►
Description
Infrastructure and Environment Committee, meeting 8, October 17, 2019
Agenda and background materials:
http://app.toronto.ca/tmmis/decisionBodyProfile.do?function=doPrepare&meetingId=15469
Meeting Navigation:
0:10:20 - Call to order
Agenda Items:
0:11:33 - IE8.1 - Contract Award for Tender Call No. 34-2019 for the Rehabilitation of the Sunrise Storm Trunk Sewer and Bermondsey and Dorset Park Sanitary Trunk Sewers (Ward 16, 19, 21)
0:11:53 - IE8.2 - Amendment to Contract No. 47020532 and 47020352 for the Provision of Professional Services for Biosolids Haulage and Beneficial Use (Ward All)
0:12:10 - IE8.3 - Non-competitive Contract with Aclara Technologies LLC., for the supply of Proprietary Meter Reading Hardware, System Upgrade, and Annual Maintenance and Support (Ward All)
0:12:33 - IE8.4 - Enwave Deep Lake Water Cooling - Proposed Heat Exchanger Amendment to the Energy Transfer Agreement (Ward 10, 14)
1:48:40 - IE8.5 - Update on Flood Mitigation and Damage Repair for Toronto's Waterfront and Toronto Island Park (Ward 3, 4, 10, 14, 19, 20)
0:15:42 - IE8.6 - Winter Maintenance Program Review (Ward All)
2:24:57 - IE8.7 - Automated Vehicles Tactical Plan and Readiness 2022 (Ward All)
2:56:08 - IE8.8 - Update on Council Requested Road Safety Initiatives and Recommended Speed Limit Reductions (Ward All)
0:13:45 - IE8.9 - Technical Amendments to Bicycle Lane Regulations (Ward 4, 9, 11, 12, 13, 14)
0:14:22 - IE8.10 - Pedestrian Crossing - Moore Avenue at Beltline Trail (Ward 11, 15)
3:04:08 - IE8.11 - yongeTOmorrow: Municipal Class Environmental Assessment on Yonge Street from Queen Street to College/Carlton Street - Interim Update (Ward 10, 11, 13)
B
C
C
Welcome
members
of
the
committee
and,
of
course,
visiting
councillors
and,
of
course,
members
of
the
public
and
staff
for
those
in
the
room
with
us.
The
screen
at
the
back
of
the
room
provides
real-time
updates
concerning
where
we
are
on
the
agenda
and
what's
coming
up
next,
you
can
follow
the
agenda
and
debate
on
your
computer
tablet
or
smartphone
at
Toronto's
a
back
slash
council.
We
acknowledge
the
land
we
were
meeting
on.
C
It's
the
traditional
territory
of
many
nations,
including
the
Mississauga,
the
credit,
the
Oshawa
nabhi,
the
Chippewa,
the
Honda
noshi,
the
wend
at
people's
is
now
home
to
many
diverse
First,
Nations
Inuit,
mating
people.
We
also
acknowledge
the
Toronto
is
covered
by
2013
of
the
Mississauga
of
the
credit.
Are
there
any
declarations
of
interest
under
the
municipal
conflict
of
interest
act?
C
Yar,
none
can
I,
have
a
motion
to
confirm
the
minutes
of
the
September
9
2009
teen
meeting
councillor
Layton,
all
those
in
favor
opposed
that
is
carried.
Okay.
Let's
work
through
the
agenda
item
number
one
contractor
word
for
tender
call
rehabilitation,
the
sunrise,
storm
trunk,
sewer
and
Bermondsey
in
Dorset,
Park
sanitary
trunk
sewers.
C
Someone
want
to
move
it
councillor,
Layton's
moving
it
all.
Those
in
favor
opposed
that
is
carried
item
number
two
amendment
to
contracts
for
provision
of
professional
services
or
biosolids
haulage
and
beneficial
use.
What's
not
to
love
about
this
council
Layton?
Do
you
want
to
move
that
again
moved
by
councillor
Layton,
all
those
in
favor
opposed
that
is
carried
8.3,
non-competitive,
contract
with
a
Clara
technologies
for
the
supply
proprietary
meter,
reading
hardware
system
upgrade
and
annual
maintenance
and
support.
C
Would
like
to
do
that
move
my
counselor
Layton,
all
those
in
favor
opposed
that
is
carried
I,
know,
number
five
is
held
for
deputations
and
I
will
hold
it
also,
even
when
the
deputations
hold
it.
On
behalf
of
councilor
McKelvey,
eight
point:
six
we're
gonna
hold
for
deputations
winter
maintenance
program,
review.
D
C
E
Mr.
chair,
the
correspondence
item
that
I
said,
the
data
set
was
the
main
thing
here
and
it
may
exist
for
at
least
the
five
years
that
are
listed
here.
It
just
hasn't
been
put
together.
So
I'll
withdraw
this
for
now
and
ask
that
you
move
a
motion
on
my
hat,
my
behalf
and,
if
necessary,
we
can
deal
with
it.
Another
time.
C
F
Thank
you
I'm
here
this
morning,
representing
Deer
Park
residents
group,
which
is
in
Midtown
Toronto
and
I'm
speaking
to
the
sidewalk
snow
and
ice
issue.
Only
in
this
report,
twenty
years
ago,
since
amalgamation
and
yet
Toronto
and
East
York
are
still
waiting
for
the
clearing
of
our
sidewalks
of
snow
and
ice.
We
have
been
treated
sort
of
like
second-class
citizens
and
that
our
streets
are
not
plowed.
It's
my
understanding
that
seven
to
eight
million
dollars
is
spent
on
lawsuits
due
to
injuries
on
our
streets
and
I
would
suspect.
F
A
lot
of
that
is
in
regards
to
sidewalks
that
would
buy
a
lot
of
new
equipment
if
we
didn't
have
to
pay
those
lawsuits
it's
time
to
act,
it's
a
budget
we're
in
a
budget
cycle
and
it's
time
to
find
the
dollars
in
order
to
undertake
this
clearing
of
snow
and
ice
on
our
streets.
The
test
is
that
is
being
suggested
by
the
department
is
unwarranted.
F
F
Let's
get
the
job
done,
safety
hazards
for
citizens
falling
and
breaking
bones,
both
young
and
old,
are
happening
on
our
streets,
impassable
sidewalks,
bogging
down
commuters
on
their
way
to
work,
seniors,
buying,
groceries,
parents
buying,
pushing
strollers
and
children
walking
to
school.
We
deserve
the
same
protection
as
other
taxpayers
in
this
city.
I
pass
reads:
typist
public
survey
indicates
and
that
the
remaining
recommendations
of
the
report
would
take
place
between
20
22
and
20
29.
F
G
G
F
G
C
H
H
Good
morning,
I
have
a
lot
to
say:
my
name
is
Robert
Stamboul
I'm
here
for
the
Harbor
Village
residents
Association.
This
is
our
entire
neighborhood
borders,
College
bleuer,
Bathurst
and
Spadina
we're
right
in
the
middle
of
the
exclusion
zone
and
we
have
among
the
most
used,
but
least
cared
for
sidewalks
at
our
annual
general
meeting
last
night.
Our
membership
resolved
unanimously
in
said,
whereas
the
board
urged
the
mayor
and
councilor
in
January
2018
and
we
depute
abutted
committee
in
February
19.
So
this
is
not
a
new
issue
to
us.
H
They
resolved
the
City
of
Toronto,
eliminates
the
service
exclusion
zone
in
harmonizes
residential
sidewalks,
no
clearing
services
across
Toronto.
Now
on
the
report
that
has
been
submitted
today,
I'm
here
for
the
neighbourhoods
without
sidewalks,
no
clearing
works
extremely
disappointed
in
the
report.
It
fails
to
answer
the
question
asked
by
Marin
Council.
We
expected
a
roadmap
to
remedy
the
service
inequity,
and
rather
we
have
a
report
to
delay
with
no
promise
of
an
outcome
astonishing.
This
astonishingly,
this
report
actually
would
widen
the
gap.
H
It
recommends
accepts
recommendations
from
the
candidate
from
the
consultants
to
improve
services
on
low
volume,
sidewalks
and
harmonize
them
with
the
high
volume
sidewalks.
But
that's
where
you
have
services,
not
where
you
don't
have
services
and
at
the
same
time
it
rejects
the
recommendation
from
the
consultants
to
have
a
250,
kilometer
pilot
I,
can't
imagine
a
good
consultant
actually
recommending
recommending
something
that
a
client
is
not
possible
to
actually
achieve
I'm,
a
retired
provincial
civil
servant.
H
The
report
claims
that
Toronto
meets
or
exceeds
the
winter
maintenance
of
the
pier
cities
and
the
GTHA.
This
claim
is
not
well
documented.
With
regards
to
sidewalks,
what
is
clear
in
the
HDR
report
on
page
27
regarding
red
responsibility
is
that
sidewalks
are
full
philia,
silly
city
responsibilities
for
Ottawa
and
Montreal,
and
the
and
arrest
responsibilities
in
US
cities,
but
with
respect
Ottawa
and
Montreal
are
far
better
comparators
than
the
smaller
municipalities
surrounding
Toronto
in
the
GTHA,
and
the
information
on
em
actually
is
sparse.
H
In
the
report
quick
note
on
the
survey,
the
survey
doesn't
tackle
the
sidewalk
snow,
clearing
issue
in
any
specificity
specificity,
and
it
does
not
assist
at
all.
Where
is
the
section
on
benefits?
Where
is
the
section
on
the
lens
of
equity,
accountability
and
safety?
Was?
That
was
the
charge
of
the
mayor
and
council,
where
the
savings
identified
in
avoiding
liability
claims
because
municipalities
are
on
to
hook.
You
cannot
offload
your
common
law
liability
from
caring
for
the
sidewalk
off
to
my
home
owners
and
residents.
H
Court
cases
are
validated
that
time
and
time
again,
where
are
the
benefits
in
supporting
vision,
zero?
The
report
is
silent.
Your
own,
a
public
health
report
in
2016,
cites
a
bunch
of
these,
a
a
bunch
of
benefits
from
allowing
people
an
opportunity
to
move
to
avoiding
injuries
that
they
assess
amounted
up
to
four
million
dollars
a
year
from
slips
and
falls
and
six
point
seven
million
dollars
per
year
on
liability
claims.
That
is
HL
fifteen
point
four
from
October
14
to
2016
your
public
health
committee.
H
What
if
we
mitigate
and
avoid
those
costs
and
that
suffering
where's
that
benefit
the
the
same
report
says:
challenges
arrived
when
snow
is
accumulate
on
sidewalks
rather
than
clearing
them
away.
This
is
most
likely
to
occur
in
areas
of
city
trouble,
save
Toronto
and
East
York,
where
there
is
no.
This
is
the
exclusion
zone.
Public
health
also
says
it's
in
void.
H
It's
very
important
from
the
same
report
to
actively
monitor
evolving
technology,
to
identify
new
options
to
be
available
to
facilitate
sidewalk
clearing
and
removal
in
all
areas
of
the
city,
as
well
as
monitoring
practice
for
sidewalk
clearing
with
older,
coarse
and
narrow
sidewalks.
This
is
three
years
ago
what
has
been
accumulated
since
that
report
three
years
ago
by
transportation
services.
The
report
is
silent.
What
do
we
do.
H
We
I
would
ask
my
neighborhood
asks
that
you
fix
us
now
from
that
motion.
I
would
ask
that
no
good
consultant
would
recommend
something.
That's
not
achievable
that
this
committee
urged
transportation
services
to
undertake
the
pilot,
the
250
kilometer
pilot
that
they
have
recommended
for
the
purposes
of
developing
a
road
map.
The
fully
harmonized
residential
services,
not
if
or
how
or
fully
find
that
that
road
map
to
fully
implement
residential
sidewalk.
H
G
H
H
This
was
something
we
cited
in
our
deputation
to
the
budget
committee
last
last
year
and
I
thought
it
was
quite
helpful
in
looking
at
some
of
the
human
costs
associated
with
with
not
clearing
a
sidewalk.
It
talks
about
the
elderly
and
disabled
being
locked
in
their
home,
not
being
able
to
participate
in
community
life
and
life
outside
their
their
little
piece
of
the
street.
That
slips
and
falls
are
amounting
to
large
numbers
and
particularly
those
same
people
are
vulnerable
for
slips
and
falls
last
season,
which
was
a
tough
season
for
everyone,
our
unaffiliated
Facebook
page.
H
G
H
Sips
and
Falls
and
ice
also
cost
the
city
six
point:
seven
million
per
year
as
a
result
of
liability
claims
I
think
it's
important
to
remember
that
that
to
the
court.
The
court
decision
that
I
that
I
cited
was
20
2006
with
involving
the
City
of
Vaughan,
which
has
a
similar
resident
clearing.
Bylaw
and
the
city
tried
to
share
the
liability
or
push
the
liability
on
the
residents
for
not
clearing
their
sidewalk
and
the
court
of
Ontario
Court
of
Appeal.
H
So
if
this
is
as
high
as
it
goes
short
of
the
Supreme
Court
said
that
the
city
can
have
a
bylaw,
it
can
find
someone
for
not
following
the
bylaw,
but
it
doesn't
allow
them
to
offload
their
common-law
responsibility
for
clearing
the
sidewalk.
Hence
Toronto
is
on
the
hook
whether
people
clear
it
or
not,
and
there
are
savings
to
be
done,
their
savings
to
be
had.
There
is
exactly
what
the
the
public
health
totaled
I
don't
know,
but
logic
would
tell
you
that
there
is
a
good
portion
of
that
is.
G
And
we
have
divided
this
up
by
community
council
area,
but
for
your
purposes,
would
you
consider
splitting
that,
because
it
is
East,
York
does
get
snow
clearing
and
the
City
of
Toronto
the
old
city,
the
legacy
city
of
East
York
has
snow
clearing
the
legacy
city
of
Toronto
does
not
so.
Are
you
aware
of
that
difference?
Well,.
H
G
D
H
I'm
happy
to
large
or
small,
the
bylaw
says:
residents
need
to
clear
their
their
walkways.
I
haven't
studied
the
percentages,
but
a
long
lengths
of
our
residential
roads
go
unattended
to
I
personally,
take
care
of
a
long
strip
of
Lippincott,
between
collagen
and
and
and
and
Van
it,
because
I'm
out
there
and
I'm
available
and
I
almost
do
the
whole
block.
H
We
have
many
rentals
in
our
use
it
we
have
many
student
house,
student
houses
and
they're,
either
unaware
uninterested
or
unable,
but
the
fact
is
people
that
need
to
move
if
you're
able-bodied
I
can
get
by
in
our
deputation
to
the
budget
committee.
There
was
a
lovely
picture
of
King
Edward's
school
with
the
kids,
as
kids
would
do.
Taking
the
path
of
least
resistance
was
right
down
the
middle
of
the
street
on
a
snow
storm
day.
H
We
are
one
mistake
away
from
a
tragedy
in
our
neighbourhood
of
a
student
or
an
elderly
person
trying
to
maneuver
through
what
what
happens
as
well
is
the
neighborhood
has
given
up
I.
You
know
God
bless
the
municipal
licensing
and
folks
in
the
bylaw
officers,
because
there's
just
too
few
of
them
to
do
too
much
work,
that's
asking
them
and
we've.
We
people
stopped
calling
to
complain
about
it,
because
nothing
is
done
in
a
timely
way
to
make
it
have
an
effect
and
I.
H
Think
if
you
ask
them,
you
would
see
that
the
the
number
of
complaints
are
very
low
in
the
city.
The
number
of
prosecutions
are
almost
probably
next
to
anything
next
to
nothing
and
it's
because
people
have
chosen
to
have
decided
that
that
doesn't
work,
but
literally,
if
you're,
not
an
able-bodied
person,
you
can't
get
to
the
streetcar.
Stop
you
can't
get
to
a
doctor's
visit.
You
can't
participate
in
civil
society,
so.
