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Description
Disability, Access and Inclusion Advisory Committee meeting of September 29, 2015
Agenda and background materials: http://app.toronto.ca/tmmis/decisionBodyProfile.do?function=doPrepare&meetingId=10070
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C
Okay,
good
morning,
everyone
welcome
back
after
what
I
hope
to
be
a
very
safe
and
fun
summer
for
you
and
your
family.
This
is
actually
our
first
meeting
since
the
summer
and
I
have
a
very
brief
report
from
the
as
the
chair,
but
before
we
do
that,
I
want
to
welcome
Nicole
Cormier,
who
is
our
brand
new
consultant
she's,
also
known
as
the
new
Pranita,
but
she
will
distinguish
herself
she's
got
a
lot
of
experience
in
this
field
and
I
hope
that
we'll
get
to
have
a
really
great
working
relationship
with
her.
C
In
the
brief
conversation
I've
had
with
her
as
we
reviewed
the
agenda
earlier
this
last
week,
I
can
tell
you
that
she
is
extremely
skilled
at
strong
advocacy,
clear
communication
and
someone
who
I'm
really
looking
forward
to
working
with
so
welcome
to
Cole
yeah,
so
just
going
through.
Actually,
when
I
should
ask,
is
there
are
there
any
declarations
of
interests
under
the
municipal
conflict
of
interest?
Act,
no,
okay,
seeing
none!
Let's
go
through
the
agenda
review
if
I
may.
C
Actually
these
are
confirmations
of
the
minute.
All
right
can
I
have
a
mover
to
confirm
the
minutes
of
last
meeting:
Thank
You
Monica,
okay,
all
in
favor
that
is
passed.
There
is
a
list
of
speakers
here
and
there's
communication
that
should
be
attached.
Some
of
you
would
have
received
it
over
the
leading
up
to
the
meeting.
So
let's
just
go
through
the
agenda
to
see
if
there's
gonna
be
any
items
that
are
to
be
held.
C
So
obviously
number
one
is
the
chairs
report.
I
will
go
through
that
item
number
for
point.
Two
is
the
bylaw
harmonization
and
guidelines
for
sidewalks,
cafes
and
marking
displays
in
Toronto
we
have
a
staff
presentation,
so
that
will
be
held
item
number
three.
Is
the
cycle
track
design
and
accessibility
for
24
Wellesley
Street?
There
is
a
register
speaker,
so
we
will
hold
that
down
and
we'll
have
a
discussion
and
item
number
four
is
a
review
of
the
recruitment
process
for
the
new
term
of
the
disabilities,
access
and
inclusion.
C
Advisory
Committee
is
our
new
name
and
there
will
be
some
information
provided
by
Nicole
and
does
she'll
be
speaking
to
that
shortly.
Item
number
five
we're
gonna
hold
for
another
staff
update,
and
this
is
the
review
of
the
City
of
Toronto
accessibility.
Since
symposium,
lots
of
good
information
coming
out
a
date
has
been
held.
Item
number
six,
there's
the
candidate,
it's
about
Canada
posts
and
community
mailboxes
and
there's
a
letter
here
from
the
vice
president
of
government
relationships.
Government
relations
and
policy
can
oppose
just
as
a
background,
ER
and
a
refresher.
C
You
will
remember
that
we
were
asking
for
an
update
on
how
can
a
post
is
going
to
be
deploying
their
community
mailboxes
and
the
impacts
it
would
have
for
those
living
with
disabilities?
We
did
ask
them,
invite
them
to
come
and
present
to
this
committee.
They
declined,
but
rather
what
they
did
was
they
send
us
a
lot
of
information
that
we
could
have
generally
found
on
their
website.
So
that's
what
we
have
and
and
if
there's
any,
if
there's
no
one
holding
it,
then
what
we
can
probably
do
is
receive
this
for
information.
C
C
Yes,
of
course,
I
apologize
for
that,
and
that
was
my
oversight.
Okay,
so,
let's,
let's
start
with
just
so,
we
moved
to
adopt
the
item
number
4.6,
what
we
moved
to
receive
rather
and
and
I'll
begin
again
with
a
round
of
introductions.
It's
a
city
councilor
Kristyn
wong-tam,
the
chair
of
the
committee
and
on
my
left.
C
C
Okay,
yeah!
Thank
you.
Yes,
thank
you.
So
let's
we're
gonna
start
with
just
a
quick
chairs
report.
I'll
tell
you
that
there
was
not
obviously
Advisory
Committee
meeting
over
the
summer.
You
would
know
that
because
you
would
have
been
in
attendance,
I
was
able
to
attend
the
TTC
public
forum
on
accessible
transit
on
September
16.
This
was
at
the
the
Enbridge
building
and
councillor.
Carroll
was
also
there
in
her
capacity
as
TTC
commissioner,
as
well
as
one
of
the
members
of
our
advisory
committee.
I
I
thought
it
was
a
really
well
attended
meeting.
C
It
was
livestream,
there
were
the
the
room
was
absolutely
packed
and
there
was
some
really
insightful.
Very
thought-provoking
comments
and
I
think
that
those
who
are
sitting
at
the
head
of
the
table
sort
of
managing
the
TTC
staff
and
executives
got
an
earful,
but
in
the
most
respectful
way
and
I,
don't
know
if
councillor
Carol,
since
you
were
also
there
I,
don't
know
if
there's
any
members
who
also
like
to
speak
to
that,
you
can
share
some
some
quick
insights
well.
G
Just
I
just
wanted
to
compliment
the
a
committee
from
that
that
is
always
present
at
DTC
committee
meetings
because
they
pushed
that
this
should
happen
every
year.
That
should
be
a
big
thing
and
that
both
they
and
the
Commission
through
their
staff
capacity,
would
work
on
building
the
attendance
and
they
actually
do
a
huge
amount
of
work
to
make
sure
that
there's
a
build
to
it.
G
G
And
so
so
it
is
a
building
sort
of
one-stop
shop
once
a
year
where
I
think
all
but
I
think
all.
But
three
commissioners
of
the
Commission
were
in
attendance
either
for
the
open
house
when
they
could
do
a
lot
of
one-on-one
or
for
the
whole
event,
and
that's
pretty
good
coverage.
I.
You
know
yourselves
when
you
go
to
two
lobbyists
or
to
have
these
events.
You'll
get
one
or
two
or
you'll
get
just
the
members
of
this
committee.
C
Thank
you
very
much.
Councillor
I
also
want
to
just
say
that
part
of
today's
discussion
and
agenda
will
actually
include
Nicole,
providing
more
information
on
the
recruitment
us,
as
we
reconstitute
this
committee
at
the
end
of
this
year
and,
of
course,
she's
going
to
encourage
all
of
you
to
reapply
looking
forward
this
week
will
be
City.
Council
will
be
convening
and
sitting
down
over
the
days
of
September
30th,
October
1st
and
most
likely
October
2nd.
It's
very
rare
that
council
meetings
are
any
shorter
than
three
days
now.
C
Council
will
discuss
the
regulations
of
again
that
the
council
will
discuss
the
regulations
of
taxis,
limos
and
uber
as
part
of
the
ground.
Transportation
review
report
and
I
can
assure
you
that
some
of
the
key
principles
guiding
my
decision-making
and
I
suspect
the
decision-making
of
the
other
councillors
who
are
sitting
in
this
committee
will
be
the
requirement
of
accessibility
and
and
the
regulations
that
pertain
to
accessibility
for
new
taxis.
As
as
we
go
through
the
debate,
we
don't
know
what's
going
to
happen,
that's
that's
pretty
clear.
C
It's
going
to
be
a
contentious
issue
and
I
would
encourage
all
of
you
to
go
on
to
the
city's
website.
Take
a
look
at
the
items
because,
if
you
know
without
without
saying
too
much
more
I
think
accessibility,
the
green
standards
of
fleets
have
got
to
be
guiding
principles
and
it
should
be
level
playing
field
in
some
way.
So
that's
a
that's
my
probably
my
briefest
reports
to
date
and
we're
going
to
now
move
ahead
to
our
second
item
and
the
second
item
is
our
staff
report?
C
A
I'm
here
today,
with
Hamish
Goodwin
from
municipal
licensing
standards
between
Hamish
from
transportation
services,
public
realm
section,
we
are
co-leading,
the
Toronto
sidewalk
cafe
and
manual,
and
bylaw
update
from
our
perspective
is
quite
finally
the
manual
itself.
The
earlier
version
of
it
was
created
in
1989
and
the
different
bylaws
still
exist.
A
Between
an
outdated
manual
and
a
number
of
different
bylaws
that
require
harmonization,
it's
a
very
timely
opportunity
to
take
the
two
aspects
of
cafe
design
and
management
and
meld
them
into
one.
So
we
are
now
partway
through
the
process
most
of
the
way
actually
about
a
year
ago,
olga
who
was
working
on
the
bylaw
portion
at
that
time
and
myself
came
to
the
former
disability
issues
committee
and
presented
some
early
findings
of
a
review.
A
So
again,
going
back
to
some
of
the
earlier
information
we
presented
to
the
committee
back
a
year
ago.
The
manual
really
has
two
purposes,
and
it
really
is
designed
focused.
So
it
describes
the
requirements
for
the
design
of
outdoor
cafes,
sidewalk
cafes.
It
ensures
also
that
sidewalks
are
functional,
well-designed
and
meet
the
needs
of
all
users,
and
those
are
very
key
points
for
transportation,
services
and
MLS.
A
The
manual
applies
to
all
sidewalk
patios
within
the
public
right-of-way,
so
it
doesn't
include
private
patios
and
rooftop
patios,
and
the
manual
itself
is
subdivided
into
some
basic
categories.
They
have
required
design
criteria
recommended
and
then
optional
design
criteria.
So
that's
a
sense
of
how
its
ordered
the
the
manual
is
closely
related
to
the
bylaw.
A
So
again,
we
did
a
project
scan.
This
is
a
again
about
a
year
ago,
one
of
the
things
that
really
struck
us
when
we
started
our
review
is
that
other
cities
have
been
doing
the
same
kind
of
process,
so
we're
not
unique
in
the
sense
of
trying
to
develop
sidewalk,
cafes
and
guidelines
and
sidewalk
design
standards
simultaneously
and
other
big
cities
such
as
Chicago
San,
Francisco,
Boston
and
New
York
have
successfully
balanced
the
concept
of
a
vibrant
cafe,
environment
with
pedestrian
oriented
sidewalks.
A
And
indeed,
if
you
look
at
other
cities
in
terms
of
their
ability
to
provide
for
a
minimum
pedestrian,
clear
way
of
a
certain
width
and
a
straight
clear
way
and
a
one
that
is
unobstructed
in
many
ways,
we
actually
lag
behind
a
lot
of
major
North
American
jurisdictions.
So
the
chart
I
have
up
right
now
shows
ranges
in
the
minimum
pedestrian
clear
way
of
anywhere
between
two
point:
four
meters
for
Vancouver
in
New
York,
up
to
four
point:
six
for
San
Francisco
and
up
to
six
point
five
for
Ottawa.
A
We
have
a
policy
context
that
supports
the
concept
of
straight
clear,
pedestrian,
clear
ways
of
minimum
width,
some
of
our
policies
that
support
that
include
the
Toronto
accessibility,
design,
guidelines,
vibrant
streets,
the
Toronto
green
standard
and,
in
fact,
a
lot
of
the
bylaws
that
exists
today
in
Toronto
protect
for
a
two
point:
one
meter,
minimum
pedestrian,
clearway
width
and,
in
fact,
when
people
walk
down
the
street
today,
I
suspect.
A
lot
of
members
of
this
committee
already
understand
some
of
the
issues
that
face
pedestrians
on
sidewalks.
A
You
know
a
pedestrian,
clear
ways:
many
instances
pedestrians
are
forced
to
weave
around
obstacles
in
the
sidewalk,
including
sidewalk,
cafes,
busy,
sidewalks
on
places
like
Bay,
Street
or
Queen,
Street
or
King
Street,
and
in
particular,
for
this
project.
Encroachments
such
as
a-frame
signs
or
umbrellas
or
tables,
and
chairs
that
intrude
on
the
pedestrian,
clear
way
and
I.
Think
those
issues
in
particular
for
this
committee
are
good
ones
to
raise.
A
At
this
time
again
we
went
to
the
stakeholders,
cafe,
stakeholders
and
members
of
the
community
on
this
issue
a
year
ago,
and
we
heard
some
things
that
were
quite
similar
in
their
theme.
I
think
everyone
really
understood
that
sidewalk
cafes
are
important
to
the
city.
They
add
a
certain
vibrancy.
We
heard
loud
and
clear
as
well
that
again,
sidewalk
design
is
really
really
important.
