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Description
Agenda and background material: http://app.toronto.ca/tmmis/decisionBodyProfile.do?function=doPrepare&meetingId=10071
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A
Good
morning,
everyone
we're
going
to
begin
the
disabilities
access
and
inclusion
Advisory
Committee
meeting
I
want
to
welcome
everyone
back
to
your
City
Hall.
We
have
a
very
light
agenda
and
that's
probably
because
the
previous
few
meetings
we
had
somewhere
between
12
and
14
items
on
there,
this
one
is
actually
much
lighter
before
I
begin.
A
The
meeting
can
I
ask
if
there's
any
declarations
under
the
municipal
conflict
of
interest,
Act,
seeing
none
great
and
can
I
have
there's
a
there's,
a
need
to
confirm
the
minutes
from
our
last
meeting
on
September
29th,
someone
who
is
actually
in
attendance
of
that
meeting.
If
you
can
see
a
raise
of
hands,
thank
you
very
much.
Stephanie
move
to
adopt
and
so
adopted.
We
have
the
order
paper
with
with
with
particularly
two
items.
The
second
one
is
actually
very
important:
the
Charles
Street
Complete
Streets,
which
will
see
a
presentation
from
staff.
A
The
first
item
is
actually
the
chairs
report,
so
I'm
just
gonna
ask
someone
to
adopt
the
agenda
before
us
and
yeah.
Okay,
so
I
can
pretty
much
share
with
you.
Since
our
last
meeting,
we've
had
a
fairly
I'm
in
many
ways.
Why
I
think
I
can
share?
Is
that
we've
had
a
good
number
of
conversations
take
place?
Number
one
is
Nicole
Kearney,
as
many
of
you
know
has
now
joined
us
as
our
advisor
and
and
she's
done
a
great
job
and
I'll
tell
you
how
how
on
the
ground
and
running
and
how
hard
she
hit.
A
The
pavement
we
held
the
first
equity
summit
on
accessibility
as
a
V
Esther
day,
and
we
had
about
a
hundred
and
fifty
senior
HR
staff
and
managers
attend
this
training
and
I
can
share
that.
It
was
a
very
enthusiastic
crowd.
I
think
that
he
valued
the
content
that
we
provided,
and
that
was
all
Nicole's
work.
So
last
meeting
I
introduced
her
the
follow-up
action
that
she
did
was
that
she
actually
helped
convene
and
organize
the
first-ever
equity
summit.
A
The
City
of
Toronto,
and
what
we
wanted
to
do
is
actually
provide
information
with
our
city
staff
so
when
they
go
and
recruit
and
try
to
hire
people
for
the
trial
public
service,
they
did
so
with
a
big,
wide
equity
lens
to
try
to
recruit
the
best
talent,
including
talent,
from
people
who
are
living
with
disability.
So
the
mayor
attended,
he
made
opening
remarks.
I
think
that
they
were
also
extremely
well
received
and
and
I
would
want
to
thank
meritorious
oddly
seen
not
here
today,
but
when
he
was
elected
just
about
a
year
ago.
A
A
Jeffrey
Preston,
who
is
a
professor
at
Fanshawe
College,
and
he
talked
about
the
the
mythology
around
disabilities
and
he
broke
it
down
for
us
in
terms
of
the
arc
types.
I
think
he
was
very
funny
and
engaging,
but
really
it
was
about
asking
for
attitudinal
shifts
and
that
sometimes
attitudes
are
the
biggest
barriers
that
that
that
are
faced
by
people
with
disabilities.
A
There
was
also
presentations
and
from
employees
some
employees
with
disabilities
talking
about
things
that
they
needed
from
their
employers
on
how
they
can
be
accommodated
in
the
workplace
and
what
to
ask
what
not
to
ask
how
to
move
about
that.
There
was
also
some
great
presentations
from
private
sector
companies
such
as
Bell
Canada,
Iron
Mountain,
as
well
as
Ontario
College
of
Art
and
Design
University
and
March
of
Dimes,
and
I
am
talking
about
the
things
that
they're
doing
in
their
sector
to
to
create
a
workplace
that
is
inclusive
and
I.
A
Think
at
the
end
of
the
day,
that
was
probably
one
of
the
the
key
learnings
is
that
by
including
everyone
we
will
automatically
not
necessarily
right
away,
but
will
work
towards
a
diverse
workforce.
So
you
actually
have
companies
who
understand
that
a
business
will
be
profitable
and
successful
by
ensuring
that
their
their
workers
reflect
the
population
that
they
serve,
and
so
that
was
yesterday's
conference
and
and
I
think
that
the
the
managers
and
HR
consultants
who
work
at
the
city
will
be
given
a
survey.
A
Their
survey
results
will
probably
reflect
what
I
think
I
observed
yesterday,
which
is
that
there
was
a
real
desire
and
desire
to
learn
more
I
know
that
we
certainly
piqued
their
interests
and
and
I
heard
back
from
a
number
of
HR
staff,
in
particular,
very
grateful
having
received
that
information
and
so
I
think
it
was
very.
It
was
very
successful.
A
So
again,
my
thanks
to
Nicole
and
ooze
my
secure,
who
is
the
manager
of
access,
equity
and
human
rights
through
the
city
manager's
office
for
putting
together
that's
very
successful,
symposium,
and
so
that
concludes
my
chairs
report.
Can
I?
Have
someone
moved
to
adopted
or
I
should
move
it
myself?
Oh
sorry
to
receive
it,
Thank
You,
Terri,
Lynn,
wonderful!
So
we're
moving
on
to
our
second
item
and
that's
Toronto
Complete
Streets.
We
actually
have
Adam
popper
from
the
transportation
service
department.
B
A
A
B
B
You,
yes,
you
on
the
title
slide
is
a
photograph
of
Queens
key,
which
has
many
zones
in
it
for
pedestrians,
there's
public
space
for
seating
trees
to
a
bike
lane
and
transit,
as
well
as
an
urban
scene.
In
the
background,
the
presentation
outline
is
in
three
parts:
an
introduction
to
what
is
complete
streets,
a
new
approach
and
making
decisions.
B
So
what
are
complete
streets?
Complete
streets
are
designed
with
all
users
in
mind:
pedestrians,
including
those
with
disabilities,
cyclists,
transit
users,
motorists
and
street
trees.
The
primary
goal
is
to
build
a
city
with
streets
and
spaces
that
support
the
surrounding
community
and
we're
all
users
and
users
have
a
well-functioning
network
so
that
people
can
travel
easily
and
safely
with
their
mode
of
choice.
The
term
Complete
Streets
means
both
a
process
and
a
product.
The
process
refers
to
the
steps
and
decisions
that
lead
to
a
specific
street
or
intersection
design.
B
The
product
is
the
on-the-ground
result
of
this
process
and
the
street
designs
that
are
used
in
our
local
communities.
Complete
Streets
are
easiest
to
understand
as
a
product.
This
guide
that
we're
creating
will
focus
on
creating
the
appropriate
process
that
will
lead
to
complete
Street
products
or
streets
which
may
look
very
different
from
one
another,
depending
on
their
context.
You
may
have
heard
of
names
similar
to
Complete
Streets
such
as
livable
streets
or
living
streets,
context,
sensitive
streets,
multimodal
streets.
These
are
all
essentially
the
same.
B
They
point
to
the
same
idea:
creating
streets
and
spaces
that
balance
the
needs
of
a
range
of
transportation
users
and
support
the
surrounding
community
Complete
Streets
are
not
a
specific
design
prescription,
a
mandate
for
an
immediate
retrofit
of
all
city
streets
or
a
silver
bullet
for
all
of
transportation
issues,
but
they
have
many
benefits.
The
primary
benefits
of
Complete
Streets
are
improved
safety
and
expanded
mobility
options.
B
B
Complete
Streets
require
coordination
throughout
the
process
to
ensure
that
they
are
delivered
in
in
a
complete
way,
and
that
means,
through
the
planning
and
project
definition
stages
through
scoping
design,
construction
measurement
and
maintenance
ongoing
in
2013.
We
came
to
the
previous
version
of
this
committee
and
received
feedback
as
we
set
up
the
this
project.
B
This
slide
is
a
quick
summary
of
what
this
committee
said,
so
that
we
can
continue
this
conversation
based
on
on
that
one.
So
on
September,
26,
pedestrian
projects,
unit
and
transportation
services
presented
to
the
disability
issues
committee
on
developing
a
Toronto,
Complete
Streets
guidelines
and
shared
the
latest
council
direction,
which
was
to
report
back
on
an
approach
to
creating
the
guidelines,
giving
examples
of
various
other
guides
from
cities
in
North
America
and
an
overview
of
the
project,
stakeholders
and
work
plan.
B
Pedestrians
and
people
with
disabilities
prioritized
above
other
users
and
would
like
to
be
informed
about
the
process
through
a
report
back
during
development,
which
is
why
we're
here
today,
various
other
feedback
relating
to
specific
street
elements,
including
construction
work
zones,
sidewalks
obstructions
parking,
accommodation,
wheel,
trans
and
drop-offs,
which
we've
included
in
the
development
of
the
detailed
aspects
of
the
guide.
