►
Description
Public Works and Infrastructure Committee, meeting 26, January 19, 2018 - Part 1 of 2
Agenda and background materials:
http://app.toronto.ca/tmmis/decisionBodyProfile.do?function=doPrepare&meetingId=13096
Part 2 of 2: https://www.youtube.com/watch?v=Vw_k5n0E7eY#t=5m39s
Meeting Navigation:
0:11:19 - Call to order
Agenda Items:
0:13:16 - PW26.1 - Amendment to Purchase Order No. 6041437 for the New Construction and Rehabilitation of the Process Control Building at Highland Creek Treatment Plant (Ward 44)
0:13:35 - PW26.2 - Contract Award for Tender Call 200-2017, Contract No. 17ECS-MI-03DC for the Integrated Pumping Station- Site Preparation (Construction Contract 1) at the Ashbridges Bay Treatment Plant (Ward 32)
0:13:54 - PW26.3 - Contract Award for Tender Call 235-2017, Contract No. 17ECS-MI-03AB, for Effluent Disinfection System at the Ashbridges Bay Treatment Plant (Ward 32)
0:18:11 - PW26.4 - Preparing the City of Toronto for Automated Vehicles (Ward All)
0:14:29 - PW26.5 - Metrolinx Eglinton Crosstown LRT: Extension of Long-Term Roadway Closures and Black Creek Drive Partial and Full Closures (Ward 12, 15, 16, 21, 22, 25, 26, 35, 37)
1:39:28 - PW26.6 - REimagining Yonge (Sheppard to Finch) Municipal Class Environmental Assessment Study (Ward 23, 24)
0:15:08 - PW26.7 - Reducing the use of Single-Use Products (Ward All)
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B
B
B
B
B
I'd
like
to
call
the
meeting
to
order
and
welcome
everyone
to
the
Public,
Works
and
Infrastructure
Committee
I
want
to
welcome
our
committee
members
happy
new
year
and
other
members
of
council
who
are
visiting
here
today.
We
have
six
items
on
today's
agenda,
very
short
for
this
committee
and
in
the
room
we
have
screens
at
the
back.
We
have
screens
at
the
side
with
real
time
time
update.
So
you
can
keep
an
eye
on
those
to
find
out
where
we
are
in
the
agenda.
B
Anybody
watching
online,
you
can
check
out
to
Toronto,
see
a
back
slash,
Council
on
your
tablets
or
smartphones
or
computers
to
watch
the
proceedings,
so
I
will
call
for
declarations
of
interest
at
this
time.
Are
there
any
declarations
of
interest
under
the
municipal
conflict
of
interest
Act?
Seeing
none,
you
don't
own
a
bicycle.
Okay,
make
a
note
of
that.
B
Thank
You
councillor
m'lady
item
3
is
confirmation
of
minutes
from
last
meeting.
If
I
could
have
a
motion
to
confirm
the
minutes
from
our
last
meeting
councillor
Holliday
and
we
would
like
to
also
confirm
the
joint
myth
that
you'll
recall
in
late
November,
we
had
a
joint
licensing
standards,
meeting
December
4th.
Actually
it
was
yes,
it
was
actually
December
4th,
then.
B
So,
if
we
get
confirmation
of
those
minutes
as
well,
that's
councillor,
Carmichael,
Greg
and
I
guess:
I
need
to
go
back
to
the
first
set
of
minutes
and
say
all
those
in
favor
opposed
that
carries
in
the
second
set
of
minutes
all
those
in
favor
that
carries
as
well.
Nobody
opposed
okay,
we're
now
going
to
run
through
the
agenda
again
it's
shorter
than
we're
used
to,
but
we
have
like
at
least
two
interesting
items
on
here.
That
will
have
a
number
of
speakers
quite
a
few
speakers
that
have
come
out
this.
B
That's
a
big
one,
very
large
one
of
the
biggest
PW
26.4
preparing
for
the
city
of
Toronto's
for
AVS.
That
is
got
a
number
of
speakers
with
us
here
today.
We're
gonna
move
on
then
today,
I'll
care,
I'll
I
will
hold
that
in
my
name
as
the
chair,
PW
26.5,
Metrolinx,
Eglinton,
crosstown,
LRT,
extension
of
the
long
term,
roadway
closures
and
Black
Creek,
Drive
partial
and
full
closures.
B
Councillor
Carmichael
Grubbs,
favorite
topic,
our
favorite
organization,
all
those
in
favor
that
carries
will
move
on
PW,
26.6,
reimagining
young
shepherd
to
finch
municipal
class,
environmental
assessment
study,
and
we've
got
a
number
of
speakers
on
that.
Quite
a
few
speakers
on
that,
and
so
I'll
hold
that
in
my
name
for
the
time
being,
there's
also
an
addition
that
the
clerk
is
just
advising
me
of
it's
on
your
pink
sheet.
I,
don't
know
if
it's
been
distributed,
but
it's
I,
guess
it
hasn't
because
it
hasn't
been
introduced.
B
It
requires
a
motion
to
add
new
business
I'm,
just
seeing
this
now
so
I,
don't
know
if
I
should
move
to
introduce
that
I.
Don't
know
if
concert:
okay,
okay,
we're
gonna,
we're
gonna,
distribute
that
I,
don't
know
from
the
general
manager
of
solid
waste
is
here,
but
it
is
related
to
his
his
purview.
Okay.
That
would
be
great
we're
not
adding
it
at
this
time
is
what
the
clerk's
indicating
we're
just
circulating
it
for
information,
so
people
can
review
it.
No.
B
B
I'm,
not
even
sure,
yeah
I,
guess
again
to
be
fair.
There's,
no,
there's
no
waste
management
issues
on
the
on
the
floor
today.
So
that's
why
we
don't
have
staff
here,
and
this
was
just
handed
to
me
right.
No,
you
know
upon
quick
view.
My
impression
is:
this
would
be
built
into
the
long
waste
management
strategy
that
we
approved
last
year,
the
ten
year
or
the
forty
year.
B
B
C
C
I,
you
know,
madam
chair
just
you
know,
I'm
going
to
support
it,
but
these
last
minute
motions
you
know
they're
very
dangerous.
What
they
do
is
they
come
up?
It's
like
you
know
they
sneak
up
on
you
right
and
then,
at
the
end
of
the
day,
they're
gonna
cost
us
millions
of
dollars,
and
it's
being
done
through
committee
and
and
I
think
it's
going
to
amend
a
policy
that
only
can
be
changed
by
council
right.
So
I
don't
even
know
how
I
got
here
but
I
think
it's.
C
B
So
I
think
most
of
us
agree
with
you.
I
certainly
do
cuz
I'm,
not
a
fan
of
these
at
all.
I,
don't
think
it's
good
policy
making,
but
that's
what's
before
us
so
counselor
week,
has
a
motion
I.
Think
it's
a
good
one.
So
all
in
favor
of
councilor
leaves
motion.
The
clerk
has
that
recorded
all
that
carries
unanimously.
B
No
one
opposed
okay,
so
that
leaves
us
I
believe
with
two
items
and
the
two
items
are
the
automated
vehicles
ABS
as
well
as
the
EA.
So
we'll
start
with
the
first
item
on
the
agenda
and
there
is
a
short
presentation
from
staff.
It's
very
short
brief,
but
this
is
a
bit
of
a
inaugural
moment
for
council,
because
it's
the
first
time
we
have
a
full
comprehensive
report
before
us
on
AV.
B
E
Good
morning,
I
think
I'll
just
kick
right
off.
Well,
we
get
the
tech
in
place,
so
we
are
excited
to
present
our
first
paper
and
presentation
for
information
for
the
Committee
on
automated
vehicles
and
we're
gonna
go
over
a
couple
of
pieces.
I
have
Ryan
Lanyon,
who
leads
this
file
for
transportation
and
so
I'm
gonna.
Kick
it
off
and
he's
gonna
finish
it
up
for
us.
We
want
to
talk
about
a
couple
of
things.
First
is:
why
is
it
important
for
the
city
to
prepare
for
automated
vehicles?
E
What
do
we
mean
when
we
talk
about
automation,
because
I
think
that
there's
a
very
specific
meanings
and
some
levels
of
automation,
some
of
which
we're
seeing
on
the
road
right
now
in
terms
of
safety,
improvements
and
new
vehicles
and
others
that
are
still
to
come?
What
is
the
current
legislative
and
legal
framework
that
are
being
dictated
at
the
federal,
provincial
and
local
level?
And
how
can
we
help
to
shape
that?
What
is
our
divisional
work
plan?
We
have
one.
E
What
are
we
hearing
in
terms
of
public
opinion
on
this
topic
and
then
what's
the
global
context,
so,
in
terms
of
why
prepare
for
automated
vehicles,
you
know
a
lot
of
people
talk
about
driverless
cars,
and
we
know
that
any
kind
of
automation
that's
going
to
provide
more
access
for
more
people
and
perhaps
less
need
for
people
to
actually
get
in
and
drive
their
own
car
has
the
potential
to
dramatically
change
transportation
in
Toronto.
That
change
is
forecast.
That
is
happening
over
a
long
period
of
time.
E
We
think
that
there's
plenty
of
opportunities
and
also
lots
of
investment
in
coming
forward
with
many
of
these
things
sooner,
and
so
we
in
Toronto
want
to
be
very
prepared
for
that
change.
We
want
to
help
to
drive
and
lead
that
change,
because
it
has
certainly
implications
for
for
our
city.
So
in
the
short
term,
advanced,
sorry
and
the
short
term
advanced
driver
assistance
could
improve
safety.
E
There's
a
lot
of
opportunity
for
increasing
transportation,
efficiency,
reducing
environmental
impacts,
providing
new
economic
development
opportunities
and
also
there's
the
ability
to
enhance
equity
by
giving
opportunity
for
transportation
for
people
who
can't
or
don't
choose
to
drive
in
the
longer
term.
Cars
that
can
be
operated
without
a
human
driver
could
even
further
improve
safety,
could
reduce
the
cost
of
transportation
and
provide
some
additional
mobility
options
and
change
how
we
actually
manage
and
plan
for
the
transportation
system.
E
So
it's
a
really
important
thing
that
we
get
out
ahead
of
this
and
we
help
to
shape
it
at
the
same
time,
if
we
don't
do
that,
we
have
certainly
the
potential
for
automated
vehicles
to
spur
more
automobile
use,
to
have
more
impact
on
our
roads
to
create
more
challenges
for
employment,
and
so
we
really
do
need
to
take
this
opportunity
to
anticipate
those
changes
and
plan
for
them.
So
I'm
going
to
turn
it
over
to
Ryan.
To
talk
a
little
bit
more
about
what
autonomy
automated
vehicles
mean.
Thank.
F
You
so
the
good
news
really
is
that
cities
have
been
through
this
kind
of
transition
and
transportation
before
we've
got
the
experience
of
moving
from
the
horse-drawn
carriage
to
the
automobile
and
we've
been
able
to
learn
those
lessons
over
the
last
century
of
what
unintended
consequences
came
about
from
that
transition.
Some
of
the
maybe
challenges
that
were
faced
in
ways
that
things
could
have
been
improved.
So
looking
back
at
those
lessons,
gives
us
an
opportunity
to
really
shape
how
automated
vehicles
can
be
used
to
help
achieve
our
broader
city
goals.
F
So
a
brief
explanation
about
what
automated
vehicles
are,
there's
really
a
wide
range
of
them.
So
there's
a
six
point
scale
that
you
see
areas
1
to
5
are
the
automated
functions
so
at
the
lower
end
of
the
scale
levels,
1,
&,
2,
our
partial
automation-
and
these
are
things
we're
already
familiar
with
cruise
control,
lane,
keeping
other
technologies
that
are
available,
and
so
you
add
more,
the
level
of
automation
increases
and
you
get
two
more
highly
automated
vehicles,
so
at
levels,
three
four
and
five,
the
automobile
starts
to
be
able
to
drive
itself.
F
The
real
challenge
is
at
level
three,
it's
kind
of
an
in-between,
so
a
human
still
needs
to
serve
as
a
backup,
but
much
of
the
driving
can
be
done
by
the
automated
system
itself
at
level
four
and
level.
Five.
That's
where
you
have
the
opportunity
to
remove
the
human
from
the
car
and
the
vehicle
will
be
able
to
drive
without
somebody
on
board,
either
remote-controlled
or
at
level
five,
it's
a
kind
of
a
full
autonomy.
It's
where
the
vehicle
can
operate
in
any
circumstance
and
deal
with
any
situation
that
it
encounters.
F
So
in
Ontario,
in
Canada,
there's
been
a
number
of
activities
around
vehicle
automation.
Both
the
provincial
and
federal
governments
are
supportive
of
vehicle
automation
and
see
it
as
an
opportunity
to
advance
economic
development,
equity,
environmental
goals
and
broader
transportation
goals.
So
the
province
currently
has
a
testing
framework
right
now,
where
any
level,
three
four
or
five
vehicle
can
be
tested
by
an
original
equipment
manufacturer
with
a
special
permit.
Right
now,
the
province
is
consulting
on
changing
that
framework,
so
that
level
3
vehicles
can
be
used
by
the
general
public
level.
F
Four
vehicles
and
level
five
vehicles
wouldn't
need
a
human
operator
for
testing.
So
that's
a
proposal
from
the
provincial
government
right
now
and
we'll
see
how
that
follows
in
the
coming
year.
So
we
had.
The
city
have
been
working
hard
to
research,
really
understand
this
topic
figure
out
what
the
issues
are
and
start
to
plan
about
how
we
might
respond
to
them
and
what
options
we
can
recommend
to
committee
and
Council
for
addressing
vehicle
automation.
F
In
2018,
so
a
bit
more
about
our
partnerships
and
relationships,
we've
been
reaching
out
to
industry
reaching
out
to
other
orders
of
government
developing
relationships,
particularly
with
the
transportation
ministries,
but
also
with
economic
development,
municipal
affairs
and
our
peer
cities,
because
this
is
something
that's
facing
cities
right
across
the
world.
So,
as
we've
been
able
to
network
through
nacked,
oh
the
National
Association
of
city
transportation
officials
through
informal
relationships
in
Canada
we've
been
able
to
share
information
and
share
some
of
our
findings.
F
We've
also
been
working
with
other
community
stakeholders,
the
universities
in
the
city
caf-co,
which
is
the
Canadian
Association
of
sorry,
the
Canadian,
the
Centre
for
automated
vehicle,
sorry,
the
Canadian,
automated
vehicle
center
of
excellence
and
the
Ontario
good
roads.
Association
has
formed
a
municipal
Alliance
for
connected
and
automated
vehicles
as
well
that
we've
been
connecting
with
so
city
staff,
as
I
mentioned,
have
formed
that
interdivisional
working
group.
We
do
have
a
core
team
within
transportation
services,
but
we're
working
at
a
citywide
level.
F
F
So
we
did
partner
with
Ryerson
University
and
with
Metro
links
to
do
a
study
on
public
opinion
and
consumer
response
to
automation
in
the
Greater,
Toronto
and
Hamilton
area.