D
H
It's
it's
interesting
because
the
report
talks
about
all
of
the
the
that
seniors
program
and
persons
with
disability
being
manual
clearing.
My
experience
with
with
elders.
These
are
elders
in
the
neighborhood.
Is
that
actually
it's
mechanically
cleared
a
little
a
little
Jeep,
because
they're
able
to
get
through
why
they
can't
get
because
those
sections
of
the
neighborhood
are
no
different
than
any
other
sections
in
the
neighborhood
and
to
the
credit
of
those
civil
servants
of
those
folks.
H
So
it's
it's
effective
in
and
really
only
relieving
those
seniors
and
persons
with
disability
from
the
bylaw
responsibilities
are
clear:
they're
they're,
20
feet,
18
20
feet
we're
in
a
very
tight
downtown
Victorian,
a
neighborhood
but
beyond
beyond
that
it
isn't
a
way
to
get
them
to
participate
in
all
the
things
that
they
need
to
participate,
wanted
to
participate
or
obligations
to
meet
or
healthcare
issues
to
meet.
Thank
you,
Thank.
H
C
H
I
Morning,
counselors
so
I'm
here
on
behalf
of
cycle
Toronto,
we're
a
nonprofit,
cycling,
advocacy
organization
representing
over
3,000
people
that
in
the
city
of
Toronto
that
she's
a
cycle
and
this
report,
we
wanted
to
just
discuss
some
of
the
major
issues
that
we
have
with
snow
clearing
in
the
City
of
Toronto.
As
a
branch
of
cycling,
specifically,
two
major
challenges
that
we
have
and
I've
got.
Some
images
that
I'll
share
in
a
second
are
one.
I
Is
we
have
a
network
of
protected
bike
lanes
that
primarily
is
fairly
well
plowed,
except
at
intersections,
and
this
is
something
that
makes
it
very
difficult
for
somebody
who
feels
like
they'd
like
to
commute
to
work.
If
90%
of
their
commute
is
clear,
but
at
intersections
they
don't
have
an
opportunity
to
get
through
safely.
They
will
choose
not
to
cycle
and
Torontonians
or
Canadians.
I
So
in
this
image
here
you
can
see
so
this
is
blur
Street,
which
is
a
very
popular
cycling
route.
You
can
see
right
at
the
bottom
here
that
the
pavement
is
actually
clear,
but,
as
you
get
to
the
intersection
you
just
get
all
of
the
snow
piled
up
and
it's
well
yeah,
there's,
and
so
this
makes
it
very
difficult
for
people
to
actually
bike
through.
You
can
see
on
this
image
as
well.
I
This
is
another
example
at
Bathurst
and
Adelaide,
where
we
don't
have
physical
protection
and
a
lot
of
the
snow
has
ended
up
in
this
lay
by
that
allows
cyclists
to
make
a
left
turn.
We've
seen
dozens
of
cyclists.
Every
light
cycle
waiting
here
to
make
a
proper
turn,
but
if
this
is
how
the
infrastructure
is
used
to
store
snow,
then
people
aren't
going
to
feel
comfortable,
making
a
left
turn
from
something
like
Bathurst
on
to
Adelaide,
and
this
is
again
on
Bloor
Street
in
a
different
part
where
it's
not
protected.
This
is
completely
impassable.
I
Nobody
is
going
to
feel
comfortable
taking
their
bike
in
a
protected
bike
lane
when
bike
when
snow
is
being
shoveled
in
and
completely
covering
it
up.
You
can
see
that
again
here,
there's
a
bike
line
under
there,
if
you
believe
it-
and
this
is
another
example
of
an
unpainted
of
a
painted
and
unprotected
facility.
I
Some
of
the
recommendations
of
this
review
are
to
make
sure
that
we're
reviewing
cycling
infrastructure,
and
these
are
some
of
the
key
problems
that
we
have
seen
we'd
like
to
see
a
proper
review,
particularly
on
cycling,
where
there
are
cycle
tracks
at
intersections
and
when
there's
painted
bike
lanes,
especially
when
there's
parking
next
door.
So
thank
you.
G
You
very
much
I.
Thank
you
for
your
photos.
They
are
worth
a
thousand
words.
I'll
add
some
more
words.
Those
look
like
wind
rows
to
me:
you're
familiar
with
wind
rows,
which
we
clear
in
Scarborough
I
believe
maybe
other
old
legacy
cities
where
once
you've
plowed
and
you've
closed
off
somebody's
Drive
or
somebody's
accessed.
You
have
to
come
and
clear
it.
That
does
look
like
the
same
thing
to
me,
where
they've
simply
plowed
and
then
blocked
the
bike
lane.
G
I
I
think
I
would
generally
agree
that
that's
a
big
part
of
the
problem
and
one
of
the
challenges
that
we've
identified
with
cycling
infrastructure,
is
that
it's
plowed
the
same
way
as
the
street.
Next
to
it
and
with
a
street
you
can
go
through
once
and
once
it's
cleared,
it's
pretty
clear
for
people
to
be
able
to
drive
through
and
so
on,
but
with
cycling,
often
because
snow
gets
pulled
in
again
by
plows,
going
the
other
direction
or
by
cars
pulling
in
and
out
of
the
bike
lane.
I
There
needs
to
be
some
sort
of
standard
that
suggests
that
we
need
to
go
back
after
some
point
in
time
to
make
sure
that
it
is
still
clear
or
to
to
remove
any
of
the
extra
snow
that
has
been
pulled
into
the
bike
lane,
and
so
that
could
be
either
through
winter.
Clearing
or
a
specific
cycling
focus
and.
G
Perhaps
it
requires
a
smaller
piece
of
equipment
in
order
to
get
the
picture
that
you
have
there
to
get
close
to
the
curb
and
get
that
out.
There's
bigger,
bigger
plows
that
go
up
and
down
streets,
but
understand
it
in
order
to
get
close
to
the
curb.
Sometimes
you
need
more
specialized
equipment,
so
one
pat
on
streets
that
have
bike
lanes.
Are
you
suggesting
one
path
for
the
main
road
and
then
come
back
and
make
sure
that
Lane
is
cleared?
I?
Think.
I
G
Really
it
is
if
there's
specialized
equipment
for
the
dedicated
lanes.
If
it's
not
a
dedicated
Lane
protected,
then
there
needs
to
be
a
different
regiment.
Come
back
again
and
clear.
Last
winter
I
had
a
tremendous
number
of
calls,
because
the
actual
bike
lanes
painted
lanes
simply
weren't
cleared
I
gather
in
the
way
it's
being
done
at
the
moment.
So
a
protocol
for
streets
with
bike
lanes
there's
also
something
where
there's
different
categories
of
clearing.
Do
you
agree
with
that
or
you
think
that,
where
there's
a
lane
it
should
be
cleared,
I
think.
I
G
By
in
any
way,
through
cycle
Toronto
in
the
winter,
you
got
anything
you
can
show
and
say:
here's
all.
The
calls
about
well
done
does,
for
instance,
which
couldn't
pass
and
other
ones
dear
members
call
in.
Is
there
some
way
you're
able
to
track
that
where
we
have
some
empirical
data
in
order
to
create
such
a
protocol?
I.
I
G
C
I
C
J
Do
we
have
any
kind
of
methodology
in
reminding
residents
and
reminding
retailers
about
their
responsibilities
in
clearing
their
sidewalk
in
front
of
their
premise
or
cutting
the
the
jungle
in
front
of
their
home
or
the
residents?
Do
we
have
any
ongoing
program
to
remind
them
that
they
have
certain
responsibilities?
You're.
K
The
chair
good
morning,
counselor
Cole
I,
think
one
of
the
things
that
we've
found
from
doing
this
assessment
is
that
our
current
protocols
for
communicating
out
to
the
community
their
responsibilities,
but
also
the
extent
of
our
program
and
what
they
can
expect
in
terms
of
either
winter
services
or
summer.
Maintenance
is
not
nearly
not
nearly
where
it
needs
to
be,
and
so
one
of
the
things
we're
going
to
be
rolling
out
you'll,
be
seeing
within
the
next
month
before
the
winter
season
is
upon.
K
Us
is
a
much
more
comprehensive
communications
strategy
and
and
a
rollout
to
do
both
of
those
things
to
let
people
know
the
suite
of
services
that
they
can
currently
expect
to
receive,
and
also
to
remind
them
of
their
responsibilities,
but
also
how
to
make
the
winter
weather
more
palatable
in
their
area.
So.
J
K
Are
going
to
develop
an
error
in
the
process
of
working
with
the
communications
team
to
develop
a
comprehensive
program
to
set
that
out
some
of
its
going
to
be
social
media?
Some
of
it
will
be
print
and
radio
and
Drivetime
radio.
It's
going
to
be
a
comprehensive
communications
approach
to
addressing
winter
weather.
K
A
The
chair
there's
an
opportunity
to
include
within
one's
property
tax
envelope,
information
regarding
city
services,
so,
for
instance,
I'm
familiar
with
Toronto
water
and
solid
waste
management
services,
including
a
brochure
or
a
brief
flyer
within
the
envelope
which
informs
the
resident
of
various
services
and
responsibilities.
In
fact,
there
could
be
an
opportunity
that
we
can
do
that.
Okay,.
K
Could
I
could
tell
you
what
the
summary
that
I
have
is
for
complaints
and
enforcement
last
year,
which
was
just
under
5,000
for
the
entire
season,
not
necessarily
on
bike
lanes?
Only
though
okay
I'll
have
to
get
that
information
for
you,
I
don't
I'm
weak.
We
might
have
it
in
here,
we'll
we'll
skim
through
well.
G
Something
very
exciting
happen
and
that's
know,
and
the
basis
of
that
clearing
was
to
have
a
unified
approach
for
Ward
I'm,
not
sure
if
everybody
under
knew
that,
but
now
I
think
we
all
know
we
all
have
much
bigger
wards.
So
a
unified
approach,
towards
my
mind,
means
we
now
have
the
entire
Ward
is
going
to
be
cleared.
So
that's
the
change
that
was
undertaken
by
transportation
services
in
order
to
harmonize
Ward.
What
was
word
29
in
the
past?
Have
you
seen
those
before
me?
This
was
before
your
time.
G
I've
seen
them
and
there's
a
whole
report
there.
Thank
you.
Can
you
just?
Let
me
know
within
the
old
city
of
Toronto,
how
many
streets
are
cleared?
How
many
seniors
do
does
transportation
services
visit
in
order
to
clear
this
street
or
more
clearly
on
how
many
streets
the
number
of
streets
on
which
their
seniors
that
transportation
services
visits
through.
K
G
K
K
G
K
G
K
D
You
very
much
to
stop
there.
There
was
a
specific
request
for
staff
to
evaluate
the
snow,
the
snow
maintenance
standards
across
the
city
through
an
equity,
accessibility
and
safety
lens.
It
seems
to
me
that
we
may
have
gotten
safety
a
little
bit
out
of
there,
but
but
little
around
the
accessibility
and
and
and
equity
can
you
can
you
explain
where
we
might
find
that
within
the
report
through.
A
D
We
didn't
look
at
equity
between
the
delivery
of
service,
the
difference
in
level
of
delivery
of
service
from
one
point
of
the
city
to
another
or
the
ability
for
seniors.
Perhaps
that
don't
don't
meet
the
this
notion
of
of
disability
or
parents
with
carriages.
That's
like
we
really
it.
It
really
is
just
this
paragraph.
That
was
the
extent
to
which
we
examined
the
inequity
and
delivery
of
service
currently
with
our
our
sidewalk
clearing.
So.
K
K
One
of
the
reasons,
my
understanding,
that
the
seniors
program
came
into
effect
is
because
there
was
challenges
with
seniors
being
able
to
manage
their
frontages
during
snow
and
ice,
and
so
we
compensated
for
that
by
having
the
seniors
program,
which
is
predominantly
as
I
mentioned
earlier
in
Toronto,
where
there
is
not
sidewalk
clearing
on
local
roads.
So.
K
K
We
have
made
the
determination
that,
in
order
to
be
able
to
look
at
a
more
robust
and
consistent
program
citywide,
we
need
to
understand
where
we
can
actually
maneuver
and,
as
it
was
mentioned
by
one
of
the
deputies.
Looking
at
new
equipment,
we
have
purchased
some
new
equipment
which
were
going
to
be
sharing
with
our
colleagues
in
solid
waste
for
the
summer
season
so
that
we
can
do
mechanical
clearing
and
I
think
there's
a
bit
of
a
misconception
that
we're
just
going
to
be
plowing
right
in
front
of
seniors
homes.
K
K
One
of
the
things
we
learned
from
looking
at
the
City
of
Ottawa,
who
does
the
only
municipality
that
we
found
that
does
local
Road
sidewalks,
is
that
they
were
much
more
aggressive
over
time
in
managing
encroachments
into
the
public
right-of-way,
including
retaining
walls
and
other
pieces
that
make
it
extremely
difficult
for
sidewalk
plows
to
operate
a
narrow
rights-of-way.
So
one
of
the
recommendations
of
this
report
to
get
to
an
equitable
solution
was
to
assess
all
of
the
sidewalks
that
aren't
currently
being
mechanically
plowed
to
understand
how
we
could
put
a
program
together
in
future.
So.
D
K
C
L
M
L
K
L
L
L
K
L
I'm,
assuming
that,
because
you
get
a
lot
of
these
slip
and
falls
or
claims
with
regard
to
that
are
related
to
inclement
weather
during
the
winter
that
that
that
happens
in
areas
where
there
is
snow
clearing
those
claims,
those
claims
are
going
to
continue.
So
the
idea
that
all
these
claims
are
going
to
go
away,
is
you
know
if
you
try
and
make
that
statement?
That's
not
a
very
accurate
statement.
We.
K
L
K
L
There's
a
good
question
yeah.
How
did
you
justify
because
we
did
this
before
at
Council,
and
it
was
fairly
concerned
about
this
and
I?
We
tracked
back
with
the
CFO
who
said
that
that
wasn't
really
kind
of
let's
say
kosher:
how
do
you
justify
winter
maintenance?
Even
the
definition
of
it
is
maintenance?
How
do
you
pull
that
from
your
capital
budget.
C
N
N
B
K
K
N
Through
that
is
there
anything
where
we
are
reviewing
liability
and
liability
and
liability
charges
that
come
against
us
for
slip
and
falls
that
go
residents
that
slip
and
falls
like
because
it
seems
to
be,
it's
become
a
bit
of
a
pervasive
problem
where
nobody's
responsible
I
can
wear
high
heels
and
know
that
it's
a
nice
storm
and
I
can
go
out
and
slip
and
then
I
can
try
and
like
sue
everybody
like.
Are
we
looking
at
this
in
any
sort
of
way?
So.
K
Through
the
chair,
we
recently
reorganized,
as
you
know,
and
one
of
the
organizational
changes
that
we
made
was
to
create
a
claims
and
investigations
section
within
our
Road
operations
unit,
and
that
is
on
the
work
program
for
them
to
start
to
look
more
comprehensively
at
the
source
and
how
to
minimize
claims.
So
we
will
have
more
information
on
that.
We
don't
have
it
right
now,
but
we're
working
towards
that.
Okay
and
then
the
other
piece.
That's
probably
not
in
that
list,
as
I
mentioned
to
councillor
Cole
is
a
much
more
robust
communications
plan
and.
N
Then
right
now
do
we
we
receive
reports,
that's
say
when
our
trucks
are
going
out
when
our
sidewalks
are
going
out.
Is
that
information
publicly
available
so
I'm
thinking
in
terms
of
like
private
contractors,
it's
good
for
them
to
know.
You
know
what
our
level
status
is
and
maybe
they're
working
to
the
same
as
well
through.
K
You
we
actually
do,
and
in
fact
you
will
see
for
the
first
time
this
year,
a
total
overhaul
of
the
plow
tio
website,
which
has
a
lot
more
functionality
and
includes
much
more
updated
information
on
where
the
plows
are
and
when
people
can
expect
to
see
them.
