Environment Hamilton delegated at City Hall to the Public Works Committee in favour of preserving Hamilton’s alleyways as public spaces. We attended in support of groups like Beautiful Alleys, who are our partners in the work we are doing at Hospital Alley, an alley in the “Hospital Zone that links the Cannon Cycle track to the General Hospital on Barton Street. Here is the presentation we gave.
Environment Hamilton is encouraged by the City of Hamilton’s declaration of a climate emergency and acknowledgment of the vulnerability climate change puts us all in, as communities and neighborhoods. We continue to draw urgency to the need for better solutions to the environmental issues that we face. A changing climate means that our city will need to be more resilient. There are many pathways to resiliency, and green alleyways are one such way. Alleys can be vital players in a city’s overall ecosystem. As the need for cities to rely on more sustainable approaches becomes increasingly urgent, revitalizing alleyways creates an opportunity to introduce green infrastructure, but also, as we have heard with Beautiful Alleys, it invites the surrounding neighbourhood to collaborate on improvements and make use of the space. As well, as we continue to intensify as a city, these neglected dead-end spaces will likely become more important as both spaces of connectivity and even places of productivity.
Cities around the world are rethinking their alleyways, in this respect. Quoting from an article in CityLab, already, “in European cities like Paris, Rome, and Barcelona, beautiful alleys are vital pedestrian passageways. In Kyoto and Melbourne, they’re retail hubs.”
The point is, alleys are green gold: they have endless potential. That’s why Environment Hamilton supports the goals and efforts of Beautiful Alleys towards activating and enhancing alleyways as accessible, public green spaces. We support citizens and citizen groups that ask the City to prioritize the preservation of all public land, including our alleyways. In the minutes that remain, I would like to draw your attention to the Chicago Green Alleys Program. A city with more alleyways than any other city in the world, Chicago has a unique network of infrastructure integrated into the city.
Why is the City of Chicago interested in Green Alleys? Chicago recognizes the alleyway advantage as an opportunity to better manage and conserve resources and improve the environment. In their Green Alley Handbook, they ask us to imagine big: What if all the alleys in Chicago were green alleys? Up to 80% of the rainwater falling on these surfaces throughout the year could pass through permeable paving back into the earth, thereby reducing localized flooding by not sending additional water to the combined sewer system, recharging groundwater and saving taxpayer money that would otherwise be spent treating stormwater. They ask us to imagine if all the alleys had a light, reflective surface (high albedo) that reflected heat energy, staying cool on hot days and thereby reducing the “urban heat island effect”, a condition where dense urban areas become several degrees warmer due to the density of buildings and amount of heat absorbing paved areas. They urge us to think of the energy we would conserve, the possibility for constructing alleys with recycled materials, thereby reducing the amount of construction and industrial waste hauled to landfills and reducing the burden on natural resources. The City of Chicago recognizes, through their Green alleys program, that alleys can improve not only the environment but also the quality of life in neighbourhoods. Why not take a leaf out of their handbook and begin to have those conversations that are already happening in other cities too (example, Toronto’s Laneway Project, Montreal’s Ruelles Vertes Green Alleyways, Vancouver’s Laneway project with BIAs, City of Calgary’s Backlane Paving) to change the way people view these emerald pathways? Furthermore, at Environment Hamilton, we have been documenting the difference in air quality that alleys offer pedestrians and cyclists, as clean air routes compared to main roads. We have been noting the potential of alleyways to showcase pollinator gardens, visual art and mural displays, places for gardens to grow and children to play. We understand that Councillor Nann has been looking into the work of community groups like Beautiful Alleys and we would like to show support for her interest in valuing and activating these community green spaces. As well, the City of Hamilton is piloting laneway housing, and although there is a long way to go, this seems to be more reason to fast-track the Alleyway Management Strategy. In conclusion, with the previous delegates, Environment Hamilton encourages in-depth consultations and thoughtful, community conversations and engagement, well in advance of alleyway closures and sales.
We are thrilled that the Cannon Cycle Track is getting a makeover that will benefit cyclists. The work will be taking place between May to August. But….it doesn’t seem like there are any accommodations in place for cyclists during this time. Cycle Hamilton has prepared a response letter with regards to the planned closure of the track directed to Councillors Farr and Nann.
