Infrastructure and Environment Committee – June 27, 2019 – Part 1 of 2

Infrastructure and Environment Committee – June 27, 2019 – Part 1 of 2


Good morning.
Well, good morning, everybody. Welcome to meeting six of the infrastructure
environment committee. We have quorum.
So we’re going to begin. Welcome to members of the committee, members
of the public and I’m sure we’ll get some visiting Councillors during the course of
the day. For those of us in the room the screen at
the back of the room provides real-time updates concerning where we are in the agenda and
what’s coming up next. Of course you can also follow the debate on
your computer, tablet or smart phone at peoples. We also acknowledge that Toronto is covered
by Treaty 13 with the Mississauga of the Credit.. Are there any declarations of interest under
the Municipal Conflict of Interest Act? None?
Okay. Are there — Councillor Peruzza, are you okay?
Are you sure it’s okay? Everything is all right?
You’re doing good. Can I have a motion to confirm the minutes
of the May 28th, 2019 meeting? Councillor McKelvie.
All those in favour? Opposed?
That is carried. Now we have over 30 deputants.
We have a cut off time of 10:30 so anyone who is here to speak who has not yet registered
with the clerk we urge you to do so before 10:30.
Because of the volume of deputants and the substantial reports before us I do have a
motion to limit the time of both Councillors and members of public to three minutes for
their presentation and of course questions of speakers to three minutes by members of
council. The motion is on the screen.
All those in favour? Opposed?
That is carried. All right.
So let’s work through the agenda. 6.1 donation from trans Canada trail for Riverdale
slope path and upper highland creek trail projects.
I’m hoping someone will move this item. All those in favour?
Carried. 6.2 has a deputant, I will hold the item.
That’s contract award for basement flooding mitigation.
Item number 3, contract award request for quotation, waste transport services City of
Toronto transfer stations to landfill sites. Contract award.
Moved by Councillor McKelvie. All those in favour?
Opposed? That is carried.
Deputy Mayor would you like to hold that item? No, no.
When I was your age that was a lot of money. Item 6.4, contract award for request for quotations
for supply and delivery.
I haven’t done bulk salt yet. Bulk rock, salt treated for various districts
within the City of Toronto. No deputants on the item.
Anyone want to move it? Councillor Colle.
Moved by Councillor Colle. All those in favour?
Opposed? That is carried.
That’s a lot of money for salt. 6.5 has a deputant.
We will hold that. I’ll hold that item.
6.6 financial plan for City of Toronto’s municipal drinking water license renewal.
Councillor Layton, you have a motion for item 6?
(away from mic) it’s a typo. 6.6 financial plan for City of Toronto’s drinking
water license renewal. Councillor Colle is moving the item.
All those in favour? Opposed in that is carried.
6.7 we have a deputant so I will hold that item.
6.8 vision 02.0. We’ll hold for deputations.
6.9 is being — has a deputant actually. We’ll hold it in your name.
Yes. 6.9 is held for deputations.
6.10 automatic speed enforcement update and results for request for proposal.
If we could –we just received the report, if we can hold it down to hear those two items
together that would be great. I haven’t had a chance to read the report.
It just came. It’s on your desk.
6.10 is being held by Councillor Layton. Item 11 held for deputations.
Item 12 held for deputations. Item 13 go expansion program, Steeles avenue
east grade separation and temporary diversion road.
Want to hold that item or move it? It’s number 13, go expansion program.
Steeles avenue east grade separation temporary diversion road.
Let it go? Okay.
Moved by Councillor Layton. All those in favour?
Opposed? That is carried.
We have a number of walk on items. We’ll just — all I’m looking for is approval
to put them on the agenda. We will distribute them once they’re on the
agenda. You have them already.
Okay. So this was supporting an increase in bicycle
parking at schools. This was to council for reasons I still can’t
figure out. All those in favour of adding it to the agenda?
I like the enthusiasm. End wave energy corporation construction on
Wellington Street west. Councillor Cressy.
Moved by Councillor Layton. This one is mine, building northwest Toronto’s
resiliency on Kipling avenue and James avenue. It’s asking for a report back.
Just one question. [away from mic] just want to make sure.
So all we’re doing — we’re not approving the motion, just adding it to the agenda.
These are all extra items we will discuss in the course of the meeting.
Okay. We can start with —
so you introduced your — this one, yours and the bike racks.
The bike racks. Can I hold that?
It’s on the agenda but — can I hold it? Sure.
Great. I have questions of staff.
Which one? The bike racks at school again.
Okay. We’re on item 6.2.
Contract award for construction of sewer and water mains associated with basement flooding
protection. Hamish Wilson.
Thank you very much for coming. You have three minutes.
Yes. Good morning.
Speaking of the three minutes, you know, it’s a bit frustrating to prepare.
I didn’t want to take much time right now but for the amount of time that we’ve been
waiting for some issues specifically Danforth put in by 1995 I think it would be really
helpful to have a full five minutes. I’m not particular — familiar with the area
at all but I’m afraid we’re not digging enough to reduce the storm drain pressures by trimming
the hard surface in the area. Kitchener Waterloo seems smarter.
In the environmental commissioner’s officer report sink, swim or tread water adapting
infrastructure to extreme water events. I will read a little bit from it.
Certain municipalities have used financial tools for the cost of maintaining and updating
storm water infrastructure. The cities of Kitchener and Waterloo implemented
a storm water rate system to fund their storm water management program.
Landowners pay rates based on the amount of run off expected from a property using criteria
such as property size and the amount of area covered by surfaces.
As a result of this user pay approach Kitchener and Waterloo are better able to recover storm
water management costs. I think it’s well beyond time that we actually
work on developing a system so that the hard surfaces actually pay for some of the costs
that they incur. I don’t know the area that’s on the agenda
here too terribly well — in fact at all really. Maybe just by a map.
I really think that we have to work on getting the storm water surges funded from the owners
of the hard surfaces. Thank you.
Thank you very much. Any questions for the deputant?
No? Okay.
Thank you. Bring it into committee.
Questions for staff? No questions for staff.
Speakers? I would just take a minute to thank staff
for this report and thank them for the focus on area 19.
It is an area where the local residents have suffered substantially over the years from
extreme water events. Particularly since over the last six years,
since 2013, we have had hundreds of flooded basements in the area which there’s property
damage, there’s risk to health through mold, there’s nasty fights with insurance companies
and there’s the inability of people to enjoy the pleasure of their home.
For many people a home is also a place where they will retire or the funding from it from
its sale will subsidize their retirement. The constant ruining of their basements and
their homes by basement flooding puts enormous stress and anxiety on many of the seniors
living in this area. We get many e-mails at night whenever it starts
to rain no matter how light that these people are up all night long because of the past
history of their basements flooding, their carpets being ruined, their floors being ruined,
electrical risk and of course they have been cut off in many cases by their insurance companies.
So it’s a problem in the area that certainly has emerged and it is most heartening to see
that a substantial investment is going to be done to help alleviate that to protect
the value of homes, to protect homeowners and to make sure they have confidence in the
city and in their local neighbourhood. So I thank staff for bringing this forward.
I look forward to the roll out of these vital programs to protect not just seniors but young
families starting out where they have done everything possible to make sure that they
own a home, they have made the sacrifices to own a home and they shouldn’t be put at
risk from extreme weather events. So thank you very much.
Councillor Colle. I would like to move a motion asking that
the insurance bureau of Canada be asked to make a presentation to committee to update
City Council on the impact of extreme weather events on our sewer system and basement flooding.
So just a simple motion. I’d be happy to have that moved on this item.
Would you like this item held down so we can prepare your motion then we will move it?
Yes. There’s also a provincial regulatory frame
work. So let’s make sure we get the right group
in to talk about this important issue. Mr. Chair, the insurance bureau of Canada
has a resiliency office and they are quantifying the financial impacts on the insurance costs
of homeowners across the city. So it would be interesting to get their break
down of the costs and I know one figure I saw in a press release was that normally it
was about $300 million a year in claims related to property and casualty claims in Toronto.
I think it’s gone up in the vicinity of $1 billion now as a result of extreme weather
events. So I would like to basically get them to make
a presentation in terms of what is happening out there in terms of the impact on people
and their insurance costs and flooding basements and mold, et cetera.
Okay. We’ll hold the item down, could you work with
the clerk to prepare your motion and then we’ll take it as a package.
Thank you. All right.
Thank you. 6.5.
Extending successful energy retrofitting programs. Held down for deputations.
Hamish Wilson. Thank you once again.
Of course energy efficiency is a very good thing and we need more of it but it’s possible
to have mixed results. Over all our greenhouse gas emissions have
been led by transportation so hint I think that’s where we need better smarter things
done and not necessarily massive spends either. Things that have political will are sometimes
very cheap and effective, eg the king’s street clearway.
Now the tendency is in transport to go for things that don’t peeve off the voters and
building don’t squat back so that’s where we tend to do more.
With the process of retrofitting and being efficient I think we have to be very concerned
about some foams in particular, some insulation homes that may have hcfcs and other harmful
blowing agents in them. In an e-mail I was able to find a link from
a home article, climate change for builders, the biggest opportunity.
This was from late last year. It had this, quote, the most readily available
and rigous foam uses blowing agents 1400 times more damaging than co2.
There’s two viable alternative polly isotherine. The writer has been specing these for years
saying it requires a little bit more leg work. So convential spray foam has just as much
harm. We should explore all used and make sure all
efficiency programs do not use these. We have to make sure that we’re doing good
things for climate and retrofit and energy efficiencies are good things but if you’re
changing your not bad windows for new windows and using all the foam that is the worse type
of foam, this is not progress. This is actually potentially really destructive
and we are in the climate break down mode. Thank you very much.
Any questions for the deputant? No?
Questions for staff? No?
I know we have speakers. Counsel — Councillor Layton.
I have a motion that the City of Toronto request Canada ministers to direct CMHC to have guarantees,
finance programming to support broader program participation by homeowners with default mortgages
for the final report of the expert panel on sustainable finance, mobilization finance
for sustainable growth. Essentially that is a motion that we have
adopted, staff recommendation we’ve adopted before.
Staff are actively trying to lobby now in a staff to staff discussion with the federal
government to make — to increase uptake of this particular program.
So it’s nothing untoward — although there’s a lot there.
Can I just say how excited I am about expansion of this program?
Notwithstanding ensuring that we’re using materials that will in fact support — or
not further degrade the environment. This journey started many years ago for the
city in a pilot program and since that time both the federal government and provincial
government have dropped away from financing energy efficiency in homes.
So this is to make our homes more comfortable, reduce or bills and at the same time fight
climate change. The City of Toronto under two administrations
ago picked this up as also a potential employment creator because we know that there’s roughly
13 jobs per million dollar invested in emergency — energy efficiency and demand management.
Now the program has been a slow start in pick up.
Much of it had to do with low interest rates as well as this one particular barrier to
entry which was CMHC not having clear guidelines for banking institutions that they would be
in fact supportive of homeowners entering into these agreements.
But over time I think it’s really caught the attention of both the GTA, there are other
municipalities that are looking at Toronto for guidance on this as well as the international
community. The City of Toronto was I believe awarded
— I think we won the c40 award a couple of years ago for finance on this.
This is incredibly innovative stuff when it comes to the national and international spears.
We are in fact taking it another step forward. So the last time we saw this we expanded this
program to include renewable energy and now we’re expanding it to include energy storage
technology, resilience measures and energy — and energy efficient electric vehicles.
I’ve talked about this a lot and I always talked about it from its first inception in
three different ways. This is a product that is scaleable in every
direction. We can scale it wide by including different
building types. Right now we’re residential properties and
high-rise buildings. We will probably be seeing in the fear future
this extended to commercial buildings. We can extend it deeply.
We went from sealing up windows and doors and sealing cracks in your foundation to upgrading
your furnace to now very deep with geo thermal, other heat exchange technologies, renewable
energy and now energy storage. Finally what we’re doing in extending it in
length so that we’re not only 15 years but we’re up to 20 years which will help with
the repayment of some of these technologies so people can make deep retrofits on their
home. Very exciting stuff.
We do not pat ourselves on the back enough. This is one of those opportunities I think
we have to do that. We are a world leader in this.
Right at the three minutes. Thank you very much, Councillor Layton.
Any other speakers on the item? Any questions for the mover?
The motion is on the screen. All those in favour?
Opposed? That is carried.
And the item as amended? All those in favour?
Opposed? That is carried.
Item 7 Don River and central water front accelerated plan.
Hamish Wilson. There may be a lot of narrative in proceeding
with this but I think that we’re tending to fail at addressing the real problem which
is there’s an awful lot of land and hard surface in the entire Don River water shed that should
be allowed and contained within the area that it falls not surging into the Don River at
the foot. This is the map of the river, the river shed.
It’s a vast area. How much surface is there?
How much parking lot, how much road, how much roof that drains into the storm drains?
One estimate from this book that I think this map was taken from is that 70% of the storm
surge is from the hard surfaces upstream here. So what about having a storm drainage fee
or tax so that parking lots don’t have the free drainage services from the general taxpayer?
Have a bit of user fee tax on hard surface done in the Kitchener Waterloo area as a concept.
That would be more equitable for the broad taxpayers.