So
that's
we're
launching
that
again
in
the
next
week
or
so,
okay.
L
K
K
O
Sometime
in
November
machines
and
and
contractors
begin
to
show
up
in
our
work
yards,
they
park
their
machines,
their
park,
their
trucks,
their
plows
etc,
and
they
basically
now
wait
for
events
to
take
place.
Whether
it's
icing
snow
removal,
whatever
right
that
is
correct
and
then
it
ends
the
program
source
starts
sometime
in
November
ended
in
March.
Now
we've
stretched
that
out
to
April,
because
sometimes
we
get
big
snow
events
in
April
right
that.
O
Nine
million
dollars
it
says
here
in
your
report
for
the
for
the
program
more
or
less,
and
then
you
have
a
93
93,
and
then
you
have
like
some
19
million
bucks
or
upwards
about
20
million
dollars
kind
of
like
in
a
reserve
Katie
just
in
case
things
go
haywire.
He
got
way
more
snow
than
we
anticipated
or
we
got
okay
like
the
ice
storm.
So
how
many
snow
events
did
we
get
last
year,
forty
to
sixty?
Was
it
forty
or
was
it
sixty?
Well.
K
A
So
the
number
of
winter
events
for
the
the
previous
winter
season
was
I.
Think
about
forty
five
and
that's
how
we
would
determine
by
a
number
of
salting
events,
how
we've
how
many
times
we
responded
with
just
salt
trucks
and
then
within
that
there
would
be
look
times
when
we
have
responded
with
our
plow
trucks,
which
would
be
generally
about
four
to
six
winter
events
and
then
our
sidewalk
machines
alone
about
twenty
for
winter.
Now,.
O
O
O
O
O
The
ninety
million
dollars
that
we
spend
on
this
right,
like
so
per
person,
you
know
the
hours
of
work,
for
example
right
that
they
put
into
you
into
the
forty
to
sixty
snow
events
that
we
had
last
year.
What
is
it
costing
us
per
hour
like?
What's
the
people
/
people
cost
per
hour
to
deliver
this
program?
Is
it
like
fifty
bucks
an
hour
is
at
$1,500
an
hour?
It.
A
O
O
O
K
O
O
K
K
O
Know
the
answer
to
that
question
exactly
so
when
you
look
at
that
survey
and
then
you
look
at
those
numbers
you
you
would,
you
would
think
that
cyclists
wouldn't
be
very
happy
with
your
snow
removal
and
seniors
with
disabilities,
wouldn't
be
very
happy
with
your
snow
removal.
So
your
survey
I,
don't
know
I,
don't
know
what
percentages
are.
What
numbers
of
those
folks
it
would
capture
we're.
K
Looking
to
see
if
we
have
the
breakdown
by
demographics,
I
think
that
the
the
cyclist,
certainly
since
we've
upgraded
and
started
to
do
more
maintenance
of
psycho
facilities.
Certainly
we
heard
some
concerns
today
about
the
clearing
of
bicycle
facilities
that
need
to
be
improved,
but
there
is
relatively
a
increase
in
level
of
service
and
the
last
number
of
years
for
cycling
facilities.
So
I
think
that's
one
of
the
reasons
why,
for
the
people
who
were
included
in
that
survey,
again
was
only
a
thousand
people
for
the
people
who
were
included
in
that
survey.
K
We
did
see
some
positive
response.
I
think
the
other
piece
and
I
agree
with
you.
I
think
it
was
kind
of
it
was
mixed
response
right
like
it
was
certainly
over
50%,
but
there
were
certainly
some
good
information
that
came
out
around
people's
concerns
and
frustration
and
I
think
that
we
certainly
take
that
to
heart.
K
We
did
find
out
that
the
people
who
knew
more
about
what
services
we
were
providing
were
more
likely
to
understand
and
be
and
understand
what
they
should
expect
and
therefore
be
potentially
more
satisfied
with
with
the
service,
and
we
don't
do
a
particularly
good
job
at
communicating
what
service
they
should
expect.
Why.
O
K
O
C
O
There,
okay,
so
you're,
the
so
the
winter,
so
the
winter
maintenance
program
as
you've
presented
it
here
does
not
include
the
sort
of
you
know,
fixing
up
or
patching
up
of
the
of
the
roads.
Much
of
that
work
we
do
during
the
winter
cycle
as
well
correct.
It
does
not
include
that
good.
Why?
Wouldn't
we
include
that
as
part
of
that,
so
that
we
have
a
clear
picture:
I
guess
the
the
place
that
I'm
trying
to
get
to
is
this.
O
We
have
some
1500
people
who
come
in
swoop
down
on
the
city
at
in
the
during
the
winter
months
and
for
the
winter
maintenance
program.
We
do
such
a
poor
job
of
fixing
our
roads
and
fixing
our
potholes
all
broken
down.
Why?
Wouldn't
we
be
a
little
more
sophisticated
and
figure
a
way
to
get
to
make
that
part
of
the
road
maintenance
a
part
of
this
program
so
that
we,
you
know,
fix
our
roads
quicker?
You
know
few,
you
know
get
to
our
paddles
on
at.
K
Our
interim
repair
work
that
is
conducted
through
the
cities
has
always
been,
and
has
always
been
done
by
our
in-house
crews,
there's
staffed
and
resource
to
do
that
work.
The
only
time
we
ever
use
contracted
crews
to
do
pothole
repairs
when
we
do
a
major
maintenance
effort
like
the
gardener,
and
that
also
includes
our
crews
as
well.
So
the
contracted
services
specifically
to
the
contract
is
just
the
the
part
of
the
winter
maintenance
program,
not
the
interim
road
repairs
and
pothole
repairs
that
we
do
annually.
K
D
K
A
D
K
K
The
inspections
were
just
under
five
thousand,
so
46
ninety-eight
for
ice
and
snow-covered
sidewalks
for
notice
of
inspection.
We
we
put
out
just
over
two
thousand
charges
laid,
were
11
and
then
request
to
clear
by
Road
operations,
so
this
was,
after
the
snow
event,
was
over
to
come
back
and
and
clear.
Some
of
these
issues
was
about
61
of
them.
It
looks
like,
and.
K
D
K
Ottawa
is
the
only
one
that
we
that
we
in
indicated
plows
local
Road
sidewalks.
They
do
it
mechanically
and
part
of
the
reason
that
they're
able
to
do
it
mechanically
is
because
they
have
enforced
encroachment
laws
much
more
aggressively
than
we
have
here
in
the
City
of
Toronto
over
time,
and
so
they
have
appropriate
setbacks.
So
many
of
the
sidewalks
and
the
boulevards
and
the
setbacks
from
the
sidewalk
are
wide
enough.
That
they're
able
that
they're
able
to
accomplish
that.
So.
D
A
couple
of
years
ago
we
changed
the
boundaries
about
who
was
getting
mechanical
clearing
in
East,
York
and
I'm,
told
that
and
having
spent
some
time
in
East
York
I
realized
that
the
problem
that
the
roads
and
sidewalks
are
quite
similar
in
the
two
areas
that
we
change,
we
kind
of
added
I,
don't
know
how
many
streets,
but
it
was
a
lot
of
streets.
How
did
we
accommodate
that
through.
A
The
chairs
staff
did
a
review
at
the
time,
I
think
they
were
at
the
time
predominantly
in
councillor,
Fletcher's
Ward
and
a
number
of
streets
were
added,
maybe
15
to
20
kilometers.
So
a
further
review
was
done
using
based
on
the
existing
equipment
that
we
had
at
the
time
and
in
those
locations
there
would
have
been
identified.
A
lesser
number
of
encroachments,
or
sometimes
the
concern
is
absolutely
actually
an
obstacle.
A
That's
in
the
middle
of
the
sidewalk,
which
are
more
predominant,
the
closer
you
get
to
the
downtown
core,
where
it's
not
the
width
of
the
sidewalk.
That
is
really
the
challenge.
It's
that
there
could
be
a
fire
hydrant
or
a
hydro
pole
or
a
street
sign
or
something
physically
blocking
the
you
know
the
movement
of
the
sidewalk
plow.
P
K
A
Staff
staff,
through
the
chair
staff,
reviewed
at
the
time
and
determined
that
I
suppose
that
there
were
not
encroach
means
at
those
locations
that
the
adjacent
property
may
just
have
been
front
lawn
as
opposed
to
retaining
walls.
Fences,
hedges,
which
are
again
more
predominant
in
the
downtown
core,
see.
D
The
removal
of
parked
cars
to
clear
parking
spaces
adjacent
bike
lanes
last
year
was
a
particularly
bad
year.
I
think
I,
don't
I,
don't
fault
staff
for
this,
but
a
juror
attention
to
a
major
problem
in
our
city.
If
you
don't
drive
and
you
rely
on
walking
taking
public
transit
or
cycling
around
the
city
after
a
snowstorm,
if
you
have
an
issue
with
mobility,
you're
stuck
in
your
home,
I
don't
have
a
car,
and
so
when
I
go
shopping,
I
got
two
little
girls.
D
One
of
them
was
at
home
with
with
with
my
partner
for
for
the
year
on
parental
leave
and
they
were
having
trouble
getting
out
of
the
house
and
that's
not
because
we
didn't
shovel
and
not
because
the
city
didn't
go
and
shovel
the
seniors
homes
that
live
on
our
street,
but
yeah.
Some
of
our
neighbors
are
bad
neighbors
and
they
don't
shovel.
D
Some
of
our
neighbors
are,
are
our
landlords
or
tenants
that
may
not
take
the
take
that
initiative,
some
of
them
own
their
own
house,
and
they
might
not
take
that
initiative
they
perfectly
able
to.
But
maybe
they
drive
out
the
lane
way
at
the
back
and
they
just
forget
to
for
couple
days
and
then
it
gets
so
hard
to
chop
through
the
snow
and
to
actually
like
it
takes
a
lot
of
effort.
So
they
kind
of
say
well,
I'm
gonna
wait
till
the
next,
the
the
next
warmer
day.
D
It
happens
a
lot
and
you
know
how
we
have
to
get
around
when
we're
going
shopping.
We
walk
three
blocks
to
Fiesta
farm,
but
I
think
that's
pretty
close,
but
I
had
to
lift
up
the
stroller
on
three
occasions.
Just
to
get
to
the
end
of
my
street
I
had
to
push
my
stroller
onto
the
street
for
a
chunk
of
the
the
block
just
because
it
was
so
impossible.
D
That's
not
fair!
It's
not
right,
but
it's
also
not
fair.
To
do
that
to
families
I
think
I
was
able
to
do
it,
my
partner,
if
she
it
she
had.
Maybe
maybe
if
she
wasn't
in
a
home
full
time
with
with
my
daughter
and
had
a
little
bit
more
sleep,
she
probably
would
have
done
it
herself,
but
if
you're
a
mom,
a
single
mom,
you
don't
have
the
resources
can't
leave
your
child
at
home.
You
got
to
take
the
stroller
out,
it's
impossible
to
get
around
the
city.
D
D
D
D
I
know
that
she's
glad
that
we're
having
this
conversation,
she
was
able
to
add
streets
in
her
ward
streets
that
looked
very
similar
to
the
streets
around
them
and
I'm,
not
sure,
with
respect
to
staff,
I'm,
not
sure
that
there
was
an
offense
on
that
Street
on
that
street,
that
was
added
or
a
hedge.
Other
cities
have
managed
to
do
this.
D
We
have
reports
of
of
our
city,
sidewalk
plows
into
our
Main
streets,
just
going
down
the
side
streets
to
clear
some
of
the
seniors
as
well
as
some
of
the,
and
they
do
a
little
bit
more
along
the
way.
It
took
me
about
five
minutes
of
googling
to
figure
out
that
we
can
buy
a
more
narrow
snowplow
and
you
can
actually
put
a
brush
attachment
on
the
front
and
that's
what
they
use
in
some
cities
about
five
minutes.
D
After
being
told
time
and
time
again,
they
can't
do
winter
maintenance
if
they
put
a
curb
on
a
bike
lane.
That
was
their
rationale
or
one
of
the
rationales
for
not
doing
it
or
not
doing
a
slightly
more
narrow
lane
where,
where,
where
the
full-width
that
we
like
to
didn't
fit
because
of
our
plows,
when
you
can
easily
buy
a
more
narrow
one,
five
minutes
googling
and
I
and
came
up
with
a
distributor
that
distributes
in
Canada
I.
Put
this
motion
forward
for
a
couple
of
reasons.
D
I
think
our
communities
deserve
a
better,
a
better
rationale
for
why
staff
are
recommending
recommending
what
they
are.
We
need
to
know
what
exactly
what
they're
recommending
and
the
the
three
at
the
end
under
under
see
have
to
do
with
problems,
I
experience
on
a
regular
basis
and,
as
we've
heard
from
cycle
Toronto,
so
do
others
in
that
the
the
the
level
of
clearing
and
bike
lanes.
D
Well,
better,
isn't
great
I
just
want
to
say
one
comment
on
the
the
survey
which
I
found
there
to
be
some
excellent
information
in
with
within
it,
but
one
breakdown
that
wasn't
given
with
all
the
people
that
suggest
that
people
are
pretty
happy
with
our
level
of
snow
clearing.
They
didn't
break
it
down
by
areas
that
have
their
sidewalk
clean
and
the
ones
they
don't.
They
amalgamated
everything
together.
D
Well,
two-thirds
of
the
city
has
their
sidewalks
clean,
but
the
areas
with
the
highest
number
of
pedestrian
activity
don't,
and
so
you
got
to
think
about
the
equity
in
this
for
the
for
the
parent
pushing
the
stroller,
the
individual,
that
with
a
mobility
device.
You
got
to
think
about
this
from
an
equity
point
of
view
that
that
people
in
the
downtown,
the
former
City
of
Toronto,
are
paying
the
same
amount
into
our
snow-clearing
and
yet
not
receiving
the
same
level
of
service
and
I.
D
Think
you
also
have
to
think
about
what
we
want
to
try
to
accomplish
as
part
of
something
like
vision:
zero
as
part
of
something
like
the
cycling
pan,
a
plan
of
transform
tío.
If
we
want
to
achieve
higher
levels
of
active
transportation,
we
need
to
make
it
safer
and
more
convenient
for
people
to
walk
and
to
cycle
during
the
winter
time,
and
that
means
clearing
the
roads
and
sidewalks.
Thank
you.
G
Thank
You
chair
and
welcome
councillors,
McKelvey
and
coal
to
the
annual
snow.
Clearing
conversation-
that's
okay!
Well,
that's!
Maybe
you
could.
Maybe
you
can
crack
the?
Maybe
you
can
track
it
I'm
just
going
to
show
oh
I
just
had
one
another
thing:
I'm,
just
showing
you
this
again
and
remember:
I,
had
the
two
pictures
I
showed
you
the
original,
which
was
East
York,
which
was
agreed
to
after
amalgamation
all
of
these
streets.
This
is
the
former
borough
of
these
chores,
and
then
we
have.
What
gets
snow
cleared.
G
Is
the
former
borough
of
these
Jordan
and
the
former
City
of
Toronto
along
the
Danforth.
Now
these
streets
are
clean
with
the
same
plows
as
are
cleaned
here.
These
streets
are
exactly
the
same
as
those
streets
there.
So
the
notion
that
somehow
were
unable
to
clean
those,
the
other
side
of
the
Danforth
simply
doesn't
work.
I
do
believe.
I
know
it's
all
about
money,
it's
all
about
money,
but
for
Torontonians,
it's
all
about
service
and
when
mr.
G
stan
bulla
said
they're
the
most
used
and
the
least
cleared
I
believe
him
so
I'm,
just
showing
you
from
here
down.
Those
are
all
added
and
those
were
added
on
as
a
pilot.
Well,
I
think
we
should
be
adding
more
as
a
pilot,
and
we
really
have
this
conversation
every
single
winter.
Everybody
is
very
frustrated.