The letter points out that data collected through Hamilton’s Active Transportation Benchmarking Program at Cannon & West Avenue shows an average of 609 daily trips by bike between May 1 to August 31, 2018. During that time period, the counters in that location tracked almost 75,000 trips. This is too many riders to displace with no clear, safe and separated route. Cycle Hamilton’s preference is for the City to make accommodations for people cycling along Cannon in line with any lane openings for motor vehicles travelling along the route. Where this is not possible, Cycle Hamilton would like to work with staff to identify alternate routes that can be adjusted and made to be safe and separated. Read the letter here.
Over the past few months, Friendly Streets has been meeting with residents and small business owners in Beasley and GALA neighbourhoods to talk about the issue of industrial trucks shortcutting through our urban neighbourhoods and the core of the city. We are arguing that these heavy trucks simply do not belong on neighbourhood streets. Together, we are calling ourselves the Truck Route Reboot Collaborative – representing a growing group of individuals and organizations.
Since the city of Hamilton is preparing for a Truck Route Review Study, we had the opportunity to delegate in front of the Truck Route Subcommittee, this past April 02. Six of us delegated and presented various angles, each in turn, including the following:
A video and audio of trucks with a reading a letter written by the Beasley Neighborhood Association and supported by all Ward 2 neighbourhoods
Economic development impacts – Barton street as a case study
Health: Particulate and environmental concerns
Alternate route proposal
Overview of bylaw and local versus through trucks
How it’s blocking our city goals – bike lanes, complete streets, etc
Changes required to the city documents concerning the priority of industrial truck travel over resident health and safety and wellbeing.
We were very heartened by the Subcommittee’s response to our delegations. Councilors seemed genuinely interested in our concerns and we feel that the study process is off to a good start. Our members continue to meet to discuss the next steps in advancing our vision of healthy streets and getting industrial trucks out of the city core. If you are interested in reading our delegations or joining this effort, connect with Beatrice at email@example.com
Over the course of 2018, Friendly Streets has been integrating air quality data collection as a component of the street audits that we’ve been doing. To share about the PM2.5 data that we’ve collected so far and the early stages of the healthy & safe routes map, we’re hosting a workshop on November 15!
Come out to learn about the Air Quality Health Index, Airshed Model, and how air quality impacts healthy model. You’ll also have the opportunity to share your ideas about locations where we could monitor PM2.5 levels and how to improve data collection.
A presentation and workshop led by Sally Radisic, (A) Manager, Tobacco Control Program, Hamilton Public Health Services, City of Hamilton
Summary of data collected by Friendly Streets on their air quality audits by walking and cycling
Roundtable mapping exercises based on Pengelly’s quadrants
We’re hosting another air quality audit by bike on Friday, November 16 from 12:00-1:30pm. We’ll be cycling in the Beasley and Gibson-Landsdale neighbourhood to collect more data for our healthy and friendly routes map.
If you’d like to join, please meet us at 22 Wilson St. We’ll have air monitors so you can learn how to use them and collect data about the air quality in Hamilton’s downtown. We’ll also discuss specific transportation-related emissions that have an impact on the health of pedestrians and cyclists and explore different travel options that you can take to contribute to a healthier city.
Our next air quality audit is happening on Monday, November 5 from 4:30-6:30pm. We’ll be walking in the Beasley and Gibson-Landsdale neighbourhood to collect more data for our healthy and friendly routes map.
If you’d like to join, please meet us at 22 Wilson St. We’ll have air monitors so you can learn how to use them and collect data about the air quality in Hamilton’s downtown.
Over the past several months, Friendly Streets has supported the Beasley Neighbourhood Association (BNA) in bringing together residents who want to improve walking and biking conditions in their neighbourhood. Objectives of the Beasley Neighbourhood Plan include Vision Zero and Maintaining & Expanding Cycling Infrastructure.
The working group of residents met regularly over Summer 2018 to determine what concerns need to be addressed and how action could be taken to secure safer, friendlier streets in the neighbourhood. The group landed on the idea of implementing a traffic management plan, similar to the plan that was implemented in the North End neighbourhood. The group thought that a plan focused on mobility solutions instead of traffic management might better improve conditions for active travel and prioritize the safe and efficient movement of people through the neighbourhood without narrowing the lens to car-oriented travel.
