Infrastructure and Environment Committee – January 9, 2020 – Part 2 of 2

you you you you all righty good afternoon everybody we’re gonna resume the meeting I believe we left off on item number five we left off at item number five review of city road work warranty requirements I believe we finished questions to staff I don’t have a list of any speakers are there any speakers or motions to this item sorry which item I’m five review of cities road work warranty requirements so I don’t I don’t have any motions here and we’re finish was okay so adoption of the staff recommendation moved by Councillor McKelvey all those in favor opposed that is carried now looks like we’re moving to item seven we have deputations for that Beverly Thorpe this is Asperges Bay treatment plant palletize er yes miss torrid yes please no no we’re moving along here thank you for coming in five minutes thank you very much I’m very happy to be here good afternoon I am Beverly Thorpe an environmental consultant and educator with a specialization in chemicals I’m also a member of the bathroo herd association and an associate member and supporter of the Canadian National Farmers Union I am here today because I noted an application 11.7 to continue spreading biosolids for agricultural use in southwestern Ontario which yesterday rang alarm bells for me which is why I’m here today my most recent research is focused on a class of chemicals known as pur and poly floral alkyl substances or pee facts for short these synthetic chemicals which have been used widely since the 1960’s are also known as forever chemicals because they are highly persistent in the environment and will take hundreds if not thousands of years to disappear from the soil and groundwater where they accumulate from a health perspective all Canadians survive surveyed by Health Canada now contain levels of PFS in our blood PFS has been linked to a range of health impacts including thyroid diseases kidney and liver cancer and elevated cholesterol to name just three P fats are used in stain and grease resistant applications and products such as nonstick cookware grease and waterproof coatings on food packaging such as the microwavable popcorn bags fast food wrappers and takeout containers and also carpets clothing and firefighting foam used to fight fuel based fires at airports and military installations here in Toronto our Great Lakes are contaminated with PFS chemicals and the most notorious chemicals in this class are now official chemicals of mutual concern in the Great Lakes basin a major point source of PFS emissions into our environment are from landfills and wastewater treatment plants wastewater treatment plants why because of the discharge into the sewer system by industries using PFS plus the use unintentional or sometimes accidental discharge of firefighting foam at airports and military bases that of course eventually ends up in our waterways and also from PFS in household dust from the products we use that eventually gets washed down our drains PFS has been measured at high levels and on – in toronto air which is typical of other urban environments our federal government has restricted the use of a handful of PFS chemicals but thousands of other unrestricted PFS are on the market and many of these new replacement chemicals are even more soluble in water which means there is a constant input of PFS into our water systems yet we have no drinking water standards for PFS in Ontario nor do we have wastewater effluent standards for PFS or restrictions in sewage sludge for application on land so what does this have to do with bio solids and wastewater treatment plants such as ash bridges Bay I noticed we have an overhead so this is a fact sheet so I’m just gonna stick that on as a bit of an image a 2014 study of pee fast levels across 20 Canadian wastewater treatment plants found increased levels of PFS in water and air around these plants it is surmised that advanced biological treatments such as at asperger’s bay can actually transform the levels of people face in the influent into other and more numerous forms of PFS into the effluent and air and of course pas is also found in the sludge so my question here today is are these bio solid pellets from ash Burgess Bay wastewater treatment path that treatment plant tested for PFS prior to marketing and use this is an important question in a recent case this past summer Fred stone a dairy farmer in Maine was forced to dispose of his milk there’s Fred was forced to dispose of his milk after discovering the soil hay and the milk from the cows on his farm contained extremely high levels of pee fast chemicals the source of pee fast was biosolids promoted during a 1980s state program to fertilize the pastures with treated sludge waste the discovery of pee fast contamination on his farm and other contaminated sites in Maine and around the country prompted Maine’s governor to form a task force to study the extent of PFS contamination at more than 95 sites in Wisconsin the city of Marinette has stopped distributing bio solids to farms after getting high P fats readings in Michigan tests on P fastened sludge at 41 plants you could you’re over five minutes if you could wrap up ten seconds thank you so there’s a lot of work happening at u.s.State level and I would just hate to see farmers in southwestern Ontario suffer a similar fate to Fred stone or find that their market is at risk from a preventable pee fast source and for this reason I believe it would be highly advisable to test four levels of PFS in bio solids prior to marketing and use in Ontario as well as set stringent limits for PFS in bio solids thank you great thank you very much any questions for the deputy councillor McKelvey thank you I don’t know that we set the standards I can ask that later I think it’s the Ontario Ministry but are there other chemicals as well that you find are of concern or emerging in biosolids that we should be very up there are a range the reason why pee fast is getting so much attention in scientific and policy arenas right now is because they just don’t degrade so we’re actually facing the legacy of these chemicals from our use 50 years ago and that’s why there’s so much effort working at municipal and state level in the US for instance to stop the flow of these PFS chemicals into wastewater treatment plants and what about for example pharmaceuticals because we continually tried to design drugs so that they don’t necessarily break down superfast in the body and so some of those same properties that make them great yes treating illness unfortunately lead to you know high resistance to break down by a biochemical processes so there are at about those ones as well yep everything ranging from birth control pills to pharmaceuticals this is why pharmaceutical take-back is so important as a policy at the city and provincial level but again the reason why I’m raising this issue is because now that increased testing is happening south of the border particularly in the Great Lakes basin because these are chemicals of I concern in the Great Lakes I think we’re going to have a lot of questions asked about the quality of our soil and agricultural levels here and I just want us to get ahead and not be defensive when a lot of questions are asked I have to say that Environment Canada has been doing a lot of monitoring but it’s there we have no policies to actually restrict any of these chemicals in our industrial effluent in our sewage sludge but also just in the companies that use them in the Toronto area we should at least be monitoring what’s coming out down into our sewer system thank you thank you Thank You councillor McKelvey any other questions for the deputies no okay thank you very much is there one ask anyone else here to depute on this item and Alexandra met Jack great thank you very much for coming me this is for 1.17 the eb strategy that’s not correct this is known this is item 7s Richard Bey oh I thought so sorry Ike yes I registered for 1.17 sorry I don’t know how that got mixed up but I’ll come back thank you alright okay are there any is your unannounced appeared on this item no questions for staff counter McKelvey I do we set the levels for our bio solids is that done by the ministry through mr.Chair no the regulation of bio solids is done by the province and it’s done under the nutrient management Act there are other sources of legislation that we have to follow with respect to our effluent discharges and that’s under the Ontario Water Resources Act there are provisions and environmental approvals that we have to follow there and what we do regulate is within the city is in our sewers by law you have a set of stringent criteria of discharging now that we measure again with the particular issue that was raised by the deputed is is a newly emergent issue and it’s actually quite large in parts of the United States as as they have a lot more military bases as you heard it’s used in fire retardant chemicals for fighting fires a lot of Air Force bases in the u.s.They’re finding that the chemical was used and there’s some groundwater contamination so there’s a lot of research that’s underway right now that draw water is tracking with respect to what is occurring from a regulatory standpoint by the federal US EPA and and what municipal drinking water providers have to do or may have to do there have been no changes yet to regulations but it is being discussed in the science is underway and looking at what the issues are in Canada there’s a little bit of work going on but in in in many cases because we do not have a national regulator we’re all in Canada our regulations are governed provincial II we we tend to watch what happens in the US EPA and the science there while we do some of our own so that we’re tracking the issue there are no changes proposed as of yet there is some lobbying going on and on requiring the changes but that that has not occurred as of yet and so there is I just want to because there’s there’s two issues right so there’s the one is the issue of it in the biosolids and then the other is in the so the bigger the bigger issue wouldn’t you talk about that particular chemical I was raised within the water wastewater industry is around the drinking water side first now it is a closed loop loop system so that you find it in drinking water it’s going to work its way into the wastewater system both in the liquid and then as well as it’s discharging out the effluent some of it may be captured in the bio solids we follow all of the regulatory requirements of the province and the province requires us to test for a variety of different chemicals for in our bio solids and in their effluent and we and we follow those at this point in time there is no specific requirement to test for additional parameters and what we’re doing right now and likewise just like you’re following the the science and what’s happening in regulatory perspectives on pee Foss you’re also doing that for emerging pharmaceuticals and yeah so we participated as trial water and previous pilot and assessments with Environment Canada looking at the issue of pharmaceuticals and and and personal care products in effluent and we’ve provided sample results back to the federal regulators you know so we cooperate closely with the regulatory agencies if they’re undertaking any scientific studies to to try to develop new standards we’ve done that with from ammonia toxicity to chlorinated effluence all the way through personal care products so we’re in close communication with the regulators at this point in time this issue is just being tracked as an emerging issue and and we are aware of it as staff but it is not yet hit the regulatory front for us to report and respond back to council to say that these are the implications to us as operators Thank You councillor McKelvey any other questions for staff no speakers no but someone like to move the recommendations adopt your receipt councillor McKelvey just adopting the recommendation councillor McKelvey yeah okay all those in favor opposed that’s carried any number eight largest logistical legal implication of eliminating right-of-way occupancy a private construction project and potential provision of construction management plans a rezoning staged April and Bert Engelberg great thank you for coming as a plan Goldberg I live work and spend most of my time in Spadina Fort York and was a candidate for Anto City Council during the 2018 municipal election so for context for anyone in the room are watching because we haven’t gone into detail of what this agenda item is about it’s about private construction companies not taking over sidewalks and roads for years during the construction process so I am nonpartisan I have zero affiliation with any political party or politician and I’m simply here to stand up for that general premise that it’s gotten completely out of hand the way the Toronto allows private construction companies to take over lanes of traffic and sidewalks for years and if you look at the staff report that was recently done addressing this issue the excuses given are simply unsatisfactory to me so for example one quote says eliminating the use of right-of-way for construction purposes would cause development restrictions impact construction costs results in longer development horizons and cause potential health and safety concerns on certain sites but regarding the potential health and safety concerns the issue is constantly that construction projects are being built all the way to the property line in other words just the edge of the sidewalk so that’s why for example the sidewalk needs to be closed or the lanes of traffic need to be closed rather than actually moving the entire development a few meters back and then the reason why it’s always going to the property line as also stated in the report is achieving long term development objectives and that’s what quote often results in buildings either built to property lines or close to property lines the report goes on to state that even if the city did elect to eliminate the occupation of the public right-of-way it would still be utilized since paid duty officers have the discretionary authority to close all live lanes traffic during hoisting activities again I think many of us know that a lot of construction projects don’t constantly involve hosting activities if that’s something that needs to happen on a one-off situation again a lane of traffic does not need to be closed for years and I’d like to point out that even though I’m only one of two deputies that’s here today to speak about this issue I can assure you that many constituents in Spadina fort york are greatly concerned about this because Spadina fort york is growing in population four times faster than the rest of toronto so on my walk to work I personally have to have my right-of-way taken over by four different construction sites just to get to work and if you look at a lot of the work the city has done recently for example the King Street pilot there is now a condo construction project between Peter and John that is not only taking over the entire sidewalk it’s also taking over an entire lane of traffic and the construction project has just started we debate here for a long time making the Adelaide Richmond bike lanes permanent there’s a construction project at Adelaide and Duncan that for approximately three years has taken over the Adelaide bike lane and moved it into the middle of the road and made it unsafe so this is a safety concern for Torontonians where we need to actually prioritize safety and our property being sidewalks and roads over private development conveniences thank you very much for your time and I’m happy to answer any question okay No thank you very much questions for the deputies I I just have a couple thank you one of the biggest areas of complaints that we receive at my office is an interesting Bourbon War that’s not downtown is construction companies blocking off lanes with absolutely no work going on they put up the orange pylons there’s no workers in there there’s no equipment in there there’s no digging in there and for a few days that lane is blocked traffic is is a bunch stuff and nothing nothing’s happening do you find that as well in your downtown warrant sure there there’s times where there’s a problem that it looks like they’re not making the best use of time but really what it comes down to is a safety hazard now I’ll give you another example by Liberty Village at the corner of strong there is somewhere between six and eight private condo construction projects happening simultaneously try pushing a stroller in that area try being somebody who needs to use a wheelchair to try to get around in that area or just for everybody it’s extremely inconvenient and it is unsafe the other thing I noticed is that the construction workers use an active Lane is their personal parking lot and then to make it even worse they they fence it off during the entire weekend to make sure those spots are available on Monday morning do you see that as well yes actually I’m happy you asked that question so as we all know because of the Kingstree pilot project there is no parking on cane except guess we’re at the new condo construction project where they’ve blocked off a lane and now I’ve noticed they’ve been actually parking a vehicle in that spot on King Street where pedestrians now have to use actually walk on the road instead of the sidewalk in the prime location of the pilot okay all right thank you very much any other questions for the deputy you know okay thank you for your comments Hamish Wilson thank you in some ways this is a very difficult topic because I have to empathize with the builders of the many buildings going up how difficult it is to get the volume of materials out and the and the number of materials in like the tonnage –is of soil and the tonnage is of building material are really significant and and so yeah how do you manage to do that and still keep the traffic flow so I have empathy however there