We
have
vision,
zero,
we
have
pedestrian
plans,
we
have
increased
bike
lanes
and
yet
for
the
most
vulnerable
road
users
that
being
pedestrians
and
cyclists,
we
still
have
issues
where
there
are
the
most
pedestrians.
G
The
most
cyclists
with
separated
bike
lanes
are
non
separated
bike
lanes,
so
I'm
looking
forward
to
seeing
the
three
one
one
calls
I'm
going
to
suggest
that
cycle.
Toronto
works
with
its
members
to
log
every
call
two
three
one
one.
So
at
the
end
of
the
season,
we
can
see
where
the
high-performing
clearances
were
and
where
the
worst
performing
snow
clearing
was
in
the
city.
I
get
so
many
calls
for
bike
lanes
in
my
area
to
be
cleared
now.
G
I
also
get
a
lot
of
calls
for
streets
to
be
clear
because
we
have
a
system,
that's
very
difficult
to
get
all
that
snow
out
of
these
very
dense,
downtown
neighborhoods,
but
I
do
have
to
say
that
the
mentality
of
maybe
it's
the
mentality.
Maybe
it's
the
issue,
the
orders
that
are
issued,
maybe
it's
the
protocols
but
for
the
life
of
me
I,
can't
understand
why
a
plow
driver
would
leave
that
bike
lane
that
we
saw
put
up
by
cycle
Toronto
in
that
condition.
G
When
you've
done
one
pass,
they
obviously
don't
know,
there's
a
lane
there.
Why
don't?
They
know?
That's
the
street
with
a
bike
lane
go
once
make
sure
you've
cleared
that
whole
piece
off
same
with
Dundas.
What
is
happening?
It's
a
main
commuter
route.
It's
not
cleared
and
my
residents
went
out
last
year
and
they
shoveled
it
off
to
show
that
it
needed
to
be
shoveled
and
I
know.
We
have
a
lot
of
cycling
champions
here.
G
That
would
be
your
counselor
Layton
and
new
councillor
deputy
mayor
gentlemen
and
long
so
I'm
hoping
that
this
year
we
can
augment
and
get
this
right,
but
I'm
also
really
looking
to
really
clear
information.
How
many
seniors,
how
many
streets
on
which
seniors
live
are
being
cleared
now
and
how
and
how
can
we
have
those
streets
cleared
mechanically
the
same
as
these
streets
were
added
with
and
for
clearing,
which
are
exactly
the
same
configuration
of
these
streets
which
get
mechanical
clearing,
so
this
gray
is
relatively
new.
You
haven't
been
through
this.
G
We
started
this
I
think
in
2004.
Talking
about
these
things
has
not
yet
been
resolved.
The
mayor
asked
for
this
last
year:
I,
don't
think
we're
there
yet
I
think
we
have
more
work
to
do
and
I
think
the
public
who
use
the
streets,
the
most
that
are
least
cleared,
need
better
service
in
those
areas
and
I'm,
hoping
that
we
can
push
this
down
the
road
a
little
bit
and
get
things
moving
in
the
right
direction.
J
As
you
know,
I
was
a
former
city
councilor
and
East
York,
no
York
yeah
York,
the
the
to
York's,
anyways
I've
been
mistaken
for
him
and
Brian
Ashton
at
times,
but
anyway.
So
the
back
in
the
City
of
York
I,
remember
trying
to
get
the
city
of
New
York
to
install
a
salt
box
on
a
steep
hill
so
that
because
local
residents
said
well,
the
the
Salters
don't
come.
So
we
want
to
go
with
our
own
shovel
and
put
a
little
salt
on
the
hill
and
the
sidewalk
anyway.
J
They
wouldn't
give
it
to
us
that
was
too
expensive
to
put
the
salt
box
I,
don't
think
they
use
salt
boxes
anymore,
baby,
so
I
mean
this
is
a
neighborhood
by
neighborhood
issue.
You
know
and
I
represent
a
ward
that
includes
three
former
municipalities,
so
think
of
the
fun
I'm
having
there
with
different
rules
with
different
legacies
with
different
bylaws,
but
different
service
accommodation.
You
know
represent
York
Toronto,
North
York
they're,
all
into
my
mega
ward,
all
I've
learned
over
the
last
three
four
decades.
J
J
So
that's
why
I
think
we've
got
to
look
at
this
comprehensively
in
a
budget
context,
because
there
is
no
quick
fix.
There
is
no
magic,
tiny
plow
that
you
Google
has
all
the
answers
and
the
Google
plow
is
going
to
come
up
and
plow
our
sidewalks.
Let's
do
it
comprehensively
through
the
budget
process
and
get
it
done
to
where
we're
at
least
be
able
to
do
something.
That's
comprehensive-
and
you
know,
has
a
very
strategic
approach
to
this,
which
the
staff
report
really
recommends.
O
O
We
are
not
doing
this.
We're
not
doing
this
well.
In
fact,
I
just
took
the
50
average
snow
events,
multiplied
them
out
and
I
understand
it's
a
little
more
complicated
than
this
multiplied
them
up.
By
what
24
hours
personal
event
divided
night
into
the
100
million
and
I
get
84
thousand
dollars
an
hour.
O
O
Because
it's
just
full
of
potholes
we're
not
doing
any
of
it.
Well,
not
because
we're
not
spending
a
whack
of
money
against
it.
We
are.
We
just
need
to
figure
out.
We
need
to
look
at
it
and
we
need
to
figure
out
how
it
is
that
we're
going
to
do
this
better
I
understand
the
snowplow.
You
know
in
North
York
we
have
window-cleaning
windrow,
whatever
you
call
them
windows.
You
know
the
bottom
of
your
driveway
I
see
the
plows.
O
You
have
a
big
snow
event
plows
under
a
lot
of
pressure
that
contractors,
under
a
lot
of
pressure,
he's,
got
to
keep
going
at
a
certain
speed.
All
right,
you
got
more
snow
than
he
can
man
it.
Then
he
can
see
so
he
doesn't
see
the
curb.
He
doesn't
clean
the
window,
just
piles
of
snow
up
against
the
driveway.
Why?
Because
he's
afraid
to
put
down
the
little
plow,
because
he's
going
too
fast,
you're
gonna
clip
the
curb
Clips,
the
curb
these
guys
backed
it.
O
O
So
are
we
doing
that
so
we're
paying
for
it,
but
we're
not
getting
it
most
of
the
time,
especially
when
it's
a
big,
especially
when
you
need
to
get
it
when
you,
when
it's
a
big
big
snow
event
where
that
windrow
big
really
piles
up
all
right
without
without
snow,
you
know,
because
there's
a
lot
of
it,
that's
being
pushed
back
now
when
you
get
that
little
snowfall,
you
know
little
yeah.
They
can
see
that
they
clear
that
beautiful.
O
Because
we've
denizer
denied
ourselves
the
means
to
be
able
to
go
and
deal
with
it
appropriately
because
we
don't
have
the
people
power,
so
we
bring
in
all
these
guys.
They
sit
around
our
Works
yard.
Wait
for
the
you
know
the
forty
to
sixty
snow
events,
whatever
the
number
that
is
right,
go
out
and
deal
with
the
snow
event,
the
rest
of
the
time.
Some
of
them
I
guess,
are
playing
cards.
The
others
are
at
home
on
standby
waiting
around,
but
we're
paying
that
eighty
four
thousand
dollars
an
hour.
C
C
C
Regarding
councilor
peruses
comments
that
nobody's
happy
with
their
snow
clearing,
the
consultant's
report
actually
has
found
that
not
to
be
correct.
On
page
13,
it
says
that
the
overall
majority
57%
of
residents
are
satisfied
with
the
winter
maintenance
services
provided
by
the
city
of
Toronto
I.
Think
one
of
our
big
problems
in
the
city
is
people
organizations,
institutions,
businesses,
don't
know
the
responsibilities
regarding
snow
clearance,
I
had
a
constituent
who
was
downtown,
who
who
parked
in
a
outside?
C
There
are
no
parking
authority
or
was
a
private
sector
parking
lot
that
was
uncleared
after
a
snowstorm
then
tried
to
diverse
a
City
of
Toronto
sidewalk,
which
was
piled
with
snow
and
then
tried
to
walk
to
the
Art
Gallery
of
Ontario,
which
also
had
snow
banks
and
accessibility
issues,
and
in
that
20
meter
walk.
They
came
across
three
sets
of
jurisdictions
who
had
different
responsibilities
for
clearing
a
parking
lot,
whether
private
sector
or
TPA
had
a
legal
responsibility
to
clear
it.
C
Complicating
matters
are
the
small
plazas
in
our
in
our
various
communities.
These
plazas
have
retail
at-grade,
with
a
small
parking
lot,
usually
in
front
the
business
operating
out
of
that
retail
establishment
is
usually
not
the
owner,
they're,
the
renters
of
that
establishment
and
complicating
the
issue.
Even
more
is
there's
usually
a
residence
on
on
top
and
when
you
try
and
get
these
plaza
owners
or
renters
together
for
a
uniform,
cohesive
snow
removal
plan,
you
usually
run
into
problems
because
several
don't
want
to
pay.
C
They
also
believe
that
it's
the
owners,
responsibility
and
disputes
workout
that
come
out
that
way
or
it's
the
retail
outlets
responsibility,
but
the
residents
on
top
has
to
do
their
share
too.
So
these
messy
jurisdictional
disputes
is
one
of
the
main
problems
were
having
complaints
in
in
our
offices
regarding
councillor,
Layton's
motion
I'm,
looking
at
it
now,
this
is
this
is
really
something
that
should
go
to
Budget
Committee.
This
is
a
major
line
item
that
should
go
through
the
budgetary
process.
C
2020
I
understand
you're
an
esteemed
member
of
the
Budget
Committee
and
you
might
want
to
take
it
there.
I
can
write
you
a
letter
of
introduction
to
budget
chief
Crawford,
but
I,
don't
think
I,
don't
think
we
needed
to
visit
inner-city
inner
suburban
debate
at
Council
over
an
extremely
expensive
item.
C
Debate.
There.
Fairness
across
the
city,
that's
600
square
kilometers
that
has
a
strong,
downtown
core
and
and
widespread
inner
suburbs.
Nothing
will
be
ever
fully
equal.
The
downtown
has
high-level
transit
options
that
the
inner
suburbs
only
wish
for
bike
lanes
are
far
more
established
in
the
downtown
core
than
what
we
get
up
in
the
inner
suburbs
bike
share.
C
We
can't
get
bike
share
in
the
inner
suburbs
I'm,
giving
you
some
examples
where
things
just
aren't
fair
and
and
that's
that's
the
reality
of
a
city,
that's
2.8
million
people
and
it
covers
a
wide
swath
of
geography.
So
with
that
I
would
I
would
simply
say
that
this
can
go
to
budget
you're
more
than
welcome
to
bring
it
there,
but
a
divisive,
debated
council
I,
don't
think
I,
don't
think
we
have
the
stomach
for
it.
I'm
done
and
I
believe
we're
done
with
speakers.
There's
anyone
else.
One
add
to
the
conversation.
C
E
N
C
C
C
C
C
R
They're
setting
up
just
want
to
introduce
yet
Matt
and
Rihanna
from
the
Toronto
region
conservation
story.
Who've
been
our
partners
on
the
on
the
flood
mitigation
and
damage
repair
report
that
you
see
before
you,
jet
Matt
and
Rihanna,
correct
jet,
Matt
and
Rihanna,
who
are
gonna,
introduce
themselves
and
the
work
that
we've
been
doing
in
partnership
with
TRCA
on
the
response
to
the
flight,
and
they
promise
to
be
less
than
10
minutes.
B
And
members
of
the
committee
colleagues,
my
name
is
Rehan
Roger
belly
and
I
should
have
thought
of
a
juicier
title
for
this
presentation.
Perhaps
something
along
the
lines
of
Waterworld
will
try
to
convince
it
into
you,
10
minutes
or
less
and
I'm.
Here
with
my
colleagues
Matt
and
jet
to
speak
about
Toronto
Islands,
flooding
and
mitigation.
B
So
quickly
we'll
go
over
the
Great
Lakes
watersheds
the
factors
that
influence
Lake
Ontario
levels,
a
comparison
of
the
2017
2019
conditions
and
how
lessons
learned
in
the
interim
helps
provide
a
more
effective
response
to
the
high
levels
this
year
and
then
we'll
talk
a
little
bit
about
the
highlights
from
the
flood
mitigation
report,
which
is
the
subject
of
item
8.5,
so
quickly,
a
quick
lesson
on
hydrology
of
Lake
Ontario.
There
are
three
main
factors
that
influence
the
Lake
Ontario
levels.
B
The
first
of
these
is
the
inflow
from
Lake
Erie,
which
is
uncontrolled,
and
it
is
notable
because
this
year,
Lake
Erie
is
higher
than
it's
ever
been
before,
and
it
continues
to
be
at
record
high
levels,
which
does
you
know,
continue
to
be
a
factor
as
to
why
we
have
higher
than
average
levels
through
the
fall.
The
second
is
precipitation,
as
in
rain
or
snowmelt
that
drains
directly
into
Lake
Ontario
from
the
surrounding
watershed.
B
So
this
is
the
area
in
blue
on
the
map,
and
then
the
third
is
outflow
from
Lake
Ontario,
which
is
controlled
by
the
International
Joint
Commission
at
the
Moses
Saunders
Dam.
Now
Lake
Ontario
is
an
international
water
body
and
the
International
Joint
Commission
has
a
set
of
prescribed
rules
that
are
used
in
order
to
operate
that
Dam
to
balance
the
risks
upstream
along
the
shoreline
of
Lake
Ontario,
with
the
risks
downstream
through
the
st.
B
Lawrence
River,
and
one
of
the
key
factors
that
influences
how
that
upstream,
downstream
balance
is
done,
is
what's
happening
on
the
Ottawa
River
watershed,
so
that
area
in
yellow
on
the
map
is
a
drainage
area
for
the
Ottawa
River
and
the
Ottawa
River
joins
the
st.
Lawrence
River
upstream
of
Montreal,
and
so
whatever
is
happening
in
the
Ottawa
River.
If
it
is
peaking,
then
the
outflows
from
Lake
Ontario
are
controlled
in
order
to
prevent
simultaneous
peaks
going
through
the
st.
Lawrence
River,
resulting
in
flooding
in
Montreal
and
along
communities
on
the
st.
Lawrence.
B
So
this
is
governed
by
the
IJ
C
and
each
of
these
three
factors,
the
uncontrolled
inflow
from
Lake
Erie,
the
amount
of
water
and
rainfall
and
snowmelt
in
the
linked
Ontario
watershed,
as
well
as
the
outflow
from
Lake
Ontario.
All
work
in
combination
to
dictate
what
the
Lake
Ontario
levels
would
be
and
I
did
mention
Lake
Erie
as
one
of
those
factors,
and
it
is
notable
that
Lake
Erie
is
higher
than
it
has
ever
been
before
and
in
2019.
This
was
one
of
the
big
drivers
for
high
levels
on
Lake
Ontario.
B
When
I
mentioned
the
upstream
downstream
risk.
Here,
you
can
see
a
1
centimeter
draw
down
on
Lake
Ontario
would
result
in
an
11
to
12
centimeter
increase
in
water
levels
at
Montreal,
and
so
it
does
have
kind
of
a
bit
of
a
disproportional
impact
in
terms
of
explicit
water
level
between
what
happens
around
Lake
Ontario
and
downstream.
So
we've
seen
high
lake
levels
two
out
of
the
last
three
years
and
in
fact
there
are
some
similarities
between
what
happened
in
20
in
2019.
What's
similar
is
that
we
had
record
high
levels.
B
The
actual
peak
level
that
we
saw
in
2019
was
ever
so
slightly
higher
on
an
average
a
daily
average.
It
was
about
two
centimeters
higher,
so
seventy
five
point:
nine
five
versus
seventy
five
point:
nine
three
in
2017,
but
among
the
key
differences
in
terms
of
the
the
water
level
itself,
was
that
it
was
high
for
a
much
longer
period
of
time.
