►
Description
Toronto Accessibility Advisory Committee, meeting 1, April 11, 2019
Agenda and background materials:
http://app.toronto.ca/tmmis/decisionBodyProfile.do?function=doPrepare&meetingId=16034
Meeting Navigation:
0:17:11 - Call to order
Agenda Items:
0:28:50 - DI1.1 - Chair's Report (Ward All)
0:40:14 - DI1.2 - Mandate of the Toronto Accessibility Advisory Committee and Meeting Processes and Procedures (Ward All)
1:00:34 - DI1.3 - Election of Vice Chairs (Ward All)
1:02:42 - DI1.4 - Accessibility Feedback on Vehicle-for-Hire Accessibility Strategy (Ward All)
1:39:45 - DI1.5 - Accessibility Review - On-street Bikeway Design Guidelines (Ward All)
2:40:15 - DI1.6 - Accessibility Review - Toronto Vision Zero 2.0 Road Safety Plan Update (Ward All)
3:05:10 - DI1.7 - Accessibility Feedback on Preparing the City of Toronto for Automated Vehicles (Ward All)
0:27:45 - DI1.8 - Improving Representation of Persons with Disabilities on City Boards, Committees, and Tribunals (Ward All)
A
Okay,
so
good
morning,
everyone
if
I,
can
just
ask
you
to
take
your
seat.
Thank
you
very
much.
We're
gonna
begin.
The
first
meeting
of
this
new
term
of
the
trial,
accessibility,
Advisory
Committee
I,
would
like
to
begin
this
meeting
by
acknowledging
that
we
are
gathered
here
on
the
traditional
territories
of
many
nations,
including
the
Mississauga's
of
the
credit,
the
Anishinaabe,
the
jota
Shoni,
the
Chippewa
and
the
wind.
A
people
in
Toronto
is
now
home
to
so
many
indigenous
First,
Nations,
matey
peoples,
and
we
also
acknowledged
and
recognized
that
Toronto
is
covered
by
treaty.
A
Thirteen
with
the
Mississauga's
of
the
credit,
welcome
to
everyone
who
has
come
to
our
meeting
today
and
to
those
who
are
returning
members
of
the
committee,
as
well
as
our
very
new
members
and
to
members
of
the
public
and
to
those
from
the
trial
Public
Service,
who
are
joining
us
for
this
morning.
Meeting
you
can
follow
the
agenda
and
debate
on
the
computer,
the
tablet
or
the
smartphone
at
triple
W
Toronto,
see
a
backslash
Council.
My
name
is
Kristin.
Want
am
the
chair
of
the
committee
and
I
would
be
asking
at
this
point
in
time?
A
Are
there
any
declarations
of
interest
under
the
municipal
conflict
of
interest?
Ask
okay,
seeing
none
if
you
do
have
a
declaration
of
interest
that
you
would
like
to
declare
under
the
mistral
conflict
of
interest
act.
Just
as
a
reminder,
you
need
to
file
a
written
declaration
with
the
clerk
who
is
actually
sitting
on
my
right
hand,
side
and
you
will
be
submitting
that
form
and
completing
that
before
the
end
of
the
meeting
and
then,
of
course,
declaring
your
interest
at
the
at
the
start
of
the
item.
A
So
what
we
do
at
the
trial,
accessibility,
Advisory
Committee.
We
generally
want
to
start
our
meeting
with
a
round
of
introductions
and
because
there
are
so
many
new
faces,
we
want
to
make
sure
that
there's
an
opportunity
for
everyone
to
know
who's,
also
in
the
room.
So
what
I'm
gonna
do
at
this
point
in
time
is
just
invite
everybody
to
introduce
themselves,
starting
with
the
inner
horseshoe,
a
seating
table.
A
If
you
can
just
your
name
to
our
new
members
state
your
name,
if
you're
representing
an
organization,
we
would
like
to
hear
that
as
well
as
well
as
just
giving
us
a
sentence
or
two
about
yourself
and
then
after
the
introduction
of
our
inner
horseshoe
table,
we're
going
to
also
hear
from
those
who
are
in
the
room.
So
of
so
you
will
know
exactly
who's
who's
actually
participating
in
our
meeting
today.
You'll
find
that
directly
in
front
of
you
is
a
microphone.
There
is
also
a
button
when
you
hit
that
button
or
press
that
button.
A
The
red
light
will
go
on
that
will
indicate
that
your
microphone
is
hot.
Okay,
so
be
careful.
If
you
you're
talking
to
your
neighbor
about
lunch-
and
you
know,
things
will
happen
last
night,
you
want
to
make
sure
your
microphone
is
off,
which
means
your
light
is
off.
Should
I
begin
on
my
left
hand,
side,
yes,
Ian.
C
E
G
Hi
everyone,
my
name,
is
Wendy
porch
I
am
also
a
returning
member
of
the
committee
I'm,
the
executive
director
at
the
Center
for
Independent
Living
in
Toronto,
also
known
as
silt
before
I
worked
at
silt.
I
did
quite
a
lot
of
work.
Around
episodic
disability
I
was
the
manager
of
the
episodic
disabilities.
Network
and
I
worked
at
an
organization
called
to
realize
and
I'm
thrilled
to
be
back.
Thank
you.
C
A
new
member
to
the
committee
I
have
a
lived
experience
as
a
person
with
a
disability
as
well
as
I
work
in
the
developmental
sector
field
at
a
group
home
and
at
a
day
program
hello.
My
name
is
Michelle
Grimm
Lipa
treaty's
I
also
come
from
the
developmental
services
sector,
working
with
community
living
Toronto
as
a
community
support
coordinator
and
also
on
their
diversity
and
inclusion
projects
I'm
a
new
member.
So
thank
you
for
having
me
and
I
also
have
a
background
in
critical
disability
studies
as
well
as
lived
experience.
B
H
H
J
K
G
L
K
M
C
F
A
A
We're
going
to
hold
that
and
I'll
provide
my
presentation
shortly
di
1.2,
which
is
the
mandate
of
the
Toronto
accessibility,
Advisory
Committee,
and
the
meeting
processes
and
procedures
we're
going
to
hold
that
also
for
presentation,
D
1.3
election
of
vice
chairs.
We
will
go
through
that,
because
we're
gonna
have
to
do
some
actions.
We
will
hold
that
di
one
point
for
accessibility,
feedback
on
vehicle
for
higher
accessibility
strategy.
We're
also
gonna
hold
that
item
for
presentation,
di
1.5
accessibility,
review
on
Street
bike
way
design
guidelines.
A
We
will
also
hold
that
matter
for
presentation,
so
we've
got
a
very
full
agenda.
I
also
note
that
we
have
registered
deputy
to
speak
to
the
item
di
1.6
accessibility,
review,
Toronto
vision,
0,
2.0,
Road
safety
plan.
We
will
be
holding
that
matter
for
presentation,
di
1.7
accessibility,
feedback
on
preparing
the
city
of
Toronto
for
automated
vehicles.
We
will
also
hold
that
for
presentation
di
1.8
improve
the
title:
improving
representation
of
persons
with
disabilities
on
city
boards,
committees
and
tribunals.
A
This
is
a
letter
from
myself
to
the
committee
suggesting
that
the
city
clerk
work
with
the
executive
director
of
people,
equity
and
human
rights
and
key
stakeholder
to
report
back
to
our
committee
in
September
2019,
with
a
strategy
to
strengthen
the
recruitment
and
civic
appointments
selection
process
for
public
appointments
on
our
city
boards,
committees
and
tribunals
and,
of
course,
with
the
goal
of
increasing
representation
of
persons
with
disabilities
and
striving
toward
equal
representation
by
the
year
2025.
If
there
are
no
speakers
on
that
item,
my
recommendation
is
that
we
just
adopt
it.
A
Unless
somebody
wants
to
hold
to
ask
questions
of
the
mover
no
seeing
none,
then
I
will
simply
just
move
the
letter.
We
can
all
indicate
a
show
of
support,
and
if
you
do
that,
then
that
is
adopted.
Thank
you
very
much.
That
brings
us
to
the
end
of
the
formal
agenda
so
back
to
item
number
one
back
to
the
top,
which
is
the
chairs
report.
I,
think
we're
gonna
proceed
that
way.
A
The
Advisory
Committee
provides
advice
to
City
Council
on
the
elimination
of
barriers
faced
by
people
with
disabilities
and
acts
as
the
liaison
with
external
bodies
on
barriers
to
participation
in
public
life
and
to
the
achievement
of
social,
cultural
and
economic
well-being
of
people
with
disabilities.
This
committee,
our
great
committee,
also
provides
advice
to
City
Council
about
the
requirements
and
implementations
of
accessibility
standards
and
the
preparation,
implementation
and
effectiveness
of
the
accessibility
reports,
as
required
by
the
accessibility
for
Ontarians
with
Disabilities
Act,
so
that
is
in
essence
our
mandate
and
we've.
A
We
have
been
doing
that
for
some
time
now.
The
the
rest
of
my
report
is
going
through
a
few
things.
What
I
generally
do
is
highlight
some
of
the
things
I
would
have
undertaken
and
performed
as
the
chair
of
the
committee.
So
you
folks
would
know
what
Kristin
is
up
to
in
between
our
meetings
and
then,
of
course,
also
to
hear
from
yourselves
about
any
of
the
advocacy
additional
work
that
you'd
like
us
to
take.
A
So
some
of
it
is
directions
from
the
committee
who
says
chair
I
want
you
to
go
off
and
do
this,
and
some
of
it
is
just
things
by
way
of
invitations
through
the
office.
So
I'm
very
pleased
to
say
that
the
motion
that
you've
just
adopted,
which
is
1.8,
was
specifically
feedback
from
a
from
a
meeting
that
was
held
through
the
civics
appointments
office,
asking
us
to
do
a
even
stronger
and
better
job
to
make
sure
we
had
broader,
more
equable
representation
from
people
from
our
community.
A
So
that
was
that
was
the
outcome
of
that
request.
On
March,
the
5th
2019
I
know
that
Mazen
you
were
also
there.
We
attended
the
st.
Patrick's
TTC
station,
accessible
entrance,
grant
open
and
celebration.
The
st.
Patrick's
subway
station
became
the
45th
of
TTC
75
stations
to
provide
accessible
access
to
the
subway
station.
A
It
also
actually
will
include
a
broad
public
art
consultative
installation
by
Barbara
Todd,
representing
many
little
plans
is
the
title
and
if
you
are
able
to
sort
of
take
a
look
very
carefully,
you
may
even
see
yourself
captured
in
those
images
and
there'll
be
two
more
stations
DuPont
in
Royal
York
that
are
scheduled
for
completion
in
2019,
and
all
of
this
is
the
TTC's
program
to
provide
full
accessibility
by
2025
under
there
easier
access
program
on
April.
The
second
I
was
in
attendance
for
the
World
Autism
Awareness
Day.
A
We
raised
the
flag
on
the
rooftop
at
the
City
Council
City
Hall.
For
the
very
first
time,
I
was
able
to
deliver
some
remarks
and
greetings
on
behalf
of
the
committee.
During
this
past
budget
debate,
there
were
probably
lots
of
conversations.
I
know
that
I
certainly
heard
them
about
the
quality
of
snow
removal
and
clearance
on
roadways
on
pedestrian
rights,
away
on
transit
stops
in
front
of
schools
in
front
of
daycares
just
about
everywhere.
Snow
Armageddon
hit
Toronto,
and
we
didn't
seem
to
be
very
well
equipped
to
and
to
address
that.
A
Citywide.
All
of
that
work
had
the
support
of
mayor
and
the
City
Council
moving
forward.
So
I
think
that
this
committee,
you
should
be
advised
and
the
community
who's
very
interested
in
in
improving
accessibility
across
the
city.
We're
gonna
need
your
advocacy
to
come
out
during
the
budget
process,
because
all
of
this
will
have
a
cost
and
we're
gonna
have
to
explain
why
it's
worth
it
and
then.
Finally,
the
upcoming
and
ongoing
consultations
for
the
vehicle
for
hire
review,
there's
an
opportunity
for
members
to
provide
input.
A
The
city
of
Toronto
is
reviewing
the
licensing
for
vehicles
for
hire
by
law.
It's
been
underway
for
some
time.
Staff
are
here
today
to
provide
additional
feedback,
you'll
be
invited
to
to
come
out
and
give
us
your
feedback
on
taxis
limousines,
private
transportation.
As
such
companies
such
as
lyft
and
uber,
the
review
is
aimed
to
explore
the
topic
of
accessibility,
vehicle
equipment
and
public
safety.
It
also
includes
results
from
a
congestion
management
plan
and
it
it
also
talks
up
to
the
economic
impact
study.
A
Your
feedback
is
going
to
be
critically
important
and
there
that
report
is
going
to
generate
your
feedback
is,
can
be
contained,
a
report
that
will
be
going
back
to
general,
managing
and
licensing
committee
in
2019
and
for
those
who
are
wheelchair,
accessible
users.
There
is
also
an
online
survey.
The
city
is
looking
for
better
to
better
understand
the
demand
and
experience
of
wheelchair,
accessible
taxi
cabs,
and
there
will
be
a
survey
available.
The
survey
deadline
is
April
30th
and
you
can
find
that
survey
on
the
city's
Web.
C
C
The
building
they
will
ask
for
the
affected
affected
areas,
staff
to
leave
the
building
should
the
evacuation
be
required
for
the
committee
room,
all
occupants
staff
and
public
will
exit
out
the
doors
that
are
marked
by
the
exit
signs
here
in
the
room,
these
doors,
who
sorry
the
doors,
would
lead
staff
from
public
to
hallways
hosting
stairwells
used
to
evacuate
the
building.
The
East
doors
will
lead
you
to
a
public
circular
staircase,
which
will
take
occupants
to
the
ground-floor
main
entrance
of
City
Hall.
C
The
north
door
behind
us
leads
you
to
a
North,
East
stairwell,
taking
you
to
the
ground
floor,
Hagerman
exit,
which
leads
you
to
the
back
of
the
building
in
our
fire
plan,
has
recommended
a
persons
who
use
mobility.
Devices
remain
in
place
in
the
room
if
there's
no
immediate
danger,
such
as
any
detectable
smoke,
unusual,
odors
or
fire.
This
is
a
determination
by
security.
C
If
security
makes
a
secondary
announcement
for
all
to
evacuate,
persons
who
use
a
mobile
devices
are
asked
to
move
to
areas
of
refuge
here
in
the
floor,
and
the
the
areas
of
refuge
are
designated
as
the
southeast
and
Southwest
stairwells
of
the
towers.
So
we're
asking
you
to
go
to
these
locations
because
there
are
emergency
telephones
at
these
stairwells
that
you
can
contact
security
who'll
be
manning
the
afire
panel
during
any
alarm.
We're
also
asking
if
there's
any
persons
with
a
disability,
who's
alone.
C
A
Thank
you,
my
microphone
back
on.
Thank
you
very
much
Steven
for
the
the
presentation
and
the
overview.
Are
there
any
questions
about
either
Stevens
presentation
or
perhaps
the
chairs
report
live
and
just
by
way
of
information
we
generally
had
time
the
the
question
period
and
the
answer
period
to
five
minutes
and
then
there's
an
opportunity
to
speak
so
go
ahead.
Please
I'll.
B
Be
very
brief:
I'm
pleased
to
see
that
the
city
raised
the
flag
for
World
Autism,
Awareness
Day.
It's
also
autism
acceptance
month,
which
is
similar
and
related
and
I'm
wondering
if
there
are
any
plans
to
raise
the
neurodiversity
flag
or
if
there
are
any
connections.