does seem to be far too much private gain and private you know profit at public expense the right of ways are challenged and limited and I’ve been very concerned as you I think you would know by now over the decades about where we’re getting hurt as cyclists and with a specific focus in the core and I don’t feel that we’ve been responding well enough to these crash stats and incidents like it doesn’t have to be a serious injury to make somebody very nervous about biking so I like to count everything as being an important concern so there’s a an area like there are areas where I think you have to be really really much more careful and stringent about how much encroachment is allowed and for how long you know these these these crash hats should be an indicate indicator especially on the main east-west roads of Queen and King and Dundas and parts of college and and going back to these that those stats they didn’t include the harms from the streetcar tracks and they can be very significant you’ll have to back that off a little bit please the these tracks are hazardous for cyclists and I’m noticing in many many areas this area here called the margin is is really really rough and unraidable and there are far too many locations to actually call them in it’s a systemic issue now and so the way that things get closed off you take the lane basically right up to this this this point here and that’s a real problem for cyclists we need to have some wiggle room like half a meter you know give us a point five of a meter don’t let the full lane be occupied all the time give us some wiggle room especially on those streetcar track streets so it’d be really nice to see a motion come out of here saying yes on this to track on the roads with streetcar tracks bump the whole thing back Kia give a safety the actual safety of not having to cross these tracks or the the increasingly dangerous margin zone I think it is so there’s a consistent amount of endangerment and I don’t you get the sense that with the building boom everybody’s overloaded or there’s a lack of caring or there’s a lack of you know some erosion in the standards and this is another instance here of another major project with encroachment up at bluer and young I’ve had an interest in bluer because of the subway relief they closed off a lane on Yonge Street a full lane so Yonge Street southbound is down to one lane but on Bloor they’ve only closed it half way well taken part of a lane so interestingly where the cyclist is heading that’s a very substandard lane width only about maybe 1.7 meters eight feet or so and it’s it’s been that way for a good year or so when you add in and and right here you’ll see some signage right at the construction zone and actually that signage should be way back to permit the the cyclists to actually take the lane in comfort I think it’s possible the woman ahead of me there ahead of the photograph in the center of the photograph there was just missed by inches by a speeding car going through because she was trying to avoid the potholes here or the serious depressions here from construction activity that should be filled in by now so there’s a set of dangers especially when you add in the snow banks we need to have wiggle room we need to have much greater safety in these construction zones lower speeds even lower speeds and what you’ve done on Richmond or Adelaide they lowered they put they taped over 30 kilometres an hour over a 40 kilometer good maybe down to 20 please make it safer and make sure that there’s actually the signage the proper signage and with the enforcement it sure would be nice if the officers were actually watching the traffic rather than the construction I totally agree with the chair about the personal parking lot aspect of some of these these construction sites as well it’s pretty annoying so yes please do things to make it safer for pedestrians and cyclists including cleaning things up because bits of gravel under tires they can go springing off into hit somebody’s car and they can actually go a bit ballistic on you sometimes if they think that you’ve done you’ve damaged their car okay thank you very much any questions for the debby gents no okay thank you very much questions for staff Council Malmo oh we’re not speakers yet questions are south thank you very much so you you list three things that are really the advice is to why we why developers can’t accommodate all loading all loading and unloading construction activities on their site construction timelines the issues related to health and safety and then these long term development objectives is that right I’m missing one more I can’t recall three that’s correct so what kind of health and safety things can we get it came up in your discussions what one I should point out that that the first line of the report saying following consultations with the development industry probably that may have been best put a little bit deeper that that that was an that heavily influenced the report because I think that that’s what a lot of us are really concerned about so can you talk about those those three things that the health and safety aspect what is it about allowing for use of the public right of way I deal with some kind of health and safety concern okay and I am through the chair I would also encourage my my team to jump in on various pieces but the health and safety piece that is referred to here is balancing the requirements of the construction and the development requirements with the the site but also the health and safety concerns of actual construction on the site for the workers under the Ontario Health and Safety Act and I’m not sure if that’s as clear clearly stated as it might be but that’s that’s definitely a significant piece and I can have my my team talk a little bit more about that with regard to the development requirements a lot of it has to do with zero lot line buildings and I see the chief planners here and he can talk a little bit more about the he’s back behind you talk a little bit about the urban design and city building priorities that the Official Plan refers to in terms of trying to have a continuous street wall and zero lot line buildings which do place a significant challenge on developing those buildings especially in tight conditions when they’re quite tall so there are those things that need to be balanced and we look at that and try to balance that on every application and as the sites as there’s more demand there’s more construction activity that’s happening those sites are tighter and tighter and it’s getting to be a more challenging issue so the last item was construction timelines now I would love to ask about what what kind of difference there is in relation to the amount of time but I actually have a good example that that that I don’t know if you’re aware of or not the lane on Bathurst Street with respect to the Mirvish Village redevelopment they didn’t need that part of the lane to build the site but they asked for it because it saved two years of construction of my vision and I think that’s a important that’s something certainly that we consider in terms of the overall impact and and you know I think that there’s there’s going to be impacts in any in any case on every project some of them are much more significant than others and where we don’t want to end up going and I know that part of the reason for this report is that there is with the incredible growth in construction in the city there’s a lot of impact on the right of way and on the traveling public which we really do try to minimize as much as we can but but that what you’re describing is is in fact one of the things that we consider and try to minimize as much as we can and I don’t want this to overly sound like I’m into in the defense of the development industry on this because I’m not and and I want to always make sure that they’re paying what paying for for for the growth and the value of their property but with respect to long-term development object objectives and I’m really happy the chief planners is here cuz it has come up building lot lined a lot line isn’t always just the developers most favorable building condition is it this is often what the city would like to see through the through the speaker certainly the long term look and feel of the city should be driven if you will by by our vision of how we want to build the city and certainly not as impactful as it can be certainly not a two or three year construction impact which I grant you has to be appropriately managed the long term look and feel is about whether it be in a general way or specifically and I know a lot of attention has been paid in the downtown and Yonge and Eglinton in this issue both areas have area plans where we may decide that we want to set some buildings back to widen sidewalks for example or create better streetscape conditions but even in those areas the development is is as dense as it is in those urban conditions really does not offer the opportunity to avoid completely avoid the road occupation during construction it’s been our experience that that challenge inevitably has consequences for the right-of-way so what we’ve suggested in the report is certainly at their zoning stage where we often don’t have the detail that you would have later on but at the zoning stage at least start to surface this issue more than we have in the past and identify principles that might inform a construction management and then by the time we get to site plan and that is when you’ve moved away from principles into detail and you’ve got a better idea of exactly what’s going on and maybe even who the construction company is that you can have a much more thorough understanding of what those impacts are and and that’s been the effort recently is to work is to have transportation work through the right-of-way permit process ultimately to get those details as tightly defined and managed as possible so that’s that’s kind of the continuum that we’re suggesting and the improvement that we’re suggesting in the report is at the zoning stage at least get this issue more surface and we have in the past understanding that we believe in our view our advice is that some impact on the right-of-way is going to be inevitable we will always look for the other solutions but there is an inevitability about this in our experience that can’t be avoided well I know that the chair was good enough to stew or forgot to start my clock initially so I’ll leave my questions at that all in a day on that any other questions for staff counselor : counselor peru’s oh yeah I’m not sure what the answer was the counselor Layton’s question was do we encourage developers to build a lot line so through this cherry generally we do we even have zoning bylaws in the city that have what we call build two lines in other words you can only set the building back so far and when you look across Toronto’s streets Main streets you know the look and feel that we want to achieve is building buildings up to the sidewalks to avoid creating a sawtooth effect where some buildings who set back and some buildings who set forward that’s not the nicest streetscape that I can think of and that’s not the streetscape that we build in Toronto we usually bring buildings up on an entire block basis up to the street understanding as I said that in areas like Yonge and Eglinton end in the downtown and other growth areas we come up with specific block plans for example to create wider sidewalks so we’ll position a building where we think in the long term a building should be a lot of times that is informed by creating a wider sidewalk I just wanted to be clear that there is an inevitability about this that this the positioning the building is not going to get you away from the problem of getting into the right-of-way during construction there’s an inevitability from my experiences inevitability there we’ve certainly experimented with different means and transportation services have been pushing the envelope on that and you’ve seen for example construction trailers up in the up above the up above the sidewalk and things like that but I don’t think pushing buildings back is going to be the answer you’re looking for thank you thank you councillor Cole Council Parisa I just want to better understand this so we we we couldn’t even if we said no prevent somebody from going on to a right away if they needed it to be able to build something or fix something I just want to know where our rights begin and end here well through the chair I mean any time a developer asked for access to the right-of-way we no no but let’s just say this let’s just say we said no we said no sorry you can’t close the road you can’t come onto the road you can’t build the canopy on the road you can’t obstruct the mom with the stroller there have been a number of cases where we have said no before in the past and and then working on the circumstances now it’s a case where we always look at every request that comes through and we asked you know what’s the nature of the construction activity that you’re dealing why do you need to have that access to the right-of-way we challenge them to sort of see are there other ways you can go about delivering that construction without taking access to the right-of-way and yeah there are occasions where we will tell them no there are other alternatives and and to push back and so so if there’s an alternative if we believe there’s an alternative we can say no and hold them to annul well through the chair we do I mean like Roger said we do look at alternatives but at the end of the day for sites like this that improve by city council I mean we’re gonna get to a point where there is a permit issued it’s just a matter of which conditions were applying to that permit right so we go through a very rigorous exercise to figure out where the occupy occupation could happen and what I guess and maybe I’ll ask the question another way because I just want the information I don’t it’s not a to argue about it I just want to know if I’m going to build something and I can’t build it safely or whatever other reason without going on to your property you you have to allow me to go onto your property or you can say no we can say no but we have to act reasonably in in saying no so we can’t so you you can say no but technically if I require at the end of the day to go on to your property to build what I’m building or fix what I’m fixing I have the right to do that right yeah I mean I’m not sure if legal wants to weigh in on this particular question but my understanding is you know we we take in an application we review it for all the details that we need on an application and if acting reasonably we either issue a permit or don’t issue a permit the challenge with development sites is there’s usually a City Council approval of some description for that particular planning site so is it is it fair to act acting reasonably not to issue a permit to allow them to construct if you’ve gone through all the necessary steps to make sure it’s done safely and all right fine so on the necessary step so so if some guy has to build something at or near the property line and given the nature of construction today with big equipment right nobody mixes concrete on-site anymore you know like sand gravel shovel right the concrete comes in on big trucks right Yoshi mixers right and then those those big trucks have to sort of you know offload their concrete onto something being hauled up by a big crane swinging overhead right and usually swinging over the right-of-way correct yes so then what you want to do is you want to make sure that as they’re doing that that the people underneath are walking around underneath are safe and that’s that’s where all of these kind of encumbrance does sort of begin to take place right correct that’s safety is our you know biggest thing when we’re reviewing these things okay so what you’re really talking about is this potentially sort of looking at construction activity and say and saying to someone who’s gonna build something well you know what maybe we can move the trucks now from our road which we don’t do today I’m assuming right to the to the back of your property all right you build the front first you offload and then when you build the backyard there’s the you’ll close the right-of-way for a shorter period of time is that is that really what we’re talking about here through the chair I think that’s correct and some of the the items that were brought up by the the deputy the first deputy tend to talk about the duration of the construction what you’re just describing is a is a finite period of that construction because the construction as you know occurs in phases so you want to make sure and one of the things that we do is to try to manage the phases of those construction as tightly as possible so that the impacts on the right-of-way where they have to happen can be as short in a time duration as possible not withstanding what counts were late and brought up about if they can take the right-of-way for a little bit longer and it’s ultimately going to carve a bunch of time off the total duration of the project we’re going to take that into account as well and then just the last piece is about monitoring and auditing those sites so that when they are no longer using the right-of-way sites for active construction our transportation standards officers are out there enforcing those sites to pull them out and make sure that they’re returning the right-of-way to the public Thank You counselor person I think I only used up a minute and a half of my five minutes you can’t Bank time around here and Bank No can I borrow you can ask for a second round yes can you can borrow but it’ll cost you you can ask for a second round but I would vote against it okay I’m gonna ask for a second round now I’m gonna vote against it okay I’ve got all this construction you don’t have any construction you really come to Yonge and Eglinton you’ll see well I’ll tell you what counts are I’ll make you a deal I think mr.Chairman