Clear,
unobstructed,
clear
waves
are
important
and
those
should
be
priced
against
the
private
interests
of
cafe
owners.
A
Having
said
that,
there
was
a
lot
of
tension
between
members
of
the
public
and
disability
advocates
in
the
creation
of
those
clear
ways
and
the
resultant
I
think
imperative,
then,
to
look
at
the
cafe
design
and
potentially
pull
that
cafe
back
in
certain
locations.
So
definitely
business
owners
are
really
concerned
that
their
operations
would
suffer
from
that.
So
that
was
one
of
the
tensions
that
we
tracked
earlier
on.
A
So
just
going
through
the
manual
quickly
and
again,
I
recognize.
We
have
a
limited
time
here.
The
objectives
of
the
manual
really
remain
unchanged
from
a
year
ago,
when
we
present
it.
The
manual
really
is
there
to
help
people
understand
the
bylaw
and
provide
additional
guidance
to
the
planning
and
designing
of
while
cafes.
So
it's
really
a
clear
language
interpretation
of
the
bylaw.
The
second
point
is
safety
and
accessibility.
That's
a
really
important
aspect
of
this
design
excellence.
A
Cafes
must
be
flexible
and,
finally,
the
cafe
manual
is
there
to
help
people
interpret
the
application
process
and
navigate
through
it
of
those
five
objectives.
Flexibility
and
safety
and
accessibility
are
the
most
important
and
our
job
is
to
balance
the
two.
So
the
manual
provides
a
great
deal
of
flexibility
to
Cafe
&
patio
owners.
Now
we
are
offering
different
cafe
options,
we're
offering
the
option
to
use
neighboring
frontages
to
expand
the
cafes.
If
the
neighboring
business
allows
it
on
local
streets,
the
clearway
requirement
can
be
reduced
to
1.7
meters,
we're
relaxing
fencing
requirements.
A
So
there's
more
of
an
emphasis
now
on
things
like
planters
versus
fixed
fencing,
and
then
there
are
some
operational
changes
that
MLS
are
looking
at
to
streamline
the
application
process.
So
for
those
pieces
which
I
think
are
really
wins
for
the
cafe
owners,
we
are
insisting
that
safety
and
accessibility
are
in
the
forefront
of
the
design
of
cafes,
so
again
we're
pushing
for
straight
pedestrian,
clear
ways
of
minimum
2.1
meters
and
width.
A
They
need
to
be
straight
again
as
a
we've
heard
through
the
consultation
process
that,
if
they
weave
it,
creates
a
number
of
issues
for
people
with
different
disabilities
and
in
some
cases
a
wider
pedestrian
clearway
will
be
required
on
busy
streets
like
king
or
queen
or
Bay
Street
in
the
downtown
core.
Those
are
the
foundation
pieces
of
the
manual.
A
A
The
manual
goes
to
remember
of
design
principles.
It
goes
through
a
number
of
different
cafe
types.
We
have
the
frontage
cafe,
which
is
a
typical
traditional
one.
In
the
city
we
have
a
new
one
called
the
small
frontage
cafe,
which
is
happens
a
lot
illegally
right
now,
but
what
we
want
to
do
is
formalize
it,
but
still
make
the
application
process
very
streamlined.
A
Flanca
ch
cafe
is
one
that
you
see
a
lot
of
today
on
the
side
streets,
we're
introducing
a
new
one
called
the
curbside
cafe,
which
is
cafe
activities
right
at
the
edge
of
the
curb
and
in
the
furnishing
and
planting
zone,
we're
introducing
a
parklet
cafe
type.
Would
you
see
a
lot
of
in
San
Francisco
in
Vancouver
and
of
course
you
can
combine
these
cafe
types
you
can
mix
and
match
the
elements.
A
The
manual
goes
through
site
design
requirements
and
tries
to
display
them
in
a
graphic
way
to
cafe
applicants.
This
is
a
slide
that
I'm
going
to
dwell
on
here
for
a
few
minutes.
The
manual
interlace
through
the
whole
manual,
our
accessibility,
design
requirements.
What
I've
done
in
this
one
page
of
the
manual
was
tried
to
pull
them
all
into
one
location.
A
So
this
page
shows
the
concept
again
of
the
pedestrian
clear
way,
that's
straight
and
sufficient
width
to
accommodate
pestering
the
movement,
but
it
also
looks
at
the
different
elements
that
were
raised
earlier
in
the
process
by
accessibility,
stakeholders,
and
these
are
design
guidance
pieces
to
help
patio
owners
actually
design,
fencing
and
place
planters
in
a
way
that
people
with
the
different
disabilities
can
navigate
around
in
a
in
a
safe
manner.
So,
for
example,
on
this
diagram,
the
planters
are
shown
outside
of
the
pedestrian
clear
way.
So
people
don't
knock
into
them.
A
We're
encouraging
people
to
put
them,
for
example,
on
the
inside
of
the
fence
instead
of
the
outside,
they
need
to
be
at
least
a
couple
feet.
High
I
think
we're
saying
two
and
a
half
feet
high,
so
that
people
can
see
them
as
navigating
down
the
sidewalk
and
another
example.
A
final
example
would
be
on
the
leading
and
trailing
edges
of
the
patio.
Instead
of
having
them
open,
they
would
be
some
form
of
barrier.
A
So
if
you're
walking
down
the
street
with
a
cane
and
you're
navigating
you
can
actually
encounter
one
and
then
it
becomes
the
landmark
by
which
you
navigate
around
the
patio.
So
we're
looking
at
some
design
guidance
pieces
like
that
the
manual
goes
through
different
elements
and
then
again
there
is
a
section
that
helps
people
pull
all
the
pieces
together
and
apply
them
to
their
sidewalks.
Now
all
of
this
information
is
available
on
the
accessible
presentation,
but
just
for
the
purposes
of
this
session,
I'll
just
have
to
go
through
them
very
quickly.
A
Application
process
again,
the
manual
provides
for
some
cues
in
terms
of
how
an
applicant
would
develop
their
application
and
get
through
the
process
in
terms
of
next
steps.
The
transition
from
an
old
sidewalk
design,
where
you
have
narrow,
constructed
sidewalks
that
weave
into
a
type
of
sidewalk
that
has
a
much
better
situation
for
pedestrians,
isn't
going
to
be
easy
and
it
really
will
need
to
be
designed
based.
A
So
what
we're
proposing
is
a
transition
strategy
that
it
will
be
adult
with
over
a
few
years
and
we're
looking
at
doing
things
like
developing
pilot
projects
and
design
street
designs,
where
we
can
try
to
create
consolidated,
cafe
design
where
all
the
cafes
do.
One
consistent
thing
down
the
street
and
then
we'll
need
to
secure
enough
design
resources
to
help
all
the
different
stakeholders
get
through
that
design
process
and
make
sure
that
the
patios
that
are
not
in
compliance
right
now
become
compliant.
A
Finally,
we'll
need
to
develop
a
pedestrian
clearway
tool
that
actually
indicates
on
what
streets.
We
should
have
water,
clear
ways
as
well.
So
that's
where
we're
at
right
now,
the
manual
and
the
bylaw
are
being
finalized.
We're
still
taking
doing
a
fair
bit
of
consultation
this
week
and
next
to
support
the
process.
The
design
manual
will
be
going
through
PWI
C
for
review
and
the
men.
The
bylaw
will
be
going
through
the
licensing
Standards
Committee
on
November
26th.
A
C
A
The
2
point,
1
metre
minimum
would
be
on
Main
streets
or
arterials
and
collectors,
so
the
1.7
would
be
on
the
local
streets
and
the
rationale
is
where
we
typically
see
the
high
pedestrian
volumes
are
on
the
main
and
collectors.
So
the
local
street,
for
example,
would
be
where
a
typical
flanca
cafe
would
be
adjacent
to
a
residential
area.
I.
H
I
just
asked
my
two
questions:
I'm
wondering
if
we
already
realized
that
we're
behind
other
cities
in
our
width,
you
know
why
can't
we
enlarge
instead
of
going
for
the
minimum,
you
know
even
at
1.7.
Why
can't
we
aim
for
a
2.4
and
the
last
one
is
like
I'm,
still
not
clear
which
parts
are
required
and
which
one
is
kind
of
recommended
and
then
finally,
the
the
the
kind
of
reinforcement
you
know
like
so
so
we
have
all
these
new
guidelines
or
bylaws
how?
What?
What
is
the
enforcement
methods?
Ok,.
A
Good
questions,
so
the
approach
that
transportation
is
taking
is
to
apply
clearway
wits,
where
they're
most
useful,
so
on
the
residential
streets
with
fewer
pedestrians.
The
1.7
we
feel
is
sufficient
for
passage
of
pedestrians,
but
when
we
get
on
to
the
main
streets,
where
we're
seeing
the
larger
volumes,
that's
where
we
would
be
looking
for
the
enhanced
clearer
ways
to
manage
those
extra
people
walking
down
the
street.
So
we're
not
we're
not
we're
reducing
it
in
that
one
instance,
but
generally
we're
looking
at
enhanced
for
the
majority
of
the
streets
of
where
you'd
find
cafes.
F
Can
jump
in
I'll
just
introduce
myself
because
I
missed
the
other
introductions
earlier?
My
name
is
Hamish
Goodwin
I'm,
a
senior
policy
officer
in
municipal
licensing
standards.
Thank
you
to
the
community
for
having
me
this
morning.
You
had
a
question
about.
Why
are
we
having
the
minimums
and
will
be
enforced
as
I
understand
it?
Why.
H
F
Okay,
so
just
to
build
off
what
what
Chris
mentioned
I
think
one.
Our
mission
that
didn't
come
through
in
the
presentation
is
that
the
minimums
will
be
embedded
within
the
bylaw,
but
in
addition
to
that,
there
will
also
be
a
clause
which
indicates
that
the
city
can
request
or
can
require
greater
than
the
minimums
be
provided
on
a
case-by-case
basis.
A
F
D
Thank
you
very
much
for
the
presentation
and
thank
you
as
well
for
coming
to
this
committee,
under
its
former
name
earlier,
to
get
some
input
and
it's
certainly
a
pleasure
to
see
so
much
of
that
input
incorporated
into
the
materials
that
we
receive
for
the
meeting
today.
I
support
IANS
comment
around
the
smaller
area.
When
you
listed
all
the
city's
2.4
was
the
next
lowest
like
I.
D
Don't
think
we
want
Toronto
to
be
at
the
bottom
of
the
pile
all
the
time
and
I
also
think
about
clearances
can
vary
with
weather
right
if
there's
snow
piled
up,
that
1.7
will
very
rapidly
make
it
impossible
for
someone
with
a
mobility
device,
and
perhaps
someone
with
a
service
animal
or
using
a
cane,
so
I
think
that's
something
to
consider
if
it's
the
day
for
recycling
and
garbage
pickup,
there's
other
things
out
there
too,
which
can
encroach
on
that
roadway.
So
I
think
that
that
would
need
to
be
considered
and
finally,
I.
D
D
I
think
it
would
be
good
if
there
was
you
know,
an
outlying
target
date
that
people
were
aiming
for.
It
would
just
keep
awareness
going.
It
would
keep
pressure
on
businesses
or
otherwise
it'll
just
fade
into
the
misty
murky
past,
and
we
may
not
get
to
where
we
want
to
be
with
an
accessible
city.
Agree.
Thank
you.
D
I
First,
I
just
want
to
echo
what
Tracy,
Andy
North
saying,
but
also
I,
think
we
need
to
be
very
careful
that
we're
not
setting
pedestrians
and
cafe
owners
up
in
a
situation
that
may
become
adversarial
because
I
think
some
of
that
already
exists,
particularly
in
smaller
neighborhood
areas,
say
if
you
have
somebody
living
with
a
disability
that
lives
in
say,
and
what
an
area
that
happens
to
have
a
lot
of
these
cafes
struggling
to
get
around.
Maybe
one
day
there
as
a
person
who's
commuting
through
that
area
is
quite
a
bit.
I
You
know,
get
the
looks
the
your
you're
aware
that
you're
in
inconvenience
in
that
space,
let's
just
say,
I,
think
particularly
if
we're
setting
up
things
in
spaces
were
different
areas,
have
different
levels
of
compliance
and
it's
it's
set
up
on
a
complaint
basis
as
well.
We're
not
we're
not
setting
this
up
in
the
way
of
making
a
community
better,
but
we're
making
exceptions
for
certain
people
still
and
I.
I
Think
some
of
that
I
think
we
need
to
be
very
careful
about
how
we
approach
that,
particularly
if
we're
asking
disabled
people
in
their
communities
to
make
complaints
about
I
think
the
likelihood
of
people
giving
it's
pretty
small
unless
they're
really
upset
about
a
particular
situation,
in
which
case
you're,
probably
only
gonna
get
a
certain
demographic
of
people
who
feel
comfortable.
