CONFIRMATION OF MINUTES /
Ratification du procÈs-verbal

Minutes 27 of the Transportation and Transit Committee meeting of June 17, 2002 were confirmed.

TRANSPORTATION, UTILITIES AND PUBLIC WORKS

TRANSPORTS, SERVICES ET TRAVAUX PUBLICS

INFRASTRUCTURE SERVICES

SERVICES ET TRAVAUX PUBLICS

1. KING EDWARD AVENUE RENEWAL - PUBLIC HEARING

Renouvellement de l'avenue King Edward – AUDIENCE PUBLIQUE

ACS2002-TUP-INF-0016

The consultant Ron Jack from Delcan, provided an overview of the report before committee.

Councillor McNeely questioned how much of the $18M for this entire project is proposed to be spent on the north section of King Edward Avenue and was advised it could be in the order of $5-6M. The councillor wondered that if the renewal goes through as one Environmental Assessment (EA), would it go to tender as one project. Barry Townsend, Project Manager indicated there would be three or four contracts because there is an opportunity to separate some of the underground work from the surface work. The project also has to be coordinated with some of the other projects in the core area.

The councillor believed that what is proposed for the north portion is a good solution, but he did not like to see it all going as the same EA. When he questioned how each part of the project would be prioritized, the Director of Infrastructure, Richard Hewitt, advised that this renewal is a stand-alone project because there is direction from the Ontario Municipal Board that the road be a top priority. With regards to the north section, he pointed out that the realignment of the ramps from the MacDonald-Cartier Bridge will free up a substantial portion of land at an estimated market value of $6-8M, so in a sense, the realignment is offset by an opportunity for the city depending on what it decides to do with that land. The councillor expressed some reservation about that and while he recognized the main part of King Edward Avenue is needed, he preferred to separate the north part from this project. Also, when there are priorities, he suggested that the city not approve the whole project as one, simply because there is an EA approved for the whole project.

Councillor McNeely further questioned how the new curves on the northern section would reduce speeds on King Edward and was advised that the current radii on the plan is 100 metres (currently it is an 80 metre radii which is substandard). At the design phase, those radii will be examined and it is likely that an 80 metre radii would be recommended. It is believed that by changing the environment in the north end, it will provide a better transition zone between the freeway environment to more of a parkway environment and it is hoped this will help reduce speeds through that corridor. However, the consultant remarked it is not just the speed that is an issue, but also the proximity of the road to adjacent residents and the impact on cyclists and pedestrians. The councillor asked that staff confirm the value of the property before this item rises to Council.

Councillor Legendre was troubled by the fact that the less people-friendly part of this is where a lot of the poor people live and he recognized that more concession is given to automobile movements at King Edward starting at St. Patrick. His preference would be to provide wide edges (boulevards) throughout the entire project. Mr. Jack advised that the treatment at Murray and St. Patrick was the same in every alternative and was driven by the southbound double left-turn lanes from the bridge for motorists travelling to the Vanier Parkway or to Beechwood Avenue. He explained that if there are double left-turn lanes on the opposite side of the median, the median has to be of equivalent width.

While he recognized that burying overhead wires was an expensive proposal being considered ($3.5M), Councillor Legendre noted this has not been an option offered for other roadway projects and suggested that the same standard be applied. Mr. Townsend explained that it was recommended based on a policy adopted by the former City of Ottawa; the policy gave priority to heritage/conservation districts, theme streets, gateways, et cetera.

Councillor Legendre made reference to the realignment of the northern section and inquired why both sections could not be moved further north, thereby freeing up even more land adjacent to Boteler. Mr. Jack explained that the curvature of the northerly-most ramp is an 80-metre radius, which makes it impossible to tuck the other alignment into it because that would result in an even greater curve (60 m), which is substandard. Also, when the proper design criteria are applied and the southbound ramp is shifted, it has to go down and under an existing structure and there are clearance requirements to be considered.

When asked to clarify how speeds will be reduced in this new design, Mr. Jack explained that the proposed curves would allow for a 50 km/h design speed. And, by visually changing the corridor by putting the two lanes of traffic together and making it more of a ‘parkway’ with heavy landscaping, significant gateway elements et cetera, it can change how motorists drive and it is hoped slower speeds can be achieved. Councillor Arnold found it curious that throughout the study the consultant was unable to quantify what the existing speeds are on the various points of the street and then project what the expected speeds will be with the improvements. Mr. Jack explained they do not know how much the speed will be reduced, if at all, with the proposed design.

Following on this line of questioning, Councillor Doucet believed that if the priority is to reduce speeds to improve the safety and lives of the people living on and using that street, then the curve should be such that it forces motorists to slow down. Mr. Jack emphasized that the priority is safety for all users and given the large volume of traffic, including trucks, the road must be designed to be as safe as possible during all driving conditions. He agreed that the curve should be taken down as low as possible to reduce speeds, but at the same time meeting all safety requirements.

Councillor Doucet asked how the environment will be improved for pedestrians and was advised by Mr. Jack that throughout the whole corridor the sidewalks will be widened (2 metres) and in some areas are further away from the road edge; in the northern section there is significant improvement in the connectivity of the pedestrian systems and crossing distances will be shorted thereby reducing the pedestrian’s exposure to traffic.

The committee received the following public delegations:

George Wilson, resident, was concerned about noise and the traffic in the area, especially at the intersection of King Edward and Rideau, which he believed to be the most dangerous in the city. He referred to his comment sheet which was previously distributed and which speaks to the hazards of crossing that intersection daily. In his view, this is not a renewal but a re-dedication of the corridor to the automobile and has nothing to do significantly with the quality of life for people in and around King Edward Avenue. As mentioned in the newspaper article circulated with his comments, he noted that many residents were disappointed with this proposal because they do not feel it will improve the quality of life and some may even move from the community because it is no longer liveable. While he recognized the efforts the city has made to improve the quality of air inside buildings (no smoking by-law), he believed it is just as important and timely to improve the quality of air outside. Therefore, he suggested the city implement an air-monitoring program on King Edward Avenue and urged committee to put the Official Plan into action on this street as well as Rideau and Elgin and help residents reclaim the city core.

Anne Ernesaks, resident supported the measures being recommended, up to the north section. She believed strongly in incremental changes and saw this as a positive move for enhancing the pedestrian and residential environment along King Edward. As a resident of the community and as a professional planner, she indicated there is a very significant loose-end in the EA study which relates to the remnant parcel of land created as a result of the relocation of the ramps. Ms. Ernesaks noted that the realignment would allow for the consolidation of a large portion of land on the north side of Boteler, which can be used for urban development or for open space. However, the problem is that the EA does not go beyond making a statement that there may be an opportunity for the city to generate revenues to offset the cost of the project. She believed there would be a traffic impact on the community as a result of the development at that site and Boteler is a one-way (eastbound) from Dalhousie and the only way of leaving that area is to go to King Edward, Cumberland or Bolton. Ms. Ernesaks went on to state that currently, the community is trading off the noise and the inconvenience and the environmental impact of the current ramp system, for traffic on their own local streets because there are no mitigation measures contemplated or identified in terms of what road improvements could be made at Dalhousie at the ramp. Such mitigation measures could include making Cumberland a two-way section in that location or by limiting turns at King Edward to eastbound right-turn only.

Ms. Ernesaks stated that currently, the zoning on that site is Secondary Employment, which will allow for a broad range of uses. She went on to state that public transit is non-existent here and there is no alternative except to access that site from Dalhousie, onto Boteler and then leave through the community or exit onto King Edward. She believed this should be examined as part of the EA as it relates to the project work contemplated for the north section. Further, it may be appropriate to separate this portion from the EA study, thereby allowing a land use study and a proper EA of the potential development of those lands and identification of mitigation measures to address them separately from the other action that can be done on King Edward.

In closing, Ms. Ernesaks recommended that the EA study not be filed until a proper, thorough and complete analysis of the project work of the north section is completed lands and what can be reasonable mitigation measures, as mentioned previously. She believed this was particularly important because the City will be the owner of the land, and it may try to go with best use in terms of generating revenue. However, that compromises the position of a future Council in terms of trying to mitigate the community’s concerns of traffic after the land is sold.

Councillor Cullen presumed that the development potential of the land in question would be the subject of a subsequent study and, that in developing this parcel, there is an opportunity for the city to offset the cost of this project with possible development. Ms. Leclair explained that when committee and Council approve this project, it will be stand-alone in terms of the authority; if there is revenue or opportunity costs that come from declaring surplus lands, those would be identified, but would be the subject of a separate process.

While he understood this process, the councillor recognized that somewhere along the line there has to be some analysis of possible land use, involving public consultation on the possible future development of those lands. The General Manager of Development Services, Ned Lathrop, indicated that if the city ends up by having lands that are available for disposal that are in a transportation scenario now, but which could be considered to be a developable piece of land, then a process would be embarked upon of evaluating what the development potential is and, through RPAM, bring forward various conceptualizations of what that potential is. He confirmed that should committee and Council declare the land to be surplus, before staff would begin the process of selling it, it would look at the zoning and the disposal cost and this would be done through a public process.