you don’t have to take it to a vote I think it’s customary that you give second that’s why we’re committee no I appreciate your advice someone has a question that you want him to ask that question right all right I’ll tell you what I have an idea for you account circle I have a couple of questions that Gaby we don’t know how long the answer would be I’ll tell you what I’ll make a deal with you I can just ask a couple quick questions and then I’ll turn the floor back over to you okay thank you very much so I don’t think it’s any secret that the and I mention it to the deputy that the unnecessary closing of live lanes with no construction work no workers no equipment no digging no anything going on is is a chronic problem and what tools do we have to order these construction companies to remove these barriers and open up the lanes at the very least to remove them on Friday afternoon so that we have access to them all weekend through the chair all I’ll start and then I I think it’s important to understand there are some activities I think you’re you’re accurate and saying what is occurring out there certainly in the downtown we’ve tried to be quite aggressive at auditing those sites to ensure that when there is no activity happening that we are pulling those barriers back and ensuring that they’re returned to the public right-of-way I think in areas where there’s still construction but perhaps less construction we are definitely needing to be out there and on top of those constructors and I also think there are times when those lanes are taken that it doesn’t appear as if there’s much activity happening but there there might be activity happening so that’s why I wanted a little bit of an overview from my staff who are out in the field on that yeah three of the chair if I can just add just just that same point that with the work zone coordinators in the work zone coordination team they try to closely monitor each of the construction activities once the the premise of the right-of-way have been issued to sort of understand the nature of work that’s ongoing and specifically even just driving by the sites and a regular basis to observe and see exactly those instances that you’re referring to and then reaching out to those developers to ensure whether or not they still need that space and if they don’t basically get asking them to basically remove it and provide the right-of-way but again to Barbara’s point there are often times where it may appear as if they’ve taken the lane and there’s no actual work ongoing whereas it may be a case where there’s concrete below that’s curing or setting or there’s all kinds of elements of construction that require where it’s not safe to reopen the lane or provided access back to the public but there’s no actual physical work going on and I think most recently within the city there’s been a bit of a campaign where we’ve actually been putting additional signage up saying that despite the fact there’s nobody physically on site this is a kind of an intermediary stage all right well my next question surrounds the fencing off of parking spots either sometimes they’re metered spots sometimes not where the workers are parking their vehicles in a live blade and they use it as their personal parking lot during construction hours and then I’ve even seen situations in which the work is done for the week they’re gone everyone’s gone the fencing remains blocking that live lane so that those spots are available on Monday morning now what action is the city taking against these shenanigans so through the chair we have actually observed the same thing and we’ve been trying to ramp up our efforts specifically in the downtown core especially to try and see if and when those opportunities those situations arise I should say that we reach out to those developers and basically tell them to essentially cease and desist and is there compliance through the cheerio oftentimes yeah yeah we reach out to them and basically tell them this is not the intended purpose for this use of right-of-way and we tell them from either provide repress or remove those vehicles we also do provide issue tickets for non-compliance okay all right thank you very much councillor Cole you had an additional question yes and I want to say that I do appreciate that many of you there here have been on the road with me and the sidewalks at these construction sites that I appreciate that and it helps when staff is there and takes that time I what I don’t you think what’s missing here is that you know city staff and whether it’s the building permit department transportation planning staff do what they have to do but one of these construction sites is an ongoing moving target within a 24 hour period there could be all kinds of conditions that change on the sidewalk the condition of the road the construction overhead there may be these crazy construction pylons and signs are everywhere so don’t we need some kind of monitoring system where someone either that’s paid for by the developer or the contractor or from city staff that’s basically monitoring these sites on a regular daily basis then rather on a complaint basis coming from a counselor or coming from you know a citizen don’t we need some serious comprehensive monitoring of these sites to basically keep them safe because frankly many of them are not safe for cyclists pedestrians mothers with strollers seniors it is like you’re walking in a war zone I mean as I said to councilor Annunziata take a walk young and you better have your army boots on and a helmet on I’m telling you now I’m asking you to walk with me [Music] okay anyways well walk in each other’s war it’s not okay so that’s what I’m saying don’t we maybe need a comprehensive person they’re there supervising us on a regular basis so through the chariot traditionally that roles been handled by our traffic standards officers Google generally perusing these areas and trying to identify those issues and and where necessary issuing citations to the to the violators of that I’m in parallel with that it’s always been a general responsibility of the work zone coordinators as well too I’m especially in areas where they’re aware there’s a lot of heavy construction activity on going to be monitoring those areas most recently back in December we just launched our pilot of the construction hub coordination projects we’re taking it to a much higher level of service in that regard we’re within the Yonge and Eglinton area specifically as you aware we’ve got a dedicated project manager hub coordination who starting from now and over the coming months to really start taking on more and more of that kind of responsibility as well okay all right Thank You councillor Cole yes consonance yeah it’s one question and not that I’m gonna go to Eglinton and I’m gonna take a walk but counselor Cole when was the last time you came to my voice just a question if we’re talking about development applications but what about when the city is doing work on the on the roads and some of them are going on for a couple years and they’ve got the sidewalk closed and people are walking on this side so in that case we’ll what what do we do then because that’s closing actually you know the accessibility for anybody to walk their walk in on the road through the chair it’s the similar rules and responsibilities for public works construction in terms of they don’t necessarily get up permit is per se but they go through an internal process of review to ensure that they are only taking up those areas of the right-of-way when they actually are doing active construction some of the construction like water mains and building sidewalks it takes two or three years it does take a long time and very often there’s phases of that work that are going to impact impact the sidewalk and then they’re going to go into a different place and they’re going to come back and impact the sidewalk again to finish the work so but it’s all we do monitor it in the same way we monitor the the well in a similar way to monitoring the private development so they applied then they come for it and they have they apply for a permit is a they do not apply for a permit but they go through a review process and they have they have inspection and oversight that is provided that Michael J Andre was talking about through ECS as well okay thanks thank you consonance you know any other questions for staff no speakers councillor Matt well so sure committee members the thank you for thank you for addressing this issue the reason that this item is on your agenda today is based on a number of different motions that we approved to council over the past several years two of them items that this report really delves into that that we moved a few years ago one of which was called taking back our streets and it addressed specifically how best we can restrict the number of link low jurors and sidewalk closures that are occurring around our city that are contributing to more unsafe environments along with increasing congestion in our city and become the pediments to all users of our right-of-way and then other matter that I brought to Council was requesting staff to look at and I think they addressed it well in this report if it’s possible to have a better understanding of how the build or how the developer wants to construct their project earlier in the process rather than at the back end at site plan so that during the approval process we can be better informed about what impact it will have in our community in our city while we’re also considering the built form and all the other rezoning considerations so I think I think staff did a very good job at considering that request and I appreciate it on the matter of further restricting these lane closures I say respectfully that I the feedback that I have heard from staff I is it doesn’t it doesn’t go as far as I would like and I and I’ll tell you why I respectfully disagree with the characterization that I heard from our chief planner who I think does an admirable job but the characterization of inevitability I just respectfully disagree I also respectfully disagree that the burden of responsibility should be on us and on the public to provide for the ability for developers to build big buildings and make a lot of money I mean III I submit to you that if you are in the development business the burden of responsibility should be on you when you are speculating and you are considering what properties that you want to buy and then make a lot of money that you should be able to figure out whether or not you’re going to be able to develop it or not without assuming that you have some divine right to occupy somebody else’s property to stage the construction for often two to three years that should not be the default position so I’m not suggesting that we be unreasonable either I recognize that there are circumstances where the impact on the public and the public right-of-way are not as adverse as other circumstances sometimes they’re almost benign and sometimes they’re incredibly impactful but how are we able to plan for bike lanes for example and then see them interrupted the middle when it when a developer wants to stage on that lane how are we able to manage the traffic flow for motorists when we don’t know year after year how many lanes we’re gonna have to give up to the development industry how are we able to plan for further traffic infrastructure such as BRTS if we don’t know what’s going to become of that curb lane and also you know as well as I do that when sidewalks are interrupted we would like to see the pedestrians cross the street and use the other side but many make other choices including risky scenarios where they’re walking in a live lane of traffic to continue on their preferred path towards their destination we all do it so ultimately what I’m submitting to you through the letter that councillor Laden has graciously said he’ll take carriage of is this to follow up on the work that staff has done to to report on them on the motions that I moved to Council what I’m asking you to consider is this a that the default position is that the public right-of-way belongs to the public and we’re not in the business of just giving it over to every developer that wants to have it that’s our default position we need to make it very clear to the development industry also that staff you’ll see how I wrote it that it’s comprehensive through staff that they will I’m not saying it’ll never happen again it’s not it’s not to be unreasonable there will be circumstances the staff deem it appropriate and reasonable and that there won’t be such an adverse effect that we shouldn’t support it that it should be supported but when it is we should use that leverage and you know we’ve got very few cards to play section 37 45 DC’s they’re all being rolled into a community benefit charge now we haven’t seen the regulations yet and we don’t know what kind of benefits we can gain for our communities in the long run yet but what I want to explore and I ask you for your support this is a report request by the way to explore with staff is there a way that if a developer is achieving more gfa by not having to setback as for as far as they should frankly two-stage on their own property then is there a way to gain a percentage of what that gfa would be and contribute it towards whether it be child care or senior services or affordable housing on that site or nearby is there a way to do that I don’t know I want to explore that but let’s use whatever leverage we have if they’re using our space then let’s see what we can get out of them for the community that is losing their lien or their sidewalk or their bike lane for two or three years why wouldn’t we want to explore that and finally you know development is going to continue in this city and there are some times that it’s going to be landlocked and we need to be we need to adjust to that sometimes there are ways that they with if I may just round it up yes I think you’ve got you’ve got quite a bonus going here so first time you’ve come to our committee so we’re giving you a like a visitor bonus but yeah you have to wrap this up then I’ll wrap it up by saying thank you for your consideration okay thank you very much council Aidan was it being changed okay anyone else to speak on the item yeah that’s your call again as I’ve said before I I do appreciate really we were on the streets dealing with some of these real life issues of safety with these major construction sites and in some cases we were able to talk to the construction manager on site and they made some quick fixes but you know there’s a lot of sloppiness what I I’m a jogger and I jog up Yonge Street I can turn sometimes even jog up near West Lake Park and councillor Annunziata is Lord and you know what you see on the sidewalk all the time is these leftover giant pylons construction signs that lay there for months I pick them up and move them over to the wall or into the alleyway because they’re there for months so that’s that’s just housekeeping then there’s the construction company’s development that’s taking place where the sidewalks you have these temporary barriers for instance with these metal feet I know you’ve seen them they sort of they don’t really bolt them down to the sidewalk but they do hold up the fences while these things are a hazard but they’re all up and down our streets now and I can imagine how many seniors and people trip over these fence feet whatever I know what the names of them Oh what is the name of those things I’m talking about you know they’re they they’re supposed to be bolted into the sidewalk they are yeah but they’re but they have a foot that’s metal feet anyways that yeah a variation of the above then there’s you know the the hoarding the darkness you can’t see in the middle of the day it said like going through a tunnel on Yonge Street because there’s no lighting in these construction tunnels so I just think somehow we’ve got to support staff in whenever planning decisions are made through approvals section 3742 whatever include some of these costs that the developers will pay to keep the place in a safe working order right now it’s hit and miss at best sloppy dark dangerous these are on major streets this isn’t on backwater streets where there’s you know thousands of people that are walking trying to get by so I think in our approval process going forward we’ve got to put in some kind of protection for people on our public the streets will never get rid of the construction obviously because they need the space to get on to the lock line but we have to put in some safety measures right now they are not safe places to be Thank You counselor call any other speakers on this item as your motion yes yes thank you very much mr.Chair and I’ve taken carriage of councillor Matt Lowe’s motion with one small change I’ll just go through the motion that City Council requests the general manager transportation services in consultation with the chief planner and executive director city planning to report to the infrastructure environment committee in the second quarter of 2020 with the permit with a report on implementing a new right-of-way occupancy permit policy that defaults to a denial of the request except when no other options are available or when other factors necessitate and will require a consultation with the TTC transportation and City Planning to determine whether a closure will adversely impact any current or future possible public right of uses of the right away including those effected pedestrians motorists transit users and cyclists and be a percentage of the additional gross floor area achieved by the developer as a result of the city right-of-way use for construction to be provided for public amenities such as affordable housing childcare or senior services first I’d like to thank councillor Matt Lowe and city staff for for bringing this forward and working on this issue it’s not it’s it’s something that we struggle with in the Toronto and Eastern community council