So
who's
involved
in
complete
streets
streets
are
complex
and
they
require
the
cooperation
and
coordination
of
many
public
and
private
agencies
and
stakeholders.
B
What's
on
the
screen,
now
is
a
photograph,
or
rather
a
designed
image
that
includes
all
of
the
different
divisions
and
agencies
that
have
a
role
to
play
in
our
streets.
So
transportation
services
is
just
one
among
many
everyone
from
the
TTC
to
Toronto,
Public,
Health,
Toronto,
Police,
Services,
City,
Planning,
Fire,
Services,
solid
waste
management,
economic
development
and
culture
parks,
forestry
and
recreation,
etc,
etc.
There
are
so
many
different
perspectives
on
streets
and
to
create
a
Complete
Streets.
We
need
to
consider
all
of
these
different
perspectives.
B
Then
that's
just
the
internal
divisions
that
need
to
be
coordinated.
There's,
of
course,
external
stakeholders
who
are
involved
in
this
project,
creating
it,
but
also
individual
Street
projects,
as
they're
designed.
So
council
gave
us
direction
in
2013
to
develop
the
Complete
Streets
guidelines
and
in
coordination
to
develop
the
Green
Streets
technical
guidelines
which
are
concurrently
being
prepared
and
will
relate
to
Complete
Streets.
B
E
You
Adam,
so
one
of
the
questions
that
had
been
posed
or
one
of
the
responses
and
from
the
2013
meeting
with
the
previous
incarnation
of
this
committee,
was
that
safety
be
a
primary
objective
and
that
is
very
much
the
primary
objective
for
Complete
Streets
that
safety,
above
all,
others,
is
what
we're
wanting
to
achieve
behind.
This
is
that
some
users
are
better
protected
than
others,
and
that's.
Those
with
soft
bodies
are
the
most
vulnerable,
and
that
includes
everyone
who's,
not
in
a
steel
cage.
That's
really
what
this
is
about.
E
So
how
can
we
make
our
streets
safe
for
those
who
are
walking
biking
and
moving
about
in
the
streets
and
so
that
they
can
have
access
to
the
different
ways
of
moving
about?
So
the
guide
itself
is
a
holistic
approach
for
how
we
design
streets.
It's
not
just
about
movement,
it
is
about
all
aspects
of
of
street
design.
E
The
guiding
principles
that
have
been
developed
for
this
guide
have
happened
over
a
number
of
months
through
a
great
deal
of
consultation,
both
with
external
stakeholders.
There
is
a
stakeholder
advisory
committee
on
which
there
are
members
of
this
committee
who
sit
on
that
as
well
as
internal
engagement
and
public
engagement,
and
the
three
basic
categories
of
principles
are
organized
as
streets
for
people
streets.
E
This
place
and
streets
for
Prosperity,
improve
safety
and
accessibility
is
the
primary
principle
giving
and,
and
then
under
this
same
category
of
streets
for
people
there
is
give
people
mobility
choices,
making
connected
networks,
promote
healthy
and
active
living
under
streets
as
places.
This
is
where
we
start
referring
to
beauty,
so
beautiful
and
vibrant
public
spaces
responding
to
local
area
context,
so
that
a
street
design
in
one
part
of
the
city
doesn't
necessarily
need
to
be
the
same
as
a
street
in
another
improve
environmental
sustainability
under
streets
for
Prosperity.
E
There
should
be
clear
intentions
of
what
you
are
wanting
to
achieve
in
street
design,
that
they
include
a
process
for
review
and
compliance
to
ensure
that
you
are
meeting
completeness
that
you're,
not
starting
from
scratch,
that
you
are
wanting
to
tailor
your
street
design
process
to
the
existing
processes
that
your
municipality
has
you
rarely
revisit
outdated
policies
guides
and
practices.
You
want
to
take
that
next
step
and
improve
upon
what
you're
currently
doing
this,
as
Adam
had
pointed
out,
is
not
a
prescription,
but
it
helps
with
decision
making.
E
So
it
defines
particular
points
and
outcomes
to
help
you
make
decisions,
but
it
won't
be
telling
you
exactly
what
to
do.
It
will
help
you
think
differently
about
how
to
get
there.
It's
written
by
practitioners,
those
who
are
involved
in
Street
design
for
those
who
are
going
to
use
it,
who
are
Street
designers.
E
It
just
doesn't
stop
after
design
you're
wanting
to
do
research,
experiment,
collect
data
and
then
you
to
see
how
you
succeed
and
learn
from
your
own
lessons.
There's
training
for
staff.
There's
public
outreach
there
pilot
projects
and
there
updates.
So
this
is
a
living
document
and
it
moves
beyond
the
traditional
planner
and
engineer
relationship.
It
understands
that
streets
are
not
highway,
so
we
need
to
design
our
streets
in
a
different
way,
they're
graphically
rich
but
augmented
by
text,
and
they
know
the
audience
and
the
type
of
document
up
front.
E
So
the
guide
as
it's
in
a
draft
form
or
developing
a
draft
right
now
the
table
of
contents
is
organized
under
seven
sections.
There's
an
introduction,
then
there's
a
chapter
referring
to
the
visions
and
goals
of
Complete
Streets
talks
about
street
types
and
we'll
touch
on
this
in
just
a
moment
describes
the
steps
to
designing
streets
and
then
there's
design
guidance
by
the
different
sections
of
a
street.
E
E
The
guide
itself
will
apply
to
all
Street
projects
in
the
city
and
there's
a
wide
range.
The
the
image
on
the
screen
right
now
lists
15
different
types
of
Street
projects
in
the
city.
It's
just
not
full
reconstruction,
but
it
could
be
resurfacing.
It
could
be
water
main
projects,
it
could
be
utility
cut,
rehabilitations
all
the
way
down
to
environmental
assessments
or
Avenue
studies.
But
the
reason
for
this
is
that
every
street
project
provides
an
opportunity
to
ask
the
question:
how
complete
is
this
Street?
Can
we
improve
upon
that
so
every
single
project,
however?
E
It
won't
make
new
projects
or
change
approved
projects.
So
if
a
project
has
already
received
funding
and
council
direction
to
move
forward,
you
won't
retro
actively
look
or
go
through
the
process
of
Complete
Streets.
So
this
was
a
big
question
that
the
public
we're
asking,
as
well
as
the
local
politicians,
about
projects
that
they
had
already
underway.
E
The
guide
will
help
in
making
decisions.
Now
there
are
really
two
situations
in
which
the
guide
can
help.
What
do
you
do
when
everyone
gets
their
own
space
in
a
street
in
the
ideal
condition
where
you
have
your
broad
sidewalks?
You
have
your
street
tree-planting
dedicated
transit
lanes.
Everyone
gets
their
own
thing,
but
often
what
happens
in
pretty
much
every
municipality
certainly
Toronto
is
in
that
category
is
that
we
have
limited
space.
E
So
what
do
you
do
when
you
only
have
half
as
much
space
as
you
really
would
like
to
have
so
they're
hard
decisions
that
need
to
be
made
about
how
to
make
that
work,
and
the
images
that
on
the
previous
slide
and
the
current
slide
just
show
that
you
can't
fit
everything
into
the
space
you
have
all
the
time.
So
how
do
you
make
that
choice,
and
this
is
what
this
guide
will
help
to
to
do?
E
The
second
part
is
the
new
approach
to
street
design.
So
how
are
we
changing
the
way
we
think
about
streets
as
we
go
through
the
street
planning
and
design
process,
the
traditional
way
of
thinking
about
street
design
or
networks?
It's
similar
to
that
of
plumbing
that
you
have
a
big
pipe,
a
medium
pipe
in
a
small
pipe.
You
have
your
arterioles,
your
collectors,
your
local
streets,
but
that
is
not.
Those
are
not
streets.
That
is
not
street
design.
E
The
the
slide
that
we
have
up
now
shows
the
perfect
idealistic
approach
or
result
of
the
thinking
of
highways
wide
open
within
green
space.
No
other
cars
around
you're
moving
through
it
quite
nicely.
That's
the
big
pipe,
but
as
you
get
more
and
more
users
and
on
this
slide
we're
showing
freeway
condition
full
of
cars
very
congested
still
flowing,
but
there
are
more
and
more
vehicles
on
it.
So
more
and
more
people
using
that
space,
but
only
in
one
way
of
moving
and
that's
in
motor
vehicles.
E
When
it
gets
really
congested,
then
people
start
getting
angry
and
it
starts
getting
tempers
flaring
and
we
we
know
what
the
result
is
that
when
we
focus
on
one
way
of
moving
providing
for
one
way
of
moving
about,
then
this
can
lead
to
difficult
situations.