Doing
that
I
think
I
think
the
approach
you
want
to
take
is
to
look
forward
to
put
the
push
for
the
best
and
say
if
you
can't
do
that.
I
Well,
then,
okay,
do
this
in
the
mean
time,
but
to
position
it
as
you're,
making
a
specific
accommodation,
first
specific
group
of
people
and
asking
them
to
make
complaints.
Oh
I,
don't
know
if
I'm
being
clear
what
I'm
getting
at
here
but
I
think
I
think
we're
sitting
people
for
an
adversarial
situation.
A
So
I
think
what
I
would
say.
This
seems
like
a
two-part
piece
to
me
that
the
transition
where
we
we
look
at
the
design
of
sidewalks
and
we
try
to
squeeze
good
cafes
and
good
sidewalks
out
of
it.
I
I
think
that
can
become
a
collaborative
process
where
we've
designed
out
some
of
the
problems
we
have
today.
I
think
that's
a
good
point.
You're
raising
the
the
complaint
piece
hamish,
it's
more!
It's
more!
If,
for
example,
a
cafe
owner
sticks,
an
a-frame
sign
out
into
the
clear
way
and
if
I'm
correct
I
mean.
F
There's
there's
more
than
700
cafes
app
out
there
and
in
Toronto
we
still
Cologne.
So
it's
it's
a
challenge,
definitely
to
be
on
top
of
it
on
a
day
to
day
basis,
certainly,
there's
an
opportunity,
an
opportunity
there
to
address
the
common
issues.
Infractions
such
as
a-frame
signs,
I
think
through
public
education
tools,
but
when
it
comes
down
to
enforcing
on
an
individual,
case-by-case
basis,
I
think
that's!
That's
it's
a
it's
a
bit
of
a
workload
challenge
there,
but
I
certainly
hear
what
you're
saying
in
terms
of
the
process
that
that's
relying
on.
I
The
complaints
for
a-frame
science-
that's
already
in
place
right
if
there's
an
a-frame,
that's
not
where
it's
supposed
to
be.
People
can
already
complain
about
that,
and
it's
further
we've
heard
in
this
committee
before
that
has
worked
out
very
well,
so
I'm
just
wondering
how
this
would
be
different
and
today
we're
talking
about
a
much
bigger
situation.
F
It's
true
a
frame
signed
by
Laura
I
mean
I,
don't
want
to
get
too
bogged
down
in
that
that's
a
separate
by
Laura
I
acknowledge,
there's
problems
with
it
and
perhaps
as
a
further
implementation
of
this
project.
We
can
then
move
on
to
addressing
that
bylaw.
There
are
a
number
of
ways
that
that
can
be
improved
back
to
the
issue
of
complaints
in
general.
F
F
I
I
think
we
need
to
perhaps
look
at
more
approaches
that
don't
rely
on
individuals
to
make
complaints
because,
for
example,
if
I'm
going
down
the
street
and
I
happen
to
come
across
an
area
that
doesn't
meet
the
criteria
in
the
bylaw
I'm
gonna
think
about
that
a
time,
but
by
the
time
I
go
home.
I've
moved
on
with
my
day.
Unless
something
particularly
repeatedly
happens
to
you,
I,
don't
think
I
don't
think
most
people
would
John.
F
I
F
Beyond
a
frames,
I'll
just
quickly
jump
in
there
and
beyond
a
frames.
I
think
the
biggest
challenge
is
with
the
pedestrian
clearway,
making
sure
that
there's
that
sufficient
movement
space
for
the
movement
of
pedestrians
under
the
current
bylaw
there
has
there.
There
is
a
practice
whereby
that
minimum
bylaw,
which
is
which
is
2.1
right
now,
can
be
reduced
through
the
appeal
process
to
community
council.
F
And
so
there
are
instances
where,
where
the
minimum
pedestrian
clearway
is
reduced
through
that
process,
so
there's
an
opportunity
in
the
bylaw
that
we're
reviewing
right
now
to
re-examine
that
process
and
and
think
about
the
the
value
as
a
city
we
place
on
the
pedestrian
clearway
and
and
whether
or
not
we
want
an
accessible
city
and
whether
or
not
that
existing
process
is
one
that
we
want
to
keep,
keep
or
think
about.
Another
way
of
securing
that
space
for
all
pedestrians.
G
It's
a
wide
clearance
minimum,
but
under
different
conditions-
and
maybe
you
want
to
speak
to
that-
make
some
of
the
wide
ones.
There's
one
city
this
Boston
been
to
where
it's
really
wide
clearance,
but
they
have,
it
doesn't
have
to
have
a
fence
around
it.
So
now
you
start
to
have
a
problem.
Part
of
the
enforcement
is
hey
that
guy
snuck
a
couple
of
extra
tables
in
because
it's
really
warm
this
weekend
and
I
got
to
go
and
enforce
because
they're
losing
out
into
the
clearance.
G
Some
have
I
haven't
been
there
but
I
understand.
San
Francisco
has
a
really
wide
clearance,
but
you
can
have
fixtures
in
the
middle
of
the
wide
clearance,
so
our
clearance,
while
it's
on
the
low
side.
If
someone
came
forward
and
said,
I
want
a
sidewalk.
He
here
and
I
want
you
to
vary
it
because
I'm
a
little
short
you're
saying
you
have
flexibility
on
some
things.
I
think
I
understood
you
to
say
this,
but
on
other
things
such
as,
if
there's
a
sidewalk
tree
in
a
planter
there,
that's
the
the
line.
G
You
you
can't
you
can't.
You
can't
start
to
encroach
on
on
those
types
of
limitations.
The
two
point
one
is
two
point:
one
is
two
point
one,
so
it's
not
from
the
store
to
the
sidewalk
for
the
whole
length
of
the
store,
it's
from
the
store
to
any
obstruction.
So
a
tree
in
a
planter
newspaper
box,
it's
a
fix
stuff
like
that.
That's
where
the
measurements
gonna
be.
A
A
I,
don't
know
what
their
regulations
are
in
terms
of
maintaining
that
the
clear
way
but
yeah
again
when
you
walk
down
certain
streets
of
Chicago,
there's
a
width
there
to
the
sidewalk
that
we
just
don't
have
access
to
so
I
think
the
trick
is
is
is
to
look
at
those
numbers
in
context
so,
for
example,
Queen
and
King
Street.
We
because
of
the
pedestrian
volumes
going
through
there
during
rush
hour,
you'd
like
to
have
a
sidewalk-
that's
generous,
you
know
maybe
33.7,
but
we
just
don't
have
the
room
there
to
do
that.
G
A
G
G
If
I,
if
I
was
visually
impaired
and
I
was
caning
along
there.
Now
without
the
railing,
I've
got
a
cane
patrons
because
they're
they're
losing
out
into
the
sidewalk.
So
if
I'm
going
to
find
my
way
through
that
these
will
the
enclosures,
while
they're
more
flexible
and
how
you
can
provide
an
enclosure,
there's
still
a
form
of
enclosure,
whether
it's
a
design
feature
or
events,
yeah.
A
A
Fencing
like
you
move
around,
like
you
see
in
Chicago,
or
it
could
be
in
some
instances,
simply
dots
that
demarcate
the
patio
so
those
we
have
to
be
a
little
careful
about,
and-
and
there
are
some
considerations
in
the
manual
about
how
you
would
design
those
things
in
mind
and
they're
not
suitable
for
everywhere,
so
they
might
be
suitable
for
licensed
cafes
in
our
jurisdictional
scan.
We
found
they
were
most
successful
in
on
city
streets
or
plazas
in
Europe,
where
the
volumes
of
pedestrians
were
less
right.
G
So
there
are
no
no
avenues
or
boulevards
where
you'd
put
one
of
these,
but
I
am,
as
a
politician
put
in
the
position
of
deciding
these
at
North
York
Community
Council
for
the
couple
of
councillors
that
that
have
those
applications.
So
we
are
sometimes
we
can
fall
prey
to
a
you
know
a
plea
from
an
applicant:
oh,
it's
not
a
problem.
It's
an
inch
here
and
an
inch
there
and
please
provide
a
variance.
So
the
big
question
is
we're
going
to
put
this
in
place.
G
Now
when
a
person
comes
to
community
council
and
says
staff
said
no,
but
please
say
yes:
politicians
will
still
have
the
power
to
do
that.
Will
there
be
a
section
in
your
reports
that
puts
the
the
lens
on
it?
We're
saying?
No
because
these
are
our
measurements,
but
also
here's
what
would
happen
to
the
differently-abled
if
you
say
yes
to
this
well,
that
that'd
be
clear
in
the
report
that
that's
one
of
the
reasons
why
you
can't
say
yes
to
this
today,
politicians.
G
The
the
any
restaurateur
who
comes
forward
and
says
staff
said
no
I
can't
put
a
sidewalk
cafe
here,
but
I'm
appealing
to
Community
Council.
Please
say:
yes,
will
it
be
clear
in
the
report
to
that
Community
Council,
here's
the
reason
we
said
no
and
part
of
it
has
to
do
with
with
disability
guidelines.
Okay,.
F
So,
thank
you.
I
think
I
understand
the
question,
so
we
are
still
undergoing
some
consultations
for
this
process,
but
the
options
we're
putting
out
there
for
this
issue
are
that
the
minimums
would
essentially
not
be
appealable.
They
would
be
the
cafe.
Operators
would
have
to
apply
the
minimum
pedestrian
clear
way
first
and
then
determine
following
that
process.
What
space
is
available
for
them,
if
any,
to
put
a
cafe
so.
G
D
Want
to
get
back
to
Melissa's
point
around
the
monitoring
of
cafes
around
being
accessible
without
any
kind
of
clear,
modern,
Turing
system.
The
laws
will
be
not
applied
in
many
places
and
it
also
puts
them
persons
with
disabilities.
Again,
in
the
second
class
citizen
category,
we
have
food
inspectors
who
go
into
restaurants
on
a
regular
basis
to
give
people
green,
yellow
or
red.
You
know
pass
or
fail
kinds
of
measurements
and
just
food
for
thought.
Maybe
that's
something.
I
know
it
costs
extra
in
resources
and
such,
but
just
to
kind
of
level
the
playing
field.
C
D
Just
something
that
occurred
to
me.
What
will
happen
say:
there's
you
know
a
building
that
has
a
ramp
in
front
of
it
and
so
there's
a
problem
with
the
clearance
I'm
aware.
This
had
happened
with
a
restaurant
on
Yonge
Street
and
that
was
resolved
when
Canada
Post
agreed
to
move
their
mailbox.
You
know
a
few
feet
one
way
or
the
other,
so
I'm
just
wondering
how
existing
ramps
are
being
built
in,
because
it
would
be
ironic
if
we
were
telling
people
to
take
out
their
ramps
in
order
to
get
the
clearance
that
we
wanted.
The.
A
Manual
doesn't
specifically
address
issues
of
building
access
so
that
that's
a
separate
issue
that
isn't
covered
off
by
the
cafe
manual
and
by
law.
Having
said
that,
there
are
provisions
for
cafe
decks
that
are
built
into
the
manual,
one
of
which
would
be
for
the
parklet
cafe
type
and
they
could
potentially
be
permitted,
as
well
as
part
of
a
frontage
or
flank
egde
cafe
and
depending
on
the
configuration
of
the
building.
There
may
be
a
rationale
or
option
to
build
in
ramps
as
part
of
that
structure.
D
H
Are
just
one
last
suggestion,
as
I've
mentioned
in
previous
consultations,
that
if
restaurants,
who
have
gotten
a
patio
license
to
even
display
that
and
perhaps
be
required
on
the
signed,
you
know
our
patio
license
and-
and
you
know
please
be-
you
know
if
you
have
any
concerns-
call
3-1-1.
So
at
least
it's
one
way
of
helping
people
to
to
report.
If
there
are
concerns
so
just
like
TDC,
they
do
inaudible
saying
like.
If
you
don't
hear
the
audible
announcement,
please
call
TDC
to
make
the
you
know.
So
it's
just
some
suggestion
for
reinforcement.
E
E
Why
not
move
them
into
the
furniture
area
where
it's
not
so
clear
away
and-
and
it
allows
us
to
protect
a
2.1
without
any
deviation
and
along
the
length
of
the
street
rather
than
having
a
piecemeal
one
in
front
one
on
the
street
one
in
front
one
on
the
street.
That's
never
going
to
achieve
what
we
want,
so
is
their
resources
coming
to
help
us
do
that
work,
yeah.
A
Maybe
I
can
answer
that
so
you're
absolutely
correct.