quite a bed just yesterday we approved one at two Bloor which I’m sure some of you have seen if you’ve gone on University or Avenue Road not to glory this was a two Avenue Road it’s they have now had three extensions it’s been there for four years or something like that they they keep asking for more and more time I keep not giving them as much time as they’re asking for knowing that they’re just gonna come back what I’m trying to make a point I’m trying to make a point that they just can’t have the space they shouldn’t be just entitled to it and in this case it’s the sidewalk but there’s no sidewalk extended out into the road so it would have been taking of the road if we replaced the sidewalk unfortunately that wasn’t the agreement that was reached prior to me taking on the file um the the use of public right-of-way by developers is a constant annoyance of residence in the City of Toronto it I so it’s no surprise that it’s often the target of folks in the media of politicians all of us of members of our community as to why we’re seeing such enormous congestion issues in the city it’s no surprise but as we heard from the chief planner and we see in the report it is sometimes a necessity not all the time but sometimes and sometimes yeah sure it benefits the developer they get to go to market quicker with their units they get to sell it faster make their money quicker it’s probably a little easier to build their project they might be able to build a little bit more because they’re building to the lot line but that’s not always the only motivator or the only reason why they’re ending up in that position sometimes is our chief planner said we want them to build to the lot line so that you don’t have one building on Eglinton at the sidewalk width and then one situated four meters further back sometimes we do want new housing units built in the city of Toronto when we have housing emergency like we do the situation we do in the city we want to help get these buildings built faster it’s not just the developers that want to see that in Mirvish village I’ve closed a lane of Bathurst consciously with the enthusiastic support of many in my community because it shaves two years of construction time off of five of what what will now be a five-year project we wanted that and yes West Bank makes money faster but but we get nine hundred rental units a hundred of which are affordable faster too there is there is a little bit of give and take here but I think we’re councilor Matt Lowe wants to go with this I’ll just try to sum up quickly here where I think councillor Matt Lowe wants to go with it is that it can’t always seem like we’re favoring we start at a position favorable to developers because I think that’s how a lot of people feel whether or not it’s intentional and I don’t believe it’s intentional I don’t believe we in fact do that because I’ve seen some of the give-and-take that goes on I think that there’s a perception of that I think the communities need that they need to know that we have their best interests and and and and and and concerns top of mind and not only those of the developers and I think we do that by insured by starting at a place of denial and having it need to be demonstrated to us that there’s a need for this both from a developer’s perspective the cycle around the site constraints but also that it benefits the community in the end so that’s I struggled with this for a little bit but where I landed on on councillor Matt Lowe’s motion is I think something that I can support thank you thank you constantly Council parisa yeah I’m going to support the essentially the staff recommendations that are in front of us today and I and I get it I understand the some of the problems connected to this and and we’ve all experienced them person and and my real you know pet peeve is you know the the the private developers and the rest of it that’s a problem but you know it’s the the real culprits are when we do the the big public projects you know the subways and the LRT Xand and those kinds of things and you know they just come along they you know sort of take properties as of right they shut it down they move barriers in the middle of roadways don’t move them and and and and we’ve chatted about that over time but that’s not I I think we need to be a little more vigilant but I don’t believe we ever going to have the resources to police this properly or in fact to create those construction schedules that people are talking about creating at the end of the day it’s it’s a far more complex world than than we would otherwise believe here but having said that I do want to say this I don’t understand why it is that we would encourage or in fact in most cases force developers to build their first floor to the Lord lines I’ve never understood this like why we we from a planning perspective not encourage sort of a public realm coverage space where a you you create a greater sidewalk with but be as the city as the city develops and you get more and more pedestrians and you get more people on sidewalks you create more sidewalks and coverage space so many of you will have noticed you walk on Bay Street down here for example and now they have signs that say over ahead ice all right so you’re welcomed by a building that’s basically on the log line a very narrow sidewalk between the curb and the building on Bay Street and you got sign saying you got you got chunks of ice that are gonna drop on your head look up dummy right that’s not you know to talk about you know falling windows and all of the rest of it I get it great planning you know principle let him build out to the law line but why we wouldn’t say to them not your first floor reset your first floor create a a public realm and then you can come out on your second floor so that people have something safe to walk under so that ice doesn’t drop on their brain I understand that that’s more of a a planning argument and I should perhaps maybe go and the Planning Committee and and and speak to that but you’ve seen some of those buildings we all love by the way you know where you have these columns that come out to the law line anchoring the second floor but you got these like wide kind of like Boulevard area that that sometimes are used for public amenities outdoors but you’re walking in a covered space why we wouldn’t promote the creation of that type of city where people can move around safely sheltered shaded and without having chunks of ice drop on their head creating much much cider much much much wider sidewalks like why we wouldn’t do that it’s beyond me thank you thank you Thank You councillor peruzzo are there any other speakers on this item Thank You council Perez are there any other speakers on this item okay I guess not that’s good so we have one motion for this item on item ever eight it is currently on the screen all those in favor think it’s councillor Matt Lowe would like to see a recorded vote here so I’ll indulge it by making that request all right a recorded vote any of you asked for the same I’d do it so all those in favor of the motion on the screen councillor coal accounts our Layton councillor McKelvey councillor Pasternak any opposed in favor includes counselor Piazza any opposed that motion carries unanimously okay yeah item as amended okay item number nine counts are cool you held that is next why your item ten Thank You counselor cool couldn’t we dispose of this quickly sir is there a reason you’re holding univer well yes there’s uh about five years of reasons by molding this this is exactly what counselor Layton was just referring to keep getting extensions for taking up the public sidewalk on Yonge Street we gave one extension two extensions I think now they’re asking for another one and you know ironically enough the the name of the developer is lifetime developments that sure is lifetime developments it seems they’re going to be developing this project you’re on Yonge Street for a lifetime and so the question I have a couple questions of staff about this lifetime development if I could ask staff ok chairman yeah oh thanks yes in terms of this the extension they’ve asked for now till April 20-21 we gave this would be the second yeah the second extension when did this project start the site has been in place since February 1st 2018 so it’s the 2018 so you know we’re two three how many years is going to go on anyways it’s been going on for a number of years here and so do they expect to be finished by April 30th 2021 will this be the last one they’ve asked for through the chair my understanding is they have they’re building a there on the 21st floor of their construction they’ve got 12 floors remaining they plan to remove their tower crane in the spring of 2020 they’ll do their streetscaping on Yonge and Helen Dale in the fall of this year and then they’ll be doing interior work in finishing until April of 2021 so I guess I could therefore put an amendment here that a motion that this is the last extension you get okay anyways but this is thank you for this is finally just speak to it briefly this is why what we’ve just been talking about is the perfect sample here on Yonge Street with nonstop construction with the building of the Eglinton crosstown lifetime project has been going on for 30 years you know and not to mention this the attempt of people to walk try and walk on a gluten well counselor Annunziata knows full well when we started to build this subway 1990 so it’s been what 20 30 years now of construction on Eglinton along with the construction on Yonge Street boy they I don’t know when it’s going to stop so that’s what the people are saying is you know they’re they’re patient they want Subway’s they want construction but 30 years of it and then extensions and extension so if I could just move an amendment that this be the last extension given to in their lifetime for lifetime developments for the project that 23 60 Yonge Street okay so do you want to prepare that with snap then we’ll hold it down so I prepared my amendment okay any other speakers so then we’ll move to the next item so 1110 and there are deputations Hamish Wilson thank you again thank you you have five minutes yes theoretically this is good news or could be and so it’s nice to see however been there in some ways this is from 1998 I think cycling trail opportunities in rail and hydro corridors and we’ve had this that was kind of what they came up with as you know first round second round sort of things I’m not sure how much was done and it’s good it’s good there’s no doubt about it at time but at the same time I think we should be focusing on the the on road safety which is still a set of issues including say on Bloor Street East where there’s a Keystone gap that was in the 2001 bike plan and it’s still not done despite the repaving and despite the commitment to study it’s still a gap so I favor the on-road rather than off-road because the on the on road is usually cheaper to be done and it’s where commuters are going rather than the recreational so by doing the off-road as a priority it tends to eat up the bike budget and not necessarily benefit the cyclists as much as I’d like to see happen and quite honestly the the best use the highest best use for some of these linear corridors many of them is for transit not necessarily for biking and that’s a sore point with some cyclists perhaps but absolutely when the space gets really contested as we get to the core that’s the that’s the highest best use and there are two areas that I’d like to suggest should be really highest best used for transit one is the rail trail Weston corridor here and also up here actually three this is now a rail trail and councillor Robinson’s Ward and then there’s the gatineau corridor although there’s tons of space out there and that would be a logical place for a transit way with the Weston corridor this goes back to merely 1985 or so you can see that the the rail line was suggested for transit and that’s good that’s what we the the upx was such a sad waste of resources we need the sub-regional fast transit more than we do that milk runs and even though the the rail trail is a wonderful resource to bike on it feels safe it isn’t as needed as surface relief the pressure on this corridor gets even more intense south of Queen because there’s all this demand that comes in from the west and from Etobicoke my hope some year some decade trying to compromise we have a new idea of stacking the transit on the north side of this corridor so we have the sub regional TTC under the any NER ER or go so that the Queen car can be advantaged as a loop a one-way reversible loop like Jarvis down to Front Street then back on queen or king and then in the afternoons head out because we some year we’ve got to actually improve the transit in the core and I think this is one of the Keystone links for transit come back next year perhaps and I know transits a very sore point with with all of us because of the changes that have been forced upon us by the province so yes absolutely it makes some sense sometimes to get the rail trails the off-road happening I just wish that we would focus on on the on-road the off-road isn’t necessarily a safe for women by the way so there’s an equity issue as well because there they tend to be more remote they aren’t necessarily as safe sole yes plenty of gaps on the on-road bike network and I would really hope that we could actually fill those in first please any questions for the deputy ok any questions on the item I just have a question just so we in your report as far as the West Toronto Rail Pass page six of ten so which there’s been a number of motions that have gone through Council in the past few years on that when the line went through my word Wesson and is going in it’s going northbound 2 guns Road Union Street so we did move motions asking Metrolinx that there because right now they’re going through the study and they’re doing the electrification study right on electrifying the Train and so it’s my understanding that they’re going through the process now and that’s what I was told by Metrolinx so in the report it it says that the city is requested Metrolinx to accommodate the rail path within the corridor as part of their electrification design do we know where it is at this point like I want to make sure that they that they do actually look at that during the design period because it’s my understanding they’re they’re doing that now I just don’t want to miss miss the opportunity here because this is something that’s been ongoing for a few years and I know it’s um counseled by law well is it goes to reward and I believe councilor cressie conservation it goes to crises war true right yeah through the chair through the section north of the existing rail path we worked with Metrolinx on if there were opportunities to extend the rail path through the st.Clair transportation master plan and at that point there weren’t opportunities there within the rail corridor and so we looked at on street alternatives to provide Stila all ages and abilities safe facility but through the electrification process yes we’ve asked them to look at that I don’t have an update on where it is and we’ll certainly look into that and get back to you yeah could you please because I just it’s my understanding that they’ve started this process I was at a meeting a couple months ago and that’s what we were told I just want to make sure that we are that we were on top of this and that we don’t let it you know go by and not have the opportunity to give input absolutely I’ll get back to you on that okay any other questions for stuff anyone speak on the item but someone like to move it accounts deleting all those in favor so sorry I counsel late and would you like to move receipt sounds great okay all those in favor I suppose carries the next item is do you want to go we’re gonna continue forward in the agenda and go back to eleven point nine when that motion is prepared so next up is 11.1 eleven twelve and there is a deputation from Sam Perry thank you you have five minutes named Sam Perry at work for cultural links bike to school project we provide cycling education to schools in Toronto and since 2013 we’ve engaged over 37,000 students the bike to school project supports this report improving road safety of school-age children the city’s focus and resources need to be directed toward arterial roadways not collectors and local streets in the last five years more than 80% of collisions in which school-age children were killed or seriously injured occurred on arterial roadways we are due to prioritize resources toward making Toronto’s arterial streets safer one way you could do this is by implementing and implementing automatic automated speed enforcement devices which by rule must be implemented near schools on arterial roadways your initial rollout of the 50 ASE devices to per ward fails terribly in this regard of the 50 devices zero will be implemented on major arterials 6 will be implemented on minor arterioles and 44 or 88% will be implemented on collectors and local streets so 88% of these devices are being implemented on streets where ksi collisions are much rarer it doesn’t have to be this way we know from this report that the city recently reduced speed limits on 149 kilometers of arterioles that pass within school zones and thus are eligible for ASE devices these arterioles near schools are ideal locations to implement ase these devices will be relocated every three to six months so we urge you to prioritize a ase implementation on arterioles before the next relocation this is just one way the resources for schools can have the type of meaningful impact that this report calls for we know how to make our streets safer for school-aged children focus on arterioles reduce speed limits implement complete Street designs and enforce traffic laws on behalf of all Toronto students trying to bike walk and roll to school safely the bike the school project urges you to please focus the city’s attention and resources on vision zero