McMaster rejects Freedom of Information request: TLC Appeals to Privacy Commissioner

McMaster refuses to release the Transportation Demand Management (TDM) report that we initiated with McMaster, which happily included an early request to TLC from Pavlos Kanaroglou, director of McMaster Institute on Transportation and Logistics (MITL), to be part of the process.

The initial TLC/MITL meeting with McMaster's VP Administration Roger Couldrey, and then Director of Parking and Security, Terry Sullivan, resulted in MITL getting a green light to conduct the research that TLC was asking for.

The MITL report, handed over to McMaster in January 2016 remains a secret document, and TLC's numerous requests for a copy of the report were turned down by McMaster top administrators.

Why? We have no idea.

Last week TLC filed an appeal to the Ontario Privacy Commissioner since McMaster has rejected TLC's Freedom of Information request for the information.

Here's the full media release sent out today:

McMaster Rejects Freedom Of Information Request

Community Transportation Group appeals to privacy commissioner 

It’s a report about transportation on campus. The report was initiated five-years ago after a letter from TLC Hamilton to the university resulted in a meeting and an agreement by McMaster to have the renowned McMaster Institute on Transportation and Logistics, invited to the process by TLC, undertake the research to prepare a report.

The subsequent Transportation Demand Management report was completed almost two years ago (January 2016), yet McMaster refuses to release the report to TLC Hamilton, first by ignoring numerous requests, then by rejecting the group’s Freedom of Information request.

TLC has filed an appeal of the decision to the

Information and Privacy Commissioner of Ontario

For TLC Hamilton the issue has become more about McMaster’s refusal to share information that they - even if they didn’t agree with the report’s findings - have no real reason to keep secret.

The principle of making McMaster research available to community partners shows up in every corner of the university’s guiding documents and policies, yet data about how many people park on campus lots or use various modes to commute to campus are somehow deemed off-limits?

TLC Hamilton believes McMaster’s obstruction goes counter to values TLC found with MITL Director Pavlos Kanaroglou, “a good friend of Hamilton.” A McMaster scholarship in Kanaroglou’s memory (he passed away in 2016) acknowledges his “commitment to both scholarship and citizenry” which TLC members felt defined their working relationship with Kanaroglou and the report author at MITL.

TLC Hamilton members are left trying to understand why the university is acting counter to these principles of collaboration and transparency.

QUOTE: “If the McMaster administration didn’t like the report findings, they could release it with that comment; instead they are violating the spirit of free enquiry and knowledge-sharing by blocking us from accessing the report, and forcing us deeper into the FOI process,” says TLC Spokesperson Randy Kay. “It’s an insult to the people who were involved in collaborating on the TDM report as well as the larger engaged Hamilton community.”

FOI Deadline goes by...

Just a quick update.

TLC has not received any communication from McMaster University regarding our Freedom of Information request for the Transportation Demand Management plan submitted by MITL.

The FOI deadline was October 12.

I will have to (unfortunately) update our timeline to reflect this new period...
http://bit.ly/TLCTDMTimeline

FYI on FOI

Processing time

"You will get a written response to confirm that your request has been received. Organizations have 30 calendar days to process FOI requests except in specific circumstances. They will notify you if a time extension is required."

Source: Government of Ontario

Freedom to Wait for October 12 (FOI)

Just keeping you in the FOI loop. Set the date: October 12, 2017.

TLC files Freedom of Information (FOI) Request to McMaster for release of TDM Report

For Immediate Release: Wednesday, September 13, 2017

Transportation for Livable Communities (TLC) Hamilton has been forced to file a freedom of information (FOI) request in an attempt to have McMaster University release a Transportation Demand Management (TDM) study initiated as a campus and community partnership in 2012.

The proposal to have McMaster create a TDM for campus began with a letter from TLC to McMaster University administration. TLC was then joined by the director of the highly respected McMaster Institute for Transportation and Logistics (MITL) at an initial meeting with McMaster VP Administration Roger Couldrey and then director of Parking and Security Terry Sullivan.