It's
a
separate
but
similar
initiative.
A
Thank
you
very
much.
The
further
question
I
do
not
have
an
answer
to
that.
At
this
point
in
time
we
will
check
with
the
protocol
office
generally.
Community
organizations
can
make
the
requests
to
raise
any
particular
flag
and
to
put
together
a
community
gathering
where
there
are
formal
remarks
that
are
delivered
I'm,
just
not
sure.
If,
if
that's
on
the
calendar,
it
may
or
may
not
be,
but
I
can
perhaps
get
that
answer
for
you
before
the
end
of
the
meeting
thanks
very
much.
Okay.
Thank
you.
A
F
C
A
You
anyone
else:
okay,
seeing
none!
Thank
you
very
much
Steven.
If
I
can
just
have
someone
move
to
adopt
the
I'm
sorry
to
receive
the
chairs
report:
okay,
Thank
You,
Glenn,
all
those
in
favor,
okay.
Thank
you
any
opposed,
seeing
none,
no
pause
record
great.
Thank
you
very
much.
Folks.
Item
number
two
mandate
of
the
accept
Toronto,
accessible,
Advisory,
Committee
and
meeting
processes
and
procedures.
Carol
is
setting
up.
We
will
be
receiving
a
presentation.
Okay,
give
a
few
minutes
for
that
technical
turnover.
A
Just
by
way
of
introduction,
Victoria
is
here:
where's
Victoria
Victoria
is
our
attendant
I:
don't
okay,
okay!
So
even
though
I
can't
see
Victoria
Victoria's
right
here,
Victoria,
if
you
don't
mind,
just
letting
us
know
who
you
are.
Thank
you
so
much
Victoria
is
the
attendant
care
service
provider
today.
So
if
anybody
needs
any
supports,
please
let
us
know,
and
if
anyone
who
is
interested
in
a
glass
of
water
just
raise
your
hand,
we
will
get
it
to
you
and
and
of
course
Marlene
Finnegan.
A
I
Everyone
Carol
and
I
are
gonna
present
on
this
item
to
talk
about
the
mandate
of
tack
and
meeting
procedures.
I'm
gonna
start
off
just
a
bit
about
what
a
council
visor
body
is
and
where
you
fit
into
the
broader
governance
structure
and
committee
structure
at
the
city
and
talk
a
little
bit
more
about
the
mandate
following
up
on
councillor
wong-tam.
So
what
is
a
council
advisory
body?
These
are
deliberative
bodies,
set
up
by
Council
to
provide
advice
on
specific
issues,
they're
formed
at
the
will
of
council
exception,
being
Toronto
accessibility,
Advisory
Council,
as
mentioned.
I
I'm,
just
gonna
talk
a
bit
about
the
terms
of
reference
of
tack,
so
this
was
just
adopted
by
council
at
its
last
meeting
at
the
end
of
March.
I
just
can
talk
about
the
purpose
of
tack
in
the
terms
of
reference
and
also
bit
with
the
governance.
So,
as
we
mentioned
its
requirement
under
AODA
and
the
mandate
of
tack
is
to
provide
advice
to
City
Council
on
the
following
issues
and
our
sorry
matters
and
those
are
requirements
and
implementation
of
AODA
accessibility,
standards,
preparation
of
accessibility
reports
and
all
other
matters.
I
So
those
include
things
like
the
city's
multi-year
accessibility
plan,
proportion
of
on-demand,
accessible
taxi
cabs
recreation
trails
at
their
place
basis,
rest
areas
on
exterior
path
of
travel
and
on
street
parking
spaces,
also
to
provide
advice
on
the
prevention
and
elimination
of
barriers
faced
by
persons
with
disability.
In
order
to
achieve
accessibility
with
respect
to
things
the
city
does
so.
I
Tac
provides
advice
at
City
Council
through
executive
committee,
or
an
appropriate
Standing
Committee,
as
Kara
will
get
into
in
more
detail.
Attack
operates
in
accordance
with
councils,
simplified
procedures
for
advisory
bodies
in
terms
of
how
the
committee
will
run
and
all
meetings
are
open
and
have
to
follow
open
meeting
requirements
as
per
the
City
of
Toronto
act.
Six
meetings
are
held
per
year
at
the
call
of
the
chair,
and
the
committee
is
supported
by
staff
and
the
people.
I
Equity,
Human,
Rights
Division,
as
well
as
the
City
Clerk's
office,
and
so
you
understand,
I
won't
go
through
this
in
great
detail,
but
just
so
the
members
understand
where
they
fit
into
the
broader
committee
structure.
So
what
we
have
is
the
committee
structure
of
council
with
City
Council
at
the
top,
obviously,
and
then
a
number
of
special
Komori
special
committees
that
report
to
City
Council.
I
We
have
a
group
of
standing
committees
that
deal
with
policy
matters
and
meet
more
regularly
community
councils,
which
are
Geographic
based
councils
across
the
city
and
have
some
delegated
authority
to
make
decisions
on
local
and
neighborhood
matters
and
executive
committee.
Where
attack
reports
in
through
which
also
has
a
special
committee
that
reports
to
it,
which
is
Budget
Committee
and
so
where
does
TAC
fit
into
the
whole
decision-making
process?
This
is
an
overview.
A
bit
simplified
overview
of
decision-making
at
the
city.
I
Main
takeaways
here
is
that
all
decisions
really
start
at
community
councils
and
standing
committees,
and
there
are
a
number
of
inputs
into
community
councils
and
standing
committees.
So
those
include
proposals
from
members
of
City
Council
or
port
some
city
staff
report,
some
agencies
and
corporations
and
then
recommendations
from
council
advisory
bodies
such
as
yourself.
I
Community
councils
can
make
some
final
decisions.
A
they're,
wise
decisions
are
brought
forward
to
City
Council
as
recommendations
where
City
Council
makes
that
final
decision
and
then
is
put
into
action,
whether
through
a
bylaw
or
a
confirming
decision,
and
the
public
has
opportunities
to
involved
throughout
the
process.
So
through
public
consultations
through
deputations,
outstanding
committees,
by
attending
meetings
of
City,
Council
and
and
watching
meetings
as
they're
streaming
to
YouTube,
and
also
by
commenting
on
city
services
directly
to
city
staff,
counselors
or
a33
one-on-one,
and
from
there
I'll
turn
it
over
to
Carol.
H
Thank
you.
The
simplified
rules
of
procedure
were
recently
approved
by
council
and
I.
Think
a
copy
was
also
provided
to
you
with
your
agenda.
While
all
advisory
bodies
are
established
under
chapter
27,
City
Council
procedures,
those
procedures
contain
a
lot
more
rules
than
an
advisory
body
requires
to
conduct
a
meeting.
So
the
simplified
rules
maintain
the
principles
of
the
council
procedures,
but
omits
some
of
the
rules
that
apply
only
to
City
Council.
H
A
committee
may
close
a
meeting
if
the
subject
of
debate
falls
under
one
of
several
exemptions
to
the
open
meeting
rules
and
those
are
actually
legislated
in
the
City
of
Toronto
Act
and
they're,
listed
in
your
simplified
rules,
an
example
might
be
an
advisory
committee
that
is
considering
details
related
to
the
acquisition
or
disposal
of
land,
employee
negotiations,
or
perhaps
something
that
is
subject
to
solicitor
client
privilege.
Those
are
just
a
few
examples
from
the
list.
H
Max
mentioned
about
how
the
committee
gives
advice
so
committee
make
may
make
recommendations
to
city
officials
on
matters
within
their
jurisdiction,
for
consideration
or
recommendations
to
a
council
committee
for
consideration
or
recommendations
directly
to
City
Council
for
a
matter
that
is
on
their
agenda,
a
recommendation
that
requires
action
by
city
officials
or
council
first
has
to
be
considered
by
the
appropriate
council
committee
and
then
afterwards,
when
necessary,
approved
by
council.
So
a
decision
that
you
make
today
that
requires
further
approvals
may
not
be
final
until
it
actually
ends
up
at
City,
Council.
H
The
committee
must
make
a
decision
on
every
item
on
your
agenda.
The
committee
may
decide
to
receive
the
item
for
information
as
you've
done
with
one
of
your
items.
Today
you
may
defer
the
item
to
a
future
meeting.
You
may
provide
advice
for
consideration,
as
discussed
in
the
previous
slide,
or
provide
a
recommendation
to
a
council
committee
or
City
Council
and
decisions
are
made
by
voting
on
a
proposal
contained
in
a
motion
and
some
motions
are
straightforward.
H
The
chair
will
read
the
motion
aloud,
for
example,
like
to
receive
an
item
for
information,
otherwise
city
clerk
staff.
We
are
here
to
assist
members
with
preparing
motions,
as
required
motions,
are
typed
and
displayed
and
should
be
read
aloud
so
that
all
members
hear
and
understand
the
proposal,
and
then
the
chair
will
also
rule
any
motions
with
or
not
which
are
not
within
the
Mandate
of
the
committee
out
of
order.
H
The
order
of
business
at
a
meeting
which
you're
getting
familiar
with
today,
the
chair
will
call
the
meeting
to
order
once
quorum
is
present
quorum.
For
this
committee
is
majority
of
the
members
and
in
the
simplified
rules
now
the
meeting
must
have
quorum
within
30
minutes
of
the
time
the
meeting
was
called
for,
so
the
meeting
was
scheduled
for
9:30
and
quorum
must
be
present
by
10:00
a.m.
for
example.
H
The
next
thing
that
happens
is
the
chair
will
ask
for
declarations
of
interest
under
the
municipal
conflict
of
interest
Act
and
then
will
it
would
ask
for
a
confirmation
of
minutes
of
the
last
meeting
that
didn't
happen
today
it
since
it's
the
first
meeting
of
the
term.
The
chair
then
reviews
all
the
items
on
the
agenda
and
some
of
the
items
can
be
disposed
of
right
at
the
top
of
the
agenda.
Other
items
are
held
down,
such
as
items
with
presentations
or
items
with
public
speakers.
H
As
the
chair
did
today,
then
the
committee
considers
each
item
on
its
own
and
when
the
agenda
is
complete,
the
chair
adjourns
the
meeting.
So
there's
no
motion
required
for
adjournment
on
each
item.
The
chair
announces
the
item
and
then
the
next
thing
that
would
happen
is
a
staff
presentation.
If
there
is
one,
not
every
item
would
have
a
staff
presentation,
the
next
thing
would
be
any
public
speakers
who
have
registered
in
advance.
The
chair
would
call
them
forward
to
address
the
committee
and
after
they're
done,
you
may
have
questions
of
those
public
speakers.
H
Then
the
chair
will
ask
members
of
the
committee.
If
you
have
any
questions
of
staff
on
the
item
and
then
following
that
members
may
make
remarks,
make
comments
and
make
any
motions
on
the
item
and
at
the
end,
the
committee
votes
on
motions
and
the
decision
is
made
for
voting.
All
members
present
must
vote
and
a
majority
vote
is
required
to
pass.
H
A
motion
motion
would
fail
if,
if
the
vote
is
tied
and
members
may
vote
by
a
show
of
hands
or
may
ask
to
have
the
vote
recorded
in
the
minutes
for
minutes
minutes
are
prepared
without
note
and
comment.
They
include
motions,
votes,
decisions
and
attendance
and
minutes
are
provided
to
members
by
email
and
also
posted
online,
similar
with
your
agendas
and
all
other
meeting
information
and
our
online
website
there's
a
link
here
and
we
can
also
send
it
to
you.
H
Jennifer's
been
sending
you
a
lot
of
emails
so
that
you
become
familiar
with
where
all
the
information
is
for
the
committee
online
on
our
TM
Mis
website
our
meeting
management
website
and
through
that
website
you
can
also
subscribe
to
receive
information.
He
updates
on
related
to
this
committee,
any
other
council
committee
or
City
Council
itself.
So
anytime,
a
notice
or
an
agenda
is
posted.
You
would
receive
an
email
as
members
of
course
you'll.
H
A
E
A
G
H
The
a
subcommittee
by
an
advisory
body
would
have
to
be
approved
by
City
Council
in
order
to
exist
and
the
subcommittee
would
so
would
cut.
It
would
go
forward
as
a
recommendation
from
the
committee
and
it
would
have
have
to
list
the
the
terms
of
reference.
The
purpose
and
the
membership
and
typically
subcommittees
would
be
created
to
study
a
specific
issue
or
item
that
the
committee
feels
is
necessary
for
extra
consideration
and
if
a
subcommittee
is
created,
it
is
subject
to
all
the
meeting
rules
and
the
different
proceedings
that
I
went
over
in
my
presentation.
H
F
H
Okay,
there
are
many
different
types
of
motions,
so
a
motion
to
adopt
an
item
once
it's
carried.
We
if
the
item
has
a
recommendation
in
it.
So,
for
example,
on
today's
agenda,
her
motion
was
to
adopt
her
recommendation,
so
that
recommendation
becomes
a
decision
and,
as
the
Secretary
of
the
committee
jennifer
lynn
will
send.
That
decision
up
to
the
executive
committee
for
consideration
executive
committee
then
will
consider
it
and,
and
it
becomes
a
decision
once
they
adopt
it.
H
There
may
be
other
types
of
motions
that
when
they
go
up
to
committee,
they
may
require
council
approval.
So
there
may
be
something
at
this
committee.
You
make
you
adopt
it
and
it
goes
forward
to
executive
committee
and
they
adopt
it,
and
then
it
goes
up
to
City
Council
for
decision,
and
these
things
are
all
posted
online
in
the
different
decision
bodies
on
our
T
MMIS
system.
So
your
you'd
be
welcome
to
look
at,
follow
your
decision,
your
recommendation
and
how
it's
going
up
through
the
the
decision
making
process.
Okay.
F
H
F
H
A
G
Courtesy
I
have
a
follow-up
question
on
the
working
groups.
So
is
it
possible
for
this
council
for
this
committee
rather
to
form
a
working
group?
Should
we
feel
that
there's
one
necessary
and
I'm
asking
because
we
we
did
have
a
number
of
working
groups
that
were
fairly
active,
and
so
it's
unclear
to
me
going
forward,
if
not
still
an
option
for
us.
H
Some
consideration
might
be
given
as
to
whether
the
topics
the
working
group
was
considering
may
be
able
to
be
considered
by
the
full
committee
subcommittees
or
working
groups
are
usually
created.
Historically,
when
extra
or
more
detailed
consideration
is
required
on
items,
but
there's
always
the
option
for
the
full
committee
to
consider
those
items.
But
yes,
bottom
line
subcommittees
can
be
created.
A
Thank
You
anyone
else.
No!
Okay
with
that.
Thank
you
very
much
for
the
presentation.
Can
I
have
someone
move
to
receive
the
presentation
for
information
I
live.
Thank
you
very
much,
all
those
in
favor
any
opposed
that
carries.
Thank
you.
Our
next
item
is
the
election
of
the
vice
chairs.
We
will
be
looking
for
at
least
two
vice
chairs
to
provide
some
supports
to
myself
in
case
I
need
to
leave
the
chair
or
in
case
I'm,
not
able
to
convene
the
meeting.
So
at
this
point
in
time,
I'll
be
calling
for
nominations
from
the
committee.
A
A
A
Fantastic
Michael,
I
see
your
hand,
also
went
up.
No
Wendy
beat
you
to
it.
Okay.
Are
there
any
other
nominations
from
the
floor?