So
this
image
just
shows
a
very
congested
urban
street,
not
a
freeway,
but
an
urban
street
within
a
city.
E
This
slide
is
showing
the
chaos
that
does
happen
sometimes
on
our
streets.
What
we're
wanting
to
do
is
change
the
way
we
think
about
this.
A
new
approach
to
street
design
behind
this
is
that
there's
a
fundamental
difference
between
what
is
a
road
and
what
is
a
street.
A
road
provides
connections
between
places.
A
street
is
a
place.
The
two
images
on
on
the
screen
just
illustrate
that
difference
between
a
road
with
no
sidewalks
and
then
a
street
on
which
people
live
streets
are
both
places.
E
You
want
to
go
to
and
places
that
you
move
through
and
they
serve
both
of
those
roles.
The
images
on
the
screen
simply
show
st.
George,
which
is
a
place
on
the
University
of
Toronto
campus
that
you
want
to
go
to
on
the
other
side
of
the
image
is
lakeshore
Boulevard,
which
is
a
street,
but
it's
not
a
place
in
the
same
way.
It's
a
place
that
you
move
through
the
model
for
how
we
are
changing.
E
Our
thinking
is
best
described
by
what
we
call
the
link
and
place
model
and
that
deals
with
the
dual
function
of
streets.
It's
not
simply
as
a
link
as
a
way
of
connecting
but
its
place
as
well.
So
the
image
on
the
screen
is
of
the
matrix
or
bingo
card
that
shows
the
different
variation
in
the
status
that
a
street
may
hold,
as
both
its
link
or
its
transportation
function
and
there's
a
range
from
1
to
4
or
it's
place
status.
So
how
high
a
place
is
this?
E
Place
is
best
described
as
the
context
that
the
street
is
within.
What
are
the
land
uses
around
that
street?
What
are
is
the
built
form?
What
do
you
want
this
street
to
be?
You
can
think
of
it
of
what
it
is
currently
or
what
you
would
like
it
to
be.
What
does
that
Street
aspire
to
the
link
status
is
described
as
the
transportation
function
and
that
can
be
informed
by
the
volume
of
users,
the
intensity
of
users
or
the
priorities
that
you're
wanting
that
street
to
satisfy.
So
the
result
of
this
model
is
context.
E
E
E
Those
are
descriptions
of
only
their
transportation
function,
but
when
we
start
thinking
of
streets
from
both
the
transportation
role
and
it's
context,
the
context
that
it
serves,
we
get
a
far
more
robust
range
of
street
types.
So
those
are
specific
to
different
parts
of
the
city.
We
have
defined
15
different
street
types
for
Toronto,
which
is
a
great
expansion
over
the
five
that
you
have
when
you
think
of
only
the
transportation
role.
E
An
example
of
a
project
that
recently
worked
on
with
with
the
city
in
North
York
is
Dufferin
Street.
The
image
on
the
screen
is
of
Dufferin
Street
in
the
1950s,
which
doesn't
seem
that
long
ago,
but
the
image
is
effectively
showing
Dufferin
as
a
agricultural
street
with
no
development
around
it.
No
shoulders
no
sidewalks,
and
this
is
what
it
was
in
its
in
the
past.
So
when
you
were
thinking
of
Dufferin
Street
in
the
1950's,
its
role
was
as
a
link.
It
was
moving
cars,
it
wasn't
a
place
yet.
E
E
It's
not
serving
the
context,
so
the
project
that
we
did
with
the
city
was
to
think
of
Dufferin
as
a
place
and
a
link,
so
the
image
above
or
on
the
screen
right
now
is
showing
the
redevelopment
of
Dufferin
Street
from
the
type
of
place
it
is
now
which
is
very
car
oriented
retail
to
a
mixed-use
community
where
the
public
realm
and
the
street
design
accommodates
all
users.
In
a
more
broad
and
complete
way,
the
15
Street
types
that
we've
defined
for
the
City
of
Toronto
and
I'll
go
through.
These
quickly
are
on
the
screen.
E
Right
now
there
are
civic
streets
like
University,
Avenue
or
Queens
Key,
those
special
streets
in
the
city
that
have
a
very
high
place
status
in
our
idea
of
this,
their
main
streets
and
their
different
types
of
Main
streets,
those
that
are
in
the
downtown
or
the
core
and
the
various
centers
that
we
have.
And
then
there
are
the
avenues
and
the
neighbourhood
Main
streets.
We
have
connectors
that
have
different
character,
mixed-use
and
residential.
We
have
different
kinds
of
residential
streets.
Not
all
of
them
are
the
same.
E
The
the
two
images
that
I
have
up
on
screen
or
over
the
next
couple
of
slides
are
just
samples
of
the
different
types
of
streets
as
we
see
them,
so
we
have
shared
streets.
Those
are
similar
to
Market
Street
down
by
st.
Lawrence
Market,
where
all
of
the
the
design
of
the
street
is
so
that
all
users
are
traveling
at
the
same
speed.
So
it's
shared
with
all
users.
E
Another
example
on
this
slide
is
of
a
residential
street,
similar
to
many
of
the
neighborhoods
that
we
have
within
the
core
in
the
center's,
where
we
have
vehicles
and
bike
lanes
and
sidewalks,
but
showing
other
opportunities
for
improving
stormwater
management
as
well,
and
then
we
have
on
this
slide
the
main
streets
which
we
know
so
well
in
Toronto.
So
the
example
shown
on
the
screen
right
now
shows
what
could
be
a
complete
Main
Street.
E
E
So
there
are
a
series
of
key
considerations
that
we
must
think
about,
and
this
is
part
of
the
changing
approach,
how
we
think
about
street
design,
and
this
helps
to
establish
the
priorities
and
the
decision
making
first
and
foremost
again,
is
safety.
So
prioritizing
the
most
vulnerable
users
on
the
street
will
be
dealing
with
speed,
exposure
risk
and
predictability.
These
are
all
components
of
street
design
and
then
self
regulating
design.
E
One
of
the
the
terms
that
we
use
in
street
design
and
planning
overall
is
that,
if
you
need
a
sign,
that's
often
a
failure
or
an
admission
that
you
haven't
done
the
design
properly.
Yet
people
should
be
able
to
self-regulate
and
understand
how
they're
moving
through
an
environment
without
the
need
of
too
much
signage
and
control.
E
The
second
thing
to
consider
our
networks
and
providing
networks
to
support
a
wide,
the
widest
range
of
ways
of
moving
about.
So
providing
choice,
so
it's
not
just
about
moving
as
a
car
or
I'm
just
moving
on
foot,
but
having
a
choice
for
how
you
will
move
through
a
city
and
then
the
prioritization
of
modes.
So
some
streets
will
be
transit
priority
streets.
Some
will
have
bike
priority.
E
E
E
The
Complete
Streets
approach
looks
from
the
buildings
in
so
that's.
The
context-sensitive
way
of
looking
at
street
design
will
be
considering
sustainability
and
that's
dealing
with
street
trees
and
stormwater
management.
Then,
as
always,
we
need
to
consider
the
lifecycle,
considerations
of
maintenance
and
seasonality.
So
how
do
you
design
a
street
to
function
through
winter
summer,
spring
and
fall?
E
E
The
second
section
is
on
roadway
design
intersections
and
under
intersections,
as
we
all
know
that
this
is
the
trickiest
part
of
a
street
safety
issues,
user
experience
in
crosswalks,
a
section
on
materials,
so
the
robustness
of
materials.
What
are
the
surface
materials
and
paint
and
then
operations
so
pedestrian
signals.
So
the
crossing
of
the
intersections.
E
E
Oversight
and
compliance
is
very
important
in
complete
image
in
achieving
Complete
Streets.
So
you
want
to
ensure
come-up
compliance
with
the
guide.
You
want
to
have
transparent
decision-making.
You
want
to
know
and
have
a
mechanism
for
measuring
and
reporting
or
recording
how
decisions
are
made.
So
that's
something
that
everyone
can
understand.
You
want
to
have
the
decisions
that
are
made
in
projects
that
are
successful
or
not
to
inform
future
projects.
E
So
have
this
feedback
loop
to
learn
from
your
own
experiences,
and
you
want
to
base
your
you
want
to
have
expectations
that
are
based
on
performance,
so
this
last
section
of
the
document
dealing
with
performance
measures.
It
will
outline
exactly
what
are
you
trying
to
achieve
with
your
street
design?
So
you
can
measure
that
and
see
how
successful
you
are,
and
that
is
the
conclusion
of
our
presentation.
Thank
you.
A
A
F
Thank
you.
It's
an
honor
to
be
here
again
I'm
here,
to
ask
the
the
committee's
consideration
and
requesting
Adam
and
the
complete
streets
folks
to
consider
some
concerns
that
I'm
identifying
and
perhaps
add
those
20
concerns
that
you
might
have
I
think
this
is
going
to
be
a
good
outcome.
I
have
a
huge
amount
of
confidence
in
Fiona
and
Adam,
and
what
I'm
suggesting
is?