This meeting led to an agreement with McMaster to have MITL use their expertise to research and prepare a TDM plan for the campus.

Several years later McMaster has repeatedly refused to comply with TLC requests to have access to the final report, which was completed in 2016.

“We are frankly puzzled and frustrated by McMaster’s refusal to release the document that was clearly only undertaken due to our initial efforts to see McMaster take a proactive approach to its parking and transportation issues,” said Reuven Dukas, a senior TLC member and one of the initiators of the TDM study.

A respectful and open collaboration on this file between TLC and MITL, led at the time by the late Prof. Pavlos Kanaroglou, has been overshadowed by McMaster’s lack of transparency.

TLC’s numerous requests, in person, in phones calls, and in emails, over the past year to top McMaster officials have been repeatedly deflected or plainly ignored.

TLC was left with no other option but to file a FOI with McMaster to gain access to the final TDM report, which was filed today.

QUOTE:
Reuven Dukas (TLC):

“Working with Pavlos and his researchers was a rewarding partnership, and an expression of the spirit of community collaboration that Pavlos made central to his work with MITL. It’s a shame that McMaster administration have shown a complete lack of respect for the example Pavlos embodied each step of the way with TLC.”

LINKS

• TLC Hamilton: http://tlchamilton.blogspot.ca/
• Interactive Timeline of TDM Process: http://bit.ly/TLCTDMTimeline

The future of parking at McMaster University: audio from CFMU 93.3fm

TLC initiated a Transportation Demand Management (TDM) plan for McMaster University, with the McMaster Institute on Transportation and Logistics taking on the TDM planning with support from McMaster administration.

On the campus radio show Morningfile on 93.3 CFMU, Terry Sullivan of McMaster parking, and Mathias Sweet of MITL talk about the process.

McMaster Community Campus Commute Survey

McMaster: tell us about your commute!

This event is a very exciting step in the direction of developing a TDM for McMaster (Transportation Demand Management plan) that initiated with TLC just over two years ago.

Lots happened behind the scenes to bring us to this point. Please participate and help McMaster manage transportation for the future so as to make efficient use of non-automotive modes like cycling, bike share, walking, car-pooling, and car sharing.

Reducing parking demand at McMaster opens up space for alternative uses: see Restore Cootes for a great example.

How Is McMaster Doing with Parking?

For at least a dozen years, McMaster’s administration has been encouraged to institute measures related to Transportation Demand Management (TDM), starting with McMaster’s “Balanced Transportation Strategy.” 

In 2000 the Board's Planning & Building Committee recommended “the adoption of the strategy comprising the following components:

·      parking supply expansions limited to at-grade only (no garage);

·      participate with the Hamilton Street Railway to subsidize faculty and staff transit passes;

·      assess parking permit rates to make transit more attractive for faculty, staff and students (changes should be implemented before 2003); and

·      implement additional travel demand management 
measures.”

McMaster’s Campus Master Plan (2002, updated 2008) recommends an 18 point TDM strategy which include, in part: 

• Capping parking levels on North Campus…limiting the increase in peak hour and single-occupancy trips to today’s levels (5.2.1)
• potentially limit on campus parking to certain groups (5.2.2)
• improve transit, pedestrian and cycling access (5.2.3)
• encourage City and HSR to implement a transit strategy to ensure transit routes are efficiently and effectively serving campus and surrounding neighbourhood. “This strategy may also include the development of an HSR turn-around serving the McMaster Community on or adjacent to the campus” (5.2.8)[McMaster’s demand to remove 50 bus trips per day due to a squabble with the city over construction trucks does not reflect well on this subject from a planning perspective[i]]
• identifies a preferred location for an HSR transit turn-around as north of the Sterling Street entrance (5.2.9)
•  reduce transit fares for the entire McMaster community, improve service levels, schedule buses to coincide with class schedules (5.2.10)
• GO service and price improvements (5.2.11)
• off campus housing coordinated with transit routes (5.2.12)
• work with city to determine its potential role in accommodating more high occupant vehicle trips to campus… transit priority systems, carpool programs, commuter parking lots around periphery of campus at access points to the HSR (5.2.13)
• classes will continue to be scheduled evenly throughout the day and week to reduce peaks in parking and travel demand (5.2.14)
•  increase parking rates (5.2.16)
• work with city to enforce parking bylaws off campus (5.2.17)
• carpool program, park closer or at reduced rate (5.2.18)