Okay,
so
we
have
two
nominations
before
us
and
I'm
gonna
be
calling
for
nominations
again.
Are
there
any
other
members
who
would
like
to
put
forth
a
nomination
for
Vice
Chair?
Are
there
any
further
nominations
for
Vice
Chair?
A
No,
okay.
So
again
we
have
Wendy
who's
nominated
Stephanie
as
sorry
gladden
heart
as
well
as
Michelle,
who
is
not
nominated
Stephanie.
Those
are
our
two
nominees
on
the
floor.
Right
now
for
Vice
Chair
I'm
calling
for
nominations
for
the
third
and
final
time,
I
see
none,
therefore,
I
declare
the
nominations
are
now
closed.
Congratulations,
Glenn
and
Stephanie.
You
are
our
two
vice
chairs
for
this
term
of
TAC.
Thank
you.
A
Okay.
If
all
elections
can
be
so
simple
uninterrupted,
we
didn't
catch
him
so
just
moving
along.
Thank
you
very
much
folks
for
that.
We're
back
now
on
item
number
di
one
point
for
the
accessibility
feedback
for
a
vehicle
for
higher
accessibility
strategy.
I'm
gonna
invite
our
staff
to
the
front
of
the
room
as
they
get
ready
to
put
together
presentations
for
us.
There
are
if
there
are
members
of
the
public
who
are
just
in
speaking
to
this
item.
A
Please
let
us
know
if
none
I
think
we're
gonna
go
right
into
after
the
presentation,
we'll
head
right
into
questions
and
just
by
way
of
reminder
for
the
committee
members.
If
you
have
questions
there
will
be
an
opportunity
for
you
to
ask
those
questions
after
the
presentation
of
staff,
the
questions
which
should
be
to
clarify
or
get
additional
information
from
the
presentation.
If
I
can
ask
you
to
group
your
questions
all
in
one
lump
sum.
A
A
M
I'll
start
your
plot
go
ahead.
Thank
you,
madam
chair
members
of
the
committee.
It's
really
a
pleasure
to
be
here.
I'll
quickly,
go
over
the
four
items
we'd
like
to
discuss
today
on
the
next
slide,
the
overview
of
the
review,
the
background
and
general
information,
the
accessibility
strategies,
the
approaches
that
were
being
considered
and
specifically,
why
we're
here
and
the
proportion
of
wheelchair,
accessible
taxi
cabs
in
Toronto,
a
quick
primer
on
some
of
the
acronyms
that
are
used
everybody's
guilty
of
it.
Mls
stands
for
the
division
that
we
work
in
municipal
licensing
and
standards.
M
Ptc
refers
to
the
private
transportation
company.
We
know
them
best
as
lyft
and
uber
TTC,
the
trout,
Transit
Commission
TTL,
the
Toronto
taxicab
license.
These
are
the
wheelchair,
accessible
taxi
cabs
that
are
licensed
by
the
city
and,
lastly,
wave
WAV,
and
that
is
the
wheelchair,
accessible
vehicles.
Moving
on
the
purpose
of
the
review,
we
actually
brought
forward
a
bylaw
in
July
2016,
which
established
a
set
of
rules
and
regulations
for
taxicabs
limousines
and
the
then-new
private
transportation
companies.
M
Subsequent
to
that,
council
has
asked
us
to
review
and
report
on
how
to
proceed
with
an
accessibility
strategy
to
bring
forward
results
of
a
congestion
management
and
an
economic
impact
study
as
councillor
Wang
Tam
has
previously
mentioned,
and
then
lastly
addressed
any
new
and
and/or
outstanding
issues
such
as
training,
mandatory
equipment
and
other
considerations
that
are
related
to
both
public
safety
and
the
licensing
in
the
next
slide.
We
see
where
we
are
in
our
time
line
and
I'll.
M
Just
briefly
mention
that
we're
now
in
phase
3
having
done
two
rounds
of
consultation
and
begun
the
studies,
the
last
phase
is
expected
to
happen
in
June
when
we
bring
a
report
forward.
The
accessibility
context
and
directives
is
council
has
endorsed
the
goal
of
achieving
an
inclusive
and
accessible
vehicle
for
hire
industry
that
will
ensure
that
all
of
our
residents
and
visitors
have
equal
access.
M
Committee
and
council
have
also
directed
staff
to
report
on
options
to
advance
this
accessibility
in
the
industry,
and
that
includes
considering
the
creation
of
an
accessibility
fund,
promoting
side-entry,
accessible
taxi
cabs
and,
lastly,
creating
a
working
group
to
advance
accessible
vehicle
for
hire
service
I.
Don't
necessarily
need
to
remind
you,
but
I
will
do
so
of
our
AODA
requirements
under
the
Act
of
2005,
and
they
are
requirement
that
the
city
consult
with
this
TAC
to
determine
the
proportion
of
on-demand
accessible
taxi
cabs
that
are
required.
M
This
means
that
13%
of
our
licensed
taxicabs
are
wheelchair
accessible
in
terms
of
PTC's.
These
are
companies.
Any
company
that
has
more
than
500
drivers
is
responsible
for
providing
wave
service.
We
use
wheelchair
accessible
vehicles.
The
service
must
be
available
when
requested
within
the
average,
wait
time
for
non
accessible
taxi
service,
and
we
have
defined
that
as
11
minutes
and
the
fare
cannot
be
higher
than
the
fare
that
would
be
charged
for
the
lowest
cost
non-accessible
ride
in
Toronto,
accessible
trips,
we
compiled
2018
data
from
both
the
TTC,
the
brokerages
and
the
PTC's.
M
To
better
understand
the
volume
of
accessible
trips
in
Toronto
for
on-demand
wave
service
staff
and
I
should
acknowledge
Dylan
Feist,
who
has
done
all
of
this
legwork
contacted
five
large
brokerages
for
data,
and
these
represent
approximately
75%
of
our
TTLs
combined.
These
brokerages
serviced,
approximately
500,000
wave
taxi
cab
trips
in
2018
and
760,000
sedan.
Specific
requests,
I
will
put
a
caveat
on
that
number.
M
As
in
in
two
ways,
the
majority
of
the
wave
trips
were
done
by
a
brokerage
that
uses
only
wheelchair
accessible
taxi
cabs,
and
so
we
presume
that
not
all
of
their
trips
would
actually
be
for
people
requiring
accessible
service.
Further.
These
values
should
only
be
considered
an
estimate
due
to
the
challenges
of
collect
and,
more
importantly,
verifying
the
data
that
we
receive
from
the
brokerages
in
terms
of
public
consultations.
This
talks
to
the
varying
phases
of
our
work
in
the
fall
staff
hosted
nine
public
consultation
meetings
on
the
proposed
bylaw.
M
This
spring
specifically
last
month,
staff
hosted
a
second
round
of
public
consultations
and
we
are
now
in
the
process
of
compiling
all
that
feedback
and
that
will
be
included
in
the
report
that
we
bring
forward
in
June.
We
have
also
a
very
focused
vehicle
for
higher
accessibility
panel,
and
this
is
comprised
of
users
of
the
service
advocates.
M
We
believe
that
the
city
they
had,
we
heard
loudly
that
the
city
should
be
collecting
more
data
to
assess,
wait
times,
service
delivery
and
specifically
the
demand
for
service
that
there
should
be
an
accessibility
fund.
We
heard
quite
strong
support
for
this,
but
also
the
need
for
accountability
attached
to
that
service
standards.
We
heard
that
an
accessible
phone
should
consider
tying
funding
to
these
standards,
to
encourage
vehicles
to
be
on
the
road
for
a
longer
number
of
hours
and
then,
lastly,
driver
training.
M
We
heard
this:
she
consider
accessible
training,
content,
the
method
of
delivery
and
opportunities
to
centralized
training
in
terms
of
the
vehicle
for
hire
accessibility
strategy.
We
are
looking
to
promote
equal
access
to
this
industry
for
all
residents
and
visitors.
We
want
to
enhance
the
delivery
of
high-quality,
accessible
vehicle
for
hire
service
in
Toronto
and,
of
course,
to
build
the
capacity
for
the
city
to
monitor
this
service
and
then
ensure
that
we
are
responding
to
any
unmet
accessibility
needs.
M
We
are
focused
on
encouraging,
through
in
financial
incentives,
accessible
cabs
to
be
on
the
road
delivering
service
and
that
we
want
to
ensure
that
this
at
this
point
in
time
does
not
include
the
issuance
of
more
accessible
taxicab
licenses.
We
plan
to
collect
data
from
the
industry
to
better
assess
rather
demand
and
monitor
accessible
service
delivery
and
if
more
TTLs
accessible
vehicle,
a
plate
or
licenses
rather
are
required.
Staff
would
first
come
back
and
consult
with
this
committee,
as
is
required
and
report
to
Council
with
our
recommendations.
M
That
is
the
end
of
my
presentation.
I
want
to
just
perhaps
there
is
a
does.
The
presentation
include
the
appendices
for
any
of
the
members
who
were
interested.
We
do
have
a
number
of
websites
and
I
want
to
draw
your
attention
to
the
vehicle
for
hire,
review
general
general
information
website,
which
is
on
the
second
page,
and
it's
there
that
there
is
the
survey
for
users
of
accessible
services
which
closes
at
the
end
of
this
month
and
I
would
certainly
encourage
you
to
distribute
it
amongst
your
community.
M
A
Thank
you
very
much
Fiona.
Thank
you.
Do
we
have
any
questions
actually
actually
before
I
call
for
questions
of
committee
members
I
should
be
asking
members
of
the
public.
Are
there
any
members
of
the
public
who
are
here
to
speak?
Okay,
seeing
none
we'll
just
bring
it
right
here
of
and
Michael
your
hand
went
up.
First,
questions
of
staff.
F
Okay,
thank
you
for
the
presentation.
Two
quick
questions
number
one.
There
have
been
many
complaints
by
some
of
the
wheelchair
accessible
drivers
that
their
insurance
costs
are
much
higher
than
regular.
Regular
taxi
cabs
with
the
accessibility
fund
address
those
higher
insurance
costs
and
second
question
is:
were
any
of
the
wheelchair,
accessible
drivers
included
as
part
of
the
consultations.
F
K
Great
questions
so,
first
for
the
insurance
that
was
identified
through
the
consultations,
especially
the
ones
with
the
drivers
of
the
TTL
vehicles,
that
insurance
is
higher
for
them.
Something
else
we
noticed
is
that
insurance
had
a
second
driver
is
actually
cost
prohibitive
for
a
lot
of
drivers,
so
through
the
accessibility
fund.
What
we're
looking
to
to
assess
its
really
that
cost
difference
between
providing
service
through
a
standard
tax
cap
so
listed
on
taxi
cab
and
then
through
the
wheelchair,
accessible
taxi
cab.
K
So
we
are
looking
at
all
these
different
ways
that
the
cost
is
higher
so
that
in
the
accessibility
fund,
we
can
hopefully
offset
that
to
promote
these
600
or
so
wheelchair
accessible
vehicles
to
be
on
the
road,
delivery,
servus,
sorry
and
then
to
answer
your
second
question:
if
drivers
were
invited
to
these
drivers
were
invited
to
them.
Unfortunately,
both
ones
that
we
had
identified
declined,
but
they
were
well
represented
in
the
public
consultations,
so
our
public
consultation
with
the
drivers
and
the
owners
had
about
60
individuals
attend
last
month.
Thank
you.
B
K
A
really
good
question,
so
what
we've
done
is
we've
looked
at
other
jurisdictions,
who've
done
this
and
they
have
kind
of
done.
Combination
approach,
those
service
standards
that
we're
looking
at
right
now.
Certainly
nothing
is
finalized,
includes
number
of
hours
on
the
road,
because
we
know
that
these
vehicles-
they
are
dual
purpose.
So
not
all
the
trips
that
they
take
are
wheelchair
accessible,
and
we
heard
through
the
consultations
that
it's
actually
only
about
5
to
15%
that
they
do
are
wheelchair
accessible.
K
So
to
your
point,
yeah
the
services
would
look
more
number
of
hours
on
the
road
to
encourage
these
vehicles
to
actually
be
on
the
road
available
to
provide
service
so
that
when
a
brokerage
does
dispatch,
then
they
are.
The
brokerage
has
vehicles
available
to
your
other
point
about
customer
service
standards.
Jurisdictions
have
looked
at
especially
a
number
of
complaints
and
especially
number
validated
complaints
about
both
the
condition
of
the
vehicle,
as
well
as
the
driver's
adherence
to
our
bylaws,
including
being
civil
and
well
behaved.
K
G
I'll
put
them
all
together
this
time.
Thank
you,
okay.
So
a
follow
on
question
around
training.
How
would
you
monitor
increased
training
amongst
drivers?
So
that's
question
one
for
me,
question
two
is:
why
has
the
issuance
of
more
accessible
taxi
cab
licenses
been
ruled
out
as
an
option?
At
this
point,.
K
So,
first
to
training
so
right
now,
in
order
to
actually
be
a
driver
on
these
wheelchair
accessible
vehicles,
either
a
standard
plate
or
a
TTL.
You
require
an
accessibility
endorsement
on
your
license,
so
you
can
only
get
that
if
you
have
gone
through
one
of
their
approved
training
program.
So
we
have
three
organizations
that
offer
that
program
and
those
have
been
vetted
through
our
division
as
meeting
the
correct
requirements
that
we
have
for
training
through
this
we're
looking
at
I
should
also
say
they
are
required
to
take
a
refresher
course
every
four
years.
K
That
kind
of
comes
down
to
the
higher
cost
of
owning
and
operating
these
vehicles
and
through
the
consultations,
we've
heard
quite
loudly
from
the
industry
that
adding
more
licenses
won't
necessarily
increase
the
number
of
vehicles
on
the
road,
especially
as
they
get
older
and
they
need
the
7
year.
Maximum
age.
K
K
So,
for
that
reason,
what
we
heard
through
the
consultations
is
that,
instead
of
adding
more
supply
to
this,
what
we
need
to
do
is
encourage
the
supply
that
we
currently
have
to
be
on
the
road
delivering
service
and
that
might
include
like
reducing
that
cost
for
sorry
for
the
cost
differential
between
the
standard
plate
and
the
wheelchair
accessible.
And
this
Fiona
just
reminded
me.
Dad
is
a
big
thing
that
we're
lacking
through
this.
So
currently,
we
are
unable
to
assess
with
accuracy
that
that
wait
time,
as
well
as
the
demand
for
the
service.
K
So
a
huge
component
of
this
involves
going
up
the
brokerages
and
putting
in
a
bylaw
some
updated
data
requirements
so
that
we're
able
to
collect
more
information
on
how
often
wheelchair
accessible
vehicles
are
requested.
How
often
individuals
have
to
wait
for
this
and
then
once
we
have
that
data
and
we're
able
to
assess
it,
we'll
be
in
a
much
better
position
to
understand
if
we
need
to
issue
more
of
these
licenses
or,
for
example,
hopefully,
that
accessibility
fund
is
working
properly.
E
You
were
talking
about
data
and
one
of
the
things
that
I
wanted
to
know
when
you
were
talking
about
the
tying
it
to
rating
relating
to
customer
service.
Do
you
have
currently
any
ideas
of
how
we
improve
evaluating
the
customer
service
for
people
who
use
these
vehicles
outside
of
an
individual
complaint?
What
is
the
mechanism?
Okay,.