This
is
really
a
toolkit
and
we
need
to
figure
out
on
on
the
street
how
to
apply
it
to
the
different
context,
so,
throughout
both
last
year's
consultation
process.
In
this
one
we've
engaged
tabia
and
the
VIS
and
economic
development
through
Mike
major,
as
well
from
a
staffing
perspective,
we're
looking
at
resourcing
to
develop
some
pilot
projects
and
some
design
plans
that
we
could
possibly
implement
as
part
of
the
rollout
as
well.
A
We
haven't
yet
set
the
the
relationship
between
the
BIA
s
to
the
city,
on
that
we
certainly
think
on
transportation
services
and
that
we
can
bring
some
resources
to
the
table.
We've
heard
from
the
different
stakeholders
that
they
feel
that
BIA
should
step
forward
as
well
and
show
some
leadership,
I
suspect.
E
We
want
to
be
like
them
and
put
it
as
part
of
the
cost
share
program
with
the
VI
A's
and
allow
us
to
to
give
some.
You
have
an
example
that
that
we
can
then
use
I've
got
11
BIA,
so
you're
welcome
to
come
and
do
it.
My
word
I
do
believe
that
council,
wrong
Tam
has
already
done
similar
work
and
she
would
also
be
a
be
an
ideal
person
with
a
good
reputation
with
her
businesses
to
to
pull
that
off.
E
A
G
C
Okay,
I,
have
a
motion
on
on
this
item
and,
according
to
our
terms
of
reference,
we'll
have
to
send
it
to
the
Executive
Committee,
who
will
then
request,
hopefully
that
this
presentation
provided
by
Chris
Ronson,
as
well
as
Hamish
Goodwin,
be
then
presented
to
the
planning
and
growth
committee
meeting
on
November
the
16
2015.
This
is
actually
a
request
from
the
the
planning
growth
committee,
chair
and
I
will
be
sitting
on
that
committee.
So
I'll
get
to
hear
your
presentation
all
over
again.
I
just
want
to
speak
very
very
briefly
around
what
was
presented
today.
C
C
So
we
have
this
conflict
and
the
convergence
of
conflict
emerges
in
many
cases
when
we
don't
have
a
lot
of
sidewalk
real
estate.
So
I
think
that
while
we
continue
to
figure
out,
how
do
we
divide
up
our
very
limited
sidewalk
space,
which
is
not
wide
at
all,
especially
on
Yonge
Street?
When
you've
got
42
million
people
walking
up
and
down
Yonge
Street
annually,
the
minimum
requirement
can't
be
two
point
one,
and
it
can't
be
three.
C
It
can't
even
be
three
point:
six
we're
trying
to
achieve
ten
metre
wide
sidewalks
wherever
we
can
now,
and
that
means
six
metre
wide
sidewalks
when
you're
not
on
the
main
arteries.
The
challenge
for
us
is
either
we
push
the
building
back
beyond
their
property
line
or
we
take
the
curb
link-
and
this
is
the
thinking
I
I
see-
is
somewhat
missing
from
this
report,
and
this
is
why
I
think
it
should
go
to
planning
and
growth
because
we're
not
going
to
get
wider
sidewalks.
So
you
have
a
limiting.
C
You
were
operating
from
a
place
of
scarcity
and
we've
got
limited
real
estate,
trying
to
divide
up
all
the
different
users,
whether
it's
a
frames
signs,
whether
it's
people
who
are
moving
through
with
strollers,
as
well
as
the
elderly
as
people
with
varying
abilities,
as
well
as
trying
to
take
into
consideration
the
needs
of
the
business
operators.
On
top
of
that,
we've
got
streetscape
improvements
and
those
trees
need
to
have
lots
of
soil
pits.
They
need
to
be
deep
and
wide
and
everything
else
you
can
think
of
granite
banners
and
what
have
you?
C
That
is
a
lot
of
competition
for
a
very
little
real
estate.
So
if
we
don't
create
that
shift
of
who
are
we
building
cities
for
us
and
neighborhoods
for?
And
it
cannot
be
the
commodification
of
sidewalk
space
only
for
private
interests,
and
it
cannot
be
that
curbside
parking
has
to
be
in
every
single
BIA
area.
In
order
for
businesses
to
receive
customers
and
service
deliveries
on
the
side
on
the
curbside,
there
has
to
be
a
bigger,
innovative
thinking
shift
so
I
want
to
commend
staff
for
the
report.
C
I
think
it's
a
great
place
for
us
to
start.
It's
does
harmonization
of
those
six
bylaws
is
a
was
long
overdue,
but
I
don't
think
we're
there
yet
and
I
think
you
heard
loud
and
clear
from
this
committee
that
no
one
was
betrayed
as
a
second-class
citizen
asking
for
people
living
with
disabilities
to
constantly
be
the
police
and
enforcement
is
not
fair
and
and
certainly
I,
think
that
we
can
do
better.
C
That
is
the
question
probably
for
the
clerk
to
answer
the
clerk
said
she
will
have
to
find
out
yeah
yeah.
The
objective
is
to
get
this
report
in
front
of
as
many
committees
as
possible,
recognizing
there's
going
to
be
all
sorts
of
stakeholder
interests,
okay,
so
all
in
favor,
okay,
any
opposed.
Okay,
that's
carried!
Thank
you
very
much
for
your
presentation.
Okay.
Moving
along,
we
have
a
psycho
track
design
accessibility
regarding
24.
Well
Z.
There
is
one
speaker
registered
to
speak
mr.
Gord
Brown.
Would
you
are
you
here?
Okay?
C
C
C
J
J
So
the
process
that
I'm
going
to
go
through
is
to
provide
you
with
a
bit
of
background
on
the
request,
a
little
bit
of
background
about
cycle
tracks
and
their
designs
and
the
work
that
we've
been
doing
to
review
the
issue,
some
of
our
recommendations
and
then
I'm
looking
forward
to
a
chance
to
hear
your
feedback
so
that
we
can
incorporate
that
into
a
report
back
to
the
Public
Works
and
Infrastructure
Committee.
Following
this
meeting,
it's
skipping
through
on
me,
I'm,
not
sure
why
it's
going
through
the
slides
on
its
own.
J
So
Wellesley
Street
previously
had
standard
painted
bike
lanes
which
were
upgraded
to
separated
bicycle
lanes,
would
refer
to
as
cycle
track.
So
I'll
tend
to
use
the
term
cycle
tracks
through
this
presentation
council
direction
to
make
that
upgrade
was
in
July
of
2011.
There
was
a
design
and
consultation
process
very
similar
to
an
environmental
assessment
that
took
place
throughout
2012
and
2013,
and
construction
was
completed
earlier
this
year
for
Sherbourne
Street.
J
Urban
street
is
interesting
because
it
has
a
few
different
types
of
cycle
tracks
that
are
relevant
to
our
conversation
today
between
Bloor
and
gerard.
What
you
have
is
a
bike
lane,
that's
at
the
street
level,
and
it
has
a
rolled
curb
that
separates
the
the
cycle
track
from
the
travel
lanes
between
Gerard
and
King
Street.
The
cycle
track
is
at
the
sidewalk
level
and
it's
a
either
a
full
curb
or
it's
it
slopes
down
to
the
road.
J
So
it's
a
design
consideration
that
that
was
made
based
on
the
type
of
construction
that
was
going
on
on
the
road,
the
South
section,
because
it
was
a
full
reconstruction
of
the
road.
We
had
the
opportunity
to
make
us
through
a
sidewalk
level
cycle
track,
whereas
a
section
north
between
blue
and
Girard,
it
was
simply
a
resurfacing
project,
so
the
staff
didn't
have
the
opportunity
to
do
as
much
changes
to
the
drainage
and
the
in
the
design
of
that
section.
So
a
different
design
was
accommodated
for
throughout
the
consultation
process.
J
So
to
provide
you
a
bit
more
context
about
the
type
of
cycle
tracks
I
described
them
earlier,
when
we
have
a
reconstruction,
there's
a
more
major
construction
going
on
and
we
have
an
opportunity
to
change
the
drainage
where
those
storm
sewers
are
and
all
of
that,
and
so
there
are
more
opportunities
for
us
to
to
change
the
way
that
a
bike
lane
can
be
upgraded.
So
I
have
three
types
of
reconstruction
of
cycle
tracks
on
the
screen
on
the
far
left
is
a
cycle
track.
J
That
is
it's
at
the
sidewalk
level
and
it
slopes
down
to
the
roadway-
and
it's
it's
quite
useful
for
cyclists,
because
it's
permeable
that
you
can
easily
go
around
other
cyclists
or
any
obstruction,
but
it
also
is
vulnerable
to
illegal
car
parking.
The
next
type
that's
in
the
center,
is
what
you
see
on
the
section
of
Wellesley
between
young
and
Queens
Park,
this
section
where
this
the
cycle
track
is
at
the
road
level,
and
there
is
a
full
square
curb
in
between
the
the
cycling
facility
and
the
road.
J
This
is
similar
to
what
you
see
on
the
north
part
of
Sherbourne,
except
here
that
curb
is
square,
whereas
on
the
north
part
of
Sherbourne,
the
curb
is
rounded
and
the
the
third
type
of
type
on
the
left
is
the
South
section
of
Sherbourne
and
you'll
see
this
in
other
areas.
When
we
go
forward,
is
a
cycle
track,
that's
at
the
same
level
of
the
sidewalk,
where
it's
a
little
bit
harder
for
cyclists
to
pass
each
other
depending
on
the
width
of
that
facility.
J
In
the
cases
of
road
retrofit,
where
there's
less
construction
work,
that's
otherwise
going
on
a
cost-effective
solution
for
us
to
to
implement
cycle
tracks
generally
starts
with
paint.
So
the
first
three
on
the
top
are
opportunities
to
introduce
cycle
tracks
through
the
redesignate
of
existing
vehicle
lanes
through
paint,
and
so
this
is
similar
to
what
you
see
on
Richmond,
Adelaide
and
Simcoe
here
in
the
downtown
core
on
the
left
is
a
buffered
bike
lane
that
has
a
paint.
J
Only
separation
in
the
center
is
a
bit
of
an
upgrade
from
that
where
there
is
a
flexible
plastic
bollard
in
between
some
of
those
buffered
areas
and
on
the
the
far
right
is
the
cycle
track,
separated
by
parking
so
on
Simcoe
Street
you'll
see
some
of
this,
where
there
is
a
an
area
for
either
parked
vehicles
or
motorcycles.
As
that
parade
the
cycle
track
from
the
from
the
travel
lanes
and
further
to
the
bottom
of
the
slide.
J
There
are
two
types
of
where
you're
using
that
buffer,
but
you're
putting
something
other
than
a
flexible
plastic
post
in
it.
So
you
have
curb
stones.
We
haven't
used
this
type
of
cycle
track
here.
In
Toronto,
as
of
yet,
but
they
use
it
quite
frequently
in
Ottawa
and
Calgary
and
we're
thinking
about
this
type
of
facility
and
then
on
the
the
bottom
right,
you
see
a
cycle
track
separated
by
planters.
We
have
introduced
some
of
this
as
a
pilot
project
on
Simcoe
and
on
Richmond.
J
Now
what
I
wanted
to
draw
your
attention
to
is
that
we
have
had
accessible
loading
concerns
raised
with
some
of
these
types
of
cycle
tracks,
so
I'm
going
back
to
the
reconstruction.
The
the
type
in
on
the
far
left
is
is
fairly
permeable
for
a
for
accessible
loading
vehicle,
whether
we'll
trans
or
private,
taxi
to
come
into
the
cycle
track.
They
are
permitted
to
do
so
and
unload
within
that
facility.
The
center
model
that
you
see
on
similar
to
Wellesley
or
the
north
part
of
Sherbourne.
J
It
does
not
allow
for
that
activity,
because
the
kerb
is
too
big
and
the
vehicles
cannot
kneel
within
the
cycle
track.
The
the
far
right
is
is
quite
amenable
to
accessible
loading,
because
you
can
easily
deploy
at
that
at
that
kerb
in
terms
of
the
the
retrofit
types
of
cycle
trucks
they
are
there
still,
they
do
provide
for
accessible
loading
because
where
there
are
breaks
in
the
separation
or
there
isn't
a
physical
piece
of
infrastructure,
either
the
flexible
bollard
plant
or
a
kerb
in
in
the
separation
of
a
wheel.
J
Trans
vehicle
can
enter
the
cycle
track
to
unload,
and
we
have
been
looking
at
some
locations
to
provide
for
that
activity.
There's
one
location
on
Simcoe
that
we've
had
concerns
raised
and
we're
looking
at
a
place
for
vehicles
to
load
unload
outside
of
the
technical
track
and
providing
a
kerb
depression
so
that
that
loading
can
happen
for
accessible
users
through
the
cycle
track.