We
did
see
slightly
higher
instantaneous
water
levels
higher
than
we've
ever
recorded
before
on
Lake
Ontario
about
just
over
seventy
six
meters
and
because
it
was
so
prolonged
so
much
of
the
summer.
B
You
know
we
were
under
this
shoreline
hazard
warning
because
it
was
so
prolonged.
The
odds
that
we
caught
winds
from
directions
that
are
not
preferable
was
much
higher,
so
there
were
longer
duration
of
having
you
know,
area
submerged,
plus
there
was
a
longer
period
of
time
at
which
we
got
a
lot
more
wind
storms,
more
storm
surge
effects,
more
wave
impacts,
more
seige,
and
so
in
fact,
hydrologically
speaking
2019
was
much
worse
than
2017.
B
You
know
it
was
also
more
an
issue
of
the
rainfall
overall
in
the
Lake
Ontario
basin,
whereas
in
2019,
even
once
outflows
were
drastically
increased
coming
out
of
Lake
Ontario.
The
inflow
from
Lake
Erie
was
so
high
that
that
contributed
to
the
very,
very
prolonged
peak
level
that
we
saw
the
Sun
and
so
again
here
it
is
graphically
speaking.
B
I'll
show
you,
but
this
illustrates
what
we
were
dealing
with
back
then
and
I
have
the
numeral
cast
that
incorporates
how
we've
seen
the
lake
levels
decline
to
me.
I
look
at
it
as
graph
and
that
might
be
meaningful
put
to
most
people.
This
is
what
they
see
when
they
think
of
Lake
Ontario
high
levels.
It's
not
just
inundation,
but
it's
also
erosion
and
this
results
in
significant
damages.
B
Not
just
you
know
at
the
time
when
the
static
water
level
is
high,
but
at
the
time
also
where
you
have
seasonally
high
water
levels,
plus
you
know
ice
storms
coming
in
plus
wave
impacts
coming
in.
So
the
the
effects
we've
seen
over
the
last
three
years,
not
just
on
the
islands
but
along
the
entire
waterfront,
has
been
quite
significant.
Now
the
conservation
authority
has
been
supporting
the
city
of
Toronto's
response
for
high
lake
levels
in
a
couple
of
ways.
B
One
of
them,
of
course,
is
in
terms
of
providing
boots
on
the
ground
support
to
help
place
emergency
mitigation
measures.
Another
of
those
is
through
collecting
and
cataloging.
These
impacts
to
be
able
to
support
longer-term
mitigation
measures
and
one
of
the
innovations
this
year
was
the
tool
that
you
see
before
you
here,
where
we
were
able
to
track
all
of
the
different
impacts
and
very
recently,
City
of
Toronto
staff.
B
Ourselves
met
with
the
Great
Lakes
adaptive
management
committee,
who
is
the
body
responsible
for
trying
to
understand
that
balance
of
upstream
and
downstream
impacts,
and
so
those
lessons
learned
from
2017
are
one
of
the
reasons
why
it.
You
know
there
was
an
ability
to
better
understand
emergency
response
during
twenty
nineteen
s,
let
high
levels
so
an
example
of
what
worked
really
beautifully
on
the
islands
this
year.
Are
these
sumps
with
the
sumps
in
place?
B
The
first
is
flood
characterization.
This
looked
at
you
know
what
was
the
nature
of
the
flood
in
2017
and
was
updated
in
2019
as
well
to
provide
projections
of
the
hundred-year
the
500
year
water
levels
to
help
you
know
and
give
an
idea
to
what
needs
to
be
done
in
terms
of
design
for
mitigation
alternatives.
There
was
a
flood
risk
assessment
which
helped
quantify
the
damages
in
order
to
help
provide
the
benefits
inside
of
a
return
on
investment
calculation.
B
There
were,
of
course,
the
flood
maps
which
we
use
to
help
target
response,
and
then
the
flood
mitigation
alternatives
report.
Now
the
flood
mitigation
alternatives
report
is
looking
at
areas.
You
know
that
have
conceptual
designs.
These
are
not
detailed
designs
were
not
at
that
point.
Yet
what
we
looked
at
were
areas
that
could
be.
B
You
know,
prevent
it
from
flooding
through
more
permanent
measures,
so
things
like
that,
our
perimeter
berms
plus
drainage
areas,
the
raising
of
roads,
as
well
as
the
protection
of
critical
infrastructure,
and
when
we
talk
about
flood
protection,
you
want
it
to
have
multiple
benefits,
again
conceptual
ideas
for
having
something
that
tries
to
keep
the
water
out,
but
also
provides
community.
You
know
benefits,
so
here
we
are.
Where
are
we
at
this
point?
The
risk
assessment
was
done.
B
The
conceptual
alternatives
were
already
developed
through
the
study
that
that
TRCA
worked
with
the
consultant
to
develop
and
now
we're
at
the
point
where
you
have
to
sort
them
secure
funding
and
then
look
at
the
next
steps,
some
of
which
are
environmental
assessments
and
some
of
which
would
move
directly
to
detail
design.
And
so
here
we
are
working
with
our
municipal
partners.
B
You
know
secure
secure
funding
and
move
towards
the
implementation
and
I
have
one
more
slide,
I'd
like
to
just
share,
which
is
that
forecast,
which
shows
that
you
know,
because,
especially
with
Lake
Erie
being
so
high,
things
are
not
looking
so
good
for
the
next
year.
If
you
look
at
that
that
what
they
do
is
they
give
a
cone
of
probability
and
if
you
just
take
kind
of
the
50%,
the
average
out
of
that
that
dotted
red
line
in
the
middle
you
can
see.
B
That
is
very,
very
likely
that
we're
going
to
see
above-average
conditions
again
in
2019
and
2020
and
there's
certainly
a
possibility
that
we
we
could
be
looking
at
those
record
highs
again
in
the
next
year.
So
it
is
important
that
we
continue
to
look
towards
long
term
mitigation
and
we're
open
to
any
questions
that
the
committee
might
have.
Thank
you.
C
N
You
mr.
chair
I
was
just
wondering
if
you
could
walk
through
jurisdictionally
who's
responsible
for
this
and
and
only
good
to
over.
Let's
do
it,
but
it
seems
that
the
feds,
the
province,
the
city,
TRCA,
all,
have
a
role
so
I
guess.
My
question
is
who's
responsible
for
finding
the
problems,
who's
responsible
for
fixing
the
problems
and
who's
responsible
for
funding
that.
M
Hello,
my
name
is
Matt
Johnston
I'm,
the
senior
manager
of
erosion
risk
management
with
TRC
a
and
through
your
chair.
It's
a
complex
problem
in
terms
of
the
responsibility,
I
would
say
for
a
municipal
level
when
it
comes
to
mitigating
erosion,
hat
risks
and
then
flood
management.
The
TRC
a
works
very
closely
with
its
municipal
partners
throughout
our
jurisdiction
to
ensure
that
an
appropriate
level
of
service
is
administered
and
the
constituents
within
those
communities
are
protected
from
those
hazards.
M
But
ultimately,
where
the
responsibility
lies
can
can
transcend
and
can
be
debated
based
on
property
boundaries,
external
influencing
factors.
So
there's
a
lot
of
issues
that
go
into
that
in
the
province
and
the
federal
government
often
provides
support
through
variety
of
grant
programs
and
other
and
other
elements
of
their
work.
But
I
would
say
that
it
seems
there's
more
involvement
from
the
municipality
level
and
I'd
say
from
the
Toronto
region,
Conservation
Authority,
to
help
mitigate
these
issues.
R
Through
the
chair,
just
to
add,
I
think
a
good
way
of
summarizing
it,
as
well
as
that
the
Toronto
region,
Conservation
Authority,
would
really
be
the
subject
matter:
experts
on
flood
and
flood
mitigation,
as
that's
their
primary
role
and
responsibility
so
defining
what
the
issues
are
defining,
what
the
responses
can
be
and
then
think
on
the
municipal
side,
you
know
us
on
the
funding
side,
we
become
the
partners
in
helping
deliver
the
response
and
the
mitigation
to
it.
So
I.
N
Think
it's
it's
more
complex
than
that
right
like
so.
This
is
federal
waters,
it's
an
international
border
and
then
the
Toronto
region
and
Conservation
Authority.
If
I'm
right,
like
you're
your
responsibility
really
in
mandate
under
your
legislation,
is
riverine
and
riverine
flooding,
not
necessarily
lacustrine
right.
B
The
chair
you've
met
in
vice
chair
I'm.
It
does
include
erosion
and
hazards
from
the
leak
as
well.
So
TRC
does
have
a
mandate
to
undertake
regulation
off
of
Lake
based
hazards,
as
well,
as
you
know,
considering
erosion
and
and
flood
risks
from
lacustrine
hazards
as
well.
That
extends
to
flood
forecasting
and
warning
and
Emergency
Response
as
we
continue
to
do,
but
that
also
extends
to
the
providing
the
subject
matter.
B
Expertise
to
support
mitigation,
but
I
guess
where
it
gets
tricky,
is
that
there
is
no
because
we
are
funded
through
a
combination,
largely
through
partner
municipalities,
with
some
contribution
from
the
province
as
well.
There
is
no
explicit
budget
for
any
particular
activity.
It's
on
a
site-by-site
basis
through
supporting
agencies,
so.
N
We
need
to
so
somebody
has
to
identify.
The
problem
is
not
totally
clear
who
that
is
from
my
line
of
question.
You
can
do
the
work
because
you're
experts
in
doing
that
work,
but
then,
ultimately,
it
needs
to
be
funded
by
the
municipality
of
the
province
or
the
feds
or
some
combination
of
the
both.
But
it's
not
clear
who
exactly
is
responsible
because
we're
flooded
because
we're
protecting
Montreal
right
so
we're
not
in
control
of
those
data
and
those
water
levels,
but
were
subject
to
those
impacts.
N
S
Mr.
chair,
yes,
the
water
levels
in
Lake,
Ontario,
controlled
by
the
International
Joint
Commission,
which
is
by
national
panel
between
the
US
and
Canada,
and
it
was
set
up
when
the
st.
Lawrence
Seaway
was
created
and
it
was
designed
to
regulate
the
lake
levels
through
the
dam
in
Cornwall.
It
in,
in
essence,
was
to
allow
for
proper
flow
regulation
at
st.
Lawrence,
so
you
could
have
shipping
come
up
in
in
a
controlled
fashion,
so
they
are
the
body
that
are
responsible
for
setting
lake
levels.
S
There
was
a
recent
change
to
lake
level
control
and
the
amount
of
flow
released
from
Cornwall
in
2014.
They
they
made
some
changes
to
that
and
and
from
our
perspective
and
trial
water.
There
is
some
concern
because,
since
that
change
in
2014
we've
now
seen
two
episodes
of
significant
lake
levels,
is
it
correlated
or
not?
I,
don't
know
if
we
have
enough
data
yet
to
say
that.
S
B
So,
in
response
to
you
manifester,
there
are,
and
also
to
speak
a
little
bit
on
the
last
point.
Indeed,
there
is
control
over
the
outflow
for
Lake
Ontario,
but
that
does
not
provide
full
control
over
the
lake
level
because
there
are
those
other
two
factors
which
are
uncontrolled
would
still
influence
the
lake
level.
B
So
there
is
absolutely
a
relationship
there
now,
but
under
both
the
previous
and
the
current
regulation,
the
deviations
that
occur,
the
actual
flow
control
decisions
that
were
made
deviated
from
both
of
those
plans,
and
so
one
of
the
reports,
because
we
too
were
interested
in
this
question.
As
was
the
city.
One
of
the
quote.
One
of
the
reports
does
look
at
what
the
impact
of
plan
2014
was
on
Lake
Ontario
levels
in
2017
and
some
portion
of
the
increase
to
the
hundred
year
level
about
seven
centimeters.
According
to
you
know,
part
one.
B
The
flood
characterization
report
is
describable
to
the
change
in
regulation
planning
and
that's
describable
to
the
way
that
the
the
larger
variation
of
appropriate
you
know
acceptable.
Lake
levels
are
prior
to
getting
into
flood
stages.
Once
you
start
to
get
into
flood
stages,
they
actually
don't
follow
the
plan
anymore.
The
board
meets
and
approves
deviation,
and
that
happened
in
2017
and
that
happened
in
2019
again.
Do.
N
You
have
mapped
along
the
waterfront,
then,
whose
jurisdiction
each
portion
is
so,
for
example,
the
rouge
park.
Parking
lot
was
flooded
and
we
had
damage
and
there
was
a
lot
of
or
you
responsible
or
who's
responsible
like
have.
We
mapped
out
who
has
responsibility
over
all
of
the
different
areas
of
our
waterfront,
because
it's
not
clear
right
now,
who
you
gonna
call
because
I
got
a
lot
of
runaround
over
that.
M
And
just
clarifying
at
another
point
of
complexity,
a
lot
of
the
shoreline
erosion
control
structures,
TRCA
might
have
ownership
of
those
assets
from
that.
We
originally
built
them
and
we
maintained
them,
but
there's
also
a
lot
of
that
parkland,
which
is
under
management
agreement
with
the
city.
So
you
have
ta
own
lands
with
the
City
of
Toronto,
actually
being
ones
who
would
be
the
management
in
terms
of
parks,
forestry
and
recreation?
So
there's
a
lot
of
joint
responsibilities
and
that's
why
tier
CA
and
the
city
worked
very
closely
in
identifying
all
these
hazard
areas.
M
So
to
kind
of
answer
your
question:
there
is
there's
the
reason:
I,
don't
think,
a
clear,
visible
external
layer
of
those
information
of
that
information,
specifically,
but
there's
a
pretty
clear
operational
in
terms
of
TRC
in
the
city
with
River
Spector,
who
should
be
following
up
on
those
issues
and
where
the
source
of
the
funding
would
come
from
to
remedy
them.
That's
your.
B
Through
the
charity,
the
Portland's
I
they're
typically
built
a
little
bit
higher
right
there.
There
is
a
slightly
higher
dock
wall
on
there.
So
one
of
the
other
considerations
I
should
point
out
is
that
when
there
is
design
work
done
on
other
areas
of
redevelopment,
such
as
the
Portland's
which
are
undergoing
a
flood
protection
program,
River
based
flooding
and
Lake,
lease
flooding
work
a
little
bit
differently.
The
likelihood
of
seeing
both
of
those
those
peaks
coincide
is
is
historically
low
but,
most
importantly,
the
sorry.
B
B
L
S
L
Because
this
is
an
important
point,
because
people
say
that
we
are
the
the
the
regulatory
event
is
Hurricane
Hazel,
but
it,
but
for
us
to
protect
the
city
and
Hurricane
Hazel
was
geographically,
it
was.
It
was
a
target.
It
was
a
targeted
area
just
when
we
have
all
those
other
rainstorms.
It's
not
the
full
area
of
the
city,
but
we,
the
city,
cannot
the
the
enormity
of
trying
to
protect
the
City
of
Toronto
Hurricane
Hazel.
The
enormity
of
that
job
is
almost
impossible
to
comprehend
both
in
terms
of
scale
and
in
terms
of
cost.
S
S
C
Any
other
any
other
questions
for
staff.
I
I
just
have
a
couple
of
Thank
You
Rosa,
no
I
his
time
is
up
and
you
can
take
it
offline,
I
guess
the
the
Baird
report
didn't
really
I
guess
this
is
sort
of
a
combination
of
mostly
to
staff.
No
offense.
The
Baird
report
didn't
really
give
a
cost
of
mitigation
actions.
It's
not
in
the
triple
damage
estimates,
but
on
page
three
I.
Think
of
the
staff
report
is
thirteen
point
nine
to
fifteen
point.
M
I'll
respond
to
that
question
and
I'd
say
at
a
preliminary
level.
That
number
is
accurate
for
a
rough
estimating.