Given the commanding success and popularity of the undergraduate bus pass, a major omission in the CMP is that there is no mention of 2000’s Balanced Transportation Strategy’s recommendation that a subsidized transit pass for staff and faculty be pursued.

TDM McMaster

Tuesday, 18 December, 2012

Dear President Deane,

Transportation for Livable Communities (TLC) Hamilton is very interested in the potential for McMaster University to institute a Transportation Demand Management (TDM) scheme to address university parking issues.

A TDM policy would address future growth scenarios on campus by taking an integrated approach to reducing parking demand. Freeing-up space for new buildings and reducing traffic-related problems by enhancing transit, cycling and pedestrian environments will be a net benefit for the campus, the surrounding neighbourhoods and the city transportation network in general. These goals align with municipal and provincial policy guidelines like Hamilton’s Transportation Master Plan and Ontario’s Places To Grow, and as we will see, McMaster’s own planning documents.

For at least a dozen years, McMaster’s administration has been encouraged to institute measures related to TDM, starting with McMaster’s “Balanced Transportation Strategy” in 2000. McMaster’s Campus Master Plan (2002, updated 2008) recommends an 18 point TDM strategy, McMaster University’s Sustainable Policy speaks to the issue of transportation, McMaster Masters student Jessica S. Becker’s thesis, "Understanding Commuting Decisions: a case study of student and staff at McMaster University" 2007, made recommendations regarding TDM.

Overall, it seems that while McMaster has instituted some of the recommendations, there are many that have not been implemented, like the faculty and staff bus pass[i]. Winning a “Smart Commute Hamilton Employer of the Year” from Metrolinx is an indication of movement in the right direction, but we feel McMaster needs to do more. It appears to us that the parking issue is not being managed in a way conceived of by the university’s consultants, i.e. as part of a comprehensive TDM strategy. Instead, the Parking Office in 2012 appears to manage current parking with an eye to keeping as much parking space as possible[ii]. This despite the University's Campus Master Plan’s mandate to provide “’less than average’ parking facilities.” [iii] Yet with a different emphasis, toward sustainability, the Parking Office could just as well reorganize to institute a TDM.

Research indicates that “many universities and colleges have found that it can be less expensive to accommodate travel in modes other than the single-occupant vehicle.[iv]” The same researchers helpfully suggest,

“[taking] a comprehensive look at parking and transportation together, comparing their costs per trip accommodated and their resulting traffic impacts. Rather than: How much parking is required? The question then becomes a far wider one: What is the optimum mix of new parking and investment in alternative means of travel to meet an institution’s transportation needs and contribute to wider institution and community goals?[v]”

Modal splits advertised on the Sustainability Office web page reveal room for improvement, especially along the staff and faculty side of parking, with 65 percent of staff and faculty choosing to drive compared to 24 percent of students, and according to another study, over 1/3 of staff are parking permit holders living within 5k of campus[vi], a distance considered optimal for alternative modes of transportation.

Whatever the actual methods to achieve lower parking demand, TLC believes McMaster has a responsibility to make the shift toward sustainability with regard to parking. Fortunately McMaster has some guiding principles to refer to as we move forward. The Talloires Declaration, the Campus Master Plan, Forward with Integrity, along with the Sustainability Office mission all apply, even Facility Services[vii] has a mission in line with this vision.