J
One
of
the
main
sources
of
feedback
that
we're
looking
to
for
this
issue
is
from
the
TTC
in
terms
of
wheel
trans
operations,
so
we're
gathering
information
from
them
in
terms
of
standards
for
making
sure
that
locations
that
allow
for
accessible
loading
provide
for
both
rear
inside
loading
have
a
buffer
so
that
they,
the
ramp,
can
be
deployed
and
allow
pick-up
and
drop-off
very
close
to
the
building
entrance
in
the
line
of
sight
for
the
driver.
We
understand
the
operations
of
wheel.
J
Trans
vehicles
doesn't
allow
the
vehicle
kind
of
be
parked
around
the
corner
and
then
bring
somebody
door-to-door,
because
that
leaves
the
people
who
are
in
the
wheel
trans
vehicle
alone
and
not
attended
to.
So
these
kind
of
considerations
mean
that
we
need
to
think
about
the
various
vehicle
types,
both
the
wheel
trans
vehicles,
which
there's
a
very
varying
fleet
as
well
as
taxis,
adjacent
uses.
J
So,
throughout
the
design
process
for
Sherbourne
Street
I
mentioned
between
floor
and
Queen.
It's
it's
one
design
in
between
queen
and
king.
It's
another.
The
road
with
allowed
for
parking
lay-bys
to
be
integrated
into
Zion,
and
the
main
impetus
for
those
parking
laid
bys
was
to
accommodate
the
the
high
wheel,
trans
and
accessible
loading
activity
along
this
corridor.
J
What
we're
finding
challenges
with,
though,
in
this
in
this
corridor,
that
we've
we've
heard
from
wheel
trans
that
they're
having
issues
with
is
that
some
of
those
lay-bys
design
for
wheel
transloading,
are
being
used
by
other
uses
and
they're
not
able
to
get
in
and
provide
the
service
to
to
the
the
patrons.
So
one
of
the
solutions
that
we
are
looking
to
recommend
out
of
this
process
is
to
designate
all
or
part
of
those
lay-bys
just
for
wheel,
trans,
accessible
loading
zones
in
those
lay-bys
so
that
they
can
be
used
as
they
were
intended.
J
In
terms
of
wellesley
there,
there
are
two
sections:
I
actually
only
included
the
the
one,
with
the
full
kerb
on
this
slide,
but
we
have
between
Yonge,
Street
and
Queens
part
circle
on
the
west
side
of
Wellesley.
We
have
that
full
kerb
that
I
mentioned,
and
between
Yonge
Street
and
Parliament.
There's
a
buffered
bike
lane
with
the
flexi
post
to
provide
the
cycle
track
in
that
section
and
for
the
most
part,
lay-bys
were
not
possible
to
do
to
the
road
width
along
this
corridor
and
throughout
the
planning
process.
J
Accessibility
points
needed
to
be
identified
to
be
able
to
allow
for
loading
and
unloading
in
one
case
earlier
this
year,
which
really
I
think
kicked
off
the
need
for
this
review.
We
heard
from
many
residents,
probably
about
a
dozen
to
220
residents
from
24,
well
Z,
which
is
just
east
sorry,
just
west
of
Yonge
Street
that
they
did
not
have
any
opportunity
for
loading
and
unloading
four-wheel
trans
vehicles
at
that
location,
in
speaking
with
the
staff
that
were
involved
in
the
planning
process
through
that
location.
J
Initially,
it
was
felt
that
some
of
the
lane
ways
adjacent
to
that
building
would
provide
for
sufficient
loading
and
it
seemed-
and
it
didn't
have
a
high
volume
of
wheel,
trans
pickup
drop-off.
So
it
seemed
like
that
would
be
the
right
solution,
but
based
on
the
feedback
that
we
heard
from
residents
in
that
area,
that
that
was
not
the
the
cycle
track
with
the
full
curb
at
their
at
their
at
their
residence
that
their
condo
building
was
not
working
for
them.
J
So
we
went
out
and
we
did
a
site
visit
with
with
members
of
the
the
property
management
firm
and
and
the
the
condo
board
and
then
residents,
some
of
whom
were
in
wheelchairs
and
did
a
site
visit
with
them
to
understand
the
issues
and
why
the
the
laneways
adjacent
to
that
building,
which
just
would
not
be
sufficient.
And
so,
as
a
result.
Since
we
were
at
the
final
stage
of
construction
of
this
cycle
track,
we
made
a
decision
that
we
absolutely
needed
to
accommodate.
J
If
there
are
any
others,
we've
missed
and
whether
you
think
the
solutions
that
we're
recommending
are
appropriate
and
so
I'll
just
go
through
some
of
them
that
are
not
not
specifically
around
accessibility,
the
issues
of
frequent
parking
and
bike
lanes
and
the
separation
conditions.
We've
been
reviewing
that
through
observation
and
documenting
incidents
of
parking
within
the
cycle,
tracks
and
bike
lanes
on
Wellesley
and
on
Sherbourne
and
we've
seen
over
time.
It
has
been
reducing
and
in
some
places,
we've
put
in
additional
flexible
hours
to
reduce
the
the
entry
of
vehicles
into
those
spaces.
J
We
have
gone
and
done
a
site
visit
with
wheel
trans,
where
we
wrote
along
in
one
of
the
wheel
trends
vehicles
along
both
of
these
corridors
and
understood
which
locations
were
challenging
for
them
to
have
pickup
drop-off
and
where
we
needed
to
make
changes
in
some
cases.
That
is
a
change
where,
as
I
mentioned,
looking
at
the
looking
at
the
signage
for
those
those
those
lay-bys
so
that
it's
wheel,
trans
designated
space
within
those
lay-bys.
But
there
were
also
some
interesting
solutions
recommended
around.
J
If
you
just
took
out
one
bollard
here
there,
along
Wellesley
east
of
Yonge
Street.
This
would
allow
for
four
wheel,
trans
loading
and
unloading,
but
not
reduce
the
separation
conditions
of
the
cycle
track
and
and
the
other
idea
that
came
forward
through
our
consultation
with
wheel
trans
was
that
in
many
cases
cyclists.
Don't
understand
that
wheel
trans
because
are
permitted
to
go
into
the
cycle
track
and
they're
quite
mad
and
frustrated
when
they
see
that
happening.
So.
Communication
regarding
that
issue.
J
J
The
the
other
issue
that
we
have
is
that
currently
cycle
tracks
in
our
baile
do
allow
for
wheel
trans
vehicles
to
go
into
cycle
track
for
loading,
but
not
general
accessibility,
taxis.
So
that's
not
consistent
with
the
bylaws
for
bike
lanes
and
bike
lanes.
Any
accessible
unloading
and
unloading
can
take
place
so
we're
going
to
propose
a
change
to
the
cycle
track
by
a
lot
to
make
it
accommodate
both
wheel,
trans
designee
vehicles,
as
well
as
other
vehicles
and
finally
going
forward.
C
H
You
know
input
from
from
from
this
committee,
but
also
being
part
of
the
sight-impaired
community.
We
are
very
concerned
that,
first
of
all
again,
we
have
never
been
consulted
and
this
whole
idea
of
raising
the
cycle
lane
to
be
on
par
with
the
sidewalk
being
for
for
a
blind
or
sighted
impaired
person.
How
are
we
supposed
to
know
where
the
cycle
is
where
the
cycle
lane
starts
and
and
also
what's
to
stop
them
from
coming
into
so
and
also
cross?
H
So
you
can
understand
Italy
previously
there's
a
her
sidewalk
curb
that
that
I
know
if
I
step
off
the
curb
they
are
vehicles.
You
know
whether
it's
cycle
cars
or
street
cars,
but
if
it's
on
the
same
so
I
don't
know
if
any
consultation
has
been
done
with
the
decided
community
to
get
our
feedback,
because
I
see
that
as
a
real
potential
danger
and
then
secondly,
to
cross
when
I
cross
the
street,
even
just
to
get
to
the
island
of
the
street
card
islands
or
to
cross
the
street.
H
If,
if
there
are
cycle
lanes
that
I
am
not
aware
of,
because
I'm
blind
or
cite
the
same
pair,
what's
to
stop
them
from
from
hitting
me
because
they
are
silent
for
the
most
part,
I
can
hear
a
car
or
streetcar
coming.
I
can't
hear
a
cycle
as
well
and
I
have
had.
My
husband
has
seen
cyclists
even
just
going
fast
and
hitting
a
just
a
regular
person.
D
J
There
are
between
I
would
say
between
400
centimeters
and
600
centimeters
of
tactile
stones
that
separate
that
space
and
I
don't
know
who
was
involved
at
that
time.
I
apologize
because
I'm
I'm,
actually
fairly
new
to
the
city.
I
started
here
in
January,
but
I
know
in
the
planning
process
that
the
accessible
having
that
tactile
difference
does
that
the
distinction
between
the
sidewalk
and
the
cycle
track
was
of
utmost
concern
for
pedestrian
safety
and
and
particularly
for
those
that
are
sight
impaired
in
terms
of
the
the
bus
stops
location
that
you
bring
up.
J
I
do
have
a
picture
on
the
screen.
For
those
of
you
who
see
but
I'll
describe
it,
the
design
at
Sherbourne
is
very
similar
to
the
design
at
on
ronsis
fails
and
the
design
that
has
also
been
mimicked
on
on
Wellesley,
where
the
the
yellow
tactile
domes
provide
a
distinction
between
where
the
the
stop
location
is
at
the
bought.
J
The
back
the
front
of
the
bus,
as
well
as
between
the
place
where
the
pedestrian
enters
into
the
loading
area
and
cyclists
are
required
to
stop,
and
there
is
signage
to
say
that
they
are
required
to
stop.
There
is
a
bilat
in
place
that
says
just
like
stopping
out
at
the
back
of
a
streetcar,
a
cyclist
is
required
to
stop
behind
the
those
yellow,
tactile
domes,
and
we
have
seen
improvements
and
compliance
of
that
over
time.
But
your
point
about
the
concern
about
safety
is
well
taken.
K
Hi
there
I
live
in
this
immediate
area
and
I
have
some
concerns
that
I
know
I've
raised
in
a
meeting
that
was
probably
over
a
year
and
a
half
ago
now,
but
I
know
just
a
bit
up
from
that
exact
picture.
There
is
the
410
Sherbourne
clinic
that
sees
a
lot
of
people,
particularly
with
disabilities,
who
are
experiencing
acute
illness.
K
There's
also
the
CCAC
fast
center
downstairs
and
I'm
mentioning
that,
specifically,
because
there's
a
lot
of
folks
that
are
accessing
that
Center
that
are
using
pretty
high-tech,
as
my
acupuncturist
pointed
out,
pretty
high-tech
medical
equipment
and
they're
not
at
their
best
and
when
I
go
there
I'm
not
at
my
best
I've
tried
to
be
dropped
off
there
a
few
times
by
taxi
and
I
was
actually.
There
was
a
rue
between
a
taxi
driver
and
a
cyclist
more
than
one
occasion.
K
Outside
of
the
410
Sherbourne
clinic
and
I
think
based
on
things
that
I've
seen
in
terms
of
people
that
are
quite
unsteady,
trying
to
use
their
walkers
trying
to
get
in
and
then
cyclists
are
coming
in
right
at
the
same
time,
if
that
can't
be
like
a
more
simple
solution,
because
I've
been
literally
right,
there
like
right
in
front
of
that
that
yellow
space
and
cyclists
have
like
just
like
taking
me
off
my
my
feet:
kind
of
thing
I'm.
So
compliance
is
a
bit
of
an
issue.
K
The
other
concern
that
I
wanted
to
raise
and
speaking
with
Sandra,
is
that
right
in
front
of
about
390,
sure,
BER
and
let's
say
I
will
reveal
my
address.
But
there
have
been
a
number
of
cyclists
that
have
been
hit
over
the
summer
and
it
seems
to
be
like
a
fairly
dangerous
cycle
area
and
I'm
wondering
if
you
know
if
the
city
hears
about,
if
someone,
if
the
ambulance
is
frequently
called
to
that
area,
to
get
cyclists
that
have
been
hit.
K
If
that's
been
considered
at
all,
because
I
know
that
I
cycle
sometimes
and
my
cycling
is
in
like
a
racing
chair.
So
it
is
bigger,
like
I'm,
a
very
responsible
/,
careful
person
when
I
go
out
and
I
never
go
out
on
my
own,
but
it's
a
bigger
situation
than
a
standard
bike
and
I'm,
definitely
not
within
a
sightline
of
the
like
a
motorist
that
the
same
sightline
that
a
bike
would
be
so
I.