K
E
One
of
the
things
my
second
question
you
had
mentioned
that
the
number
of
trips
that
were
allocated
for
wheelchair
access-
and
you
said
that
you
would
gave
a
corollary
relating
to
it-
did
come
up
from
a
company
that
was
only
providing
wheelchair,
accessible
vehicles
and
I'm
just
wondering
if
your
assumption
that
they
were
also
dealing
with
non
wheelchair,
accessible
vehicles.
Was
that
potentially
confirmed
by
the
company.
Or
is
it
an
assumption
that
you
write.
K
A
great
question
so
when
we
were
working
with
this
particular
brokerage
to
to
get
the
numbers,
they
were
reluctant
to
share
the
data
because
they
didn't
want
that
number
to
correspond
directly
to
trips,
where
the
individual
required
the
wheelchair
accessible
service.
But
with
that
being
said,
they're
unable
to
quantify
how
many
of
them
were
four,
because
they
don't
capture
that
information
because
of
the
nature
of
their
business.
They
don't
they
don't
have
a
requirement
to
ask
where
they
don't
need
you
for
the
business,
because
it's
all
accessible,
understood.
E
K
Wouldn't
say
extra
training,
but
we
are
looking
at
reimbursing
the
cost
of
training
for
these
drivers,
because
it
is
a
requirement
that
drivers
of
wheelchair
accessible
vehicles
need,
whereas
drivers
of
sedan
taxis
don't
require,
so
that
is
an
extra
car
for
them.
So
that's
been
something
that
I've
been
identified
is
something
to
look
at
in
terms
of
offsetting
the
cost.
Thank.
A
You,
okay,
thank
you.
Are
there
any
other
questions
from
committee
members?
No,
seeing
none
I
just
have
a
couple
of
quick
questions
myself
with
respect
who's,
trying
to
square
the
I,
guess
the
the
recognition
of
city
council
wanting
to
achieve
the
goal
of
inclusive
and
accessible
vehicle
for
hire
industry.
That
means
every
vehicle
across
the
platform,
whether
it's
limos
ubers
lifts,
taxis
and
wanting
to
make
sure
that
they're,
it's
fully
accessible
for
all
the
residents.
A
K
Yes,
so
data
is
the
one
of
the
big
things
that
we
need
to
be
able
to
better
understand
the
demand
for
this
service
and
what
we
did
when
we
compiled
the
data.
So
we
looked
at
TTC
data
brokerage
data
and
then
PTC,
so
it
lifted
uber
data
for
this
and
something
that
was
a
bit
surprising
for
myself
is
that
a
lot
of
individuals
actually
request
sedan,
specific
taxi
cabs,
because
that
is
what's
most
accessible
to
them.
K
So
we
hear
particularly
individuals
who
are
elderly
or
individuals
who
have
smaller
mobility
devices
that
might
be
collapsible
or
canes
they
find
getting
into
and
out
of
a
sedan
is
much
easier
and
that
data
is
or
that
is
backed
up
through
the
data.
So,
for
example,
the
TTC
service
about
1.3
million
sedan
specific
trips
last
year,
although
the
TTC
will
trans
program
is
different
than
this
on-demand
accessible,
it
does
indicate
that
there
is
a
demand
there
and
then
brokerages,
while
certainly
not
all
of
them
captured.
K
Those
specific
requests
of
the
brokerages
that
do
were
aware
of
it
looks
like
about
750,000
sedan,
specific
requests
from
brokerages,
because
that's
what
the
individual
had
required.
We
kept
validate
that
this
was
for
an
accessibility
reason,
but
it
would
been
for
some
specific
reason
that
they
asked
for
a
sedan.
So.
A
You
have
the
data
for,
for
that
particular
audience
and
the
preference
of
vehicles
that
they
have,
but
you
don't
seem
to
have
the
data
for
folks
who
are
requiring
accessible
cabs
and
do
you,
and
so
the
intention
is
to
capture
more
data.
But
also,
are
you
going
to
be
measuring
that,
along
the
line
of
also
the
quality
of
service,
the
frequency
of
service,
the
satisfaction
of
user
experience
like
how
do
you
evaluate
how
do
you
weigh
that
against
each
other
and
still
ensure
that
the
vehicle
for
higher
sector
is
inclusive
and
accessible
for
all?
Oh.
K
Data
again,
I
think
the
most
of
one
of
the
most
important
things
we
need
to
look
at
is
wait
time
for
a
vehicle.
We
hear
that
wait
times
for
an
accessible
vehicle
are
exponentially
or
significantly
longer
than
wait
times
for
a
non
accessible
vehicle,
and
that
is
a
big
factor,
and
that
means
it's
not
accessible
for
all.
K
So
once
we're
able
to
collect
a
better
idea
of
how
long
it
takes
to
get
a
sedan,
taxi
cab
and
then
also
through
this,
we'll
be
able
to
get
data
on
how
long
individuals
are
waiting
for
a
wheelchair,
accessible
vehicle,
we'll
be
able
to
better
understand
if
there's
a
if,
if
we're
meeting
our
target
or
moving
towards
me
that
target,
because
it
really
that's,
that's
a
key
factoring
and
describing
whether
or
not
it's
equitable.
So.
A
Wooden
satisfaction
levels
rise
for
users
that
the
hires,
the
flock,
those
who
are
requiring
the
service,
as
well
as
the
wait
times
go
down
if
you
had
more
accessible
cabs
and
if,
in
order
for
you
to
have
more
accessible
vehicles,
you're
going
to
need
to
increase
the
number
of
licenses
out
there,
which
it
is
going
in
the
opposite
direction
of
your
recommendations.
Potentially.
K
Yes,
the
challenge,
though,
is
the
business
side
of
it
is
actually
operating
these
vehicles
and
for
the
individuals
their
owner
operated.
Typically,
typically,
the
owners
also
the
driver
for
this.
They
invest
a
lot
of
money
in
the
vehicles
we
hear
through
the
GTL
owners
that
I
mean
even
just
purchasing
the
vehicle,
a
sedan
versus
a
van
there's,
going
to
be
a
cost
difference
already
to
convert
the
van
it's
about
$18,000,
for
a
rear
entry
conversion
and
about
27,000
dollars
for
a
side.
K
Entry
conversion
slightly
hi
insurance,
as
we've
talked
about
also
maintenance
costs
are
higher
once
you
retrofit
a
vehicle
or
you
do
that
that
type
of
work
on
a
vehicle.
We
hear
that,
after
towards
the
seven-year
lifespan
of
the
vehicle,
it
does
get
more
expensive
and
then
actually
delivering
the
service.
I
went
through
the
factors
that
make
make
this
service
delivery
actually
more
expensive,
including
higher
fuel
consumption
rates.
So
it's
one
thing
to
put
the
vehicles
on
the
road,
but
it's
another
thing
to
actually
have
these.
K
These
licenses
be
out
there
in
these
taxicabs
being
out
there
and
being
used
to
their
full
potential,
otherwise
we're
just
adding
additional
supply
and
not
maximizing
the
current
supply
that
we
have
so
through
this
getting
the
data
and
then
being
able
to
really
assess
whether
or
not
the
supply
is
meeting
the
demand.
If
we
do
all
this-
and
we
see
that
it's
not
meeting
the
demand,
absolutely
we
can
come
back
and
look
at
issuing
more
licenses.
My.
A
K
But
also
for
the
owners,
so,
although
there
are
a
lot
of
them
owner
operated,
but
looking
at
kind
of
two
different
components
of
the
accessibility
fund
is
what
we're
looking
at
again.
Nothing
is
finalized,
but
for
owners
there
is
that
cost
for
maintenance
and
for
convert
converting
the
vehicle,
initially
so
being
able
to
actually
incentivize
these
licensees.
K
C
K
Absolutely
so
the
current
curriculum
that
we
have
that
we
would
assess
a
potential
organization
who
wants
to
provide
this
training
does
include
it,
so
it
includes
three
parts.
The
first
part
is
that
diversity,
sensitivity,
training
and
making
sure
individuals
understand
that
there
are
people
with
a
variety
of
different
needs
and
different
abilities
out
there
and
that
they
need
to
respond
to
them.
K
There's
also
the
legal
requirements
so
that
they
know
items
related
to
fair,
refuse
those
around
service
animals
and
what
AODA
requires
and
what
our
by
law
requires
for
them,
and
then
third,
there's
that
physical
component,
that
you
talked
about
is
actually
having
the
technical
knowledge
to
be
able
to
perform
the
work.
Through
our
consultations
and
the
accessibility
panel,
we
identified
that
there
is
still
a
lack
of
knowledge
in
the
in
the
industry,
specifically
around
service
animals.
We've
heard
lots
of
stories
how
service
animals
continue
to
be
refused
or
individuals
with
service.
C
Wondering
if
you
could
speak
a
little
bit
more
more
towards
how
accessing
the
fund,
how
you
can
measure
and
what
mechanism,
if
you
could
give
an
example
of
mechanism
where
you
can
monitor
that
it's
evenly
spread
across
the
board
in
terms
of
vendors
right,
so
that
the
subsidy
is
not
just
given
to
one
particular
vendor
all
the
time
over
another.
That's.
K
That's
great
question
so
I
mentioned
before
a
separate
between
the
drivers
and
the
owner.
So
for
the
owners.
One
thing
that
we're
looking
at
is
offsetting
that
conversion
cost,
but
rather
than
offsetting
it
as
a
lump
sum
having
that
spread
over
the
seven
model-year
of
the
vehicle,
so
that
the
individual
is
encouraged
to
have
that
vehicle
on
the
road
delivering
service.
K
Rather
than
pay
the
money
up
front
and
risk
having
that
vehicle,
not
on
the
road,
the
full
length
of
time
and
then
for
the
drivers,
I,
guess
owners
and
drivers
we're
looking
at
an
incentive
program
tied
to
service
delivery.
So
the
idea
that
if
a
driver
is
out
there
delivering
service
in
a
full-time
capacity
with
minimum
number
of
complaints,
for
example,
that
driver
should
be
eligible
for
quite
a
bit
more
money
than
an
individual
who
is
driving
part
time
and
not
delivering
the
service.
K
Well,
and
we
would
structure
the
fund
in
such
a
way
that
not
everybody
is
entitled
to
the
same
amount
of
money,
but
rather
it's
based
on
your
performance
in
your
delivery
of
service,
particularly
so
that
the
city
which
receives
a
return
on
its
investment
in
the
money
rather
than
just
handing
out
money.
Hoping
things
go
well.
A
G
Thank
you
for
the
presentation.
I
just
wanted
to
say
that
it
worries
me
a
little
bit
that
the
consideration
for
the
additional
license
issuance
is
not
a
real
option
at
this
point,
and
it
seems
to
me
that
a
lot
of
the
feedback
about
why
you're
not
doing
that
comes
from
industry
right.
So
industry
is
kind
of
telling
you
that
it
costs
us
more
money
to
be
able
to
operate
these
taxis.
G
G
It's
not
clear
to
me
at
what
point
you
are
going
to
to
factor
in
the
perspective
of
people
with
disabilities
on
the
issue
and
think
about
whether
or
not
again
the
issuance
of
additional
taxi
licences
might
be
something
that
could
come
to
bear
and
improve
this
situation.
So
just
to
say
that
those
are
the
kinds
of
concerns.
I
have.
A
Thank
you
very
much
Wendy
anyone
else.
No
okay,
I'll
just
speak
very
quickly
briefly
and
quickly.
Hopefully,
this
is
this
is
a
very
difficult
file.
I
really
feel
that,
based
on
the
needs
of
those
who
are
living
with
disabilities
and
who
require
supports,
we
should
be
able
to
make
accommodations
the
city
to
meet
them
where
they
are,
and
in
order
for
us
to
do
that,
it
means
that
we
have
to
deliver
the
same
level
of
service
or
better
to
meet
the
equitable
requirements.
A
In
order
for
us
to
really
be
true
to
the
objective
of
city
council
that
has
set
out
about
building
a
vehicle
for
hire,
sector
and
industry,
that's
can
be
inclusive
and
accessible
to
all
Ontarians,
as
well
as
visitors,
that's
one
hand
and
the
other
hand.
The
challenge
is
is
that
we
have
67,000
uber
and
lyft
drivers
who
are
who
changed
the
rules
for
the
vehicle
for
hire
industry
in
the
city
of
Toronto
and
by
way
of
regulating
them
and
permitting
them
to
operate
in
the
city.
A
It
just
means
that
the
taxi
industry
is
now
not
as
not
as
strongly
regulated
as
we
as
we'd
like
in
order
for
us
to
push
forward
our
objective
of
creating
an
accessible
fleet
of
vehicles.
Not
necessarily
this
the
fault
of
staff.
I,
know
you're,
doing
and
carrying
out
the
work
of
council,
but
the
council
has
left
us.
A
It's
not
working
for
the
drivers
of
these
sort
of
money-losing
vehicles
and
it's
very
difficult
on
them
and
the
livelihood
that
they
have
to
provide
for
for
their
families.
It's
also
very
difficult
for
those
who
wouldn't
require
the
service
who
have
no
other
option
and,
and
so
there's
two
groups
of
individuals
that
I
see
are
harmed
by
our
policy,
and
all
of
it
is
because
we
actually
made
a
mistake
at
the
very
beginning
by
deregulating
and
relaxing
those
rules
to
start
off
with
I.
A
Don't
know
what
the
fix
will
be,
but
we
have
to
I
would
think
at
some
point
in
time.
Recalibrate
our
priorities,
and
it
can't
be.
You
know
letting
uber
and
lyft
dictate
the
type
of
service
and
the
quality
of
service
that
they
believe
is
good,
because
it's
easier
for
them
to
deliver
as
opposed
to
what
we
want
as
a
city.
A
Thank
you
very
much
for
your
presentation.
I
know
that
you
still
have
an
additional
amount
of
work
before
you.
I
know
that
this,
as
some
of
those
discussions,
are
extremely
charged
at
those
consultations
and
I
am
also
very
sympathetic
to
the
drivers
of
those
accessibility
vehicles,
because
they're,
financially
hurting
and
they're,
trying
to
just
literally
keep
their
head
afloat
and,
at
the
same
time
we're
not
really
delivering
as
I
see
it.
The
very
best
outcome
and
service
for
those
who
really
require
the
service.
They
have
no
other
option.
A
This
is
it
thank
you
can
I,
please
have
a
motion
to
receive
the
report.
Wendy,
all
those
in
favor
any
opposed
there
carries.
Thank
you.
Let's
get
ready
for
our
next
presentation,
which
is
coming
from
di
1.5
accessibility,
review
of
on-street
bike
way,
design
guidelines
I
recognize
that
we
also
have
a
speaker,
Gordon
Brown,
who
is
here.
Let's
hear
first
from
the
presentation.
I
know
you
have
33
slides
and
a
lot
of
heavy
technical
information.
I'm
just
gonna
ask
Jennifer
if
you
can
verify
how
much
time
do
you
need?
A
J
A
L
L
Today,
I'm
going
to
speak
about
the
guide,
to
give
you
an
overview
of
its
contents,
how
it
was
developed
and
what
our
next
steps
are
in
this
overview:
I'll
focus
on
the
areas
related
to
accessibility
and,
of
course,
happy
to
take
questions
at
the
end
of
the
presentation.
The
guide
has
been
developed
first
and
foremost
for
the
broad
range
of
practitioners
that
help
to
plan
design
and
implement
cycling
facilities.
L
We
have
been
developing
the
guides
since
2016
and
have
engaged
a
Technical
Advisory
Committee
on
three
occasions.
Our
Technical
Advisory
Committee,
or
our
technical
advisory
committee
included
staff
from
the
accessibility
office
and
we've
also
engaged
external
stakeholders,
including
the
TTC's
accessibility
committee,
as
well.