To start the process of creating a shared vision for mobility in the neighbourhood, the BNA Mobility working group developed and launched the Beasley Neighbourhood Mobility Survey in September 2018 to get more feedback from neighbours about the current issues and priorities for improvement.
The BNA Mobility working group wanted to know:
What would make your mobility in Beasley safer, more enjoyable, and more convenient? Share your concerns and ideas with us to contribute to our vision and plan of neighbourhood mobility.
The survey received 76 responses and here are some interesting results:
When given a list of improvements to prioritize, the top 5 priorities that emerged:
Snow removal from sidewalks in winter (67% strongly agree)
Improved air quality (66% strongly agree)
Lower speeds on roads (54% strongly agree)
More trees and shade (51% strongly agree)
Level, wider sidewalks (50% strongly agree)
People who responded to the survey were also given an opportunity to share their experience of walking, cycling, taking transit, or driving in Beasley and were encourage to describe problem areas in the neighbourhood. The most frequently named roads that were problematic were Cannon St., Wilson St., and King St.
To better understand what the concerns were on specific streets, Friendly Streets facilitated a participatory mapping exercise at the BNA meeting on October 10. Residents were asked to identify (2) areas that were problematic and/or unsafe and (2) areas that were designed well and/or safe, then were asked to share (1 to 3) comments on those selected areas about what worked well and what needed to be improved.
The BNA Mobility working group will be meeting on November 1st to review survey data and the look at the feedback from the participatory mapping exercise. If you are a Beasley resident and passionate about improving mobility, you are more than welcome to join the working group! Please email firstname.lastname@example.org for more details.
October 2nd–Friendly Streets recently had the opportunity to attend Wever Core, a celebration of the Cathy Wever Elementary School. We talked to parents, students, teachers, and residents who live in the neighbourhood, inviting them to share their concerns about the streets around the school, in particular, Wentworth St. N.
We gathered suggestions for opportunities to enhance the safety and friendliness for walking and biking in the area. Not surprisingly, many similar concerns emerged. The most common worries include:
-Aggressive driving on Wentworth Street
-Speeding traffic on Wentworth Street
-Sidewalk width is way too narrow. Kids walk to school on narrow streets (Wentworth, going North).
Other concerns include:
-People shortcutting through the parking lot
-On rainy days, Wentworth Street becomes a puddle trap. You get drenched!
-No bike lane
-Tim Hortons on Sanford is an issue, cars go the wrong way (one-way street). Drugs and people doing needles were mentioned.
We learned that many years ago, parents and teachers petitioned the city for a pedestrian crossing on Wentworth, to the school. The City said kids and parents should cross at the lights. We also that Cathy Wever School is named after a police officer!
We left with a clear understanding that parents are not happy with the current state of affairs, and that much needs to be done to make the streets safer for walking and cycling.
Smart Commute Hamilton and the City of Hamilton sponsored a cycle tour between medical sites in Hamilton on Wednesday, September 19th with support from St. Joseph’s Healthcare Hamilton, Hamilton Health Sciences, McMaster University, and Mohawk College. The tour was led by three members of the health sciences community: John Neary (an academic general internist at St. Joseph’s Healthcare Hamilton), and Claire Bodkin and Kevin Lam (medical students at McMaster University). All three of the tour guides have to frequently travel between hospital and postsecondary campuses, including McMaster, St. Joe’s Charlton and West 5th, Hamilton General, and the Juravinski.. Dr. Neary has also been supportive of the Friendly Streets project and the work that both Environment Hamilton and Cycle Hamilton are doing to improve active travel in the downtown core. He invited Friendly Streets to attend – so we strapped air monitors onto our bikes to measure PM2.5 along the route and joined 20 other people on the tour!
The tour began at St. Joseph’s Healthcare Hamilton (SJHH) Charlton Campus with a brief explanation of the different bicycle parking options at this site. There is a Hamilton Bike Share (SoBi) hub conveniently located at the corner of James St. S. and Charlton Ave. E. (Note: a green bulb on a map denotes a bike share hub). This is a great option for those who want to use a bike for their first/last mile trips after taking transit or for those who need to commute quickly to meetings at other sites throughout the day without working about parking a personal bike.