How
can
we
get
her
from
from
good
to
great
I've
reviewed
the
presentation?
F
My
main
concern
came
was
what
I'm
seeing
examples:
Complete
Streets
in
particular
Queens
Key
I,
say
to
myself.
If
this
is
what
is
going
to
be
in
the
future,
then
I
have
great
concern.
For
example,
on
Queens
Key
and
I
heard
a
bit
about
self
regulating
which
says:
if
it's
a
good
design,
you
don't
need
signs.
What
we're
looking
at
again
is
a
crosswalk
that
gets,
but
us
treating
safely
across
the
transit
and
vehicle
lanes.
F
Then
ends
and
it
leaves
them
at
a
dotted
white
line
and
paving,
and
that
is
the
bike
lane,
so
there's
nothing
to
get
pedestrians
safely
across
the
bike
lane
that
I
can
see
for
that.
For
the
cyclists,
what
they
see
is
something
called
watch
for.
Pedestrians
and
I
have
to
say,
I,
don't
know
what
that
means.
I
understand,
stop
I,
understand,
yield,
I,
don't
understand.
Watch
another
example
on
Khomeini's
key
is
the
fact
that
there
isn't
as
great
separation
between
the
bike
lane
and
the
pedestrian
area.
F
So
once
again,
you
know
what
it's
showing
is
a
broad
area
with
a
very
inviting
bike
lane
that
has
a
nice
smooth
surface
and
it's
paved
and
it
looks
great
and
it
naturally
attracts
pedestrians.
The
only
thing
separating
pedestrians
from
that
is
a
small
depression
in
the
paved
surface.
Otherwise
it
looks
like
a
big
highway.
Quite
frankly,
pedestrians
wander
over
into
harm's
way.
Cyclists
are
very
tempted
to
sidewalk
cycle
across
similarity
at
the
end
of
the
trail.
F
There
is
something
that
says:
dismount
and
the
only
thing
predicting
pedestrians
when
they
come
across
the
vehicle
in
transit
lanes
is
that
cyclists
will
dismount
and
allow
the
pedestrians
to
get
across
to
the
sidewalk.
The
picture
I'm
showing
in
has
two
cyclists
speeding
past
the
dismount
sign
speeding
past
a
a
pedestrian.
F
Those
are
my
concerns
now,
the
other
one
is
with
in
the
presentation.
Sidewalk
level
bike
lanes
are
shown
as
being
kind
of
a
standard
approach
and,
as
we
saw
at
the
presentation
last
week,
I
don't
I'm,
not
convinced,
that's
a
good
thing
I'm,
showing
here
in
the
picture
on
Sherbourne
Street
south,
where
you've
got
the
bike
lanes
at
sidewalk
level
and
there's
a
pedestrian
walking
right.
F
So
what
do
we
do?
What
I'm
suggesting
is
a
number
of
things
that
I
would
like
the
project
to
consider
to
take
this
from
good
to
great,
especially
from
pedestrian
perspective
in
the
guiding
principles
and
the
45
seconds.
I
have
left
three
things:
pedestrian
safety
takes
precedence
over
all
other
forms
of
transportation.
It's
been
approved
by
council.
It's
a
guiding
principle
of
the
Toronto
walking
strategy.
This
committee
has
asked
for
it
to
be
explicit.
It
should
be
a
guiding
principle,
.
road
design,
minimize
the
potential
for
negative
interactions.
F
Just
designed
in
such
a
way
that
is
hard
for
people
to
put
themselves
into
harm's
way.
Third,
one
sidewalks
are,
first
and
foremost
for
the
safe,
convenient
passage
of
pedestrians
in
the
goals
of
the
project.
There
are
a
bunch
of
things
that
are
being
considered.
I,
don't
want
to
see
safe,
convenient
passage
of
pedestrians
on
sidewalks.
Being
a
trade-off
item
is
that
it
they're
gonna
continue
for
these
well.
A
F
Right
so
what
I've
got
here
is
seven
items,
three
guiding
principles,
three
standards
and
a
priority
I
believe
that
I
suggest
that
inclusion
of
these
items
are
consideration
of
these
items,
as
part
of
the
project
is
very
important,
is
in
fact
crucial
to
ensure
that
we
don't
end
up
with
the
things
I
showed
in
the
slides.
We
end
up
with
streets
that
meet
the
needs
of
all
citizens,
especially
pedestrians.
F
G
Know
that
we've
given
Gordon
five
minutes
but
I
like
to
hear,
was
there
any
other
recommendations
or
suggestions
that
he
has
that
he
because
of
time,
because
we
only
have
one
item
today
and
it's
not
it's
not
like
we're
really
pressed
for
time.
So
is
there
anything
else
that
Gord
you
like
to
recommend
that
was
not
brought
up
yet
you
know
a
few
more
minutes
me.
It
doesn't
make
a
big
difference.
Yeah.
A
A
F
Yes,
I
would
be
delighted
to
could
to
explain
the
other
recommendations,
so,
in
addition
to
pedestrian
safety,
taking
precedence
over
all
road
designed
to
minimize
potential
for
negative
action,
there's
lots
of
good
examples
of
that
sidewalks
being
first
informed
with
about
Transportation
with
the
patios
and
other
items
being
secondary.
One
of
the
standards
that
I
feel
is
very
important
is
use
of
passive
pedestrian
designs.
In
the
past,
pedestrians
have
been
able
to
count
on
a
curb
to
separate
them
from
the
safety
of
the
sidewalk
and
all
traffic.
F
That
line
seems
to
be
getting
blurred
now,
whereas
in
order
to
provide
protected
bike
lanes,
the
curb
is
being
moved
out
to
include
the
bike
lane
and
we've
seen
that
on
Queens
Key
we've
seen
that
on
the
proposed
Eglinton
crosstown.
As
soon
as
you
do
that
you
lose
a
very
simple
passive
guidance
bit
of
guidance
that
a
pedestrian
is
about
to
step
or
roll
into
harm's
way.
The
second
passive
thing
we
have
is
a
crosswalk
that
gets
us
across
all
traffic.
Again
it
used
to
be
that
you
could
step
safely
from
one
sidewalk.
F
You
had
you
have
a
zebra
crossing.
You
have
a
walk,
don't
walk,
you've
got
big
red
and
green
traffic
lights.
That
tell
you
who
goes
where
it
gets
you
safely
across
all
the
traffic
in
recent
installations,
and
there
are
many
of
them.
Queen's
key
is
one
of
them.
It
only
gets
you
as
far
as
the
bike
lanes.
Then
you
need
to
figure
out
what
to
do.
F
You
should
be
able
to
my
opinion
to
safely
reach
the
sidewalk
on
the
other
side
having
a
passive
device
such
as
an
internationally
recognized
zebra
crossing
and
the
lights
that
go
with
it
in
terms
of
another
standard
where
you've
got
mixing
or
shared
streets
that
are
proposed
and
I
was
encouraged.
To
hear
with
the
presenter
said,
speed
limit
is
pedestrian.
Speed,
sidewalks
are
for
things
that
move
at
pedestrian
speeds.
That
means
that
you've
got
rollerbladers
or
skateboarders,
or
people
on
fast-moving
wheelchairs
or
whatever.
F
That's
not
the
place
to
be
because
mum
hurts
pedestrians,
the
same
for
sidewalks,
cyclists
or
anyone
else
who's
in
the
same
space.
So
once
again,
where
you've
got
a
mixing
or
shared
street,
the
speed
limit
is
pedestrian.
Speed,
signage
and
markings
must
clearly
indicate
yield
to
pedestrians
and
the
expectation
of
pedestrian
speed.
If
you
don't
say
who
is
going
to
yield
and
that
example,
I
gave
you
a
Queen's
Park,
it
doesn't
say
anything
about,
yielding
and
and
cyclists
generally
don't
yield
to
pedestrians
right.
So
you
need
to
make
it
very
clear.
F
If
this
is
the
mixing
area,
it's
a
shared
mixing
area.
Cyclists
must
yield
to
pedestrians.
Everyone
moves
at
pedestrians
speeds.
The
third
one
is
a
standard
for
a
road
user
risk
assessment.
These
projects
come
to
transportation
services.
You
have
smart
people,
good
people,
making
decisions,
councillors
are
provided
with
information,
I
looked
at
the
projects
that
have
been
approved
and
in
many
cases
risk
was
simply
being
transferred
from
cyclists
to
pedestrians,
an
example
being
putting
the
bikes
at
curb
level.
F
Another
example
we
talked
about
last
week
was
where
they
had
a
lay-by
on
Sherbourne
Street,
which
was
for
the
purpose
of
allowing
people
to
safely
access
the
transit
and
in
order
to
minimize
car
bike
interactions,
they
took
that
by
plane
and
moved
it
by
the
curb.
Yes,
cyclists
are
safer.
They
don't
have
cars
cutting
across
their
path,
but
now
for
somebody
to
get
to
their
real
trends,
they
have
to
wait
until
they
think
it's
safe
to
cross
the
bike
lane
all.