However,
there
do
have
to
be
a
lot
of
refinements
from
that.
Another
recommendation
that
I
want
to
draw
a
specific
attention
from
Barrett's
report
is
about.
$550,000
will
be
required
for
further
studies
and
as
well
for
ei
environmental
assessment
completion
in
order
to
determine
the
viability
of
some
of
those
structures,
some
of
the
berms
and
other
sea
walls.
M
There
needs
to
be
some
geotechnical
investigative
work
undertaken
and
specifically
to
determine
how
permeable
or
the
hydraulic
conductivity
of
those
soils.
So
once
that
there's
refinements
through
the
environmental
assessment
process,
I
think
there'll
be
those
estimates
will
have
to
be
reviewed,
but
for
now
they're
reasonable
assumptions,
and
a
lot
of
that
is
the
road
work
that
was
mentioned,
as
there
was
many
spots
on
the
island
that
would
immediately
benefit
from
raising
of
the
road
and
that's
I,
think
12
million
dollars
if
I'm,
if
I'm,
recalling
the
number
correctly
from
the
report.
R
Mr.
chair,
so
we
are
and
there's
a
letter
before
you
from
councillor
Cressy
around
including
the
environmental
assessment
required
in
the
2020
budget,
which
we
can
do
from
within
the
allocation.
So
that's
the
$550,000.
That's
required
to
do
the
further
assessment
that
TRCA
is
speaking
about,
but
the
actual
13
to
15
million
dollars
is
not
yet
identified
in
in
the
budget.
I
think
the
plan
would
be
to
finish
the
assessment,
the
the
environmental
assessment
we
refined,
the
numbers
that
are
required
and
then
put
them
in
subsequent
budget
submissions.
C
S
Yes,
mr.
chair,
one
of
the
criteria
a
council
approved
when
we
created
the
latest
iteration
of
the
basement,
flooding
program
was
for
us
to
assess
the
stormwater
infrastructure
and
that
we
could
raise
the
service
level
from
the
present
two
to
five
year.
Storm
returned
storms
to
100-year
level,
however,
the
caveat
being
that
we
could
only
proceed
with
them.
If,
if
the
cost
to
implement
it
was
less
than
thirty
two
thousand
dollars
per
benefiting
household.
S
C
S
R
N
Thank
You
mr.
chair
Lake
Ontario
was
about
85
centimeters
above
normal
for
the
time
of
year
in
summer,
and
we
also
had
high
lake
levels
in
2017,
so
I
think
we
have
to
accept
that
this
is
quite
likely
going
to
be
the
new
normal
and
we
need
to
prepare
for
that.
But
it's,
as
you
heard
from
the
responses
to
my
questions,
jurisdictionally
who's
responsible,
is
very
complicated
and
I.
Think
we
need
to
to
find
a
way
to
map
this
out
so
that
we
can
have
quick
response.
N
So
we
immediately
know
who's
responsible
and,
most
importantly,
so
that
we
have
a
continued
long-term
funding
stream
for
this,
because
the
upgrades
and
infrastructures
that
we
have
are
going
to
be
enormous,
because
our
infrastructure
was
all
designed
with
a
much
lower
lake
level
in
mind
and
and
probably
some
of
the
lowest
lake
levels
we
may
have
even
seen
is
what
we're
using
for
our
design
criteria.
So
we
need
to
update
that
as
well.
I
have
had
conversations
as
well
with
councillor
Crawford's
office.
N
I
know
they're
also
very
concerned,
as
our
other
colleagues
about
this
continued
problem
that
that
we
can
expect.
Also
concerning
through
this
report,
is
that
it
has
a
broad
focus
on
the
Toronto
Islands
and
there
is
a
whole
lot
of
other
waterfront
that
we
have
that
we
need
to
think
about
and
and
I
feel
like
we're,
not
doing
it
enough
justice.
Through
this
report,
it's
not
clear
who
finds
the
problem,
who
fixes
the
problem,
who
funds
the
problem,
and
we
really
need
to
to
be
prepared
for
more
erosion,
which
is
clear.
N
That's
TRC,
a
jurisdiction,
but
a
lot
of
the
other
stuffs
not
to
your
RCA
is
responsible
for
riverine
flooding.
It
was
created
in
response
to
Hurricane
Hazel,
a
very
specific
problem,
and
it
wasn't
designed
for
lacustrine
or
high
Lake
Ontario
levels
and
dealing
with
that.
So
it's
not
clear
who
the
appropriate
body
is
I.
Don't
think
we'll
solve
that,
obviously
in
this
report
today,
but
it
is
something
that
I
will
continue
to
be
asking
hard
questions
about.
A
D
So
for
the
local
councillor.
This
is
a
big
issue,
because
there
was
a
very
different
response
between
2007
and
2009
teen,
where
the
flooding
was
actually
worse.
But
the
response
was
was
far
better
because
we
had
been
through
this
before.
Unfortunately,
though,
there
is
a
lot
of
stuff
that
needs
to
be
done,
a
lot
of
work.
That
needs
to
be
done,
but
the
report
is
light
in
in
how
we
actually
and
who
is
actually
gonna,
carry
that
out
and
that's
why
the
local
councillor
who
submitted
a
letter
and
it
should
have
been
circulated.
D
So
his
rationale
is-
is
down
there
is
he
would
like
more
clarity
and
and
I
suspect
it's
to
give
the
community
some
assurance
that
the
city
and
the
TRC
a
is
actually
taking
action
to
ensure
that
their
homes
are
protected
and
that
this
important
public
public
facility
public
asset
is
protected
from
what
we
know
is
a
changing
climate.
These
these
floods
aren't
going
away
they're
going
to
get
worse,
so
I've
put
these
forward
on
his
behalf.
I
I,
don't
think
it's
it's
not
slowing
anything
down.
I
I.
D
C
T
My
name
is:
burn,
crush
I'm,
a
resident
of
Toronto
and
an
author
of
a
textbook
and
several
independent
reports
about
preparing
for
automated
vehicles.
I
commend
the
work
of
the
city
staff
who
produced
the
draft
automated
vehicles,
tactical
plan
and
the
direction
of
City
Council
that
instigated
this
effort.
Thank
you
for
that.
At
the
outset,
I
want
council
to
know
that
the
attention
given
to
the
hardware
and
software
for
automated
vehicles
is
consumerist
and
somewhat
misdirected.
The
real
problem.
The
hardest
problem
is
getting
this
right
for
massive
urban
transportation
systems.
T
Four
whole
cities
Toronto
is
taking
on
a
hard
job
I.
Thank
you
councilors
again
for
instigating
this.
My
comments
today
are
related
to
an
unintended
contradiction
between
what
the
City
of
Toronto
and
the
province
of
Ontario
proposed
to
do
about
automated
vehicles.
The
city's
draft,
automated
vehicles
tactical
plan
proposes
deployment,
readiness
for
workability
and
livability.
Commendably,
this
plan
points
towards
social,
health
and
environmental
concerns,
as
well
as
integration
with
public
transit,
increased
efficiency
and
many
other
important
urban
issues.
T
The
province
incon
in
in
its
October
2019
alternative
vehicle
innovation
network
report
points
us
toward
technology,
leadership,
product
innovation
and
manufacturing.
Among
other
related
issues.
As
evidence
of
these
two
biases
I
have
some
word
count.
Comparisons
I
would
like
you
to
consider
words
related
to
access,
affordability,
blind,
a
disabled
employment,
environment,
ride-hailing
income,
seniors,
sharing
social,
social
equity
sustainability,
taxis,
transit,
uber
lyft
and
the
wheelchair
appear
3.1
times
more
often
in
a
city
document
than
in
a
provincial
document.
T
Words
related
to
advertising
gaming
purchasing
shopping,
social
media
and
video
and
video
were
11
point
times
more
likely
to
appear
in
a
provincial
document
than
in
a
city
document.
Fundamentally,
the
economic
programme
of
the
province
is
focused
on
jobs,
exports
and
consumption,
and
this
tends
to
drive
us
toward
private
automobile
ownership
and
its
attendant
difficulties
with
which
we
are
all
familiar,
especially
a
pothole
problem.
We've
heard
a
lot
about
fundamentally
and
by
contrast,
the
livability
and
urban
mobility
management
approach
drafted
by
the
city,
nudges
us
toward
transit
and
vehicle
sharing,
rather
than
vehicle
ownership.
T
It
envisions
a
more
desirable
or
livable
city.
Each
of
these
two
levels
of
government
are
understandable
in
their
guidance.
The
provinces
bias
is
important
for
economic
health.
The
city's
bias
is
critical
to
our
urban
health,
including
potentially
parking
land
recovery
and
repurposing
for
residential
commercial
and
recreational
purposes.
I
am
asking
the
City
of
Toronto
to
explicitly
note
that
the
provinces
current
AV
program,
track,
as
evidenced
in
the
Haven
documentation,
is
in
part
contradictory
to
the
city's
draft
AV
tactical
plan.
T
This
contradiction
can
mean
could
mean
the
unintended
consequence
of
the
city's
effort
being
partially
negated
by
the
provincial
effort,
that
is,
by
encouraging
private
vehicle
ownership.
This
contradiction
can
be
mitigated
by
the
city
communicating
to
the
province
and
interest
in
realizing
the
fruits
of
canadian-based.
Automated
vehicle
development,
specifically
aimed
at
the
rising
urban
worldwide
market
for
shared
mobility.
E
Thank
you
yep
in
minutes.
Thank
you
very
much,
madam
chair
and
the
committee
for
providing
me
with
this
opportunity
to
speak
to
you
on
the
release
of
the
automated
vehicles,
tactical
plan
I'm,
dr.
Judy
revoltin,
the
executive
director
of
the
University
of
Toronto
Transportation
Research
Institute,
which
we
call
you
tree
user
aims
to
make
transportation
research
meaningful
and
useful
to
its
partners
in
government
and
industry
I'm
proud
to
represent
the
work
of
researchers
from
across
the
University
of
Toronto,
and
we
are
proud
to
count
the
City
of
Toronto
among
our
government
partners.
E
So
it
says
the
first
sentence
of
the
AV
tactical
plan
has
three
important
words
plan
actual
and
prepare.
We
have
to
prepare
for
the
advent
of
automated
vehicles
on
our
roads,
so
we
can
steer
towards
the
good
outcomes
that
can
provide
and
away
from
the
bad
outcomes
they
may
result
in.
For
that,
the
city
needs
to
have
be
armed
with
a
plan.
E
A
plan
defines
actual
steps,
milestones
and
measures
of
progress,
all
of
which
I
found
in
the
AV
tactical
plan
as
revolution
areas
automated
vehicle
technology
might
be,
it
should
not
change
the
way
we
run.
Our
cities
planners
still
need
to
plan
the
city
we
want
to
live
in,
professional
staff
need
to
plan
and
deliver
services
and
infrastructure
and
elected
officials
need
to
make
important
decisions
about
those
services
that
infrastructure
and
those
plans.
So
it
should
give
us
confidence
that
the
tactical
plan
doesn't
create
a
new
vision.
E
It's
organized
around
seven
directions,
drawn
from
existing
plans
and
guidelines
that
reflect
the
cities
of
Toronto's
strategic
visions.
The
goals
describe
what
success
would
look
like
in
2050.
The
plan
defines
tactics
to
achieve
those
goals
and
measures
along
the
way
to
and
key
performance
measures
that
connect
the
goals
and
the
tactics.
So
you
so
you
see
how
well
you're
doing
we're
fond
of
saying
you
can't
manage
what
can't
measure
the
tactical
plan
provides
a
framework
that
can
be
used
to
measure
and
therefore
manage
the
successful
adoption
of
AV
technology
in
the
city.
E
The
transportation
sector
became
the
single
largest
source
of
greenhouse
gas
emissions
and
unequal
access
to
opportunities.
Like
jobs
created,
equity
gaps,
the
transportation
sector
is
being
disrupted,
and
maybe
that's
a
good
thing.
Because
can
we
agree
that
business
as
usual
is
not
working
and
the
situation
will
worsen
as
our
population
grows?
Simply
taking
the
driver
out
of
the
vehicle
does
not
change
the
fact
that
a
car
is
still
a
car
and
traveling
alone
in
a
personal
auto
without
a
driver
is
still
driving
in
a
single
occupancy
vehicle,
more
of
them
generating
more
vehicle.
E
E
The
AV
tactical
plan
will
guide
the
city
through
this
complex
decision-making
in
its
allocation
of
scarce
resources,
to
develop
policies
that
harness
a
v's
for
the
public
good.
The
tactical
plan
also
addresses
city
operations
in
terms
of
public
service
vehicles,
future
proofing
and
data
governance
under
future
proofing
of
its
various
plans.
Like
the
congestion
management
plan,
the
tactical
plan
underscores
the
need
to
underscore
the
impacts
of
automated
vehicles
upon
travel
demand.
You
tree
has
a
long
history
and
extensive
experiencing
and
modeling
simulation
data
and
analytics
in
support
of
evidence-based
decision-making.
E
You
Trias
expires
to
support
our
government
partners
with
evidence
in
support
of
decision
making.
Where
is
evidence-based
decision-making
without
data,
so,
while
protecting
privacy?
It's
important
that
the
city
has
access
to
the
data,
it
needs
to
understand,
Sat,
transportation
and
mobility
needs
of
its
residents
and
the
demand
new
mobility
service
providers
are
placing
on
our
public
infrastructure
on
the
roads
and
at
the
curbside.
Please
continue
to
take
a
leadership
position.
E
I
believe
the
AV
tactical
plan
will
be
one
of
the
definitive
references
of
what
is
known
and
understood
to
date
about
AV
technology
and
preparedness
and
provides
a
robust
plan
that
many
jurisdictions
will
consider
for
guidance
in
drafting
their
own
plans.
Please
continue
to
create
opportunities
for
partnership
and
collaboration.
The
AV
team
is
well
known
and
respected
for
its
contributions
and
is
productively
exploiting
our
opportunities
for
pilots
and
partnerships.
E
N
You
for
your
deputation
or
other
questions
for
the
deputy
I
have
some
questions.
If
that's
okay,
I,
do
you
want
to
tie
me
how
this
works
all
right?
There
you
go
so
you
mentioned
single
occupancy
and
you
do
some
modeling.
So
how
do
you
forecast
that
in
and
how
do
you
did
you
have
recommendations
yet
on
how
we
might
be
able
to
regulate
that
in
the
future.
E
E
You
know,
transfers
go
up,
transit
fares
go
down
as
new
capacity
is
added
to
the
network,
so
that
that's
the
way
we've
been
doing
things
for
years.
What
we're
doing
in
the
work
that
we're
doing
together
with
the
city
is
expanding.
Those
models
to
consider
when
automated
vehicles
are
added
as
a
new
mode
choice
so
as
as
exciting
as
the
new
technology
mean.
Maybe
it's
just
really
another
way
of
getting
around
a
new
mode
where
there
will
be
no
driver
in
the
car
and
that
may
change
the
cost
structure
for
people.
E
It
may
change
their
perception
of
the
cost
of
their
travel
time,
because,
if
they're
freed
from
driving
to
do
something
else
along
the
way,
they
may
be
more
willing
to
travel
longer
distances.
But
we
don't
know
that.
Yet
we
don't
know
what
the
induced
demand
of
automated
vehicles
will
be.
We
know
that
ride.
E
Hailing
services
have
created,
create
a
demand
that
wasn't
there
before
to
travel
as
people
choose,
to
put
up
their
hands
or
pull
out
their
phones
to
take
a
short
trip
rather
than
to
take
transit,
rather
than
to
walk
rather
sometime,
but
then
sometimes
to
use
their
own
vehicles.
But
we
know
that's
induced
demand,
we
suspect,
but
we
don't
know
that
automated
vehicles
will
also
increase
the
demand
for
travel
and
that,
if
that,
some
of
that
travel
is
in
single
occupancy
vehicles
that
will
just
put
more
vehicles
on
our
roads.
It's
something.