K
J
J
K
K
It's
a
good
idea
to
put
a
sticker
onto
the
vehicles,
but
I
think
you
need
a
big
signage
like
on
a
lamppost,
so
it's
clear
and
everyone
can
see
it
not
that
anyone
won't
obstruct
anyone's
views
and
I
agree
with
the
terilyn
what
she
said
when
I'm
going
to
medical
appointments
and
I'm
not
feeling
well
I
have
to
go
around
to
help
me
around
the
block
and
in
the
winter
waiting
for
wheels,
trans
and
there's
no
plow
and
all
the
ice,
it's
very
difficult.
So
what
can
we
do
to
ensure
everyone's
safety?
Thank
you.
J
Thank
you
for
for
raising
that
concern.
In
particular,
I
recognize
the
the
disrespect
that
I
think
that
some
of
the
cyclists
in
this
city
are
incurring
on
other
people
and
and
unfortunately,
we
can't
control
for
everyone's
behavior,
but
I
recognize
the
the
feeling
that
that
and
that
that
creates
and
I
think
that
your
idea
about
more
permanent
signage
is
something
we
can
take.
A
look
at
as
well
really
the
intention
about
about
that.
J
The
decal,
and
perhaps
a
sign,
would
be
to
make
it
clear
that
that
the
wheel
trans
driver
that
you
as
a
real
trans
user,
you're,
absolutely
will
well
within
your
right
to
be
using
that
space
and
that
that
respect
and
courtesy
is
required.
So
that
is
that
is
something
that,
as
part
of
the
creation
of
these
decals
or
signs
that
we
want
to
make
sure
that
it
it
gets
it
wide
enough
out
there.
So
thank
you
for
that
idea
about
a
sign
more
permanently
and
in
terms
of
the
location
and
the
winter.
That's
precisely!
J
Why
that
the
issue
about
these
lay-bys
that
are
being
obstructed
by
other
users.
We
want
to
make
sure
that
they're,
free
and
clear
so
that
will
trans
users
and
the
bittern
vehicles
can
get
into
them,
because
then
you
get
into
situations
where
you're
you're,
having
a
load
in
the
middle
of
the
street
or
around
the
corner,
and
understandably
particularly
winter,
and
could
winter
conditions
that
that's
that's
not.
J
The
issue
about
license
in
particular
has
been
reviewed,
so
I
really
I'm
not
going
to
speak
to
that
issue
today,
but
that
I
recognize
your
your
requests
about
the
signage
making
sure
that
that
conveys
what
it
needs
to
and
making
sure
the
space
is
clear
for
loading
to
happen.
Where,
where
should
thank.
D
If
you
go
down
to
Queens
Key
around
harbor
front,
that
is
a
perfect
example
of
the
worst-case
scenario.
I
was
down
there
in
the
summer.
High
volume
of
tourism
and
people
walking
I
think
that
people
were
not.
Pedestrians
were
not
really
clear
that
those
were
cycle
lanes
so
where
this
pedestrian
part
of
the
sidewalk
was
blocked
because
of
a
high
volume
of
people,
they
would
naturally
tend
to
wander
over
to
the
cycle
lanes.
D
Stones
or
whatever
you
call
them,
it
looks
beautiful,
but
I
think
that
again,
tourists
will
look
at
that
as
more
of
a
visual
pleasantry
rather
than
understanding.
This
is
supposed
to
indicate
a
divide
between
the
two
two
areas
and
and
there's
also
a
part
where
there
is
a
set
of
lights,
where
cars
can
go
into
a
parking
area
at
Harbourfront.
That
is
totally
chaotic,
because
people
don't
actually
understand
that
there's
a
light
and
when
it
turns
red,
cyclists
need
to
stop
and
not
go
through
the
intersection
and
the
same
with
pedestrian.
D
J
For
raising
that,
we
I
didn't
address
Queens
keys
in
this
presentation,
because
the
requests
the
Public
Works
Committee
was
specifically
about
Sherbourne
and
Wellesley,
but
we
are
actively
working
with
Waterfront
Toronto
on
some
immediate
sort
of
tweaks
and
changes
to
improve
understanding
of
what
the
intended
facilities
are
for
shared
space
and
where
there's
designated
space
along
Queens
Qui
along
Queens
key.
But
there
also
are
some
bigger
changes
in
the
works
to
to
make
clear
those
interlocking
stones
that
you're
talking
about
they.
J
D
A
crazy
thought
came
into
my
head.
As
Rehema
told
me
told
us,
the
story
of
cyclists
was
in
by
and
hitting
and
punching
and
stuff
crazy
idea
came
into
my
head.
Would
it
be
an
absolute
impossibility
to
install
arms
on
the
wheel
trans
buses
like
they
have
on
school
buses?
That
would
just
block
the
cycling
some
section
and
that
way
no
one
could
get
by.
In
that
section,
that's.
J
Not
something
that
that
our
unit
as
part
of
translation
services
like
infrastructure
could
propose,
and
at
this
point
wheel
trans
was
interested
in
the
idea
of
using
decals
and
signage.
So
that
would
be
certainly
a
capital
cost
to
be
driving
at
arms,
and
all
of
that
so
I
think
if,
let's
we'll
continue
to
work
with
with
TTC
and
wheel
total
team,
if
these
decals
and
signs,
if
they
help
us
get
there,
if
we
get
the
improvements
that
we're
looking
for,
then
maybe
that's
enough.
The
other
good
idea
to
propose
to
them.
D
Because
the
problem
is
that
cyclists
have
been
treated
like
secondhand
citizens
for
a
long
time
in
the
city,
and
so
they
developed
quite
an
angry
stance
against
a
lot
of
things
are
being
door
to
being
not
allowed
to
be
in
traffic
properly
they've,
given
up
on
all
sorts
of
rules
because
of
that,
and
so
either
there
has
to
be
a
huge
public
campaign
explaining
the
rules
of
the
road
again
or
it
has
to
be
more
physical.
Somehow
so
just
I
thought.
C
D
Yeah
I
appreciate
that
you've
been
talking
with
wheel
trans
and
you
know,
there's
been
it
sounds
to
me:
there's
been
particular
emphasis
on
hospital
and
clinic
access,
which
is
important
because
a
lot
of
people
do
go
there,
but
just
keep
in
mind
that
people
can
book
a
ride
to
go
to
any
destination
and
depending
on
their
situation.
If
somebody
is
walking
with
a
walker,
they
may
not
be
able
to
go
several
doors
down
from
their
destination
and
in
the
winter,
depending
on
the
conditions
like.
D
C
C
L
Good
morning,
thank
you
for
allowing
me
to
speak
today
and
I'm
very,
very
happy
to
be
here.
My
name
is
Gordon
Brown
I'm,
a
resident
of
downtown
Toronto,
I
love
to
walk
and
exercise
for
exercise
and
transportation
and
as
a
caregiver
for
someone
who
has
Parkinson's
disease
I
realize
each
and
every
day
how
blessed
I
am
to
be
able
to
walk,
easily
and
confident
around
the
city
and
I
realize
that's
not
the
case
for
everybody.
L
For
many
years,
I've
involved
in
a
number
of
organizations
and
initiatives
focused
on
improving
active
trance
Jasin
in
general,
but
the
pedestrian
experience
in
particular
I
was
thrilled.
When
council
approved
the
Toronto
walking
strategy,
saying
the
safety
of
pedestrians
takes
precedence
over
all
of
the
forms
of
transportation,
but
when
I
walk
the
city
I
really
have
to
ask.
L
My
questions
are:
what
do
we
do
and
how
do
we
know
if
you're
a
pedestrian
to
cyclists?
What
do
you
do
when
you
get
there
and
how
do
you
know
it?
Basically,
what
you're
faced
with
is
a
situation
where,
when
you've
come
to
the
end
of
the
crosswalk,
you've
got
two
lanes
of
bikes
coming
at
you
and
no
way
to
safely
get
into
the
park.
L
Second,
one
is
one
that
a
number
of
people
have
talked
about,
which
is
the
the
accessibility
access
on
Sherbourne.
Yes,
there
is
a
lay-by.
My
question
is:
why
would
we
not
simply
keep
the
bike
lane
going
straight,
how
the
cars
cut
across
it
as
they
do
on
every
other
entrance
on
Sherbourne
Street
and
allow
this
to
be
a
place
where
people
can
safely
get
onto
the
the
taxi
private
vehicle
or
anything
else?
There
is
no
signage
indicating
that
pedestrian
at
cyclists
must
stop,
there's
not
even
something
as
simple
as
a
crosswalk.
L
L
Next
one,
we
talked
about
the
transit
loading
zones.
If
you
look
closely
what
besides,
the
yellow
band
would
tell
you,
you
have
to
stop
for
pedestrians
getting
onto,
and
off
of
the
buses.
I
see
a
big
bike.
That's
all
I
see
a
Jacqueline
had
said
that
they
have
signage,
indicating
you
must
stop
for
open
doors.
To
be
honest,
I
have
seen
it
occasionally.
It's
a
six
by
six
sign
way
up
on
the
right
other
than
that.
The
only
signs
you'll
see
here
are
about
cars
must
yield
to
bikes.
This
is
a
bike
lane
everything
else.
L
L
Fourth,
one
sound
like
an
auctioneer
up
here,
oh
well,
this
is
the
issue.
That's
been.
A
number
of
people
have
spoken
very
passionately
about
and
I
fully
agree
with
them.
The
idea
of
street
level
versus
sidewalk
level
bikes
our
traffic.
We
need
to
consider
them
as
traffic
high
momentum
vehicles
that
can
seriously
injure
low
momentum.
People
as
I
get
older
and
fatter
I
have
more
momentum,
but
still
not
enough
for
a
cycle.
I
strongly
would
like
to
see
some
kind
of
explanation
as
to
why
this
is
justified.
L
Please
don't
get
me
wrong.
Some
projects,
such
as
Richmond
and
Adelaide,
are
important
and
safe
and
excellently
executed,
they're.
Also
on
the
street,
but
I
believe
there
are
valid
concerns
here
and
in
my
letter,
which
is
very
detailed
that
need
to
be
addressed
and
Jacqueline
I'd
be
glad
to
talk
about
the
solutions
with
you.
I've
made
recommendations
to
public
works
and
they're
included
my
submission
that
please
expand
the
scope
of
this
review,
which
I
fully
support
to
include
all
the
complaints,
including
mine.
L
The
other
thing
is:
please
look
at
process
improvements
that
would
see
a
comprehensive
risk
assessment
that
says
when
we're
doing
this
infrastructure
project,
here's
what's
changing
with
respect
to
cyclists,
pedestrian
safety,
what's
happening,
what
are
we
doing
to
mitigate
it?
How
much
will
it
cost
I
heard
it
as
well?
L
Queens
key
has
been
extraordinarily
contentious.
I,
don't
believe
tweaking
is
necessary.
I
believe
the
design
is
just
wrong.
I
believe
that
pedestrians
should
have
crosswalks
to
get
them
safely
from
one
sidewalk
to
the
other
across
all
traffic
Queens
key
has
a
crosswalk
for
cars
and
transit,
and
then
you're
left
with
a
bike
signal.
What
does
that
mean?
What
do
I
do.
D
Thank
you
for
coming
in
and
expressing
your
concerns.
I
agree
having
been
a
cyclist
in
the
past
I,
don't
look
up
at
signs
I'm
looking
down
at
the
road,
because
I'm
looking
for
potholes
I'm,
looking
for
garbage
cans,
I'm
looking
for
doors
being
opened,
etc,
etc
and
nobody's
gonna
be
looking
at
a
sign.
They're
gonna
be
looking
at
the
ground.
So,
yes,
absolutely
there
should
be
stuff
on
the
ground.
D
They
do
have
a
solution
on
Queens
Key
at
Yonge.
That
seems
to
be
working
in
terms
of
the
cyclists
and
the
bus
stop
and
everything
else.
So
if,
if
you
want
to
take
a
look
at
that
intersection
and
use
that
as
a
bit
of
a
model,
they
have
an
actual
spot
where
cyclists
get
off
the
bike
lane
and
stop
and
wait
and
I
believe
there's
enough
signage
there
that
they
don't
run
over
the
pedestrians
and
where
the
bus
lets
off.
L
D
C
Okay,
thank
you,
Tracy,
any
other
questions.
Okay,
thank
you.
Thank
you.
Gordon
we've
counselor
we've
concluded
questions
of
staff.
We
have
time
for
speakers
now.
If
there's
any
motions,
we
can
move
them
at
this
time
as
well
I'm
going
to
invite
if
I'm
also
going
to
invite
a
nicole
to
to
a
comment.
I've
I
specifically
asked
her
if
she
can
just
provide
some
insight
and
reflect
upon
which
what
Jaclyn
has
just
has
just
presented,
she
is,
after
all,
a
specialist
and
a
consultant
to
our
group
and
a
very
valuable
resource.