interventions that will have a meaningful impact that will make our most dangerous streets safer for school-aged children and all Torontonians thank you thank you are there any questions for deputy counselor cool thank you thank you for making a deputation on this very important safety issue and I will be moving a motion a little later asking for exactly what you’ve called for and that is you’ve called for the prioritization of the speed cameras on major areas arterioles right correct and why should that be the case so as stated in this report the majority of serious injury and deaths that are occurring in Toronto are happening on this these these major arterials so even though there’s far fewer kilometres of them they they are the locations where the most serious collisions are happening so we need to target those areas yes and I guess I don’t know if you’re familiar I’ve got the most dangerous school crossing and Meyer is on Avenue Road Alois school teachers have been hit kids and hit people on sidewalks and mysteriously it was not chosen as a site for one of these safety cameras are you familiar with Avenue Road at all absolutely yeah and you know there’s that dead end dead man’s curve there just before it and another school I have a granddaughter at Runnymede public school on runnymede again I for the life of me can’t understand why that isn’t a school safety zones why that isn’t you know a sign for a speed camera I guess there’s so few there’s only 50 of them so anyways I just think that or could you please again talk to about the reality of safety on these major arterials for pedestrians cyclists whoever it may be right so I think that it’s it’s it’s a myth that most schools in Toronto or that all schools in Toronto are located on these quiet streets many schools are located on or near these large arterioles and so kids are facing very real challenges in either going along traveling along these arterioles or trying to get across them whether we’re talking about walking or biking or using a scooter or any device these kids need to be safe using these large streets and we need to use a variety of tools that we have in order to make that happen and as I outlined the very small number of cameras that we have are not being allocated strategically only 12% are on arterioles and those arterioles are minor arterioles they’re not Avenue Road and they’re not Runnymede so when you’re in a situation where you have few resources I think it’s even more important to allocate them strategically okay thank you very much thank you thank you are there any other questions for jeppesen thank you for coming any questions for staff cats are cool yeah I guess the question I have for staff would there be what are the problems with trying to prioritize major arterials for locations for the speed cameras so through the chair we’re looking at all locations for automated speed enforcement we prioritize based on the greatest need not just based on the road classification type so the the sites that were selected initially those were the sites that had the highest need and also we’ve talked about potential conflicts with specific sites so to the point about why are we not higher currently there may have just been conflicts with things like construction signage things of that nature that prevented us from going with a few more on arterioles on this initial deployment cycle what do you mean by conflicts so through the chair if there’s construction that’s occurring if there’s not the required signage in place at this time if there’s inadequate space or locations for the devices to be placed those are the types of conflicts that may exist right now that we would have to work through in our next relocation cycle okay I know you only have 50 that had been allocated is that 50 because the lack of funding if you had more money’s allocated would you install more than 50 of these speed cameras so through the chair 15 was the number that was approved by council I think if we were to increase that number we’d have to look at the feasibility of doing so the impacts to the program and given that it’s the launch of the program a 52 per Ward was a good way to start to sort of evaluate the program effectiveness the other thing I just would add there counselor through the through the chairs that the nature of these cameras were we are able to move them on a rotation I think what we found from other jurisdictions is there’s tends to be a drop-off effect after a certain period and so while we only have two cameras per ward we aren’t going to keep them in the same place for the duration so we really get more coverage into Mike’s point as we grow the program similar to with red-light cameras we would come back and add four aspirin or capacity in the future but just in terms of yeah I’ve sort of got conflicting information here saying that basically we don’t want more than 50 like wouldn’t it be beneficial to try and just change the you might say the sort of attitudes of people by having these cameras and more locations so we could start issuing tickets and getting the message out that you can’t speed near schools so I don’t see the downside of putting in a hundred cameras through the chair so there are a number of I don’t want to call them administrative because they’re very important components of the automated speed enforcement program that at the back end if you will that does make it I believe more beneficial to start with a smaller number and ensure that we have all the protocols correct and that were able to address the the management of the ticketing that we’re able to do appropriate warning letters that we’re basically able to start up the system and we had the same process with red-light cameras where we rolled out a hunter’s think 74 sites to start we got all the bugs out of the system and then we doubled the program and now we’re doubling it again so I think we have every reason to believe it’s going to be a very successful deployment we have lots of partners that are we’re working with here some of which have some concerns many of which are quite enthusiastic we know the community wants more and we want to deliver it but we believed that the best way to launch was to start with a reasonably sized deployment and then move the cameras around within those words to those hotspots so that we could get the best coverage that we could and then we would come back to you with other requests for expansion in future years yeah and I guess a lot of the problems result of the complications arising from the province having to basically dictate the terms of you know collecting fines and issuing fines and so but for the first three months I guess is just warning letters that they’ll get that’s correct okay thank you councillor McAfee questions for staff Thank You mr.Chair Thank You staffer for preparing this I know we had us word because residents residents were really frustrated with how long it was taking to roll out the school zones and it’s very nice because now we have a report that has everything you’re doing in one spot which is very helpful because it was hard to piece all of that together and see that big picture so thank you for that the second part of that motion though that we where we put in this request was asking if there was anything that could be done to improve project management because in in my community my street was resurfaced and repaved in July and then in front of the public school was resurfaced and repaved in September and it could have just as easily have been switched because it wouldn’t have been a problem to pave in front of my house and on the residents at that time so is there anything that can be done about this so that we’re better coordinating the timing of construction and the order that we’re doing the city streets because that was really what inflamed residents and got this conversation going so I noticed you’re not reporting on that here and maybe it’s coming in another time or maybe you can speak to that through the chair yes we certainly can’t improve the way we rolled out the programs the intention and the direction is to not do work in front of schools in September and this particular situation was a good learning as to what can happen when schedules slip we did have some slippage of schedules this year and I believe this site was one of those that we did want to try to get it done as quickly as possible because the safety improvements were important but it did get slip the I think as we talked about in a previous meeting but just so it sits on the public record as well the the nature of the contracts for the local road program have changed in the way they’re written to address the timing of projects not happening during the the start up of the school season especially and focusing the work over the summer months when it’s less busy in those neighborhoods in terms of a report back there was a there was an option to bring it forward as part of a report that didn’t come forward at that time so we’ll have to look at which report it would come back in more formal way thank you thank you comes from McKelvey any other questions for staff counselor counselor Leighton thank you very much it’s so I’m still a little unclear on when when determining the ASE locations how how is it that we didn’t end up with any on arterial roads so through the chair our information is that we have seven of the 50 cameras on our trail roads furthermore as I said there it is it’s decided by a data-driven process as well as a further site investigation and confirmation that we can place the equipment at those locations so we’ve got cameras seven cameras on arterial roads currently again we may be looking at the feasibility of expanding that in the future but their baby opportunities in the future to do that but when we did our initial scan of all the locations based on the based on the ksi and where we’re need we had gotten where we established that need would be the greatest it ended up with these seven on minor arterioles arterioles through the chair that’s correct the if you you might recall through the chair the the first phase of this was the designation of Community Safety zones because we can only deploy the automated reinforcement cameras in community safety zones we did an assessment I believe in 2018 and into 2019 to establish those community safety zones they all include school frontages but they go beyond the hundred and fifty meters in front of the school we were somewhat limited in how far we could expand those zones and so we did try to pick up as many of the arterials as we could how are we limited in that way I believe the provincial legislation requires us to place these cameras in community safety zones but the boundaries of the community safety zone how are they set so through the chair we we tried to recreate essentially school zones through the community safety zones to basically mimic but at the same time allow a little bit of additional flexibility for example in a location where you would have multiple schools along the same road instead of having gaps of a community safety zone we would expand that to be one larger community safety zone as well to Barbara’s point it’s important to note that of the existing 831 eligible community safety zones that exists 17% of those are on arterial roads and that that basically matches the distribution that we have currently of where the cameras are for you know arterioles versus non arterioles okay thank you Thank You councillor late any other questions for staff speakers no counts are called giving some context to my frustration this there’s the guy in the corner behind you them too so this is the context here my frustration with the getting technology to make our roads safer and so this this is a campaign no I introduced the legislation to bring in provincial legislation for red-light cameras you voted against it gosh okay so so this is where we put up the first red-light camera at Lawrence and Western Road you can see the Louisiana the Hoffman Jack Clayton and myself were putting this so this has been a long fight to get the city and the province enter the 21st century in terms of dealing with pedestrian safety so that’s why I’m very glad that we’re proceeding with the automated speed enforcement cameras which been a long long time coming and it’s not the fault of the city so much it’s the fault of a provincial government that no matter what stripe they’ve always been opposed to change or to technology they told me at the time and we did the red-light cameras they said we should have a cop in every corner to monitor people running red lights that’s what they wanted it says we don’t need cameras we need more cops on the intersections anyways just a few years that’s up okay the motion I have up here is for two requests that going forward if we could ensure that the local councillor is consulted prior to the cameras being installed and I know that we’ve been told we’re going to be consulted after the fact that the 50 are already in but I think you know we just can’t be slaves to the analytics on this we need to talk to the counselors because we’re in constant conversation with the people that live in the area they know the area with the principal’s with the crossing guards so I think it’s important for going forward that the local councillors be consulted prior to the decision of where these cameras go so you can have our input secondly related to the deputed that just brought forward I think we should look at the possibility of giving some priority to our major arterials because they are the most dangerous schools and I think there’s more than just data that determines the danger on these major arterials the speed you know an Avenue Road for instance they are going in fact they did we had the test cameras on Avenue Road we clocked somebody 120 kilometres an hour the greatest number of speeders of where they had the test cameras were in the Avenue Road location then I find out that Avenue Road wasn’t chosen as one of these two you know the people were just flabbergasted says you’re not putting a camera at Allenby school so I think going forward we have to look at the major arterials more seriously as one of the ingredients in determining where these cameras go and we should also consult the local councillor but anyways I want to thank staff for this report it’s been very frustrating for them too because of all the hoops they’ve had to go through with the province on this because fundamentally they were not in support of camera technology I was there when they voted 320 amendments against the cameras going in so they didn’t really want them but they were forced by citizens to do something about it so we have them and we’ve got more work to do but at least we are starting to implement technology rather than having a cop at every school thank you thank you can circle any other speakers in the council lady thank you very much and and I’ll be very brief I don’t have a motion or anything like that and just like to thank staff for for bringing this forward I I would have liked to see as part of part of be of the original request for this report is having those different options of what we could do to improve or here’s the range of things we could do to improve because as it appears to me some of these things are gonna come back as part of a budget ask in future years and that’s when we’re gonna have to have that debate unfortunately when we put issues like this into the debate that the overall budget debate it tends to get lost the the necessity of us furthering our investment and adding to that investment and so it’s often useful to to present us with costed options at stages like this when all of our attention is focused on on those things and we can ask them to be included in the budget or direct staff to include them in the budget I think what it did though and it yeah like maybe I was was was caught in with many people who sort of rushed to – to look at protections and school safety zones and spending our money as quick as we can in school safety zones like I think it’s a natural feeling that a lot of us have to try to protect the the most vulnerable is let’s go to where they are let’s go to the school safety zones that’s where we have to be but what this report has outlined is you know what if you want it if you want to protect those vulnerable road users it’s not necessarily school safety zones where you need to be and that’s probably one of the shortcomings of the automated speed enforcement in general and how it’s not going to have the effect that we want to see it have because it’s restricted to those areas we might have to make those areas more reflective of the the playground the the the travel pattern of those vulnerable rosy road users in order to protect them at the end of the day I and if you read between the lines expand those school zones so we can apply these cameras where they might have more of an effect on major arterial roads where people are actually dying and getting really hurt and that’s that’s clear from the first page in the report and uh but I don’t think it’s something that comes naturally to people to say you know what by to protect school-age kids we don’t we don’t necessarily need to be spending all of our money at schools we should be spending them on on large dangerous roadways because that’s what’s gonna actually make a difference at the end of the day so so III would say a comment was made earlier that that the the a SES weren’t being weren’t being located strategically and I think that’s a bit unfair to the staff partly because when the locations came out I saw them and I said Oh someone my community is gonna start calling me in and complaining about the locations but you know what I didn’t chose where they are and I actually I don’t love the the notion that counselors are gonna be consulted on where they’re gonna be because we’re not the ones that probably actually know where they should be best that’s gonna be our professional staff and I saw what staff because we I