E
How
far
out
is
a
matter
of
debate?
I
think
we
have
some
time,
but
what
we
believe
will
be
true
is
that,
if
the,
if
everybody
just
hops
in
there
at
their
own
automated
vehicle
and
hits
the
road
we're
going
to
have
worse
congestion,
what
we
need
to
be
doing
is
working
on
attitude
and
behavior
change
and
encouraging
more.
You
know.
E
We've
talked
about
the
future
being
connected
automated
shared
and
electric,
so
we
need
to
work
on
the
sharing
aspect
and
develop
services,
some
of
which
will
be
transit
as
we
understand
it
now,
some
of
which
may
be
new
mobility
services
that
are
under
development,
so
that
we
get
more
people
moving
in
shared
services
which
will
reduce
the
total
vehicle.
Kilometer
travels
per
person,
rather
than
seeing
those
vehicle.
Kilometer
avals
travelers
vehicle,
kilometers,
traveled
increase
person
by
person
by
person
great.
N
J
You
are
constantly
engaged
in
looking
at
the
impacts
of
automated
vehicles
and
with
your
academic
background
and
you're
right
in
the
front
lines
of
this
I
recall
back
in
the
90s,
when
we
were
trying
to
promote
the
expansion
of
the
public
transit
system
and
putting
money
into
it,
and
there
was
a
huge
argument
at
that
time.
Saying:
well,
don't
waste
your
money
by
investing
in
Subway's
or
public
transit,
because
the
age
of
telecommuting
is
coming
and
people
will
just
work
from
home.
You
won't
need
public
transit
as
much
so
don't
waste
your
time
by
inventing.
J
So
subsequently
we
D
invested
in
public
transit
at
that
time
because
we
were
told,
oh
no,
it's
gonna
be
all
tell
the
community
people
work
at
their
computers
at
home.
You
won't
need
anything
I'm,
just
wondering,
with
this
emphasis
on
automated
vehicles,
changing
the
dynamics
of
how
people
work
travel
cetera.
J
E
E
If
we
look
if
we're
to
be
able,
if
we
were
taking
a
snapshot
up
this
morning
and
people's
travel
to
work
today,
there
are
a
number
of
people
who
are
working
at
home,
who
are
working,
definitely
are
telecommuting,
who
have
flexible
work
arrangements
that
allow
them
to
travel
in
off-peak
hours.
Yes,
all
these
things
have
happened
to
a
degree.
However,
we
would
have
seen
that
our
roads
are
full
of
cars.
E
People
trying
to
get
around
and
there
are
transit
system
was
probably
it
was
operating
at
capacity
through
those
peak
hours
on
the
on
the
surface
transit
in
the
subways,
which
is
more
talked
about,
and
there
were
more,
but
there
are
more
people
coming
right.
That's
it
there's.
The
status
quo
was
already
not
really
serving
as
well,
and
there
are
more
people
coming
so
I
think
it's
not
just
thinking
about
the
the
urgent
need
that
we
have
right
now
and
I
think
we
should.
E
You
know
we're
talking
about
automated
vehicles,
but
I
think
there
are
things
we
should
doing
right
now
to
improve
people's
opportunities
to
get
around
using
public
transit.
But
if
we're
going
to
be
talking
about
off
in
the
future,
no
I
don't
believe
that
a
future
where
everybody
hops
into
an
automated
vehicle
is
going
to
give
us
the
kind
of
city
that
we
want
to
live
in,
I
can't
imagine
being
in
a
city
where
vehicles
automated
vehicles
are
running
nose
to
tail
at
high
speed.
E
If
the
technology
allows
that
and
what
that
would
do
to
the
public
realm
and
the
experience
of
people
living
in
the
city
and
the
safety
of
pedestrians,
I
I,
don't
I,
don't
see
it,
that's
what
the
that's,
what
the
technology
talks
about
doing,
but
I
don't
see
that
actually
is
being
liveable
on
our
streets,
and
so,
if
we're
talking
about
the
city's
goals
of
being
more
healthy,
we
don't
want
to.
We
encourage
people
to
hop
into
an
automated
vehicle
rather
than
using
more
active
or
shared
mode.
E
If
we're
talking
about
being
environmentally
friendly
and
creating
a
more
a
healthier
City
and
fewer
emissions,
I
think
the
future
is
going
to
be
electric
and
we
can
separate
that,
but
all
of
the
other
social
and
equitable
issues
and
the
livability
of
the
issues,
issues
of
the
city
I
think,
are
important
and
I
can't
imagine
a
livable
city
in
an
in
a
Navy
future
that
isn't
transit,
supportive
and
supportive
of
shared
and
active
mobility.
Thank.
N
M
Through
the
chair,
the
province
has
released
a
testing
framework
for
automated
vehicles
that
was
effective
in
January
of
2015,
and
it
allows
universities,
some
private
sector,
original
equipment,
manufacturers
and
others
to
test
automated
vehicles
on
any
road
within
Ontario,
and
that's
really
at
levels.
Three,
four
and
five
of
automation
on
a
five-point
scale.
So
at
the
higher
end
of
the
scale.
As
of
the
beginning
of
this
year,
the
province
amended
that
testing
framework
and
also
now
allows
for
driverless
training.
Sorry
driverless
testing,
any
company,
that's
undertaking.
M
Driverless
testing
must
notify
the
municipality
through
the
city
clerk,
but
the
city
does
not
have
any
jurisdiction
over
the
operation
of
these
vehicles
on
our
streets
or
highways.
So
our
jurisdiction
really
is
around
things
like
parking
where
vehicles
are
used
in
city
services,
etc.
We
don't
regulate
the
flow
of
traffic
and
the
types
of
vehicles
that
are
used
on
our
streets
and.
K
N
In
your
report
number
five
recommendation:
number
five.
You
speak
to
having
a
proposed
framework
for
just
nation
of
innovation
zones
in
the
city
of
Toronto,
so
we
could.
We,
for
example,
like
other
cities,
are
identifying
several
roads
which
are
preferred
roads
for
testing
of
automated
vehicles.
So,
for
example,
you
know
a
car
manufacturer,
we
can
see
these
are
these
little
roads
where
you
you
come
to
Toronto.
These
are
your
test
roads
and
then
from
there
you
can
roll
out
across
the
city.
M
For
a
vehicle
on
the
road,
we
can't
regulate
it
to
stay
only
in
that
innovation
zone,
but
we
can
incentivize
the
testing
organization
to
focus
in
that
area.
There
are
some
automated
vehicles
that
will
be
traveling
outside
of
the
roadway
on
to
say
sidewalks
or
other
infrastructure,
maybe
even
in
a
private
environment
outside
of
the
jurisdiction
of
the
Highway
Traffic
Act,
that
we
could
also
influence
and
regulate
to
a
greater
extent
and.
N
Then
my
last
question
is:
you
talked
about
having
support
and
looking
at
emergency
response
and
how
you
deal
with
these
vehicles,
and
you
know
what
what
does
that
entail
and
and
and
I
will
use
the
question
that
inevitably
we'll
get
at
some
point
like?
Are
we
ready
for
Skynet
like?
Are
we
ready
for
what
are
you
looking
at
in
terms
of
emergency
preparedness,
so.
M
That's
a
project,
that's
just
beginning,
looking
at
testing
response
and
incident
preparedness
so
that
if
there
is
testing-
and
we
are
notified
of
specifically
of
driverless
testing
within
the
city-
that
that
communication
is
distributed
to
their
appropriate
divisions
and
agencies
within
the
city's
jurisdiction
and
that
we
have
in
place
some
standards
around
how
the
vehicle
will
navigate
through
work
zones.
How
our
first
responders
will
be
notified
and
prepared
for
any
emergencies.
M
L
M
M
N
Specifically
the
Rouge
he'll
go
station
and
there
has
been
public
consultations
in
an
open
house
that
have
been
held
and
and
overall
I.
Think
people
are
very
excited
about
it
and
they're
very
optimistic
about
the
idea.
They're
they're
happy
it's
coming
to
their
community.
Of
course,
with
any
large
project
you
do
have.
You
do
have
a
range
of
opinions.
N
That
said,
I
have
the
same
sort
of
concerns.
I
had
with
the
last
item
that
the
province
has
a
lot
of
the
jurisdiction
here
and
we
have
very
limited
powers
in
terms
of
what
we
can
do
to
to
regulate
automatically
automated
vehicles
and
in
particular,
we
have
no
way
to
limit
the
number
that
are
used
single
occupancy.
Or
you
know
we
have
to
be
creative
and
trying
to
make
sure
that
we
have
multiple
people
in
these
cars.
So
we
don't
just
end
up
with
congestion
again,
but
now
with
an
automated
electric
vehicle.
N
And
while
that's
great
in
terms
of
you
know,
carbon
in
the
environment,
it
still
doesn't
help
with
congestion
and
road
safety
which
which
we
need
to
watch
her
as
well
so
I'm
very
excited
by
by
the
huge
range
of
issues
that
staff
have
have
incorporated
into
this,
and
that
it
has
been
very
multifaceted
and
like
to
thank
them
for
that
work.
Similarly,
I
did
ask
questions
yesterday
asked
about
you
know
what
about
drones
and
again
we
don't
have
any
regulation
over
drones
in
the
City
of
Toronto,
either,
and
so
in
other
cities.
N
They've
identified
routes
preferred
routes
for
testing
of
drones,
for
example
between
two
hospitals
to
roll
out
that
technology.
We
can't
do
that
here
because
it's
it's
federal
jurisdiction.
Similarly,
we
can't
identify
route
of
roads
that
we
would
like
to
be
the
first
roads
that
a
new
manufacturer
uses
they
bring
their
car
in.
This
is
your
test
route
once
you've
passed,
you
know
what
the
City
of
Toronto
would
like
to
see.
You
can
roll
out
through
the
rest
of
the
city.
So
thank
you
to
staff
for
doing
what
we
can
with
our
limited
jurisdiction.
D
D
It
fills
me
with
confidence
that
we
have
experts
on
staff
that
will
be
able
to
ensure
that
that
we're
at
the
cutting
edge
of
this,
but
at
the
same
time
I
am
I,
am
also
and
our
staff
don't
feel
they
have
that
level
of
expertise
that
they
go
and
seek
outside
consultants.
Support
when
they're
preparing
information,
I
I
personally
want
the
best
information
possible
in
front
of
us
and
I.
Don't
care
if
we
don't
have
that
expertise
on
staff?
D
C
C
C
J
C
D
P
The
chair,
often
at
the
current
rate,
we're
looking
at
a
year
two,
sometimes
a
year
and
a
half
for
a
standard
signal
when
there's
more
complex
civil
work.
That
needs
to
be
required.
We've
seen
situations
where
it's
taken
multiple
years
and
we
are
working
on
ways
to
change
that,
so
that
we
can
have
a
temporary
signal
in
place
before
that.
Major
civil
workers
are
no
tired.
Now.
D
Let's
add
a
layer
in
so
before,
council
approves
control
controlled
crossing.
How
long
is
it
between
when
the
investigation
you
get
a
call
from
three
one,
one:
a
call
from
the
counselor's
office,
a
petition
from
neighbors,
all
of
that
in
advance
of
the
council
approval?
How
long
is
that
process
through.
P
P
Have
an
average
I
would
say
that
part
of
it
would
depend
on.
You
need
to
have
the
right
time
of
year
to
do
the
traffic
study.
So
if
the
request
is
made
in
in
the
heat
of
January,
you
wouldn't
want
to
be
doing
the
analysis
for
that,
then,
because
partly
the
pedestrian
warrant
is
based
on
wanting
to
have
regular
conditions
for
pedestrian
demand.
Thank.
D
C
D
So
I
have
iva
development
at
the
corner
of
Scribner
square
of
Scrivener
and
and
Yonge
Street
right
beside
the
liquor
store,
big
development
they're
actually
going
to
be
at
least
they're
there
inking
a
deal
so
that
they're
gonna
build
the
underground
portion
of
the
accessibility
at
Summer
Hill
Station.
This
is
good
news.
Development,
good
developer,
positive
impact
on
the
neighborhood,
but
in
order
to
build
the
underground
section
of
the
road,
we
actually
have
to
close
down
the
entrance
to
the
to
the
liquor
store
and
to
condominiums
and
divert
traffic
around.
D
So
we
approved
a
light
at
the
corner
of
page
pace.
I,
don't
know
one
of
those
two
and
and
Yonge
Street
as
we
prepare
for
the
development
it's
unclear.
The
city's
can
be
able
to
get
this
thing
in
the
ground
by
the
time
we
need
it,
I'm
sure
we'll
be
able
to
work
it
out
staffer
at
the
table
developers
at
the
table
TTC
at
the
table.
D
Well,
we'll
figure
that
out,
but
it
it
was
two
years
two
years
and
they
couldn't
tell
us
for
sure
it
would
be
in
the
ground
and
they
needed
some
certainty,
because
this
is
a
multi
multi-million
dollar
development.
That
includes
something
that's
coming
back
to
the
city.
By
way
of
this,
this
additional
access-
and
it
just
surprised
me
that,
given
the
level
given
the
level
of
importance,
we've
put
on
vision,
zero
that
we
haven't,
that
we
have
such
a
backlog
of
installation
for
the
controlled
intersections.
D
And
then,
if
you
look
at
the
backlog
for
speed,
humps
and
bumps
for
bump
outs,
it
can
it
can
be
even
longer
than
that,
and
if
we're
really
serious
about
that,
we
need
to
understand
a
little
bit
better.
What
the
what
the
cost
would
be
about,
advancing
that
faster
now
it
doesn't
mean
that
necessarily
that
it's
going
to
be
cost
more,
because
much
of
this
work
will
get
done.
Some
of
it's
paid
for
by
development.
D
Much
of
the
work
is
going
to
get
done
anyhow
out
of
our
capital
budget,
I'm,
just
wondering
and
I'm
curious
if
we
can
and
what
it
would
take
to
advance
some
of
that
work.
So
we
could
do
it
faster
and
if
it
means
more
resources
by
way
of
a
couple
more
engineers
to
help
design
the
work
or
a
better
way
or
more
staff
to
help
bundle
these
projects
to
send
them
out
to
procurement
again
I,
don't
think
it
would
cost
more
money
overall.
D
L
L
You
might
actually.
If
you
wait
a
little
longer
and
put
that
contract,
you
might
have
money
for
four,
so
it
may
sound
easy,
but
it's
not,
and
so
we
can
look
at
that,
but
I
suspect
that's
going
to
come
out
in
the
report
that
they
bundle.
These
contracts
have
to
save
money,
so
we
can
actually
build
more
infrastructure.
C
I
Look
everyone
so
I'm
here.
My
name
is
Kevin
I'm
representing
cycle,
Toronto,
nonprofit,
cycling,
advocacy
organization
represent
over
3,000
members
around
the
city,
but
we're
here.
We
also
advocate
on
behalf
of
the
tens
of
thousands
of
Torontonians
that
would
that
do
and
would
ride
their
bicycles
if
they
felt
that
it
was
safe.
To
do
so.
I
want
to
speak
to
you
about
the
young
tomorrow
initiative
that
the
city
is
looking
at
right
now
and
I
want
to
see
cycle.
Toronto
is
incredibly
supportive
of
this
of
this
project.
I
This
is
a
huge
opportunity
for
the
City
of
Toronto
to
improve
young
streon
young
is
an
iconic
iconic
Street
that
has
an
immense
amount
of
density.
It's
a
place
that
people
want
to
spend
time
on
to
the
place
that
people
want
to
go
to
and
it's
people
on
a
place
people
want
to
get
through
and
I.
Think.
I
It's
really
important
to
remember
when
we're
looking
at
this
this
project,
when
we
rebuild
streets
in
the
21st
century,
we
need
to
be
mindful
of
what
it
means
to
create
a
space
that
is
welcoming
for
people,
and
it
could
be
people
on
foot.
It
can
be
people
coming
in
on
transit
or
it's
people
on
bikes.