So
it
was
a
sample
survey
of
3,200
residents
and
we
found
that
most
had
heard
of
a
driverless
car.
The
benefits
of
automation
that
they
found
most
appealing
were
generally
around
road
safety,
as
well
as
providing
support
for
people
with
disabilities.
F
But
we
also
found
about
half
of
residents
in
the
GTHA
said
they
would
commute
farther
all
things
being
equal
if
the
vehicle
was
driving
instead
of
them.
So
that's
a
bit
of
an
kind
of
foresight
into
what
changes
might
come
in
the
transportation
system
and
with
transportation
demand
from
the
public
as
to
how
governs
governments
should
respond.
Half
fault
that
government
should
monitor
the
situation
about
a
quarter
felt
that
government
should
be
actively
encouraging
automation
and
a
small
percentage
thought
that
government
should
actively
discourage
automation.
F
So
just
quickly
as
I
mentioned,
Toronto
is
one
of
a
number
of
cities
across
the
world.
That's
working
on
vehicle
automation,
but
we
are
out
front.
We
have
had
other
cities
come
to
us
to
learn
about
the
model
with
our
an
inter
divisional
working
group
to
see
how
we're
tackling
this
from
a
multi,
divisional,
multi
disciplinary
perspective
and
we've
been
included
in
a
global
initiative,
called
the
Bloomberg
Aspen
initiative
on
autonomous
vehicles
as
recording
what
our
activities
have
been
and
we've
been
able
to
share
that
with
some
of
the
leading
cities
in
the
world.
F
So
just.
Lastly,
some
of
our
next
steps
are
to
continue
researching
and
monitoring.
There's
a
kind
of
a
wealth
of
information
out
there
and
more
and
more
being
released
every
day
about
predictions
on
how
automation
might
take
place,
some
of
the
consequences
how
automated
vehicles
interact
with
pedestrians,
cyclists,
other
road
users,
and
so
we
see
continuing
to
figure
out
these
questions
and
just
diving,
deeper
and
deeper,
with
our
partners
in
academia
within
the
city
and
within
the
industry.
E
B
You
yes,
succinct
but
informative,
we're
gonna
now
move
to
our
deputations.
Our
speakers
list
is
on
the
green
sheet
and
we're
gonna
start
with
Andy.
If
Andy's
here
welcome,
executive
director
of
residential
and
civil
construction
alliance
of
Ontario
we've
seen
you
before
welcome
again
so
I
think
we're
gonna.
Do.
B
G
You
very
much
madam
chair
and
members
of
the
committee
I
just
wanted
to
talk
a
little
bit
about
our
seesaw,
so
you
know
why
we're
here
we're
a
labor-management
Construction
Alliance
and
a
few
years
ago
we
became
interested
in
what
the
potential
impacts
of
AVS
might
be
on
our
infrastructure
planning
world,
because
things
are
accelerating
moving
very
quickly.
We
commissioned
in
2015
former
Deputy
Minister
Michael
fen
to
do
a
study
that
looked
at
the
future
trends
and
there
was
a
follow-up
report
called
megatrends.
We
actually
engaged
a
futurist,
but
we
also
had
burned.
G
Grush
and
john
miles
out
of
seattle
contributed
a
section
on
transportation
infrastructure
to
that
2015
report.
So,
as
a
result
of
dipping
our
toe
in
the
water,
we
ended
up
commissioning,
burn
brush
to
do
two
studies,
one
which
was
released
in
October
of
2016,
and
they
both
have
that
word.
Preparer
in
their
Ontario
must
prepare
for
vehicle
automation.
G
Automated
vehicles
can
influence
urban
form,
congestion
and
infrastructure
delivery,
and
then
we
did
a
part
to
report
how
skilled
governance
can
influence
its
outcome
and
that
was
released
in
October
of
2017,
and
just
so
you
know
we
did
some
AV
lunch
and
learns
both
at
Queen's,
Park
and
burn.
I
did
go
to
Ottawa
and
talk
to
the
various
departments
there.
So
we're
trying
to
get
plugged
in
and
just
get
people
talking
about
this
so
that
we
can
prepare.
One
of
the
things
in
the
first
report
was
that
you
know
robotization
of
transportation.
G
Vehicles
has
made
traditional
20-plus
year,
infrastructure
planning
a
lot
more
difficult,
I
mean
we
Brian
was
talking
about
the
horse
and
buggy
era,
and
that
was
probably
a
forty-year
to
face.
The
things
that
are
happening
right
now
are
happening
very
quickly
and
we've
got
major
players,
the
automotive
sector,
the
googles
and
the
car
sharing
type
companies,
uber,
lyft
and
so
forth.
So
the
author
is
recommended
that
Ontario
and
the
municipal
sector
develop
policy
directions
that
will
lead
to
more
desirable
outcomes
than
just
hoping
that
everything
would
sort
itself
out.
G
H
Every
year,
1.2
million
people
are
killed
in
automobile
accidents.
90%
of
these
worldwide
fatalities
are
caused
by
human
error.
Over
the
next
40
years,
electric
powered
automated
vehicles
have
the
potential
to
address
this
road
carnage
and
transform
how
we
live.
They
could
mitigate
the
effects
of
traffic
congestion
while
still
providing
freedom
of
mobility,
but,
let's
be
clear,
there
are
too
many
variables
for
a
completely
accurate
prediction.
Here's
one
scenario
based
on
the
speed
of
innovation:
we
can
expect
the
adoption
of
this
technology
in
four
phases.
H
One
decade
per
phase
phase
1
the
2020s
will
see
mostly
semi-automated
personal
vehicles.
This
will
act
to
traffic
in
parking
demand.
We
also
should
see
the
introduction
of
short
trip
fully
automated
vehicles
phase
2
the
2030s
will
see
Robo,
taxis
and
shuttles
provide
first
mile
and
last
mile
transit
services
moving
people
from
home
and
work
to
transit
notes.
Semi-Automated
will
become
more
popular
for
personal
use,
which
also
could
increase
traffic
and
parking
demand
phase
3
the
2040.
H
You
will
witness
a
sharp
decline
in
full
driver
control
as
automated
vehicles
or
abies
become
more
prevalent
in
phase
4.
The
2050s
full
automation
will
rise
while
non
and
semi
fall.
There
are
so
many
unanswered
questions.
Well,
AV
rights
be
cheaper
than
transit
travel.
This
impact
public
transit.
Well,
we
need
more
Road
space
or
less
will
people
buy
into
shared
services
or
still
demand
personal
vehicles?
It
is
impossible
to
know
the
answers,
but
we
can
prepare
for
and
influence
how
semi
and
fully
automated
vehicles
are
integrated
into
our
transportation
systems.
H
We
need
to
build
cities
that
use
technologies
and
smarter
ways
like
on-demand
micro,
transit
and
cost-effective
shared
services.
In
doing
so,
we
can
prioritize
building
cities
and
towns.
First,
then
think
of
technology
as
an
enabler
with
a
proactive
approach.
Governments
and
commercial
operators
can
work
together
to
create
a
system
that
enhances
our
mobility
options
in
a
future
ad
world.
H
B
G
C
C
What
happens
if
that,
when
that
particular
car
is,
is
driving
down
a
downtown
street
in
its
own
casual
way,
not
being
perhaps
as
aggressive
as
some
other
cat
some
other
cars
in
getting
through
intersections
and
upset
and
upset
a
cyclist,
that's
cyclists!
What
car
are
they
gonna
kick?
Are
they
gonna
show
their
frustration
to
who,
because
it's
an
automated
car
and
it's
my
view
that,
because
they're
they're
not
going
to
be
as
aggressive,
perhaps
some
drivers
trying
to
get
through
intersections
they'll
be
more
congestion?
How
do
we
deal
with
that?
There's.
G
A
lot
of
things
that
that
are
packed
into
there.
Certainly
there
is
a
lot
of
ethicists
and
philosophers
that
are
trying
to
tackle
these
questions
and
because
the
vehicles
do
have
built-in
algorithms.
So
nowadays
the
primary
focus
is
the
safety
of
the
passenger.
But
there
has
this
dilemma:
situation
of
there
being
a
pedestrian
or
cyclist
or
a
woman
and
a
baby
carriage
and
so
forth.
And
what
do
you
do
you
know?
Do
you
go
hit
oncoming
traffic
or
if
you
hit
the
pedestrian?
C
G
Well,
we've
seen
with
respect
to
public
transit
in
the
city
of
Toronto
that
the
Scarborough
RT,
for
example,
does
have
driverless,
but
the
rest
of
the
system.
There
are
staff
on
board
with
the
future
if
it
goes
to
level
five
in
terms
of
micro
transit
as
well
as
rail
services,
there
will
be
disruption
and
my
personal
opinion
is
you're
not
going
to
replace
those
jobs
with
the
same
equivalent
of
software
programmers.
So
those
job
losses,
I.
C
G
C
Didn't
I,
you
know
what
I
don't
understand
why
our
our
labor
force
are
not
at
these
meetings
telling
us
what
they
think
we're
about
to
venture
into
doing
something
with
this
report,
I
don't
know
what
that
is,
but
if
we're
clearly
telling
our
labor
force
that
there's
gonna
be
layoffs
based
on
the
on
these
kinds
of
reports,
I'd
like
to
know
what
they're
thinking
have
we
done
any
consultation
with
them
at
all.
Do
you
know
I'm.
J
You,
madam
chair,
similar
to
councilor
mammal
ladies
line
of
questioning
x',
I'm
just
thinking
about
what
Santa
brought
my
kids
I
had
Christmas.
They
got
this
toy
called
a
spear.
Oh
it's,
his
ball
and
inside
is
some
servos
and
gyroscopes.
This
is
for
little
kids,
you
know
eight
nine
years
old
and
the
trick
is
it's
not
just
a
robot,
but
you
actually
have
to
take
your
device
and
you
have
to
code
it
and
the
game
is,
is
you
have
to
teach
it
to
do
things
and
you
enter?
You
know,
coordinates
and
distances.
J
So
I've
also
discovered
that
schools
are
adopting
these
toys
all
over.
The
place
is
a
way
to
teach
math
and
coding,
and
so
children
are
growing
up
right
now
with
the
understanding
of
robots
and
they
think
it
will
be
commonplace
as
they
get
older
and
two
counselor
mammal
use
question
we're
talking
about
transportation
in
a
lot
of
this
report.
But
where
do
you
see
work,
automation
and
the
mashup
of
vehicles
on
the
street?
So
you
know
further
to
construction.
J
You
know
I'm
thinking
about
trash,
pickup,
I'm
thinking
about
grass,
cutting
salting,
sidewalks
cleaning,
sidewalks
maintenance
line.
Painting
do
you
think
that
is
accelerating
faster,
because
it's
a
different
driver,
it's
a
cost
driver
and
it's
a
work,
quality
and
speed
driver
and
do
you
think,
we'll
see
more
of
those
type
of
robots?
Let's
call
them
instead
of
automated
vehicles,
and
is
that
captured
in
some
of
the
forecasts
of
your
report
burg.
G
Rush
points
out
that
you
know
you
can't
predict
the
future.
You
know
there's
the
Yogi
Berra
quote
and
all
those
sorts
of
things
as
an
example
uber
and
lyft
right
now
has
kind
of
a
model,
but
eventually
that
model
could
have
driverless
I.
Think.
The
main
message,
however,
is
that
if
you
try
to
do
everything
all
at
once,
it'll
be
overwhelming
so
I
believe
the
steps
that
the
City
of
Toronto
are
proposing
in
terms
of
doing
pilot
projects
is
the
best
way
to
proceed
so,
for
example,
first
last
mile
or
kilometer.
G
If
that's
your
preference
solutions
where
you
take
individuals
to
TDC
stations
or
NGO
stations
in
a
geo-fenced
area
is
a
good
way
to
go
burn,
for
example,
use
this
very
strong
word:
I
wouldn't
use
it,
but
he
said
you
know:
public
bus
systems
will
be
decimated,
so
we've
seen
in
a
rural
area
like
the
town
of
Venice
ville,
where
they
cut
a
deal
with
uber.
So
the
good
part
about
that
deal
is
and
I,
don't
know
the
the
details
of
it,
but
uber
has
agreed
to
provide
the
municipality
with
data.
G
That's
the
kind
of
thing
that
City
of
Toronto
bwana
do
when
it
engages
these
sorts
of
suppliers
to
make
sure
that
they
can
get
data
and
in
terms
of
social
equity
like
seniors
mobility,
ninety
plus
year
old
people-
and
they
don't
want
them
on
the
road.
But
you
want
to
provide
the
services,
so
they
can
still
get
around
and
visit.
Friends
go
to
the
bingo
hall
hospital
appointments.
Whatever
do.
J
You
think
using
robotic
equipment
or
or
automatic
equipment
and
say
even
a
smaller
setting
and
say
a
park
or
some
kind
of
a
you
know.
A
geofence
setting
might
be
a
good
vector
to
teach
us
the
lessons
that
we
need
to
know
is
things
scale
up,
and
you
start
having
higher
speed
vehicles
that
maybe
carry
passengers
at
some
point
in
time.
I
think.
G
J
G
G
I
Actually,
upon
reflection,
I
wasn't
going
to
ask
the
question
anymore,
but
but
let
me
just
let
me
since
I,
have
the
microphone
and
I
have
an
opportunity
to
say
something.
Let
me
just
say
that
just
to
sort
of
elevate,
counselor
and
Molly's
conclusion
just
just
slightly
in
terms
of
your
answer
to
his
question:
they're
going
to
be
job
losses.
So
what
happened
to
the-
and
you
may
not
know
the
answer
to
this-
what
happened
to
the
horse
and
buggy
makers
when
we
went
from
the
horse
and
buggy
to
the
car.
C
G
Have
specific
numbers
on
that,
but
with
any
new
technology
there
will
be
disruption
and
so
there's
a
transition
period
over
time.
I
think
you
could
probably
make
a
good
argument
that
the
automotive
sector
had
some
pros
and
constitute,
but
there
are
certainly
lots
of
jobs
over
time
which
were
able
to
scale
up
compared
to
you
know
the
horse
on
the
streets.
You
know
you
may
have
had
jobs,
cleaning
up
horse
dung
and
that
sort
of
thing
you
know
replaced
by
higher
skilled
jobs
right.
G
I
B
Is
that
it?
Thank
you
very
much
we're
gonna
move
on
to
our
next
speaker,
dr.
Judy,
Farr
Vohland
from
she's
a
program
director
at
the
university
of
toronto
transportation.
Research
institute.
Welcome
I,
don't
know
if
you
got
Oh
Eric.
You
are
also
speak.
Oh
that's,
terrific,
great
okay,
so
you
know
what
Eric
and
Judy
I'll,
let
you
introduce
yourselves
and
your
team
and
we'll
give
you
the
full
time.
Thank
you
for
coming.
Okay,.
K
Well,
oh
great
and
thank
you,
madam
chair
and
the
committee
for
pride
has
provided
us
with
this
opportunity
to
speak
to
you
on
the
release
of
the
report
preparing
the
City
of
Toronto
for
automated
vehicles.
As
the
chairs
mentioned,
I'm
dr.