Councillor Cullen believed the city would be in a conflict of interest position because given it would be looking for offsetting savings. What the delegation has brought to the committee’s attention, he stated, is that should the City develop that property, it will have planning implications for Lower Town. In moving forward with this, the councillor believed the planning aspect of this project, if the city is looking at development potential, should be examined with regards to how it fits into that residential community. Mr. Lathrop clarified that staff do not have to know now what the end use of that property will be; approval of this project will create surplus lands and staff would enter into a process of identifying land uses and bring it forward to the appropriate committee and present them with the options for the development of those lands. The preferred option would then go out to the community for consultation.

With respect to the concern expressed about the function of Dalhousie, Mr. Jack indicated that staff did examine this intersection and recognized there is a large volume of traffic that use it and some of it carries on southbound on Dalhousie and quite a lot turns onto Boteler to go over to Sussex. He indicated there is an opportunity to improve the intersection and that ramp, but since it is outside of the King Edward Avenue corridor, it is a question of where does the study stop looking at intersections one block away from that corridor.

Randy Dowell, on behalf of the owner of 84 King Edward Avenue expressed concerns about the planting of trees on that corner which will limit any construction the building owner wants to do at the side of his building. Also, trees will block off access to the building where people move in through and they do not want that to happen.

Mr. Townsend advised that any trees planted would be on city property and when staff goes through the detailed design they would meet with the building owner. Mr. Lathrop added that during road realignments such as this, the development potential of the land adjacent to the existing infrastructure is part and parcel of what the City looks at first when it is looking at a disposal property. He indicated that the principle behind maximizing the infrastructure and the urban design issues around the street are very important and would have to be addressed as part of the surplus policy. Mr. Dowell was satisfied with these responses.

Mr. & Mrs. Lauziere, residents indicated that they bought their property on King Edward Avenue between Bolton and Boteler about 18 months ago, with the expectation they did not have to merge into King Edward traffic. They use Bolton during rush hour and it is not a problem. However, the proposal to redirect the Sussex lane makes people worry that there will be more traffic going into the market and more traffic on residential streets. For those living on that block, Bolton is the only street out during rush hour, otherwise they are forced to merge into the traffic travelling down King Edward, which is difficult to do at the best of times. She suggested that rather than construct a bulb-out on Bolton and restricting access to right-out only, that signage be used instead to deter right turns from King Edward. If, after the signage has been erected, it turns out there is a lot of traffic filtering through the street, then the bulb-out can be installed

David Jeanes, Transport 2000 noted that during his presentation, the consultant stated that King Edward Avenue provides the most direct connection between the freeway networks of Ontario and Quebec. However, Mr. Jeanes believed it is not used most effectively to connect the transitway networks of the two provinces and, because STO buses have to use King Edward as a time point, the buses are part of the traffic problem. He believed it was time to address this, by providing better integration between OC Transpo and the STO, particularly in this area. He suggested that rather than the STO storing their buses on King Edward, implement a new bus loop to connect Gatineau with Ottawa with a bus-metro type of system. This would result in the continual movement of the STO and there may even be a possibility of extending the service right down that corridor, linking up with the transitway at Lees and Hurdman Stations.

With respect to the property that would be freed up in the north section, Mr. Jeanes noted it is a large parcel that could be used for embassy property.

Jon Legg, on behalf of Action Sandy Hill explained that Action Sandy Hill (ASH) has a common interest in King Edward Avenue and sympathize with those living in Lower Town that have been split by the King Edward through-way. And, while this study does go some way to improving the lives of cyclists and pedestrians, he indicated it does not really help the community of Lower Town as much as a bridge to the east of Ottawa would help, which would allow most trucks and a lot of other vehicles to bypass the city completely.

Mr. Legg remarked that the common element to all drivers and residents is the air they breathe. Statistics from the Ontario Medical Association show that most of Ottawa’s pollution is from cars and trucks and for 2002, the health costs associated with main arterials such as King Edward and the Queensway are $218M and 32 premature deaths. In addition, there will be 147,000 asthma symptom days this year. Therefore, the first lesson he would draw from the King Edward EA is that any major artery that allows cars and trucks to spew their pollution into the air represents a significant cost to all residents of Ottawa.

Mr. Legg went on to state that this project is being considered under the same environmental assessment as the Alta Vista Corridor. He made note of the fact that if one group can have a large influence over the selection and weighting of the evaluation criteria, one will also have a large influence over which alternative will be chosen to recommend to committee. He wanted to caution committee that the PAC, TAC and the consultant for the Alta Vista Corridor EA each had one third of the influence in selecting the weighting of each criteria and therefore, the result of that particular process is that a combination of city employees and a paid consultant are choosing solutions.

Michel Vallée, Chair, King Edward Avenue Community Task Force referred to his letter dated 17 July 2002 and made the following comments:

- the Task Force supports the recommendation with respect to the streetscape design, in particular as it relates to the central south/centre north section; they agree the problems raised about the northerly section is an issue;

- a large number of residents support the recommended alignment, but an equally large number want to have a reduction of volume and traffic and to move the trucks off the street; they recognize that nothing will happen in this regard unless this first step in the process is implemented and then look at other measures and strategies that include the reduction of volumes and trucks;

- the Task Force originally recommended a reduction of lanes and he noted this can be accomplished by incorporating other options; while there are often predictions of major traffic chaos in such circumstances, a study from the University College of London found that prolonged, long-term gridlock is simply not reported (although there could be short-term disruption and some increasing problem on particular local roads);

- the Task Force believes the expansion of light rail capacity in the short-term to Gatineau would be a good step to reduce volumes, as would be the reduction of downtown parking fees for multiple-passenger vehicles;

- the issue of large trucks (16-18 wheelers) should also be considered and the city needs to accelerate negotiations with Gatineau with respect to the building of a new bridge further east.

In closing, Mr. Vallée stated that the City has an opportunity to correct an injustice on residents of Lower Town and he urged committee to support the recommendations, but to also do something to reduce the volume of truck traffic by looking at more creative options for transportation, as previously mentioned.

Charles Matthews, Disabled and Proud followed up on a comment made by a previous delegation about air quality issues and indicated that many disabled people have breathing problems, so when it comes to the pollution in this area, it is very important. Another issue of concern is the intervention of the STO buses and trucks that pass by Rideau and King Edward. He referred to the amount and the way the drivers conduct themselves, i.e., going through red lights, turning when pedestrians have the right-of-way, et cetera. He indicated that this study did not examine many of these items and they believe it should be.

With respect to accessibility to the sidewalks, he noted that the report states the sidewalks will be 2 metres wide ‘wherever possible’ but he wanted to ensure that a person can get from one point to another safely so the sidewalks should be unencumbered. He also suggested more has to be done, such as enforcement, at King Edward and Rideau because this is a very dangerous intersection for pedestrians.

In response to his concern about sidewalks, the consultant confirmed they would be 2 metres wide wherever possible and will be as unencumbered as possible.

Marc Aubin, resident believed that the key to the revitalization of Lower Town is King Edward Avenue. In this regard, he suggested the road be narrowed from six to four lanes, that the median be removed and in the north end between King Edward and the bridge, there should be a ‘T’ intersection rather than the off ramps. He recognized that staff and the consultants are held back because there are certain standards they have to follow, but he opined that those certain standards are not always going to fit the problem perfectly. He saw this as an opportunity to build King Edward as a classic ‘grand boulevard’ and suggested there are two options available to committee: To vote in favour of the recommended design (this simply reaffirms what was done in 1965); or, vote to reduce the road from six to four lanes. With respect to the latter, mitigation measures should be examined because there will be traffic issues associated with that lane reduction.

Jantine Van Kregten, Executive Director, Byward Market BIA indicated the preferred alternative would be to remove the trucks through the construction of another bridge, but the proposal before committee recognizes the constraints of reality while being open to change when that change comes. The BIA did have some concerns, which have since been addressed, about the stacking of STO buses and the air quality and noise from those idling vehicles (in addition to the danger they pose to motorists, pedestrians and cyclists because of poor sight lines). She suggested one option would be to use the space for tour bus parking in the south central area, noting this would be better because they would not be idling. She urged committee to support the recommendations of staff.

David Gladstone, Chair, City Centre Coalition made note of the fact that staff indicate the objective of the study was an infrastructure renewal project, which assumed the existing level of car and truck traffic. This was a surprise to many participants in the process, because they understood it was an overall renewal to make King Edward Avenue a more community-friendly street. As a member of the PAC, he had suggested the need to carry out a transportation demand management (TDM) study to address how to improve transit in the area to reduce motor vehicle traffic. Another option is to have more goods movement by rail. However, he was advised that TDM was outside the terms of reference of the study. He recommended that a TDM study be conducted in the near future that involves the STO, OC Transpo and CP Rail. He also urged committee members to determine if King Edward is going to have four or six lanes.

Gabriel Warren, President, CCC #197 indicated the condominium has been on the lane at Bruyere and King Edward since 1992 and until now, the whole process had less credibility and they were feeling frustrated that nothing would happen. He urged committee and Council to move forward quickly in the process of establishing a new river crossing. He did not want to start this process all over again because it will only serve to delay it by many years. He applauded the efforts of staff and the consultants in this most recent process.

In considering the report, Councillor Legendre referred to the pathway along the river and was concerned it would move with the road when the latter is realigned. Staff assured the councillor the pathway belongs to the NCC and should therefore stay where it is when the road is realigned.