I think it would be helpful for expanding our options as for transit because we can’t
use the Don Valley or at least it’s alleged we can’t use the Don Valley for transit because
there’s a flooding problem. So 1995 I think this was there’s a concept
of using the Don River, the Don Valley pardon me as a means to get up to thorn cliff and
then to Eglinton surface relief. That’s way cheaper than some billions and
maybe an Ontario line or whatever, whatever, whatever which I don’t think will get built
necessarily because there’s just a shortfall of funding.
So I think in order to expand our thinking to surface we have to actually think about
how we can manage the storm water surge which this end of mouth contract will not do even
though maybe something needs to be done but let’s really try depraving and disconnecting
the driveways and the parking lots and clean it up because I don’t see how a mere pipe
is actually necessarily going to clean up the surface as well.
This is another issue that we have. There’s an awful lot of toxic contaminant
not from the bikes, usually, but from the automobile.
We have to clean it up by not polluting so much.
All right, thank you very much. Any questions for the deputant?
Bring it into committee. Questions for staff?
Speakers? Someone like to move the report?
And the recommendations. Councillor Colle.
Move the report. All those in favour?
Opposed? That is carried.
Well we’re at 6.8 vision zero. Okay.
We have a number of deputants on item 6.8. Vision 02.0.
Road safety plan update. Nancy smith lee.
Centre for active transportation. Thank you very much for coming.
I’m so I’m a practice for tcat. Tcat’s mission is to advance knowledge and
evidence to built safe and inclusive streets for walking and cycling.
Tcat has been a supporter of the vision zero plan since it was adopted in 2016 and is a
mission of the working group. We’re grateful for the dedication of city
staff and council alike who are committed to work towards the goal of eliminating fatality
and injury on Toronto’s roads. I would like to thank the staff for the work
in the production of this plan update. None of us should be satisfied with the pace
that we’re moving to stop the carnage on our streets.
While we support all the recommendations put forward we would like to highlight the following.
It’s multifaceted. While by recognize the rational behind only
reducing speed limit we strongly encourage the city to be a phased approach and for 30
kilometres an hour. As the staff report indicates the speed is
dramatic. Two, road design improvements are one of the
most effective ways to reduce speed. Permanent road design changes can’t happen
overnight and this is a program for implementing interim safety measures in advanced of plan
perm in and about changes through the use of paint and other temporary features. This
is an extremely important strategy that should be prioritized for improving the safety of
people walking and cycling. Cost effective and easy to install these provide
a fantastic way to try out a design before it’s made permanent as in the pilot bake lane
projects. Three, we fully support delegating authority
to staff to restore sidewalks. This is an important step to expedite.
Four the installation of pedestrian and bicycle head start signals, aka, leading pedestrian
and bicycle intervals are a welcome and important improvement.
We note in jurisdictional review that Toronto is in the minority for not already implementing.
Five, the introduction of safety features added to large vehicles in the city’s fleet
such as side guards and sensors is welcome and overdue.
These have existed for many years and been implemented in other jurisdictions.
Six we support focusing on reducing collisions when pedestrians are crossing the street mid-block
however we do not support the elimination of TTC stops.
We support the recommendations by walk Toronto that the number of stops should not be reduced
and they should have a controlled crossing in the vicinity.
Over all we believe the city’s 2.0 plan update is more extensive, more proactive and more
targeted initiatives is on the right track and will result in safer streets.
We hope committee will adopt the recommendation and City Council will do everything to move
forward more quickly and boldly. Thank you very much for your comments.
Sorry about all the phones ringing. If everyone could put their phone on either
silent or vibrate mode that would be greatly appreciated.
Any questions for the deputant? No?
Thank you very much. If I could, this was a shortened version and
I have a longer version that I’d like to distribute. Sure.
We’d be happy to distribute it. The clerk will make copies and send it to
committee members. Thank you very much.
Brenda Thompson. Thank you for coming.
Thank you for having me. Okay.
Good morning members of the Infrastructure and Environment Committee.
I apologize my map is not very clear. My printer is not working very well.
But I wanted to comment on the vision zero report from a very sort of focused perspective.
I live near Kingston and Brimley. I take transit.
So I’m regularly crossing Kingston road and Saint Claire avenue east.
Although I am encouraged by the speed reductions that are proposed for Scarborough I do feel
we need to be consistent in making sure that Kingston road has a speed limit of 40 kilometres.
If you go further west it is reduced to 40 kilometres just before Birchmount road.
I really think we need to be consistent about reducing the speed limit there.
There’s a lot of community housing, there’s a women’s shelter, there’s schools along Kingston
road and there’s also more condo development coming in the future and it’s just going to
put more cars on the road and it’s going to be very difficult for children crossing the
street. There is a median on Kingston road so that’s
a lifesaver. I would say my life has been saved many times
by that median. However, there isn’t one on Saint Claire avenue
east and people are crossing mid-block all the time.
It just — it’s just human nature for us to get to where we want go in a more direct way.
So I would just like to support the recommendation of walk Toronto for a blanket default speed
reduction and also for no right turns at red lights in Montreal
there’s no right turn on red lights. I think we can match that.
I do support also the expansion of red light cameras. Thank you.
Great. Thank you very much.
Any questions for the deputant? No?
Thank you very much. Niko casuncad.
Thank you very much for coming. You have three minutes.
Thank you. Hello.
I work at 880 cities. 880 cities is a nonprofit organization based
here in Toronto. Our mission is to improve the quality of life
for people living in cities no matter their age, ability or socio economic background.
We have been charging cities over the last 12 years on how to design and manage their
streets and public spaces by asking a simple question we think is a powerful one.
What if everything we did on our streets and public spaces was great for an 8-year-old
to an 80-year-old? We believe that if you do this you will create
better spaces for everyone. Our advice is often sought out for mobility
and public spaces projects around the world and it’s always an privilege to have an opportunity
to share our thoughts and experience on creating inclusive, age friendly and people centered
spaces for the place we call phone. 880 cities is a partner on zero initiatives
and we are looking forward to collaborating with the city.
We are pleased to see the city taking renewed effort to update vision zero through data-driven
prioritization. We still hear news of stories — of children
and seniors dying on our streets. A pedestrian struck by a vehicle traveling
at 50 kilometre per hour is five times more likely to die on our streets.
Speed is an important factor if someone survives a collision or not.
We know from the work in more than 300 cities around the world that a consistent approach
to reducing speed limit is an approach to road design.
We called on Councillor to implement for 30 kilometre speed limit on residential streets
and 40 kilometre limits on arterial roads. We renew our call for this with calming track,
sidewalks on every street, safe and connected bike lanes.
Vision zero needs to be bolder and must prioritize these lifesaving initiatives that prevents
deaths. Vision zero needs to make sure that Scarborough,
York reap the benefits. It is lower income.
There are car centric built forms that prevent most people from taking transit to work, biking
to get milk or walking to school is difficult for newcomers.
We need to create a city where you don’t need a car to feel safe and have access to school
or work. In conclusion 880 cities support the renew
commitment by vision zero with a social justice and equity lens.
Ultimately the updated plan shows great livability for Torontonians.
It needs more investment and bolder support from the city and there’s a lot of work that
needs to be done to move faster towards streets for everyone.
Thank you very much. Any questions for the deputant?
Councillor Colle? I’m just wondering if 880 cities has taken
a position on the proposal to increase speed on our 400 series of highways that run through
the City of Toronto? Right now I currently don’t know the answer
but I can take with our staff team. What’s that?
I don’t know the answer but I can get with my staff team and let you know.
Thank you. Thank you Councillor Colle.
Any other questions for the deputant? No?
Okay. Thank you very much.
Hamish Wilson. I haven’t seen you in a while.
Exactly. Thanks very much.
Three minutes. As I was calculating the minutes at the top
of the meeting, the total deputation time if we had five minutes would be two and a
half hours. That’s not a lot of time relatively speaking.
I know you finally got a fuller agenda. So, yeah, there’s an awful lot of lipstick
that’s required for the mountain of pig that we need to make our roads safer. It’s a horrendous
problem. I know staff has been working very hard and
my goodness it’s such a big, big mess. If we’re going to be data driven and that
would be a wonderful concept, especially if we’re looking at transit and such I think
we have to really, really look at our stats. Where are we getting hurt and it isn’t just
merely the killed and seriously injured. I would suggest that’s a way of reducing the
seriousness of the actual collision and harm patterns.
What’s the definition of a serious injury verses say something that just scrapes you
up or breaks a tooth? I think we’ve got to really map all the collisions
and not just have the dividing line of seriously injured.
If you’re on a cyclist or if you’re a parent jared has mentioned this, you get a bit more
scared at the near misses which includes doorings. So I would suggest that the pattern of harm
and crash is very clearly identifiable as it has been through the decades and we do
more. We’ve had decades of knowing about this issue
and one of the things that would help is a lower speed limit so let’s have a motion to
reduce the speed to 30 kilometres per hour. We knew that Bloor Danforth would be a bikeway
from 1992. It’s about subway relief.
You should have notice of hazard about how dangerous Bloor and young is because of the
overcrowding. It’s hard to get institutions to move and
yet bikeway relief on top of the subway is a way of actually easing the pressure not
only making things safer for the people who are clearly useg Bloor and Danforth.
We’ve known for decades. So the other thing is — one of many other
things, down playing the differences between context one, context two, I think we all bleed
red no matter where we get hurt. So I think you got to make sure that we have
an equal playing field. And in terms of the core area, we have quite
a pattern of gaps pardon me and the streetcar track crashes.
They are what is going on around the streetcar track crashes that are not included in our
stats and there’s actually a horrendous problem of the track bed in so many areas and we’ve
got to make sure that those are safe right now this year as well.
So that’s just a rough sense of where the problems and the gaps are.
So, yes, it’s a start. I could get to Scarborough because we don’t
have the three minute stuff but if we did the 2001 bike lane you would have a bike network
out there by now on road and that would help save lives and traffic prone the area.
Thank you very much. You got a little extra time there because
of our points program. This is your fourth deputation today and you
earned some extra time. Any questions for the deputant?
No? Okay.
Thank you very much. Dylan reid.
Thank you for coming. You have three minutes.
My name is Dylan reid representing walk Toronto that works to improve walking conditions and
safety in Toronto. Walk Toronto is supportive of the vision 02.0
plan which is the most significant pedestrian initiative the City of Toronto has undertaken
and is a significant improvement over the previous road safety plan introduced three
years ago. We commend the expressed commitment to the
safe systems approach, highlighted in this staff report that human life should be prioritized
over all over objectives within all aspects of the transportation system.
Never the less, we feel that the 2.0 addition of the plan has its limitations.
It means something of a patch work rather than a comprehensive vision zero strategy.
We therefore considered an interim measure and hope that in a few years a comprehensive
and systematic vision 3.0 strategy will be presented including ban on right turns on
red lights and other systematic and comprehensive measures.
My presentation here is based on the more detailed written submission presented by walk
Toronto on this item which is available online. A significant traffic signals in areas where’s
there large gaps between safe crossing points. We’re pleased with the intention to ensure
is that more TTC stops are in close proximity to a traffic control crossing.
Hour we believe this plan could be more systematic. We’re recommending one amendment.
The city pleasure a policy that all TTC stops will be provided with a controlled crossing
in the immediate vicinity, that the TTC work with the TTC to ensure the this policy does
not reduce the number of TTC stops and this policy be fully implemented by December 21st,
2023. I’ve got a copy of that if anyone wants to
actually pose it. Other things include the focus of changing
road design when roads are reconstructed, expanding pedestrian head start signals, reducing
speed limits on many roads although there’s still gaps, expansion of the red light program,
restricting right turns on red at some locations, city trucks that is leading by example and
expanding the crossing guards and safe routes to school program although the provisions
are fairly limited. We hope they get expanded more.
We would like to point out one missing limit and encourage staff to address this concern.
The plan does not identify people with disabilities as one of the six emphasis areas.
Studying have shown that pedestrians with disabilities are especially vulnerable to
traffic danger and designing for accessibilities creating a more accessible city for everyone.
It’s vital to incorporate people with disabilities more explicitly in the plan.
Thank you. You got some bonus time while I was busy with
this group here. Questions for the deputant?
Councillor Layton. Question specifically about the transit — the
crossing at transit stops. Why is that so critical in your mind and in
the opinion of walk Toronto that we make that change?
Well, because every round trip on transit requires at least one crossing of the street.
Right? Either coming or going you’re going to have
to get to the other side. And that means that every transit stop crossing
is a potential danger point if there’s no safe crossing available.
You know that people will cross, especially if they are trying to get to the top and catch
the bus or they want to get home as quickly as possible.
So we know people cross at those locations. If we put a transit stop there it’s an invitation
to cross the street. I think it’s really important to make sure
that everyone inviting to cross the street and use transit have a safe opportunity to
cross. Thank you.
Thank you very much. Any further questions for the deputant?
No. Okay.
Thank you very much. Jess spieker.
Thank you for coming. You have three minutes.
Great. Thanks.
My name is Jessica speaker and I’m here to speak on behalf of a group called friends
and families for safe streets. In case you haven’t already heard of us, we
are a group of people who have survived road violence or who have lost our loved ones to
road violence and we’re working to make sure that nobody else has to suffer the unnecessary
and completely preventable violence and devastation that we have.