B
Very
much
so
my
my
point
will
be
brief.
But
I
would
like
to
request
that
as
an
organization
that
the
city
changed
the
language
that
we
use
when
it
comes
to
people
getting
in
and
out
of
accessible
vehicles
and
follow
a
model
that
the
TTC
uses
by
using
the
language
of
boarding
and
deboarding,
so
that
loading
might
be
reserved
for
things
that
are
coming
off
on
a
dolly
and
not
for
people.
C
C
D
C
C
Okay,
sure,
okay,
so
we're
gonna
we're
gonna,
get
that
typed
up
and
we're
gonna
get
Tracy
to
sign
it
before
we
all
vote
on
it,
but
I'm
going
to
consider
that
as
tabled,
and
perhaps
what
we
can
do
is
take
a
few
other
speakers
before
we
come
back
and
vote
on
that
particular
motion
and
that
will
give
our
clerk
some
time
to
type
it.
She
counts
for
Carol.
G
I,
don't
know
that
it
carries
the
weight
coming
from
here,
but
I
just
wanted
to
note
and
I
guess
in
a
way
I'm
putting
councillor
Layton
and
councillor
long
Tam
on
notice,
but
going
forward
when
we're
dealing
with
that
with
the
cycle
strategy
and
in
the
bigger
standing
committees
that
works
and
such
this
is
a
picture
in
Amsterdam
and
well,
the
sidewalks
wider
and
the
biking
is
wider.
The
point
is,
there
are
hardly
any
signs
and
there
there's
you
know
the
kerb
is
flushed
between
the
sidewalk
and
the
bike
lane.
G
The
difference
is
how
the
cyclists
are
cycling
because
we're
looking
at
a
hundred
years
of
cycling
there
it's
a
whole
different
bike
and
there's
an
understanding
of
speed
when
you're
in
a
busy
place,
you're
gonna
cycle
slower
and
that
I
think
is
our
biggest
challenge
in
Toronto.
Is
that
we're
making
all
these
changes
I'm
afraid
to
rent
a
bixi
and
pedal
down
Sherbourne,
my
husband?
Does
it
all
the
time
and
when
I
join
him
I
find
that
I'm
not
a
good
enough
cyclist
to
be
on
the
cycling
Expressway
of
expert
cyclists
and
I
said.
G
You've
made
a
major
design
change
down
on
Queens
key
and
yet
the
pantip
frustration
of
cyclists,
who
had
no
lane
and
now
have
a
beautiful
brand-new
Lane,
they're
just
lyin
past
Harbourfront,
theater
and
theater
patrons
coming
out
or
lunging
into
a
bike
lane
that's
close
to
the
pedestrian
crosswalk
like
the
one
court
just
described
because
they're
not
realizing
a
big
change,
is
taking
place
and
we've
got
a
slow
and
let
everybody
acclimatize
themselves
to
this
new
changed,
roadway
and
and
I.
Think
gorg
is
also
rate.
G
G
You
see
Amsterdam
errs
with
big
baskets
on
the
road,
those
aren't
mountain,
bikes
and
and
courier
bikes,
so
I
think
you're
going
to
see
a
change
in
behave,
you're
there,
but
I
think
as
a
city,
we're
gonna
have
to
push
push
it
along
a
bit
so
that
people
understand
downtown
high
traffic.
Cycling
is
not
the
same
as
getting
on
the
Martin
Goodman
Trail
and
having
a
Sunday
ride
at
top
speed.
Yeah.
H
C
J
At
this
point,
we
we
were
bringing
forward
the
the
scope
of
the
review
to
seek
feedback
from
this
committee
before
we
complete
the
review
and
bring
our
recommendations
back
to
pubic
I.
Think,
given
the
discussion
and
our
approach
to
seek
feedback,
we
can
certainly
expand
the
scope
around
some
of
the
issues
that
that
you've
raised
and
that
that
Gord
Brown
raised,
but
beyond
Sherbourne
and
Wellesley.
The
issue
of
Queens
key
is
is
really
a
whole
nother
issue
with
various
other
partners
and
various
other
issues
too.
J
D
I
would
like
to
suggest
also
that
you
bring
in
people
with
experience,
I
understand
that
this
is
about
Sherpa
and
Wellesley,
and
we're
focusing
on
Queens
key
a
bit,
but
apparently
the
Civic
Action
Group,
it's
a
not-for-profit.
They
were
very
integral
in
creating
the
Pan
Am
path,
which
works
so
well
at
Yonge
and
Queens
key
that
are
they
being
accessed
or
I
suggest
they
should
be
accessed
for
suggestions
and
and
things
that
they
have
learned
in
terms
of
bike
paths
and
pedestrians.
J
C
Great,
thank
you
very
much,
any
other
members
of
the
committee
to
speak.
Seeing
none
I
do
believe.
Our
motion
is
almost
ready.
Almost
okay.
Maybe
what
I'll
do
is
I'll,
provide
a
few
comments
and
then
we'll
bring
the
motion
back
onto
the
screen
we
may
may
consider
reading
and
again
for
those
who
want
us
to
read
it
out
loud
Jacqueline
I
want
to
thank
you
for
for
coming
forward
and
delivering
your
presentation.
It's
greatly
appreciated
that
you
are
here
before
this
committee
and
I
recognize
that
I'm
the
originator
of.
C
Why
you're
here
asking
for
a
review
of
Sherbourne
and
Wellesley
the
cycle
tracks
as
they're
known
I'm,
a
firm
believer
that
when
we
change
designs,
we
actually
do
it
with
people
in
line,
and
that
means
that
we
actually
ask
for
feedback
and
ask
for
comments
and
evaluate
exponential
considerations
along
the
way.
That
means
that
we
don't
just
deploy
the
infrastructure
or
we
redesign
our
roads
and
sidewalks,
and
we
leave
it
at
that.
C
I
also
think
that's
very
important
for
us
to
to
stop
and
take
a
pause
and
evaluate.
Is
it
working
the
way
we
thought
the
infrastructure
work
and
have
we
learned
anything
from
that?
So
therefore,
any
new
kilometers,
and
hopefully
it
would
be
kilometres
of
new
cycle
tracks
that
are
installed
and
constructed
and
placed
into
new
neighborhoods
and
expanding
communities,
is
that
they
take
into
consideration
to
learn
experiences.
C
C
Carroll's
observation
is
just
bang
on
is
that
we
have
a
culture
of
travel
that
is
in
flux
and
changing
in
the
city
and
and
certainly
I
feel,
like
I
am
even
guilty
of
cycling
riding
my
bicycle
far
too
fast
at
times,
and
today
was
a
very
good
reminder
just
to
slow
down
and
be
mindful
that
we
are
sharing.
The
road
I
also
will
acknowledge
that
I've
actually
moved
to
a
commuter
bike,
I'm
no
longer
on
slicks
and
and
my
tires
are
much
fatter
with
2
baskets
as
I
think
through.
C
How
do
I
be
a
part
of
work
in
this
work
in
the
city,
live
in
the
city,
playing
the
city
and
and
not
add
adverse
impact
to
anyone
else.
I
learned
a
lot
today
in
terms
of
hearing
from
members
talk
about
shifting
impact,
and
perhaps
safety
concerns
from
pedestrian
from
cyclists
over
to
pedestrians.
That's
not
the
intention
of
the
cycle.
C
Tract
and
I
know
that
Jacqueline
and
her
team
are
working
really
hard
to
try
to
resolve
those
conflicts
with
a
lot
of
patience
and
and
I
think,
certainly
with
a
lot
of
rich
feedback
from
this
committee,
as
well
as
those
who
are
in
Linea
in
the
cycling
community
I
believe
we
will
get
there.
I
don't
know
if
I
actually
spoke
long
enough
to
give
you
time
to
finish
that
motion.
Ok,
put
it
up.
Anyways
I
tried.
C
C
You
have
two
public's
the
Public
Works
and
infrastructure
committee
and
council
and
explicitly,
if
disclosed
and
rigorously
address
any
safety
or
convenience
impacts
on
the
other
road
users,
especially
pedestrians,
okay,
so
we're
gonna
tidy
up
a
little
bit
of
the
Grammatik
or
the
spelling.
Sorry,
counselor
Carol,
you
have
question
of
the
mover.
Yes,.
G
I
know
this
is
but
now
now
that
I'm,
seeing
in
print
in
in
item
number
two
of
your
motion
trees,
you
you're
not
trying
to
suggest
that
we
notify
the
works
committee
so
that
it's
the
difference
between
having
a
cycle
track
and
not
having
a
cycle
track
you're.
What
you're
going
after
in
that
motion
is,
is
making
them
more
safe.
You
want
them
improved,
not
eliminated,
right,
right,
right,
right
and
I.
G
Think
that's
clear
and
I
think
we
can
advocate
for
that
too,
because
there
is
the
the
whole
other
argument
of
where
people
are
just
saying.
We
can't
have
bike
lanes
because
they're
not
safe
you're,
just
saying
have
them
and
make
them
safe
and
improve
them.
Yeah
I
appreciate
that
motion
that
excellent,
excellent.
E
I
don't
know
if
I'm,
not
explaining
this
correctly.
Let
me
see
if
I
can
just
just
track
it
back
a
little
bit
the
way
that
the
second
one,
the
word
regular,
rigorously
address
any
convenience
issues.
Any
change
in
the
road
is
probably
gonna
impact
the
convenience
for
one
user,
another
for
a
driver
for
a
pedestrian,
either
waiting
a
couple
more
seconds
at
a
light.
E
But
it's
so
I,
just
I
worry
that
the
the
word
the
rigorously
addressed
the
convenience
impacts
may
in
fact,
now
put
us
in
a
position
where
it's
the
convenience
of
other
of
other
users
of
the
road
and
namely
I'm,
actually
thinking
about
drivers
here,
rather
than
rather
than
pedestrians,
that
any
can
V
any
impact
on
convenience
to
another
user
could
essentially
freeze
us
in
our
tracks
and
say
we
will
then
will
then
revert
to
the
no
change
option.
I!
E
Don't
think
that
the
intention
of
it
I'm
just
a
I'm,
a
little
cautious
that
I
don't
want
I,
don't
want
the
Public
Works
Committee
to
get
I'd
to
get
the
feeling
that
that's
what
we're
suggesting
that
the
convenience
of
drivers,
for
instance,
should
be
paramount
and
and
shouldn't
be
impacted
for
the
safety
of
cyclists.
Okay,.
C
C
D
Feel
comfortable
with
the
friendly
amendment,
I
guess
by
convenience,
I'm
thinking
in
terms
of
accessibility
and
convenience
and
the
points
that
people
were
raising
about
being
dropped
off.
You
know
around
the
corner
or
like
far
away
so
some
people
may
call
that
convenience.
Some
of
us
would
call
that
accessibility
so.
C
E
Also,
you
could
substitute
it
for
accessible
accessibility
impacts
as
well.
I
think
that
that
may
better
describe
it
so
that
the
the
convenience
for
drivers
to
park
right
in
front
of
the
Starbucks
isn't
what
we're
talking
about
here,
the
convenience
of
people
to
get
out
of
a
vehicle
and
safely
get
to
where
they're
going
so
that
they
don't
have
to
walk
across
the
corner,
hop
through
three
hoops
and
and
and
I,
don't
know,
travel
up
and
down
an
expressway
ramp,
on-ramp
that
that's
what
that
that's
what's
meant!
C
C
C
So
I'll
read
it
again
as
assessment
of
other
locations
where
other
road
users
believe
they
have
been
placed
at
increased
risk
or
inconvenience
before
you
speak,
Terri
Lynn,
I,
just
want
to,
and
I've
I
recognize
that
we're
kind
of
doing
these
in
such
a
manner
and
there's
hands
that
are
going
up
all
over
the
place.
I
don't
want
to
not
acknowledge
you,
but
if
a
way
that
we
can
craft
the
solution
here,
your
hands
may
go
down
you're,
trying
to
help
okay,
so
Melissa
help
us
up
here.
I
think.
I
I
think
what
Traci
might
be
trying
to
get
at
with
the
convenience
in
giving
me
the
respect,
it's
kind
of
a
respect
thing,
a
respect
that
we
all
you
surrounded,
maybe
that's
kind
of
where
that's
missing,
but
I.
Think
about
my
experience
as
a
pedestrian
in
my
chair
over
time,
people,
my
community
kind
of
ignores
that
there's
people
in
tears
on
a
sidewalk
in
the
five
years
that
I've
lived
there
and
will
actually
call
it
there.
People
out
when
they're
doing
inappropriate
things
like
cutting
me
off.
K
C
May
not
be
any
requests
to
change
the
language
in
portion
number
one,
okay,
so
the
the
the
portion,
the
second
the
second
portion
has
been
now
been
modified
and
it's
to
address
safety
or
accessibility
impacts
on
other
road
users.