If committee and Council approve this project, Councillor Cullen asked whether it would be reflected in the five-year forecast in the 2003 budget. Staff confirmed this, noting they will provide the best estimates for the anticipated renewal as part of the 2003 budget document.

Councillor Arnold inquired about the problem of speeding throughout this corridor and staff advised they are looking at this issue, but noting there is no one answer that solves all the problems associated with speeding. Mr. Hewitt explained that from a safety point of view, staff cannot knowingly design a road to be substandard, but they would examine a whole range of options to try and reduce speeds overall. He indicated the 85^th percentile of motorists is driving at 70 km/h with zero compliance of the posted speed (50 km/h). It is hoped that with the modifications to the road, they can attain an 85^th percentile of 55 km/h.

When questioned whether the city has a program to test air quality, Mr. Lathrop indicated that the Environmental Policy Unit does have the responsibility for developing environmental policies around air quality. Further, the Official Plan emphasizes a reduction of car traffic and encourages other transportation issues and this will have an impact on reducing air pollution. Councillor Arnold asked him to get back to her with respect to how staff would evaluate the details around that and that this be provided by the time the item rises to Council. She also wanted to see a ‘before and after’ experiment regarding air quality for this particular project.

With respect to the anticipation of reducing King Edward Avenue from six to four lanes in the future, Councillor Arnold suggested there be target mechanisms in place such as the completion of the Rapid Transit Expansion Study, that would provide the opportunity to evaluate the option of a four lane roadway. Mr. Lathrop explained that the Official Plan is a combination of a lot of issues that will examine transit systems as they are being imposed on downtown streets and the impact on those streets. Those are big cultural change issues that would have to be evaluated and clearly the TMP and the OP will be looking at those issues.

Councillor Doucet noted that outside of peak hours King Edward Avenue is underutilized and he suggested that a circulating system for public transit might make it possible to have four lanes instead of six on King Edward Avenue. He proposed the following:

That the Transportation and Transit Committee recommend Council approve that an STO-OC Transpo circulating loop be provided between Gatineau and Ottawa using the MacDonald-Cartier and Portage Bridges.

On a point of order, it was suggested the Motion is beyond what the committee is considering today and therefore should be considered as a Notice of Motion. The Chair ruled as such and the councillor acknowledged that committee at the next meeting would consider the Motion.

The following Motions were then presented:

Moved by C. Doucet

Whereas the purpose of rebuilding King Edward Avenue is to improve the quality of life in Ottawa by reducing the noxious effects of truck and automobile traffic and that this cannot be achieved without reducing the asphalt and volumes of traffic on this roadway;

Whereas as long as it is convenient to move 60,000 cars and trucks through the downtown of Ottawa, the impetus for alternatives to truck traffic such as CN-CP intercity transport of containers will be diminished;

Be it resolved that the King Edward Avenue redesign be retained but with 4 through lanes.

Moved by E. Arnold

That the four lane option for King Edward be reviewed for the feasibility of implementation when the:

a) Transportation Master Plan

b) The Rapid Transit Expansion Study

c) The East End Interprovincial Bridge Study

are brought forward to Transportation and Transit Committee.

Moved by J. Legendre

That the design alternative, at the north end, which preserves the current northbound connection while incorporating the desirable feature of shifting the southbound ramp connection to be adjacent to its northbound companion, with a resulting saving of several millions of dollars be accepted.

While staff agreed the direction of the last Motion was technically feasible to do, they were concerned about the loss of flexibility to address some of the issues being discussed today. And, without the ability to analyze through final design, this proposal would also limit freeing up the property in that area. Further, having to relocate the southbound ramp would mean it must be built over an existing structure and there is an economy of scale that must be considered. It was suggested the committee would need to see what such a proposal looks like and the advantages and disadvantages of such a structure, before making a decision.

Councillor Legendre explained that his Motion will retain that land and suggested there is already a bridge structure in place so there is no need to rebuild another. He reiterated that moving the southbound lane further north and tucking it into its counterpart would leave more green space adjacent to Boteler and would save millions of dollars. Also, moving the road would result in a curvature that would require motorists to travel at a slower speed.

Speaking to his Motion, Councillor Doucet believed a lane reduction would be a big improvement over what currently exists and by doing so, the city would be assuming a leadership role in listening to the community. He acknowledged the mistakes made in the past that have destroyed communities that work and created communities that do not work. He believed it was time to tell the senior level of government that the city is serious about taking trucks off the highways and maintained that until the municipality takes a stand in this regard, there is no impetus for the federal government to do differently.

Councillor Arnold emphasized the need for more liveable spaces with more trees and green space and placing a higher priority on pedestrians and cyclists and trying to improve public transit usage. She further agreed there was a need to get the truck traffic out of the downtown. In the city’s efforts to achieve those goals and to promote that vision, it must ensure that it does not create chaos and she believed that was the balance that was needed and which is presented in her Motion.

Councillor Harder believed the successful changes to King Edward Avenue will not happen overnight, but suggested they will happen if the committee uses the guidelines set out in Councillor Arnold’s Motion. She could not support the Motion proposed by Councillor Legendre, however, because she did not want the consultant and staff not to have to reconsider options already evaluated.

Councillor McNeely was also concerned about Councillor Legendre’s Motion because he felt this project can be done in sections and when the north section proceeds, then would be a good time to step back in the EA process; he did not want to upset the progress made by the consultant and the community up to now.

In response to a question posed by Councillor Cullen, the consultant advised that in order for a four-laned King Edward Avenue to work, between 1000 and 1500 vehicles per hour would have to be removed on the section north of Murray and St. Patrick Streets. When asked what the timelines are anticipated for each of the studies referred to in Councillor Arnold’s Motion, staff advised they would be March 2003, December 2002 and several years from now, respectively. The councillor presumed therefore, that because the four-lane option is to be reviewed after these studies have been completed, the city would be unable to proceed with the reconstruction of King Edward until that occurs. Councillor Arnold clarified that the feasibility of reducing it from six to four lanes would occur when each of those junctures. In view of this, it was suggested, and Councillor Arnold agreed, to add the words “each of” to her Motion.

Councillor Cullen asked whether the intent of the Motion, if approved, would see proceeding with the renewal for six lanes and that there would be a subsequent project that might result in a reduction to four lanes. Ms. Leclair confirmed that is the intent and after the completion of each of the studies referred to, staff would look at what the directions in that document would mean to the original preferred option for King Edward, et cetera. Councillor Cullen questioned that if it takes three years to do this, as the Interprovincial Bridge Study ends (3-4 years from now), King Edward might be completed and Council may want to consider reducing what has already been built. Ms. Leclair indicated that that possibility exists.

Councillor Doucet proposed the addition of the following amendment to Councillor Arnold’s Motion:

4. The implementation of CN-CP proposal to twin freight lines between Ottawa and Toronto to carry inter-city truck traffic.

Councillor Arnold accepted this amendment.

Councillor Doucet asked whether Councillor Legendre could reformulate his Motion so that when that section is examined, staff could take another look at that option. Staff indicated the various stages of the design for the recommended alternative would not come back to committee for final approval and therefore, the councillor would not have an opportunity later on to change anything. Mr. Jack indicated that since all the background work is complete, he would be able to provide some information to Councillor Legendre between now and when the next decision is made. The councillor asked that that information be provided to him before Council next week, if possible, including the cost of his proposal. He indicated he would withdraw his Motion today, but suggested he may raise it at Council if he determines it is still necessary to discuss.

Chair Meilleur appreciated the comments by committee members, but indicated that everything that was discussed today had been thoroughly examined at the open houses and public information sessions. While she supported the Motion being proposed by Councillor Arnold, she explained there are consequences when road lanes are reduced.

Moved by C. Doucet

Be it resolved that the King Edward Avenue redesign be retained but with 4 through lanes.

LOST

YEAS (1) C. Doucet

NAYS (6) J. Harder, A. Cullen, J. Legendre, E. Arnold, P. McNeely,

M. Meilleur

Moved by E. Arnold

That the four lane option for King Edward Avenue be reviewed for the feasibility of implementation when each of the:

a. Transportation Master Plan

b. The Rapid Transit Expansion Study

c. The East End Interprovincial Bridge Study

d. The implementation of CN-CP proposal to twin freight lines between Ottawa and Toronto to carry inter-city truck traffic.

are brought forward to Transportation and Transit Committee.

CARRIED

Having held a public hearing, that the Transportation and Transit Committee recommend Council approve:

1. The renewal of King Edward Avenue as per the Recommended Design and Streetscape Demonstration Plan described herein.

2. The filing of the Environmental Study Report (ESR) in accordance with the Environmental Assessment Act for the renewal of King Edward Avenue.

CARRIED as amended

2. PRELIMINARY DESIGN FOR BANK STREET FROM RIDEAU CANAL BRIDGE TO BILLINGS BRIDGE – PUBLIC HEARING

CONCEPTION PRÉLIMINAIRE DE LA RUE BANK, DU PONT DU CANAL RIDEAU À BILLINGS BRIDGE – AUDIENCE PUBLIQUE

ACS2002-TUP-INF-0010

The committee received the following submissions:

a. Old Ottawa South Community Association letter dated 21 June 2002

b. S. McInnes e-mail comments dated 15 July 2002

In addition, a petition from merchants on Bank Street was received and is held on file with the City Clerk.