Eric
Miller,
professor
of
civil
engineering,
at
the
University
of
Toronto
and
research,
director
of
the
University
of
Toronto
Transportation,
Research
Institute,
which
refer
to
as
you
tree
to
my
immediate
right,
is
dr.
Judy,
Favre
Alden
our
program
director
and
also
with
us,
is
Pat
Doherty.
K
Our
communications
coordinator,
Nutrisse
aim
is
to
make
Transportation
Research
at
University
of
Toronto,
meaningful
and
useful
to
our
partners
and
government
in
its
industry
we're
a
consortium
of
researchers
from
civil
industrial,
electrical
computer
and
chemical
engineering,
geography
and
planning
computer
science,
the
Munk
school
of
global
affairs
economics,
the
Rotman
School
of
Management
and
the
Daniels
Faculty
of
architecture.
As
the
staff
report
notes,
automated
vehicles
have
the
potential
to
reshape
our
transportation
system,
impacting
road
safety,
traffic
congestion,
mobility,
equity,
economic
opportunity
and
environmental
health.
K
The
staff
report
also
notes
the
pervasive
implications
for
many
departments
and
divisions
of
the
city,
including
City,
Planning,
environment,
energy,
equity,
fire,
police
and
fleet
services,
employment,
employment,
parking,
Public,
Health,
TTC
and
revenue,
among
others.
Beyond
the
impact
on
city
services,
the
advent
of
AVS
is
going
to
have
a
profound
impact
on
almost
every
aspect
of
people's
daily
lives.
Transportation
services
in
the
University
of
Toronto
are
collaborating
a
research
program
to
help
the
City
of
Toronto
prepare
for
the
advent
of
autonomous
vehicles.
K
We
would
like
to
explain
that
collaboration
why
it
is
important
and
how
it
will
help
the
city
achieve
the
goals
to
fight
in
the
tactical
plan.
Transportation
services
work
to
date,
places
throughout
at
the
forefront
of
thought
leadership,
but
we
have
a
long
way
to
go
and
there
are
some
urgency
to
stay
ahead
of
the
wave
of
disruptive
change.
That's
coming
our
way.
We
would
also
like
to
recommend
actions.
The
committee
mccann
take
to
establish
Toronto
as
a
thought
leader
and
engage
other
levels
of
government.
K
The
modeling
will
come
for
both
the
movement
of
people
and
freight
by
drone
deliveries
and
sidewalk
robots,
as
well
as
by
ubiquitous
delivery
vehicles
dropping
off
online
purchases.
The
Dean
of
engineering
at
the
University
of
Toronto
has
made
an
initial
investment
of
$450,000
to
launch
this
multidisciplinary
collaborative
research
center.
It's
the
first
achievement
has
been
to
create
a
collaborative
research
vision
with
partners
that
include
the
cities
of
Toronto
and
Mississauga.
Regions
of
York
can
peel
Waterfront
Toronto,
the
Mars
Discovery
District,
ESRI
Canada
and
GM
Canada.
K
This
vision
became
the
basis
of
a
grant
proposal
submitted
to
the
Ontario
Research
Fund.
For
a
twelve
point,
five
million
dollar
five-year
research
project
we
will,
we
will
learn
in
March.
If
that
application
has
been
successful.
We
continue
to
seek
additional
partnerships
and
funding
in
support
of
this
work.
There
are
many
questions
with
respect
to
AVS,
but
the
most
important
is:
what
do
you
want?
The
future
to
be
I
suspect
that
you
agree
with
me
that
needs
to
be
equitable,
sustainable
and
prosperous.
This
is
the
future
we
have
to
plan
for
cats.
K
Research
will
help
decision-makers
to
explore
how
the
policy
levers
they
control
can
be
used
to
achieve
that
future
cats.
Researchers
will
work
with
our
municipal
and
regional
colleagues
to
design
alternative
future
scenarios
that
help
decision-makers
to
sign
the
policies,
programs
and
services
we
need
to
maintain
and
hence
enhance
the
livability
of
our
city.
U
of
T
has
a
long
history
and
extensive
expertise
in
modeling
simulation
data
and
analytics
and
support
of
evidence-based
decision-making.
We
are
exceedingly
well-positioned
undertake
this
work.
K
As
far
as
we
are
aware,
the
TTS
state
of
collection
program
is
the
largest
urban
travel
survey
program
in
the
world
and
the
dmg
public
sector
collaboration
is
a
world
leading
example
of
sustained
government
university
collaboration
and
support
of
improving
the
evidence
base
for
transportation
planning
and
decision
making
building
upon
the
TTS
data.
We
have
also
been
the
developer
of
the
GTA
model.
Series
of
travel
demand
forecasting
models
at
City,
Planning
has
used
for
all
strategic
transportation
planning
studies
of
the
past
20
plus
years.
K
L
I'm
going
to
begin
by
talking
about
why
I
believe
this
work
is
important,
and
that
is
in
this
particular
work
compared
to
other
work,
that's
being
undertaken
in
the
AV
space.
Most
of
the
current
interest
in
AV
in
government
and
industry
focuses
on
advancing
AV
technology
and
creating
opportunities
for
economic
development
in
related
industry
sectors.
Traditional
automotive
manufacturers
and
new
entrants,
like
Google,
have
spent
billions
of
dollars
on
developing
the
technology.
There
are
singular
focuses
on
the
bottom
line.
L
As
you
know,
an
AV
future
will
be
far
from
business
as
usual,
but
so
far,
there's
only
speculation
about
whether
or
not
babies
will
increase
or
decrease
congestion,
improve
or
exacerbate
social
equality
have
a
net
positive
impact
on
access
to
employment,
opportunities
increase
or
decrease
mobility
and
transit
ridership
be
supportive
or
not
of
climate
action
plans
like
transform
T.
Oh,
why
is
there
this
uncertainty?
L
Think
about
how
you
chose
to
travel
to
work
today.
Did
you
drive
and
park
walk
or
take
transit?
How
did
your
children
get
to
school?
Do
they
have
access
to
a
car?
Did
you
drop
them
off?
Did
they
walk
or
take
transit?
Do
you
have
an
elderly
parent
with
mobility
issues
who
perhaps
should
not
be
driving
but
cannot
use
transit?
Who
wants
to
access
social
events
and
needs
to
get
to
medical
appointments?
L
You
your
children,
your
parents,
your
constituents
decide
what
mode
of
travel
to
take
to
get
to
work,
to
school,
to
shopping,
based
on
the
choices
available
to
them.
Do
they
have
a
car?
Do
they
live
new
treant
near
transit?
Then
they
choose
that
option
that
is
cheapest
for
them
through
a
very
personally
derived
calculation
of
their
cost
in
terms
of
actual
dollar
costs,
time,
comfort
and,
in
rare
cases,
social
good.
It
turns
out
that
people
do
not
do
a
good
job
of
accurately
assessing
the
cost
of
travel.
L
They
don't
count
the
cost
of
vehicles,
insurance
and
Multan
ins.
Once
that
money
is
spent,
it's
gone,
they
do
consider
out-of-pocket
costs
like
gas
parking
and
tolls
which
they
compared
to
transit,
spares
and
will
eventually
compare
to
the
cost
of
using
automated
vehicles
through
ownership
or
sharing.
The
introduction
of
AVS
will
change
their
perception
of
those
costs
and
with
it
the
choices
that
they
make.
If
I
can
relax
on
my
commute,
work,
sleep
or
watch
a
movie
well
I'd
be
willing
to
lengthen
my
commute
and
relocate
in
search
of
cheaper
housing.
L
How
many
Torontonians
would
make
the
same
move
if
traveled
by
a
V
is
perceived
as
cheaper,
faster,
more
comfortable
than
walking,
biking
or
transit
will
be
a
modal
shift
away
from
active
modes
of
transportation
in
transit
and
towards
private
or
shared
AV
travel.
People
who
have
fewer
choices
due
to
age,
mobility
or
location
will
have
more
choices,
creating
additional
travel
demand.
Increased
mobility
is
a
good
thing.
Increased
traffic
is
not
providing
people
with
more
options
is
a
good
thing.
Falling
public,
transit,
ridership
and
increased
congestion
is
not.
L
We
may
not
have
more
cars
in
a
Navy
future,
but
we
will
certainly
have
increased
demand
and
increased
vehicle
kilometers
traveled.
The
promises
that
AVS
will
reduce
congestion,
the
promise
of
the
technology,
what
performance
of
that
technology
is
required
in
terms
of
speed
following
distance
and
maneuvering,
so
that
a
v's
relieve,
rather
than
exacerbate
congestion.
At
this
point,
we
have
only
questions.
L
Kat's
research
is
designed
to
align
with
issues
raised
in
the
staff
report
and
will
help
the
City
of
Toronto
achieve
many
elements
of
the
tactical
plan
described
in
the
report
and
help
us
to
find
answers
to
some
of
these
questions.
For
example,
the
report
says
the
City
of
Toronto
will
encourage
the
adoption
of
advanced
driver
assistance
systems
in
a
manner
that
improves
social
equity.
That's
a
very
important
goal,
but
how
will
we
improve
social
equity?
L
We
first
need
to
define
social
equity,
then
understand
the
drivers
of
social
equity,
then
design
policies
on
services
in
their
prices
to
improve
equity
and
the
metrics
to
measure
change.
The
Katz
research
program
will
then
simulate
the
performance
of
the
transportation
system
under
those
Canada
policies
and
use
the
metrics
to
measure
the
impact
on
social
equity,
and
likewise,
we
compose
scenarios
on
the
impact
impact
on
health,
the
environment,
economic
development,
development
and
other
important
social
outcomes.
L
The
tactical
plan
states,
the
City
of
Toronto,
will
adopt
AV
technology
that
improves
the
reliability,
efficiency,
safety
and
seamlessness
of
transit
and
gives
transit
priority
again.
Computer
model
simulations
can
identify
which
policies
achieve
these
improvements
and
increase
the
transit
modal
split
cats.
L
Research
can
help
the
city
transform
the
technical
plan
to
an
action
plan
in
sites
achieved
through
our
collaboration
will
help
the
City
of
Toronto
design
the
policy
as
it
needs
to
achieve
Sitz
visions
and
goals
with
respect
to
city
building
economic
vitality,
environmental
sustainability,
social
development
and
physical
fiscal
sustainability
in
an
AV
future
we'd
like
to
make
some
suggestions,
it's
very
important
in
this
digital
future
that
we
preserve
access
to
data
data
privacy
issues
are
important.
The
data
ownership
and
access
to
data
are
also
concerns.
The
city
must
preserve
its
access
to
the
data.
L
It
needs
to
understand
the
needs
of
residents
and
for
planning
and
delivering
services
to
them.
We
want
to
commend
the
city
on
the
position
that
it's
taken
and
encourage
it
to
take
continue
to
take
a
leadership
position.
The
city
should
continue
to
build
partnerships
to
create
a
larger
coalition
among
GTA
municipalities
and
regions
and
higher
levels
of
government.
L
As
the
staff
report
notes,
jurisdiction
over
vehicles
and
roads
is
shared
by
Transport
Canada
and
the
Ministry
of
Transportation
of
Ontario,
the
federal
Canaan,
the
Federation
of
Canadian
Municipalities
mandate,
is
to
monitor
and
influence
paly
issue
policy
issues.
At
the
federal
level.
We
recommend
that
Toronto
City
Council
make
a
resolution
to
include
a
discussion
of
autonomous
vehicles
on
the
agenda
of
an
upcoming
FCM
meeting
and
get
it
onto
their
radar
and
agenda.
The
FCM
is
big
city.
Mayors
caucus
is
a
voice
of
Canada's
biggest
cities.
L
We
recommend
that
Toronto
City
Council
council
make
the
caucus
aware
of
its
good
work
to
date.
This
you
should
take
a
leadership
role
in
the
municipal
Alliance
for
connected
and
autonomous
vehicles
in
Ontario
established
by
the
Ontario
good
rules
Association.
We
also
see
this
as
an
opportunity
to
create
further
opportunities
for
active
collaboration.
L
Steve
Buckley,
X
general
manager
of
transportation
services
create
an
opportunity
for
his
division
to
engage
in
research
initiatives
or
projects
that
contributed
to
achieving
the
mission
of
the
City
of
Toronto
transportation
services,
our
current
collaboration
with
transportation
services
to
prepare
the
city
for
automated
vehicles
as
possible,
because
mr.
Buckley
had
a
bylaw
passed
that
promised
transportation
services
to
collaborate
with
post-secondary
educational
institutions
in
Canada
that
can
provide
objective,
qualified
professional
expertise.
The
contract
we
have
used
refers
to
schedule
a
of
the
City
of
Toronto
municipal
code,
chapter
2071,
financial
control,
bylaw
501
2014.
L
We
asked
the
committee
to
request
that
city
staff
report
back
on
to
the
Committee
on
how
they
can
amend
this
bylaw
to
expand
the
scope
of
collaboration
opportunities
to
other
civic
divisions,
agencies
boards
and
commissions.
So
they
can
also
benefit
if
they
so
choose
from
academic
collaboration.
At
a
recent
meeting
with
T
with
Yewtree
TTC
leadership
expressed
interest
in
being
enabled
by
such
an
agreement.
The
University
of
Toronto
and
the
City
of
Toronto
signed
a
Memorandum
of
Understanding
on
October
22nd
2017.
L
The
MOU
says
that
we
will
work
together
to
identify
opportunities
to
meet
our
shared
goals,
including
making
Toronto
a
better
place
to
live,
learn,
work
and
prosper.
An
MoU
describes
a
mutual
intention,
a
bylaw
enabling
other
divisions,
agencies
boards
and
commissions
to
partner,
with
U
of
T's
vast
expertise,
as
that
well,
as
with
other
universities
both
locally
and
nationally,
would
move
this
from
intention
to
opportunities
for
actions.
In
closing,
I'd
like
to
note
that
you
tree
has
been
involved
with
the
city's
AV
initiative.
L
Since
the
initial
workshop
in
March
2015
produced
a
discussion
paper
driving
changes
in
workshops
of
2016,
and
we
look
forward
to
continuing
the
collaboration
through
the
Katz
program.
We
aim
to
support
the
city
with
data
and
analysis
in
support
of
evidence-based
decision
making,
as
you
continue
to
plan
for
and
manage
the
Public
Works
infrastructure
of
the
City
of
Toronto.
Thank
you,
madam
chair,
and
thanks
to
the
committee
for
allowing
us
this
opportunity
to
speak
on
behalf
of
our
colleagues
at
U
of
T.
Thank.
B
J
Thank
you,
madam
chair,
and
thank
you
for
speaking
to
us
in
the
report.
It
talks
a
little
bit
about,
and
you
alluded
to
congestion
and
I
specifically
I'm
interested
in
how
automated
vehicles
might
increase
throughput
on
roads
and
I,
wondered
if
you'd
seen
any
work
on
that
or
or
have
some
thoughts
and
how
they
may
perform
better.
There.
K
There
is
a
small
but
growing
body
of
research
into
this,
but
it's
like
I,
like
almost
everything,
I
think
with
AVS.
It's
very
mixed.