First we’d like to commend the city for taking vision zero more serious this time around.
This is a good thing and we’re happy to see it.
We’re especially happy to see geo metric redesign on the menu because we know that driver speed
is primarily influenced by road design because speed limit signs do very limit to limit driver’s
speed. Having said that, there’s several facets of
this plan that are disappointing and show that vision zero is not being taken as seriously
as it could be. I’ll tackle the worse one, the lack of appetite
to reduce speeds to 40 kilometres per hour instead of 50.
The core tenant of vision zero what this whole effort is all about is that life and health
can never be exchanged for other benefits within a society yet we know that being struck
by a driver who is traveling at 50 kilometres an hour carries an 85% risk of death.
85%. Therefore by preserving fatal speed limits
what you would be doing is exactly exchanging life and health for other benefits, those
other benefits being perceived convenience for people driving cars and political expedience.
Ask yourself would I subject any of my loved ones being struck at a driver driving 50 kilometres
an hour? How about your children?
How about your parents, would it be fine to see one buried over and the other coping if
their golden years? Are you okay losing the love of your life
to know that they are bleeding alone on the sidewalk when the police knock on your door
to drop out of their possessions? How about your friends?
For those 15% who do survive, who that you love would you inflict life altering horrible
injury upon? To be explicit that’s shattered bones, ruptured
internal organs, massive internal hemorrhaging, traumatic brain injury, spinal cord injury,
nerve damage which would lead to things like fecal or urinary incompetence which strips
your dignity and the inability to live the independent life they once enjoyed.
These are the injuries that people sustain when they are struck at 50 kilometres an hour?
Who do you love that you would sacrifice? Who are you fine seeing never come home again?
We would never sacrificed your loved ones having been through the meat grinder of road
violence? We would not prioritize high speed or our
jobs over your loved ones. We ask you to do the same?
Thank you. There’s questions.
Councillor Layton. I have one and I may have missed it in your
speech. There’s a statistic that I think is quite
telling and you might know it off the top of your head.
The likelihood of fatality when you reduce from 60 to 50 to 40.
So 60 is death, 50 is an 85% chance of death and 40 is substantially more survivable than
that. 30 is the best where a pedestrian has a one
in ten chance of dying there’s still a risk but it’s much more accessible.
Because the city has the legal authority to implement a default speed limit of 40 kilometres
an hour to do so as a blanket policy because it’s more survivable.
I have one question. The closest I came to being knocked off my
bike was a motorist had a dog in their lap and the dog was crawling you over the place.
Is that a problem that you’ve come across and any ideas on how we might regulate that?
Well, the thing you need to do so solve violence preventable death is to slow down car traffic
so that when collisions do happen, which they inevitable will, they are not fatal and don’t
cause serious injury and the second thing is to add robust physical separated protection
for all users of the road. You need to build complete streets ideally
most importantly on arterials where people travel the most.
That means things like protected cycle tracks, pedestrian clearways, pedestrian signalized
road crossings. Just as many barriers between the car traffic
and the vulnerable road users. That’s what is proven to save lives around
the world. Thank you very much.
Not sure that answers the question totally. Any other questions for the deputant?
No? Okay.
Thank you very much. Kevin rupasinghe.
Hi, members of council. Gerald colb with me from cycle Toronto. We
are both due to speak but will speak at the same time if that’s all right with you?
Chair, is that all right that the two of us basically combine our time?
Does that mean you have three minutes or six members?
Three minutes a piece. Probably five.
Okay. Four and a half and you have a deal.
Great. Done.
My name is jared. I’m the executive director of cycle Toronto
and Kevin our campaign manager at cycle Toronto. We’re here to talk about the vision zero 2.0
plan. We think this is an important step forward
for the City of Toronto. We think that it takes the evidence base and
really applies it in terms of important policy that will prevent road fatalities and serious
injuries. We would also concur with our colleagues at
the Toronto centre for active transportation, walk Toronto and friends and families for
safe streets that this is a milestone along the way and that we still have a lot of work
to do to achieve vision zero here in the City of Toronto.
I really just want to comment though that there’s a couple of key pieces here that are
of the utmost importance. Notably on the enforcement side photo radar.
Of course this is outside of the City of Toronto’s control and we are waiting for the province
to update regulations to enable the city to be able to launch those 50 road — pilot projects
I should say to be able to actually start enforcing, you know, what we think is a dramatic
decline in speeding in those areas and we think that we need to call on the province
for that. I would also say though that important are
mid-block crossings, leading pedestrian intervals and a variety of other items.
We do note that there’s one item from our perspective that’s lacking and that is around
a default policy around complete streets and I’ll hand it over to my colleague Kevin to
talk about that. Yes.
So as varied — as jared mentioned complete streets are not focused on bike lanes in particular
as part of that in the vision zero report. This is something in contrast to other city
that is have done a fantastic job and in particular I want to highlight New York City.
They have more road fatalities, they are a bigger city, the scope is harder and despite
that they are experiencing a century low in road fatality.
Nsa — that’s remarkable if you think about that.
New York has managed to bring road fatalities to a new low.
That’s clearly a good role model for us to follow.
One of the things in addition to narrowing their lane widths and reducing their speed
limits, they introduced protected bike lanes on many major streets.
What this has done is actually managed — they published a lot of the evidence for this.
They have shown that protected bike lanes amazingly remarkably are not just safer for
cycling but for people who drive and walk when there’s a protected bike lane on a street.
It doesn’t matter if anyone is riding in it, that wasn’t the point.
If you want to make things safer for pedestrians and drivers in addition to cyclists you have
to have protected bike lanes build into your streets.
This is a key tool that New York has leveraged awesome over — all over the place and they
have seen massive declines as I mentioned in road fatality.
This talks about sidewalks by default and that’s a great new addition. It’s an opportunity
here for us to also look at complete streets by default which includes bike lanes.
That’s a key tool that very successful cities for vision zero have leveraged.
I guess home grown here in Toronto we know that after the Bloor street bike lanes were
installed we saw a 44% reduction in conflicts between all road users.
So again, that wasn’t just for cyclists, that have drivers and pedestrians as well.
From our perspective we think it makes a lot of sense to broaden the default approach here
to not just sidewalk but when roads are up for reconstruction to consider complete streets
including bicycle lanes. That’s it under the four minutes and 30 seconds.
That’s great. That’s great.
Well thank you very much. Thank you.
Thank you very much for coming. Questions for the deputants?
No? Just wanted to make sure that you saw my membership
card. Thank you.
Cycle Toronto, a great organization. Thank you.
Jared kolb. That’s it.
That was both of you. Sorry.
Questions — that’s right. So questions for staff?
Councillor McKelvie. Thank you Mr. Chair.
So my first question is about school zones and I’m still confused as always on this.
So I just wanted to make sure I finally understand this.
There’s two different programs, so there’s the community safety zones which are supposed
to be implemented by the end of 2019 and then there’s also a program for school safety zones
specifically. So can I just get a little clarification on
that? Thanks for that question Councillor.
There’s a lot of confusion about this issue. So the community safety zones is the mechanism
around schools that was introduced and approved by council to expand the area in which higher
speed ticket fees are in effect for speeding within those zones.
And so the school safety zones is a package of measures that reinforce it.
It involves pavement markings, signings to say watch your speed and a pavement of markers
around the school to slow people down. That’s more difficult to implement because
it’s not just a matter of changing signs and charging higher fees.
So what are the timelines for both? Community safety zones were by the end of
this year is the goal and what is the goal for the school safety zones?
So through the chair, the goal with respect to community safety zones is to try to have
those wrapped up by the tail end of this year to be in mind with the automated speed enforcement
program December the 1st. With respect to the school safety zones because
there’s a number of infrastructure that needs to go in to basically support that that would
be an on going program that would continue to the following years as well.
So we don’t have a deadline or a goal that we’re working towards to have it implemented
at all schools, there’s no target? Through the chair, with the hundreds of schools
that we have so far we’ve installed 111 in 16, 17, 18 of the vision zero plan and 2019
we’re planning to install another 100. So we are accelerating the pace of delivery
on the school safety zones but it will take quite some time given that there are many
hundreds of schools. I will add that this report has a recommendation
to put in place community safety zones at secondary schools as well as private schools
which is not something that was previously in place.
And then on the metric that is — metrics that being used for decision making I know
you used ksi as one. I know it’s mentioned that you’ve — you’re
looking at who is crossing and stuff. I just want clarification.
I don’t think that our pedestrian counts look at demographics and break it down if it’s
seniors, if it’s children, like who is crossing, we just do counts.
Can I get some clarification on how we’re counting who is crossing in these areas?
That’s a broad question. So we do look at the impact of collisions
on seniors and school children separately as part of our analysis and prioritization.
So that’s something we certainly have data on.
In terms of counts when we’re warranting new traffic control devices, I’m not sure if that’s
where you were going with your question but we are starting to — this record includes
a change to our warranting process so that we have an assisted pedestrian factor so that
vulnerable road users like school children and seniors are basically double counted in
the analysis because they are more vulnerable making those crossings.
Right now when we put a request into transportation services to look at something they are still
using the old traditional criteria. Is criteria going to be updated for this decision
making with vision zero going forward? When will we see that?
I feel like at Scarborough City Council we’re over turning staff recommendations and we
feel it’s not reflective of this new vision zero program.
When can we see that updated? So that’s being rolled out now?
So that’s part of the cry — country — criteria for decision make?
S — making? When this is approved.
By 2050 we 50% of trips biked. Are we breaking that down?
Like what is the goal for 2030 and 2040? That goal came from the transform T.O. Report.
It’s a city wide strategy. We would have to work with colleagues and
city planning about mode goals in particular areas.
We don’t currently have that. Right now I worry that we set this goal through
transform T.O. And I don’t want us to get to 2045 and be like we have 5 years to get
75% of the population walking and biking 5k or less.
Through the chair, I know our colleague with the environment are coming back in the fall
with the update on the transform T.O. Plan and we will be participating on reporting
out what we have up to now. So there will be a reporting mechanism.
I think there’s a cadence in which it makes sense to report on that and it might not be
annual in terms of looking at change but I agree we want to track it along the way so
we hit it. Thank you so much for your work on this.
Thank you, Councillor McKelvie. Any other questions for staff?
Yes, Councillor Layton. Thank you very much.
Just a couple of things. One on this notion of default to complete
streets, we do review when we are rebuilding streets on whether or not they can accommodate
wider sidewalks, protected bicycle lanes. While it isn’t explicit policy it’s something
we would do as a matter of course? Through the chair, out of the complete streets
guidelines and various strategies we certainly are looking at every road reconstruction for
opportunities to integrate complete streets such as sidewalks, green streets and facilities.
Formal language from council is welcome on that but it’s something we do.
Reconstruction is a major opportunity that only happens every 75 years or so.
So it wouldn’t change our current policy if we did make an official default to complete
streets? It would formalize that direction from council
and it would give staff additional support from council on that issue.
The speed reduction, the default speed reduction, a change was made by the province and I read
it incorrectly at one point in time I suppose, that we can’t change the default speed reduction
city wide, correct? The language around the change is that we
can change the default for a particular area and so this report proposes to take the approach
of local neighbourhoods and designate them as 30 kilometres zones on an area by area
basis, that being the default for that area and having gateway signage on the outside
of those areas and on the entry points and having pavement markings to indicate this
is a slow 30 kilometre zone. So their approach also taken by the city of
Ottawa. It’s not a city wide default, it’s an area
specific default. So on the methodology that was used, rather
than do a default on arterial roads to 40 and then up speed if that’s a word, increase
speed limits on some of them, why did you choose this approach over just doing a lower
default? The legal interpretation that we have about
what we can do from the province about a default is designating area specific.
So we’ve done that through the local road zones that we’ve described in this report.
We’ve done some analysis to get the — some of the most concerning streets that are at
the 70 kilometre or the 60 kilometre limits that we think are more appropriately limited
at 50 or 60 and to get those done there’s a few particular streets to get down to 40,
we are certainly welcome to taking a look at other minor arterials to bring those down
to 40 where appropriate and then follow up with reports through community council where
community council has the jurisdiction to look at anything under the arterial roads
for the local and collector roads. Thank you.
Thank you, Councillor Layton. Yes, Councillor Colle.
Just in terms of terminology and the cameras, today I heard photo radar, I heard automated
speed enforcement camera I think. And then some people say red light camera.
Is it possible for us to come to some kind of agreement that we could use one term to
describe the camera technology to be installed in school safety zones, community safety zones?
Through the chair, in actuality there’s two separate independent programs.
The red light camera program is specifically for automated enforcement of red light running
infractions. Where as the other program which we will be
launching later this year is automated speed enforcement.
This is a different set of cameras, totally different vendor, different program all together
you can say under the umbrella of automated enforcement.
The automated speed enforcement cameras would only be doing speed enforcement specifically
around schools. Doesn’t answer my question.
Through the chair, photo radar is not a term that the city uses or endorses.
I think it’s been a common way of describing automated enforcement.
As Roger described, automated enforcement is the term we use even though it’s a little
bit lengthy and clunky. There’s specific authorities we’ve been granted to implement automated
enforcement and we can’t implement it for all infractions.
The one we’ve granted authority by the province to implement is red light.