Following a brief staff overview of the item, the following delegations were received:

Michael Jenkin, President, Ottawa South Community Association indicated that Bank Street is becoming a major north/south artery and to maintain the safety of the street the changes being proposed are essential. In light of increased level of traffic and pedestrian and cycling activity, it is important to do the changes to provide a safe and attractive environment to users of the street. He indicated that currently this section of Bank is not being used commercially to the extent that it could be. The designs for the intersection are essential because of the amount of children using them. The use of bike racks and lighting are very important safety features and provide strong visual elements that help to slow down traffic. He strongly supported the report.

Simon McInnes, resident referred to the illegal traffic on Cameron Avenue using the contra-flow bicycle lane. Essentially, motorists proceed illegally westbound on Cameron using this lane and while the Bank Street reconstruction only deals partially with this issue, he indicated the matter needs to be monitored using traffic counters and police further west on Cameron Avenue. He asked committee to take note that the answer is not simply to build bulb-outs at Bank and Cameron because motorists are making the illegal movements from other roads onto Cameron such as Harvard, Wendover and Rideau River Lane.

By way of explanation, Mr. McInnes indicated that the bicycle lane used to be for travel in one direction only (eastbound) but since it was changed to a contra-flow lane to allow for cyclists to travel in both directions, some motorists (including residents) feel they can do the same. He understood that what was being recommended would improve the situation but he still wanted the city to determine how many people are making this illegal movement. While he recognized this particular concern was not relative to the project, he did stress that it is a problem that needs to be addressed.

Rob Orchin, Manager of Mobility and Area Traffic Management advised that staff are aware of this issue and are doing what they can to improve the situation as much as possible. He indicated there are certain options available, but recognized that it is a compromise between finding the safest solution and providing a solution to cyclists. He agreed to take note of these concerns and report back to committee if necessary.

Brad Cairns, Old Ottawa South Business Association indicated the support for this proposal by the Association, noting they have worked closely with planners and the community. He indicated that their main concern is the disruption to businesses during construction and requested that the plan is accelerated as stated in the report (2003) and completed in one season. In addition, they would like to have input into the schedule of the plans as they proceed.

Councillor Doucet proposed a Motion that would set aside $8000 from this project for the implementation of plaques in the sidewalk to commemorate Canadian folk singers. When questioned whether there was another budget these funds could come from for this community initiative, the General Manager advised that the project cost is developed based on streetscaping, engineering and design and she indicated the streetscaping portion could be used to cover this cost.

Moved by C. Doucet

Whereas Bank Street South is the home of the Ottawa Folklore Centre and the community has proposed a Canadian Folk Music Walk of Fame, the first of its kind in Canada;

Be it resolved that in the Bank Street reconstruction, $8000 be set aside for a partnership with local merchants for the fabrication of plaques to be set in the sidewalk to honour Canadian folk singers.

CARRIED

Having held a public hearing, that the Transportation and Transit Committee and Council receive the design of the underground and roadway modifications of Bank Street from Rideau Canal Bridge to Billings Bridge, including all the streetscaping elements, and authorize staff to acquire the property necessary to accommodate the proposed roadway modifications.

CARRIED as amended

TRAFFIC AND PARKING OPERATIONS

DIRECTION DE LA CIRCULATION ET DU STATIONNEMENT

3. Baseline Road and cordova street – INTERSECTION MODIFICATION – PUBLIC HEARING

LA RUE BASELINE ET LA RUE CORDOVA –MODIFICATION À L’INTERSECTION – AUDIENCE PUBLIQUE

ACS2002-TUP-TRF-0024

On behalf of a resident, Peter Runia, who was unable to stay for the duration of the meeting, Councillor Harder submitted the following concerns:

1. Most critical from the resident’s perspective is to keep the bus bay where it currently exists because the community says it works well.

2. The traffic light has created more traffic on Cordova therefore, a sidewalk should be completed on the east side of that street for two blocks south of Baseline Road.

Having held a public hearing, that the Transportation and Transit Committee recommend Council approve the proposed intersection modification at Baseline Road and Cordova Street as shown in Annex 3 (Drawing 4013-01PRES2).

CARRIED

4. widening of west hunt club road from merivale road to 150 m east of laser street/ antares drive for on-street cycling lanes

Modifications at the intersection of Hunt Club Road and Riverside Drive/River Road and the intersection of west Hunt Club Road and Prince of Wales Drive. – PUblic hearing

ÉLARGISSEMENT DU CHEMIN HUNT CLUB OUEST, DU CHEMIN MERIVALE À 150 M À L’EST DE LA RUE LASER/PROMENADE ANTARES POUR L’AMÉNAGEMENT DE BANDES CYCLABLES SUR VOIRIE.

MODIFICATIONS À L’INTERSECTION DU CHEMIN HUNT CLUB ET DE LA PROMENADE RIVERSIDE/CHEMIN RIVER ET À L’INTERSECTION DU CHEMIN HUNT CLUB OUEST ET DE LA PROMENADE PRINCE OF WALES – AUDIENCE PUBLIQUE

ACS2002-TUP-TRF-0026

Councillor Cullen noted there was no comment from the Cycling Advisory Committee (CAC) included in the report. Mr. Orchin advised that this project has been reflected on a ‘cycling projects update’ list which is submitted to the CAC each month and they are aware of this project. Ms. Leclair indicated that in the future, the Department would ensure the consultation section of the report would include a comment from the CAC.

Having held a public hearing, that the Transportation and Transit Committee recommend Council approve:

1. the widening of the eastbound and westbound lanes of West Hunt Club Road from Merivale Road to a point 150 m east of Laser Street/Antares Drive for the provision of on-street cycling lanes as shown in Annexes 2A to 2F (Drawings HCB-001, HCB-002, HCB-003, HCB-004, HCB-005, HCB-006);

2. the proposed intersection modifications of West Hunt Club Road and Prince of Wales Drive as shown in Annex 4A (Drawing HCI-006);

3. the proposed roadway modifications on the Michael J.E. Sheflin Bridge (Sheflin Bridge), as shown on Annex 4B (Drawing HCI-007); and,

4. the proposed intersection modifications of Hunt Club Road and Riverside Drive/River Road as shown in Annex 4C (Drawing HCI-008).

CARRIED

5. MAIN STREET TRANSPORTATION STUDY - IMPLEMENTATION OF MEASURES ON GREENFIELD AVENUE – PUBLIC HEARING

ÉTUDE DU TRANSPORT DANS LA RUE MAIN – MISE EN OEUVRE DE MESURES VISANT L’AVENUE GREENFIELD – AUDIENCE PUBLIQUE

ACS2002-TUP-TRF-0017

The Committee received a letter of objection from Mr. R. Allen. A copy of his letter is held on file.

Having held a public hearing, that the Transportation and Transit Committee recommend Council approve:

1. Intersection narrowings on Greenfield Avenue at Montcalm Street;

2. The construction of a new concrete sidewalk on the east side of Greenfield Avenue between Concord Street and Montcalm Street;

3. Intersection and roadway narrowings on Greenfield Avenue at Concord Street, in the northeast, southeast and southwest quadrants;

4. The construction of a centre median and associated lane width reduction at the north leg of Greenfield Avenue and Concord Street intersection;

5. Removal of the channelized right turn and concrete island at the southeast corner of Greenfield Avenue and the Highway 417 (Queensway) westbound on-ramp; and,

6. The construction of a new concrete sidewalk on the east and south sides of Greenfield Avenue between the Highway 417 (Queensway) westbound on-ramp and King Edward Avenue, and the relocation of the existing centre median to allow for the new sidewalk.

CARRIED

DEVELOPMENT SERVICES

SERVICES D’AMÉNAGEMENT

PLANNING AND INFRASTRUCTURE APPROVALS BRANCH
DIRECTION DE L’APPROBATION DES DEMANDES D’URBANISME

ET D’INFRASTRUCTURE

6. INSTALLATION OF TRAFFIC CONTROL SIGNALS AND MODIFICATIONS TO THE INTERSECTION OF INNES ROAD AND PROVENCE AVENUE – PUBLIC HEARING / INSTALLATION DE FEUX DE SIGNALISATION ET MODIFICATIONS À L’INTERSECTION DU CHEMIN INNES ET DE L’AVENUE PROVENCE - AUDIENCE PUBLIQUE

ACS2002-DEV-APR-0139

Having held a public hearing, that the Transportation and Transit Committee recommend Council approve the installation of traffic control signals and modifications to the intersection of Innes Road and Provence Avenue, as described herein and subject to:

1. Claridge Homes, Urbandale Corporation and the City of Ottawa funding the total cost of the traffic control signal installation and intersection modifications in accordance with Council policy; and,

2. Executing a legal agreement with respect to the above.

CARRIED

7. MODIFICATIONS TO THE INTERSECTION OF TENTH LINE ROAD AND LAKEPOINTE DRIVE – PUBLIC HEARING

MODIFICATIONS À L’INTERSECTION DU CHEMIN TENTH LINE ET DE LA PROMENADE LAKEPOINTE - AUDIENCE PUBLIQUE

ACS2002-DEV-APR-0138

Having held a public hearing, that the Transportation and Transit Committee recommend Council approve the modifications to the intersection of Tenth Line Road and Lakepointe Drive, subject to the developer, Minto Corporation:

1. Funding the total cost of the intersection modifications; and,

2. Executing a legal agreement with respect to the above.

CARRIED

TRANSPORTATION, UTILITIES AND PUBLIC WORKS

TRANSPORTS, SERVICES ET TRAVAUX PUBLICS

SURFACE OPERATIONS

PLANIFICATION DES OPÉRATIONS

8. GRAFFITI MANAGEMENT PROGRAM

PROGRAMME DE GESTION DES GRAFFITIS

ACS2002-TUP-SOP-0003

The committee received written comments dated 17 July 2002 from Susan M. Ward.