L
The
first
chapter
is
a
very
brief
one
and
it
outlines
the
the
content
of
the
guide
and
also
provides
a
bit
of
context
which
we've
already
covered
in
the
in
the
preceding
slides
for
the
most
part,
it's
to
provide
a
high-level
overview
of
how
the
chapters
fit
together.
Chapter
2
is
all
about
principles
for
facility
design.
It
tries
to
answer
the
question.
What
should
planners
and
engineers
be
thinking
about
before
they
start
going
through
the
the
design
process?
Chapters
3
&
4,
focus
on
design,
details
for
mid-block
and
intersection
locations
respectively.
L
We
also
talked
about
the
design
domain
in
this
chapter.
This
is
a
bigger,
bigger
subject
that
we
won't
get
into
fully
here.
But
one
of
the
key
points
is
that
we
want
to
provide
very
clear
guidance
about
when
it
is
and
when
it
is
not
appropriate
to
use
minimum
dimensions
for
for
facilities,
because
that's
a
topic
that
we
have
received
a
lot
of
a
lot
of
input
and
feedback
about.
L
Another
topic
in
this
chapter,
which
I
alluded
to
briefly
earlier,
is
the
design
cyclist
again.
This
is
who
planners
and
engineers
are
thinking
about
when
they're
designing
these
facilities,
and
one
of
the
themes
of
the
guide
is
that
we
want
to
create
cycling
facilities
that
are
appropriate
for
all
ages
and
abilities,
and
so
that's
why
this
section
serve,
has
a
very
prominent
place
in
the
guide
and
we
spent
a
fair
bit
of
time
developing
it
and
the
the
goal
really
is
to
have
as
many
people
using
these
facilities
as
possible.
L
So
the
first
section
is
about
cycle
tracks,
and
this
is
cycle.
Tracks
will
be
an
important
part
of
the
city,
cycling
network.
We
know
that,
as
you
provide
more
separation
between
motorists
and
cyclists,
that
it
is
also
important
to
think
about
how
we
are
separating
pedestrians
from
cyclists.
As
we
shift.
Cyclists
are
further
away
from
traffic.
That
implies
that
they
are
sort
of
moving
potentially
closer
into
the
boulevard,
and
so
we
have
a
section
that
focuses
specifically
on
pedestrian
and
cyclist
separation.
L
The
second
section
of
the
guide
focuses
on
bike
lanes
and
in
this
case
the
the
curbside
activity
is
quite
different
from
cycle
tracks.
In
that
a
wheel,
trans
vehicle
or
a
taxi
is
permitted
to
enter
into
the
bike
lane
to
undertake
a
pickup
or
a
drop-off,
and
in
these
locations
a
cyclist
would
would
overtake
the
the
taxi
or
the
wheel
trans
vehicle
by
merging
into
the
motor
vehicle
lane
and
passing
on
the
left
side,
not
not
crossing
the
path
of
a
pedestrian.
L
Moving
on
to
chapter
4,
this
chapter
focuses
on
intersections,
also
focuses
on
barriers
and
transitions
and
is
probably
the
most
dense
technical
chapter
in
the
guide.
So
just
going
to
focus
on
a
couple
of
highlights
from
this
chapter,
one
of
the
fundamental
questions
for
intersection
design
with
cycling
facilities
is
where
should
the
cycling
facility
be
aligned
through
the
intersection?
Should
it
cross
the
intersection
immediately
adjacent
to
the
motor
vehicle
lane,
or
should
the
bicycle
crossing
be
pushed
further
from
the
intersection
to
cross
a
setback
location?
L
We
spent
a
lot
of
time.
Looking
at
this
question
in
the
guide
and
from
a
safety
perspective,
we
think
that
there
are
some
advantage
and
some
disadvantages
to
both
of
these
approaches,
so
we've
included
both
designs
in
the
guide
and
the
guy
does
not
actually
state
that
one
is
is
preferred
or
better
than
the
other.
L
And
in
this,
in
this
section,
we
identify
several
strategies
to
try
and
and
make
this
a
smooth
transition
for
pedestrians,
including
the
the
angle
of
alignment
for
the
pedestrian
clearway,
as
well
as
having
continuous
zebra
stripes.
The
the
pedestrian
crossing
markings
that
go
from
sidewalk
to
sidewalk
and
also
positioning
the
accessible
pedestrian
signal
at
the
at
the
sidewalk,
and
not
in
one
of
one
of
the
islands
between
the
cycle
track
and
the
roadway.
L
We
do
also
talk
about
in
Boulevard
cycling
facilities.
These
are
typically
in
a
more
suburban
context
and
wherever
we
have
separated
facilities
for
pedestrians
and
cyclists
mid-block,
we,
the
guides
indicates
that
these
users
should
also
be
separated
on
the
corners
and
through
the
crossings
of
the
intersection.
L
Next
I
want
to
touch
briefly
on
transit
stops
and
we
have
a
pretty
extensive
section
on
transit
stops
with
a
range
of
different
options.
The
images
here
show
different
examples,
and
they
includes
stop
with
a
dedicated
transit
platform
island
and
the
cycling
facility
being
aligned
between
the
platform
and
the
end.
L
Moving
on
to
chapter
5,
the
section
is
about
bicycle
signals,
and
we
talked
about
some
regulatory
and
planning
aspects
operations.
The
actual
bicycle
signal
heads
themselves,
detection
and
actuation,
so
how
a
cyclists
are
picked
up
at
a
signal
and
have
a
section
on
special
applications,
most
of
which
is
focused
on
what
are
referred
to
as
offset
intersections.
L
This
chart
shows
the
overarching
process
from
conception
to
post
evaluation,
and
it's
worth
noting
in
the
red
box.
There
is
where
we
have
steak
or
consultation,
and
this
typically
happens
when
the
facility
type
is
being
confirmed
and
during
the
early
stages
of
design.
The
input
that's
received
from
the
consultation
process
of
course
informs
the
full
design
process.
L
Finally,
we
have
a
list
of
key
stakeholders
and
the
process
and
the
toronto
accessibility.
Advisory
Committee
is
listed
here
in
this
table,
and
so
that
brings
me
to
the
conclusion
of
the
contents
of
the
guide
and
we
wanted
to
pose
three
questions
to
the
members
of
the
committee
and
those
are
first,
what
are
the
greatest
challenges
with
cycling
facilities
today?
That
committee
members
are
aware
of
second
question:
what
are
some
of
the
most
effective
design
treatments
that
have
been
used
to
mitigate
these
concerns
elsewhere
and
third
question?
A
Thank
you
very
much
for
that
very
full
presentation.
There's
lots
to
digest
at
this
point
in
time
we're
going
to
be
hearing
from
members
of
the
public,
which
means
I'm
gonna,
be
asking
staff.
Are
there
members
of
the
public
who
are
here
to
speak,
Gord
you're,
still
speaking,
okay
great,
so
what
I'm
gonna
do
is
perhaps
ask
staff
to
take
a
seat
on
the
side
and
I'm
gonna,
be
inviting
Gord
Brown
to
come
and
address
the
committee.
Okay,
thank
you,
but
don't
go
too
far.
We're
gonna
we're
gonna,
bring
you
back.
Okay,
Gord
welcome!.
D
Hey
good
morning,
I'm
speaking
as
a
private
citizen,
a
professional
engineer
who,
by
virtue
of
friends
and
family
with
a
variety
of
disabilities,
cares
a
lot
about
the
details
of
what
keeps
pedestrians
safe.
I,
appreciate
the
opportunity
to
speak
today
on
pedestrian
safety
considerations
and
I
have
had
the
privilege
of
speaking
to
this
committee
twice
in
the
past.
My
views
on
a
pedestrian
simple,
are
very
simple
and
reflect
what
is
served
as
well.
D
A
standard
internationally
recognized
zebra
crossing
the
guide,
pedestrians
from
curb
to
curb
sidewalk
to
sidewalk
across
all
traffic,
including
cyclists
and
finally,
clear
unambiguous
Street
designs
tying
into
signals
pavement
markings
whatever
it
takes
to
make
clear
how
we
should
be
safely
navigating
the
roadway,
especially
for
those
with
disabilities.
When
cycling
infrastructure
was
being
introduced
around
the
city.
Some
years
back,
I
noticed
these
simple
protections
were
being
either
removed
or
modified,
and
when
they're
modified,
it
was
with
a
statist
goal
of
reducing
car
bike
interactions
in
cycle
track
designs,
I
presented
examples.
D
The
concern
may
be
this
committee
in
September
2015,
and
these
included
at
Queen's
key
installation
of
a
fast-moving
cycle.
Sidewalk
level,
the
martin
goodman
trail
between
the
pedestrian
area
and
queen's
key
transit
with
ineffective
separation
again
on
queen's
key
crosswalks
and
lights,
were
taken
away
and
you're
left
with
a
bike
sign
that
says,
be
careful
crossing
here
and
a
number
of
watch
and
and
yield
signs
and
a
variety
of
other
things
that
are
and
including
a
mixing
area.
Queens
Park.
D
The
committee
members
shared
my
concerned
passed
a
motion
asking
staff
to
address
these
concerns
in
the
cycle
track
review
and
in
October
2015
committee
passed
a
similar
motion
that
pedestrian
cyclotron
safety
concerns
be
addressed
in
the
upcoming
Complete
Streets
Guidelines,
where
I
was
a
stakeholder.
The
good
news
is
that,
with
extensive
input
from
pedestrian
accessibility
advocates
completes
priests
guidelines
did
provide
extensive
direction
on
roadway
design
for
pedestrian
safety.
These
included
requirements
for
a
pedestrian,
clear
way
that
is
safely
and
and
appropriately
separated
from
cycling
infrastructure
along
its
length
and
at
crossings
and
a
clear
statement.
D
The
cyclists
pedestrian
mixing
areas
are
to
be
avoided.
The
bad
news
is
a
longer
list
in
that
the
cycle
track
guidelines
fails
to
acknowledge
Complete
Streets
guidelines
as
governing
document,
and
it
appears
that
many
of
the
problems
that
identified
in
2015
are
now
being
allowed
to
continue
and
I'd
be
happy
to
share
examples
with
you
during
the
question
period.
D
A
particular
concern
is
the
option
to
specify
Sybok
level
cycle
tracks
and
pedestrian
cyclist,
mixing
areas
which
you
see
here
in
the
slide
that
was
originally
part
of
the
deck,
but
I
don't
recall
seeing
on
the
screen.
What
this
does
it
bring
up
a
lot
of
questions
under
what
specific
conditions
might
mixing
areas
be
appropriate
things
like
volume
of
cyclists
and
pedestrians.
Demographics
using
the
area
is
the
different
on
a
sidewalk
than
a
multi-use
trail
and
so
on.
When
might
they
work
if
you're
using
them?
D
How
do
you
make
them
safe
under
what
specific
conditions
might
SIA
block-level
cycle
tracks
make
sense?
Once
again,
when
are
you
gonna
choose
this
option?
How,
specifically,
are
you
going
to
make
it
safe?
These
and
many
more
questions
can
only
be
answered
if
we
can
get
together
as
accessibility
stakeholders
and
have
a
chance
to
go
through
this
in
deal
detail.
D
Gill,
peñalosa,
VTA,
T
City
sees
the
obvious
when
he
says
that
if
you
mix
pedestrians
and
cyclists,
pedestrians
will
get
injured.
New
york
city
records
collisions
pedestrians
and
cyclists.
Toronto
doesn't
so.
We
have
no
idea
what
it
is,
but
we
just
know
that
if
you
mix
them
is
going
to
get
higher
vision,
zero
gets
it
right
requiring
that
infrastructure
designs,
reduce
the
Road
user
conflict
and
to
clear
simplistic
design.
Principles,
in
my
words,
ensure
that
there
remains
a
high
level
of
inherent
road
safety.
D
D
Guideline,
in
fact,
is
probably
everything
a
cyclist
could
want,
but
I
respect
respectfully
suggest
that
what
needs
to
happen
now
is
a
thorough
review
of
this
massive
document
with
pedestrian
and
accessibility
Act
of
Advocates
a
process
that
would
allow
pedestrian
safety
and
comfort
issues
that
I
walk,
Toronto
and
others
have
identified
during
the
limited
stakeholder
in
process,
but
also
allow
latent
safety
issues
to
be
identified
and
worked
through
with
your
input
and
the
guidance
from
Complete
Streets
guidelines.
Thank
you
for
listening.
Thank.
A
G
D
D
A
D
D
D
Is
cyclists
come
along
here,
cut
in
front
of
pedestrians,
exiting
from
the
crosswalk
stepping
out
up
onto
the
curb
and
go
in
their
way,
so
pedestrian
steps
from
the
crosswalk
to
the
curb
and
is
walking
into
an
unmarked
bi-directional
cycle
track,
which
personally
I
find
would
be
uncomfortable
at
the
presentation
when
they
were
really
doing
the
Queens
Park?
This
was
an
option
put
forward
by
staff.
Everything
happens
on
the
road
the
pedestrians
get
the
park,
but
because
staff
at
the
time
thought
that
it
was
working.
D
D
You
have
a
crosswalk
to
take
you
across
all
the
traffic,
the
transit
lanes,
but
as
soon
as
you
get
to
the
far
side,
which
is
where
the
Martin
Goodman
Trail
is,
which
is
a
speed
limit
of
20
kilometers
an
hour
all
you're
faced
with
is
a
bike
symbol
right
there,
there's
no
crosswalk
the
traffic
signals,
don't
guide
you
across.
You
basically
have
to
make
it
across
on
your
own,
in
my
opinion,
with
very
little
guidance.
I,
don't
see
this
being
fixed
or
presented
preventive
the
guidelines.
D
D
Pedestrian
cyclist
is
a
page
of
pros
that
says
you
could
do
this.
You
couldn't
do
that
if
you
do
more
of
them,
it's
better
I
personally
think
we
deserve
better
with
this
one.
You
talk
about
separation
once
again,
you've
got
20
km/h.
The
highest
I
believe
is
the
highest
volume
cycle
track
in
the
city
and
they're
moving
fast.
All
you
have
separating
from
them
for
pedestrian
area
is
a
rumble
strip.
If
this
gets
crowded.
Where
does
this
like?
Let's
go
if
someone
is
distracted,
where
do
they
go?
It's
an
accident
waiting
to
happen.
D
So
once
again,
the
issue
of
how
do
you
provide
separation,
I
think
needs
the
same
kind
of
rigor
that
we
have
here
right.
What
are
the
options?
When
do
you
choose
them?
In
my
opinion,
this
should
be
a
5
foot,
wide
treed
area
and
then
have
crosswalks
that
take
you
over
to
the
over
to
the
crossing
area.
Finally,.
D
This
is
another
one
that
didn't
get
fixed
in
my
opinion,
or
that
could
be
better.
This
is
called
an
integrative
transit
stop
and
what
happens
is
in
this
case
the
the
sidewalks
are.
The
bike
tracks
are
already
raised
to
sidewalk
level
for
the
entire
section
of
lower
Sherbourne,
which
not
surprisingly,
means
pedestrians
walk
on
with
the
cycle
tracks
and
cyclists
tend
to
sidewalk
cycle
around
the
transit
shelter
if
someone
has
stopped
to
get
into
the
into
the
bus.
The
problem
here
is
cyclists
see
this
as
a
cycle
track.
All
they
see
there
is
a
bike.
