It
can
be
quite
daunting,
driving
on
Queen
Street,
so
there
are
limitations
in
our
public
transportation
and
cycling
availability.
D
L
D
Agree:
I
think
that
it's
I
noticed
that
the
that
the
item
are
the
documents
included
in
this
item
regard.
They
have
education
as
part
of
our
process
and
I.
Think
education
is
always
important.
I
do
think
that
when
people
are
shopping
for
vehicles,
they
look
for
accessibility,
first
and
I
know
those
who
are
more
prudent.
I
was
more
romanticizing.
The
idea
before
I
purchase,
my
I
didn't
realize
how
difficult?
But
yes,
if
it
was
automatically
available,
I
think
that
creates
a
green
light
for
people
to
approach
eby's.
They.
D
L
D
Thank
you
for
asking
I
forgot
to
mention
that,
so
with
the
way
the
technology
is
for
my
vehicle
right
now,
if
you
have
a
supercharger
it's
between
four
and
five
hours
or
if
you
plug
it
into
a
standard
outlet,
you
can
either
charge
at
8
a.m.
peers
or
12
amperes
and
that
takes
up
to
13
hours,
so
it
can
be
very
limiting.
There
are
places
with
temporary
charging
like
if
you
go
to
Ikea
or
to
different
dealerships.
I,
don't
want
to
discourage
or
dissuade
the
implementation
of
charging
stations
in
these
areas.
D
However,
it's
not
the
most
practical,
because
we're
not
spending
a
lot
of
time
in
grocery
stores,
unless
you
want
to
park
overnight
without
their
permission,
I,
don't
think
a
lot
of
a
lot
of
business
owners
would
appreciate
that
so
having
more
I
think
long-term
charging
availability
is
the
most
practical
for
AV
drivers
and
though
there
are
I
think
the
technology
is
getting
better
I
think
I'm
I
really
am
ignorant,
but
I
think
Tesla.
For
example,
they
have
super
super
charges
where
they
can.
E
D
It's
about
it
can
be
about
10
cents
to
35
cents.
An
hour
I
think
Joe
will
say:
I
haven't
checked
in
a
little
while
I've
been
paying
a
kind
of
a
basic
rate
every
month,
just
to
approximate
my
electricity
bill,
but
I
think
overall
I
pay
about
$40
approximately
per
month
in
electricity
and
I.
Don't
have
to
gas
up
that
it's
great
but
I,
think
between
30
and
40
cents
per
hour,
so
about
three
to
four
dollars:
a
charge.
I.
L
D
At
my
rental
home
right
now,
I
had
my
landlord
install
an
outlet.
He
was
very
gracious
about
that.
There
are
people
who
are
more
willing
these
days,
but
the
stress
of
being
a
rental
somebody
who
is
renting
and
trying
to
find
a
location
in
the
city
was
immense
in
my
price
range,
still
being
able
to
say
even
go
to
work
and
and
have
my
vehicles,
so
I
realized
after
I
thought
it
might
be
time
to
break
up
with
I
call.
My
car
misty,
but
I've
been
trying
to
be
persistent.
D
E
D
B
M
So,
very
briefly,
you
know
we
noticed
that
this
report
defined
electric
mobility,
but
within
that
there
is
no
mention
of
eAssist
cycles
for
businesses,
and
the
only
reference
to
adding
ebikes
is
adding
it
to
the
Toronto
Bike
Share.
As
far
as
I
can
tell
that's,
that's
all
that
I
can
see
within
there
Deloitte
expects
the
number
of
ebikes
will
outpace
all
other
vehicle
sales
in
the
next
couple
of
years
are
expecting
about
a
hundred
and
thirty
million
of
these
to
be
sold
worldwide.
M
New
York
has
just
launched
a
cargo
bike
pilot
specifically
with
the
two
devices
you've
seen
here.
In
fact,
I
think
that
UPS
one
is
a
picture
with
John
Tory
in
it
from
from
last
year.
Suffice
to
say
it's
it's
a
concern
because,
although
psycho
logistics
does
not
appear
anywhere
in
this
document,
there
are
certainly
a
number
of
things
within
it.
That
would
benefit
from
that.