Rosemarie Leclair, General Manager for Transportation, Utilities and Public Works indicated it was approximately a year ago that committee directed staff to look at graffiti following a Task Force report in 1999. Over the last several months staff has studied the Task Force report, reviewed current practices, and is now recommending a strategy. Alain Gonthier, Project Manager then presented the Graffiti Management Strategy to committee. A copy of his presentation is held on file.

Councillor Cullen supported the 4E approach and while he understood there is an issue of resource constraints, he indicated he would like to see this strategy go further. He referred to the hundreds of graffiti vandalism occurrences in his community and expressed concern that this report will not address this problem in the coming year. He strongly felt that the $50,000 recommended to establish a zero-tolerance zone in the downtown perpetuates the myth that graffiti is a ‘downtown’ problem, when it is in fact, a citywide problem. He proposed the following Motions:

That Recommendation 2 be amended to read as follows:

2. The implementation of a three (3) year graffiti management strategy that will apply to all property and infrastructure managed by the City either directly or indirectly; and that staff report to Committee on the status of the development of the three (3) year Graffiti Management Strategy by March 2003;

That a Recommendation 4 be added as follows:

4. And that staff provide for the 2003 budget options to improve maintenance cycles to remove graffiti from City signage, traffic control boxes, and City buildings;

and that Hydro Ottawa be directed to provide similar options to improve maintenance cycles to remove graffiti from Hydro Ottawa boxes, in co-operation with the City’s efforts.

In response to the councillor comments, Ms. Leclair reported that part of the plan is to use the balance of 2002 to start establishing a committee of stakeholders who will encompass the community representatives. This committee will look at determining the community priorities and will discuss establishing a standard response. There is a need for staff from various departments (RPAM, Surface Operations, OC Transpo, et cetera) to meet to discuss what they are doing, how to react, and how best to do it in a more cohesive way. It is planned that these discussions will take place over the balance of 2002 and then staff will look at a better response mechanism to deal with the entire city. The downtown core experience will give staff a feel for what zero-tolerance in a highly concentrated area will cost. Staff can then bring that information back and start setting standards.

She went on to state that in most cases, if graffiti is not offensive and if the public hasn’t complained, the City standard is two cleans per year, which, she agreed, is not sufficient. Although the figure for the budget for two cleans per year was unavailable, Ms. Leclair stated that it would cost approximately $150,000 per year if the City wants to implement cleaning traffic control signal boxes city-wide on an on-going and instantaneous response basis. She was offering committee the option to do a zero-tolerance pilot in a downtown area, suggesting another could be done in a more suburban area with the $50,000. She remarked that the City is in a ‘reactive’ mode or just doing general maintenance and staff do not yet have a grasp of the issue and what would be involved with respect to maintenance schedule, resources, et cetera. Council will see the continuation of the current policy this year and in 2003, it is hoped the Department will be in a better position to recommend improved service and response standards to deal with the broader issue.

Councillor Harder was not pleased with the initial choice of focus (downtown) for the pilot project because graffiti is a city-wide problem. She believed that in order to eliminate graffiti, all communities must become active, as they have in her ward, and they should be involved in the initial process. She further believed that the City can play a role in working with the developers on site plans by asking whether they can use a product that repels graffiti. Also, she asked that the partnerships to be created with the business community not be restricted to BIA’s since they do not exist in every ward; such partnerships should include representatives from south Nepean, Bells Corners, Merivale Road, for example.

With respect to her last comment, Ms. Leclair advised that staff would be working with councillors in identifying the appropriate make-up of stakeholders to ensure that no communities or interested parties are left out. However, she explained that until a graffiti management strategy is in place, it will be difficult to engage the business community, private-property owners and others.

Councillor Legendre found the recommendations to be very positive and was strongly in favour of creating mural projects and graffiti zones. Staff confirmed that graffiti proofing encompasses the use of material that is applied to a surface in order to wipe off graffiti.

Jantine Van Kregten, Executive Director, ByWard Market BIA indicated there are a number of initiatives currently underway in which the BIA has been involved. By way of example, she indicated that a local artist, Susan Ward, has painted some murals on the boarding next to the Clarendon Court construction site and has a proposal to work with four businesses on ByWard Market Street. This is being done in conjunction with the property owner, the four tenants and the City of Ottawa.

With respect to changing the by-laws, she was concerned that it does not seem right to punish a business (that has already been hit by graffiti) further, by imposing a property standards violation. She believed the by-law should be used as a last resort and that the City should work on the private/public partnerships that have been proposed. Ms. Van Kregten further suggested there may be a way to coordinate the cleaning of private businesses at the same time the City’s maintenance crews are going out to clean its’ infrastructure, suggesting this would save money. She suggested looking further at low-cost alternatives to clean up.

Staff confirmed that the Property Standards by-law would only be used as a last resort and where appropriate, as in the case of a vacant building and/or absentee landlord.

Gerry LePage, Executive Director, Bank Street BIA supported the initiatives.and sympathizes with the suburban councillors’ concerns as he believed graffiti permeates every geographic area. He focused on the formation of the coordination committee and felt that given financial constraints, it is imperative that there be a forum where people can discuss this issue openly. He indicated he has had some discussions with an outdoor advertising company from Toronto who are interested in looking at a mural programme, which would be almost completely artistic in nature, with no cost or maintenance to the City.

Mr. LePage also disagreed with the property standards by-law suggestion, as it would punish the victim; graffiti is a crime and he believed enforcement is the component missing from this proposal. He was of the opinion that those who have the greatest responsibility in this issue are the police and suggesting they were not doing enough to address the problem. He suggested the City focus on the coordination committee and work to create a better environment in Ottawa as quickly as possible.

In response to questions posed by the Chair, Mr. LePage stated that graffiti should be categorized under crime-prevention and prioritized accordingly by the police. For example, if there is an area that is being ‘tagged’ repeatedly, then the Ottawa Police should establish a system or assign an individual to monitor the area. Also, since graffiti takes place late at night, the responsibility of enforcement lies with the police.

Ms. Leclair indicated that in the development of this strategy, there has been a partnership with Surface Operations and the Ottawa Police and she confirmed they have been involved in the draft report and staff has corresponded with Police Chief Bevan to ensure that the commitment continues. The police will be on the Stakeholders Committee, otherwise enforcement efforts could not be part of the 4E program.

Juan Carlos Noria, 15lbs Art Collective believed that graffiti is not gang-oriented, but is caused by misguided youth with no focus. In this regard, he preferred to see the concrete in the city used more creatively and, by way of example, suggested the pedestrian underpass on Rideau Street at Colonel By Drive is an eyesore that he would like to make more appealing by painting a mural there if possible. In his travels around the world, Mr. Noria commented that he has seen a lot of creative things done in many major cities and suggested the City offer a highly visible downtown space to the youth as an outlet. While he suggested this will not eradicate the problem of tagging, it will change it somewhat by keeping them busy painting.

The General Manager explained that the strategy acknowledges the need for youth to express their artistic side and, specifically, the report will investigate mural opportunities and suitable public spaces for an outlet. In response to questions posed by committee members, she confirmed that the Department will work with the Youth Advisory Committee to keep them involved in the process. In response to some interest expressed by members of the committee, the artist was invited to leave his name and contact information if he was interested in working with them on local murals in the community. Ms. Leclair added that the City wants to work with youth groups to ensure the product meets the need.

Paul Kornelnk, Art Kallectif informed committee that he recently read an article by Henry Kellings, one of the founders of the theory of broken-window syndrome, stating that there has been no comprehensive study undertaken to show that this syndrome actually works. If this is correct, then it faults the approach that many cities have been taking in that it does not reduce the major crimes. He went on to suggest that if the City is going to coordinate this strategy with Gatineau, it should study the process that city initiated, whereby it provided a wall and four structures for the artists to ‘express’ themselves. He made note of the fact there is less graffiti on the major promenades throughout that city, than there are in Ottawa.

Mr. Kornelnk estimated that less than 1% of the graffiti and none of the tagging that he is aware of is gang related and suggested there is too much focus being placed on that particular concern, when it is less a part of the problem than some people would make it seem. With regards to the efficiency of cleaning up the graffiti, he has witnessed several workers on site when only one is actually doing the clean up and he suggested the City monitor the cleaning process to avoid wasting time and money. He suggested adding a fifth “E” to the 4E program to include “Endorsement”.