If
there
are
no
more
questions
or
comments,
I
think
we're
ready
to
vote
on
this
and
to
thank
Jacqueline
for
a
presentation.
We
know
that
it's
not
the
last
time
that
we'll
be
seeing
you
here,
I
think
you
heard
loud
and
clear
from
the
committee
that
we
welcome
to
come
back.
C
Okay,
all
in
favor
of
the
amended
motion,
okay
and
so
pass.
Thank
you
very
much.
Okay.
So
we've
got
a
couple
of
last
items
but
they're
very
important,
and
so
we're
now
moving
to
4.1
the
review
of
the
recruitment
process,
a
new
term
of
the
disability,
access
and
inclusion,
Advisory
Committee.
We
do
have
Nicole
who's.
Do
it
ready
to
do
a
presentation
for
us
short
one.
B
Thank
you,
so
the
disability,
access
and
inclusion,
Advisory
Committee,
not
sure
if
people
are
comfortable
with
it
being
shortened
to
to
say
something
like
day
AK,
so
that
I
don't
have
to
say
that
all
five
words
every
time
it's
a
mouthful.
So
the
notice
has
been
posted
on
the
city's
Public
Appointments
notice,
page
and
I
wanted
to
confirm
that
you've
all
received
the
notification
by
email
from
me
as
well.
B
We
do
hope
that
you'll
be
reapplying
for
the
upcoming
term
to
advertise
the
opportunity
we
conducted
an
outreach
to
over
30
agencies
that
support
people
with
disabilities
and
asked
them
to
notify
employees
and
consumers
through
their
communication
channels
about
this
opportunity.
Clerk's
office
has
also
provided
support.
They'll
be
tweeting
via
their
handle
at
Toronto
Council,
which
has
over
24,000
followers.
B
They
will
also
they
use
this
handle
to
tweet
other
public
notices,
so
people
would
be
accustomed
to
receiving
this
information
through
that
Twitter
feed
I
was
wondering
if
the
group
would
like
to
have
a
quick
run-through
with
the
organizations
that
have
been
contacted
so
far
in
case
there's.
Any
that
have
been
missed
is
that
something
that
you
feel
would
benefit?
Okay,
so
I'll
read
through
this
list.
B
Extend
a
family
learning
disabilities,
Association
of
Ontario
March
of
Dimes
margaret's
housing
and
community
support,
metacenter
Multiple
Sclerosis,
Society
of
Canada
muscular
dystrophy,
Canada,
Ontario,
Federation
of
cerebral
palsy,
Scouting,
Court,
Community,
Center,
spina
bifida,
and
hydrocephalus
Association
spinal
cord
injury,
ontario,
the
marshall
forest
center
and
variety
village.
A
few
others
were
contacted
additionally,
but
they
did
not
respond
with
to
the
request
to
share
information
through
their
groups.
So
when
we're
finished
the
presentation,
I
would
encourage,
if
I'd
missed
any,
that
you
think
that
should
be
included.
B
I
would
like
to
hear
from
them
also
with
us
today:
matt
Cowley
introduced
himself
earlier:
that's
the
public
appointments
secretariat
in
the
City
Clerk's
office
and
he's
going
to
let
us
know
about
the
numbers
so
far
and
that
this
is
the
first
time.
That's
that
the
city's
applications
process
is
being
used
for
our
day
act.
Committee.
Applications.
F
Thank
You
Nicole,
just
ahead
to
what
you're
saying
as
Nicole
mentioned,
I
work
in
the
City
Clerk's
office
and
I
work
with
a
team
of
staff
who
assist
with
public
appointments
to
all
the
city's
boards
of
their
agencies
and
corporations.
What
we're
doing
this
case
is
because
about
eleven
months
ago,
we
rolled
out
a
new
website
with
a
fairly
clean
and
user-friendly
online
application
system
for
these
various
City
boards
Nicole's
office
asked
if
we
could
use
that
same
template
for
applications
for
this
committee.
Now
that
we
have
this
website
up
and
running.
F
So
of
course
we
said
yes,
so
what
our
office
is
doing
is
just
supporting
that
process,
so
supporting
the
intake
of
the
applications.
The
rest
of
the
selection
and
appointments
process
for
this
committee
remains
the
same.
So
we
posted
the
online
application
I
believe
it
was
the
end
of
the
day
on
September
15th
and
the
deadline
for
people
to
apply
as
I'm
sure.
You
all
know,
of
course,
for
this
current
round
of
appointments
is
October
20th.
So
that's
about
three
weeks
away.
F
F
So
of
course,
with
three
weeks
left
as
Nicole
mentioned,
she's
been
doing
quite
a
bit
of
outreach
and
our
office
is
also
going
to
do
what
we
can
through
through
the
toronto
council,
twitter
account
and
other
networks
we
have,
and
if
people
have
other
suggestions,
of
course,
for
outreach
for
either
of
us.
We're
always
happy
to
hear
those,
and
we
always
want
to
do
what
we
can
to
improve
our
outreach
and
communication.
F
We've
done
a
number
of
updates
in
the
past
year
to
try
and
make
our
online
site
as
accessible
as
possible,
and
we've
had
some
good
advice
from,
for
example,
for
some
visually
impaired
members
of
the
public,
who
gave
us
some
good
feedback
on
how
to
improve
that.
But
if
there's
other
things
we
can
do.
Of
course
we
want
to
know
about
it
and
we
would
be
happy
to
make
any
changes.
We
can.
C
Wonderful,
thank
you
very
much.
Are
there
any
questions
of
to
the
staff
regarding
their
presentation?
No,
okay!
So
keep
up
the
good
work
out.
Everybody
please
circulate
the
the
posting
as
widely
as
possible.
We
want
to
see
lots
of
great
candidates
come
forward.
This
is
a
this
is
this
is
the
committee
that
does
very
good
work
and
it's
an
important
voice
within
the
City
of
Toronto
I
will
just
move
to
receive
the
report
all
in
favour.
Okay.
C
B
You
so
each
year
the
equity
diversity
and
Human
Rights
Division
since
original
origin
in
2011,
it's
a
hosted
employee
learning
conference
in
partnership
with
other
divisions
in
2014,
for
example,
the
topic
was
aboriginal
inclusion.
On
the
morning
of
the
26th
of
october,
our
division
will
be
hosting
an
employee
learning
conference
in
partnership
with
Toronto
employment
and
social
services
and
corporate
learning
and
leadership
development.
B
It
will
take
place
at
the
chestnut
conference
center
in
City
Hall
or
near
City
Hall,
and
this
year
our
aim
is
to
increase
our
capacity
to
attract
and
recruit,
evaluate
and
hire
more
candidates
with
disabilities.
Our
attendants
goal
this
year
is
200
City
of
Toronto
employees
that
are
human
resources,
professionals
and
hiring
managers
we're
in
the
process
of
finalizing
the
agenda.
At
this
point
in
time
we
have
some
great
keynote
speaker,
I,
don't
know
if
some
of
you
are
familiar
with
Jeff
Preston
Jeff
Preston
did
an
excellent
presentation.
B
B
The
goal
for
this
presentation:
we
wanted
to
create
a
shift
in
awareness
because
a
lot
of
the
times
when
people
don't
know
people
with
disabilities
already,
they
may
be
likely
to
make
a
lot
of
assumptions
and
Jeff's
specialty
is
in
media
and
in
media
awareness,
so
to
be
able
to
help
raise
the
awareness
of
the
fact
that
a
lot
of
the
times
our
assumptions
about
people
with
disabilities
are
informed
by
by
other
other
sources
such
as
such
as
media.
So
that
would
be
an
exciting
presentation.
B
We're
also
looking
forward
to
having
the
video
called
a
higher
awareness
that
was
developed
by
NDM,
which
is
a
National
Disability,
Employment
Awareness
Month
organization.
That's
with
Bob
Santos
from
link-up
Employment
Services,
it's
a
very
dynamic
video.
It
has
some
amazing
speakers
from
the
employer
side
of
things
and
from
the
employee
side
of
the
of
the
conversation
challenging
myths
that
are
very
common.
B
Some
of
the
things
that
are
still
to
be
determined
about
the
event
will
be
some
ideas
about
what
those
panelists
questions
should
be.
That
can
help
steer
the
conversation
in
a
way
that
we
uncover
challenges
with
people,
the
the
myths
and
assumptions
that
people
make
as
well.
As
you
know,
learning
answering
some
questions
that
people
have
about
accommodations
and
so
I
certainly
would
be
interested
to
hear
from
people
either
now
or
by
email.
B
A
free
pardon
me
it's
a
free
event,
specifically
for
City
of
Toronto
employees.
We're
we
want
to
take
the
initiative.
First
of
all,
we
would
love
to
have
an
event
in
the
future:
that's
open
to
the
public,
that's
geared
towards
BIA
s,
agencies,
boards
corporations
and
community
centers.
There
are
a
lot
of
other
groups
that
we
want
to
that.
B
We
want
to
share
this
with,
but
we
felt
that
the
first
priority
was
to
make
sure
that,
as
a
corporation,
the
city
is
capable
of
implementing
the
requirements
of
the
AODA
successfully
and-
and
once
we
have
experienced,
you
know
running
our
first
symposium.
This
way,
then
we'll
be
looking
to
you
know
for
funding
in
order
to
be
able
to
do
something,
that's
that's
public,
so
the
city
can
have
a
leadership
position
with
with
the
communities
as
well.
Any.
D
Connected
but
not
specific
to
the
event,
I
think
the
event
is
great.
I'm,
really
glad
that
you're
having
it.
My
question
is
more
of
around
the
city's
actual
hiring
and
recruitment
policies
and
practices
are,
are
the
topics
at
the
event
born
out
of
policies
that
have
already
been
changed
and
created
to
match
the
AODA
or,
or
is
the
city
looking
at
policy
change
to
incorporate
recruitment
processes
and
practices
that
that
are
that
promote
I
could
have
well
hiring
well.
B
The
city's
the
city's
policies
are
always
under
discussion
when
you
know
when
we
get
feedback,
for
example,
we're
recently
having
conversations
with
with
HR
and
legal,
in
line
with
some
of
the
requirements
of
the
AODA,
with
respect
to
providing
notice
in
job
postings
and
providing
notice
in
in
job
offer
contracts
and
at
those
different
stages.
This
event,
specifically,
is
not
geared
towards
educating
the
staff
about
the
policies
as
much
as
it
is
about
creating
the
the
beginning
stages
of
creating
an
attitudinal
shift
and
raising
awareness
about
about
the
capabilities
of
candidates
with
disabilities.
H
Just
like
I
just
want
to
ensure
that
all
disabilities,
of
course,
especially
if
you
is
an
impairment,
the
our
concerns
are
addressed
there
for
information
and
communication
accessibility
is
very
important
and
that
the
presenters
or
any
presentations
and
and
workshops
or
panel
is
is
conducted
in
it
to
model
accessible
presentation,
style
and
that
can
be
looked.
Some
guidelines
can
be
is,
is
on
the
I
think
accessible
campus
at
least
I've.
H
I
B
I'm
not
sure
if
I
fully
understood
the
question
in
our
in
our
registration
process.
For
the
event,
we
did
ask
people
questions
about
their
current
knowledge
and
confidence
levels
that
we
can
get.
Some
I
also
some
questions
about
their
their
learning
objectives
for
the
event,
so
we
can
get
a
sense
for
if
they
have
when
we
do
follow
up
after
the
event
to
find
out.
B
C
B
C
K
C
I
know
that
meritorious
has
been
very
keen
to
see
the
symposium
take
place
and
there
is
obviously
a
desire
to
make
sure
that
we
can
do
some
follow-up
work
with
the
broader
public
audience,
but
this
is
a
first
great
place
for
us
to
start,
especially
the
City
of
Toronto
wants
to
be
that
model
corporation
employer,
so
all
hands
up
to
receive
the
report.
Thank
you
very
much.
I
will
say
that
we've
concluded
our
first
agenda
items
a
post
summer.
It
was
a
very
full
meeting.
There
are
no
other
items
for
us
to
discuss.
C
So
sorry,
sir
there's
there's
no
there's
nothing
before
us
two
for
you
to
speak
to
I'm
happy
to
stay
behind,
to
have
a
conversation
with
you,
I
there's
the
sir.
This
is
not
yeah
I'm
happy
to
stay
behind
and
we
can
have
a
conversation,
but
the
members
here,
but
some
of
them
have
wheel
trends
we'll
be
waiting
for
them
at
12
o'clock,
they're
already
late,
so
I
need
to
let
the
committee
go,
but
I
can
stay
behind
you
I'm.
Sorry,
sir.