Red light running as Roger described and the one we’re working with the province and other
partners on that we will be talking about later today is speed enforcement.
So they all fall under the bucket. So what do we call the cameras then?
Auto mated enforcement cameras. We call them red light cameras for red lights
and speed enforcement cameras for speed. So we’re going to call them speed enforcement
cameras? Yes.
Okay. Thank you.
Thank you, Councillor Colle. Councillor Peruzza?
You have some questions for staff or a point to make?
Okay. Oh, Councillor McKelvie has requested a second
round. Which is fine.
Thank you Mr. Chair. So my question is about there’s an education
and engagement that are one of the major tenants in there.
I was just wondering if we could speak specifically to what is being done around school zone education
because I think in many areas in the city it’s not the speed in front of the schools
that’s the problem, it’s congestion because people are driving their kids to school and
these kids could be walking. So I’m just wondering is there anything that’s
built into this or what can we do to build into this walk to school programs?
Thanks for the question. There’s a recommendation in this report actually
two of them that demonstrate what is happening on this issue.
So we are working very closely with the school boards, both the catholic and the public school
board as well as green communities community and the Bloomberg philanthropy partnership
for healthy cities initiative to do active and safe roots to school traveling within
schools. It’s a very small scale program but it’s something that this report would give
us authority to enter into agreements for expansion of those programs, modest expansions
and that we would continue to do school-based education which involves materials out to
the community through the kids backpacks and information within the schools via the curriculum.
I’ve certainly seen it standing in front of a school and looked down the street and seen
the kids and the parents come out of their house, get in their car and then drop the
students off. So in some cases it’s that close.
My question though is, when will we — will you be reporting back on how successful these
events are so we can make decisions about rolling it out on a wider basis?
We’re currently evaluating the first phase of the active and safe routes to school pilot
project with Bloomberg philanthropy, Toronto Public Health and the school board.
We will be publishing some results of that and giving recommendations and potential expansion.
I would also like to add, when we don’t have the opportunity to do full on edge — engaged
partnership we do wider campaigns. We have a school safety campaign in January
— or that we just did in January and February and we’ll do another one in September.
Thank you Councillor McKelvie. So speakers?
Councillor Layton and then Councillor McKelvie. Yes, thank you. I have two motions, one that
infrastructure environment committee request to review the opportunities for a policy that
all TTC stops be provided with a controlled crossing in the immediate vicinity working
in consultation with the TTC to ensure that this policy does not reduce the number of
TTC stops and report to the infrastructure environment committee in the third quarter
of 2019. The two, that City Council direct the general manager of transportation services
to plan and design road reconstruction projects using a complete streets approach including
the potential for bicycle lanes at the out set of all road reconstruction projects in
consultation with the local Councillor and the stakeholders.
So the first one is in response to the request made from walk Toronto and others here at
the committee. A very good point I think was made that every
transit stop involve — round trip involves crossing the road at some point in time.
If we don’t — I think you remember two years ago up on Steeles that there was a fatality
related to a TTC stop where there was no way to cross the street for a kilometre or half
a kilometre in either direction. I think that that — it highlights the need
for us to exam how people are getting two and from the destinations.
If the expectation is that they will walk more than a couple hundred metres Councillor
McKelvie was half joking when she said she’s teaching her kids how to safely get across
the road without lights. I wasn’t joking.
Well, wasn’t joking. Are teaching her kids because in some circumstances
there aren’t. By putting a TTC stop somewhere we’re giving
people a reason to cross the road. If we don’t have a policy around it it’s important
for us to determine why and what the limitations would be.
I’m falling short of saying we should just make the policy because we don’t have anything
really from front of us to help guide what potential concerns staff might have or the
TTC might have. I think there’s cost concern implications
but I think bringing it back to us is worthwhile. The second point is the on design — the default
for a road reconstruction to include a complete streets approach.
As we’ve heard staff do this as a matter of course.
This will just formulate it into our policy and I think it’s a reflection of the comments
made and I will put it forward. This changing the speeds should be our consideration
to do this. Not that it’s about slowing every road down
although I think that would result in less road fatalities and road violence but we need
to make sure as people come into our city we make it quite clear that pedestrian safety,
that road safety is top of mind. I think you get that when you drive in and
you see — I think we would instill it more if we did that.
I don’t have a motion because I couldn’t figure out how to pull it off that took the reverse
approach to what staff had proposed. I wasn’t ready to do a complete reversal and
name all the streets we then needed to make faster based on staff recommendations.
But I think it warrants consideration and if I can figure out in the next two weeks
I’ll bring it forward to council. I might not be able to so therefore I think
I will probably bring forward a recommendation at the next round of vision zero be reflective
of that approach rather than the one we’re taking here.
But I’d like to thank staff for their work and I hope that people are safer on our roads
as a result of this. Thank you, Councillor Layton.
Question for the mover. Do you have any idea how much your motions
would cost? My motions would cost nothing at the moment
because the first one is actually just asking for a report back on a review.
Do you have how much it would cost to put signalized interactions at every bus stop?
I don’t. That’s what I asked staff to bring back.
I don’t think we should be limiting or putting people at risk because there may be a cost
associated with it. Do you have how many bus stops around the
city? That don’t have lights, I don’t know.
Do you know how many bus stops we have? I don’t.
That’s why I asked staff for a report. Does it surprise you that it would cost $200,000?
That does not because I installed in my ward and I think it’s worth it.
So if we were to do that at ere single intersection you don’t have the foggiest how much money
that would cost? I don’t, that’s why I asked for a staff report
on the matter? You don’t know the cost to do complete streets?
That’s something they are already doing. What I asked for is just to make it more official
in our policy. Normally the clarifications are clarification
of the motion. They’re related to more information.
The study is a lot of work, there’s no doubt about it.
It’s coming back before any capital expenditures are made.
Through you Mr. Chair, do you have any idea how many roads we have to reconstruct around
the city? That are planned reconstructions?
No. What our failure rate is on roads across the
city whether they get paved or reconstructed? I don’t know but I’m sure we will get a report
on that as they go through. As you heard from staff, they already do it.
I just wanted to make it more formal in our policy.
Thank you. I’ll speak.
Councillor McKelvie and then Deputy Mayor Minnan-Wong.
I have one of those wards that has long distances between lights so I’m happy with the mid-block
part. I don’t see anything in here about really
prioritizing and so I’m wondering how you give consideration to that with respect to
which one? I think we can give direction to staff if
they come back with a policy that says we need to put crossing at every TTC stop that
we should give them instructions to come back with a prioritized list.
So it should look at the number of people getting off at stops and other safety risks
that are associated if there’s children in front of schools and things like that?
If it’s in conjunction with our prioritization process, sure.
On the second one, I appreciate the narrative and this is something that is city policy
but festivals something that — it’s something that should be prioritized for arterials verses
smaller streets. I don’t know if you’ve seen the size of my
ward but it’s very, very large. So I mean certainly arterials are somewhere
that this is a priority. I definitely think so.
This is for all streets. If they are in the capital plan for reconstruction
as we consider reconstruction so what will the drainage look like, what will the sidewalk
look like, how will the road function, turning lanes and such that they also consider other
things. I don’t think we need to prioritize this because
it’s in the capital plan. Thank you.
I just have one question for the mover. When I look at this I asked myself, well,
is the problem that we have to put controlled crossings at all these TTC spots potentially
or are we putting the TTC stops in the wrong location just east or west or north of south
of an interesting control. Would your motion cover looking at both?
In other words, location of the stop could be the problem, not the absence of a controlled
crossing? Sure.
I’m going to say sure just because I don’t know how — like some of these stops I’m not
sure what the — what thought process went into them.
I would have to suspect that if the TTC put a stop in a location there was some kind of
reason for it. Or they wouldn’t put a stop there.
For example, that — the example I give on Steeles, I think it was Steeles because it
was on the border, the northern border of the city.
I’m not sure there was a stop that seemed to have nothing else around it on the eastbound
but on the westbound I think that there was more purpose to the stop and so I wouldn’t
hazard to say that I had any idea of — if we should be moving around TTC stops.
That’s probably not the best thing to happen at this committee.
Certainly I think it warrants examination how can we ensure that there’s a crossing
at all TTC stops because if people are coming and going from a location then at some point
in time at least once they are going to cross the road.
Fair enough. The only other motion I have on this item
is Councillor Peruzza. Did you have a motion?
You have to move it? I thought he indicated he wanted to speak.
I’m happy to move my motion. It’s there on the screen.
It takes the section of the report from page 47 I think or 49 and just asks for a further
report. Okay.
Thank you Councillor Peruzza. Any other speakers on the item?
Oh, Councillor McKelvie and then Deputy Mayor Minnan-Wong.
Thank you Mr. Chair. I was very excited by this item.
One of the priorities when I campaigned was on the school zones so I’m excited it will
be implemented by the end of 2019. I’m hopeful that council will find ways to
accelerate the roll outs of the safety zones and in most cases it’s not speed.
That’s the problem in our communities. It’s congestion, it’s kids that are getting rides
to school that could be walking or riding their bikes but we’re stuck in this chicken
egg thing where parents are driving their kids because they think the school zones are
unsafe and the only ways to make the school zones safer is by decreasing the cars.
I will tell you my kids don’t get door to door service.
If it’s a rainy day they get dropped off a few blocks away so I can avoid the school
zones so I don’t need to go through it. So I’m really hopeful that we can find ways
to accelerate roll out of the active and safe routes to school pilot program and we can
educate parents that walking to school is good for many, many reasons including the
health of our children and makes our school zones safer.
I’m extremely excited about this mid-block crossing program.
I wasn’t kidding when I told Councillor Layton that we teach our children how to cross the
road, where they shouldn’t be because I know when my 12-year-old leaves the house she’s
going to do it. She’s not going to walk 800 metres to a light
and cross. She’s just not going to do it.
So we teach our children how to get to the middle of the road safely.
There’s six lanes they have to cross in many areas and how to look both ways and how to
do it. They are not going to spend that extra time
to get to a stoplight. So I’m really hopeful that we can accelerate
the roll out of this mid-block crossing throughout Scarborough.
It is a major problem for us. I’m just very thankful that staff has brought
this forward today and thank them for their hard work on this issue.
Thank you. Thank you, Councillor McKelvie.
Deputy Mayor Minnan-Wong. Thanks.
So just to comment to Councillor McKelvie based on my experience most parents don’t
walk their kids to work, they actually realize the health benefits.
They don’t have to time because they have to get to work and it’s easier for them to
drive their kids. That’s — as a parent I see that.
As a Councillor who has many meetings with various schools and discussions with parents
it’s not — I mean, it doesn’t take a rocket scientist to figure out the health benefits
and for them it’s convenience. So that’s number one.
Number two, I’m not going to support Councillor Layton’s motion.
You know, the report is — I mean, I see where this is going.
We did have a report — you know, Councillor — Councillor Layton may not remember this
but we did see a roads report that 85% of our roads are failing.
They need to be done. We’re not fixing them and preparing them.
Whenever we make a choice it’s at the cost of another choice.
The choice of spending tens of millions of dollars on one project in this financial environment
comes at the expense of other things. I think if you ask most people within the
transportation realm if they had a choice, their choice would be to be fixing more roads
across the city and so if I had that extra money, if we had that extra money in our budget
I would rather see it go into fixing the hundreds of kilometres of roads that are in disrepair
and need to be fixed. If we were plush — flush with money and we
had extra money and if Councillor Layton could find extra money in the budget, which I know
he spends a lot of time doing I would prefer to see that money invested in the things that
improve our community and the first thing — as Councillor McKelvie said, she talked
about priorities, maybe not specifically with regard to this but priorities.
I agree with her. I think the public’s priority by and large
if we have extra money besides doing the vision zero program, I think we need to fix our roads
and the transportation services budget, I would put that money there.
Okay. Thank you Deputy Mayor Minnan-Wong.
Any other speakers on the item? I’ll hold my comments until council.
The whole package goes up to council which I’m sure will be a lively debate.
I have three motions. Do you want to — I guess since you’ve asked
to vote against motion one of Councillor Layton then we can’t take it as a package.
If we could separate one and two and vote on both of them.
Okay. All right.
So let’s break up Councillor Layton’s into one and two.
So if we could put item 1 on the screen. The there we go.
Okay. So we’re just voting on item 1.
All those in favour? Opposed?
That carries. Item 2.
All those in favour? Opposed?
That carries. Councillor Peruzza’s motion.
All those in favour? That’s unanimous.
And the item as amended, all those in favour? It’s unanimous.
6.9 administrative penalty system for red light camera and future automated speed enforcement
programs. We have a deputant Derek moran.
Thank you for coming. You have three minutes.
I just want to say by my speaking at this meeting this shall not be deemed in any way
my content to express or apply. Long live your majesty the queen.
I did not consent to the unconstitutional searches.
The province has never given the City of Toronto statutory authority to do this.
In the report it said the city’s administrative penalty system for parking violations demonstrates
the customer service and operational value of removing matters from the provincial court
system. So considering there are 25 of these hearing
officers I believe 23 of them are lawyers. Note the police board has learned the last
two months I’ve spoken there? So this part here is a little bit blurry.
But this is from the Webster’s reference library, the Canadian desk companion concise over view
of the land and its people. It mentions three things happened in 1992
of significance. Miss Canada pageant is scrapped, the first
female astronaut in space and Ontario voters voted to abandon the oath to the queen.