Eric Desarmia, Art Kallectif suggested the City contact Susan Ward to coordinate the artists. He discussed the difference between vandalism and graffiti art, noting the former is the destruction of property (tagging) and which has no art form. In this regard, he maintained that the police are enforcing the laws against graffiti to the best of the ability, given the resources. On the other hand, graffiti art involves detailed work, talent and skill and he believed it was important for artists to have the freedom and ability to be creative and have the public view their art. He believed both residents and tourists would enjoy viewing a vibrant wall that tells a story, stating that well-painted murals hold hope, peace and understanding and can be part of our heritage.

Madonna Limoges, Art Kallectif indicated she began graffiti art to communicate to her peers through artistic expression. She believed that murals are the best way to channel talents and some youth do not have the direction or the education and suggested Council could provide such direction by offering a wall to paint. She believed it would solve many problems, as big businesses are anxious to have graffiti removed and painters would have a focus and a free zone on which to express themselves. She believed murals invite the public to view art and referred to the Ottawa Police graffiti pamphlet, which states that murals are an effective graffiti deterrent. She disagrees with zero-tolerance as these only serve to shut people out and she emphasized that the youth need outlets.

Stefan Thompson, Art Kallectif stated that graffiti art gives youth an opportunity to express themselves because they do not get the same opportunity in mainstream art galleries. He believed there is good talent in Ottawa and it would be nice to focus here. He did not believe attempts to eradicate graffiti would work because the harder law enforcement gets, the worse the graffiti will get, but it will never disappear completely. He suggested graffiti artists be allowed to paint the electrical boxes to make the city more colorful, stating that fire hydrants have been painted in the past and this was successful. He also suggested that if a business were to fund a work of art, it could chose what would be depicted. Mr. Thompson indicated he works with the youth in various areas of the city to deter them from tagging and suggested that if the City were to target gang graffiti, it could probably be eradicated.

Louis-Marie Martin, Clean Start circulated photos depicting locations in the city which have been vandalized by graffiti and the before and after result of the work done by his company. He stated that the fact the previous delegations are great artists is not the issue; he reminded committee that graffiti is vandalism and it is illegal to deface property. He emphasized that graffiti is costing cities over $1B annually worldwide. It creates learned helplessness because people feel there is nothing that can be done and that no one cares about it. He agreed there is a need to work as a team to establish permanent solutions and recommended the City initiate long-term permanent solutions that prove the municipality is taking this issue seriously. He cautioned, however, that if the City does not get to the root of the problem now, it will just get out of hand.

Moved by A. Cullen

That Recommendation 2 be amended to read as follows:

CARRIED

Moved by A. Cullen

That staff provide for the 2003 budget options to improve maintenance cycles to remove graffiti from City signage, traffic control boxes, and City buildings;

and that Hydro Ottawa be directed to provide similar options to improve maintenance cycles to remove graffiti from Hydro Ottawa boxes, in co-operation with the City’s efforts.

CARRIED

In response to a question posed by Councillor Legendre, Ms. Leclair confirmed that his understanding of the report and the projects that the kinds of outlets that the artists were suggesting are part of the strategy.

That the Transportation and Transit Committee recommend Council approve the development of a comprehensive, long-term graffiti management program for the City of Ottawa starting with:

1. Centralized coordination of graffiti by Transportation, Utilities and Public Works with other City Departments and Ottawa Police Services;

2. The implementation of a three (3) year graffiti management strategy that will apply to all property and infrastructure managed by the City either directly or indirectly;

3. The sum of $50,000 for a “zero tolerance” pilot project for August and September 2002 in two areas where volume of graffiti is high. Suggested areas are Rideau Street from Colonel By to King Edward and Bank Street from Nepean to Gladstone.

CARRIED as amended

INFRASTRUCTURE SERVICES

SERVICES ET TRAVAUX PUBLICS

9. WAIVER TO THE PRIVATE APPROACH BY-LAW 170-73 AND THE REGIONAL REGULATORY CODE - 260 BESSERER STREET, 950 BANK STREET / DÉROGATION AU RÈGLEMENT MUNICIPAL 170-73 SUR LES VOIES D'ACCÈS PRIVÉES ET AU CODE DE RÉGLEMENTATION RÉGIONAL - 260, RUE BESSERER, 950, RUE BANK

ACS2002-TUP-INF-0013

1. That the Transportation and Transit Committee recommend Council approve the waiver of Section 13 (f) of the Private Approach By-Law 170-73 of the former City of Ottawa to permit a third two-way access at 260 Besserer Street, to be located less than twenty feet from another access servicing the same property.

2. That the Transportation and Transit Committee recommend Council approve the waiver of subsection 2.6.18(8) of the Regional Regulatory Code to permit an access at 950 Bank Street, to be located less than three metres from an adjacent property line.

CARRIED

10. TERRY FOX DRIVE - TRANSITION SECTION SOUTH OF HAZELDEAN ROAD - TRANSFER OF FUNDING / PROMENADE TERRY FOX – TRONÇON DE TRANSITION – TRANSFERT DE FONDS

ACS2002-TUP-INF-0014

That the Transportation and Transit Committee recommend that Council approve the transfer of funds in the total amount of $2,200,000 from the Hawthorne (900048), March (900066) and Conroy (900051) Road projects to the Terry Fox Extension (Hazeldean to Fernbank) project (901115) to fund the construction of the necessary transition/taper section south of Hazeldean Road.

CARRIED

11. TEMPORARY ENCROACHMENT PERMIT – 311 BANK STREET – OUTDOOR PATIO / PERMIS D’EMPIÈTEMENT TEMPORAIRE – 311, RUE BANK – TERRASSE EXTÉRIEURE

ACS2002-TUP-INF-0015

Gerry LePage, Executive Director, Bank Street BIA spoke on behalf of the owner of the City Diner at 311 Bank Street. He distributed some additional material, which was pertinent to this discussion. He suggested that the following concerns described by the representative of the residents at 341 MacLaren Street (Annex 2 refers) have not been substantiated:

1. There is an unsavoury clientele being served at the diner and the patio will contribute to that element.

Mr. LePage explained that he worked closely with the police and the crime analysis report for this block face shows there has not been a single incident. He reminded committee that the City Diner is a family restaurant situated in a block with two nightclubs and the vast majority of incidents have been generated as a result of the clientele in those two establishments.

2. Litter will be caused by the patio.

The delegation indicated that consultation with by-law enforcement reveals there has never been a complaint of litter from the diner.

Mr. LePage noted the following staff concerns as detailed in the report and provided his comments as follows:

1. The proposal to relocate the existing bicycle racks is not desirable since the other locations are also limited in available space.

As detailed in his recent handout, Mr. LePage pointed out that the corner directly across the street from the diner has a bulb-out with nothing on it and the owner of the City Diner is willing to move the racks to this corner at his expense. Mr. LePage questioned the use of the racks, stating cyclists in the area tend to attach their bicycles to parking meters.

2. The patio will limit access to the fire hydrant on the sidewalk and the traffic box.

Mr. LePage pointed out that the gates on the patio are on the other side of the hydrant and therefore the patio would not impede any access to that unit. Access to the traffic box is from Bank Street and not on the patio side and therefore will not be impeded.

3. The location of the patio will modify the existing pedestrian route to the perimeter of the bulb-out, thereby placing pedestrians in a secondary position.

Mr. LePage advised that an independent pedestrian count (during peak hours) determined there were never more than five pedestrians queued up at that corner. He made note of the fact that the Transportation Association of Canada (TAC) defines bulb outs as serving three purposes: to better control the flow of vehicular traffic; to provide a shortened distance for pedestrians to cross the road, and; to increase pedestrian visibility. At no time does the TAC suggest the bulb-out be implemented in order to store or queue more pedestrians. Further, the abutment that will remain between the sidewalk and the patio is 1.8m and actually exceeds City standards.

In closing, Mr. LePage stated that the patio would bring some much-needed animation to a street block that is completely barren. He emphasized there has been nothing extraordinary to demonstrate that any of the objections and concerns presented are supported by imperical data and he questioned under what rationale is the recommendation to reject this application for a patio being put forward.

Councillor Arnold indicated that beyond the objectors’ and her own concerns, there is also concern about the patio from the community association, the Mobility Issues Advisory Committee and the Cycling Advisory Committees. She referred to the letter dated 17 July 2002 from the Pride Festival of Ottawa-Gatineau which was contained in his recent handout, indicating that no complaints were received as a result of their activities on the weekend; however, the councillor had in fact received some complaints and she cautioned committee about taking these opinions for fact.

Based on this presentation, the councillor wondered whether staff are still recommending refusal and the Director of Traffic and Parking Operations, Mike Flainek, advised that staff still have a couple of issues with those that have been raised. For example, while he recognized there will be a 6 foot clearance for pedestrians (Annex 1 refers), there are some signs in the middle of that area that are required to be located within a specific distance of the curb. Therefore there is not really a 6-foot clear distance for pedestrians. With regards to the relocation of the bike racks, he indicated there is an issue with respect to the amount of room necessary to allow for these racks to be utilized and that could impact on the pedestrian flow.

Councillor Arnold indicated her support for the staff recommendation because there are some unresolved issues with respect to this application. However, she recognized that patios provide an important service, as previously described by the delegation. In light of the comments made today, the councillor preferred that the item be deferred and that the suggestions made today by the applicant be reviewed by staff, with a view to determining whether or not there is a technically feasible way to permit the patio.

The committee agreed with this proposal and agreed the item would be brought back for consideration at the next meeting.