For
example,
you
know
they
speak
of
major
economic
opportunities
or
research
in
schools,
waste
and
end-of-life
reuse
support
efforts
to
grow
economic
opportunities,
as
well
as
to
help
attract
businesses.
M
Well,
all
of
that
certainly
there's
an
opportunity
to
do
so
through
Mike
mobility,
because
the
costs
of
having
these
devices
that
can
hold
several
hundred
pounds
as
I've
already
spoken
to
this
committee
about,
are
much
lower
than
an
electric
vehicle,
which
is
you
know,
tens
of
thousands
of
dollars
at
best.
So
certainly
in
terms
of
the
opportunities
here.
This
is
something
that
businesses
want
to
see:
they're
the
best
tens
of
millions
and
more
in
in
fleets
of
this
size
for
e-commerce.
The
federal
government
is
interested.
M
The
provincial
government
is
interested,
and
certainly
when
it
comes
to
things
like
you
know,
what
does
the
city
you
need
to
ask
the
province
to
do
well.
Part
of
that
is
regulation
around
these.
So
certainly,
there
needs
to
be
some
sort
of
adjustment
amendment
to
this
plan
to
ensure
that
psycho
logistics
and
practical
micro
mobility
devices
that
are
used
for
business
are
not
left
out
of
this,
because
that's
simply
gonna
shortcut
opportunities
for
businesses
and
people
all
across
the
city
of
Toronto
and
I
yield.
My
time
to
the
show.
I
R
Through
the
chair,
the
focus
of
the
strategy
was
on
the
electrification
of
personal
vehicles
because
they
currently
account
for
38
well
80%
of
38%
of
the
greenhouse
gas
emissions.
There
is
an
activity
focused
on
micro
mobility,
in
which
we
reference,
as
as
the
debutant
stated,
the
opportunity
to
look
at
ebikes
first
through
the
bike
share
fleet,
but
also
potentially
in
additional
ways.
So
we're
reporting
back
on
that
separately.
But
we
do
acknowledge
micro,
mobility
and
electric
micro
mobility
having
a
role
as.
I
R
I
M
I
A
R
Through
the
chair,
we
recently
amended
the
home
energy
loan
program,
which
is
one
component
of
Better
Homes
tío,
which
is
a
low-interest
financing
mechanism
to
now
include
loans
for
level
two
electric
vehicle
chargers,
and
so
that's
a
concrete
example
of
the
ways
in
which
we're
looking
to
integrate
electric
readiness
into
our
retrofitting
programs
and
certainly
supporting
electric
mobility
through
our
buildings.
Programs,
is
something
that
we're
focused
on.
Okay,.
A
Great
and
I
have
17,000
single-family
homes
in
my
community,
so
I
think
there's
a
huge
potential
for
because
many
of
them
will
drive
to
transit.
Note
5%,
though
you
know
some
will
say
it's
ambitious
I.
It
sounds
great.
It's
a
great
goal:
five
percent
by
2025.
What
is
the
typical
fleet
turnover?
That's
happening
annually
anyway,
like
if
how
much
what
percentage
of
new
cars
every
year
need
to
be
electric
to
hit
that.
R
A
R
In
the
2020
budget,
in
support
of
this
electric
vehicle
strategy,
there's
a
hundred
and
fifty
thousand
dollar
ask
which
focuses
on
the
critical
next
step.
In
our
opinion,
which
is
a
public
charging
location
study
so
identifying
where
across
the
city,
it
would
be
most
valuable
and
important
to
install
public
charging
and
also
some
education
and
outreach
components
separate
to
this
particular
strategy.
R
A
R
R
It's
important
we're
very
supportive
of
it.
We've
identified
advocacy
to
other
orders
of
government
as
an
important
part
of
this
process.
So
when
you
look
at
jurisdictions,
municipalities
that
have
been
successful
and
installing
charging
infrastructure,
which
is
the
second
part
beyond
the
purchase
rebate,
much
of
that
charging
infrastructure
has
not
been
paid
for
by
the
municipality
it's
being
paid
for
by
other
orders
of
government.
R
L
Quick
question:
the
TTC:
is
it
in
any
way
contemplating
getting
rid
of
the
dirty
diesel
buses
on
our
streets
and
replacing
them
with
electric
buses?