A
F
So
this
is
a
question
of
how
can
we
get
it
into
the
guidelines
so
that
it
gets
done
right
this
time,
as
opposed
to
just
fixing
it
in
the
few
instances
that
were
pointed
out
at
the
last
meeting,
so
I'm
asking
for
your
support
to
have
these
recommendations,
go
to
the
project
manager
and
then
report
back
to
you
next
month
with
how
he
proposes
to
do
that.
I.
H
F
Well,
you
asked
you
asked
the
transportation
services
last
time
to
review
and
report
back
and
the
the
counter
can
indicate
if
it's
appropriate,
but
I
guess
I'm
suggesting
you
would
say
there
seems
like
there's
something
here
that
is
of
interest.
You
may
not
fully
understand
our
time
to
appreciate
it,
but
you're
really
asking
the
project
man
or
two
to
you
know,
go
away.
This
disguise
apparently
taken
a
bit
of
time
to
think
it
through.
F
A
D
You
it's
emily
Daigle
here,
often
presenter
to
TTC
Commission
meetings,
among
other
things.
I
have
one
question
about
the
state:
the
the
presentation
that
was
made
I'm
visually
impaired
myself,
so
I
wasn't
able
to
read
the
stuff
that
was
coming
up
on
the
screens.
I
tried
reading
it
on
via
my
phone
on
the
from
the
website
version.
I,
don't
see
any
mention
of
urban
Braille
for
start
and
stops
of
pathways
or
delineating.
D
It's
really
scary,
to
be
quite
honest,
personally
I'm
wondering
if
we
could
get
a
report
or
get
someone
to
look
at
the
concept
that
Hamilton
brought
up.
I've
I
grew
up
in
Hamilton
Ontario
and
we
have
urban
Braille.
It's
one
of
the
things
I
was
on
their
committees
for
and
fought
for,
I'm
wondering
if
we
can
look
at
that
and
see
if
we
can
interpret
some
of
that
into
our
streets.
Designs,
I
haven't
seen
it
in
anything
and
it's
a
really
great
thing
for
low
vision
and
people
with
white
canes
and
wheelchairs.
D
It's
the
best
description
of
it
is
it's
different
tactile
patterns
and
different
color
patterns
of
cement
and
concrete
pavers
to
create
information
points
for
those
of
the
vision.
I,
like
the
ideas
that
this
presentation
brought
forward,
but
I
have
two
issues:
one
I
live
in
Scarborough
cyclists
do
not
write
on
the
road,
so
they
write
on
the
sidewalks
I've
gotten
slammed
into
numerous
times
number
two
Martin
had
been
trout,
Martin
Goodman
trail
in
the
East
End
on
the
by
Woodbine
beaches
areas
and
around
the
West
End
the
whole
length
of
it.
I've
gone
around
it.
D
D
There's
been
a
lot
of
issues
for
those
of
us
in
wheelchairs
and
having
someone
say
to
us.
Well,
you're
in
a
high
powered
wheelchair
you're
going
quickly
you're
going
faster
than
a
pedestrian,
so
you
should
be
in
the
bike
lane.
That's
not
safe,
especially
those
of
us
with
multiple
disabilities
for
wheelchairs.
Thank
you
very
much.
A
C
D
It's
different
from
that
in
Hamilton.
What
we
got
done
is
it
I'm,
sorry
in
our
downtown
core
and
I'm
certain.
There
are
other
areas
of
the
city.
It
is
different.
Tactile
feelings
of
the
best
thing,
I
can
say
different
tactile
pavement
stones
and
they
were
made
right
into
the
sidewalks
and
curbs
it's
not
the
domes.
It's
different
colored
and
different
tactile
feeling
when
you're
feeling
with
a
white
cane,
the
more.
D
A
Thank
you
any
of
any
other
questions.
Okay,
thank
you,
Emily.
Thank
you
always
appreciate,
seeing
you
I'm
gonna,
ask
staff.
That's
the.
That
concludes
the
number
of
speakers
that
we
have
on
this
item.
I'm
gonna
have
to
come
back
to
to
the
front
of
the
room.
I'm
sure
that
there
are
members
of
the
committee
who
have
some
questions
for
you.
I
J
J
We
also
work
quite
closely
with
contractors
through
engineering
construction
services
and
are
trying
to
focus
more
and
more
on,
particularly
as
a
lot
of
these
elements
are
contracted
out
that
we're
very
clear
about
what
our
standards
are,
and
sometimes
the
issue
is
not
so
much
when
you're
constructing
new
it's
when
you're
going
back
in
and
doing
retrofits
from
you
know
a
bay
that's
been
damaged
because
of
utilities.
It
is
a
challenge
for
us
in
the
city,
I'd
be
the
first
to
acknowledge
it.
A
G
Yes,
I
would
like
the
the
city
staff
to
address
the
concerns
that
was
raised
by
Gord
as
a
sighted.
Basically
blind
pedestrian
I
I
have
trouble
as
it
is
to
to
step
off
the
curb
and
not
knowing,
if
very
silent,
cyclists
will
crash
into
me
and
and
I
totally
concur
with
the
concerns
that,
if
well,
yeah
cyclists
cycle
lanes
are
apart
with
like
the
same
level
as
the
pedestrian
walkway
that
how
how
are
people
like
myself
being
protected
children
who
run
around
and
you
know,
and
any
any
other
elders
leave.
G
People
who
may
not
be
able
to
get
out
of
the
way
speed
is
another
concern
that
was
brought
up.
You
know,
yes,
anything
that
moves
if
you
don't
have
a
speed
limit
in
the
sense
that,
if
you're
on
the
sidewalk
we
travel
at
similar
speeds
and
how
again
the
the
most
vulnerable
pedestrians
being
protected
and
I
still
do.
Have
that
concern
about
that
self
regulating
thing
we've
heard
so
many
accidents
about
drivers.
Just
you
know,
let
me
nobody
regulates
themselves
that
much
unless
they
are
something
that
that
really
keeps
them
in
check.
J
Thank
you
I
want
to
emphasize
that
it
is
a
guiding
principle
of
this
document,
of
our
approach
to
focus
on
safety
and
to
focus
on
safety
for
the
most
vulnerable
amongst
us
and
those
are,
as
Brent
described,
those
without
thousands
of
pounds
of
steel
around
them.
It's
it's
a
challenge
for
us,
particularly
when
we're
managing
narrow
right
of
ways
and
I
will
also
say
that
part
of
this
is
trying
to
shift
the
process
of
road
design
where
we
are
no
longer
putting
vehicles
at
the
top
of
the
pyramid.
Constantly.
J
And
so
we're
trying
to
work
more
closely
with
our
colleagues
within
the
cycling
unit.
Because
I
think
we
have
mutual
objectives,
which
is
to
ensure
that
people
get
out
of
their
cars
or,
if
they're,
in
their
cars
they're
driving
more
safely
and
cognizant
of
the
fact
that
there
are
other
people
within
the
shared
space
and
I.
Think
what
I
want
to
emphasize,
though,
is
that
that's
the
core
principle
of
what
we're
trying
to
do
is
ensure
that
safety
is
the
hallmark
of
this
guideline.
J
J
In
fact,
those
are
highly
dangerous
places
for
people
who
are
crossing
who
aren't
in
vehicles,
although
it's
also
difficult
for
vehicles
and
cyclists,
and
so
a
lot
of
these
companion
initiatives
are
also
tackling
the
other
ways
in
which
we
can
promote,
not
just
when
you
get
construction
opportunities,
but
through
enforcement
education
awareness
that
we
can
ensure
the
safety
of
all.
We,
we
feel
quite
strongly
that
this
is
something
that
we
need
to
do
in
terms
of
promoting
a
livable
city.
G
Should
she
go
and
making
sure
that
it
is
very
clear
and
if
there'd
be
stop
it,
you
know
points
where
people
should
stop
or
cross
that
also,
it
is
clear,
so
I
I
really
would
still
suggest
that
the
staff
look
into
even
the
current
situation.
That's
been
described
to
me
now
at
Queen's,
Key
and
other
situations.
Are
we
going
to
leave
it
as
is?
Is
that
a
done
deal
and
guidelines?
Yes,
are
good
in
general
principles,
but
how
can
we?
J
C
J
You
I
appreciate
the
kind
of
guidance
and
we
will
be
coming
back
through
public
works
through
Council.
We
are
engaging
in
quite
extensive
public
consultation,
trying
to
ensure
that
we
integrate
all
of
this
feedback
into
the
guidelines,
and
then
I,
but
I
want
to
reiterate
at
the
end
of
the
day
is
that
these
are
living
documents
and
that,
as
you
develop
these
guidelines,
you
need
to
also
integrate
the
lessons
and
I.
J
Think
that's
your
key
point,
which
is
what
have
we
learned
from
Queens
key
that
we
can
and
not
and
I'm,
not
calling
it
a
failure
by
any
stretch
of
the
imagination.