Look at this. These are the fake judges you’re pretending
you will give a fair and impartial hearing to unsuspecting people thinking they are still
going to have their day in court. They don’t have an oath to the queen anymore.
Wait, it gets worse. Let’s go easy.
No, no. These people take no oath whatsoever let alone
and oath to the queen like they are supposed to in section 4 of the public offices act.
It was the word corrupt that you have a problem with.
They took an oath to the queen and at some point choose to abandon it.
You don’t think that’s corrupt? Are you kidding me, Councillor Pasternak?
You think that’s okay? As Scott Duncan has said, it gets worse, the
law society has claimed ownership over all individuals.
I’d like to be able to verify this for all of you but much like Mayor Tory’s code of
conduct the City of Toronto’s charter of expectations and values and on the bank of Canada’s website
that the bank of Canada is owned by the people of Canada.
Scott Duncan said this is being removed from the law society website once it was discovered.
Would any of you think that someone is still good if he knew they were a member of a club
that a claimed ownership over all individuals yet you any it’s a better idea to let these
same lawyer who is don’t want to take their oath to the queen decide these matters rather
than provincial court with the justice of the peace who has at least taken some kind
of an oath. You’ve heard me say before how first line
of the constitution mentions recognizing the supremacy of god, Luke 11:52, woe unto you
lawyers for you have taken away the key of knowledge, entered not in yourselves and them
that were entering in you. For interrupting me Councillor Pasternak,
I forgive you and you ended up giving me an extra 23 seconds so that’s it.
Well, any questions? Any questions for the deputant?
No? Okay.
Questions for staff? Administrative penalty system for red light
camera and future automated speed enforcement programs.
No questions for staff? Any speakers?
I had one question of staff but I’ll forgo speaking.
What is taking so long? Like there was — in January there was a report
in this sum that said this was moving ahead. The city was moving ahead with this.
We don’t even have an agreement from the province. What could possibly be taking so long?
Sorry, this wasn’t the administrative penalties. This was the next report.
Can I just make it this report? Can you just answer this report and then I
won’t ask it again? Through the chair, the action that was taken
by the province in mid 2017 to identify and approve the legislation around automated speed
enforcement in school zones can’t be — sorry. I’m not going to get the right words.
Can’t be put in force until we have the ability to identify the type of technology that we’re
going to be using because we lead for the province and so we have 14 other municipalities
who are also working with us as well as the privacy commissioner and a number of others
to move this regulation forward and have it deemed enforced.
Until it’s deemed enforced by the province we can’t actually put cameras up and start
to issue enforcement either warnings or tickets and so we have been working pretty diligently
for the last year not only on the pilot that we’ll talk about but working with the 14 municipalities,
the Ontario traffic council, a number of other folks to make sure that we were all in aligned
and had all the component pieces of this program ready to go.
What you will see before you in the next item is an update on that work and what you’ll
— what we will bring to council is the contract proposal to actually assign a vendor and actually
a technology so that we can move forward this year.
If I could just as one follow up, is it true that within that technology we actually have
to go and collect a USB stick from the cameras themselves?
Good question. That’s the next item.
I’m asking questions for the next item. I got that question down.
Like we actually got to go and unplug the little USB stick?
Through the chair, yes, that is correct. I mean, something — it’s a bit of a legacy
from the lessons we learned over the years with the integrity of the program is it’s
critical to have continuity of evidence. Basically ensuring that there’s no way shape
or form that the evidence that leads to the conviction of someone under the act has been
tampered with in any way, shape or form. So in the past it’s been the case where if
we use any sort of internet type technology it serves as a fence for anyone basically
complaining against the charge to say that there was a possibility or an opportunity
for this evidence to then have been tampered with.
To that end, that’s why it’s being opposed that we continue with that sort of system.
Really? I could see five years ago.
Can we hold off? I have a lot of questions.
Apologies. I move this.
It goes to City Council so you have another opportunity.
I’ll move 6.9. The staff recommendations are being moved.
All those in favour? Opposed?
That is carried. We’re onto item 11.
Cycling network plan update. Why don’t we hold item 10?
So you are holding item 10? Yeah but Councillor Minnan-Wong has questions.
Maybe if I could — I held it as a — I put forward a motion to hear items 6.111 and 6.12.
Just a word of caution that two members of committee have left.
Are they coming back? They won’t be coming back.
He won’t be — Councillor Colle will be coming back early afternoon.
What? Really?
Wow. We bet ere get to the speakers on 6.11 then.
Minute –can we do this one since we’re here now?
I don’t have anymore questions so I’ll leave it to you.
Deputy Mayor. This is the one where we got a report today.
Did you talk about the USB stick issue? In this report?
Someone has to go around to all these things, all these machines and put in the USB stick
to pull the data out. Through the chair, that’s correct.
Essentially with respect to –how many do we have?
50 cameras in total, two per ward. Many do we have?
50 cameras in total, two per ward. How often are you going go in and pick up
the data? On a weekly basis for us to process the charges
within the statute limit of time. So it will take a couple of weeks to issue
the ticket, yes? Through the chair, that is correct.
In terms of paying tickets, when people get the ticket the next day they are more likely
to pay it when they get the violation sooner? This that has been the practice for the red
light program over the past two decades. Answer the question.
Is it not — do you find that people pay the ticket faster if they get the ticket sooner?
Like when there’s a closer association between the issuance of the ticket and the violation
taking place? Do you have any information in that regard?
Through the chair, we don’t have any data that could back up that question or that comment
that you made. I think human natural is such if things are
closer to when they happen they are more top of mind.
Typically I don’t know how long it takes. Maybe Roger knows how long it takes to process
the ticket from the time the camera clicks until the person gets it.
We can tell you that. Yeah, through the chair, the typical turn
around time is two to three weeks from the time of the infraction.
So someone is going to have done — you know, gone through one of these red light cameras
— is it also speed? Or just red light?
The proposal that you have before you today is about adding automated speed enforcement
cameras some that will be speed enforcement at schools.
The 149 locations where we currently have red light cameras that also use this technology
is a two to three week turn around. So today and for the past two decades that’s
what it is. So today is the end of June.
So I’ll get — around July the 21stish I’m going to receive my ticket and I’m less likely
to remember even driving through that intersection because I have to remember three weeks ago.
Will that lead to more people challenging the tickets?
Because it’s taking so long to process? Through the chair, I don’t think there’s any
evidence to suggest that it will lead to more people challenging the tickets. There’s a
group of people who pay tickets when they get them.
It’s the same when you have a violation on the 407.
If you don’t pay the toll I think it takes a period of time for you to get issued that
citation or that ticket as well. Let’s move to the question of testing.
Have all these — have all the — there were a number of vendors, potential vendors that
competed for this, yes? Through the chair, yes, we are actually in
the middle of the evaluation process right now which is why the results are not a part
of this report and will be reported directly to council.
There are four proponents in the evaluation process.
So why the — I mean, this seems to be a very unusual arrangement.
The last — you know, I’ll ask this of the deputy city manager.
Tracy. So we get a request for proposal, we’re asked
to decide on this. The report is on our desk today.
I haven’t had a chance to scrutinize it. They’re not even finished with testing.
They’re not even finished with the testing of the equipment.
Is that — are you finishing the testing of equipment?
Through the chair, the evaluation process is currently going.
This report it does not recommend an award to a vendor.
It has one recommendation to report to council with the results. It’s unusual for a procurement
to go like this. The only other procurement like this is back
to 2009 with union station. It’s not ideal. To meet the timelines that we’re asked to
meet this is what we have to do. So through you Mr. Chair, because of the urgency
and need for us to identify the equipment in order for the province to draft the regulation
we’ve tried to keep this process moving. Now if there is a barrier to a successful
testing and a determination on how the award can be made and to whom then that would not
make it to the council meeting. So this was to seek the authority to issue
— the program has been enforced. The current state as far as the procurement
goes, the need to undertake the testing of the successful proponent thus far and the
direction to council which is normally out of course but will the details on the equipment
after this phase when we come back on July 16th.
Really the focus was because we’re up against some timelines, the importance of getting
the system and this program implemented and the need to give the province the lead time
for them to draft the regulation in order for us to put it into force and effect.
So that’s why you don’t see the actual vendor named award in this report but you will as
it marries with this at council. So we apologize to committee members that
it has gone this way but we felt it was important to keep the program moving in order to meet
some timelines to advance our efforts in respect to vision zero and road safe.
My next question — I’m sorry I’m going over time.
This is all a surprise to us as it just happened. So what — why can’t we put this over to the
— why can’t this just — because it’s not ready for a decision in committee, right,
plus there haven’t been time — no one has actually been — the public has not been able
to read this report so there’s no time for deputations.
Explain to me why this can’t come to the September meeting?
So through the chair, it can. The problem with that will be the timeline
then required. The province can’t move the regulation until
the equipment has been identified and proven. That can’t happen until we’ve got the vendor
award completed. So we will lose a number of months and we
won’t be into opportunity for implement into well into 2020.
You lose three months because you can’t make a decision, you lose 90 days?
What we will lose is the — the couple of months before we come to the next committee,
the next is early October. Council make a decision until July.
It will go to the next council meeting the first week of October is my guess.
You lose three months. That’s correct.
We will lose — so through the chair, we would lose three months to the decision point of
council then the work that the province needs to do to draft the regulation.
The work to draft the regulation would still have to take place anyway.
That’s 90 days. The goal here is to keep it moving.
We don’t know how long that regulatory drafting process is going to take.
We’re concerned about the extent of delay. Certainly as I would say between now and council
there’s an opportunity for far more dialogue in respect to this project.
If there are any hurdles we would address that and veer from the planned course at council.
This is not a deal. Everybody has been working very diligently.
You can imagine with 14 other municipalities and the province and many others. It’s been
quite a challenge and the staff have done heroic work to try to keep this moving.
So, you know, we will obviously defer to you in respect to your opinion how this moves
forward as I say we do absolutely apologize for the late nature.
It was only because the staff were working very hard at trying to put this in a digestible
format to give us a picture of where we are today.
Is there any discussion in this report about the USB and collection of data?
No. There’s not.
The USB piece is also a requirement of the privacy commissioner.
There’s no discussion. And there’s no discussion about a cloud-based
formula and whether we could do that or not? Not in the report, no.
So that’s another material issue. Like I just don’t want to have to be buying
a comment or 64. So through the chair, my understanding is
this is the same process we’re currently operating with the red light camera project.
That has been working for a number of years now, the exact same format.
I was also not aware but understanding from our staff that this has been a requirement
specified provincially as well as the general manager of transportation just referenced
from a privacy perspective. You know, not ideal but certainly I would
say that as is or articulated in the vision zero report that it helps road safe.
Irrespective of USB keys. In in conjunction with the speed management
plan is why we have worked had a — hard to keep it moving at the space we’re now at.
Notwithstanding that there is no discussion about privacy issues, the USB key issue and
not — you know, notwithstanding those very important issues that we don’t know — notwithstanding
the fact that the testing has not been done, you’re saying that we should approve this
report and that we should approve this report? So through the chair, I would suggest that
the matter of automated speed enforcement is something that has been discussed through
council. Staff have had the direction for at least
since 2017. Mr.
Chair, I just want to be clear, I’m not disputing the decision that council made.
I’m not. I’m bringing up the fact that we got this
report at, you know, so close to the — so close to midnight you can hear the bells ringing
and that there are material issue that is are missing in here that I think are really
important because of privacy issues, what’s the right technology and so we’re being told
that we have to — that staff are recommending because they have it here that we need to
do that today. First of all, you’re way over time.
I’ll stop with that. Second of all, yes, that’s the staff recommendation
and it’s up to us on whether we adopt it. We can defer it.
We can adopt it, we can defeat it. There’s things within the report that maybe
the deputy city manager didn’t know that Councillor Layton and I raised as an example specifically
and even with that we still need to do this. Now.
And that we can’t wait until September for this to come before committee.
The inclination is there’s no more time to waste but at the same time council and the
committee has the authority to defeat. I understand.
Defeat staff recommendations, to refer it back.
That’s fine. Any other questions for staff on this item?
No? So this — someone move the recommendations?
Do we get speakers? Yes, we can have speakers.
Speakers on the item? I’ll speak.
Mr. Chairman, I’d be ready to move forward with this report if it was ready.
I was just going the look up second time this has happened.
There was an item at the last meeting that came late that wasn’t ready.
I’ll just express my disappointment that this is — this is important.
This is something that affects peoples lives every day and I think that there’s going to
be a lot of adjustments where we implement these things, especially in school zones,
30 kilometre school zones. I’m interested in a privacy issue, I’m interested
in the technology issues. We’re going to centre these verb to — we’re
going to have these cameras in for years. I’m not comfortable with putting over for
three months. I’m going to move this be deferred over and
we get an updated report from staff and complete the testing before we take a decision.
I don’t want to find out after the fact. There’s far too in circumstances and examples
where we buy the wrong piece of technology and we’re stuck with something we don’t like.