immediately said I think I sent it to staff it may have been my own internal team to say how are these locations chosen I know I’m gonna get asked and I was sent just a snapshot into what they went through they were very strategic hyper strategic and they’re locating these these these these cameras and so while I appreciate the second point of councilor Cole’s motion and I would be supportive of that and giving it to a report request I’ll I’ll let the first part slide I just don’t need to be consulted about the locations I think that I I think that the shortcoming in in the ase piece is that we’ve limited it to or it is limited to the the the school zones and not been put in areas where it actually might make more of a difference thank you Thank You councillor lien any other speakers on the item No so we just have the one motion and put on the screen all those in favor opposed that is carried now I understand that number nine was held down counts record you have a motion for that I understand you withdrawn your motion yeah all right so I think we’re ready to okay so can I have someone just move the recommendations and we’re done with number nine I will move the recommendations all those in favor opposed that is carried I can also quickly release if if the committee agrees number 20 which is really a report back on how we can taste preserve some of the green space of the different transfer station and we can get that one done it was a walk on item if everyone’s okay with that yeah it’s number 20 it’s a report back on how we can save some of the green space of the different transfer station I want to move it I just want to release it let’s save the green space okay all those in favor opposed that is carried so now I think we jump back to item 15 feasibility of implementing local traffic vehicle decals we have we have a deputy n’t Miroslav glad ik always in he didn’t want to wait the six hours opportunity well all right well he’s missed a golden opportunity on this wonderful idea any questions for staff but I’m not sure whether we want to waste any more time on this one I’ll move the staff recommendation okay thank you to put us out of our misery staff recommendations moved off in favor pose that’s carried okay so number 16 it was actually held by councillor McKelvey smart commute program transition I have a motion if nobody has questions we can proceed with it if you have a motion did anyone have questions for staff or want to speak on it other than councillor McKelvey to move her motion you’re good okay okay well counsel recovery once you move your motions motion is that the director energy and environment evaluate the feasibility of enhancing smart commute by discussion through discussions with other navigation providers so that we can look at how we can have carbon tracking and measurement tools and how we can look at more multimodal sequencing of trips and that there’s a report back in the fourth quarter of 2020 so basically what the vision here is is there’s all these calorie counters that happen right now and people look at I can eat this or I can eat that and then they can work out and they can say I saved 300 calories today and they put out a tweet yay can we do the same sort of thing with commuting I walked and saved X amount of carbon and but not only that moving forward and I think we can do that with you know Google Maps and we could do that with Waze because right now they will calculate your trip times with different modes of transit can we get them to take it a step further and say what the carbon is associated with that so people can start to think about the impacts of their travel in a different way much like they think about eating when they start to use these calorie counters but the other thing I think we need to pay more attention to and it came forward through some of the transform tio consultations that I attended is that we tend to think of commuting and travel as one mode of transit only you’re either on the bus the whole way or you’re walking the whole way or you’re driving the whole way but for many residents especially in the suburbs you may drive to a TTC stop or drive to a GO train stop and then you’ll write and then you’ll take transit and then you may walk so those those Google Maps and ways and things like that aren’t great at splitting up trips into different components so I’ve just asked staff that they can look at the feasibility of this start some discussions make a recommendation if this is something that could be done and maybe ideally through partnership with with others that work in that space in that technology space so that we can maybe look at our carbon a little bit differently I love it calorie carbon alright alright any other speakers on the item no we’re good okay there’s the motion on the screen all those in favor pose that is carried and the item is amended there’s staff recommendations all those in favor opposed that is carried so we’re on to item number 17 and we have a number of deputations Stewart Lions of Bird Canada great thank you for for coming and thank you for your patience it’s been a long day mr.Chair and committee members my name is Stewart Lyons and I’m the president and CEO of bird Canada Bird Canada is a toronto-based Canadian owned company that offers Canadians the most innovative last mile mobility solutions for urban areas last year we launched a ductless a scooter sharing program in Calgary Edmonton and Montreal and this year we look forward to launching additional cities including Toronto in the spring of this year I’d appreciated the opportunity to meet many of you individually and I’m grateful to appear before the committee today as you know as of January the forest the Ontario government has removed the principal obstacle to this launch of dhoklas a scooter sharing and city staff are preparing a report on a scooter sharing for this committee’s consideration and I look forward to appearing before you again in March when that report is completed and in the interim I want to briefly comment on the electric vehicle strategy I want to commend the report’s authors for including shared mobility in general and electric micro mobility in particular as part of the range of available actions to help the city achieve its laudable 2050 goal of having all transportation powered by zero carbon energy sources in order to meet this goal at least two things have to happen in our opinion one people have to replace gas-powered vehicles with electric vehicles obviously and two the number of trips taken by motor vehicles in our city overall will have to be reduced dhoklas each scooter sharing will be a significant contributor to both these objectives I say this for two reasons first is because electric light vehicles can materially assist a city in meeting emission reduction targets and secondly because data consistently shows that every three ski scooter trips replaces one car trip and even last month’s report from the city of calgary on its experience with Dhokla sea scooter sharing revealed the exact same result I’d like to draw your attention to a study by Carbone for a leading French consulting firm that specializes in carbon strategy some of you already have a copy of this Paris focused report which concluded that light electric vehicles can help cities meet decarbonisation goals based on the current mode split in Paris Carbone for examine three exploratory scenarios to determine the potential for dhoklas LEDs and East scooters especially to meet future mobility needs and mitigate carbon emissions in the long term around 2030 these analysis found that biking and LEDs could feasibly account for 21% of all trips in Paris supporting an overall reduction of emissions for energy consumption of 68 percent for these reasons it’s clear that light electric vehicles such as East scooters represent an important contributor to the city of Toronto’s decarbonisation goal and I’m pleased to this report before the committee today recognizes the complementary nature of East scooters I encourage this committee to do the same BIRT Canada looks forward to working with this committee city staff and other stakeholders as the city prepares for launch of East scooters sharing and Toronto later on the spring thank you I’d be happy to answer your any questions you may have thank you very much questions for the deputed okay thank you very much Bryan Purcell I’m a spheric fund Bryan Purcell okay Chris Shaffer lime Canada thank you for coming in five minutes I work for a tech companies let’s see if I can get this laptop good to go along the presentation afterward sure my name is Chris Shaffer I’m senior director strategic development at lime in Canada today I wanted to talk about the e V strategy obviously as my friend at Byrd mentioned there’s a report coming before the committee later this quarter on potential regulation for e-scooter share operations after the province permitted that where mrs.Balinese wished to have them so I won’t talk about that that’s something for later but I didn’t want to touch on briefly the V strategy particularly electric scooters the atmospheric fund had a report out recently and it highlighted the unfortunate reality of some transportation emissions increasing on a per capita basis across the GTA and in Toronto as we know transportation is one of the largest contributors to greenhouse gas emissions and you’re all very familiar with there’s a need in here which I’ll talk about very briefly is two mode shift get more people out of cars and onto other forms of sustainable transportation that do two things don’t contribute to traffic congestion they’re also electric so so environmentally friendly in the transform to under transportation one of the goals is 75% of all trips under five kilometers will be walked or cycled I’d I’d rolled to that as well and that sort of multimodal universe in which we’re increasingly living citizens here’s and residents of the City of Toronto which I am as well looking for different ways to get in and around their cities and scooters I think can play a small role but a role nonetheless in advancing the evie strategy and the climate change emergency concerns we have here in the City of Toronto and transform to you as well how is Lyme addressing its environmental work and the sustainability of its products four things I’ll highlight very briefly we’re continuing to strengthen the durability of our East scooters to extend their operational lifetime the longer they last and look the better it is for the environment there’s also the modularity of the components of our scooters so we can use different parts to repair and replace aging parts and other scooters our newest models of scooters are now lasting over a year which is a marked improvement from the initial scooters that were launched by companies three years ago which weren’t lasting as long our newest scooters that we’ve launched globally about 96 to 97 percent of the parts are recyclable as well another item I’ll highlight very briefly there’s others but is the mode shift element that I’ll talk about very briefly the last thing is that where there are less environmentally friendly components of our operations such as the rebalancing of scooters where we don’t do that by bicycle and in human power where we use vans that might run on diesel we use carbon offsets so our entire fleet of electric scooters is charged with 100% renewable energy and we use carbon offsets we’re where we need to as my my call are sorry my friend highlighted Calgary Edmonton in Montreal we were operational in line last year save Calgary was the first city to produce a rather thorough report on a scooter operations in their city they found one in three Calgary scooter trips replaced a trip with a car again that mode shift is important as we need to shift more people out of cars and two other forms environmentally friendly transportation so we’re seeing real impact from scooters in Canada today again when I share this presentation with committee members I can’t see it now I’ve got just my last slide here and I’ll wrap up is I could pull data for any city but I pulled data here for from from Paris France from we have a scooter operation in Paris France and it Maps and the khatam Tom’s company in congestion traffic congestion index with lime trips throughout the day and week so Monday starting in the morning to evening so you’re looking at rush-hour traffic congestion patterns and the pattern of our daily lime trips on our scooters matches as traffic congestion increases so does the use of our scooters so you’re seeing a nice sort of trade-off as people are mode shifting during rush hour a high periods of traffic congestion I think that’s important as well that’s the end of my presentation thank you very much committee and I’ll take any questions if there are any great thank you very much any questions for the deputed no okay thank you very much thank you gabriela kalapas present today my name is Gabriella kalpesh and I’m from the clean air partnership we’re a charitable environmental organization and we work with municipalities all across Ontario through the clean air Council as well as a partners for climate protection campaign to advance their clean air and climate change in actions I just wanted to say thank you very much for this opportunity and to also the clean air partnership would like to provide its full hearted to support for the Toronto’s evie strategy one of the key things that’s really really important about this is not as not only is this a leadership opportunity for the City of Toronto but there’s a lot of other municipalities all across Ontario who will be following in Toronto’s footsteps on their evie strategy so the direction that Toronto takes will not only influence what happens into oh no it will actually influence what happens not only across the Greater Toronto and Hamilton area but also across Ontario so one of the key things I won’t take a lot of time about speaking about the importance of the Eevee’s strategy because I was outlined very very well in the e V strategy itself but what I did want to kind of speak to is really the case and the the e V market is accelerating within our within the market on its own however it is really important that we don’t have the time since we don’t have the time to allow the market to advance on its own pace the leadership and the policies that government put in place to accelerate the e V readiness and adoption within our communities is really integral to this when the province of Ontario abdicated on its responsibility to play a leadership role on this file a good number of municipalities came to us and asked us what options were available to them to ensure that their communities didn’t fall too far behind on their evie readiness and uptake and we know that Ontario is actually falling behind both BC and Quebec on evie readiness and uptake within their communities so I was very very so I can so you can understand why I was so pleased to see that Toronto was leading the effort on the development of their evie strategy and it provided a real boost to the end momentum to the other municipalities following in those footsteps I did want to provide the caveat that the e V transition is in no way a silver bullet that’s going to address all our transportation and GHG challenges ahead of us but it is a big piece of the puzzle I know that you’ve already see the deputation from Nancy Smith Lee from the director of caps active transportation project on this file so I won’t raise the kind of the importance of active transportation on this but we do have a really big public healthcare challenge ahead of us and we really the active transportation file plays a big role in helping play a preventative role in getting people more physically active active in in their day to day commuting and in thereby achieving some public health care benefits that we’re all we’re all aiming for so one of the key things that I did want to raise is that there is an element in the Eevee strategy about the significant role that a municipal a disk advocacy can play and one of the areas that there’s a really great opportunity right now for the City of Toronto to play an advocacy role as it comes to the clean fuel standard that’s being developed at the federal level the clean fuel standard is set up to reduce emissions from the transportation sector and there’s two components to it one is about making the reducing the GHG intensity of fossil fuel extraction and use but the other area is in moving away from fossil fuels in our transportation sector towards electric vehicles and other zero emission vehicle options the way the way the clean fuel standard is being advanced at present it hasn’t been out yet but one of the key options we really do need to make sure that that cleef clean fuel standard is set up in a way that not only achieves the efficiencies that can be gained from the fossil fuels but also drives that market transformation to emit electric vehicles and zero emission vehicles so one of the key areas that I think is really important to do is we have a recommendation that the City of Toronto send a council resolution to or council a advance of council a resolution that a letter would go to the Environment and climate change Minister speaking to the critical role at the clean fuel standard plays in both reducing the carbon intensity of fossil fuels as well as ensuring that markets movement towards non-fossil fuel transportation and energy sources so that’s one of the key areas just want to highlight our strong support for the electric vehicle strategy the city of Toronto’s electric vehicle strategy and how important it is in driving that leadership that will take place across the regions of Greater Toronto and Hamilton area as well as across Ontario and hoping that there is the opportunity to raise the profile of the importance for the clean fuel standard to play a role in efficiency with fossil fuels as well as driving the market towards electric vehicles thank you great thanks very much