But
it
is
this
approach
around
constant
improvement
and
learning
the
lessons,
and
some
of
it
is
also
shifting
approaches
to
how
these
public
spaces
are
considered,
and
that
I
think
is
something
that
we
need
to
ensure
is
built
into
the
guidelines
constantly
listening
to
what
people
are
saying
getting
better
at
what
we're
doing
designing
better
building
better.
Thank.
A
C
Or
a
suggestion,
during
the
construction
of
the
Complete
Streets
that
there's
proper
signage
for
pedestrians
prior
to
coming
upon
the
construction
yeah
that
there's
an
alternative
crossing
an
alternative
pathway
before
you
come
upon
the
construction
that
even
happens
right
now.
So
we
could
look
at
that.
Thank
you.
I.
J
Agree
now
I
will
be
really
honest.
Complete
Street
guidelines
aren't
necessarily
going
to
tell
you
that
it's
a
bit
like
the
conversation
with
Miss
carpenter.
Some
of
that
surround
construction
guidelines,
but
already
we
do
have
a
responsibility
to
do
that.
I
acknowledge
that
it's
done
way
too
late
in
the
and
the
alternate
paths
are
not
necessarily
always
ones
that
anybody
would
choose.
It's
definitely
a
challenge.
Thank
you.
Thank.
H
J
H
Because
the
impression
that
I
got
last
month
was
that
there
are
have
been
a
lot
of
concerns
raised
and
that
I
know
Ian's
question
was
like
is
that
set
in
stone
and
I
got
the
impression
that
people
are
actively
working
on
that?
Okay,
and
the
other
thing
I
wanted
to
mention?
Is
that
I've
heard
a
lot
about
like
the
vulnerable
user
of
the
streets
and
I?
H
A
C
One
thing
I
didn't
see
on
the
on
the
description
and
also
I.
Don't
remember
from
the
previous
presentation.
Are
we
considering
the
space
from
the
sidewalk
to
the
height
of
the
of
an
average
person,
because
we
had
I
have
a
colleague
who
is
visually
impaired
and
uses
a
guide
dog?
The
guide
dog
sees
really
well
from
about
two
feet
off
the
ground
and
forward,
and
she
ended
up
with
this
massive
contusion
on
her
head,
because
some
idiot
had
put
a
garbage
can
beside
a
massive
street
sculpture
and
the
dog
avoided.
C
J
Are
actually
under
the
built
environment
standard
of
the
AODA
which
we
are
responsible
for
enforcing?
So
it's
your
right.
It's
not
just
the
verticality,
but
it's
the
horizontal
clearances
as
well.
It
was
everything
from
sometimes
you
know
the
so-called
transparent,
stairs,
hydro
guy
wires.
All
of
those
issues
have
got
to
be
considered
when
we're
talking
about
the
concept
of
a
pedestrian
clearway.
It's
not
just
a
linear,
I
agree
with
you.
Okay,.
A
Wonderful,
any
other
questions.
I
actually
have
some
questions.
If
there
are
no
other
questions
from
the
members
here,
I'm
going
to
start
my
own
time
with
respect
to
the
streets
under
Complete
Streets
as
a
guideline
being
designed
for
these
type
of
users,
pedestrians,
those
with
the
disabilities,
cyclists,
streetcars,
bus
riders,
motorists
and
street
trees.
How
do
you
prioritize
them
because
we
used
to
build
a
city
primarily
to
facilitate
the
function
of
vehicle
access,
who's
who's?
Now,
at
the
top
of
the
pyramid.
E
As
a
first
principle,
because
safety
is
prioritizing
the
most
vulnerable,
that
means
we
need
to
ensure
safety,
not
just
for
people
in
vehicles
who
have,
over
the
last
number
of
decades,
had
a
great
deal
of
success
in
reducing
their
feet.
Allottee
rates
during
collisions,
but
it's
thinking
of
how
do
we
design
the
streets
to
minimize
exposure
to
risk
and
pretend
and
make
the
streets
more
predictable
for
all
users,
so
it
really
is
about
putting
at
the
top
those
who
don't
have
those
protection.
E
That
level
of
excuse
me
protection,
so
pedestrians,
cyclists,
those
are
the
soft
body
users
that
is
is
really
the
hierarchy.
We
don't
like
to
necessarily
say
hierarchy,
but
priority
in
a
network
could
be
quite
different.
You
can
have
a
transit
street
that
is
a
priority,
but
that
doesn't
mean
you
don't
design
it
safely.
For
soft
body
users
you're
still
designing
a
safely
for
pedestrians
and
cyclists,
but
the
priority
user
within
that
can
still
be
a
bike
or
a
transit
user.
E
A
Then,
how
do
we
do
that?
Because,
in
in
public
consultation
meetings,
we
invite
all
the
stakeholders
to
to
come
out
to
give
us
our
their
feedback
on
perhaps
concepts
that
you've
put
forward
and
you're?
Looking
for
community
responses?
You've
got
businesses
who
want
on
street
parking.
You
want
the
cyclists
who
are
looking
for
separated
bike
lanes
to
ensure
their
safety
and
passage
and
movement,
and
you
have
pedestrians
who
are
looking
for
the
widest
pedestrian
experience
and
I've.
A
My
gathering
is
that
a
decision
has
to
be
made,
and
so
when
that
decision
is
made
is,
is
the
pedestrian
safety,
the
one
that
that
you
prioritize
the
most
because
I'm
hearing
that,
yes,
that
is
where
the
apex
should
be
but
oftentimes
out
of
the
design?
The
outcome?
We
don't
see
that,
which
is
why
we
have
the
conflicts
that
we
have
seen
emerge
out
of
new
street
designs.
I
A
E
This
is
a
this
is
about
decision
making
not
just
at
the
beginning
but
throughout.
So
the
whole
idea
of
what
are
your
values?
What
are
your
design
values?
What
are
the
things
that
you
put
them
the
greatest
emphasis
on,
so
the
principles
help
inform
that
the
key
considerations,
but
also
the
overview
and
compliance
aspect
of
this,
so
you
can
see
how
decisions
are
made
and
why
they're
made.
So,
if
you
don't
understand
its
documented
as
to
why
that's
happening
so
it's.
This
is
a
very
important.
It's
not
a
single!
E
It's
not
a
prescription,
as
we've
mentioned
before
this
is
to
help
you
make
decisions,
it's
not
going
to
make
the
decision
for
you,
but
it
will
provide
the
the
input
so
that
everyone
knows
where
were
you
starting
from?
What
are
the
trade-offs,
are
the
decisions
that
are
made
around
a
street
design
and
who's
making
them
and
on
what?
What's
the
basis
for
that,
so
we're
trying
to
reduce
that
black
box
of
decision
making
around
street
design
and
making
it
more
accessible
so
that
people
can
see
and
understand.
E
You
may
not
agree
with
it,
but
at
least
you
know
why
that
decision
was
made.
So
the
example
you
gave
of
whether
it's
a
bike
lane
or
what
kind
of
bike
facility
it
is
those
those
will
be
informed,
not
just
by
someone
going
to
public
meeting
and
saying
we
really
want
a
bike
lane
here,
it
will
be
based
on
need,
but
what
is
the?
What
is
the
network?
E
A
Thank
you,
stuff
or
I'll,
be
calling
four
speakers
to
this
item.
We
would
like
to
speak
to
the
item.
I.
Think
Nicole
would
like
to
make
a
comment.
Yet
I
see
you
leaning
forward.
Is
that
you,
the
formulating
I
thought
before
I
allow
Nicole
to
speak
again
and
I
see
Terry
Lynn's
hand,
go
up,
okay,
go
ahead.
Yin
the
floor
is
yours.
G
I
appreciate
your
understanding
of
where
we're
coming
from
and
I
just
wonder
what
the
next
step
is,
because
I
can't
be-
and
maybe
members
of
the
disability
community
cannot
be
may
not
be
at
every.
You
know,
consultation
meeting.
We
may
not
be
there
to
remind
people
of
our
concerns
so,
and
then
you
mentioned
there
are
other.
You
know,
departments
working
on
this
and
that
and
and
I
just
wonder
hearing
our
concerns
today.
G
What
what
can
you
do
either
in
a
report
back
or
in
showing
us
where
our
concerns
are
are
kind
of
mentioned
in
your
guidelines
or
where
can
at
least
state
it
so
that
people
can
can
be
aware
of
our
concerns
for
for
for
safety,
for
speed
for
this
self,
regulating,
you
know
approach
that
we
we
are
concerned
about.
So
how?
How
can
you
address
our
concerns?
Going
forward
unify.
A
If
I
may,
this
is
the
opportunity
for
you
to
adopt
the
or
sir
to
receive
the
report
or
perhaps
make
a
motion.
This
is
not
the
opportunity
for
us
to
ask
staff
questions
again.