I’m very uncomfortable when we haven’t — it’s still in the testing phase and still before
this committee. I’m going to move deferral and get a complete
report back on the evaluation that was done by staff on the vendors and until they identify
the technology issues and the privacy issues Mr. Chair, even within the context of we’re
going to approve this without looking at the privacy issues, this council, this committee
I have a lot of concerns. I want to approve it as quickly as we can
just like anybody else. I don’t think this is ready for approval here
today at this committee. Any other — I’m looking to find of consensus among the
committee if you let me speak briefly. If they can answer all those questions with
a supplementary report that’s fine. This thing is not ready for prime time.
All those in favour? Carried.
So we — I’d like to go back to item 6.2. This is 6.2.
This is a contract award basement flooding. I will move the recommendations.
All those in favour? Opposed?
That is carried. And we’re going to — there was a motion for
this item but it’s going to be considered as new business.
Councillor Colle wanted to have the insurance bureau of Canada appear before the committee
to discuss issues of insurance coverage and basement flooding.
Simple request to the bureau. All those in favour of adding it to the agenda?
That is carried. Item 11.
We have deputants for cycling network plan update.
Katherine orien. Katherine orien.
Albert Albert cole. Good morning.
Mr. Chair, a letter from the community signed onto by 50 local businesses and groups as
well as another 30 local groups and merchants. The letter itself ends by saying it’s finally
time to move from study to action for a bike lanes on Bloor.
The ex- — the next step on whether to install bike lanes on Bloor
and access for the disabled are properly addressed. We urge City Council to move forward now to
extending the Bloor bike lane. We started bells on Bloor.
It is obviously a place that’s very popular among cyclists and it’s a route that’s — has
a potential for increasing number of cyclists as we’ve learned from the 2017 pilot on Bloor.
We know that the 2001 bike plan was a failure. We’re all generally agreed on that.
Unfortunately the 2016 bike lane is already behind the 2001 plan.
We’re building 8 kilometres of bike lanes now on average per year in the 2001 failed
plan we were building 13 kilometres per year. So the path — pattern that we see in the
2001 and 2016 bike plan is a period of intense study in this case aided by experts from Montreal,
celebration of cyclists thinking they are going to get things promised.
At 8 kilometres of bike lanes built last year, there was a $60 million budget which we as
cyclists celebrated. Unfortunately only $11 million of that was
spent and only 10% of that $11 million was spent on new bike lanes.
So our experience, we’ve seen the motion that Councillor Layton is putting forward along
with Councillor Bailão and perks. We support the motion. It’s important that
the motion have timelines. The problem that we found in our experience
is that it’s very difficult to find who is accountable for the bike plan itself.
So our experience with the corridor study, for example, was that it was supposed to have
been done for Bloor by the end of 2018. And in fact it was never started.
We wrote to the chair or the committee, rather the manager of the cycling unit, we wrote
the transportation services manager and to the mayor and never got any answers.
In fact, we did a freedom of information request and were surprised to find that there was
no communication from the chair of the public works committee to find out the status of
the corridor study. So what we’re saying is this is a good place
to catch up is on Bloor street as well as Danforth.
Let’s move forward on these projects that are long overdue.
We are concerned that the bike plan itself talks about 2023 update.
These updates have to come sooner so that when we’re failing on the bike plan there’s
a way for the community to hold account. If you could wrap up.
Those are my comments. We hope that a bike plan will include action
on Bloor. I’ve got copies of the community letter for
the clerk that I’ll pass forward. Thank you very much subject to whatever questions
you have. Thank you very much.
Are there any questions for the deputant? No.
Thank you very much. Thank you.
Nancy smith lea. Hi again.
So tcat has been a strong supporter of Toronto cycling network plan since it was approved
in principal in 2016. However we’re concerned with its slow pace
of implementation. The staff report has done an excellent job
of developing a plan that can be implemented given the myriad of challenges they have documented.
The plan includes a range of ways to improve rate of delivery, including more streamlining
and neighbourhood clustering. Addressing these challenges is critical to
expedite safe bike stuck infrastructure across the city.
We would like the highlight the following. One cycling network plans are important for
prioritize bike lane installation given limited resources and staff capacity.
The reality in a city like Toronto is most streets, every arterial street needs to be
made safer for people on bikes. Every time a street is reconstructs presents
an opportunity that should not be missed, whether it’s on the plan to install safe cycling
infrastructure. Two network connectivity is key to building
a safe cycling network and extending bike lane s ask a priority.
We want to extend bike lanes on Bloor west. Positive results were found in virtually every
indicator that was evaluate in the comprehensive study on Bloor and we believe the full implementation
of a bike lane throughout this coridor is wanted.
Three, the plan updates the overwhelming success of bike lanes but does not feature public
projects moving forward. Given the challenges facing staff pilot projects
are an important interim step and point of alignment with the vision zero 2.0 update
that could be strengthened. Four, the inclusion of the equity lens tool
to update the network plan is an important new addition.
Safe cycling infrastructure is needed across the city not just downtown.
We believe the city’s cycling network plan update will result in progress towards expanding
the bike network. We hope the city will adopt the recommendations
and City Council will do everything it can to accelerate the implementation of bike infrastructure
throughout the city that’s safe and comfortable for all ages and abilities.
Thank you very much. Any questions for the deputant?
Once again I have a fuller deputation that I have.
If you would like that circulated to committee members please leave it with the clerk and
we’ll get that done. Thank you very much.
Claire nelischer. I hope I was close with your last name.
Thank you very much for coming. You have three minutes.
Thank you. Good morning.
My name is Claire. I’m a project manager with the city building
institute at the university. We produce public policy research to address
the diverse range of urban challenges in the region including policies related to the public
realm and active transportation. We applaud the city for its efforts to strengthen
the cycling network plan and specifically to better link this plan with broader initiatives
around vision zero 2.0 to create a more wholistic approach and eliminating deaths on our street.
As you read the original cycling network plan fell short of goals for a number of years
in the three years since its approval only 7% of the plan’s total proposed kilometres
were actually put in place. Over the same time period nine cyclists were
killed and 128 more were seriously injured. But despite those statistics we’re seeing
that there’s a great appetite for cycling and more and more Torontonians are choosing
to travel by bike. Specifically they are flocking to the new
areas where high quality safe cycling infrastructure has been put in place like Adelaide and Sherbourne
and Bloor street. We recommend to getting this infrastructure
on the ground. We would specifically like to thank staff
and the transportation services department who we worked with and who engaged stakeholders
diligently throughout this process. Over all we feel that this plan is a step
in the right direction and we hope that committee and council will recommend its adoption and
help specifically to expedite its implementation. To ensure the success of this plan we urge
council to ensure that beginning in the 2020 budget process sufficient capital funds as
well as staff resources are allocated along with specific operating funds to ensure the
on going maintenance of these projects on the ground.
We ask you to implement the full safe and cycle track
as part of the Eglinton LRT project. We ask that you continue to support cycling
projects as they are brought forward to council at every opportunity.
Council approval will be required for each project going forward and this requires strong
political will to actually make this plan a reality.
In particular echoing the sentiments of the other deputants we encourage you to focus
on the major city wide cycling routes as identified for priority implementation and specifically
the Bloor Danforth corridor from High Park to the Danforth.
We encourage you to extend the Bloor bike lanes to High Park and implement a pilot project
on the Danforth by 2020. Next spring the city building institute will
release new research that seeks to quantify the burden of injuries that could be avoided
by installing separated cycling infrastructure on that particular route.
We know this infrastructure saves lives it’s our hope that putting a clear number to that
will encourage City Council to expedite the implementation of this plan.
So again we ask you to see those opportunities, to accelerate its implementation, allocate
necessary stock resources and capital funding and ensure the safe cycling infrastructure
is on our streets as soon as possible. Thank you.
Thank you very much. Any questions for the deputant?
No? Thank you very much.
Gideon forman. Thank you Mr. Chair, committee members.
I’m with the David foundation. We’re here to thank staff and urge the committee
to move ahead quickly with new protected bike lanes there through the city.
In particular the Bloor bike lane expansion to High Park and Danforth by 2020.
We’re requesting not just consultation but construction by next year.
We realize Mr. Chair this is a ambitious timetable but the demands of road safety and environmental
protection make it a necessity. I will draw your attention from the Toronto
star yesterday, an 11 year old cyclist was struck by a driver.
This is happening frequently Mr. Chair and is an urgent matter.
Our doctors told us that bike lanes save lives and the lanes must be more than just painted
on a road. Last week doctors represented more than 150
local physicians reiterated their call for protected bike lanes.
Dr. Samantha green told the CBC, all of us have seen the toll that road violence has
on our patients and our city unquote. She plan updated she treated a cyclist, a
patient of hers who was almost paralyzed after being struck by a vehicle.
This is the first reason why the Bloor extension and a pilot lane on Danforth can’t wait.
The second Mr. Chair with the climate crisis, you know parliament declared climate change
an national energy. Importance can’t be over stated.
I don’t need to remind you that the source of greenhouse gas is transportation.
Many climate solutions are ready did available an one is leaving gas powered cars at home
and traveling instead by bicycle. Residents won’t take up the bike in sizable
numbers until we make it safe to do so. I also want to stress that cycling infrastructure
is an extremely cost effective climate solution. You’ll recall Mr. Chair that the Richmond
and Adelaide cycle tracks for installed for $780,000.
Thaz — that he has lanes host 6,000 cyclists per day, more than some of our subway stations.
Let me conclude Mr. Chair by saying the extension of the Bloor lane and creation of a Danforth
pilot will be popular with your constituents. Poll after poll show the vast majority support
this infrastructure. A 2018 eco survey found protected bike lanes
are endorsed by 82% of Torontonians over all. The lanes are backed by three out of four
residents in Scarborough. Even among drivers, Mr. Chair, support for
bike lanes stands at 75%. This is an issue that units us.
We know the timetable we’re suggesting is challenging but these are challenging times
Mr. Chair.
Indeed when it comes to climate disruption we’re facing an emergency.
We’ve heard from our doctors, we’ve heard from the climate scientists so we reiterate
our request that you extend the Bloor bike lane and open a pilot Danforth lane no later
than 2020. Thank you and I’m happy to answer any questions.
Thank you very much. Are there any questions for to deputant?
Councillor Bradford. Thank you very much.
Through the chair, thanks for the deputation. Pleasure.
Is the David Suzuki foundation come across any data or information that shows what happened
to the volume of cyclists when we install protected bike lanes in cities across Canada?
Yes, Councillor, there’s a lot data internationally that show when you put on bike — in bike
lanes more people get on the bike. When you make it safe people get on the bike.
So people who are not traditionally cyclists will be more inclined.
Particularly among female cyclist who maybe for whatever reason more hesitant when you
put in that infrastructure you get this virtual of cycle happening where more women ride which
then means that there’s more women who feel safe to ride.
One of the things you were focusing on was the need for the extension of Bloor to the
west and the east along Danforth. Has the foundation or in your experience seen
the impact of having a need work approach and how we actually make those connections
that can increase cycling as well? Absolutely.
Everything that a driver of a car would want in terms of being able to get anywhere in
the city easily a cyclist would want as well. So when you put in that network not just isolated
bits and pieces but interconnected networks of bike lanes you get a lot of uptake and
all the things you want. That’s really what we want. We support the
city for having that network approach, it just needs to happen faster.
Thank you very much. Thank you.
Thank you Councillor Bradford. Any other questions for the deputant?
Thank you very much. Liz a lukashevacsky.
You have three minutes. A motion is coming in the next three minutes
to tinker with the lunch hour. I will talk offline.
Good morning. Thank you Mr. Chair for having more hee — me
here today. I’ve lived in Toronto for 48 years, the best
city in the world. First I would like to sigh I’m not a cyclist,
I drive or use the TTC. However, I’m here today as a resident and
a business owner in Bloor dale. I own a small but successful bulk foods store
called nut house which opened in 2010. The primary reason why my store is so successful
is that I care deeply about my customers. Most of them live near by and come to my shop
because they feel that shopping local is an integral part of creating a great community.
I know most of their names, I run into them at community events and I have a caring relationship
that goes well beyond a commercial exchange. It is important to me that all of my customers
can travel around our neighbourhood safely. Our sidewalks we are constructed and have
been maintained very well for those that walk, push strollers or have wheelchairs.
The TTC in our neighbourhood, the two subway stops received elevators for people who cannot
walk up the stairs which is wonderful. And of course the roads, Bloor street is very
good for people who drive vehicles, the streets are well maintained and there’s very few potholes.
However my cycling customers do not have a safe way to get around our neighbourhood.
This is something that I just did this morning. This is Bloor dale.
Bloor and College Street, there are no cross streets here for people to get through.
There’s no harbour street. People who want to cycle have to take college,
that’s very narrow or Bloor street and that’s no safe way for them to cycle around.
The cyclists in my neighbourhood represent every strata of the population, every day
I see seniors on bikes, children on bikes, moms and dads on bikes, I see dogs on the
backs of bikes, everybody is using bikes in our neighbourhoods and with the exception
of the dogs and the kids, they all pay taxes and they deserve a safe way to get around.
In fact, I would even claim that the city owes these people a safe way to move around
because these people who bravely ride bicycles instead of drive cars and I say bravely because
we all know that a collision on a bike can be fatal, they’re helping to reduce air pollution
and even more importantly they’re creating more space on our already very congested roads.
Of course they leave parking spaces for the rest of us.