It
doesn't
matter,
it
needs
to
be
welcoming
for
people,
and
that
means
it
has
to
be
welcoming
and
safe
for
children
for
seniors
for
families.
I
It
needs
to
be
welcoming
no
matter
what
your
age
or
ability
is,
and
this
is
a
massive
opportunity
that
we
have
here
to
have
a
much
bolder
vision
of
what
young
can
be.
This
also
means
that
we
have
an
opportunity
to
go
through
to
realize
some
of
the
mandates
that
the
City
of
Toronto
has
right
now,
and
the
two
really
big
ones
that
come
up
are
vision,
zero
and
our
climate
emergency
mandates.
I
You
councillors
and
city
council
has
committed
the
city
to
make
sure
that
it's
safe
for
all
road
users,
particularly
people
walking
in
cycling
and
with
a
goal
of
zero
road
fatalities.
You
also
recently
declared
a
climate
emergency,
and
that
has
committed
this
city
to
make
sure
that
we
are
drastically
reducing
our
carbon
emissions
and
keeping
those
mandates
in
mind
is
how
we
should
be
moving
forward
with
the
rest
of
this
process.
I
So
cycle
Toronto
is
very,
very
supportive
of
what
this
report
mentions
as
a
car-free
portions
of
Yonge
Street.
If
you
go
through
the
report
and
see
some
of
the
statistics
that
are
mentioned
about
how
dense
this
areas
and
how
incredibly
pedestrian
oriented
is
this
portion
of
Yonge
absolutely
warrants
some
portions
to
be
considered
as
car
free
and
cycle.
Toronto
absolutely
supports
that
we
have
seen
car
free
area
works
around
the
world
and
in
other
parts
of
the
continent,
for
example,
you
can
see
here
in
Scotland.
This
is
an
area,
that's
very
commercial.
I
It
has
an
access
to
an
underground
facility.
People
are
walking
and
biking
and
enjoying
themselves
in
the
UK
in
in
England
another
example-
and
it's
important
to
note
here-
car-free
doesn't
quite
literally
mean
car-free.
It
means
that
very
very
particular
amounts
of
cars
with
particular
drivers
are
able
to
access
the
space,
as
you
can
see
with
that
delivery
vehicle
there.
This
is
another
one
around
the
corner
from
the
previous
one,
where
people
are
walking
biking
they're,
enjoying
themselves
in
patios
and
generally
enjoying
there's
their
city.
I
You
don't
even
need
to
go
across
to
other
parts
of
the
world.
You
can
just
look
at
somewhere
like
New
York,
where
this
is
one
of
many
examples
where
what
was
procedural
was
thought
to
be
taking
space
away
from
the
most
important
people
on
the
road
car
drivers
was
not
actually
the
case
and
the
the
overall
improvement
that
was
made
in
one
of
many
plazas
in
New,
York
City
was
by
making
it
a
car-free
area.
I
So,
as
I
mentioned
cycle,
Toronto
is
supportive
of
a
car-free
section,
but
we
also
want
to
just
make
sure
that
we
recognize
it.
When
we
have
car
traffic
on
a
major
arterial
street
that
there
still
needs
to
be
a
protected
bike
lane
and
other
parts
of
of
Yonge
and
we've
seen
this
on
Bloor
Street
we've
seen
this
on
Richmond
and
Adelaide.
I
We
know
that
people
will
only
ride
their
bicycles
if
they
feel
that
it
is
safe
to
do
so,
and
people
don't
feel
safe
when
it's
in
arterial
Street
with
general
car
traffic,
we
know
that
we
can
make
it
beautiful.
We
know
that
we
can
make
it
safe,
not
just
for
cyclists
but
for
people
walking
and
for
people
driving.
We've
seen
this
on
Bloor
as
a
as
an
example
that
the
street
became
safer
when
a
protected
bike
lane
was
put
in
and
so
we're
happy
to
support
car
free
segments.
I
But
we
also
need
to
be
mindful
of
making
sure
that
the
street
is
safe
for
cycling
elsewhere
and,
lastly,
we're
very
supportive
of
continuing
the
rest
of
this
process,
continuing
to
consult
with
the
public
with
other
stakeholders
and
identifying
ways
to
I'd
s,
bold
vision
for
young
to
life,
so
I
think.
Thank
you
very
much
for
your
for
your
time
today.
A
L
C
L
K
We
certainly
are
bringing
back
the
results
of
our
congestion
management
plan
update
next
month.
We
can
look
at
what's
in
there
and
see
if
we
can
answer
some
of
those
questions
about
congestion.
I
do
think
that
you
know
we
monitor
congestion,
especially
in
the
downtown
since
the
King
Street
pilot.
We
have
a
lot
more
ability
to
manage
and
monitor
that,
and
we
bring
back
some
data
about
congestion,
certainly
on
the
Gardiner
as
well.
We
often
do
it
related
to
specific
projects.
K
P
The
chair
I'd
also
add
that
in
this
study
process,
we're
looking
at
the
mode
change
that
the
downtown
core
has
experienced,
and
so
when
we
look
at
driving
in
particular,
35%
of
users
of
road
users
in
the
area
were
drivers
in
1996.
That's
decreased
by
17%
to
just
over
17%.
Now
in
2016,
so
we've
seen
a
17
and
a
half
percent
decrease
in
driving
in
the
core
and.
P
L
You
don't
you
so
when
you
wrote
this
report,
you
didn't
you
did
the
analysis
and
all
these
things,
but
you
left
out
congestion.
Is
that
fair
to
say
because
I,
unless
it's
in
the
report-
and
you
can,
can
you
point
out
to
me
where,
where
congestion
is
mentioned
and
what
the
change
has
been
in
the
last
20
years,
can
you
point
out
to
me
in
the
report
where
that
is
no.
P
I
can't
what
I
can
say
is
that
we
are
looking
at
the
way
that
the
various
options,
no
it
isn't
and
I,
would
say
that
we're
looking
at
the
way
the
various
options
would
impact
travel
time
congestion
as
part
of
this
study.
So
that
would
certainly
be
in
our
report.
Back
to
the
committee
in
June
of
2020
in.
K
Will
certainly
look
at
that
through
the
chair.
We,
this
again
is
a
unique
situation
where
we're
bringing
a
report
well
in
advance
of
having
any
preliminary
options.
So
now
that
you
brought
that
up
as
well,
we'll
make
sure
that
we
have
more
information
about
that
in
the
report
when
we
bring
our
preferred
alternatives
forward.
L
K
K
K
Environmental
assessment
meant
is
working
with
the
stakeholder
committee
in
the
public
and
a
consultant,
of
course,
to
look
at
a
number
of
alternatives,
and
then,
when
we
come
back
with
a
preferred
alternative
through
the
EA
we
will
have,
we
will
have
criteria
and
how
we
have
evaluated.
Those
alternatives
will
come
back
to
the
committee
with
a
preferred
alternative.
There's.
L
K
A
P
The
chair-
yes,
it
is
in
the
report.
This
is
one
of
the
the
first
projects
or
have
looked
at
congestion
factor
for
pedestrians
in
particular,
because
we
are
at
a
point
at
Yonge
Street,
particularly
in
most
busy
times
of
day
and
year,
where
you
have
overflow
of
pedestrians
on
to
the
sidewalks
and,
and
that
is
a
safety
concern.
So.
D
K
One
of
the
major
issues
and
why,
in
addition
to
the
water
main
replacement
that
we're
taking
on
this
EA
and
looking
at
it
more
broadly,
is
because
we
know
that
Yonge
Street
is
one
of
many
streets
in
the
downtown
core
that
are
over
capacity
in
terms
of
pedestrian
traffic,
and
so
certainly
as
we
look
at
the
alternatives.
Accommodating
a
higher
level
of
pedestrian
traffic
is
certainly
going
to
be
going
to
be
considered.
D
D
P
The
chair,
the
environmental
assessment,
is
well
underway
at
that
costed
price
that
you
mentioned.
The
next
step
is
that
we
are
going
to
be
bringing
the
status
of
the
project
to
the
design
review
panel
on
November
7th.
On
the
same
day,
the
information
for
the
next
phase
of
public
consultation
will
be
released
online
and
the
next
public
consultation
drop-in
event
will
be
held
on
November
21st.
P
P
P
Q
Thank
you
very
much
and
I
want
to
thank
staff
for
their
presentation
and
also
bringing
out
the
the
early
options
that
are
being
considered
by
the
the
consultant.
The
third
party
consultant
I
know
that
that
a
lot
of
work
has
taken
place
in
a
very
short
period
of
time,
what
it
seems
like
a
short
period
of
time,
but
for
the
the
community
at
large.
It
is
Polly
work,
that's
long
overdue
and
much
anticipated
years
in
in
anticipation.
Q
The
last
time
Yonge
Street
was
sort
of
open
and
under
construction
was
probably
back
in
the
1940s
and
1950s
when
we
were
actually
putting
in
the
subway
and
at
that
point
in
time
the
city
looked
very,
very
different
without
a
doubt.
I
think
that
we
have
a
lot
of
old
infrastructure,
that's
buried
under
all
of
the
City
of
Toronto,
and
some
of
the
infrastructure
under
this
part
of
the
city
of
Toronto
goes
back
to
the
late
1800s.
Q
I
will
have
to
be
open
to
do
significant
water
main
upgrade,
so
we
have
now
a
once-in-a-lifetime
opportunity
to
reimagine
into
three
think
what
Yonge
Street
will
look
like
for
the
next
100
years,
and
that's
really
the
exercise
that
the
staff
have
undertaken
with
the
local
community.
The
the
road
will
have
to
be
open
up.
Q
Configuration
is
not
a
a
go
option
for
this
community,
especially
since
75
percent
of
those
who
are
travelling
to
this
area
are
travelling
so
as
pedestrians,
and
yet
they
only
have
25%
of
the
sort
of
public
allocated
real
estate.
We
also
know
that
the
street
is
has
been
sort
of
Toronto's
Main
Street
for
a
number
of
years,
but
here's
an
opportunity
to
redesign
the
street
with
the
future
in
mind
having
green
infrastructure,
placing
very
prominently
is
there
a
way
for
us
to
build
a
resilient
Street
of
the
future?
Q
Q
So
there
are
so
many
considerations
before
us
and
I
want
to
thank
the
staff
for
actually
working
so
well
with
the
third-party
consulting
team,
which
is
a
world-class
award-winning
consultant,
we're
very
fortunate
to
have
them,
but
also
to
work
so
so
thoughtfully
with
them
for
the
wide
range
of
stakeholders
and
through
the
public
consultation.
I
know
that
there
is
not
a
final
decision
as
before
us
today,
but
I
do
think
that
that
there
should
be
some.
Q
Some
considerations
that
we
need
to
sort
of
think
through
as
we
move
forward
number
one
is
that
the
population
is
expected
to
double
by
2040,
one
that
is
significant
change
for
the
city.
I,
don't
think
our
forefathers
and
foremothers
may
have
even
forecasted
where
our
city
would
grow
and
how
we
would
actually
become
this
global
player.
You
know
so
that
we
can
actually
rival
that
of
civic
spaces
that
are
proposed
and
built
out
in
Paris
and
New
York
and
other
iconic
city
other
iconic
urban
centers.
Q
Q
So
these
are
the
big
decisions
for
us
later
on
not
now,
but
I
do
think
that
as
we
as
as
as
the
opportunity
that's
before
us
now
is
that
we
get
to-
and
this
is
the
most
exciting
part
this
council
will
decide
on
what
Yonge
Street
Toronto's
Main
Street
Canada's
Main
Street
our
celebration
Street,
what
it
will
look
like
for
the
next
hundred
years-
and
this
is
our
opportunity.
Thank
you
very
much
to
staff.
D
Council
Aiden.
Thank
you
very
much,
just
very,
very
briefly,
I'd
like
to
thank
council
wong-tam
for
really
initiating
this.
This
deeper
dive
into
what
Yonge
Street
could
be.
This
was
in
under
the
previous
council,
now
I'm
the
city
councillor
for
the
second
phase
of
part
of
the
first
phase,
but
mostly
the
second
phase
of
the
of
this.
This
project,
this
undertaking
I,
think
councillor
wong-tam,
really
really
nailed
it
right
on
the
head
when
she
said
that
this
is
about
how
the
city
has
grown
and
we're
just
catching
up.
D
D
This
is
creating
so
much
wealth
for
the
entire
city
of
Toronto
and
could
do
so
much
more.
If
you
look
to
these
other
international
examples,
the
time
squares
we
were
just
in
in
in
Copenhagen
and
they
have
they
have
a
Main
Street,
not
much
not
much
more
narrow
than
than
Yonge
Street,
which,
just
a
couple
years
ago,
had
cars
on
it.
Now,
no
one
would
think
of
putting
a
car
on
that.
D
Street
crosses
their
downtown
course,
some
of
the
most
expensive
real
estate
and
it
locals
and
and
and
tourists
interact,
and
it
is
it
takes
courage.
It
does
take
courage
to
undertake
these
things
and
to
look
at
streets
a
different
way
to
reprioritize,
perhaps
turn
it
upside
down
a
little
bit
the
way
you
prioritize
or
we've
prioritized
streets
in
the
past,
but
just
because
we're
not
familiar
with
it
doesn't
mean
we
shouldn't
be
a
bit
brave
to
say.
D
Yes,
this
will
change
the
way
people
get
around
in
this
particular
part
of
town,
but
the
sky
will
not
fall.
It
won't
all
of
a
sudden
make
any
of
this
land
any
less
valuable.
I
think,
with
the
passage
of
time,
we'll
find
that
an
in
fact
increases
the
value
as
well
as
increases
the
level
of
safety
as
well
as
can
be
something
that
we
will
be
putting
on
reports
that
we
use
to
try
to
attract
the
googles
of
the
world
member
of
Bloor
Street,
and
it
was
a
big
contentious
file.
D
When
we
put
the
bike
lanes
on
yeah
to
try
to
get
Google
here
or
Amazon.
Here
we
put
pictures
of
a
fake
Bloor
Street
in
the
manual
and
in
in
in
the
offering,
because
that's
what
the
global
community
wants
to
consume
and
is
it
gonna
put
people
out
in
the
city?
No,
it
won't.
Will
it
be
a
big
change,
yeah
it
will
and
one
I
think
definitely
for
the
better.
No
matter
what
outcome
comes
from
this,
so
I'd
encourage
staff
to
keep
going.
Think
big.
L
Try
to
keep
my
remarks
brief.
We
only
have
till
one
o'clock,
so
I
think
there's
there
a
lot
of
folks
who
are
really
suspicious
of
what
the
city
is
doing
to
restrict
vehicles
in
the
city.
I
know
one
business
owner
who
lives,
who
has
his
business
just
off,
Yonge
Street
and
it's
a
fairly
substantial
business
and
and
he's
not
in
this
business
is
not
supportive
of
this
initiative
and-
and
he
says
to
me
he
says
you
know
what
you
know.
You
know
what
you
know.
L
It's
in
those
cars
that
drive
on
Yonge
Street
money
and
those
are
the
folks
that
we-
those
are
the
folks
that
want
to
come
downtown
and
spend
their
money.
They
want
to
buy,
they
want
to
shop,
they
want
to
eat,
they
want
to
drink,
and
there
are
a
lot
of
folks
that
are
really
concerned
that
this
city
is
becoming
more
difficult
to
move
around
in,
and
that
means
congestion
is,
is
getting
worse
and
this
initiative
I
see
it
and
I.
L
Think,
there's
enough,
you
know,
because
you
look
at
this
report
and
there
is
not
one
drop
of
ink
spilled
on
the
congestion
on
how
congestion
is
increased
and
how
it's
gotten
worse.
It
seems
that
we've
lost
the
plot.
The
residents
of
the
city
Toronto
get
this.
This
city
is
becoming
more
difficult
to
move
around
in
congestion
is
getting
worse
and
the
solution
in
this
arrangement
will
will
likely
be
to
make
it
work.