Leaving SJHH, the group travelled west on Charlton Ave. These bike lanes, sections of which are parking-protected, were installed in 2016 and provide an east-west corridor alongside the bike lanes on Herkimer St. This corridor connects the downtown core to the Hamilton Brantford Rail Trail via the bike lanes on Dundurn St. S. After a pleasant ride on Charlton through the Locke St. commercial area, the group had to make an unprotected left turn from Charlton onto Dundurn. Cyclists turning left often have to wait for a break in traffic on Dundurn, which can be dangerous during the AM/PM commuting rush hour. A traffic light or a crossover with roadside signs and flashing lights at this intersection could be timed to be synchronous with the traffic light at Herkimer. This would ensure that cyclists can safely turn left as car drivers wait for traffic travelling east on Herkimer. Air monitor readings ranged from 800-1000 along this stretch.
After turning on to Dundurn St. S., we travelled past Aberdeen Ave. to Glenside Ave. which connects to the Rail Trail. This signed route is a popular choice for cyclists who avoid Aberdeen Ave. (because that street is not safe for cycling) and prefer the enjoyable scenery of travelling through the neighbourhood and the Chedoke Golf Course. For those who haven’t taken the Rail Trail route over Highway 403, this major cycling artery is an alternative to crossing on King St. W. or Longwood and is a more pleasant scenic route. See the route drawn in red below.
One source of frustration for cyclists is the repeated and numerous stop signs where the Rail Trail crosses neighbourhood streets in Ainslie Wood. Cyclists and pedestrians who enjoy commuting via the Rail Trail could be prioritized by putting the stop signs on the streets instead. Roadside signs to alert car drivers of cyclists and pedestrians along this corridor would also enhance awareness and visibility of vulnerable road users.
We reached McMaster University Medical Centre (MUMC) via Emerson St. and took a break near the SoBi station on-site. Due to MUMC’s location on McMaster University’s campus, there are 8 bike share hubs on campus and 4 within less than 1km of the campus. This creates lots of options for staff and students to use bike share around the university and to connect with other modes of travel, like the HSR 10 B-Line on Main St. W. (there’s a stop right near a SoBi hub).
We took a short break at MUMC and noticed that PM2.5 levels dropped to around 700 as we relaxes behind McMaster Health Sciences Centre. This was the lowest air monitor reading during the entire trip. After, the tour proceeded along King St. W. to head towards Hamilton General Hospital (located on Barton St. E.). There is a bike lane on King St. W. that connects McMaster (from Forsyth Ave S.) to Westdale (ending at Haddon St. N.). There is no bike lane through Westdale, but it is a signed cycling route that is commonly taken by commuters so car drivers are typically more aware of cyclists in this area compared to other parts of the city. The bike lane on King St W. starts up again near Longwood Rd. S. but quickly turns unsafe as cyclists travel east to the cycle track on King St. W.
In order to continue east on the cycle track, cyclists have to ride on to the traffic island in front of Paradise Rd. N. that splits traffic towards Main St. W. or through Westdale. Cyclists often have to wait for a break in traffic to turn into the cycle track, which can feel unsafe at times given that car drivers do not always check for cyclists who might be turning into the cycle track.
To add to the confusion, there is also a place where the right turn lane from King St. W. crosses the cycle track before Paradise Rd. N. You can see this in the image above where the solid yellow line that separates traffic becomes a broken line that car drivers are allowed to pass in order to enter the right-hand turning lane onto Paradise Rd. N. For cyclists who are travelling west towards Hamilton’s downtown core, it can feel unsafe and dangerous when a car drives into the cycle track and is facing them head on. Some creative solutions to protect the safety for vulnerable road users like cyclists are: 1) eliminate right turns from King onto Paradise so that drivers have to turn either at Macklin or at Longwood to enter the Westdale North neighbourhood from King; and 2) put a physical barrier to protect the cycle track.
The group rode over the 403 along the cycle track towards Hamilton General Hospital (HGH). The cycle track is physically protected from vehicles travelling west on King St. – the protection is a welcome addition and one that often makes cyclists feel safe. Until they have to cross at the 403 on-ramp, that is. The absence of a protected crossing at the 403 on-ramp is a common frustration for cyclists in the city. This location is one of the most commonly cited unsafe and dangerous locations for cyclists in Hamilton. See below for the design of the crossing at this location:
Cyclists have to wait in the area “protected” by bollards for a break in traffic to cross the on-ramp and reach the cycle track on the far-left side of King St. W. With car drivers travelling at speeds higher than 60km/h, accelerating to get on the on-ramp, cyclists feel vulnerable waiting in this unprotected area. At many times, bollards are also knocked down, which reduces the little protection that they already offer. The City of Hamilton should work with the Ministry of Transportation to design this area so that it’s safe and works for all road users – not just cars. Dr. Neary notes that you could swing the cycle track over the on-ramp via a bridge or tunnel it under the ramp. These solutions would enable both cyclists and car drivers to commute safely and efficiently.