We
used
to
have
the
trolleys
I.
Remember
I.
Remember
them
telling
me
that
Howard,
Moscow
and
I
were
crazy
for
trying
to
creat
the
trolleys
and
we
placed
them
with
diesels
anyways.
What
about
the
TTC.
R
R
B
I
That'd
be
great,
thank
you
very
much.
That's
the
council
direct,
the
general
general
manager,
transportation
services
and
consultation
with
director,
environment,
energy
and
all
of
the
relevant,
so
the
city
divisions
to
come
pleat,
the
downtown
on
street
charging
pilot
and
residential
on
street
charging
pilots
in
2020
and
to
the
city
council
direct
direct,
the
director
of
energy
and
environment
in
consultation
with
the
electric
vehicle
working
group
to
report
back
as
part
of
the
twenty
twenty
one
status,
update
on
targets
and
timelines
for
expanding
deployment
of
on
street
electric
charging
infrastructure.
I
We
rent
a
car
on
the
rare
occasion
that
we
need
one,
but
there
are
many
people
in
our
city,
businesses
and
and
individuals
that
require
personal
vehicles.
On
occasion,
we
have
not
done
well
to
give
people
other
options
to
move
around
the
city
in
in
effectively
a
carbon-free
way
that,
unfortunately,
we
will
probably
need
to
have
single
occupancy
vehicles
on
our
roads
for
at
least
the
foreseeable
future.
I
Now
that
doesn't
mean
that
we
can't
shift
away
from
that
and
should
be
doing
everything
we
can
to
encourage
walking,
riding
bicycles,
taking
public
transit
and
all
of
those
things
first,
but
like
like
the
three
hours
of
recycling
that
there
are.
The
same
rules
apply
here
that
we
need
to
do
what
we
can
to
get
people
out
of
their
cars
and
onto
public
transit,
riding
bikes
and
doing
all
those
things,
but
where,
where
we
can't,
we
need
to
look
at
fuel
shifting.
I
That
is
well
recognized
as
a
logical
course
of
action
in
us
to
achieving
our
zero
emissions.
We
started
doing
this
many
years
ago
when
this
discussion
was
first
brought
about.
I
was
on
the
committee
that
first
approved
the
pilot,
and
since
then
there
has
been
very
little
action.
It
has
not
been
the
city
of
Toronto's
fault,
it
has
not
largely
not
been
Toronto
hydros
fault.
There
was
provincial
regulations
that
prohibited
the
the
moving
forward
of
a
file
like
this
or
the
of
this
of
this
pilot
project.
I
Fortunately,
that
has
changed
and
we
are
able
now
to
move
forward
with
this
pilot
project
project
wet,
which,
like
it's
clear,
that
not
every
individual
is
going
to
be
able
to
install
one
of
these
at
their
home.
They
might
not
have
the
luxury
of
either
a
owning
the
property,
be
having
a
landlord,
that's
reasonable
enough
to
install
it
for
them
or
or
see
having
the
facilities
at
the
where
they
live.
I
To
accommodate
that
whether
or
not
it's
a
tall
building
or
not
it
just
may
not
be
in
the
configuration
of
of
that
living
of
that
home
that
allows
for
that,
so
it
it's
not
necessarily
that
that's
going
to
drive
Eevee's
into
the
future.
So
this
is
going
to
be
an
enormous
ly,
important
pilot
project
and
I'm
glad
to
hear
that
it's
moving
forward
this
year
and
so
I
don't
mind
putting
this
forward
on
the
advice
of
of
the
Toronto
I.
I
Miss
I,
miss
Furyk,
fun
too
saying
do
make
sure
it's
done
this
year
and
then
look
to
how
you
can
improve
it.
Once
you
get
some
of
that.
Early
early
data
in
place,
I
will
say,
though,
that
I
think
it
would
have
been
useful
to
expand
the
overall
focus
of
the
the
electric
vehicle
strategy
to
be
beyond
single
occupancy
vehicles
and
and
and
go
beyond
that.
Maybe
buses
TTC
much
time,
Ivan
speaking.