questions for the deputies No okay thank you very much okay I understand that Bryan Purcell is here is that correct thank you for coming your five minutes Thank You cheran thank you for for your patience and thank you counselors for taking the time to listen to me today my name is Bryan Purcell I’m the vice president of policy and programs at the atmospheric Fund we are a regional climate agency founded by the City of Toronto to focus on urban climate solutions and eby’s are really critical to our objectives and the cities transform to objectives it’s the single most important action outlined in transform to accelerating adoption of EVs and and that’s for a simple reason the transportation accounts for more than a third of our carbon emissions in Toronto and beyond carbon emissions it’s also a major source of air pollution which causes an estimated 280 premature deaths every year and 1,100 hospitalizations so there are multiple benefits to accelerating adoption of v’s not just for our climate but also for Public Health so I want to commend staff and the consulting team on this project for an inclusive and thorough planned development process we’ve been closely involved over the past 18 months on the steering committee and the electric vehicle working group and developing the plan and it’s been a great process which has really been thorough and provided a great opportunity for stakeholders of various types to to contribute and voice their voice of views we’ve been involved all through and and and it’s a comprehensive plan that addresses all major barriers to accelerating adoption of electric vehicles there’s some incredibly ambitious and challenging targets in here around vehicle adoption but these targets are absolutely necessary to achieve our climate objectives and reflective of the scale of the climate emergency so we support this plan strongly and encourage council to adopt it and fully resource it but while we should celebrate the strategy’s adoption we must acknowledge that the hard work begins now after we adopt plans and strategies don’t reduce emissions actions do and the true measure of success will be how quickly and effectively the Lan’s implemented and the pace at which missions are reduced we are City to begin implementation immediately and with a sense of urgency that befits the climate emergency that was declared last year we believe the most important rule for the city is accelerating deployment of charging infrastructure and ranging that’s because range anxiety and access to charging infrastructure are two of the key barriers to electric vehicle adoptions and are the barriers that the city is best place to help address cities have several key roles to play including deployment of charging infrastructure and including leveraging our assets by deploying it on street well the strategy is comprehensive there is a major gap in here there are no targets or timelines for deploying on street charging infrastructure in the city really and that’s because staff and a consulting team couldn’t drive and create targets and timelines because we haven’t yet piloted installing such infrastructure and we don’t yet have a the knowledge of what it takes and how quickly and what scale we can deploy it as a city that’s unfortunate because installing non street charging infrastructure should be the single most important element to the strategy in my view we’ve known that for a decade which is why Council approved the first on Street charging pilots in 2012 and well there’s been some some great progress that’s been made on the pilot you know there are still no charges installed into that pilot and no no timeline yet for installation or operation of those Chargers similarly residential on street charging is critical as it addresses the problem with so-called garage orphans people the many strong torian’s who lack access to appropriate spaces at home to install charging infrastructure and the city rightly approved a pilot for that in 2017 to address that issue however we haven’t yet installed any of those chargers and there’s again no no construction schedule for getting that in the ground so just as a contrast the city of Montreal began piloting charging on Street five years ago has recently celebrated completing 750 on street charging installations with their partners in a comprehensive network that includes both residential and commercial x’ on street charging infrastructure that’s a picture what leadership could look like in deploying this type of infrastructure to get the city ready for electric vehicles we’d really like to see the city’s deployment of on street charging accelerated beginning by completing the pilots this year there’s no reason that can’t be done and in the report back in 2021 on the plan we’d like to see building out a strategy and timelines for how we can accelerate that at a larger scale beyond the very small pilots that we’ve approved already Tavis committed to supporting the plans implementation over the coming years we’ll continue to lend our expertise and support through the EB working group and otherwise we also can support the plan financially through our grants program and would be happy to support the city in that way and in closing I just like to urge the council to adopt the strategy and implement it with the urgency and commitment that befits the climate emergency and that includes accelerating progress on some of the previously approved initiatives as well as the new initiatives in the strategy accelerating adoption of v’s is imperative not only for preventing catastrophic climate change but will also help us build a healthier more prosperous and more resilient city thanks for your time intervention and happy to take any questions thank you very much any questions for the deputy councillor Cole yeah thank you for your presentation just noted Montreal has 750 on street charging stations yes and how many do we have zero were they able to access was this done but just city of Montreal money no no the provincial money as well yeah so there is provincial might was there any federal money towards that I can’t answer that specific specifically there may well event yeah so it might be hard for us to do without provincial and there is no provincial money now for not currently there is a federal money in the offing they have an ongoing funding program with rounds being released regularly for deploying charging I’m sure with the city which the city qualifies for yes okay thank you very much Thank You councillor Cole any other questions for the deputy no okay thank you very much Thank You Hamish Wilson I’m a little less optimistic or supportive of all of this absolutely we are in a climate emergency there’s no doubt about that it’s got an incredibly serious however the challenge is are we being responsive enough and I honestly think that this is kind of tending to tinker around the edges versus the the radical changes that we actually need we’re not doing that well on some of the basics from let’s see there was the Toronto target from the changing atmosphere conference the study that came out of that in the from the sort of former City of Toronto suggested a blue or Danforth bike lane oh by 1995 we still got a Keystone gap to fill on Bloor Street East I know I keep coming back to this but gosh dang it’s also a subway relief which is really important but the transport does lead our greenhouse gas emissions there’s no doubt about that there here’s something new from 2007 it’s time to start counting emissions like calories so I’m sorry that’s really focused in on it or extra extra focus but basically there’s a lot of other things in the whole equation that we should be looking at the concrete the air conditioner you know the the lighting the oils the the lithium and the batteries the transport energy for all these vehicles if we go to heavy vehicles or trying to replace current levels of auto mobility with electric automobile ‘ti I sent in something I’m pretty sure I sent it in the copy to tweet from the European Cycling Federation that did a lifecycle analysis on a kilogram per passenger basis a bike was that 21 grams and like a bike was that 22 grams a bus was at 101 grams and car was at 271 so that’s what we should be doing is supporting our biking and our transit far far far more than private mobility and another aspect of all this greenhouse gas stuff is that aluminum is very prized in both bikes and buses and cars however there’s there are some smelting gases that are basically permanent greenhouse gases that have been associated with it the piece on PFCs and it’s really bad news the space demands of just replicating autumn ability as we have habit have had it are also not really conducive to to functional mobility this is from the nack tow a guideline you know that’s what a the capacity of a private lane or lane with cars mix transit to a protected bike lane far more better at moving people dedicated transit lay away Elaine and then real heavy-duty bus rail up to up to 25 thousand of people in an hour that’s the sort of thing that we need because the space could come demands of autumn ability are really extreme and that’s part of our congestion problem here’s another little blast from the past our last ‘men predicts automobile free downtown by 2011 that’s a sort of direction that we need to be going in because yeah we need to have actually if we’re going to go to EVs we need to actually do as many other European cities are doing and constrain the access of vehicles especially the polluting ones into her core because this isn’t the necessarily showing so well if we did a car free or a car reduced a clean car only zone from high park the rail line through Rosedale Valley Road and the River on the east that’s the sort of thing that we should be doing in concur and currently with this sort of we’re going to do Google go to V’s let’s actually squeeze the cars to make sure that we have have a better downtown because they are still going to be dangerous there are some stats that indicate that the electric vehicles actually are a bit more dangerous because they don’t have the they’re quieter they don’t have the auditory cues that a pedestrian or cyclist might might have so we’re still we still may be having a lot of damage to to to people from from the the electric cars which may have really quick quick uptake as well acceleration so I’m not a fan of ever more autumn ability if we’re going to actually put more money into things I would suggest that we need a vehicle registration tax of what maybe six hundred bucks a vehicle or something this is another old stat that I keep sharing out twenty-seven hundred bucks per vehicle worth of avoided cost from Vancouver of how many decades ago now if we’re going to go ahead let’s have subsidies or more user pay because heck there’s a mountain of transference manager you’re a little over five minutes if you could wrap up it’s something but we’re so behind okay thank you very much any questions for the deputies no thank you very much Alexandra much a check thank you for coming in five minutes thank you good afternoon I agree with Hamish and that there this is a very complex issue and there are other factors that we should be addressing however I also have experience as someone who’s lived in a more distant aspect of the city and what commuting for distances is like and recognized that there will always want to be drivers especially those who are commuting far from the GTA we have Markham we have people coming from Oakville I know someone coming they take a two-and-a-half-hour route via transit to my workplace actually we do have people coming from really wide and far for our workplaces downtown and that being said I myself am an AV driver I adopted my first vehicle a couple of years ago and it was fabulous actually it’s a as Hamish said they are quite quiet you can quite nicely sneak up on pedestrians and cyclists but it’s very fuel-efficient it’s one that also operates on gasoline I think we should venture away from those however it was a fantastic experience in the beginning I had the luxury however of living at home with my family and a residential home so access to charging facilities was very easy I could just hook it up into my garage and there weren’t very many questions asked I paid $40 for my charging per month and that was about it I rarely had to refuel when I started to venture off on my own however as a renter in the city I began to realize how prohibitive driving and evie feels in the city especially when you’re considering costs for the majority I have a reasonable salary I am fortunate in that and as a single person without a family I still feel the restrictions driving an Evie and if we are going in this direction which we should I think imminently convert more into electrical vehicles for those of us who are driving having more access to charging facilities I think is is an urgent matter and so a lot of the I think the majority of us who don’t have access to homes which can be more expensive unless you’re doing rooming type of projects so having access to charging in condo in apartments in long-term parking lots I think would be really wonderful and important there are a lot of barriers they include legal assistance there there’s a lot of fees involved it’s complicated to have charging facilities available in these buildings I think if we are going to increase access to charging maybe perhaps in the transform to process while we’re rebuilding or are transforming our buildings from the inside towards more sustainable infrastructure we perhaps also address evie charging at the same time because as other debutantes have mentioned construction around condos can be quite disruptive for all those involved and lastly I would like to say that I am really grateful and enthusiastic that Toronto is entertaining or intends to expand our AV infrastructure it’s wonderful I do want to inquire whether we have a lofty enough pool of I saw a 22 or sorry 220,000 V’s or hopeful for EVs in 2030 approximating about 20% of our our personal drivers in the city and that would be about 22,000 drivers per year increasing their their vehicles to be more sustainably fuelled and I wonder if that is fast enough when we’re talking about a client emergency I work in health care and myself it’s it’s the city that’s declared a client and were a client client climate emergency and there’s emergency when you go to the hospital on the weekend because the clinic is closed and you have a cough and then there’s an emergency when something is urgent and imminent and if you don’t address it you’re in big dudu so I wanted to ask if we are being aggressive enough and I do agree with Hamish that we have a lot of other factors to address and that accessibility in the city in terms of transit that’s also why I myself became a driver is just taking the bus too bus subway bus home after a night shift – and when subway is only available at 9:00 a.m.On a Sunday is a bit taxing on the body when you have to go back in the same night to take care of people and then also as a cyclist I have wiped out myself it can be quite daunting driving on Queen Street so there are limitations in our public transportation and cycling availability that I think would be lovely if they were addressed soon as well and that’s all I have to say thank you great ok thank you very much any questions for the deficit thank you just thought provoking so perhaps we should look at policies when we approve new developments that any new development like rental developments or condo those you’re going up everywhere that the prior to approval they have to include evey charging in that building I agree I think that it’s I noticed that the that the item are the documents included in this item regard they have education as part of our process and I think education is always important I do think that when people are shopping for vehicles they look for accessibility first and I know those who are more prudent I was more romanticizing the idea before I purchase my I didn’t realize how difficult but yes if it was automatically available I think that creates a green light for people to approach eby’s they ask what kind of vehicle did you purchase it’s a Chevrolet Volts with a V like Victor which is no longer in production I I thought I saw a 20/20 but I’m not sure for 2019 rather it’s a 2018 that I used I guess all is left from them as the spark they do have them a new Toyota Prius that’s oh yes logon hybrid now there’s all over the map but ok wonderful chitchat let’s leave the day any other any other genuine questions for these anyway now I was insulting a counselor councilperson how long does it take to charge one of these cars oh thank you for asking I forgot to mention that so with the way the technology is for my vehicle right now if you have a supercharger it’s between four and five hours or if you plug it into a standard outlet you can either charge at 8 a.m.Peers or 12 amperes and that takes up to 13 hours so it can be very limiting there are places with temporary charging like if you go to Ikea or to different dealerships I don’t want to discourage or dissuade the implementation of charging stations in these areas however it’s not the most practical because we’re not spending a lot of time in grocery stores unless you want to park overnight without their permission I don’t think a lot of a lot of business owners would appreciate that so having more I think long-term charging availability is the most practical for AV drivers and though there are I think the technology is getting better I think I’m I really am ignorant but I think Tesla for example they have super super charges where they can you can charge a significant portion of your vehicle in one hour or two hours something like that and I think it will get better with battery technology but right now standard outlet it can take 12 hours so at home I think is best I don’t know if that was too hot good answer no no I just you know I just hadn’t thought about that so so we’re like creating