It
depends
upon
your
assumptions.
Everything
I've
seen
is
really
looking
at
ABS
on
sort
of
unrestricted
Highway
platoons
going
down
and
there's
no
doubt
in
that
environment
you
would
increase
the
increased
throughput.
What
I
haven't
seen
certain
one
of
the
things
we
want
to
be
doing
at
the
university
is
looking
at.
K
First
of
all,
what
happens
when
those
cars
we
reach
the
egress
ramp
and
then
what
happens
with
them
on
there
on
the
street
I
think
our
view
is
that
many
of
the
claims
for
significant
congestion
relief,
significant
capacity
increases
that
are
overstated,
because
they
simply
ignore
the
complexity
of
travel,
particularly
on
the
streets,
but
but
even
not
access
ramps.
As
soon
as
IQ
starts,
it
doesn't
matter
where
the
vehicles
are
to
automated
or
dog.
K
So
I
think
it's
going
to
take
a
lot
of
lot
of
experimentation
to
discover
how
best
to
what
extent
we
can't
get
capacity
increases
some
on
streets.
You
see
simulations
where
cars
are
doing
this
at
intersections
right.
Where
are
the
pedestrians,
so
I
think,
in
my
view,
love
the
analysis
today
has
been
fairly
naive.
I
think
there
will
be
improvements.
The
biggest
improvement
may
be
safety
to
the
extent
that
we
do
get
rid
of
accidents
which
caused
a
huge
amount
of
delay
that
will
improve
the
system.
I
think
almost
certainly
so.
J
You
mentioned
platoons
and
I.
Guess
these
systems
would
assemble
vehicles
into
you,
know
logical,
arrays
and
move
them
along,
but
wouldn't
the
computer
systems
know
let's
say
I'm
flying
along
the
garden.
Are
gonna
go
off
at
the
Spadina
ramp
by
the
time
I
leave
my
house
in
Etobicoke.
The
computer
already
knows
that's
where
I'm
going
and
could
probably
predict
that
I'm
going
to
be
at
the
light
at
Spadina
in
front
by
X
time
and
could
probably
adjust
at
that
point.
J
Like
I
mean
there's
been
far
into
the
future,
and
maybe
I
should
articulate
my
question
a
little
bit
better.
If
you
ever
think
of
you
ever
seen,
videos
of
schools
of
fish
swimming
you
know,
mother
Nature
has
found
a
way
that
these
fish
kind
of
vibrate
to
the
secret
tune
that
you
don't
see
and
their
spacing
is
automated
and
they
move
together,
and
you
know
I
sort
of
see
a
vision
of
a
future
of
where
cars
will
do
that
right.
They'll
they'll
work
as
groups
and
they'll
be
perfected
by
some
system.
J
Do
you
see
that
as
being
a
decentralized
system
that
the
maybe
the
automakers
or
private
companies
will
sort
of
figure
out
how
these
things
talk
and
assemble?
Or
do
you
see
a
role
of
government
sort
of
having
a
master
control
on
the
switch
on
how
we
implement
policies
on
the
spacing
of
vehicles
and
speeds,
and
all
that
kind
of
stuff
in
our
jurisdiction,
so
that
we
can
optimize
the
system
like
a
big
computer,
to
make
it
work
in
a
perfect
way?
Okay,.
K
K
This
notion
that
you
leave
your
home
and
and
somebody
the
system
will
know
when
you're
hitting
the
Spadina
ramp
yeah
may
be
very
far
in
the
future,
but
that
really
assumes
a
very
high
level
of
connectivity
as
well
as
automation,
and
we
tend
in
our
discussions.
We
always
tend
to
simplify,
and
so
we
think
about
autonomous
vehicles
and
assume
they're
connected.
But
connectivity
is
a
much
more
difficult
technical
problem,
so
Google
can
run
a
car
down
the
road.
It's
automated.
It's
not
talking
to
anybody
yet
and
that
cross
talk
between
vehicles
or
with
systems.
K
The
communications
challenges
there
are
phenomenal
and,
and
so
I
think
that's
a
very
distant
future
thing.
But
one
could
maybe
imagine
that
I
think
whatever
control
be.
It
almost
has
to
be
more
decentralized,
maybe
I
like
the
analogy
to
school
fish.
Maybe
the
cars
on
the
road
are
self-organizing
and,
and
some
signals
are
being
sent
downstream,
you'll
never
be
able
to
have
I,
don't
think
it
would
be
possible
to
ever
have
a
central
computer.
K
Let's
say
that's
controlling
the
entire
system,
the
communications
and
and
the
time
lags,
and
the
time
within
to
which
you
have
to
make
decisions
are
just
too
too
too
short.
So
I
think
if
this
is
that's
to
come,
it
will
be
a
a
dynamic
decentralized
system
at
UT.
We've
developed
just
for
traffic
signals
this
sort
of
thing
and
we
find
local
control.
You
don't
need
central
control
with
smart,
local
control.
Okay,.
J
Yeah
I
think
that
was
my
fear-
is
that
maybe
the
government
wouldn't
have
a
role
and
getting
into
supercomputing
to
try
to
manage
its
geography.
I
get
in
the
last
question
and
I
am
the
cognizant
of
the
time
in
the
letter
that
you
submitted.
There's
a
little
bullet
point
here
that
talks
about
you
know,
sort
of
the
dangers
of
reducing
public
transportation.
J
K
I
think
absolutely
I
mean
I.
Think
the
this
there's
a
blurring
between
what
a
car
and
transit
I
I
think
the
future
I
think
there's
a
huge
future
for
many
transit
little
pods,
and
you
know
there
was
Burton
grush
was
quoted
as
saying.
Maybe
the
public,
the
diesel
bus
in
the
suburb
is
maybe
a
dinosaur
and
will
disappear
and
I
think
that
but
I
think
I
think
even
30.
K
If
your
school
fish
car
is
coming
down,
you're
not
gonna,
be
able
to
carry
the
number
of
people
into
the
downtown,
so
I
think
one
of
the
real
public
policy
dangers
is
people
say:
oh
we're
going
to
solve
congestion.
We
don't
need
to
spend
the
billions.
We
think
we
need
to
spend
on
rail
because
we
won't
need
in
the
future.
I
don't
think.
That's
that's
the
future,
but
but
there
are
exciting
opportunities
to
reinvent
transit,
using
automation,.
B
Okay,
another
question
for
you
from
and
I'll
just
tell
committee
that
you
may
be
misled
a
bit.
The
next
two
names
are
not
speakers
are
not
hear
or
not
speaking.
So
these
are
our
last
speakers
just
so
everybody's
in
the
we're
the
postdoctoral
fellows
are
not
here
or
they
may
be
here,
but
they're,
not
speaking
so
counselor
ma'am
I'm
a
lady.
Your
next.
C
And
and
I
and
I
I
can
envision
more
congestion
with
automated
vehicles,
not
less
because
automated
vehicles
are
going
to
make
sure
that
every
law
is
adhered
to
and
will
be
slower
and
will
wait
for
every
pedestrian
to
cross
the
street,
which
will
be
a
lot
longer
in
an
intersection
which
means
a
lot
more
lineups
through
that
intersection.
Can
you
envision
that
without
animated
vehicles,
I.
K
Don't
know
that
that
specific
case
you're
speaking
of
because
I
think
there
will
still
be
traffic
lights,
I,
don't
think
we
I,
don't
think
we'll
ever
get
to
the
point.
Where
again
the
Avs
are
just
somehow
supposed
to
be
going
through
intersections
and
pedestrians
are
fighting
with
them.
Somehow
I
think
they'll
still
be
intersection
control
so
that
pedestrian
AV
interaction
may
not
be
a
problem,
but
I
think
you're.
Actually
right
that
I
mean
as
I
say.
We
share
your
concerns.
C
I
see
that
is
based
on
how
I
Drive
now
I'm
I'm,
relatively
good
and
I,
will
be
most
of
the
laws
most
of
the
time
and
I'll
admit
I
even
break
them
once
in
a
while,
but
I
break
them
in
an
effort
to
get
traffic
through
the
intersection
faster.
In
other
words,
I
can
wait
for
every
single
pedestrian
to
cross
if
I'm,
turning
right
or
I
could
try
to
just
squeeze
myself
in
at
the
first
break,
I
got
with
automated
vehicles.
They're
not
gonna.
K
Think
we,
if,
if
and
when
we
get
to
this
point-
there
will
be
new
behavior
I
mean
people
will
have
to
adjust
them
a
behavior
will
adjust.
We
will
learn
how
to
work
with
these
things,
but
I
think
the
more
general
point
is
that
you
know
the
claims
that
somehow
autonomous
vehicles
are
going
to
cure
congestion
is
wrong
or
reduce
vehicle
kilometers
travel.
They
will
increase
almost
certainly
increase.
So
the
question
is:
how
do
we
manage
that?
Maybe
if
there's
kilometers
are
being
traveled
more
efficiently,
somehow
maybe
congestion
doesn't
go
up
so
this
is
this.
K
C
I
actually
agree
with
that,
but
this
only
this
this
whole
thing
only.
It
only
reinforces
my
argument
that
roads
should
be
just
for
cars
and
and
if
we're
gonna
go
automated,
how
are
they
going
to
share
that
road
with
the
cyclists
and,
furthermore,
road
rage
is
typically
between
two
drivers
or
cyclists
with
the
driver,
so
the
cyclists
are
still
going
to
get
very
irritated
by
now
a
robot
so
who
are
they
going
to
kick
when
that
happens?.
L
Been
the
purpose
of
our
research
is
to
test
this
in
simulation
and
not
on
our
streets,
because
so
we
would
talk
about
breaking
it
and
simulation
rather
than
actually
impose
sitting
on
people,
though,
pilots
are
important
even
before
we
launch
a
pilot
and
test
important
things
like
this
on
the
street.
We
can
test
it
in
the
lab
and
and
look
at
those
alternatives
and
see
what
the
implications
are
for
all
kinds
of
people
and
how
all
kinds
of
people
are
trying
to
get
around
I.
C
Would
imagine
the
implications
to
any
one
city
is
going
to
be
a
huge
infrastructure
cost
just
to
accommodate
the
automated
car?
And
that
probably
means
everything
that
we're
implementing
on
our
intersections
and
in
our
roads
and
our
sidewalks,
whether
whether
they
have
some
kind
of
detection,
detective,
detect
detection
advice
built
into
the
concrete
or
whether
it's
a
new
form
of
lighting
I
would
imagine
this
thing's
gonna
cost
municipalities
a
fortune
and.
M
D
You
very
much,
madam
chair,
dr.
mala,
thank
you
very
much
for
a
good
book
and
all
your
colleagues
as
well,
and
thank
you
for
coming
to
my
meeting
in
2012.
You
helped
and
now
it's
part
RAC.
We
call
it
a
you
train
back
then.
My
question
is
that
similar
to
the
previous
speaker,
you
know
the
contention
is
that
our
roads
are
not
ready
for
the
automated
vehicle.
D
K
K
You
know
always
looking
for
ways
to
improve
the
traffic
control
system
and
so
I
think
that
that
work
is
going
to
be
ongoing,
regardless
of
where
the
autonomous
vehicles
comes
or
not
so
I
think
I
see
that
the
more
the
more
the
more
the
roadway
becomes
an
information
network
as
well
as
a
physical
network.
So
we
haven't,
we
able
to
see
what's
going
on
on
the
roadway
even
now
that
will
improve
improve
flows,
but
we'll
be
positioning
you
for
for
autonomous
vehicle
operations.
K
I
think
I
think
also,
you
know
again,
even
with
other
autonomous
vehicles,
the
issue
of
Complete
Streets
and
how
we
do
share
road
space
between
bicycles
and
pedestrians
and
cars
and-
and
you
know,
delivery
vehicles
and
I
mean
everything
else
is
an
issue
that
exists
and
challenges
all
of
us,
regardless
of
town
vehicles.
So
the
more
we
continue
to
sort
that
out
and
what
what
does
make
sense
in
terms
of
how
to
best
use
streets
that
will
prepare
us
better
for
when
some
of
the
cars
are
autonomous
but
I
think
also
and
again.
K
What
we
keep
arguing
is,
therefore,
is
there's
lots
we
can
be
doing
now
in
terms
of
thinking
about
all
these
various
scenarios,
all
these
concerns
and
and
in
the
virtual
lab
of
the
computer,
and
simulating
exploring
these
things
so
we're
starting
to
identify
futures.
First
of
all
that
are
possible.
I.
Think
there's
a
lot
of
hype
right
now
about
these
things.
I
think,
there's
a
lot
of
things
being
talked
about
that
just
will
never
happen.
K
B
For
you,
and
some
of
them
have
already
been
touched
on
a
bit.
So
first
of
all,
thank
you
for
bringing
out
your
a
team
and
thank
you
for
the
great
work
you're
doing
with
with
City
the
City
of
Toronto,
City,
Hall
and
Beyond.
It's
very
important
that
we
have
experts
like
you
involved
in
this
process
and
I
guess.
My
first
question
is
phase
one
and
two
versus
Phase
three
and
four:
how
did
this?
L
I
think
I
think
these
are
again
questions
and
that
we
don't
have
answers
to,
and
and
certainly
in
this
transit
in
the
transition
that
you
talked
about
from
being
semi
automated
to
fully
automated.
There
will
be
a
messiness
I'll
have
people
on
the
roads
in
their
own
vehicles
and
people
on
the
roads,
perhaps
in
their
own
vehicles.
That
will
be
automated
and
and
how
those
you
know
we
can
talk
about
how
automated
vehicles
will
interact,
how
their
algorithms
will
drive
them
to
interact.
L
How
will
drivers
interact
with
automated
vehicles,
so
I,
say
I
think
that's
a
really
big
question
and
I
think.
Therefore,
it's
really
important
to
get
out
in
front
of
this
with
a
a
framework,
an
operating
framework,
a
regulatory
framework
that
addresses
the
important
things
in
this
that
are
the
city's
responsibility
to
like
Public
Safety.
L
You
know
because,
because
it
will
happen
to
us
and
remember
that
uber
didn't
ask
before
it
introduced
itself
onto
our
streets,
automated
vehicles
of
various
levels
of
automation
will
hit
our
streets
as
they
become
available,
and
it
will
be
important
important
that
we're
ready
for
it
with
the
framework
that
we
want
under
which
we
want
them
to
operate
and
I.
Think
we
don't
know
what
that
yet.
But
we
would
again
propose
to
model
that
stimulated
see
what
we
can
learn
from
it
and
and
help
you
inform
those
decisions.
It'll
be
messy
and.
K
I
think
also
it
has
to
be
an
incredible
process.
You
know
you
start
with
small
pilots.
You
start
with.
You
know
just
shuttle
buses
to
a
train
station.
You
learn
by
it
again.
One
thing
we
don't
talk
a
lot
about,
but
these
these
vehicles
certainly
the
way
they're
constructed
now
required.
Geofencing.
You
know
they
la
they,
so
you
may
start
with
a
corridor
where
you
allow
these
vehicles
but
yeah
this
transition.