We would like to point out that other universities have successfully applied TDM strategies with measurable positive results: Cornell University increased parking prices for a 26 percent reduction in demand; University of Colorado Boulder’s faculty/staff bus program frees up 350 parking spaces; and Stanford University instituted transportation strategies to maintain trip levels constant in the face of campus growth[viii]. The University of British Columbia created a Strategic Transportation Plan (STP) in 1999 and renewed it in 2005. They were influential in initiating a class time shift to reduce the transportation demand, investing in cycling infrastructure and creating the U-Pass program, which has been adopted by other Canadian universities, McMaster included. Over the past thirteen years they have met or surpassed their goals and are in the process of updating their STP.

McMaster is fortunate to have relevant expertise on campus for such a project through the McMaster Institute for Transportation and Logistics (MITL).

With these things in mind, TLC requests the following of McMaster University:

Mandate the Parking Office to implement a TDM strategy with stated goals and objectives, through discussions and work with stakeholders such as MITL, TLC, and other relevant departments and agencies.

We would appreciate an opportunity to hear what McMaster University is planning in regard to the issues we’ve raised, in the interest of moving forward together on these long-outstanding issues.

Thank you on behalf of TLC,

Reuven Dukas and Randy Kay

tlchamilton@gmail.com

tlchamilton.org

Up Front About McMaster's Main Entrance

January 3, 2012

Councillor Brian McHattie,

City of Hamilton

Dear Brian,

I am writing on behalf of Transportation for Liveable Communities (TLC) to formally request that the city of Hamilton take an active role in McMaster University's proposed changes to traffic patterns at the Main St. Entrance to McMaster University. The area of concern is a city property under your jurisdiction, yet there appears to have been little information shared in the planning.

As we understand, McMaster University has retained the MMM Group to assess the traffic situation at McMaster’s Main St entrance with the goal of enhancing safety. We applaud McMaster’s intention of improving safety at this dangerous location, which we have discussed with you numerous times over the past several years. Nevertheless, we would like a more open and transparent consultation with local residents and stakeholders to ensure overall City and McMaster transportation priorities emphasizing pedestrian, bicycle and public transportation are met. Dealing with the front entrance in isolation, as a McMaster University issue, will present difficulties for a satisfactory outcome.

Sincerely yours,

Randy Kay

For TLC

cc - TLC

Daryl Bender

tlchamilton.org

Previous TLC articles
Back to Front Entrance
Main Concern
Related Articles:

Related Articles:

http://ppims.mcmaster.ca/construction/entrance.htm

http://dailynews.mcmaster.ca/story.cfm?id=4340

http://www.mcmaster.ca/opr/html/opr/our_campus/campus_plan/mac_univ_front_entrance.html
http://www.mcmaster.ca/mufa/newsfeb8.htm [re: original intent to have cars use internal campus pedestrian zone]
http://www.mcmaster.ca/opr/html/opr/media/main/NewsReleases/2005/NR_mainst.html (Daily News re: announce construction]

Back to Front Entrance

The problematic front entrance at McMaster University's Main Street entry point that went from bad to worse with a major re-design and construction in 2007 is back on the drawing board at the University.

While we couldn't locate anything about the project on the McMaster web site page for the front entrance, or parking and transit, we did receive a copy of the pdf document prepared by consultants on the project for the university.

TLC will be following up with the university and city council about this major intersection that currently presents a dangerous situation for cyclists and pedestrians.

With the newly paved rail trail connection south of Main Street, there needs to be a way for cyclists to access the campus with some specific infrastructure in any new design at this location.

Improving the pedestrian crossings is also a priority for TLC, as the current design attempts (and fails) to serve automobile traffic at the expense of all other modes.

The McMaster University Faculty Association has been monitoring the situation, and some details about the project can be found in their newsletter.

act rapidly!