Once the group had crossed the 403 on-ramp, we cycle along the bike lane and turned left onto Breadalbane Dr. to bypass the intersection of King St. and Dundurn St. – an intersection that often experiences collisions. We turned right on to Hunt St. and had to make a quick jaunt across Dundurn to reach Head St. on the other side. These streets connect the bike lanes on King and Dundurn streets to Victoria Park. The group was fortunate to have a car driver stop to let everyone pass together, which is not a common occurrence. The kindness of the driver reminded the group that crossing Dundurn to Head St. is not often feasible or safe in car traffic. An all-way stop at both intersections, similar to the design of the Delaware/Maplewood/Sherman intersections in Ward 3 would work for this area as well.
Intersection of Head St and Dundurn St. N.
Intersection of Delaware and Maplewood Aves. with Sherman Ave. S.
Our tour continued on Head St. towards Victoria Park. We travelled past the community gardens and among the trees through the park, continuing along Napier to head downtown. Napier St. is a hidden gem for cyclists – a quiet, residential street that travels east-west and connects directly to the cycle track on Bay St. N. A much preferred route given the neighbourhood scenery and lack of car traffic. The overall safety and enjoyableness of this street would be enhanced even more if there was a safe crossing at Queen St. N. and Napier. If there was a traffic light and signage that permitted cyclists to cross the intersection eastbound, it would become a more popular and even safer route for people who commute to/from downtown.
Before Napier St. curves behind the Canadian Armed Forces building, there’s a walkway in sight that links the street to the cycle track on Bay St. N. The absence of signage that permits cyclists to use the walkway beside this federal building means that it’s unclear to a cyclist that Napier St. links directly to the cycle track on Bay St. It would be great if the City of Hamilton could install signage and increase awareness about this safe route and connection to existing infrastructure. The group turned left on to the Bay St. cycle track and headed north to connect with the Cannon St. cycle track. We navigated the bike box at the intersection of Bay/Cannon and the tour continued east along Cannon towards Hamilton General Hospital. PM2.5 levels hovered between 1100 and 1500 as we cycled along Cannon St.
When we reached Ferguson Ave. N., the group had to dismount their bikes and walk at the traffic signal across Ferguson. This was safer than waiting for a break in traffic along one-way Cannon St. We continued along Ferguson Ave. N. towards HGH – cutting through the parking lot of Ron Joyce Children’s Health Centre so that we could avoid cycling on Barton St. This is another common, preferred route by employees in the area. See below for a basic drawing that Friendly Streets put together to share with the hospital to explain how employees were cycling to/from HGH. Given the volume and speed of traffic on both Barton and Victoria, we were hearing from cyclists that it was safer and more enjoyable to travel through the parking lot and along Copeland Ave. to reach the secure bike parking facilities. Dr. Neary first shared this route with Friendly Streets which inspired the project to enhance this route with signage. These efforts are currently underway with the City of Hamilton.
After a brief pause at HGH to explain the partnership between Friendly Streets Hamilton and the hospital, as well as an overview of the many initiatives that are underway, the tour continued back to St. Joe’s travelling along Ferguson Ave. N, King William St., and Walnut St.. The City’s signed north-south route in Beasley and Corktown neighbourhoods is Ferguson Ave., but Ferguson has a few unsafe spots – including the lack of curb cut and traffic light at Main St. E., the missing traffic light at Hunter, and the long dismount for the sidewalk passing through the TH&B tunnel. There are plans for a light at Ferguson Ave. S. and Main St. E. – which will certainly improve the safety of this route – but further enhancements on Ferguson would go a long way to making it a more frequently used route in the city. The group detoured briefly to the Wentworth stairs along Young St. and the Escarpment Rail Trail (through Corktown Park) to highlight the feasibility of combining HSR (upbound) and the Wentworth Stairs and SoBi (downbound) to get to and from the Juravinski Hospital. The recently installed pedestrian crossing of Wentworth on the Rail Trail has made this route much safer, and the recently installed bicycle lanes on Wentworth, Delaware and Maplewood provide a good connection to St. Peter’s Hospital a little further east. (In fact, a St. Joe’s staff member who didn’t even cycle recreationally before coming on this tour has started using that route to commute to the Charlton campus, demonstrating that the major benefit of installing bicycle infrastructure is for people who are enabled to cycle, not for those who already cycle.) Finally, the tour concluded by returning to St. Joe’s along Young St. and Hughson St. S.