Almost
all
the
analysis
is
looking
at
the
long
future,
where
everything's
automated
this
transition
period
is,
is
going
to
be
challenging.
K
B
Word
definitely:
okay
and
then
I
guess
some
counselor
holiday
touched
on
this,
but
my
biggest
concern
while
I
think
it
sounds
like
it
might
actually
improve
road
safety
there's
potential
it
might,
but
we're
not
sure
it's
speculation,
so
that's
heartwarming
to
hear,
but
on
the
transit
piece.
It
does
worry
me
that
were
what
we're
doing
with
transit
right
now
and
what
we're
actually
spending
money
on
related
to
Road
reconstruction
or
reconfigure.
It
reconfigure
ating
roads
right
now,
I
guess
my
issue
is:
do
you
ever?
K
Not
we
specifically
respect
the
City
of
Toronto
I'm,
not
very
worried,
because
I
think,
particularly
when
we're
talking
about
new
radio
lines
like
relief
line
and
smart
tracking
to
the
downtown
from
the
suburbs
to
downtown,
as
I
was
saying
in
my
answer
to
council
holiday,
I
think
we're
going
to
need
those
forever
and
so
I
think
the
faster
we
can
get
that
in
place.
Maybe
some
of
the
metro
links
investments
in
in
in
some
more
suburban
lines,
I
I,
suspect,
they're
needed
as
well.
K
D
K
Big
high
capital
investment
I
think
we
wrote
improvements,
cars
and
I'm
still
running
on
the
roads.
You
know
the
gardener
gardener
East
just
take
a
controversial
example.
Thomas
vehicles
are
going
to
need
it
as
well,
so
I
think
the
notion
that
we're
rebuilding
the
gardener
was
a
good
decision.
Controversial
one
good
one,
we're
gonna
need
it
so
I'm
not
too
worried
about
our
capital.
Investments
I.
Think
it's
more
about
thinking
about
how
transit
in
the
suburbs
might
change.
Okay,.
B
K
Well,
I
mean
one
could
imagine
and
again
we
want
to
do
much
more
analysis
and
you
know
explore
these
things
in
more
detail,
but
one
could
imagine
the
sort
of
mini
buses
picking
people
up
with
their
door
taking
and
getting
you
to
the
905
GO
train
station.
You
know,
904,
you
know,
and
and
or
for
reverse
commuting.
You
live
downtown,
you
take
you,
take
the
RER
and
smart
rack
out
to
Unionville
and
there's
you
know
a
car
there
ready
to
take
you
to
your
office
office
complex
in
the
suburbs.
K
B
That's
really
informative.
Thank
you
very
much.
I
think
those
are
all
our
questions.
So
thank
you
again
to
our
team
from
the
University
of
Toronto
Research
Institute.
It
was
a
pleasure
to
have
you
here
today
very
interesting
and
we're
gonna
move
back
to
committee
and
to
questions
of
staff.
So
are
there
any
questions
for
staff
either
from
their
presentation
or
the
report
before
us
councillor
mammal,
ad
I.
F
So
that's
our
plan
for
2018
is
to
have
those
broader
conversations
with
stakeholders
in
the
community,
so
our
first
work
was
to
work
internally.
Look
at
the
existing
council
approved
policies.
Plan
strategies
build
that
tactical
plan
to
kind
of
interpret
how
automation
might
relate
to
those
and
then
have
conversations
in
the
community
to
understand
the
community's
reaction.
What
the
community's
thinking
and
their
concerns
around
automation.
E
And
I,
also
just
to
add
to
that
councillor,
I
think
that
we
are
learning
from
one
of
the
reasons
why
it's
so
important
that
we
have
partnerships
with
other
agencies
and
orders
of
government
both
here
and
in
the
u.s.
is
because
there's
a
lot
of
thought.
That's
been
given
to
impacts
on
employment
impacts
on
various
job
sectors
and
an
economic
opportunities.
E
B
B
Will
ask
one
yeah
we
heard
in
one
of
the
deputations
that
I
think
it
was
the
first
one
or
maybe
it
was
actually
your
presentation
where
you're
some
of
the
polling
or
some
of
the
feedback
has
said
that
there's
people
who
want
to
discourage
AVS?
What
is
the
probability
of
discouraging
AVS
I
mean,
is
that
even
option
I
think.
E
Madam
chair,
that
the
I
mean
there's
some
comfort
in
the
fact
that
that
was
a
pretty
small
segment
of
the
responses.
I
mean
I.
Think
a
v's
and
automated
technology
is
here
with
us
now
in
many
of
the
safety
features
that
we
see
in
vehicles.
Certainly
the
industry
is
innovating
on
this
they're
talking
about
it.
E
They're
taking
action,
they're,
testing,
I
I
think
that
our
our
approach
is
to
be
as
ready
as
we
can
and
to
help
to
shape
that
future
for
Toronto,
and
so
we'll
continue
to
test
the
public's
opinion
on
this
as
we
move
forward,
but
I
but
I
do
believe,
I,
don't
know
exactly
what
they're
interested
in
in
terms
of
discouraging
them,
but
I
think
it's
more.
Some
of
the
concerns
that
were
raised
and
making
sure
that
we're
planning
for
that
is
been
our
approach
and.
B
Then
that's
great
and
the
potential
pilot
like
down
the
road
I
know
we're
probably
not
ready
for
that.
But
but
actually
you
know
that
we've
heard
from
the
University
of
Toronto
how
they're
there
being
able
they're
studying
this
via
their
abilities
and
technologies,
and
you
know
what
they
where
they
can
within
their
the
context
of
their
work.
But
what
about
bringing
that
out
onto
the
streets
at
some
point?
B
E
So,
as
you
mentioned,
there's
a
lot
of
other
areas,
both
in
the
States
and
here,
where
they're
inviting
some
of
those
tests
to
take
place
on
their
streets,
they're,
identifying
locations
that
various
entities
who
have
certain
types
of
technology,
whether
it's
freight
technology
or
transit
technology
or
individual
personal
vehicles,
and
they
want
to
test
them
in
various
environments.
I
know,
Los
Angeles
has
has
taken
some
great
steps.
There
I
think
we'll
continue
to
look
for
opportunities
that
make
sense
for
Toronto
about
how
we
do
that
testing
anything
that
we
do.
E
We
would
have
to
get
provincial
authority
to
move
forward
with
and
right
now,
we're
involved
in
a
grant
proposal
with
some
partners
to
look
at
testing
or
potentially
what
it
would
take
to
look
at
an
autonomous
shuttle.
So
there's
some
there's,
certainly
some
things
that
are
bubbling
around
there.
We
would
certainly
come
back
to
council
before
we
took
any
actions
there.
Thank
you.
B
C
Chair,
thank
you.
I
have
two
motions:
they're,
just
consultation
motions
just
to
ensure
that
we
get
off
in
consulting
with
our
our
labor
force
and
the
taxi
industry.
I
think
those
two
for
now
should
should
be
secured.
I'd
like
to
know
what
they're
thinking
in
terms
of
all
of
this
and
I
hope
you
can
support
these
motions.
C
I'm
very
skeptical
about
all
of
this,
only
because
I'm,
not
in
my
90s
already
and
don't
understand,
what's
kind
and
and
I
can
read
into
it
to
a
degree
and
the
skeptism
that
comes
from
me
is
how
how
are
we
going
to
share
the
roads
right
now?
If
you
ask
my
opinion,
I'd
say
automated
vehicles.
Only
I
would
enforce
my
view
that
roads
should
only
be
for
vehicles
for
cars
and
and
and
trucks,
and
not
for
cyclists,
because
this
is
a
prime
example
of
where
I
can't
see
how
this
is
going
to.
C
Here
we
are
the
largest
city
in
Canada,
talking
about
moving
forward
with
a
system
like
this
and
I.
Think
it's
just
going
to
create
chaos
at
the
end
of
the
day
and
it'll
be
worse
when
you
have
drivers
and
Carles
or
driverless
vehicles
using
the
same
the
same
Road
I
think
it's
either
one
or
the
other
I.
Don't
think
you
can
do
both.
C
That's
just
my
opinion
right
now,
I'm
looking
forward
to
seeing
what
comes
out
of
this
I
think
most
of
us
are
going
to
be
right
with
with
our
feelings
about
this
and
then
most
of
all.
What
is
it
that
we
have
to
do
to
prepare
ourselves
for
the
cost
of
all
of
this,
because
you
just
can't
implement
something
like
this
overnight
and
we're
already
talking
about
this
happening
in
in
in
another
five
or
six
years,
and
if
it's
gonna
be
five
or
six
years
away?
C
Why
aren't
we
budgeting
for
it
here
at
the
City
of
Toronto?
If,
if
we
don't
know
what
we're
doing
around
this,
yet
so
I
don't
see
it
happening
in
in
five
or
six
years
or
seven
years
or
eight
years,
I
think
it's
gonna
be
a
lot
longer,
even
the
the
first
step
that
we
were
that
we
had.
We
had
been
we'd
been
privy
to
seeing
in
this
report.
I,
don't
see
how
a
city
like
ours
is
ready
for
this
so
and
then
there's
the
the
layoffs
that
this
is
going
to
create.
C
What
if
we've
already
established
that
that's
going
to
happen,
you
know
what
are
we
gonna
do
when
our
labor
force
fights
back,
because
that's
going
to
happen
too
and
as
minoo
which
vehicles
are
going
to
are
going
to
be
automated
and
which
ones
aren't?
Are
we
looking
at
at
our
garbage
trucks
and
if
so,
what
or
what
is
local,
four
one
six
have
to
say
about
that.
We
haven't
even
asked
them
yet
so
I
just
don't
see
this
happening
in
five
or
six
years.
I
think
it's
gonna
be
a
long.
A
lot
longer.
J
Thank
you,
madam
chair
I
did
have
a
motion.
It
was
very
small
I,
just
noticed
in
the
the
looking
forward.
The
tactical
plan
I
just
wanted
to
make
sure
that
we
included
initiatives
that
reduce
congestion
and
increase
vehicle
throughput,
those
two
particular
ones-
weren't
men
and
talked
about
information
on
congestion,
but
not
actually
reducing
it.
That's
all
it
is.
Thank
you.
N
This
is,
this
is
something
that's
already
here.
We
have
to
plan
for
it.
The
manufacturers
have
already
started
moving
this
way.
We
have
adaptive
cruise
control,
we
have
Lane.
My
cart
can
tell
me
if
I'm
leaving
my
lane
without
signaling,
we
have
pedestrian
pedestrian
stopping.
If
someone
walks
in
front
of
your
car,
your
car
will
stop.
If
we
do
not
do
this
work
now,
the
manufacturers
are
going
to
keep
moving
this
way
and
we're
going
to
be
left
behind
and
we
will
not
be
prepared.
B
Speakers
so
I
will
opportunity
to
speak
and
think
staff
for
a
great
report
and
presentation
today,
as
well
as
the
University
of
Toronto
for
their
excellent
research
and
how
they're
collaborating
with
us
so
extensively.
I
do
believe.
Toronto
should
be
at
the
forefront
of
this
I
think
we
are
at
the
forefront
and
I've
got
a
series
of
motions
I'd
like
to
move
some
of
them
on
behalf
of
the
University
of
Toronto
Research
Institute,
the
things
that
they
feel
are
very
important
and
I
I
agree
with
them.
B
So
I'm,
starting
off
by
just
staff,
mentioned
2019
as
a
report
coming
back
I'm
asking
for
it
to
be
in
the
first
quarter,
because
I
know
that
old
trick
as
a
former
staffer,
you
say
2019
and
then
it's
December.
So
we
want
to
see
that
in
the
first
quarter.
So
we
can
be
proactive
on
this
on
this
file
and
I'd
love
to
see
specific
recommendations
in
a
detailed
and
comprehensive
tactical
plan.
B
So
again,
I
I
think
this
is
very
exciting,
because
this
is
the
very
first
time
we've
had
a
report
of
this
nature
before
us
and
it's
so
it's
in
a
sense.
It's
the
very
first
time
Council
has
discussed
this
important
issue.
That's
upon
us
I
thought
that
the
tactical
plan
could
be
more
tactical,
although
I
know
it's
early
days
and
so
I'm
hoping
for
something
much
more
detailed
and
I'm
sure
that's
the
plan,
but
I
think
staff
have
done
an
excellent
job,
pulling
all
this
together
and
very
detailed
and
informative.
B
So
again,
I
think
them
for
that.
Also
on.
My
second
point
here
is
as
the
University
of
Toronto
identified:
enhancing
those
partnerships
with
other
levels
of
government
and
and
really
quite
frankly,
cities
throughout
the
province
and
across
Canada
everybody's
talking
about
this,
but
not
really
enough,
and
we
need
to
make
sure
we're
studying
those
best
practices
across
the
country.
B
So
I
thought
we
should
encourage
them
to
include
this
on
their
upcoming
annual
conference
on
that
agenda.
So
it's
part
and
parcel
of
a
proactive
approach.
I
would
just
say
a
few
things
and
that
you
know
we
have
to
it's.
Quite
frankly,
it's
less
costly
to
prepare
now,
rather
than
retroactively
Lee,
and
that's
often
our
problem
I
often
use
the
example
of
uber
came
out
of
nowhere.
We
were
shell-shocked.
We
continue
to
defer
it.
We
weren't
ready
for
it.
We
weren't
proactive.
B
Our
city
staff
did
an
excellent
job,
facilitating
it
in
the
end,
but
I
use
that
example
simply
because
we
need
to
be
prepared.
Councillor,
Carmichael
grebs
done
an
excellent
job
and
I
know
why?
Because
there's
her
family,
she
has
a
lot
of
experience
with
cars,
and
so
I
would
say
that
I
fully
agree
with
her.
It's
upon
us
it's
happening
and
we
have
to
be
ready,
so
I,
don't
think.
B
There's
any
real
options
on
this
matter
and
I'm
happy
to
see
Toronto
being
at
the
forefront
and
I
want
to
encourage
city
staff
to
continue
to
ensure
that
Toronto
is
at
the
forefront
on
this
on
this
issue,
because
it's
very
important
we're
doing
the
data
collection
and
the
modelling
we're
creating
the
regulatory
frameworks
and
the
plans
and
getting
those
all
in
place,
and
so
we
can
really
be
leaders
on
this
file
and,
as
dr.
judy
has
said
to
me
before,
you
can't
model
what
you
can't
measure.
B
So
it's
great
we're
leveraging
the
fantastic
work
at
the
University
of
Toronto.
These
research
institutes
were
very,
very
fortunate
to
have
them
in
our
city
and
to
be
able
to
collaborate
and
work
with
them.
So
again,
I
can't
thank
them
enough,
and
on
that
note,
I
will
ask
you
to
support
my
emotions
that
I've
placed
so
the
the
clerk
will
assist
me
in
facilitating
these
motions.
So
the
first
stop
is
councillor
mammal
ladies
who's
requesting
consult
consultation
with
at
least
two
parties.
There
I
see
here.
Well
we're
moving
your
motion
due.
B
B
B
Think
consular
holiday
saw
this
as
a
bit
of
a
gap
in
the
report,
and
so
this
is
to
look
at
ways
to
reduce
congestion
and
increase
vehicle
throughput
with
the
party.