That the Transportation and Transit Committee deny a request for permission to operate an outdoor patio at 311 Bank Street within the MacLaren Street road allowance

DEFERRED

TRAFFIC AND PARKING OPERATIONS

DIRECTION DE LA CIRCULATION ET DU STATIONNEMENT

12. WOODROFFE AVENUE TRANSPORTATION STUDY - IMPLEMENTATION OF MEASURES ON WOODROFFE AVENUE AND FAIRLAWN AVENUE

ÉTUDE DU TRANSPORT DANS L’AVENUE WOODROFFE - MISE EN OEUVRE DE MESURES DANS L’AVENUE WOODROFFE ET L’AVENUE FAIRLAWN

ACS2002-TUP-TRF-0019

That the Transportation and Transit Committee recommend Council approve:

1. On Fairlawn Avenue, between Lenester Avenue and Carling Avenue:

a) The removal of the channelized right turn lane and concrete island at the northeast corner of Fairlawn Avenue and Lenester Avenue;

b) The reduction in width of Fairlawn Avenue, between Lenester Avenue and Fox Crescent from approximately 14.5 metres to 11.0 metres;

c) The construction of a 3.5 metre centre concrete median and the narrowing of the northbound lane from 7.5 metres to 4.5 metre on Fairlawn Avenue from Fox Crescent to a point 70 metres south of Carling Avenue;

d) The retention of existing lane arrangement (left, through, through/right) on Fairlawn Avenue, northbound, from the entrance to the Fairlawn Plaza to Carling Avenue;

2. On Woodroffe Avenue, between Saville Row and Byron Avenue:

a) The reduction in road width on Woodroffe Avenue from a point 40 metres north of Saville Row to Knightsbridge Road from approximately 10.5 metres to 9.0 metres, to provide for a new boulevard on east side between the road and sidewalk.

b) The extension of the centre median on Woodroffe Avenue at Byron Avenue by 20 metres to the south;

3. At the intersection of Woodroffe Avenue and Richmond Road:

a) Roadway modifications to provide for standard through and left turn lanes (widening south of Richmond Road and narrowing north of Richmond Road) on Woodroffe Avenue from Knightsbridge Road to a point 100 metres north of Richmond Road;

b) Removal of the eastbound right turn lane on Richmond Road, to Woodroffe Avenue, and retention of the concrete island/channel in the southeast quadrant of the intersection.

4. On Woodroffe Avenue from Richmond Road to the Ottawa River Parkway:

a) The replacement of the existing asphalt sidewalk on the east side with a new concrete sidewalk;

b) That rumble strips or colour pressed asphalt NOT be implemented on Woodroffe Avenue at the NCC multi-use pathway; and,

c) Subject to NCC concurrence, the construction of roadway narrowings on both the east side and west side of Woodroffe Avenue, at the intersection with the NCC multi-use pathway.

CARRIED

13. THE ADULT SCHOOL CROSSING GUARD PROGRAM AND SCHOOL ZONE TRAFFIC SAFETY PROGRAM

PROGRAMME DES BRIGADIERS SCOLAIRES ADULTES ET PROGRAMME DE SÉCURITÉ ROUTIÈRE DANS LES ZONES D’ÉCOLE

ACS2002-TUP-TRF-0027

John Buck, Manager of Traffic Safety provided a detailed overview of the report. A copy of the PowerPoint presentation is held on file.

Chair Meilleur questioned whether the warrant criteria was the same in both urban and rural areas and Mr. Buck advised that the warrant for the provision of the guard is identical - it is the ranking of warranted locations where there is a difference in weight. The Chair explained that some rural areas already have crossing guards and related a concern of Councillor Stavinga’s that there would be a distinction between the two types of areas. Mr. Buck confirmed that that was taken into consideration.

Councillor Cullen referred to the School Zone Traffic Safety Program and asked how these zones will function, i.e. will there be additional enforcement. Mr. Buck explained it would be a multi-disciplinary effort using engineering, education, and enforcement elements. In a situation such as D. Roy Kennedy School, which was a particular concern to the councillor, he suggested enforcement would most likely be used because there is a safety concern related to aggressive drivers in that area. Staff can also explore engineering techniques such as piano bar markings to give greater visibility to the crosswalks, or by providing sidewalks. Erecting signs to give more visual presence to the crossing guard and educating parents to teach their children to obey the crossing guard are other options that can be pursued to make such zones effective.

In addition to regular enforcement, the councillor inquired what the police would do in such zones and was advised that it comes down to a willingness of the driver to comply with those measures. Mr. Buck clarified that if the crossing guard does not feel motorists are obeying him/her or the signs, which must be reported to the police who would step-up enforcement. The councillor suggested that if certain locations, such as D. Roy Kennedy School are identified as an enforcement issue, the criteria should be established that provokes a level of action. Greg Kent, Safety and Traffic Studies Engineer advised that the guard would record such incidences and pass them on to the police for response. At this time, however, there is no set level.

Councillor Cullen recognized that the situation at D. Roy Kennedy School is a continual problem and inquired whether some level of constant enforcement can be obtained because it is a School Safety Zone. Mr. Kent advised that the proposed program is a two-year overview and staff have to work with the other agencies to help them develop policies that fit with this program. He suggested that what the councillor has brought forward is an issue that requires a policy from the Police and staff would work with them to develop something in this regard.

That the Transportation and Transit Committee recommend Council:

1. Receive the Executive Summary of the Adult School Crossing Guard Program and School Zone Traffic Safety Program Policy Development Project, Final Report, April 24, 2002 (Annex C) as produced by Morrison Hershfield;

2. Adopt the Adult School Crossing Guard warrant as presented in Annex E;

3. Approve the Adult School Crossing Guard Program and School Zone Traffic Safety Program Outline as identified in Annex F;

4. Adopt the proposed strategy for initiating a well coordinated and substantial Adult School Crossing Guard Program and School Zone Traffic Safety Program policy as proposed by the Department in Annex D;

5. Retain the existing 17 crossing guard locations (Annex A) subject to their compliance with the student volume criteria identified in the screening component of the proposed Adult School Crossing Guard warrant and an operational review;

6. Approve a two-year consultation, observation, and adjustment period to finalize the Adult School Crossing Guard Program and the School Zone Traffic Safety Program, and report back to Committee;

7. Approve the retention the Ottawa Safety Council to fill the guard administration contract for the program’s recommended two-year observation and adjustment period;

8. Direct staff to review all marked school crossings to assess their compliance with the Ontario Traffic Manual guidelines for implementation, and replace the current blue and white school zone and student crossing signs with, or for new crossing guard locations install, the new fluorescent yellow-green school zone and student crossing signs; and,

9. Recognize the need for a coordinated multi-disciplinary, multi-party effort to provide an efficient and effective operation for such safety programs and direct the Department to meet with other City departments and outside agencies to pursue the development of appropriate policies and procedures in keeping with the specified roles identified in Annex G.

CARRIED

MOTIONS OF WHICH NOTICE HAS BEEN GIVEN PREVIOUSLY

MOTIONS AYANT FAIT L’OBET D’UN AVIS PRÉCÉDENT

14. WAIVER OF SECTIONS 4 AND 6 OF BY-LAW 167-73 FOR AN EXISTING STONE WALL AT 1935 BANK STREET

SUSPENSION DES ARTICLES 4 ET 6 DU RÈGLEMENT MUNICIPAL N^o 167-73 VISANT UN MUR EN PIERRE AU 1935, RUE BANK

ACS2002-CCS-TTC-0010

Whereas Section 4 of the Encroachment By-law Number 167-73 of The City of Ottawa provides that, “no person shall construct, erect or alter any encroachment without first obtaining a permit to do so”;

And Whereas Section 6 of By-law Number 167-73, as amended, provides that, “no person shall hereafter erect any permanent surface encroachment”;

And Whereas the property owner at 1935 Bank Street wishes to obtain approval for a stone retaining wall that already exists within the Foxbar Avenue road allowance;

Therefore Be It Resolved that Sections 4 and 6 of By-law Number 167-73, as amended, be waived to permit the existing stone wall within the Foxbar Avenue road allowance, subject to the following conditions:

1. That the property owner agrees to maintain the wall at no cost to the City;

2. That the property owner agrees that this wall is a temporary encroachment subject to removal and reinstatement of the City’s road allowance within 30 days of receiving written notice to do so;

3. That the property owner acknowledges and agrees to be responsible and liable for any damage caused to the wall within the right-of-way caused by the City’s maintenance operations;

4. That the property owner agrees, in writing, to indemnify and keep indemnified and save harmless the City from all loss, damages, costs and expenses of every nature and kind whatsoever arising from or in consequence of the wall within the Foxbar Avenue road allowance, whether such loss, damages, costs or expenses are sustained by the City or the owner or their several and respective employees, workers, and agents, or any other person or persons, corporation or corporations whatsoever;

5. That the property owner agrees to remove said wall at the written request of the City upon breach of any conditions contained in the revised Site Plan OSP1994-054, which is subject to approval under the authority of the City’s Director of Planning and Infrastructure Approvals.