I’ve talked to many of the other businesses in Bloor dale and opinions on Bloor bike lanes
are split between two camps. Many business owners understand that the issues
of the near future means that we must make changes today whether it’s because of climate
change or our rapidly growing city bike lanes seem like a no brainer.
The businesses in the other camp see mostly concern with parking.
As a driver I also love finding a good parking spot.
As a resident and business owner in Bloor dale I can easily testify that there is a
lot of parking. We have a green p parking lot at Emerson and
Bloor which is usually two-thirds full, we have lots of residential street parking and
lots of laneways with garages. Mostly I think that shop owners use the parking
spot in front of their store for their own vehicle.
I get it. I own a store.
I love it when I’m able to park my car in front of my store.
But surely the safety of thousands of cyclists every day must out weigh this convenience.
We can park around the block and walk a minute or two.
Two days ago I attended the presentation of a very interesting report from the institute
reporting moving freight around the city through the use of micro hubs and cycle logistics.
Representatives from both ups and Canada post –if you could wrap up.
And according to them the growing use of e commerce and Uber is making traffic even worse.
I urge you as public servants to put the safety of cyclists and the matter of traffic congestion
in your mind and make protected bike lanes happen on Bloor street.
Thank you. Thank you.
Any questions for the deputant? Thank you very much.
Hamish Wilson. This is — it’s good and yet it’s pathetic
at the same time. The Bloor Danforth when we had the changing
atmosphere conference, the former City of Toronto went we should do something about
climate change, let’s have a study and that’s where the recommendation in 1982 arose that
Bloor Danforth was the best place for a long continuous bike lane.
So, yeah, now let’s see — so here we are. Where did it go?
The 1995 — there we are. Route selection study for on street bike lanes.
There’s Bloor, Danforth, college, et cetera, et cetera.
We might do something by 1995. Climate crisis is now into break down point.
We’ve hit 415 I think which is dangerous, dangerous.
18 of the 19 years on record have occurred since the year 2000.
It’s in the break down mold. What are we doing?
Why is it taking so long? It’s really, really pathetic.
Even the little bit of the Bloor — the part of Bloor in the median for the 2001 bike lane
plan is not done. We haven’t had a darn thing done with that.
It’s a horrible, horrible gap. It seems not to be on the radar.
There’s a lot of stuff that could be done quickly and cheaply so where is that?
Like lowering the speed limits was neglected to be acted upon.
A 30 kilometre speed would be good. We could do this in the gap of stripping — we
could do it this year. Strip off the parking on the north side, give
us wider curve lanes, pave it up a little bit.
It doesn’t have to be bike lanes. There’s stuff that’s quick and cheap.
We can do this. Why not?
This is from last year, a year ago I sent it up.
So it just takes forever to get nothing done here.
With the Danforth, 16.5 metres curve to curve. We could actually redo it this summer I think
or later this fall. You need to have some consultation.
A travel lane, something to really help the subway, reversible rush hour busway.
Do it in the centre, I don’t care. The subway is at the danger point. It’s over
loaded. Those people pay for their trips.
Wider curve lane and 24 hour parking. There’s so much that can be done.
In terms of equity, that’s the next thing. What about the equity of how the cars are
subsidized verses transit? I’m sure you’ve seen this before, $2,700 per
car per year. So if you’re at all concerned about transit,
where is the vehicle registration tax? Come on.
And in terms of equity Parkdale is dangerous. That’s a neighbourhood improvement zone.
Notice of hazard, Queen Street is dangerous, king street is dangerous.
Am I almost out of time? It’s three minutes and you don’t want to hear
about it because it’s been decades and quite honestly what we should be doing is saying
to the federal level you guys don’t deserve the much that might be coming to you because
you have to actually do the stuff like this obvious stuff on Bloor Danforth to prevent
the simple repaving and the streetcar tracks are another hazard.
All of this stuff is broken up. You should fix that right away.
Thank you very much. Any questions for the deputant?
No? Michael polanyi.
So, before — if you could just give me one minute.
I have a motion because of our quorum issues that to change the recess, the lunch hour
from 1245 to 2:15. All those in favour?
That carries. Thank you very much.
Were there any speakers to that item? Just as a point of order.
Point of privilege. We now have to change our lunch hour, none
of us can leave the room for like two and a half hours because of the absence of two
members. Like I get that — like I think maybe — do
we have to give more notice that you have is statutory or legislative meeting?
I don’t get it. I have to agree.
There were two graduations that I was invited to this morning and send regrets to both.
It would have been great to go do them. Our committee work is our committee work.
It’s very important stuff. So hopefully 12:45 to 2:15 will do it.
Anyway. Please proceed.
You have three minutes. Thank you.
My name is Michael, I’m a resident of ward 19 wood vine and Danforth.
Thank you for the opportunity to speak with you.
And first I would like to recognize and show my gratefulness for the bike track, cycle
track on wood vine avenue and for Councillor Bradford’s support of that.
That has improved safety. I’m primarily here just to express my concern
as a cyclist about Danforth avenue and to urge you to move forward quickly to install
protected lanes on Danforth avenue by 2020. As has already been said, our city is challenged
by congestion and climate change. Both can be lessened by making it safer to
bike. People want to ride but they will only do
so in large numbers when there’s a safe connected network of bike lanes.
Danforth avenue is key to building that network. It’s the main street of commence for many
east enders and the most direct route downtown for many.
Currently Danforth is not safe. There’s no separated space obviously for cyclists
and that means sharing the road with drivers. What that means is being regularly unsafely
passed by drivers, cut off by drivers turning, honked at by aggressive and speeding and often
inattentive drivers really on an almost daily basis. Last week a driver flung her door open
in my path. I jammed on my brakes and looked at her.
She said whoops. Last summer I sat with an older man who was
bleeding with the head after being hit by a pick up truck.
Sometime ago I tried to calm a young woman who was in shock after being sideswiped by
a driver. One sees a constant stream of cyclists on
the Bloor viaduct but few people on the Danforth because it’s not safe.
Bike lanes on Bloor and Danforth have been studied multiple times over five decades.
Please don’t study them. We already know that bike lanes increase cycling,
save lives, improve population health, stimulate local business and reduce emissions.
So I urge you not to wait until 2022 or 2023 to make Danforth safe for cyclists.
Rather to direct city staff to pilot protected bike lanes on Danforth by 2020.
Thank you. Thank you very much.
Any questions for the deputant? Councillor Bradford.
Very quickly, thank you Mr. Chair. Thanks for the deputation Michael.
Did you have an opportunity to participate in the Danforth avenue planning study that
took place over the past year and a half or so?
I didn’t get to meetings. I was out of town for a few months.
So I didn’t get to a meeting. I’ve been aware of it.
Okay. One of the items that they looked at was a
complete street model for Danforth and bike lanes of course as a part of that.
We’ve done that in our ward 19 and now that work is taking place in the ward next door.
Are you aware of that? I certainly know about complete streets.
That’s been widely adopted in cities across North America but I wasn’t aware that it has
specifically been adopted in ward 19 and I’m thrilled it is.
We will be thrilled as that process goes on that we will kick off in the fall to get you
in. Thank you.
Thank you Councillor Bradford. Any other questions for the deputant?
No. Thank you very much.
Hilda swirsky thank you so much for coming. Big activist in ward six, york centre.
Today I present the Ontario usage for the environment.
The theme of this year’s u.n. World environmental day on June 5th was beat
air pollution. Cycling was high on the agenda.
One solution to help combat this environmental public health emergency.
Changing how we move people and not polluting modes of transport is essential if we wish
to breathe easier and stay healthier. Switching to cycling, walking and public transport
is one of the best changes an individual can make to reduce local air pollution and congestion.
In cities in particular when trips tend to be shorter it’s easier to take up cycling
as a daily mode of transport that generates zero air pollution.
Switching to cycling could actually reduce an individual’s exposure to toxic air on busy
roads. A 2018 study found that cyclists suffered
the least exposure to air pollution during 4 kilometre journeys compared to people in
cars, buses and even walkers. China this year hosted the world environmental
day celebrations across Chinese cities and they have made great strides in tackling air
pollution by promoting cycling. The first Chinese city to introduce the public
bike share’s scheme in 2008 is a population of close to 10 million and by 2017 there were
10 bike sharing companies operating in the city providing over 882,000 bikes.
This city has constructed good quality bike lanes and the public bike share scheme is
well integrated with other transport options discouraging the use of polluting vehicles
and curving air pollution for the benefit of people and the environment.
Researchers at the university of Colorado Denver and the university of New Mexico found
that protected and separated bike lanes are strongly linked with lower fatalities and
injury rates not only for people on bikes but also for people in cars.
A research that you were asking about was done by wesley marshall, a university of Colorado
Denver engineering professor, coauthored analyzed 18 years of crash and street design data from
12 large U.S. Cities to understand what makes some more
deadly than others. The author studied 17,000 fatalities and 77,000
severe injuries between 2000 and 2012 in Oklahoma city, Kansas city, Chicago, minute Alice — Minneapolis,
Denver, Portland, Dallas, Houston and Austin. They found the most important safety factor
was having separate and protected bike lanes to lower fatalities and injury rates.
Lanes were (away from mic) planters. Toronto’s dream is to have an ambitious 135.5
million 10 years cycling plan to double infrastructure. That’s to build 560 kilometres of new bike
lanes and 110 sidewalk level boulevard trails that allow people to cycle along busy streets.
However the city is far behind its commitment having only installed 5% of what has been
promised. Two years and the city has installed 28.5
kilometres of bike lanes and cycle tracks. Including the separated lanes of Bloor street.
About 5% only. Hilda, if you could just wrap up.
They call the plan dismal. Thank you.
Great. Well thank you very much, hilda, for coming
up here. Are there questions for the deputant?
I just have one before you go. Once again, thank you for your add voluntary
— advocacy. Biking is a downtown phenomenon.
Do you think it will work in the inner suburbs? I don’t think so.
It’s happened in China. Bike shares is a wonderful way to get people
riding bikes and sharing — actually from — last evening we were talking about it as
one way of fighting climate change, getting more people out of their diesels cars into
bikes and walking and there is car sharing and bike sharing makes just as much sense.
That’s been my feeling as well to get the bike share into other communities across the
city. All right.
Anyone else? Any other questions?
Thank you very much hilda. Thank you for coming
to city hall. Kevin rupasinghe.
Welcome back. Good afternoon.
I’m speaking on behalf of cycle Toronto. So cycle Toronto is happy that cycling volumes
in the city have been growing remarkably in the last few years.
Our streets have also been getting safer. We’ve seen as folks have mentioned Richmond
and Adelaide have grown 10x. Every day in the city lots more people are
riding. It’s well understood that getting more folks riding the best way is to build
protected bike lanes. So looking at this cycling plan there are
some key projects and priorities that should be acted on in this term of council that would
lead to the short term success of this plan and that you should support.
So first I want to comment on Bloor street. So the city undertook an incredibly detailed
study in the pilot area of Bloor and somehow that stub of a bike lane has managed to sore
to become the second busiest in the city with nearly double the ridership.
All road users on Bloor, not just cyclists are safer.
There’s been three years where we haven’t done anything to extend that success.
We’re calling on you to support the extension of Bloor bike lane to High Park.
Next there’s Danforth. Folks in the east end have been waiting for
years to be able to safely ride on Danforth. You may be wondering how many people are riding.
We counted and city staff have seen this data as well.
There’s more than 3,000 part-time riding on — people riding on Danforth without a like
bike lane. That’s 25% of people riding bikes arc — bikes,
a quarter of them. Support the local community, the Councillor
and put a protected bike lane on Danforth. Third the report mentions Eglinton.
Eglinton is one of the biggest transportation projects in the city and includes a plan for
a complete street. There’s still a lot more work to be done on
developing both an implementation plan and a funding strategy for the street scape improvements.
Lastly, there’s many other corridors that are mentioned in this plan that are suitable
for protected bike lanes. As I spoke to you before protected bike lanes
tie in with vision zero as they make things safer for all road users.
So these are all critical for the short term success of this cycling plan.
We need to make sure that Bloor, Danforth, Eglinton and many of the other corridors mentioned
in this plan are made safer. We look forward to your support and growing
Toronto into a more vibrant safe city for everyone.
Thank you. Thank you very much.
Any questions for the deputant? No?
Okay. Thank you very much.
Nathan gomes. Thank you very much.
You have three minutes. Hello, Councillors.
This is my first deputation that I’ve given to the City of Toronto so hopefully it goes
well. I’m a bit nervous.
I am a resident of Willow dale. I live up here.
I’m looking at the — I noticed something in attachment number 5.
It says given the extent of public consultations of the plans development the scope that the
stakeholder engagement process for the update was targeted to staff and community stakeholders.
So my concern it is here is that this plan that’s being tabled is not actually being
discussed with any of the people in these yellow areas that don’t necessarily bicycle
to work or bicycle places. Even if — I know we’ve seen a lot of people
here talk about surveys and different things like that.
We have statistics Canada data here produced by the City of Toronto, their own social science
research groups looking at actually the census data mapping it and finding that, you know,
less than — even in places where the bike lanes are placed downtown only 13 to 27% of
people in these areas actually use them. Up here the numbers are even lower.