That's
part
of
the
tactical
plan
that
will
come
forward
in
2019,
so
all
in
favor
opposed
that
carries
okay
and
then
the
last
mode
set
of
motions
are
mine.
B
Opposed
that
carries
all
right
again.
Thank
you,
everybody
all
the
speakers
today.
That
was
really
interesting.
We're
gonna
move
on
to
our
next
item
and
it's
actually
I
believe
our
last
item
next
item.
In
last
item
we
have
a
number
of
deputations
and
I
understand
from
the
committee
that
we
have
a
motion
that
would
like
to
be
placed
at
this
time.
C
C
That's
come
up
relatively
fast,
with
with
very
little
consultation,
and
the
only
bit
of
consultation
is
that
we're
hearing
here
is
from
the
community
itself
and
here
we're
telling
them
that,
instead
of
the
five
minutes
that
they're,
they
have
the
right
to
be
to
be
speaking
that
they
are
there
they're
cut
to
three
minutes,
and
so
I
don't
understand.
Why
we're
doing
this
with
only
a
few
deputies
and
not
hundreds
and
I
hope
it's
not
an
attempt
to
stifle
what
people
have
to
say.
B
Your
hand,
okay,
so
the
motions
before
us
councillor,
Lee
I,
don't
know
if
you
saw
this
motion,
but
it's
been
put
forward
all
those
in
favor
opposed
that
carries
okay,
so
we're
gonna
start
we're
we're
going
to
start
with
the
speakers
and
then
proceed
to
staff
questions,
and
then
speakers
from
the
committee.
So
that
will
be
the
order
for
this
item.
This
item
is
PW
26.6,
just
so
everybody's
in
the
loop
reimagining
young
shepherd
Finch
communis
will
class
EA
study
environmental
assessment
study.
Our
first
speaker
on
the
list
is
Patricia
Starr
welcome,
Patricia.
P
Thank
you
for
this
opportunity
to
speak
on
reimagining
Yonge
Street
I
am
part
of
a
volunteer
team
of
Willowdale
residents
that
include
MTC
C
condo
Corp
residents
representing
over
8,000,
well,
hotel
residents,
board
members
and
residents
from
over
22
condos.
Our
leader
is
former
councillor
and
police
board
chair
norm,
Gardner,
who
was
out
of
town.
He
has
asked
me
to
speak
in
his
stead.
I
am
the
former
vice
chair
of
the
committee
of
adjustment
and
the
former
chair
of
Ontario
Place.
All
the
comments
in
this
report
are
documented.
P
Any
conversations
will
be
confirmed
in
person
when
required
the
fun
and
delight
that
was
once
Bloor
Street
is
dead.
King
Street
is
suffering
a
slow
and
painful
death.
We
are
trying
to
save
Yonge
Street
from
the
same
fate
since
so
many
in
Willowdale
are
seniors.
We
hope
that
you
will
hear
our
cries.
Most
of
us
were
unaware
of
reimagining
Yonge
Street
until
June
2017.
P
Somehow
the
notices
of
2016
got
lost
in
the
mail
except
the
mail
of
those
supporting
turning
Yonge
Street
into
biker
Lane
heaven.
In
June,
we
attended
an
open
forum
organised
by
councillor
Fillion
staff,
led
by
his
ei,
who
was
announced
as
a
former
Ontario
Liberal
Party
employee
and
a
good
friend
of
Kathleen
Wynne
and
David
Zimmer
was
that
supposed
to
matter
when
norm,
Gardner
reported
that
he
had
personally
met
with
the
EMS
police
and
fire
departments
who
were
very
concerned,
staff,
replied
and
I
quote.
P
They
were
going
to
do
some
research
when
another
one
of
our
group
asked
if
the
Korean
and
Iranian
restaurant
owners
and
retailers
over
150
establishments
between
the
401
and
Finch
had
been
consulted,
the
staff
answer
was,
and
I
quote,
the
city
will
be
following
up
18
months
later.
What
were
they
doing?
The
entire
first
year
when
asked?
If
there
would
be
a
translator,
it
was
a
two
person
response,
the
city
staffer
said
and
I
quote.
P
We
will
make
arrangements
followed
by
another
staffer
who
said:
Canada
has
two
official
languages
English
in
French,
that
is
all
city.
Employees
are
required
to
speak.
There
were
some
boos
I
have
personally
met
with
members
of
the
Willowdale
Korean
Association,
and
the
Iranian
community
outrage
was
expressed
when
they
were
never
consulted
before
the
fact.
Their
communities
are
against
bike
lanes
on
Yonge
Street,
that
they
call
and
I
quote
the
bankruptcy
of
their
livelihoods.
They
had
never
heard
from
Fillion
or
his
staff,
most
didn't
even
know
who
he
looked.
What
he
looked
like.
I
P
I
Starr
would
know
this,
given
that
she
was
the
chair
of
Ontario
Place,
the
vice-chair
the
committee,
a
committee
of
adjustment,
that,
when
you
appear
before
before
committee,
latest
a
little
decorum
he's
councillor
Fillion
he's
not
just
Fillion
he's
councillor
Fillion
a
little
respect
would
go
a
long
way.
Okay,.
P
J
P
J
P
P
P
P
C
C
P
D
C
P
C
P
C
P
P
D
J
C
N
You
so
we
have
a
couple
different
options
that
we
are
looking
at
in
this
report.
Is
your
group
concerned
with
the
consultation
and
report
as
a
whole,
or
are
you
okay,
with
looking
at
upgrading
Yonge
Street
wider
sidewalks
cleaning
up
sidewalks
cleaning
up
the
road
all
of
those
parts
other
than
the
bike
lanes?
Yes,.
P
N
P
Are
not
I
can't
speak
for
everyone,
but
we
are
sort
of
Beecroft
is
there's
nothing
on
Beecroft
and
when
anybody
tells
you
that
it
will
cost
ten
times
more
than
doing
Yonge
Street
they're
fibbing,
it
will
not
cost
ten
times
more.
Beecroft
is
an
empty
plain
street.
There's
nothing
doing.
There's
a
there's,
a
cemetery
there's
a
things
on
you,
so
why
not
be
cross?
We
aren't
opposed.
We
aren't
in
favor
we're
ready
to
listen,
but
it's
not
true.
When
you
get
an
insane
quote
about
what
it
will
cost
to
put
bike
lanes
on
Becraft.
I
Would
it
be
fair
to
say
that
you
came
here
and
other
than
saying
that
you
don't
like
or
you're
against
bike
lanes,
you've
offered
no
advice,
no
opinion,
no
information
whatsoever
and
why
bike
lanes
are
good
or
bad
on
Yonge
Street?
Why
transform
Yonge
Street
would
either
be
good
at
perspective?
You
did
finish.
You
said
a
lot
other
than
your
your
other
than
your
very
strong
objections.
If.
P
Me
if
you
looked
I'm,
nothing
excuse
me.
It
is
all
documented
attached.
It
was
sent
the
specifics
of
mr.
Cohen
of
mr.
Mousavi
and
norm
Gardner,
which
was
part
of
my
report.
You
didn't
even
let
me
finish
my
report
in
which
I
was
going
to
refer
to
the
wonderful
lady,
Esther
shiner
and
her
scrawny
son,
who
I'm
happy
to
see
sitting
over
there
and
how
much
fun
we
had
tormenting
Mel
last
minute
about
his
funny
bunny
separate
subway,
but
you
cut
me
off
so
I
can't
tell
you
well
my
nice
car
thank.
B
Q
Q
I
would
consider
the
Beecroft
I
live
that
57
Tobruk,
which
is
in
councilor
shiners
ward,
immediately
north
of
this
area.
I
believe
we
are
grossly
affected
from
a
transportation
perspective,
I'm
a
longtime
former
resident
of
York
region
when
I
moved
to
toke.
My
car
insurance
went
up
by
eight
hundred
dollars
because
of
the
postal
code.
Your
website
said
that
this
is
the
highest
accident
area
in
the
City
of
Toronto
at
Bishop,
and
yet
no
studies
were
done
before
the
putting
this
in
and
talking
to
people
I'm
concerned
about
where
the
traffic
goes.
Q
I
think
that
you
first
need
to
address
the
traffic
issues
as
they
regard
to
safety
in
the
area
and
then
deal
with
this
issue
and
I'm
appalled
at
the
fact
that
that
those
traffic
issues
are
out
of
the
way,
simply
because
it's
politically
expedient
to
have
bicycles
here,
whether
or
not
it's
safe
or
not,
or
whether
I
am
my
family
are
safe
in
our
community
anyways
I.
Thank
you
very
much.
C
The
way
this
thing
came
about
was
that
the
city
was
about
to
venture
into
spending
some
money
on
Yonge
Street
to
resurface
and
to
make
sure
that
it's
safe
for
people
that
use
it
and
from
there
it
became
a
massive
undertaking
to
to
to
block
traffic
with
with
the
lanes,
and
now
it's
become
even
bigger
venture
by
saying
okay.
Well,
if
you
don't
like
it
on
on
Yonge
Street.
Q
And
I
can
only
talk
for
the
area
that
I
live
in.
Is
people
don't
even
if
you
were
to
say
we're
going
to
put
bicycle
lanes
in
I?
Don't
think
people
have
been
told
what
the
ramifications
are,
that
cars
are
going
to
come
into
their
streets
and
said
I
think
they
assume
you
as
council
under
stand
and
would
protect
them
and
therefore
I.
Don't
think
that
it's
really
been
discussed.
C
Q
Yes,
and
also
we
had
a
meeting
on
December
something
somebody
here
can
say
public
meeting
on
the
subject
and
we're
now
January
papers
were
handed
out
for
us
to
fill
out.
They
didn't
ask
us
if
we
didn't
like
it,
they
only
want
the
papers
only
wanted
us
to
give
suggestions
on
improvements
and
with
this
meeting
being
called
so
quickly
thereafter
and
with
the
many
people
were
there.
How
could
this
report
have
been
written
by
your
staff
through
Christmas
and
approved
and
I?
Don't
know
why
I
know
these
processes,
but
I
do
and.
Q
D
You
very
much
madam
chair,
first
of
all,
I,
like
the
knowledge
that
David
Cone
is
the
former
city
city
councillor
in
town
of
Richmond
Hill,
so
welcome
to
Toronto
and
welcome
for
moving
on
to
Toronto,
and
now
you
mentioned
that
you're
against
the
bike
lanes.
Are
you
against
changing
the
imaging
Yonge
Street
to
lease
the
six
lanes,
which
I
mean
three
lanes
each.
Q
Way,
I
can't
sir
Olli.
Thank
you
for
your
welcome
I'm
when
you
say
I'm
against
the
bike
lanes.
What
I'm
against
is
not
dealing
with
the
safety
issues
in
horror,
issues
on
Yonge,
Street
and
I
believe
they
preclude
getting
to
the
point
of
talking
about
bikes,
so
I'm
in
a
favor
of
having
bikes
in
a
safe
place
and
I'm
in
favor
of
cars,
driving
in
a
safe
place
and
I'm
opposed
to
cars
going
down
Northwood
and
Wedgwood,
and
many
other
of
these
streets.
D
Q
Haven't
paid
any
attention
recently
to
to
it,
but
I
would
expect
that
my
opinion
would
be
based
on
reviewing
what
they
were
doing
before
commenting
whether
I
support
it
or
not.
The
issue
of
whether
bicycles
can
ride
on
the
street
also
must
be
weighed
on
whether
or
not
their
safety
and
what
happens
to
the
cars
that
you
remove.
Q
J
Q
Street
is
the
is
considered
in
Richmond,
Hill
and
I
would
have
thought
in
Toronto
as
being
a
highway
highway,
11
that
it's
the
Main
Street
the
main
commercial
street,
the
main
north-south
straighten
Richmond
ill
and
at
the
end
of
the
day,
I
was
a
counselor
for
22
years.
Everything
flows
from
youngster
along
Yonge
Street.
You
know
both
in
traffic,
the
money
that
you
spend
on
transit,
all
flows
up
and
down,
Yonge
Street,
generally
speaking,
a
lot
of
offices
and
jobs
and
people
all
flow
up
and
down
Yonge
Street.
J
Q
It
is,
and
even
people
north
of
Finch
like
to
use
the
401
and
my
understanding
was
at
the
time
the
407
was
built,
that
it
was
a
relief
highway
for
highway
401
and
there's
a
variety
of
reasons
why
one
might
be
using
401
at
various
times.
If
you
live
in
York
Region,
among
which
you
may
not
want
to
always
pay
fees
for
using
highway
407.
One.
J
Final
question:
you're
a
former
councillor,
so
that
means
you
made
a
profession
of
staying
in
tune
with
the
sentiment
of
the
community.
Would
you
say
that
the
sentiment
of
the
community
is
is
in
opposition
or
is
leery
of
this
proposal?
I
think
that
was
the
essence,
and
would
you
say
that
the
community
is
fairly
unified
in
that
view,
and
more
so,
is
there
a
difference
between
the
people
that
may
live
right
on
Yonge
Street
versus
in
the
neighborhood
behind.
Q
D
D
So
in
war
24,
so
do
you
know
the
the
neighborhood
of
Willowdale
around
young?
Do
you
have
a
sense
of
what
the
population
is
within
walking
distance
of
Yonge
Street?
Do
you
have
a
do
you
know
by
chance?
If
you
don't
I,
don't
mean
to
put
you
on
the
spot.
No
I
never
gave
it
any
thought
all
right.
So
I
understand
it's
somewhere
in
the
range
of
a
hundred
thousand
or
80,000
you
described.
D
Q
It
was
asking
about
it
at
the
highest
level.
Of
course
you
have
highway
and
it
says
highway
11
along
Yonge
Street,
so
I'm.
Not
without
that,
however,
I
could
say
that
it's
a
metro,
road
so
and
and
being
a
metro
wreck.
Road
councilor
I
would
then
immediately
say
that
Metro
roads
are
supposed
to
be
thinking
beyond
the
local
area
and
providing
movement
of
cars
and
armors
and
everything
for
some
distance
so
I've
had
this.
Would
not
this
road
would
not
be
looked
at
like
you're,
describing
as
a
local
area.
D
Road
so,
but
I
just
want
to
come
back
to
the
question,
which
is
you
described,
Yonge
Street
as
being
considered
a
highway
from
your
time
as
a
councillor
in
Richmond,
Hill,
and
so
specifically,
the
question
specifically
sir,
if
I
could
finish,
please,
sir
specifically
is
given
that
for
many
north
of
the
city,
the
consideration
as
young
as
a
highway
as
you've
described.
Do
you
consider
it
safe
to
have
something
operating
like
a
highway
running
through
a
neighborhood
safety?
Do
you
consider
having
something
like
a
highway
running
through
a
neighborhood,
safe.
Q
I've
just
told
you
that
I
think
that
Yonge
Street
is
unsafe,
whether
it's
a
highway,
a
roadway,
a
pathway,
it's
unsafe
at
the
moment
in
window,
so
it's
wandering
around
and
to
tell
you
the
opposite
or
I
would
be
hypocritical.