Okay,
we
can
open
up
for
a
second
round
of
questions,
but
we've
sort
of
moved
on
to
the
process
in
the
meeting
where
we
actually
start
to
move
motions
move
amendments,
if
you
like
thank.
G
You
for
reminding
to
ask
the
staff
of
the
Complete
Streets
project
to
come
back
to
us
within
a
reasonable
timeframe.
It
could
be
our
next
meeting
or
the
coming
me
in
the
the
following
meeting
to.
Let
us
know
how
our
turns
race
today
are
addressed
in
their
guidelines
or
in
in
other
additional
documents.
A
Okay,
so
we
have
clerk
who's,
actually
ascribing
what
you've
just
said.
We're
gonna
try
to
turn
that
into
language,
for
a
motion
to
be
shown
on
the
screen.
I'll
come
back
to
you
and
you
can
move
it
properly
and
we
will
work
on
that
and
in
the
meantime,
while
that's
being
crafted
I'm
going
to
ask
Terry
Lynn
to
take
up
her
five
minutes
to
speak.
H
I,
actually,
just
because
I'm
I'm
thinking
this
route
was
it
as
it's
happening
and
I'm
I'm,
recognizing
the
need
for
something
concrete
to
come
out
of
this
meeting,
and
so
then
I
would
also
say
similar
to
I
guess.
One
of
the
questions
is
that
I
have
because
Kristen
asked
some
very
good
questions
about
how
to
prioritize
who
was
using
the
streets,
and
how
do
we
do
that
in
consultations?
H
And
one
of
the
things
I
would
like
to
know
is:
how
do
you
consult
the
disability
community
when
you're,
creating
new
streets
and
I
know
some
things
about
that,
but
I'm
wondering
if
that
can
be
in
a
more
concrete
policy
in
a
sense,
so
I'd
like
to
know
a
little
bit
about
that
as
well.
In
a
future
meeting
from
this
staff
team.
A
Thank
you
very
much
Terry
Lynn,
and
are
there
any
other
speakers?
No
okay,
so
the
clerk
is
craft
is
drafting
the
the
amendment
I'm
out,
I'm
gonna
speak
to
the
item.
If
I
cannot
start
my
own
time
here,
I
want
to
thank
staffer
for
bringing
them
the
the
complete
streets
report.
Actually,
the
presentation
to
us
I
recognize
that
this
is
an
involving
body
of
work.
A
I
am
fully
aware
that
there
are
all
sorts
of
very
heated
and
passioned
discussions
that
take
place
either
in
the
boardrooms,
while
you're
designing
those
streets
even
crafting
the
guidelines
in
the
communities
and
oftentimes
on
our
streets,
where
we
have
conflict
between
road
sidewalk
users,
certainly
the
the
age
of
building
cities
and
neighborhoods
for
private
vehicle
movements.
In
my
mind,
has
got
to
be
of
the
past.
We
are
an
incredibly
dense
City.
A
We
are
a
city
with
an
aging
population
and
I
think
that
most
of
us
are
aware
that
50%
of
us
will
be
living
with
some
sort
of
disability.
By
time
we
hit
age
65
so
having
streets
that
only
work
for
a
certain
group
of
people
and
not
others,
is
not
going
to
work.
I
also
recognize
that
there
are
times
when
we
take
a
look
at
the
concept
in
the
and
the
the
premise
of
what
a
complete
Street
is
is
that
there
is
this
universality
of
wanting
the
street
to
work
for
everyone.
A
I,
don't
think
that
it's
actually
going
to
be
possible
at
the
end
of
the
day,
because
that
everyone
also
includes
on
street
parking.
It
also
includes
the
fast
movement
of
private
motor
vehicles,
and,
if
that
happens,
and
that's
the
way
it
will
work
for
them,
that's
the
way
drivers
will
want
the
streets
to
work
for
them.
I'm
a
driver,
a
pedestrian,
a
cyclist,
a
transit
user.
Then
it
means
that
there
are
going
to
be
decisions
that
are
made
that
are
going
to
compromise
the
safety
and
usability
of
those
streets
and
sidewalks
for
other
people.
A
So
I
am
very
mindful
that
whenever
the
discussions
of
Street
design
and
streetscape
improvement
come
up
in
any
of
the
wards
in
any
of
the
neighbourhoods
oftentimes
in
consultation,
the
local
councillors,
there
are
a
number
of
interests
that
emerge
and
those
interests
and
stakeholders
all
have
have
very
good
points
to
make.
But
the
decisions
that
we
have
to
make
as
a
city
is
who
are
we
building
these
streets
and
neighborhoods
for
and
I
think
if
I
can
share
my
own.
A
My
own
opinion
is
that
we
need
to
build
neighborhoods
for
people
and
streets
need
to
work
for
people,
and
there
is
a
big
difference
being
struck
by
a
car
and
you're.
Actually,
a
pedestrian.
Your
chances
of
survival
are
not
as
good
as
opposed
to
two
cars
colliding
against
each
other,
and
so
this
is
the.
This.
A
So
thank
you.
Staff
for
taking
our
hour
comments
into
consideration
and
I
know
that
you
are
going
to
take
the
the
the
deputation
of
mr.
Brown
as
well
as
our
other
speaker,
Emily
and
I
know
you're
going
to
incorporate
that
thought
and
those
those
feedback
into
future
reports
coming
back
to
this
committee.
So
we
have
a
motion
and
you
know
I'm
gonna
read
it
for
you
and
they'll
be
put
on
the
screen
as
well.
A
A
B
B
A
A
J
You
agreeable
to
this
I
might
I've
never
objected
coming
to
visit
the
committee.
However,
the
level
of
detail
requested
in
both
the
deputation
from
mr.
Brown
and
follow
up
is
not
likely
to
be
shown
in
the
Complete
Streets
guidelines.
It's
a
more
high-level
document.
The
kind
of
precision
that
you're
speaking
to
in
terms
of
you
know,
so
you
heard
it's
more
focused
on
process
and
ultimate
product.
J
Some
of
your
questions
are
the
kinds
of
conversations
we're
having,
for
example,
in
a
more
detailed
level
with
cycling
in
terms
of
doing
debriefs
about
existing
situations
focusing
on
the
road
safety
plan.
So
there
are
probably
other
venues
where
we'll
get
more
detailed
information
and
opportunities
to
consult
with
specific
communities
and
so
I'm.
What
I'm
suggesting
is
perhaps
the
Complete
Streets
guidelines,
which
is
a
more
advisory
document,
is
not
necessarily
the
one
which
will
answer.
A
A
Oh,
you
know,
oh
okay,
so
what
we
can
do
is
I
can
try
to
get
to
2p
WIC
and
ask
them
to
redirect
the
staff
report
back
to
this
committee
at
that
point
in
time,
which
is
easy
enough
for
us
to
do.
Does
that
make
sense?
So
what
we
do
is
we're
requesting
staff.
Take
the
comments
of
the
deputies
today,
including
the
written
submission
that
mr.
A
Brown
has
put
forward
the
concerns
that
were
raised
by
by
the
committee
members
and
to
continue
their
work
into
the
final
report,
2p
WIC,
and
then
we
will
ask
them
to
come
back
and
present
to
us,
then,
and
and
at
by
that
point
in
time
you
would
have
gone
and
completed
your
fuller
consultation.
You
would
have
been
able
to
flesh
out
some
of
the
details,
and-
and
this
is
where
you
will
land
eventually
but
you're-
not
coming
back
to
this
committee.
First,
okay,
so
I'm,
seeing
some
nodding
from
staff.
H
I'd
also
like
to
know
more
information
about
how
the
disability
community
is
being
engaged
when
streets
are
created,
because
I
I
hear
I
think
from
everyone
that
presents
here
not
to
over
generalize.
But
everyone
says:
they've
engaged
the
disability
community
and
then,
but
what
tends
to
happen
is
that
even
when
that
been
done,
things
get
missed
so
I
think
from
for
me
anyway.
It
would
be
helpful
to
know
more
about
what
that
process
looks
like
a
future
meeting.
J
Thank
you
very
much.
I
think
maybe
mentioned
was
made
that
we've
hired
two
new
staffers
focused
on
accessibility
issues
in
transportation
and
in
terms
of
the
built
environment
and
the
new
standards.
So
we're
kind
of
excited
about
that,
and
one
of
the
issues
that
we're
doing
right
now
is
to
looking
at
creating
our
own
advisory
group,
because
there's
probably
not
enough
people
like
on
individual
projects
unless
they're
quite
large
in
scope.
J
But
if
we
can
start
getting
guidance
on
an
ongoing
basis
as
we
deal,
for
example,
around
construction
standards
or
specific
challenges
that
have
a
real
interest
in
how
our
transportation
system
works.
We
think
that
would
be
an
extraordinary
advantage
in
terms
of
helping
raise
awareness
or
staff,
but
also
having
involvement
in
decision-making
focused
on
how
streets
are
built
and
how
streets
are
maintained.