So when we look — I guess when I looked at the attachments on — attachments on potential
cycling lanes on cycling potential I noticed that it was very interesting to note that
even in Scarborough where cycle lanes have been put in place the up tick has not been
there. A lot of the data — I spoke to your open
data department and a lot of the data is from 2006 that you’re relying on for this cycle
plan. So I’m concerned that the data when you actually
developed your plan didn’t have access to this important census data that could potentially
change the way you consider the cycling plan. I think it’s very important.
I’m just here to ask you because I’ll be speaking later on Willow dale.
I would just like to ask you consider going out and consulting with people and evaluating
the bicycle lanes that have been put in place in the yellow region to see if the up tick
is actually there. Based on the data it seems — I know there’s
been surveys put out and whatnot, I’ve heard from cycle Toronto and a bunch of different
groups but the census data doesn’t lie. It tells a story.
I’d just like to point out one last chart before I stop speaking. It’s the difference
between how people commute to work. Right.
You will see in the yellow area most of the people — this is people commuting outside
of Toronto. So they’re not even living in Toronto.
The people who live out here have households that leave the city to go to work.
The transfer T.O. Plan says within 1 kilometre of work but these people other here don’t
have the option of traveling 1 kilometre to work.
They rely on the car. They rely on a different mode of transportation.
When we try to put in transportation options that don’t necessarily fit with the context
of this city it makes it very — of these parts of the city it makes things difficult.
If you could wrap up. I know you have a lot of material.
If you want to have them distributed the clerk can help out with that.
Any questions for the deputant? Deputy Mayor Minnan-Wong.
I’m curious, how did you hear about this meeting? You’re just a guy, you don’t represent any
association. I don’t — my neighbourhood association had
put out I guess an e-mail letting you know in our community.
Can you reset the timer? Sorry.
Thanks. Had put out a meeting.
We did go out for item number 12 which is next.
We did go out and we talked to different businesses and whatnot because there were — there was
a lot of angry people with what has been going on.
You know, looking at the data and the way people actually travel the policies seem a
little inconsistent with how people are actually going about.
There’s a lot of anger and, you know, it’s very upsetting to see as we — as with our
attachment number 5 here written you’re not actually going to consult people on this plan
that you’re putting forward. It has huge implications.
There are people like in this association who couldn’t come here to actually speak and
they are so busy and they didn’t have enough notice to come to this meeting.
So it’s very difficult and I think, you know, this — seeing this in a report and seeing
a plan being put forth with so little consultation when so many people are impacted in our neighbourhoods
it’s quite frustrating for us. You spoke to the city or the cycling people
and you said their data set is stale? No, I think in your own attachments there’s
some data from 2006 that they’re relying on for potential bicycle lanes.
If you map this data I encourage you to speak with this group in the City of Toronto.
I had some conversations with them. I — it didn’t seem that the measure that’s
— it’s been — it’s being used on survey data, not consensus data.
It’s over 10 years old from 2006 they are making quotations from.
The data seems very out dated. Like I said a lot of businesses like suttons
in our area who have been there for 50 or 60 years are very concerned with some of these
plans being put in place because it has an impact on how we live and get to work.
You made a thoughtful critique. Where does it end?
What — do you have any things you would like us to do, any recommendations for us?
I would like you to — I know that there are a lot of people here.
We’ve seen — I applaud many Councillors here who have put forth letters with bicycle lanes
for the downtown core. What I would like to see is more consultations
held with these people over here before we pass a plan that impacts the whole of Toronto
when, you know, there are certainly regions here of people being impacted that are impoverished
or lower income people who actually need to rely on these roads to get to work and they
don’t even work in the city. They work outside the city.
Over half of our residents don’t commute downtown but north or take the 401 to wherever. I think
we lose the fact that we are such an independent great — integrated committee with — integrated
economy with the people around us. We make the assumption these people are traveling
down south when that’s not actually the case. Thank you.
Thank you, Deputy Mayor Minnan-Wong. Any other questions for the deputant?
Thank you very much. Jared kolb.
Thank you for coming. You have three minutes.
Thank you, chair Pasternak. Hello members oh of the committee and visiting
Councillors once again. My name is jared kolb, the executive director
of cycle Toronto. Kevin, our campaigns manager talked about
some of those key short term priorities and I really want to underscore this.
Speaking to a point that the previous deputant made, you know, I want to recognize as well
that by approving this plan today and at council doesn’t actually get bike lanes on streets
built. It initiates a great deal of consultation
to get bike lanes built. Bike lanes require bylaws to be passed and
that’s not in context here today. One of the things that I really just want
to underscore is I think from cycle Toronto’s perspective we’re just blown away by the growth
of cycling across the city. Especially of course in the downtown core.
More than 5% of Torontonians who live downtown are biking every day.
There’s neighbourhoods now that there’s 34% of people biking every day.
These are Copenhagen numbers quite frankly. People are biking in part because we’re building
more infrastructure and also because quite frankly a lot of the other options are unfortunately
bad. They don’t actually allow you to get to work
on time. With a bicycle you still can’t get to work
on time. From the cycle Toronto perspective we’ve got
three key process priorities in terms of improving the plan.
Those are in the following areas. One is improving and deepening community consultation
and communications around upcoming projects. Two is to establish better tar gets to measure
success and three focusing our limited resources on our highest impact projects.
So just to talk about those previously, in terms of consultation, we’ve seen that — we
think that part of the problem with some of the projects that have encounter some blow
back, conlins, north cliff boulevard have been in part a product of consultation that
wasn’t broad enough, wasn’t deep enough and that communications around those projects
could be greatly improved for local residents with longer notice periods and more public
drop in events. Second of all, more meaningful targets.
I think we want to really understand as a city where do we want to go, where do we want
— what do we want to achieve. Transform T.O. Has a great long-term 2050
target for short-term bicycle trips and walking trips.
We need some short-term targets which we identified in our submission.
In the interest of time I will note our final piece around really focusing the limited resources
that we have on the highest impact projects. That’s why we’re underscoring the need for
a Bloor extension, the Danforth bike lanes, two projects that represent streets with the
highest ridership in the city but without safe cycling infrastructure and I’ll leave
it there. Great.
Thank you very much. Any questions for the deputant?
No? Thank you very much.
Questions for staff? Councillor Nunziata is running out to a police
board services meeting so I’ll let her go first.
Questions for staff. I’ll be quick.
I just have two questions of staff. A study of James street at the 401 is identified
as requiring study. What about south of the 401 and why is that
not included? And then my second question is the west end
express station was opened with no cycling routes to get to and from the station, the
same with the york recreation station? What’s the plan?
I may ask you to repeat your second question. On the first question, the major cycling routes
is a new approach in the cycling network plan update to identify corridors that present
high value to the network based on many factors including the work that we did with 2016,
tts and census data as well as feedback from the public in some of our earlier consultations.
We don’t currently identify Jane south of the 401.
We do identify some other routes that would make a connection perhaps with less impact
and with some good neighbourhood connectivity as well.
It’s certainly something that we could look at a future time but not supportive of changing
it today. Okay.
As you know, there was a — I have a cycling committee in which we submitted our recommendations
last year which included part of that. Now my second question is the westin going
up express station was opened a few years ago as well as the New York recreation centre
at Eglinton and briar creek. What’s the plan for the cycling routes that
connect the two destinations because right now there’s no connection?
Thank you for your question Councillor. On the irs if — first question we took thousands
of suggestions and put them in our analysis. We heard feedback from the committee and it
didn’t make the cut. The west end neighbourhood connection project
is something that is important to connect the community but we want routes to other
connections in the network. It’s in our plan but not for ’19, ’20 or ’21.
At council there was a member motion that was passed about the rail pass as long a the
Metrolinx, the go line and the up express line.
When the province agreed and when Metrolinx agreed to electrify the line that we had asked
there be — that they design it in a way that there is able to have a cycling path along
the corridor. Have we heard from Metrolinx on that design
work and will that be included? Through the chair, we are currently doing
the detailed design of the southerly extension of the rail path to connect into the downtown
from its current termination at Dundas. We have a project on the Saint Claire master
plan that will provide connections north of the existing northern rail path.
So we are working on the — we are about to actually file the transportation master plan
public documents for that environmental assessment which will include some northerly extension.
Would that include west and Lawrence? I would have to follow up with staff.
It would be davenport. It’s not wide enough to have the rail path
on that same alignment. We are making the connections along it.
We did have Metrolinx and Metrolinx agreed that they would design it in a way that they
would allow for the rail path. That was very clear to us by a member’s motion
so if you can check that out and ensure that they are designing the line to include the
path from westin Lawrence. Thank you.
That’s it for my question. Mr. Chair, I won’t be here for the speaking
but you have a motion that you’re going to move on my behalf.
Can I ask members of the committee to please support the motion that Councillor Pasternak
will be moving on my behalf. I’m sure they will be supportive but I’ll
move it on your behalf in your absence. I understand there’s no more questions for
staff. Is that correct?
It’s up to Councillor Bradford. That’s fine.
This will go to council. So there’s further debate coming.
So I have to put myself on the speakers list because I’m moving Councillor Nunziata’s motion.
If we could put it on the screen. Are there — well, they can’t move motions
but they can speak. Councillor Nunziata is leaving.
There is Councillor Cressy and Councillor Bradford.
Sorry for rushing things along. So Councillor Cressy and then Councillor Bradford.
Councillor Cressy: I can be 30 seconds and brad can have all the rest of my time.
In a growing and dense city our roads are at capacity today.
We cannot widen the roads to accommodate more cars thus we have to transform our streets
to move people. People move faster and move feel safer.
In downtown where one-third of all the jobs in the entire city are located, where we have
a daytime population that quadruples to nearly a million people, bike lanes are the solution.
That’s thousand you move people around and that’s how you fuel a prosperous economy.
In 2019 I think it’s time to be bold and excellent near term opportunities in this plan from
Bloor to Danforth to university. I think there’s a strong long term plan.
I think our median term targets need improvement. It’s 2019 and time to get going and I’m looking
for these and improving them which I understand are coming forward in motions thank you.
Thank you, Councillor Cressy. Clerks wanted to socialize my motion to staff
and there seems to be some level of inconsistency so I just need to understand that.
We are vary the procedures. Questions for staff?
What is the system that transportation services uses to evaluate where bike lanes should go?
Sorry, Councillor, I was putting away materials. The psyching plan used updated metrics from
the Toronto transportation survey tts data from 2016 as well as census data from 2016
about existing and potential cycling demand. We looked at where there are collisions for
cyclists and safety implications of that. We looked at the way that routes serve transit
stations and neighbourhood improvement areas. There’s a wealth of information about the
process for identifying priorities within this report.
All routes were scored on each of those items. They have a scored value within this report
and then it was prioritized based on which routes are being done in our state of good
repair program in terms of road work to identify opportunities to introduce those projects
in tandem with resurfacing or reconstruction and some stand alone projects where those
resurfacing and reconstructions aren’t happening and the project can be installed without major
changes to curbs. Very good.
That’s it? Yeah.
Back to questions. Councillor Bradford.
Go ahead. Since we’re doing questions I’m going to do
a couple of questions. Can you confirm what date the Danforth avenue
planning and complete street stud the — study is anticipated to be implemented?
2021 can you look at page 18. It’s complete street elements that are deedined
in the record. Danforth has a score of 36 to 44.
Could you just talk us through how this led to Danforth as being selected for near term
implementation program? Through the chair, the opportunity to introduce
like lanes on Danforth is a significant opportunity the serve existing riders.
We know ridership is high. We know it scores well on all of the metrics
that I just talked about and the range of 41 out of 44 possible high score.
It obviously connects to the Bloor lanes on the viaduct so it’s a major connecter to get
people to the east side of the city. Another perp — pertinent factor is there was
some partition — participation. So that makes Danforth a high priority for
undertaking the process and installing bike lanes in 2021.
The corridor study, Danforth, what have we started?
This is a collaboration between planning, culture and transportation services.
City planning started their work on the area profile report which I believe they will be
bringing to community council this fall. We’ve had initial stakeholder meetings with
the bias in both wards, resident associations and cycle advocates in some wards and we have
put out and just about to award an RFP to then cosul at that particular time consultation.
So we’re about to launch publicly with communications and meetings scheduled in the fall.
If we take the politics and the for and against bike lanes out of the conversation for a second,
how much does front end consultation with stake holders contribute to getting a good
bike lane? Is that important or can engineers do it?
Consultation is critical because we’re talking about impacts to people whose stores are adjacent
to the corridor or who live and work in that area every day.
We want to look at loading zones and mitigate the parking impact ts and pedestrian safe
and safe for all road users as part of the project.
It’s not something that we can just design up and paint out.
It’s something that we need to work through the issues of the community so everybody sees
this as a win. Last question, Councillor Cressy, Councillor
Layton and others did a lot of work on the front end for the Bloor street pilot and permanent
bike lane. How much time did it take to do that consultation
between initial study work to actually putting in a pilot?
Obviously the work of the Bloor project for the pilot was based on many, many years of
community engagement which got it to the point where it is.
The work once we had the feasibility design study in place was 18 months until installation.
Thank you. Thank you Councillor Bradford.
Just very quickly, I think I have the one motion here.
You’ve got it? Okay.
We’re adjourned for lunch. We’ll see everybody back at 2:15.

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