However,
you
have
signed
up
and
you
represent
the
city
saying
that
this
is
highway
11
in
the
city
of
Toronto,
and
so
I
have
to
be
a
pieman
title
to
call
it
a
highway.
Obviously,
it's
not
a
highway
in
the
same
sense
and
by
the
way,
through.
D
Q
Q
Q
Q
Q
R
B
S
Thanks
for
having
me
here,
I
think
that
the
staff
has
done
a
really
really
good
report.
I
think
that
and
the
staff
has
analyzed
many
issues.
I've
heard
a
lot
of
the
questions.
I
think
there
I've
heard
one
one
topic:
one
couple
of
words
have
repeated
too
often
the
community
you
live
in
the
community,
the
community.
S
This
is
not
a
community
project.
This
is
a
citywide
project.
This
is
a
magnificent
opportunity
to
help
transform
the
city
in
a
city
from
four
cars
into
a
city
for
people.
This
is
probably
in
a
once
in
a
generation
or
two
generations
opportunity
to
do
it.
I
think.
The
way
we're
talking
about
small
streets
within
a
neighborhood
is
a
neighborhood
issue.
When
we're
talking
about
Yonge
Street,
we
need
to
listen
to
everybody
in
the
city
to
the
wider
community,
because
it's
gonna
have
an
impact
on
everybody.
S
I
also
wanna
mention
that,
while
we're
talking
about
so
I
want
to
compliment
the
staff
report,
because
this
is
not
about
mobility,
this
is
about
democracy
is
about
sustainability.
This
is
about
economic
development.
When
I
talk
about
democracy,
I'm
talking
nice,
because
this
is
the
streets
are
public
space.
If
we
look
at
Toronto
from
the
air
30%
of
our
city,
our
streets
and
the
streets
belongs
to
everybody,
whether
you
have
a
car
or
nor
will
you
walk
or
nod
or
bike
or
whatever
they
belong
to
everybody.
S
Young,
old,
rich,
poor,
fat,
skinny
everybody
and
by
the
way,
walking
and
cycling
is
not
a
frivolity.
Walking
and
cycling
is
the
only
individual
mode
of
mobility
of
most
people.
Walking
and
second,
is
the
only
individual
mode
of
mobility
of
every
child,
and
you
think
Toronto
of
everybody.
If
you're
under
16,
you
only
need
emotive
abilities
to
walk
or
bike
so
doing
it.
S
Safe
and
enjoyable
should
be
unlike
a
human
right,
unless
you
think
that
only
the
people
that
have
the
age
and
the
money
and
the
desire
to
drive
a
car
have
a
right
to
individual
mobility.
So
I
think
that
this
reimagine
young
has
to
do
with
creating
a
better
City
for
all.
This
is
about
the
environment,
about
having
less
noise
and
less
pollution
is
about.
Economic
activity
is
about
also
transportation,
but
also
about
health.
We
are
living
longer
working
in
order
and
some
of
the
main
issues
of
the
older
arrows
are
mobility
and
isolation
and
I.
S
Think
reimagine,
Yonge
Street
him
in
a
big
part
touches
on
both
and
improves,
is
gonna
improve
the
physical
health
is
going
to
prove
the
mental
health
is
going
to
improve
the
well-being
of
everybody.
So
I
strongly
support
the
the
reimagine
Yonge
Street
in
order
to
create
a
a
better
city
for
everyone,
not
just
a
better
neighborhood.
Thank
you.
C
S
Why
I
made
an
emphasis
that,
when
you
talk
about
an
issue
on
Yonge
Street,
it's
a
big
issue?
It's
not
a
world
issue.
We
cannot
manage
our
city
like
if
this
were
44,
Banana
Republic
that
I'll,
let
you
do
whatever
you
wanna
use
you
just
worth
as
long
as
you.
Let
me
do
whatever
I
want
in
mind.
This
is
a
city,
while
you
would.
C
You
understand
that
the
city
is
also
going
through
a
change
with
respect
to
representation
and
that
particular
Ward
is
being
chopped
up.
Do
you
might
not
think
that
it's
an
election
year
now
that
that,
if
it's
such
a
big
issue
for
everybody
that
the
community
have
an
opportunity
to
debate
it
during
an
election
to
see
whether
or
not
their
representatives
should
actually
bring
this
forward
or
not
in.
C
S
C
Of
instead
of
resurfacing
and
allowing
this
community
to
enjoy
a
better
Road
with
the
resurfacing
that
was
gonna,
cost
us
already
budgeted
twenty
four
million
dollars
along
Yonge
Street,
because
the
local
councillor
has
taken
this
on
immediate.
Now,
it's
ballooned
to
a
cost
of
about
a
hundred
and
fifty
million
dollars,
including
Beecroft.
We
just
have
you
not
think
that
the
local
community
should
have
a
say
in
an
election
with
respect
to
this
kind
of
balloon
and
cost
as
well.
I.
Don't.
S
S
A
C
City
of
Toronto
is
now
increasing
the
amount
of
councillors
and
in
this
area
it's
going
to
be
chopped
up.
You're
gonna
have
the
the
councillors
that
people
want
in
this
area.
Don't
you
think
that
if,
if
there's
a
time
to
debate
this
thing,
it
would
be
it
up
at
an
opportune
time
where
this
word
is
being
chopped
up
in.
S
The
election
in
the
past
election,
every
councillor,
talk
about
making
the
city
safer
for
people
walking
and
a
person
walking
in
Toronto
gets
hit
by
a
car
every
three
and
a
half
hours
every
three.
Twenty-Four
365
days
of
the
year,
a
person
riding
a
bicycle,
gets
hit
by
a
person
driving
every
seven
hours,
so
I
heard
in
the
last
election
and
they
won
before
and
before
and
before
that
all
councillors
wanted
to
make
a
city
safer
for
people
and.
C
S
J
S
What
I
do
know
is
that
we
already
have
huge
traffic
jams.
We
just
have
a
couple
of
hours
and
automatic
vehicles.
You
know
what
makes
raffle,
what
makes
the
traffic
jams
and
no
are
not
the
people.
Drivin
are
the
vehicles,
are
the
cars
so
where
those
cars
have
someone
driving
or
not,
is
gonna,
be
huge.
We're
gonna
have
a
million
more
people,
so
we're
gonna
have
hundreds
of
thousands
more
cars.
So
unless
we
have
a
city
for
people
that
people
can
actually
get
to
places
walking
or
cycling
or
using
public
transit,
we
are
not.
J
S
Really
I
think
that
if
we
create
a
city
where
people
can
actually
walk
to
the
children,
my
organizations
called
80
80
cities
in
80
cities
is
a
simple
but
powerful
concept.
What,
if
everything
we
did
in
our
city
had
to
be
great
for
an
eight-year-old
and
for
an
80
year
old?
Then
it
would
be
good
for
everybody
that
includes
the
crosswalk
and
the
sidewalk
and
the
street
and
their
part
and
the
public
space.
J
You
agree,
though,
that
making
travel
time
is
more
difficult
for
the
tens
of
thousands
of
people.
That
drive
does
have
a
health
effect.
It
has
a
mental
health
effect.
It
has
a
stress
effect.
It
has
a
quality
of
life
effect.
It
affects
people
in
terms
of
the
amount
of
family
time
that
they
have
and
it
this
may
be
one
initiative,
but
you
start
to
compound
these
with
all
of
the
other
initiatives,
we're
really
making
a
health
hit
on
people
by
introducing
congestion.
You
know
there.
S
S
We
don't
have
any
so
their
reality
is
that
we
need
to
invest
heavily
in
public
transit
citywide,
nor
one
stop
service
by
citywide,
and
we
need
to
invest
in
having
a
city
that
is
walkable
and
that
is
bikable,
because
through
the
car
there's
not
gonna
be
a
solution,
it
has
not
been
and
it
will
not
be
any,
and
things
are
going
to
get
worse
as
we
increase
the
population.
Thank.
B
You
okay,
thank
you
just
just
to
bring
the
visiting
councillors
up
to
speed
how
P
work,
how
we
do
it
at
P
WIC
is.
We
have
the
visiting
councillors,
ask
questions
first
and
then
speak
first,
and
so
just
just
I
know.
There's
some
new
members
here
that
haven't
been
here
before
so
we'll
be,
will
accommodate
at
this
time,
but
just
in
the
future,
if
you
could
get
your
hand
up,
that'd
be
great
councillor,
crusty
well,.
D
Thank
you
just
two
brief
questions.
First,
have
you
reviewed
reimagine
young
design
options?
Have
you
looked
at
them?
Yes,
okay,
based
on
your
professional
opinion,
somebody
who's
worked
in
more
than
300
cities,
with
a
focus
on
safety,
which
is
the
safest
option
for,
as
you
put
it
eight
year
olds
and
80
year
olds,
oh
by.
S
Obviously,
to
move
people
safely
and
city
water
and
the
whole
city
every
single
project,
we
should
take
advantage
of
every
single
opportunity
in
the
city
to
move
in
that
direction.
You
know
just
about
approving
policies.
All
we
will
have
vision
zero,
but
when
we
have
the
opportunity
to
actually
put
vision
zero
into
practice,
then
we
start
question.
This
is
a
great
example
to
be
consistent
between
what
we
think
what
we
say
and
what
we
do.
Thank
you.
B
M
M
I'm
right,
I'm
74
by
the
way,
look
great
I'm,
not
eight
or
80.
Thank
you
very
much
for
listening
to
my
comments,
I'm
here
today,
because
I'm
I
so
often
here,
city,
civic
leaders,
inveigh
against
Toronto's
traffic
congestion,
and
yet
it
seems
like
every
project
that
comes
forward
does
nothing
but
make
congestion.
Worse
and
I.
Think
that's
the
case
with
this
proposal
as
well.
I
don't
live
in
North
York
but,
as
the
previous
deputy
indicated,
I
think
that
it's
this
matter
is
a
citywide
issue,
or
maybe
even
larger.
M
Yonge
Street
really
belongs
to
everybody
in
Toronto
from
its
construction
in
the
1700s.
Until
today,
it's
been
ik
is
seen
as
a
key
element
in
the
cities
and
even
Ontario's
transportation,
infrastructure
and
I.
Think
transportation
planners
now
refer
to
this
type
of
Street,
either
as
a
metro
Road
in
the
Toronto
parlance
or
in
our
arterial
road.
When
I
go
to
my
annual
physical
exam,
my
doctor
always
checks
my
cholesterol
levels
to
prevent
clogged
arteries.
The
city
needs
to
guard
against
narrowing
it's
arteries
as
well.
M
Bike
lanes,
on
the
other
hand,
are
great
I
like
bike
lands
problem
is
that
cities
that
cycling
activists
always
insisted
the
lake
lanes
go
in
the
area
where
they
would
do
the
most
disruption
when
I
Drive
my
car
to
North,
York,
Center
I,
always
Park
in
the
peripheral,
green
pea,
lots
on
great
line
on
Beecroft,
and
I
walk
the
short
distance
to
Yonge
Street.
Why
can't
a
bicyclist
do
the
same
thing?
They
are
a
lot
a
lot
better
in
physical
shape
than
I
am.
M
Fortunately,
there
is
an
option
for
this,
and
it's
the
bike
lanes
on
Becraft
option
B
or
whatever.
It's
not
called
option,
D
and
I.
Thank
the
committee
I
think
it
was
this
committee
that
actually
initiated
that
kind
of
discussion
about
about
keeping
the
artery
open
and
having
accommodating
the
bike
lanes
on
B
cross.
M
Finally,
I
would
say
that
I've
heard
councillor
feeling
on
talk
about
recreating
a
Main
Street
character
of
North,
York
and
and
decrying
the
fact
that
it's
a
highway,
that's
going
through
the
high-rise
neighbourhood.
The
pervert
preferred
preferred
vision
seems
to
be
more
like
the
Danforth
or
Yorkville,
but
I
think
that
good
planning
doesn't
try
to
transform
an
area
into
something.
M
That's
like
something
was
another
another
place,
but
to
build
on
the
strengths
and
the
characters
of
the
local
area
and
and
go
ahead,
put
the
increasing,
improve
the
pedestrian
around
but
and
put
bike
lanes
and
the
area
where
they
won't
destruct
traffic.
One
last
point
is
that
people
talk
about
highways
through
cities.
There
are
countless
examples.
University
Avenue
was
mentioned
of
heavily
trafficked
roadways
in
urban
areas.
The
Xiangshan
seal
is
a
is
a
very
as
one
example,
a
famous
one
that
it's
not
a
problem
in
Paris
Park
Avenue
in
Manhattan.
M
B
M
M
C
You
in
your
own
community
accept
a
project
a
resurfacing
project,
turning
into
a
very
large
project,
without
it
being
talked
about
in
an
election.
We
don't
you,
wouldn't
you
want
to
say
if,
if
your
community
was
going
to
change
drastically
in
an
election
to
see
whether
or
not
you'd
want
to
give
the
mandate
to
the
local
councillor
to
push
it
I.
M
Counsel,
I
I'm
not
too
excited
about
it
about
that
in
an
election
I
would
see.
I
would
like
to
see
broad
community
consultation
as
a
matter
of
fact,
Danforth
Avenue
isn't
in
my
area
and
I,
am
really
concerned
about
some
of
the
proposals.
I'm
hearing
about
putting
bike
lanes
and
and
congesting
the
arteries
on
the
devil
and
the
dad
forth
as
well.
But.
C
M
M
Q
C
M
C
R
D
D
I
Really
we
need
a
little
decorum.
We
need
to
be
able
to
respect
each
other
a
little
more
than
that,
and
just
simply
kind
of
you
know,
sort
of
you
know
calling
people
by
their
acronyms
referring
to
people
in
in,
in
the
form
of
slight
making
things
up
and
and
just
saying
stuff,
because
you
feel
like
saying
it
without
any
basis.
That's
not
that's!
Not
that's!
Not
a
respectful.
C
D
C
B
M
Well,
the
question
was
how
much
consultation
local
consultation
made-
and
this
is
not
my
area
of
expertise,
but
let
me
say
this:
even
if
there
was
a
lot
of
consultation
and
even
if
a
local
area
decided
a
hundred
percent
are
very
high,
that
they
wanted
to
do
something
that
was
bad
for
the
city
I.
That
would
I
wouldn't
support
that,
no
matter
how
much
consultation
there
was.
Okay.
B
Thank
you
other
questions
for
the
deputy,
I
guess
I
just
haven't
I'm
just
curious.
You
made
a
big
effort
to
come
today.
You
don't
live
in
the
area.
You
live
in
counselor,
Fletcher's
Ward,
so
we
know
that
area
of
the
city.
So
what
was
your?
What
was
your
main
rationale
or
reason
for
for
joining
us
today?
Is
that
capacity
Road
capacity.
Is
that
what
you're?
Yes.
M
I
believe
that
a
city
needs
to
be
balanced
and
it
can't
go
all
in
the
favor
of
car
traffic
or
all
in
favor,
of
like
bicycle
traffic
and
and
I
just
heard
time
and
time
again
on
the
radio
and
a
newspaper
about
City,
Council
saying:
oh,
this
is
terrible
district.