all these parking spots for like 12 hours well it would be I’m thinking if somebody so with guest parking and it would it would have to be parking where that’s already taking place so I think with green pea parking for example you would pay overnight rates it wouldn’t be parking that’s already temporary so taking advantage of spaces or parking inappropriately and in areas where visitors aren’t welcome I think you would just they would have to be designated areas for people either they’re commonly there or people can expect to go where we’re charging stations are offered and how much is a 12-hour charge typically charged that like what does it cost so just for the charge I think it’s about it can be about 10 cents to 35 cents an hour I think Joe will say I haven’t checked in a little while I’ve been paying a kind of a basic rate every month just to approximate my electricity bill but I think overall I pay about $40 approximately per month in electricity and I don’t have to gas up that it’s great but I think between 30 and 40 cents per hour so about three to four dollars a charge I charge at my rental home right now I had my landlord install an outlet he was very gracious about that there are people who are more willing these days but the stress of being a rental somebody who is renting and trying to find a location in the city was immense in my price range still being able to say even go to work and and have my vehicles so I realized after I thought it might be time to break up with I call my car misty but I’ve been trying to be persistent excuse my ignorance but no it’s okay I like I like parka chargers there’s no there’s no like portable charger for for these cars right no yeah there’s no like portable battery that you can charge and then use that to charge no no okay you can you don’t mean the actual equipment to hook up to the car do you mean a separate battery no I meant like you know pocket juice you know like for your cell phone you know you oh no that’ll be cool that’d be great not yet thank you Thank You council approves any other questions for the deputies okay thank you very much thank you kindly for your time Darnell Harris well thank you very much for your patience so very briefly you know we noticed that this report defined electric mobility but within that there is no mention of eAssist cycles for businesses and the only reference to adding ebikes is adding it to the Toronto Bike Share as far as I can tell that’s that’s all that I can see within there Deloitte expects the number of ebikes will outpace all other vehicle sales in the next couple of years are expecting about a hundred and thirty million of these to be sold worldwide New York has just launched a cargo bike pilot specifically with the two devices you’ve seen here in fact I think that UPS one is a picture with John Tory in it from from last year suffice to say it’s it’s a concern because although psycho logistics does not appear anywhere in this document there are certainly a number of things within it that would benefit from that for example you know they speak of major economic opportunities or research in schools waste and end-of-life reuse support efforts to grow economic opportunities as well as to help attract businesses well all of that certainly there’s an opportunity to do so through Mike mobility because the costs of having these devices that can hold several hundred pounds as I’ve already spoken to this committee about are much lower than an electric vehicle which is you know tens of thousands of dollars at best so certainly in terms of the opportunities here this is something that businesses want to see they’re the best tens of millions and more in in fleets of this size for e-commerce the federal government is interested the provincial government is interested and certainly when it comes to things like you know what does the city you need to ask the province to do well part of that is regulation around these so certainly there needs to be some sort of adjustment amendment to this plan to ensure that psycho logistics and practical micro mobility devices that are used for business are not left out of this because that’s simply gonna shortcut opportunities for businesses and people all across the city of Toronto and I yield my time to the show all right thank you very much questions for the deputed No okay all right thank you very much no questions for staff counseling thank you and I just a couple here I know it’s quite late in the day and we’ve been at this for some time but I shared some of like Darnell’s concerns that he just voiced and so did a couple other speakers what were evike cine scooters why weren’t they included in the e V strategy through the chair the focus of the strategy was on the electrification of personal vehicles because they currently account for 38 well 80% of 38% of the greenhouse gas emissions there is an activity focused on micro mobility in which we reference as as the debutant stated the opportunity to look at ebikes first through the bike share fleet but also potentially in additional ways so we’re reporting back on that separately but we do acknowledge micro mobility and electric micro mobility having a role as I would argue that electrification of my cargo bike would be electrifying my personal vehicle as well just in kind of the opposite directions so the strategy is more about the transition from from gasoline powered via – electric powered cars gasoline-powered cars – electric powered cars this strategy seeks recognizing that some trips are likely to remain car based this strategy seeks to electrify those trips while recognizing that that is one part of an overall sustainable transportation system on the on street charging pilots is anyone here that’s able to tell me how far or at least what the expected date of the installation is through the chair my name is Joe Bailey from Toronto Hydro and the plan is to get them in the spring great then my motion isn’t going to cause you too much grief yeah thank you councillor McKelvey thank you I don’t plan to speak later so I will start by thanking everybody that was involved in preparing this this great study I have four questions so I’ll try and be fast how does this interface with Better Homes to and that initiative through the chair we recently amended the home energy loan program which is one component of Better Homes to which is a low-interest financing mechanism to now include loans for level two electric vehicle chargers and so that’s a concrete example of the ways in which we’re looking to integrate electric readiness into our retrofitting programs and certainly supporting electric mobility through our buildings programs is something that we’re focused on okay great and I have 17,000 single-family homes in my community so I think there’s a huge potential for because many of them will drive to transit note 5% though you know some will say it’s ambitious I it sounds great it’s a great goal five percent by 2025 what is the typical fleet turnover that’s happening annually anyway like if how much what percentage of new cars every year need to be electric to hit that you pull that in this study we’ve assumed 11 year vehicle turnover and so the percentage of new car sales I’m going to need to get back to you to hit those overall targets but we do have a calculator and what is in this year’s budget asked for this program versus next year because they see a lot of speak about next year in 2021 but what is being done in 2020 to work towards us in the 2020 budget in support of this electric vehicle strategy there’s a hundred and fifty thousand dollar ask which focuses on the critical next step in our opinion which is a public charging location study so identifying where across the city it would be most valuable and important to install public charging and also some education and outreach components separate to this particular strategy there’s also a budget ask for greening the city’s own fleet so making sure that our own vehicles are electrified or green and that’s what we’re looking at in 2020 the rest of the actions were reporting back through the 2021 budget cycle question four last one what is the status of the federal incentives program is that still ongoing continuing and and what sorts of things need to happen with with the federal or provincial governments to kind of incentivize this sort of turnover how are you incorporating that into the strategy so certainly the the removal of the provincial purchase incentive for EVs had an impact on uptake of electric vehicles the federal incentive is still ongoing so as an individual to purchase an electric vehicle you do receive a $5,000 Purchase rebate it’s important we’re very supportive of it we’ve identified advocacy to other orders of government as an important part of this process so when you look at jurisdictions municipalities that have been successful and installing charging infrastructure which is the second part beyond the purchase rebate much of that charging infrastructure has not been paid for by the municipality it’s being paid for by other orders of government thank you and thank you for this great report Thank You councillor McKelvey any other questions for staff quick question the TTC is it in any way contemplating getting rid of the dirty diesel buses on our streets and replacing them with electric buses we used to have the trolleys I remember I remember them telling me that Howard Moscow and I were crazy for trying to creat the trolleys and we placed them with diesels anyways what about the TTC through the chair our TTC colleagues would be best positioned to answer this but we do currently have 14 electric buses on the road we’ll have sixty on the road by the end of 2020 there are plans in place to further electrify the bus fleet so they are planning to eventually convert the diesel tube battery operated vehicles I can’t speak through the chair I can’t speak to the entire the nature of their electrification plans but they have articulated in the TTC sustainable fleet plan their approach to reaching the overall net zero emissions from transportation well any plans to bring back the trolley on Weston Road and Mount Pleasant in those places no question okay thank you Thank You councillor Cole for that suggestion any other questions for staff no we can go to speakers I do have a motion here from councillor Layton so if you want to put that on the floor that’d be great thank you very much that’s the council direct the general general manager transportation services and consultation with director environment energy and all of the relevant so the city divisions to come pleat the downtown on street charging pilot and residential on street charging pilots in 2020 and to the city council direct direct the director of energy and environment in consultation with the electric vehicle working group to report back as part of the twenty twenty one status update on targets and timelines for expanding deployment of on street electric charging infrastructure first of all just thank you for staff for putting this together when you talk about going from less than 1% to 5% as being a lofty goal it kind of sounds a little comical but given given our starting point as a society in general and but as a city we got a lot a lot of moving to do and and moving that first five percent is probably going to be the hardest five percent to the hardest shift that we’ll make in this I’m a cyclist I don’t own a car we rent a car on the rare occasion that we need one but there are many people in our city businesses and and individuals that require personal vehicles on occasion we have not done well to give people other options to move around the city in in effectively a carbon-free way that unfortunately we will probably need to have single occupancy vehicles on our roads for at least the foreseeable future now that doesn’t mean that we can’t shift away from that and should be doing everything we can to encourage walking riding bicycles taking public transit and all of those things first but like like the three hours of recycling that there are the same rules apply here that we need to do what we can to get people out of their cars and onto public transit riding bikes and doing all those things but where where we can’t we need to look at fuel shifting that is well recognized as a logical course of action in us to achieving our zero emissions we started doing this many years ago when this discussion was first brought about I was on the committee that first approved the pilot and since then there has been very little action it has not been the city of Toronto’s fault it has not largely not been Toronto hydros fault there was provincial regulations that prohibited the the moving forward of a file like this or the of this of this pilot project fortunately that has changed and we are able now to move forward with this pilot project project wet which like it’s clear that not every individual is going to be able to install one of these at their home they might not have the luxury of either a owning the property be having a landlord that’s reasonable enough to install it for them or or see having the facilities at the where they live to accommodate that whether or not it’s a tall building or not it just may not be in the configuration of of that living of that home that allows for that so it it’s not necessarily that that’s going to drive Eevee’s into the future so this is going to be an enormous ly important pilot project and I’m glad to hear that it’s moving forward this year and so I don’t mind putting this forward on the advice of of the Toronto I miss I miss Furyk fun too saying do make sure it’s done this year and then look to how you can improve it once you get some of that early early data in place I will say though that I think it would have been useful to expand the overall focus of the the electric vehicle strategy to be beyond single occupancy vehicles and and and go beyond that maybe buses TTC much time Ivan speaking how long you don’t think so no I’ll just say that was rabbi there are other there are other forms of electrification of moving people around that I think are equally and important and we could be making those investments in because getting people out of their cars may be easier if they were moving into a lighter electric vehicle rather than straight on to the bicycle which isn’t for everyone okay all right thank you very much councillor leaving any other speakers on the item yes counselor call yeah again I want to thank staff for a very detailed and very very comprehensive report covering so many areas that’s not an easy thing to do so all your work is really appreciated considering what you’re tasked with I I just think in many ways we are behind the curve big time I mean if you look at the demand there is for electric vehicles I mean when you see Mustang coming out with an electric vehicle that’s already sold out even before one has been put on the road when you see you cannot buy electric vehicle in Toronto right now you had there’s a waiting list for up to a year two years to get an electric vehicle the public has finally turned the corner and I guess it’s because of the breakthrough work of Tesla and they have now have massive plant in Shanghai so and there and they were able to get you know electric vehicles that have a lot of horsepower I mean so as much as we worry about speed the fact is the the electric vehicles are becoming very attractive so there’s going to be a huge demand for charging stations and there isn’t any infrastructure here so I don’t think where we’re at right now in the city and it’s not the city’s fault given that we don’t have any provincial support in this initiative like they do go back we are gonna have to I could see us back here in a year when people are able to buy electric vehicles they’re gonna say where do we charge we can’t charge at home we’re renters we can’t charge at work so there’s going to be huge pent-up demand for us to build the charging infrastructure which is basically non-existent it is really marginal at best and I and in the second part of it I just I do think that we’re going to have to get our public transit infrastructure electrified I mean luckily we have the streetcars or electrified our Subway’s are electrified but I think the big gap here is one of the real problems with our downtown core and our congested core Main streets is that we have dirty diesel buses which is 18th century technology running in the streets of Toronto so we’re pertaining to be a modern clean City yeah we’ve got diesel carbon being spewed out of these buses 24 hours a day what’s that who’s responsible for that we are all our joint responsibility certainly I wasn’t because I was a big supporter of the trolley buses and I tried to keep the trolley buses in as part of our fleet but we were overruled and told we were old-fashioned that trolley buses were not the thing to do but anyways the main thing is that there’s going to be a huge demand and I think that we’re going to have to really somehow find a ways and means to step up our investment in all forms of electric mobility and I think bring it all on scooters bicycles you know drones whatever we need I would say go for it because we cannot if there is a kind of emergency that we’ve declared you voted for a climate emergency declaration what are you doing about it so I’m saying let’s do something and let’s really step up our game and Electrify everything thank Thank You counselor Cole Wow any other speakers on the United No okay we have councillor Layton’s motion and put it on the screen please all those a favor pose that is carried and the item is amended all those in favor posed that is character charging station at the end of my drive thank you very much that concludes our business for today thank you very much everybody just leave a few counters thank you very much clerk staff city staff and once again a happy new year successful new year and we’ll see you soon you you you you

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