D
What
about
this
tells
us
that
the
only
purpose
of
that
race
section
is
to
safely
get
pedestrians
over
to
the
transit,
a
suggestion
that
I've
submitted
and
walk
Trotta
welders
to
admit
it
is
make
that
a
zebra
hatch
area,
or
at
least
mix
in
zebra,
hatching
with
a
cymbal,
make
it
very
clear
that
two
people
that
there's
an
expectation
they'll
do
something
different
than
just
truck
along
the
bike
lane.
If
they
get
to
that
point,
so
sponsor
your
question,
those
are.
F
Just
gonna
say
great
day:
okay,
very
fascinating
presentation.
I
was
just
wondering,
though,
just
because
a
lot
of
this
is
very
much
new
to
me
and
probably
new
for
other
people
as
well.
Is
there
like
a
one,
simple
solution
or
a
simple
recommendation,
because
it
just
seems
to
be
a
whole
bunch
of
different
things,
so
I'm
just
wondering?
Is
it
like
on
an
intersection
by
intersection
basis
or
is
there
something
that
would
work
for
everything?
What
would
you
recommend.
D
It
absolutely
has
to
be
case
specific,
but
the
thing
is
you
don't
treat
each
site
as
a
new
opportunity
to
create
something.
You
need
some
kind
of
guidelines.
I
showed
you
the
cycling
and
car
separation
guidelines,
they're
logical.
You
got
all
these
options,
here's
one
you
use
them!
Here's
when
you
don't
I,
think
what
we
need
is
to
have
exactly
that
same
kind
of
thing
happen
if
you're,
considering
using
a
sidewalk
level
cycle
track.
When
do
you
use
it?
What
are
the
pros
and
cons?
What
are
the
demographics?
D
When
does
it
make
sense
exactly
the
same
thing?
For
you
know,
other
situations
of
mixing
areas
once
again,
I,
don't
see
the
need,
I,
think
it's
an
easy
way
out
and
you've
gotten
to
that
problem,
because
you've
already
brought
sidewalk
sidewalk
level
cycle
tracks
into
place.
So
I
think
that's
who
you
need
is
an
engineer
approach
that
says
here
are
the
options
here
are
the
pros
and
cons.
These
are
the
only
instances
in
which
you
use
them.
D
F
You
think
I
was
just
gonna
say
one
thing
with
that
as
well.
I
think
one
thing
that
was
been
helpful
for
me
just
to
sort
of
see
things
visually
is
you've
shown
the
pictures,
you've
sort
of
pointed
out
or
the
problem
areas
where
it
would
have
also
been
good
as
well
to
have
like
another
photo
sort
of
like
Photoshop,
saying,
okay,
these
are,
if
we
put
a
zebra
strip
here
or
if
we
put
a
barrier
here
or
trees
here,
it
would
help
people
sort
of
see
things
those
recommendations,
much
more
easier.
D
A
F
A
A
G
Hi
there,
so
my
question
relates
to
some
of
the
stuff
that
Gordon
has
raised,
and
it
sounds
to
me
like
there.
There
is
another
set
of
guidelines
around
pedestrians
that
have
not
necessarily
been
integrated
with
your
design.
Guidelines
is
that
is
that
the
case,
and
can
you
explain,
what's
happened
in
terms
of
there
being
separate
sets
of
consideration
for
pedestrian
versus
cyclists,
so.
J
I
will
say
that
in
chapter
3,
when
we
discuss
separation
between
the
motor
vehicle
and
the
cycle
track,
we
also
discuss
separation
between
the
pedestrian
area,
so
the
sidewalks
and
the
cycle
track.
So
we
look
at
a
number
of
different
options.
Typically,
we
would
like
to
have
the
cycle
track
at
a
different
level,
so
that
there's
a
curb
separation,
something
very
defined
to
differentiate
between
the
sidewalk
area
and
the
cycle
track
area.
J
In
some
cases,
that's
also
provided
by
a
planted
buffer,
so
there
may
be
actually
trees
in
between
the
sidewalk
and
the
cycle
track
and
in
other
cases,
there's
it's
about
a
point:
8
meter,
tain
detectable
strip
between
the
cycle
track
and
the
pedestrian
walking
area.
So
that's
I
think
it's
discussed
in
in
section
3
point
1.5
on
NIC's,
used
to
separate
between
pedestrians
and
cyclists
to
ensure
that
all
users
are
safe
in
both
facilities.
Do
anything
to
add
I'll.
L
G
Have
a
follow-up
question
actually
so
because
my
question
is
really
around
the
Complete
Streets
guidelines
and
how
they
relate
to
the
guidelines
that
you're
proposing.
So
if
Complete
Streets
is
out
there
do
you
reference
that
in
any
way
is
Complete
Streets
to
the
parent
and
in
the
case
of
there
being
a
conflict
between
what's
an
Complete
Streets
and
what's
in
your
design
document,
which
one
is
considered
to
be
the
overriding
document
right.
J
So
we
do
reference
Complete,
Streets,
Complete
Streets
is
the
overarching
document,
and
then
this
is
a
very
technical
document
that
practitioners
will
use
in
terms
of
design
and
implementation.
So
we
actually
had
Adam
popper
on
our
team,
who
did
the
Complete
Streets
guide
and
a
lot
of
the
input
from
that
guide
is
referenced
in
in
ours
as
well.
G
Which
document
takes
precedence
and
the
event
of
there
being
a
conflict,
because
it
sounds
like
there
were
things
that
were
discussed
in
the
Complete
Streets
guide,
my
guidelines
that
are
in
conflict
with
the
kinds
of
things
that
you're
talking
about
in
this
design
document.
So
how
do
we
determine
which
one
actually
takes
precedence.
L
We
have
not
actually
sort
of
specifically
addressed,
partly
because
we
we
think
that
actually,
a
direct
conflict
between
the
two
is
relatively
unlikely
and
I'll.
Just
quickly
speak
to
one
of
the
examples
that
that
Gorge
raised
for
us-
and
that
is
in
the
Complete
Streets
guidelines.
It
says
to
that
mixing
area
should
be
avoided
and
if
you
look
at
what
we
have
in
our
guide
here,
you'll
see
that
it
really
is
consistent
with
that.
L
As
framed
as
an
option
only
really
to
consider
when,
when
there
are
specific
things
that
make
separated
facilities,
not
practical,
and
so
it's
we.
We
have
pretty
clear
language
that
that
anywhere
where
pedestrians
and
cyclists
are
separated,
mid-block,
which
would
happen
in
any
location
as
unless
there's
a
spatial
constraint
that
they
should
maintain
that
separation
on
the
corner
and
through
the
intersection.
E
E
Guess
I'm,
just
wondering,
and
also
relating
to
the
questions
that
you
were
posing
I
I
haven't
seen
those
questions
previous
today,
I'm
not
sure
other
individuals
have
and
I
don't
know
if
I
may
at
a
point
where
I
could
give
a
concise
or
a
really
fulsome
answer
to
the
three
questions
asked
today,
but
in
terms
of
the
consultation
yeah.
If
that
can
be
clarified,
where
are
we?
Where
is
where
are
you.
J
But
regardless
of
that
we're.
You
know
we're
here
to
hear
from
you
on
your
thoughts
about
the
guide
and
how
you,
how
you
think
we
can
move
forward
with
the
guide.
We
have
done
some
internal
consultation
through
a
technical
advisory
committee
with
a
number
of
city
agencies
and
divisions.
We've
also
had
engagement
with
some
invited
stakeholders,
and
we
were
just
recently
at
TTC's
accessibility
committee
also
to
receive
some
feedback
on
the
guide.
So
we
are
now
nearing
completion
of
our
draft
guide
and
would
like
to
finalize
the
document
come
late
spring
early
summer.
J
A
B
J
No
pacific
data
collection,
but
certainly
we've
enhanced
the
guide
from
the
lessons
learned
on
something
like
a
blower
street.
So
now,
we've
enhanced
with
having
these
accessible
pick-up
and
drop-off
areas
with
very
clear
demarcation
across
the
cycle
track
with
zebra
crossings
very
clear
signage
to
cyclists
that
they're
required
to
yield
when
approaching
one
of
those
accessible
areas.
J
So
I
think
we've
really
heard
from
from
bloor
street
and
from
other
examples
that
were
brought
up,
that
there
needs
to
be
this
more
clear
that
nobody
NEET
wants
to
make
the
decision
last-minute,
that
we
need
to
be
very
clear
to
cyclists
through
signage
through
markings
where
they
should
be
when
they
should
stop
similar
at
transit,
stops
and
very
clear
to
those
that
are
being
dropped
off
and
picked
up
where
they
can,
where
that
can
happen,
providing
ramps
for
that
providing
you
know
clear
crossing
at
those
locations.
One.
B
Of
the
the
challenges
I
think
is
that
both
with
wheel
trans
and
with
wheelchair
accessible
vehicles
there,
there
aren't
necessarily
designated
stops
right.
They
stop
anywhere
along
the
way
to
reduce
the
amount
of
distance
between
the
person
alighting
and
their
their
place
of
pickup.
So
even
if
you
have
some
designated
spots,
I
mean
a
pickup
can
happen
anywhere
along
the
route
so
that
it's
it's
concerning
that
there
isn't
a
way
to
collect
data
about
accidents
arising
from
from
that.
B
So
I
just
want
to
note
that,
in
terms
of
the
separation
issue
that
Gord
raised
again
I'm
new
to
this,
but
it's
it
it
does
seem
concerning
that.
That
is
still
listed
as
an
option,
so
I'm
wondering.
Under
what
circumstances
would
it
be
you've
said
it's
recommended
to
not
mix
under
what
circumstances
would
mixing
be
the
only
option?
Typically.
J
In
more
suburban
context,
where
there's
lower
volumes
of
both
cyclists
and
pedestrians
and
where
it
may
be
already
a
mixed
facility
on
approach,
so
in
some
cases
we
might
have
Boulevard
trails
or
multi-use
trails
that
are
mixed
where
there's
cycling
and
walkers,
and
so
in
those
instances
we
we
may
look
to
do
mixing
at
the
intersection
as
well,
but
again
lessons
learned
from
Queens,
key
and
and
from
others.
We
really
now
understand
that
there
needs
to
if
there's
separation
throughout
mid
block.
J
B
And
just
one
I
think
I
have
time
for
one
more
quick
one
here,
just
looking
at
your
overall
phasing
when
you're
looking
at
the
implementation
phase,
so
ultimately
a
giant
report
and
guideline
will
be
created
and
it'll
be
I.
Imagine
primarily
a
resource
for
those
designing
the
streetscape
engineers
street
furniture.
All
of
that
in
the
implementation
phase,
is
there
consideration
of
a
public
education
campaign?
J
That's
interesting
because
that
point
was
also
brought
up
by
a
number
of
our
external
stakeholders
and
in
some
ways
we
do
some
minor
education
through
through
our
website
or
through
our
advocacy
team
at
cycle
Toronto,
but
I
think
that
maybe
we
need
like
like
you're
suggesting.
Maybe
we
need
to
explore
a
bit
more,
given
that
what
we're
trying
to
develop
with
the
guide
is
consistency
through
design,
so
maybe
adding
some
education
elements
to.
That
would
be
a
good
point.
Thank
you.
Thank.
A
J
You're,
suggesting
enforceability
of
of
the
guidelines
I
think
we
in
cycling
strive
to
have
the
best
facility.
So
when
we're
moving
forward
with
planning
studies
or
with
other
implementation
along
corridor,
work
will
strive
to
to
put
be
very
definite
about.
What
we
feel
is
the
appropriate
facility
type
for
that
for
the
nature
of
that
street
and
we're
very
clear
in
the
guidelines
about
what
we
call
exemplary.
What
we
call
our
typical,
which
is
it,
which
is
what
we
would
go
by
in
general
circumstance
and
then
very
clear
about
when
and
only
when.
J
L
Just
to
attend
to
that
I
think
in
many
ways
the
the
need
for
the
guidelines
came
out
of
a
number
of
different
circumstances
or
conditions
where
you
know,
people
weren't
happy
with
the
design
and
a
you
know,
desire
to
go
through
this
exercise.
Have
this
process
and
have
some
consistency,
so
I
think
kind
of
speaks
to
why
why
we're
here
today?
Thank
you,
Glenn.
F
Thank
you,
I
was
just
gonna
echo,
a
comment
on
what
Liv
was
saying
about
the
public
education
campaign.
I
think
it's
needed
for
cyclists,
but
also
for
people
with
disabilities,
but
even
others
as
well.
I
remember
when
bike
lanes
were
put
in
on
Sherbourne
and
say:
will
trans
vehicle
with
park
or
nearby
they
were
actually
ticketed
by
Toronto
police,
for
example.
So
I
think
it
needs
to
be
broad-based.
The
other
thing,
too,
that
I'm
wondering
is
that
I
think
it's
very
easy
for
cyclists
and
just
members
of
the
public
to
ignore
signage
and
so
I'm.
L
Sure
that
is
certainly
something
that
we've
we've
been
thinking
about,
specific
to
to
the
Sherbourne
cycling
facilities
and
that
transit
stops.
There's
a
do
not
pass
open-door
sign,
and
we've
heard
repeatedly
that
that
sign
is
not
large
enough
and
and
often
goes
undetected
in.
In
addition
to
that,
we
also
know
that
cyclists
tend
to
have
their
eyes
focused
on
the
ground,
a
lot
to
maneuver
around
obstacles
that
sort
of
thing,
which
means
that
by
through
pavement
markings
we
can
often
communicate
more
effectively,
sometimes
than
signage.
L
Even
and
so,
if
you
look
at
some
of
the
city's
more
recent
projects,
there's
a
cycle
track
on
Lake
Shore
Boulevard
in
Etobicoke
you'll
see
that
we
have
those
signed
messages.
Reinforced
through
pavement
markings
do
not
pass
open
doors
and
I'm,
not
aware
of
any
concrete
data,
but
anecdotally.
It
seems
to
be
successful
in.
C
L
I
would
just
maybe
say
to
that
that
this
is
similar
in
many
ways
to
general
pay
for
markings
and
signage,
on
roadways
intended
for
motorists,
primarily
and
and
typically
the
city
does
use
products
that
have
reflectivity
what
that
means
is
that
for
cyclists
during
nighttime
conditions,
if
they
have
any
sort
of
lighting
at
all,
then
they
will.
These
pavement
markings
have
kind
of
that
reflectivity
that
enhances
the
visibility
of
them.
Of
course,
if
they
don't
have
lighting-
and
you
know,
there's
not
much-
you
can
do
and
and
that's
illegal.
G
Think
these
guidelines
are
extremely
important
for
people
with
disabilities
as
pedestrians.
You
know
so
we're
talking
about
a
context
where
there's
no
data
on
collected
on
the
collisions
between
bicyclists
and
pedestrians,
so
we
don't
know
very
much
about
it.
Although
anecdotally
I
think
we've
all
heard
of
somebody
using
a
wheelchair
with
a
disability
who's
been
hit
by
a
bicycle.
You
have
a
very
well
articulated
cyclist
on
slide.
13
of
your
presentation,
but
I
didn't
see
any
articulation
of
a
pedestrian
throughout
your
presentation
and
I.
G
Don't
know
if
one
exists
in
turn
your
guidelines,
if
you
did
have
an
articulated
pedestrian,
it
would
have
to
include
people
with
disabilities
right
so
you'd
have
to
be,
including
somebody
who
uses
a
power
wheelchair
a
manual
wheelchair
and
factor
in
to
those
kinds
of
crossing
areas.