It's
just
awful
and
it's
unbearable
is
worse
than
Los
Angeles,
and
yet
everything
that
comes
through
the
danfa
are
the
Bloor
Street
bike
lanes.
M
J
Guess
at
City
Council
we
we
see
these
from
time.
We
see
them
in
community
council.
We
see
them
here
at
p,
WIC.
We
see
them
at
council.
You
get
this
tension
between
the
needs
of
or
the
wants
of,
a
local,
very
localized
spot
versus
kind
of
a
broader
view,
and
I
would
put
to
you
that
in
this
case
and
I'm
not
surprised
that
some
members
of
the
community
have
come
forward,
saying
yeah,
we
don't
want
the
cars
here,
send
them
somewhere
else
narrow
the
street
down.
J
We
want
to
take
our
space
back,
yes
and
then
I
guess
Council
has
to
think
about
the
larger
need
right.
Exactly
and
I
just
I
wondered
if
you
would
offer
any
advice
to
council
about
trying
to
balance
those
out,
because
you
get
the
the
pickle
we're
in
right.
We've
got
two
clashing
interests
right
here.
I
would.
M
B
M
B
A
Chair
members
of
the
committee
I
appreciate
the
opportunity
to
speak
this
morning
almost
afternoon.
My
name
is
indeed
Gideon
Forman
and
I'm.
A
policy
analyst
with
the
David
Suzuki
Foundation,
we're
here
today
to
strongly
support
the
transform
young
proposal
that
would
put
protected
bike
lanes
on
Yonge
Street.
We
believe
the
proposal
is
balanced,
cost-effective
and
fair
to
all
road
users.
As
the
study
team
notes
in
recommending
transform,
this
option
means
low
cost
and
shorter
construction
time.
In
fact,
staff
estimate.
As
you
know,
it
will
be
about
20
million
dollars
cheaper
than
the
other
viable
option.
A
We
believe
this
better
price,
combined
with
less
Road
building
destruct
disruption,
should
make
it
popular
with
the
public.
The
study
team
suggests
that
transform
will
not
negatively
impact
motorists.
The
team
foresees
and
I
quote
little
change
to
travel
time
or
average
speed
for
drivers
unquote
as
well.
Of
course,
the
proposal
will
create
new
full-time
parking
on
side
streets,
like
Beecroft
staff,
make
a
point
of
saying
that
transform
we'll
bring
quote
safer
travel
conditions
for
all
users.
Unquote.
A
This
only
makes
sense
when
we
physically
separate
cars
and
bikes
the
roadway
becomes
more
orderly
and
predictable,
and
everyone
benefits
motorists
know
where
cyclists
will
be
and
cyclists
know
where
motorists
will
be.
The
science
shows
that
cycle
tracks
reduce
the
risk
of
injury
for
bike
riders,
that's
well-established,
but
we
also
know
from
projects
such
as
Bloor.
That
cycle
tracks
increased
comfort
for
drivers.
A
Last
year,
the
city
found
nearly
two-thirds
of
motorists
feel
comfortable
driving
next
to
cyclists
on
Bloor
up
from
just
14%
in
2015,
when
the
bike
lane
didn't
exist,
transform
young
will
also
benefit
local
businesses,
enlarging
sidewalks
planting
new
trees
and
bringing
in
street
furniture
and
public
art
should
attract
more
walk-in
customers,
which
can
only
help
neighborhood
stores
and
restaurants.
The
wider
sidewalks,
of
course,
should
be
especially
advantageous
for
establishments
that
rely
on
summer
patios
in
some
like
other
goods
city
building
projects
transform
young
doesn't
Pit
one
group
against
another.
A
C
A
A
A
I
think
you
raise
an
important
question.
Counselor
there's,
certainly
the
the
need
to
debate
issues
in
any
democracy
and
we're
blessed
to
be
living
in
one
but
I.
Think
the
the
Democratic
issue,
the
need
for
our
elected
representatives
to
discuss
issues
will
be
satisfied
when
counsel
has
an
opportunity
at
the
end
of
this
month,
when
all
counselors
will
be
at
the
full
City
Council
they'll
have
the
opportunity
then,
to
debate
this
so.
C
A
I
I
So
so
so
will
approve
this
now
then
later
at
some
point.
Well,
if
we
do
that,
we'll
try
to
figure
out
where
some
monies
might
come
for
from
for
it,
an
election
will
come
there'll,
be
a
big
heated
conversation
throughout
the
election,
both
at
the
local
level
between
between
the
local
councillor
and
any
other
potential
candidates
that
might
come
forward.
There'll
be
mayor.
A
Certainly
sounds
like
it
counts.
There
I
understand,
there's
been
a
series
of
meetings,
I
attended,
some
of
them
in
in
the
ward
and
there's
a
huge
amount
of
debate
in
the
press,
which
there
should
be
in
a
debate
among
you
and
other
councillors.
So
it
seems
to
me
that
the
debate
has
been
robust
and
will
continue
to
be
right.
So.
I
You
know
harking
back
to
some
of
the
other
major
capital
initiatives,
as
sort
of
we
believe
or
decisions
that
we've
taken,
whether
it
be
the
Gardiner
Expressway,
the
one
stop
scarborough
subway
option
versus
others,
they've
spanned
a
couple
of
elections.
Now
there
have
been
really
robust
consultations
around
those
initiatives.
There
have
been
several
election
spot
over
them.
The
next
election
will
be
fought
over
those
same
issues
all
over
again.
Isn't
that
the
way
it
works
it.
I
A
I
Move
it
forward,
we
sort
of
fine-tune
it.
We
lay
out
some
of
actions.
We
we
comment
on
somebody,
you
know
the
the
better
elements
of
the
plan
and
then
and
then
it's
a
little
more
refined
and
then
there's
an
election
and
then
there's
a
big
debate
on
a
more
refined
project
and
then
we
move
it
forward
and
there
might
even
be
another
election
after
that.
I
thought
over
the
same
issue:
yeah.
I
A
An
important
question
I
mean
it's
an
urgent
issue,
I
think
for
all
of
us,
not
just
for
our
foundation,
but
for
all
of
us
who
are
concerned
about
making
cities
liveable
against
our
view.
Counselor
is
that
if
we
want
to
speak
to
congestion-
and
we
must
we
need
to
give
Torontonians
a
variety
of
options
so
that
they
can
leave
the
car
at
home
more
often,
and
we
think
that
building
out
Complete
Streets,
where
people
are
able
to
walk
more
easily
and
cycle
more
easily
where
public
transit
is
accessible.
A
N
A
It's
not
just
a
matter
of
taking
out
with
all
due
respect:
it's
not
just
a
matter
of
taking
out
a
lane
of
traffic,
it's
also
a
matter
of
reconfiguring
the
streets
so
that
it's
more
amenable
to
walkers
and
cyclists,
and
the
hope
is
that
over
time,
some
of
those
folks
who
were
in
cars
will
find
ways
to
take
the
other
means
of
transportation,
walking,
cycling
or
public
transit,
and
so
that
in
that
way
we
will
reduce
the
number
of
cars
along
that
artery.
But.
N
A
Necessarily
those,
although
some
of
them
may
overtime,
you
certainly
know
in
other
countries.
That's
common
now,
I
think
it
will
happen
here
over
time,
but
our
hope
would
be
for
those
people
who
have
extremely
long
distances.
They
would
take
public
transit
and
that's
why
the
city
and
the
province
are
building
out
in
a
very
I
think
a
good
way,
a
vast
network
of
public
transit
services.
So
we
would
want
to
incentivize
those
folks
to
take
public
transit
if
they
weren't
able
to
walk
or
cycle.
A
Again
again,
councilor
I,
guess
we
our
foundation,
would
answer
your
question
in
a
similar
way
to
the
previous
question
from
councillor
Carmichael
Greb.
We
need
overtime,
it
won't
happen
overnight,
but
we
need
overtime
to
give
people
alternatives
to
the
car.
If
we
are
serious
about
busting
congestion
and
the
way
we
do,
that
is
to
give
people
alternatives
like
cycling,
walking
in
public
transit,
ok,
keeping
roads
wide
and
facilitating
to
the
maximum
extent
possible
car
transit
will
not
help
us
to
tackle
congestion.
In
our
view,
we.
A
A
No,
it's
an
excellent
question
we've,
given
it
a
lot
of
thought
and
I
had
extensive
discussion
with
staff
about
this
an
excellent
question:
it's
not
easily
answered
I.
Think
the
thing
to
to
think
about
is
that
for
exactly
the
reason
that
drivers
want
to
be
in
Yonge
Street,
so
two
cyclists,
Yonge
Street,
is
an
attractive
place.
I
spend
up
there,
my
in-laws
ER
and
we'll
Adele,
so
for
the
exact
that
drivers
want
to
get
to
the
theaters
at
empress
or
the
performing
arts
sent
to
or
the
restaurants
along
Yonge
Street.
A
So
two
cyclists,
so
cyclists
will
always
use
Yonge
Street
in
our
view
councillor.
So
we
have
a
choice.
We
can
either
make
young
streets
safer,
those
cyclists
or
we
can
continue
with
the
status
quo,
where
it's
not
particularly
safe
for
cyclists.
So
we
think
we
need,
as
a
community,
to
make
it
safer
for
cyclists.
They
will
always
be
there
in
our
view,
and.
J
A
The
goal
is
to
be
fair
to
drivers,
then
what
we
want
to
do
is
reduce
congestion,
and
the
way
you
reduce
congestion
again
is
to
give
people
alternatives
to
get
out
of
the
car.
So
we
think
it's
fair
to
put
in
bike
lanes.
If
the
percentage
of
people
using
the
bike
lanes
is
small.
Now,
then,
surely
the
solution
is
to
make
bike
lanes
more
attractive,
so
we
can
grow.
The
percentage
of
people
use
bike
lanes,
okay,.
J
A
J
J
You
said
that
when
you're
one
of
the
other
alternates
that
that
into
councillor
Carmichael
Greb
was
you
know
you
get
people
out
of
their
car.
That's
right!
You
get
them
on
bikes.
Right
also
mention
the
importance
of
public
transit.
Yes,
the
network,
we're
building,
there's
public
transit
related
any
in
any
way
to
the
decision
on
whether
to
have
four
or
six
lanes
is.
A
Public
transit
related
to
that
decision.
We
we
don't
want
to
pit
one
of
these
against
each
other.
If
that's
what
you're
saying
we
need
to
give
people
a
whole
range
of
options,
so
they
can
leave
the
car
at
home,
so
we
can
bus
congestion.
Bike
lanes
will
be
one
of
those
options,
walking
will
be
another,
and
public
transit
will
be
another
as
well.
D
Share
in
your
answer
to
conclude
my
car
honking
webs,
you
say:
put
people
on
the
front
and
to
public
transit.
Have
you
not
been
watching
news
lately
that
the
young
line
at
Big
O
is
overcrowded,
so
you
know
if
you
load
them
up
in
the
north
end
you'll
be
all
even
more
old
crowding
in
the
south
end.
So
but
what's
your
answer
to
that?
Yes,.
A
A
B
O
Thank
you,
madam
chair
and
members
of
the
committee,
thanks
for
giving
me
the
opportunity
to
speak
today.
My
name
is
dr.
Samantha,
green
I'm,
a
family
physician
and
also
the
co-founder
of
the
group
doctors
for
safe
cycling.
Our
members
include
trauma
surgeons,
family
doctors,
er
physicians
from
every
hospital
in
Toronto
and
many
prominent
Chiefs
of
emergency
medicine.
We
also
have
physicians
from
every
Ward
in
the
city.
Our
supporters
include
the
ER
Chiefs
of
st.
Mike's,
Michael
Guerin
Hospital,
Mount,
Sinai,
University,
Health,
Network
and
Scarborough
secondary
I'm
here
today.
O
To
urge
you
to
choose
the
transform
young
option,
which
includes
the
installation
of
cycle
tracks
on
Yonge
Street
doctors
for
safe
cycling
is
a
group
of
doctors
who
recognize
the
health
benefits
of
cycling
for
our
patients
and
for
our
community.
We
also
know
from
dozens
of
large
well-designed
studies
that
cycling
is
only
safe
for
and
appealing
to,
our
patients
when
they
have
access
to
a
robust
network
of
safe
cycling
infrastructure.
As
doctors.
We
want
to
stress
to
the
men
of
this
committee
that
insufficient
insufficient
bicycle
infrastructure
in
Toronto
has
a
real
human
cost.
O
We
see
this
every
day
in
our
offices
and
emergency
rooms.
It
is
dangerous
to
ride
a
bike
on
Toronto's
streets.
Just
in
the
last
few
months.
In
fact,
a
patient
from
my
practice
was
collided
with
a
truck
in
the
area
under
study
and
his
neck
was
broken.
This
has
been,
of
course,
quite
devastating.
The
onus
has
always
been
on
those
who
ride
bikes
to
protect
themselves.
O
Indeed,
the
stretch
of
young
under
study
has
been
identified
as
a
priority
corridor
for
safety
improvements
under
the
vision,
zero
road
safety
plan
adopted
by
City
Council
in
2016
since
2010
there
have
been
83
reported,
collisions
between
drivers
and
vulnerable
road
users
in
the
area,
with
six
lanes
of
fast-moving
traffic,
no
dedicated
bicycling
infrastructure
and
inadequate
sidewalks.
This
section
of
Yonge
Street
is
a
danger
zone
fully
segregated
cycle
tracks
on
Yonge
will
prevent
injuries
and
deaths
for
those
who
ride
bicycles.
O
O
In
fact,
as
Gideon
already
mentioned
on
Bloor
last
year,
the
city
found
that
most
motorists
now
feel
more
comfortable
driving
next
to
cyclists
on
Bloor,
the
transformed
young
design
will
make
the
streets
safer
and
promote
health
and
well-being
for
all
road
users
and
community
members
streets
must
be
designed
for
the
safety
of
all
road
users.
The
ongoing
failure
to
do
so
will
result
in
continued
tragedy.
Transformed
young
will
save
lives.
Thank
you.
R
R
Talking
bicycles
yet
and
then,
where
you
talk
for
safety
for
for
everyone.
So
in
the
plan
that's
there.
Where
are
the
locations
that
people
with
disabilities
and/or
seniors,
are
able
to
stop
and
use
that
roadway
right
during
rush
hour
or
off
rush
hour?
Because
it's
only
cycle
lanes
and
there's
no
designated
spaces
or
locations
for
those
with
disabilities
to
stop.
They
would
have
to
park
around
the
corner
and
find
a
way
to
get
back
to
the
main
street
right.
O
R
O
C
O
C
O
O
C
C
O
C
O
C
C
C
O
C
J
O
J
O
The
issue
is
that
people
aren't
necessarily
going
to
detour
to
a
side
street
because
there's
a
cycle
track
there.
People
are
gonna,
use
the
quickest
destination
to
get
to
the
quickest
route,
to
get
to
their
destination
and
is
going
to
be
on
Yonge
Street,
because
that's
where
entertainment
is
restaurants,
offices,
even.