The tour was very well attended – it was also a great day in terms of weather for a 3-hr bike ride! The importance of hosting such an event cannot be underscored. Hamilton Health Sciences has over 15,000 staff. St. Joseph’s Healthcare has just over 5,000 including physicians and volunteers. McMaster University and Mohawk College have over 5,000 students and residents in health sciences programs. Many staff and students working in health sciences in Hamilton need to travel between campuses or sites throughout the day. Dr. Neary noted:
Counting Mohawk and St. Joe’s West 5th as one campus, and MUMC and McMaster as another, there are five major hospital/postsecondary campuses (MUMC, HGH, SJHH, Mohawk, Juravinski), which gives a total of 10 pairs of sites that staff may have to travel between. There are direct bus routes joining precisely 2 of these 10 pairs (SJHH-Mohawk, SJHH-Juravinski); the others all require transfers downtown which are very slow because our bus routes are not optimized for fast connections. In fact, Google maps shows the *longest* trip (Juravinski-MUMC) to be faster by bicycle than by bus!
Increasing awareness about Hamilton Bike Share, as well as the convenience and reliability of making trips by bike, would encourage and empower more health professionals and students to take the healthiest mode of travel to/from sites. Tours like this event are helpful to show people which routes they can take because route planning and wayfinding is a huge barrier for someone thinking about or wanting to cycle more but not knowing how to get from A to B. This also means that improvements to infrastructure, including physical separation and signage, can further encourage people who don’t currently cycle to get a SoBi membership or use their bike more often.
Thank you to Smart Commute Hamilton, the City of Hamilton, St. Joseph’s Healthcare Hamilton, Hamilton Health Sciences, McMaster University, and Mohawk College for supporting this event. But most of all, a tremendous thank you to John, Claire, and Kevin for being wonderful cycling advocates and showing colleagues how to experience and enjoy Hamilton more on two wheels!
-September 19th. A small group of Gibson-Landsdale (GALA) members met with us at the EH Office. Kelly Scott, Physical Activity Specialist with Public Health Services, and Gavin with Sustainable Mobility at the City joined us. We were thinking about ways to make the Cathy Wever Elementary school on Wentworth St. safer to get to on foot and by bike.
We landed on the idea that involving the school trustees, that is, making safe routes to school a trustee issue, and including the School Council was the way to go. We explored the idea of making the process of engaging residents, parents and other stakeholders to improve the school zone around Cathy Wever School become unnecessary, if instead, we aim for a over-aching citywide traffic calming policy, that is automatic for all our school, rather than having to go individual case by case issue, where the city leans on the community to push along. For example, school, rec centres etc, should not be bordered by a truck route. Or, within school zones, speed limits should be brought down to 25 km. Some argued that it makes more sense to look at the context of any given neighbourhood because one size doesn’t fit all.
Kelly informed the group that in 2015, both school boards signed the Active Transportation Charter, a document that talks about making walking and cycling a priority. School Trustee for Ward 9, Dawn Denko signed it.
“We are doing this with schools, and new schools that are being built,” Kelly said. She said that normally, during a school travel plan they invite, police, trustees, parents, traffic engineers etc, for example, crosswalks on St. Ann.
Kelly talked further about the School Travel Plan (STP) of the Active and Sustainable School Transporation (ASST) program, which together with the Charter, gives both school boards and the city the tools to ensure that commit to walking and cycling as a priority. Superintendents at their “hub” meetings already have 80 schools have a travel plan of 138 schools (elementary and middle schools).
Kelly then explained to us all that when they are working with schools, the principal will sponsor the school travel plan, and that they encourage parents and students to be on the walkabout, “then we move forward from there.” School council is in charge of the travel plan while infrastructure changes are up to the city. School council is key to engagement.