How
long
it
could
take
somebody
to
get
across
you'd
also
have
to
factor
in
somebody
with
a
visual,
a
vision,
related
disability.
G
But
that
slide
that
we
looked
at
around
Queens
Key,
where
you
just
have
a
big
green
section,
where
everybody's
sort
of
fending
for
themselves
is
extremely
worrying
for
somebody
with
a
vision
based
disability,
because
where
are
they
supposed
to
go
I
just
wonder?
Is
there
any
way
for
pedestrians
to
be
better
articulated
throughout
your
design
guides
guidelines?
G
A
E
E
E
F
My
comment
was
just
my
experiences
on
Bloor
Street
as
the
wheel
trans
user,
both
myself
and
even
the
wheel
trans
drivers
had
no
idea
where
to
do
the
pickup
or
drop-off
at
all.
Oftentimes
the
drivers
I'd
be
on
blur
Street
the
drivers
would
either
park,
say
on
Bedford
or
st.
George
and
then
won't
go
long,
and
you
know
it
made
sense
in
the
summertime.
But
when
there's
inclement
weather
or
as
we've
talked
earlier
today
about
snow
removal,
that's
really
difficult
as
well,
especially
if
there
is
sort
of
blowing
snow
just
sort
of
listening
to
everything.
F
It's
you
know,
I
have
to
echo
everyone's
points
as
well,
that
it
seems
that
there
was
very
much
a
focus
on
cyclists,
but
not
on
people
with
disabilities,
not
on
seniors,
and
it
just
seems
that
there
are
a
lot
of
things
that
are
very
much
missing,
though,
and
just
the
point
about
the
number
of
injuries
between
people
with
disabilities
and
cyclists.
The
fact
that
that's
not
been
documented
anywhere
I
mean
is
actually
quite
troubling,
so
it
just
felt
that
there's
just
a
lot.
That's
missing
from
things.
A
If
I
can
ask
the
clerk
to
put
it
on
the
screen
and
the
motion
is
actually
to
just
direct
staff
to
receive
the
the
communications
that
were
provided
to
us
today
from
both
walk
Toronto
as
well
as
courts
presentation
and
to
establish,
in
the
short
time
that
they
have
left
since
they're
heading
to
finalizing
the
report.
Special
consultation,
specifically
with
accessibility
and
pedestrian
advocates
to
further
understand
the
technical
concerns
that
they
have
have
that
conversation
guided
by
the
Toronto
Complete
Streets
guideline
before
finalizing
the
report
on
the
on
street
bike
way.
A
Design
guide
I
want
to
thank
staff
for
their
presentation.
I
recognized
as
this
is
a
huge
body
of
work.
I
know
it's
not
necessarily
easy,
simply
because
every
road
condition
every
street
is
different
and,
as
you
try
to
deliver
an
outcome
of
best
practices,
and
this
document
will
ultimately
guide
the
way
we
design
all
streets
moving
forward
until
we
decide
that
we're
going
to
tackle
it
again,
which
means
a
refreshed
set
of
guidelines,
I
think
it's
absolutely
cool
that
we
get
it
right.
A
You
asked
us
today
with
three
questions
at
the
end
of
your
presentations
and
I:
don't
have
the
presentations
in
the
deck
that's
before
us,
which
is
the
official
agenda
of
our
committee.
Those
questions
were
not
included
in
the
presentation,
even
as,
as
the
committee
members
would
have
received
it
two
weeks
ago,
not
sure
why
that
happened,
but
nevertheless
it's
just
not
there
and
I.
A
A
I
know
that
in
my
own
experience,
I
have
had
some
very
I've
been
stuck
in
the
middle
of
unpleasant
conversations
between
people
who
are
requiring
the
service
of
wheel
trans
not
being
able
to
deep
board
the
the
vehicle
because
of
a
separated
bike
way,
which
is
of
course
designed
and
instructed
there
to
protect
the
other
vulnerable
road
users.
Who
are
the
cyclists.
So
if
we
can
find
a
way
before
you
finalize
this
report
to
make
it
right
and
to
make
sure
that
any
concerns
that
are
that
are
already
very
quickly
raised.
A
By
way
of
your
your
15-minute
presentation,
if
we
can
find
some
technical
solutions
and
make
sure
that
you've
got
a
full
report
as
much
as
possible,
going
to
final
adoption
would
I
think
I
believe
would
be
greatly
appreciated
and
simply
because
I
think
there's
a
number
of
examples
that
are
already
out
there,
whether
it's
the
conflicts
on
Wellesley,
as
I've
already
noted,
or
perhaps
even
the
implementation
of
the
Sherbourne
bike.
Separate
rate
separated
bike.
A
The
first
time
around,
as
opposed
to
coming
back
to
then
shave
and
grind,
and
perhaps
reconstruct,
but
usually
after
a
very
long
and
conflict
driven
complaint
process,
which
leaves
oftentimes
good
neighbors
good
people
with
great
intentions
at
at
at
conflict
with
one
another
and
I
know
I,
don't
want
to
be
in
the
middle
of
that
and
but
oftentimes
we
were
asked
to
sort
of
mediate
peace
and
if
there
was
a
good
document
guiding
all
that
design
to
start
off
with.
Hopefully
we
can
avoid
that
in
the
future.
A
A
A
N
There
we
go
with
one
minute
left
to
noon
good
morning:
everyone
and
Kamini
I'm.
Here
too,
my
name
is
Jada
sandy
Nisha
and
I'm
here
to
talk
about
vision,
zero
2.0,
which
is
the
update
to
the
road
safety
plan.
I
was
somewhat
of
a
late
addition
to
the
agenda
and
I
think
the
committee
organisers
for
adding
us
to
today's
agenda.
But
for
that
reason,
I'm
gonna
be
brief.
To
make
sure
the
last
presentation
is
also
going
to
be
able
to
cover
their
content
so.
N
N
The
numbers
of
fatalities
on
our
roads
have
started
going
up,
which
is
why
we
started
looking
at
vision,
zero
around
mid
2016
and
it's
particularly
noticeable
in
the
number
of
pedestrians
as
vulnerable
road
users
are
being
involved
in
fatal,
collisions,
serious
injury
and
fatal
collisions
so
vision,
zero
2.0
is
the
update.
So
it's
the
first
major
update
since
the
original
report
is
going
to
and
infrastructure
and
Environment
Committee
in
June
and
then
Council
in
July.
N
It
is.
It
sets
the
plan
for
the
five
years
starting
2022
2024,
and
it
will
provide
both
an
update
in
terms
of
what
we
have
accomplished
so
far
to
date,
since
the
original
plan
was
approved
and
came
into
motion
and
also
what
some
of
the
major
the
key
initiatives
moving
forward
are
going
to
be.
The
report
is
being
developed
through
detailed
data
analysis,
as
we
like
stakeholder
engagement
activities
that
are
on
their
way.
So
now,
as
I
mentioned,
part
of
the
report
is
going
to
cover
what
we
have
accomplished
so
far.
N
2018
was
the
year
we've
accomplished
the
most.
Since
the
report
was
approved,
all
the
accomplishments
will
be
covered
as
a
part
of
the
report,
but
I'm
going
to
highlight
maybe
a
couple
of
the
relevant
ones
for
this
committee.
We've
installed
a
80
leading
pedestrian
intervals
in
2018
and
those
are
pedestrian
gets
a
head
start
when
they're
crossing
a
signalized
intersections.
N
We
installed
53
senior
safety
zones,
which
are
zones
that
have
heightened
sort
of
level
of
awareness
for
drivers
in
terms
of
speeding
and
attention
to
to
all
pedestrians,
including
seniors,
86,
accessible
pedestrian
signals
installed,
and
we
continue
to
do
that.
Every
year
we
have
a
annual,
so
I
want
sidewalk
inspection
program
that
again
was
completed
this
year,
which
which
the
result
of
the
inspection
is
repairs
to
the
sidewalks,
where
there
are
deficiencies
and
so
I
walk
level.
N
One
of
the
main
aspects
of
vision,
zero
2.0,
is
that
it's
going
to
be
a
lot
more
data-driven,
so
we're
trying
to
really
use
data
to
focus
our
attention
to
try
to
try
to
get
the
biggest
bang
for
the
buck
in
terms
of
reducing
the
number
of
fatalities
in
seniors,
serious
injuries,
I
will
probably
highlight
a
few
components
of
the
data
analysis.
We
were
looking
at
demographics
data,
we're
routing
looking
at
the
types
of
road
users
that
are
that
are
involved
in
serious
injury
and
fatal
collisions.
N
When
you
see
the
term
ksi
and
the
slides,
that's
what
they're
referring
to
killed
and
serious
injury
collisions
as
I
mentioned,
we
have
six
emphasis
areas,
so
we're
delving
it
looking
at
each
of
those
emphasis
areas
and
trying
to
understand
the
trends
within
each
emphasis
area.
They
include
seniors
pedestrians,
cyclists,
school-aged
children,
distracted
driving
and
motorcyclists.
N
We
this
time
around
we're
looking
at
not
only
at
the
age
of
victims
involved
in
serious
injury
and
fatal
collisions,
but
also
age
of
drivers,
in
order
to
inform
our
upcoming
education
campaigns
around
making
sure
people
distracted,
driving,
doesn't
result
in
serious
injuries
and
fatalities,
and
also
looking
at
where
a
lot
of
most
of
the
cases
are
happening.
Finding
we're
finding
that
85
to
90
percent
of
serious
injuries
and
fatalities
on
our
arterial
roads.
N
So
doing
this
curve
analysis
again
in
order
to
be
more
effective
with
our
efforts
and
direct
them
to
where
the
issues
are
so
as
a
part
of
our
data
analysis
I
want
to
share
some
of
our
preliminary
findings
that
are
specific
to
Scarborough,
the
Scarborough
District
as
one
of
the
four
districts
we've
noticed,
that
is
often
over
represented
in
the
number
of
serious
injuries
and
fatalities,
especially
amongst
pedestrians.
So
we
were
tasked
with
looking
at
what
are
the
factors
that
contribute
to
that?
N
So
one
of
the
things
we've
noticed
is
that,
yes,
the
disparities
are
amongst
pedestrians
and
especially
in
mid-block
pedestrian
collisions.
So
when
a
pedestrian
is
trying
to
cross
the
road
where
there's
no
protected
signalized
pedestrian
crossing,
so
looking
into
that
and
trying
to
understand
why
we've-
and
none
of
this
is
probably
to
anyone's
surprise.
But
Scarborough
has
the
longest
length
of
high-speed
arterioles
in
the
city.
Scarborough
has
the
longest
walking
distance
between
safe
signalized
for
that
string,
crossing
opportunities
and
the
longest
length
of
wide
arterioles.
N
So
all
those
factors
contribute
to
mid-block
crossings
becoming
high
risk,
so
mid-block
crossings
happen
all
across
the
city
and
they're,
not
necessarily
a
high
risk
behavior.
But
there
are
circumstances
in
Scarborough
and
in
other
suburban
locations
in
the
city
that
contributed
to
some
of
those
metal
car
things
becoming
high-risk
and
ending
up
in
fatalities
or
serious
injuries.
N
So
we're
trying
to
again
take
a
data-driven
approach
to
understanding
what
those
contributors
are
and
then
addressing
them
which
I'll
cover
in
the
next
slide,
and
the
only
other
point
to
mention
is
that
people
with
physical
disabilities
are
especially
affected
by
this
midcontinent
boat
crossing
issue.
Because
if
it's,
if
it's
hard
for
someone
without
any
physical
disabilities,
to
take
the
extra
walk
to
the
nearest
traffic
signal,
then
it's
even
harder
for
someone
with
disabilities.
N
So,
in
terms
of
some
of
the
key
initiatives,
we've
obviously
noticed
that
speed
is
a
main
contributing
factor
to
a
lot
of
the
fatalities.
So
you
might
have
a
collision,
but
it
doesn't
have
to
end
up
in
a
fatality
or
serious
injury
if
the
speeds
are
not
that
high,
so
we're
paying
special
attention
to
speed
and
coming
up
with
a
speed
management
strategy
which
is
comprised
of
a
number
of
components.
Geometric
roat's
modifications
is
one
of
the
main
components.
We
know
that
that
it's
one
of
the
most
effective
ways
of
encouraging
people
to
drive
slower.
N
That
said,
it's
also
one
of
the
more
expensive
and
more
complicated
ways
of
sort
of
changing
the
road,
and
it
takes
a
lot
of
time,
but
we
want
to
give
more
attention
to
that.
Automated
speed
enforcement
is
something
we
have
we're
working
on,
getting
the
sort
of
the
permissions
from
the
provincial
level
and
being
able
to
roll
them
out
slowly
across
the
city.
High
visibility,
targeted
police
enforcement
is
something
we're
working
with
Toronto
police
as
a
part
of
vision,
zero
2.0
to
be
able
to
sort
of
complement
the
automated
speed
enforcement
program.
N
Speed,
limit
reductions
at
targeted
locations
are
always
one
of
the
tools
in
the
toolbox
and
trying
to
combine
them
with
other
aspects
in
order
to
make
other
components
of
the
speed
management
strategy.
In
order
to
make
sure
they're,
effective
I
mentioned
education
campaigns
so
effective,
broad,
reaching
public
outreach
and
education
and
the
other
component
is
digital
speed.
N
Feedback
science,
also
known
at,
was
known
as
watch
your
speed
signs
that
are
known
and
we've
studied
them,
and
we
know
that
they're
effective
in
reducing
speeds,
their
their
deployment,
is
limited
to
roads
with
lower
number
of
travel
lanes.
Because
you
have
points
you
have
more
than
four
travel
lanes
or
more
than
two
lanes
in
each
direction.
They
can't
pick
out
the
vehicle,
that's
approaching
them,
so
the
information,
the
number
they
show
is
not
as
accurate
and
people
won't
know
what
they're
responding
to
outside
of
speed
management
before
I
go
to
the
next
bullet.
N
Geometric
road
modifications
affect
safety
affect
speed,
but
they
also
in
general.
One
of
the
main
components
of
them
is
that
they
really
reduce
crossing
this
census,
which
again
reduces
the
amount
of
risk
that
a
pedestrian
is
exposed
to,
because
they're
they're
spending
a
lower
amount
of
time
and
distance
on
the
road
exposed
to
live
traffic
which
again
benefits
all
pedestrians,
but
also
those
who
are
more
mobility,
challenged
and
move
slower.
N
We
also
so
I
mentioned.
Mid-Block
crossings
are
going
to
be
a
major
component
of
our
focus,
and
so,
as
a
part
of
that,
we
were
having
a
look
at
our
existing
warrant
systems
for
assessing
a
location
for
a
traffic
signal
for
either
a
pedestrian.
Only
traffic
signal
or
a
signal
lies
intersection
that
provides
the
safe
crossing
for
pedestrians
as
a
part
of
that,
we're
looking
at
components
like
whether
there
is
a
slope
in
order
for
a
pedestrian
like
does
the
pedestrian
have
to
go
uphill
in
order
to
reach
a
safe
crossing.
N
So
that's
one
of
the
many
different
factors
we
were
looking
at
to
justify
why
a
location
might
be
warranted
for
for
an
additional
crossing
additional
pedestrian
headstart
features.
So
that's
the
leading
pedestrian
interval
feature
that
I
mentioned
at
signals
and
we're
gonna
expand
those
extensively
over
the
next
few
years.
Red-Light
cameras
are
being
doubled
by
2020,
which
again
addresses
some
of
the
red
light,
running
issues
and
I
haven't
listed
it
here,
but
as
I
mentioned
a
accessible
pedestrian
signals,
we
we're
gonna
continue
to
roll
them
out.