How
long
you
don't
think
so,
no
I'll
just
say.
I
Are
other
there
are
other
forms
of
electrification
of
moving
people
around?
That
I
think
are
equally
and
important,
and
we
could
be
making
those
investments
in
because
getting
people
out
of
their
cars
may
be
easier
if
they
were
moving
into
a
lighter
electric
vehicle,
rather
than
straight
on
to
the
bicycle,
which
isn't
for
everyone.
Okay,.
B
L
Again,
I
want
to
thank
staff
for
a
very
detailed
and
very
very
comprehensive
report
covering
so
many
areas.
That's
not
an
easy
thing
to
do
so.
All
your
work
is
really
appreciated.
Considering
what
you're
tasked
with
I
I
just
think
in
many
ways
we
are
behind
the
curve.
Big
time
I
mean.
If
you
look
at
the
demand
there
is
for
electric
vehicles,
I
mean
when
you
see
Mustang
coming
out
with
an
electric
vehicle,
that's
already
sold
out
even
before
one
has
been
put
on
the
road.
L
When
you
see
you
cannot
buy
electric
vehicle
in
Toronto
right
now,
you
had
there's
a
waiting
list
for
up
to
a
year,
two
years
to
get
an
electric
vehicle.
The
public
has
finally
turned
the
corner
and
I
guess
it's
because
of
the
breakthrough
work
of
Tesla
and
they
have
now
have
massive
plant
in
Shanghai
so
and
there
and
they
were
able
to
get
you
know,
electric
vehicles
that
have
a
lot
of
horsepower
I
mean
so
as
much
as
we
worry
about
speed.
L
The
fact
is,
the
the
electric
vehicles
are
becoming
very
attractive,
so
there's
going
to
be
a
huge
demand
for
charging
stations
and
there
isn't
any
infrastructure
here.
So
I
don't
think
where
we're
at
right
now
in
the
city,
and
it's
not
the
city's
fault,
given
that
we
don't
have
any
provincial
support
in
this
initiative
like
they
do
go
back,
we
are
gonna
have
to
I,
could
see
us
back
here
in
a
year
when
people
are
able
to
buy
electric
vehicles,
they're
gonna
say:
where
do
we
charge?
We
can't
charge
at
home,
we're
renters.
L
We
can't
charge
at
work,
so
there's
going
to
be
huge,
pent-up
demand
for
us
to
build
the
charging
infrastructure,
which
is
basically
non-existent.
It
is
really
marginal
at
best
and
I
and
in
the
second
part
of
it,
I
just
I
do
think
that
we're
going
to
have
to
get
our
public
transit
infrastructure
electrified
I
mean.
L
Luckily
we
have
the
streetcars
or
electrified
our
Subway's
are
electrified,
but
I
think
the
big
gap
here
is
one
of
the
real
problems
with
our
downtown
core
and
our
congested
core
Main
streets
is
that
we
have
dirty
diesel
buses,
which
is
18th
century
technology
running
in
the
streets
of
Toronto.
So
we're
pertaining
to
be
a
modern,
clean,
City
yeah
we've
got
diesel
carbon
being
spewed
out
of
these
buses
24
hours
a
day.
What's
that
who's.
L
Certainly
I
wasn't
because
I
was
a
big
supporter
of
the
trolley
buses
and
I
tried
to
keep
the
trolley
buses
in
as
part
of
our
fleet,
but
we
were
overruled
and
told
we
were
old-fashioned
that
trolley
buses
were
not
the
thing
to
do,
but
anyways.
The
main
thing
is
that
there's
going
to
be
a
huge
demand
and
I
think
that
we're
going
to
have
to
really
somehow
find
a
ways
and
means
to
step
up
our
investment
in
all
forms
of
electric
mobility
and
I
think
bring
it
all
on
scooters.
L
Bicycles,
you
know
drones
whatever
we
need
I
would
say,
go
for
it
because
we
cannot.
If
there
is
a
kind
of
emergency
that
we've
declared
you
voted
for
a
climate
emergency
declaration.
What
are
you
doing
about
it?
So
I'm
saying?
Let's
do
something
and
let's
really
step
up
our
game
and
Electrify
everything.
Thank.