J
I
can
I
think
I
can
also
suggest,
and
turning
to
my
staff,
early
Serkan,
who
is
one
of
our
new
accessibility
staffers,
we
can
ensure
that
the
members
also
receive
a
copy
of
the
information
that
has
been
circulated
in
the
community
and
perhaps
once
that
committee
has
been
set
up,
they
there
may
be
opportunities
for
a
joint
meeting
or
for
I
think
there
are
a
number
of
ways
in
which
the
committee
can
look
at
some
sort
of
symbiotic
relationship
with
this
new
advisory
group
specifically
focused
on
transportation.
That.
A
A
G
A
What
what
what
we
can
do
is
that
when
the
when
they're
ready,
the
staff
are
ready
to
report
out
to
pee
WIC
I
will
make
sure
that
we
catch
the
the
agenda
as
it
goes
to
the
P
wick
steering
committee
s
or
Standing
Committee
I
will
forward
that
link
to
all
of
you
and
you
can
read
it
online
and
and
you'll
catch
it.
There
that's
the
first
opportunity
and
then
the
second
opportunity
is
to
ask
TP
wick
to
then
send
that
report
to
us.
After
they
they
may
add
some
amendments
to
it.
A
It
and
probably
doesn't
need
to
because
that's
the
way
the
process
will
work,
the
staff
will
have
to
report
out
to
one
of
their
standing
committees,
and
you
have
my
commitment
that
I
will
make
sure
I
monitor
that
agenda
to
ensure
that
that
item
is
then
sent
back
to
this
community.
Okay,
Terri
Lynn.
You
have
questions
of
the
mover.
A
It
sounds
to
me
there's
a
there's,
a
question
that
comes
out
of
that
and
perhaps
Nicola
and
Fiona
can
try
to
jointly
answer
that
question
I
recognize
what's
before
us
was,
that
was
a
was
basically
a
presentation
of
all
Complete
Streets,
and
there
is
obviously
a
request
to
to
recruit
members
of
the
community
and
communities
at
large
to
try
to
populate
in
this
advisory
committee.
That
is
going
to
speak
to
staff
and
provide
guidance.
A
I,
don't
know
without
having
the
the
terms
of
reference
in
front
of
me
of
what
that
would
look
like
it's
very
difficult
to
comment,
because
it's
not
before
us
right
now
but
Fiona.
Can
you
answer
the
question?
How
are
you
going
to
ensure
that
members
of
our
community
are
going
to
be
involved
with
that
process?
Part.
J
J
And
you
know
what
are
those
windows
that
are
available
and-
and
that
is
one
of
the
pieces
that
we're
working
on
in
terms
of
truly
understanding
what
the
existing
process
is,
the
kinds
of
suggested
amendments
we
might
make
to
the
process
to
make
it
more
effective
and
to
integrate
communities
where
they
can
add
the
most
value.
So
you
don't
want
to
like
being
consulted
at
the
end
of
the
project.
Doesn't
do
anybody
a
great
deal
of
good,
and
so
it's
being
able
to
understand
and
I
think
that
speaks
to
the
transparency
piece?
J
What
are,
and
where
are
the
opportunities
for
people
to
actually
make
comments
about
this?
We
have
capital
programs
that
are
five
and
ten
years
in
advance
and
that
just
seems
so
far
away
for
people.
So
we
need
to
really
understand
that
that
is
part
of
very
much.
What
I
want
to
say
is
I,
don't
have
a
set
in
stone
answer.
That's
very
much
part
of
the
process
that
we're
trying
to
understand
right
now
and
make
comments
on.
H
A
And
why
don't
I
do
this
because
I
recognize
that
we're
talking
in
the
abstract?
Only
because
the
actual
information
is
not
in
front
of
us.
We
were
not
quite
ready
to
talk
about
that,
but
what
I
can
do
is
try
to
put
this
on
the
next
agenda
and
and
perhaps
put
out
more
information
and-
and
we
can
have
a
fuller
conversation
about
that
and
but
I
do
know
that
the
the
information
was
now
I've
been
told,
was
already
circulated
to
the
committee.
A
J
So
sorry,
madam
chair
I,
want
to
make
sure
you
understand
we're
talking
about
two
separate
issues.
The
process
around
the
I
think,
which
is
what
you're
talking
about,
which
is
your
local
street,
is
getting
redeveloped.
How
do
people
with
disabilities
ensure
that
they're
getting
their
voices
heard?
That's
something
that
we
are
trying
to
understand
very
clearly
right
now
and
make
recommendations
on
so
that
ongoing
work.
I
would
not
be
in
a
position
next
committee
to
provide
you
with
any
more
information.
In
all
honesty,
we're
really
trying
to
understand
the
existing
processes
and
make
recommendations.
J
The
second
issue
is:
we
do
work
related
to
accessibility
all
the
time.
This
is
not
just
around
Complete
Streets,
around
safety,
around
comfort,
the
works
and
what
we're
looking
for
is
and
what
has
been
circulated
within
the
community
is
looking
to
create
an
advisory
panel
specific
on
transportation
issues
at
a
larger
level.
I
think
they'll
be
able
to
provide
us
guidance
about
all
of
our
initiatives.
Complete
Streets
included.
A
A
So
I
like
Terri
Lynn
I'm,
just
coming
back
to
I
I,
don't
want
to
go
back
and
forth
because
I
do
think
that
at
some
point
time
we
probably
need
to
move
on,
but
I
hear
you
loud
and
clear.
There's
some
concerns
about
whether
or
not
community
members
have
an
opportunity
to
to
influence
the
design
of
local
streets
and
local
roads,
perhaps
in
your
neighborhood
and
elsewhere.
This
is
not
going
to
be
that
forum
and
I
recognize
that
Fiona
you
and
your
team
are
not
going
to
be
able
respond
to
that.
A
The
next
meeting
so
again,
I
have
your
motion.
Once
again,
okay,
I'm
gonna,
read
out
loud
that
the
executive
committee
respond
to
City
Council,
that
transportation
services
staff
be
requested
to
consider
the
concerns
raised
by
the
disability,
access
and
inclusion,
Advisory,
Committee
and
deputies
in
further
policy
development
of
the
Complete
Streets
guideline
and
policy.
A
We've
already
spoken
about
the
process
that
that
that
this
direction
will
go
in
we've.
We
understand
it's
going
to
pee
WIC,
it's
coming
back
to
this
committee.
It's
going
to
city
council,
it's
gonna,
go
to
executive
and
I
think
we're
gonna
line
up
with
City
Council
again.
Oh
okay,
great
just
want
to
make
sure
that
that's
clear,
so
that
is
e
ins,
yen's
motion
and
she
so
moves
all
in
favor,
just
put
up
your
hand
to
Express,
okay
and
so
pass
an
adopted.
A
I
Just
wonder
if
we
have
time
to
maybe
talk
it's
just
about
one
board.
I
know:
I
just
turned
on
the
radio.
This
morning,
yeah
my
plate
has
joined
us.
I
heard
that
there's
a
controversy
with
opening
a
shelter
for
a
dead
shelter
and
the
blurring
Ossington
area.
I
do
recognize
that
homelessness
is,
is
kind
of
a
disability
in
and
of
itself.
So
I
wonder
if
the
fellow
members
are
aware
of
this
issue
and
if
we
want
to
pass
a
motion
to
support
Mike
I,
don't
know
how
that
motion
will
be
worded
but
I'm.
A
Not
as
chair
prepared
to
discuss
that
at
the
moment,
because
I
have
zero
information
on
that
particular
matter,
it
doesn't
mean
that
councillor
Layton
can't
stay
behind
to
perhaps
have
a
conversation
with
the
members
who
are
interested.
I
suspect
that
he
will
have
a
lot
to
say
about
the
about
the
item,
but
because
we
don't
actually
have
this
the
proper
staff
in
the
room
to
ask
to
answer
the
questions.
It's
it's
a
little
bit
challenging
to
to
to
make
decisions
that
way,
not
because
I'm,
not
interested
I.
A
Just
had
a
meeting
myself
an
hour-long
meeting,
talking
about
shelters
and
shelter
beds
in
the
city
prior
to
coming
to
this
particular
meeting.
But
it's
it's
not
gonna,
be
necessarily
appropriate
for
us
to
deal
with
it
here
without
the
item
being
placed
before
us
properly
with
a
report
and
with
staff
in
attendance
to
answer
those
questions.
Kal,
sir.
C
And
my
apologies
for
being
late,
I
was
speaking
at
an
event
across
the
way
at
the
at
the
Marriott.
Thank
you
very
much
for
the
sentiments.
I.
Don't
expect
that
there'll
be
any
opposition
once
we
reach
the
council
floor,
so
I
think
that
the
the
goodwill
is
felt
and
we'll
continue
to
pursue
that
plan
and
I'm
glad
that
others
have
heard
of
the
issue
and
and
are
willing
to
speak
out
against
or
in
favor
of
of
this
particular
shelter.
Okay,.