N
The
only
other
thing
I
wanted
to
mention
is
that
the
vision,
zero
team
will
continue
to
work
with
our
internal
accessibility,
Advisory
Panel
for
transportation
services,
which
is
a
group
where
we
go
to
when
we
have
sort
of
complex
design
issues
that
we
need
to
sort
of
resolve
when
it
comes
to
the
road
operation
and
design.
We
would
also
come
back
to
this
committee
when
we
have
individual
vision,
zero
road
safety,
related
actions
that
we're
trying
to
sort
of
wrap
our
heads
around
and
develop
guidelines
or
designs
or
implementation
plan.
N
So
what
I'm
here
present
to
present
today
is
quite
sort
of
broad,
because
we're
talking
about
the
vision,
zero,
2.0
update
as
a
whole
and
as
we
had
bleep
eyelet
new
things
where
we
introduced
new
concepts
like
the
on
street
bike.
Lane
presentation
that
we
had
previous
to
me.
We
will
be
coming
back
to
this
committee
or
other
venues
to
consult
with
the
accessibility
community
and.
A
C
You
for
your
presentation,
my
question:
it's
specifically
around
the
accessible
pedestrian
signals,
so
those
are
the
buttons
that
you
push
to
get
the
auditory
signal
to
safely
cross.
The
street
I've
noticed
since
they've
been
installed
that
the
volume
varies
based
on
the
geographical
area
or
intersection.
Sometimes
it's
quite
difficult
to
hear
the
signal
to
know
to
cross.
So
when
I'm
with
folks
with
low
vision,
they'll
still
have
to
depend
on
me
to
guide
them
based
on
the
visual
changes
to
the
light,
so
I'm
wondering
if
you
can
explain
why
there
is
that
issue.
I.
J
Sorry
yep
cheetahs
right,
it's,
it
does
respond
to
the
ambient
noise.
So
if
there's
a
really
big
truck
that
goes
by,
for
example,
it'll
change
it,
but
it's
not
always
perfect.
So
I
would
say.
If
there's
recurring
problems
at
certain
intersections
I'll,
let
someone
here
know
or
threw
on
one.
It
sounds
terrible,
but
it
creates
a
ticket
and
then
we'll
send
an
inspector
out
just
to
test
to
make
sure
there's
nothing
wrong
with
the
mechanisms.
G
To
ask
a
question
about
the
the
demographics
piece
of
the
sort
of
collision
data
that
you
collect.
It
sounded
like.
You
were
talking
about
a
few
categories
of
pedestrians
right,
so
you
said
children
seniors,
I,
think
there
were
a
few
other
categories
there,
but
there
were
no.
There
was
no
persons
with
disabilities.
Category
and
I
just
wanted
to
mention
that
and
ask
if
you
could
speak
to
it.
In
particular,
in
light
of
your
comment,
around
people
with
disabilities
being
particularly
impacted
by
the
mid-block
crossing,
so
is
that
something
that
could
be
considered
is?
N
No,
so
it's
definitely
considered
in
every
one
of
our
countermeasures
that
we
look
at
it's.
It
wasn't
identified
as
one
of
the
emphasis
areas,
because
when
we
were
looking
at
the
sort
of
then
the
number
of
KS
eyes,
it's
not
they
didn't
sort
of
you
know
surface
to
the
top,
but
that's
not
to
say
that
it's
not
an
important
sort
of
group
of
users
to
look
at
the
other
thing.
N
The
other
issue
is
sometimes
around
data,
so
the
data
that
we
get
from
Toronto
Police
is
not
at
always
as
sort
of
high
quality,
as
we
would
like
it
in
terms
of
that,
giving
us
the
indication
of
when
a
person
is
involved
in
collision
of
varying
types,
whether
or
not
they
had
a
disability.
In
order
for
us
to
understand
better
how
much
people
with
disabilities
are
overrepresented
or
not
within
our
traffic
collisions,
but
that's
it
even
without
with
the
lack
of
adequate
data.
G
G
Yeah
go
ahead,
you
have
time,
can
can
that
so
you
know
you're,
saying
part
of
the
question
is
or
part
of
the
problem
is
that
you
don't
get
the
data
back
from
the
from
the
police
about
whether
a
person
when
the
disability
was
involved
in
the
collision,
but
your
categories
are
things
like
seniors,
and
you
know
it's
interesting
to
me.
That
seniors
would
be
something
that
you
would
be
collecting
consciously,
but
not
people
with
disabilities
so
again,
I'm
just
wondering
if
that's
something
that
could
be
considered.
Certainly.
N
Sorry
I
forgot
to
include
that
in
my
first
answer:
yes,
so
we're
working
on
a
memorandum
of
understanding
with
Toronto
police
in
order
to
collect
that
kind
of
additional
information,
because,
yes,
seniors,
is
easily
collected
because
of
the
age
of
person
involved.
But
this
factor
isn't
as
well
and-
and
we
have
sort
of
acknowledged
that
it's
a
missing
piece
and
we're
working
with
police
to
report
it
in
incident
points.
F
Okay,
thank
you.
A
couple
of
quick
questions
number
one.
Just
off
of
one
news:
question
about
the
distinction
between
seniors
and
people
with
disabilities.
You
could
have
a
senior
who's,
also
person
with
a
disability
if
they're
using
a
mobility
device,
so
I'm
wondering
you
know
I'm
sort
of
surprised
that
there
is
that
kind
of
a
distinction
being
made,
though,
that
you
would
almost
say
they're,
both
so
I'm
kind
of
curious
about
that.
F
The
other
questions
that
I
was
asking
or
thinking
about
as
well
as
that
there
are
some
intersections
where,
depending
on
the
time
of
day,
it'll
give
a
different
length
of
time
so
say
mid
day,
it'll
be
like
15
seconds
to
cross,
but
during
rush
hour
it's
like
25
and
when
I've
enquired
about
it,
I've
never
been
able
to
find.
Well.
What
time
does
it
start?
F
What
time
does
it
not
start
so
I'm
wondering
if
that
something
that
you've
looked
at
as
well
and
last
but
not
least,
when
you've
looked
at
the
data,
you
make
time
specific
points,
so
there
seem
to
been
a
bit
of
a
spike
starting
in
2012.
So
I'm
just
wondering
if
there
was
something
that
happened
in
2012,
that
sort
of
resulted
in
that
spike
and
are
there
other
factors
such
as
the
change
from
daylight
savings
time
to
standard
time?
Do
you
see
an
extra
spike
when
it's
darker.
N
Okay,
so
to
address
your
first
question,
there
are
definitely
overlaps
between
the
different
emphasis
areas.
So,
for
example,
we
have
a
school-aged
children
and
there's
an
overlap
between
that
and
pedestrians
and
there's
an
overlap
between
the
pedestrian
emphasis
area
and
seniors.
So
weird
is
the
emphasis
there
they're
just
a
way
to
sort
of
direct
our
focus
to
the
different
user
groups.
N
In
terms
of
your
question
about
the
signals,
you
should
be
able
to
get
information
about
when
a
particular
signal
switches,
its
operation
from
one
mode
to
the
other,
and-
and
you
could
request
that
from
the
city
I
could
I
could
give
you
the
contacts
to
reach
out
to.
But
yes,
it's
it's,
it's
a
it's
a
factor
of
when
a
signal
when
rush-hour
traffic
starts
the
the
amount
of
time
each
of
the
directions
is
provided
changes
which
then
results
in
changing
the
amount
of
the
countdown
seconds.
N
That
said,
there's
a
minimum
amount
of
walk
time
and
countdown
time
that's
always
should
be
provided
and
those
are
always
kept
as
it's
based
on
the
pedestrian
crossing
speed.
The
last
question
about
the
spike
to
daylight
savings.
We
absolutely
see
that
every
year
that
that's
around
the
time
of
the
year
when
we
notice
increases
and
knowing
that
well,
the
police
has
a
campaign
and
city
of
Toronto
has
a
campaign
right
before
that,
where
we
go
out
and
try
to
do
an
education
for
both
drivers
and
other
road
users
to
be
mindful
of
one
another.
N
In
terms
of
what
happened,
that
in
2012
that
started
to
spike
with
different
people
are
trying
to
set
its
the
same
question.
One
of
the
one
of
the
possibilities
is
the
sort
of
the
rise
of
sort
of
more
more
opportunities
for
a
driver
to
be
distracted
in
a
vehicle
with
the
use
of
sort
of
technology.
But
that's
just
one
one
of
the
hypotheses
out
there
there's
no
direct
sort
of
results
as
a
part
of
the
research
just.
F
E
N
So
they
involve
things
like
reducing
the
turning
radius,
the
curb
radius
at
a
corner
in
order
to
sort
of
encourage
drivers
to
drive
more
slowly,
but
it
also
provides
more
pedestrian
circulation
space.
It
also
makes
the
crossing
distance
shorter
for
pedestrians,
adding
bump
outs
at
a
at
a
corner
which
again
results
in
shorter
crossing
distances,
adding
bump
outs
mid
block
at
locations
where
you
have
mid
block
pedestrian
crossings,
so
anything
that
involves
physically
modifying
the
design
of
the
road
on
a
bigger
scale.
E
Just
have
a
second
question:
I
actually
used
to
live
in
Scarborough,
so
you're,
absolutely
right.
It's
very
difficult!
You
want
to
get
all
your
seconds
in
when
you
start
crossing
the
road,
because
they're
more
majority
are
four-lane,
at
least
when
I
was
crossing
and
I'm
just
and
I'm,
assuming
that
you
indicated
that
there
was
a
higher
incident
Scarborough
area,
what
would
be
some
of
the
solutions
and
I'm
thinking
relating
to
speed
reduction
specifically
and
how
difficult
is
that
to
obtain
yeah.
N
Which
is
why
we're
sort
of
looking
at
a
multi-pronged
strategy
for
speed,
specifically
on
police
enforcement,
we're
going
to
focus
on
Scarborough.
First,
for
example,
we
are
looking
at
Lane
widths
as
one
of
the
many
sort
of
tools
we
have
in
the
toolbox.
In
terms
of
when
you
modify
Lane
widths
and
make
em
more
so
context
sensitive,
it
does
encourage
drivers
to
drive
slowly
in
general.
N
The
kinds
of
solutions
we
want
to
look
at
are
the
ones
we
know
are
most
effective,
which
are
the
ones
that
naturally
invite
someone
to
drive
slower,
as
opposed
to
just
putting
up
a
speed
limit
reduction
sign
that
is
often
ignored,
especially
if
the
road
is
designed
for
someone
to
drive
fast.
The
speed
limit
sign
is
quite
meaningless
to
them
and
to
anyone.
Yeah.
H
G
I
know
it's
a
talk,
I
know.
Okay,
so
I
would
encourage
the
collection
of
this
data
in
terms
of
people
with
disabilities
and
their
representation
around
these
kinds
of
collisions.
I
think
what
you
heard
from
some
of
the
committee
members
is
that
the
distinction
between
a
senior
and
a
person
with
a
disability
might
be
kind
of
an
artificial
thing
based
on
age.
G
Only
when
actually,
what
you're
talking
about
is
somebody
that
also
uses
a
walker
or
some
kind
of
adaptive
technologies,
which
would
also
make
them
a
person
with
a
disability,
so
I
think
it
would
be
very
I,
think
it
would.
It
would
be
very
helpful
to
collect
that
data
in
part,
because
you
know
when
we're
talking
about
the
safety
of
people
with
disabilities,
and
we
talk
about
it
a
lot
at
this
committee.
We
talk
about
it
in
terms
of
the
sidewalk
snow
clearance.
G
We
talk
about
it
in
terms
of
construction
and
people
with
disabilities
trying
to
get
around,
and
it
becomes
a
very
difficult
story
to
articulate.
We
know
that
people
with
disabilities
are
less
safe
on
our
roads,
but
it
becomes
very
difficult
to
articulate
that
without
data
and
so
I
think
you
know
in
terms
of
encouraging
you
to
pursue
this
memorandum
that
you're
pursuing
with
the
police.
F
Was
just
gonna
say
just
as
a
follow-up
to
I
said
earlier:
several
jurisdictions
such
as
British,
Columbia
and
Washington
State
and
Oregon
and
California
are
actually
considering
eliminating
daylight
savings
times.
Just
because
of
that
very
issue
of
the
spike
in
collisions.
Don't
know
if
that's
part
of
the
mandate,
but
you
know
based
on
what
you're
saying
data-driven.
That
might
be
something
that
could
be
considered
as
a
possible
solution.
A
A
A
I
want
to
make
sure
that
we
can
actually
give
full
consideration
to
the
world
of
automated
vehicles,
so
I'm
going
to
move
that
we
defer
item
di
1.7
accessibility,
feedback
on
preparing
the
City
of
Toronto
for
automated
vehicles
to
the
next
meeting
of
TAC
and
to
have
that
item
heard
at
the
very
beginning
of
the
agenda,
all
those
in
favor
of
the
deferral
any
opposed
that
carries
and
Ryan.
Thank
you
very
much
for
your
patience.
You've
been
wonderful.
You
got
a
flavor
of
what
we're
about
we'll,
see
you
and
look
forward
to
your
presentation.
A
Just
by
way
of
just
a
little
bit
of
housekeeping
live
asked
me
a
question
at
the
beginning
of
the
meeting
about
whether
or
not
the
City
of
Toronto
is
intending
to
declare
an
autism
awareness
month.
The
answer
from
Barbara
Sullivan
from
the
protocol
office
is
no.
There
was
a
request
from
community
organizations
to
declare
Autism
Awareness
Day.
So
we've
done
that,
but
I
recognize
that
that
is
a
that
is
still
an
event
out
there.
We
could
possibly-
and
the
mayor
did
sign
a
proclamation
to
that
effect
to
the
Autism
Awareness
Day.
We
could.
A
A
B
The
distinction
is
actually
between
Autism
Awareness,
Day
and
autism
acceptance
month
at
the
acceptance
month.
Is
it
comes
from
within
the
community
from
advocates
who
are
actually
autistic
rather
than
from
community
organizations
that
support
people
with
autism?
It's
it's
a
just
a
distinction
there.
So
that
was
the
question
whether
there
would
be
any
so
that
can
be
taken
back
to
the
community.
But
that's
that
was
the
distinction
there
to
sort
of
related,
but
different
responses.
A
But
there
is
nothing
officially
left
on
the
calendar
for
that
and
a
little
bit
of
housekeeping
Michael
I
understand
it's
your
birthday.
Is
that
true?
Thank
you,
Michael
for
spending
your
birthday
with
us,
and
we
salute
you
and
happy
birthday
from
tack
that
brings
us
to
the
end
of
this
meeting.
Thank
you
very
much.
Your
contributions
were
incredibly
valuable,
very
helpful.
Each
and
every
single
one
of
you
provided
some
very
good
feedback,
and
we
will
look
forward
to
seeing
you
at
the
next
meeting.
Okay
meeting
adjourned.
A
I
just
want
to
also
sorry
folks,
if
I
can
just
have
your
attention
one
more
time.
I
recognize
that
the
chatter,
if
I,
can
just
have
your
attention.
Sorry,
the
the
meeting
is
pretty
much
over,
but
I
do
I.
Please
forgive
me
I
forgot
to
say
thank
you
again
to
Marlene
Finnegan,
who
a
fantastic
job
of
captioning,
but
also
Victoria
for
for
taking
good
care
of
us.
Thank
you.