CARRIED

COUNCILLORS’ ITEMS

ARTICLES DES CONSEILLERS

Councillor / Conseiller Legendre

15. DONATION OF BUSES TO HÔPITAL BEIT-CHABAB

DONS D’AUTOBUS À L’HÔPITAL BEIT-CHABAB

ACS2002-CCS-TTC-0011

Councillor Legendre introduced Peter Irani who gave a brief presentation on the matter before committee.

During a visit to Lebanon in 1999, Mr. Irani explained that a tour of the Beit-Chabab Hospital left him thinking about how he could help the people because they needed equipment and transportation for the handicapped. In consultation with Councillor Legendre, the request for surplus para transit vehicles was made and is before committee for consideration. He indicated that the Ambassador of Lebanon is supportive of this initiative and there has also been a lot of positive response from the community. In addition, he advised that the Ottawa Hospital has donated beds and equipment which will be shipped to Lebanon when he has the financial support to do so.

That the Transportation and Transit Committee recommend that Council waive Subsection 41(4) of By-law No. 50 of 2000, as amended, and approve the donation of four surplus wheelchair accessible, Orion II Para-transit vehicles to Hôpital Beit-Chabab in Bikfaya, Lebanon.

CARRIED

DEVELOPMENT SERVICES

SERVICES D’AMÉNAGEMENT

PLANNING, ENVIRONMENT & INFRASTRUCTURE POLICY

POLITIQUES D’URBANISME, D’ENVIRONNEMENT ET D’INFRASTRUCTURE

16. TRANSPORTATION MASTER PLAN – WORK PLAN

PLAN DIRECTEUR DES TRANSPORTS – PLAN DE TRAVAIL

ACS2002-DEV-POL-0029

Mona Abouhenidy, Program Manager, Transportation Policy/Funding, provided a detailed presentation of the item. A copy of the powerpoint presentation is held on file.

With respect to transportation demand management, Councillor Cullen noted that the costs/benefits of different modes of travel is useful information and hoped such information would be part of the work plan. He believed it would be useful because the City is making choices based on these cost/benefit analyses.

Councillor Cullen inquired whether the issue of air quality would be covered in this work plan and was advised by Vivi Chi, Manager of Transportation Infrastructure that it would addressed at a higher level because there is another group within the Department that deals with environmental-type issues. She agreed it is something that must be recognized in the Transportation Master Plan (TMP) to acknowledge the importance of this in assessing transportation infrastructure requirements. The councillor then inquired if a proposal would come forward for the 2004 budget to develop some data on air quality. Dennis Jacobs, Director, Planning, Environment and Infrastructure Policy explained that the TMP shows the links between it and the Official Plan, Human Services Plan, et cetera, and other elements such as the quality of life which is directly connected to environmental quality in the community. Therefore, connections are being drawn and the TMP would illustrate the implications of following various strategies on air quality and vehicular emissions are a big part of that. He added that the staff group responsible would focus more on the greenhouse gas effect and would be producing an environmental strategy relevant to how the City approaches those kinds of issues. These would all come together under Charting a Course, and it would be illustrated how they tie into those principles.

Given the modal split Council has adopted, Councillor Cullen wondered whether ride sharing and high occupancy vehicle lanes (HOV) would be addressed in this work plan. Ms. Abouhenidy confirmed they would be looking at all measures, including infrastructure, as well as incentives to car pool, enforcement, education, et cetera.

The councillor noted the City’s Rack and Roll program, but stated that the transitway is not bike friendly and at many stations, cyclists have carry their vehicles up and down stairs. He suggested that if the City’s efforts are to discourage vehicular use, then perhaps this Work Plan could open the door to the notion of making a mixed approach more convenient.

David Jeanes, Transport 2000 was concerned about a statement in the Work Plan that stated that projects of the MTO will have the same status as existing infrastructure. He noted that this refers to existing EA’s, but stated that the staff presentation mentioned that existing EA’s will not be revisited in the TMP. He was concerned about that because the Ministry’s Highway 417 study, which was just recently announced, is a very important study but according to the statement, will not be considered in this Work Plan. He added that the MTO design document makes it quite clear it is specific to the Queensway corridor only and is not intended to serve as a master transportation study for the Ottawa area.

Mr. Jeanes was also concerned about public consultation and the reference made in the Work Plan to possible targetted individual group meetings in September/October 2002. He believed this is intended to supply the component of general public input to the TMP, but was concerned about who those groups would be who would be targetted. He added that there is no specific upfront public input focused on the TMP and it would not be until the draft is released next March, that the public would have an opportunity to comment.

Also, with respect to the work schedule, Mr. Jeanes indicated that it does not show any items specific to Park and Ride and he requested clarification that it is assumed that the Rapid Transit Expansion Study will cover the requirement for these lots. Staff confirmed it would be addressed in the aforementioned study.

In response to the delegation’s concerns, Mr. Jacobs advised that they do participate in works-in-progress with the MTO and bring to those discussions, the principles that are already established in Charting a Course; he did not believe the statement in the Work Plan, therefore, implies that the Highway 417 study is going ahead and the City is not involved. Also, staff would tie in other studies to the basic principles of Charting a Course and Smart Growth, to ensure they are not just focusing on only one means of satisfying that demand in determining what infrastructure is required. While he recognized the City has no control over the terms of reference for MTO projects, it does have input in them and a strong voice in providing direction to those studies.

Further, with respect to his comment about the public consultation, Mr. Jacobs indicated the intent is to hold targetted sessions for the OP in the fall and to have TUPW staff available at those sessions to ensure they show the connection between both the TMP and the OP. He emphasized that there is no intent to consult on either of these Plans in isolation and wherever possible, all relative staff will be available to answer questions and provide input on all of the growth elements.

Councillor Cullen referred to the widening of Highway 417 from Highway 416 to Terry Fox Drive and the suggestion that two of the lanes be used for HOV. He referred again to the targetted modal split and questioned how the City deals with decisions being made by the MTO and their adverse affect on the City’s ability to reach that split. Mr. Jacobs indicated that Ministry officials have been advised that the City has a desire to constrain the widening to ensure it simply does not provide vehicular capacity and he confirmed the MTO is examining lanes that will also accommodate transit. Ms. Chi added that the Ministry does appreciate the City’s vision for smart growth. The councillor asked whether there would be an opportunity for a status report on the widening of the Queensway between Highway 416 and Terry Fox Drive. Ms. Chi advised that the Ministry will be making a presentation to committee at the next meeting on the section of Highway 417 between Highway 416 and Highway 7 and would ask if they are prepared to present on that section at the same time.

Charles Matthews, Disabled and Proud noted that while the Accessibility Advisory Committee would probably be made aware of this issue at their meeting this evening, they should have been advised prior to this. Two other committees that would liked to have been involved are the Seniors Advisory Committee and the Poverty Issues Advisiory Committee; transportation, especially public transportation, is a necessity, and these committees should be involved in the process.

Mr. Matthews noted that some of the studies to be conducted i.e., minimizing automobile dependence, will be contracted out to independent firms; however, he suggested that Disabled and Proud as well as some of the advisory committees within the City can provide a lot of good input in regards to what should happen. He further indicated there were a number of government agencies who would be interested in being represented on the intergovernmental advisory committee that staff plan on establish. He noted they have not been contacted to participate.

With respect to the STO, he indicated that disabled residents who can travel on OC Transpo, but who might have to travel across the river to Gatineau, are unable to do so on the STO bus system because it is not accessible to all users. He indicated this is an important issue that must be addressed, especially as part of the TMP and the Rapid Transit System.

Councillor Doucet was offended that the MTO would be carrying out any kind of study to see a widening of the Queensway, without consultation and full participation from the City. In light of the Motion approved earlier by Council, i.e., that the only terms the City would participate in consultation on studies was if it was in a comprehensive way, he believed the committee have not authorized staff to be part of any consultation with the Ministry and he submitted the following inquiry:

Why is the City participating in the MTO Queensway design and assessment study when there had been a Motion adopted by Council which specified that the terms of participation in a provincial study to change the Queensway must be a comprehensive one which includes all elements of the City’s Transportation Master Plan.

It was suggested that this inquiry be dealt with at the same time the MTO makes it’s presentation to the committee.

Mr. Jacobs clarified that staff are participating, but not without specific direction from committee, because they must be involved in order to raise the issues that need to be addressed and those will be brought back to committee. He explained that the concerns the councillor has raised are issues that staff cannot deal with and therefore should be dealt with at the political level.

The councillor agreed to hold his inquiry for the moment.

Councillor McNeely inquired if there was anything happening with the outer ring road and staff advised that an update will be provided to committee, since the City pulled out of participating in that study. Ms. Chi confirmed the MTO is going to proceed and are currently revising the terms of reference and she wanted to ensure they were not just focusing on highways. She indicated that they agreed to continue to use the terms of reference prepared by the City, but would probably not consult as extensively with the public.

The councillor referred to the concern originally raised by one of the delegations that projects of the MTO will have the same status as existing infrastructure and he was worried that such a study would be conducted with no consultation being carried out.

That the Transportation and Transit Committee and Council receive this report for information.

CARRIED

Transportation and Transit Committee/

Minutes 28/Procès-verbal 28

Champlain Room, 110 Laurier Avenue West

Minutes 27 of the Transportation and Transit Committee meeting of June 17, 2002 were confirmed.

ADJOURNMENT

LEVÉE DE LA SÉANCE