McMaster and the City of Hamilton are seeking input from faculty, staff and students as work continues on a city rapid transit plan.
A campus-wide survey is being launched this week to learn more about the McMaster community’s transit usage and preferences. The consultation is part of the work underway to bring a rapid transit system to Hamilton, which would include a terminal on campus.
City representatives will be in the McMaster University Student Centre on December 1 and 2 to distribute and collect surveys. You can also complete survey online by visiting www.hamilton.ca/rapid-transit
McMaster is committed to working with the City to locate a rapid transit terminal on campus in an appropriate spot that provides convenient access to transit for the McMaster community and respects the campus plan. A key goal of the City is to effectively and efficiently serve the campus community and the survey will help create a better understanding of the needs of students, staff and faculty.
The City’s priority is a Light Rail Transit (LRT) system which includes a McMaster to Eastgate Square line. The City is working with Metrolinx, the provincial body responsible for expanding transit in southern Ontario. A decision is expected in the new year.

parking racket?

Not sure it's really fair that McMaster tickets bicycles parked anywhere but the provided bicycle racks when those bicycle racks are already overcrowded with bicycles.
It seems there need to be more racks available before people are threatened with fines, etc.

bicycles and beers

TLC continues our unofficial support for local invention from two McMaster engineering students: vote for the Crosstown Trailer in this international competition: http://www.jamesdysonaward.org/

Watch it in action, Canadian style!

carrier wave

---

Helping cyclists carry the load TheSpec.com - Local - Helping cyclists carry the load

Mac students win design award

Rob Faulkner, The Hamilton Spectator
(Feb 10, 2009)

Raised in Toronto, Lindsey Kettel was no stranger to cycling: The fifth-year McMaster student says bikes outnumbered people at her house.

So, when a McMaster industrial design course asked students to examine ways to improve the grocery-carrying experience for people without cars, she got into gear ... with two wheels and a dream.

"One thing I noticed is a problem with unplanned stops," Kettel says of cycling. She recruited fellow fifth-year mechanical engineering and management student Cory Minkhorst, of Milton, to turn her idea into a prototype.

They created an award-winning collapsible carrier for commuter cyclists -- a type of trailer with soft sides that folds so well that it packs as tight as a close-fitting rear bike pannier. For a demo, they put it on Kettel's mom's 25-year-old bike.

And last weekend, the 22-year-olds took first-place in the innovative design category at the Ontario Engineering Competition at the University of Guelph. It saw about 200 competitors from 15 universities.

They won $3,500 and a chance to go to the Canadian Engineering Competition March 5-8 at the University of New Brunswick.

Kettel and Minkhorst did their research and saw that lots of fixed trailers existed, like the ones rented on campus. But none folded away with such a small profile that a cyclist would keep it on a commuter bike, they say.

Large packs of toilet paper, or cases of beer, are hard to haul in backpacks or bike panniers. Their carrier -- which has a name they can't reveal as it nears copyright protection -- fits two cases of beer.

The pair, who have had people suggest they get on the CBC entrepreneurial TV show Dragons' Den, are still refining their carrier. First up, they may create a whole new prototype for the national contest.

By April, they will submit it as a thesis project at McMaster. And as they both anticipate spring graduation, they are toying with the idea of turning the carrier into cash.

Some of the Guelph engineering contest sponsors were informally interested in funding their work, but the duo plan improvements.

The prototype cost $160 to make with some donated materials. A better cinch-sack, bolts, a bit of carbon fibre and more, with manufacturing efficiencies, may cut it to $125. It'll sell for about $300.

"That's actually at the lower end of the range of products like this," says Minkhorst, noting that their engineering contest pitch this weekend had more commerce than most. "This project really is a great thing, to combine both parts of our degree."

rfaulkner@thespec.com

905-526-2468

very important parking

Some new bicycle racks take over a prime-parking space in front of the McMaster University Student Centre - "The Real Green Parking" read the signs, which compare the costs associated with cars versus bicycles - bicycles of course coming out on top in every category - price, pollution, exercise, etc.
Not sure of the whole story on the placement, but it's the right idea - displace cars with healthy and sustainable modes of transportation like bicycles, walking and transit.

FRID FLIP

May 5, 2008

Mayor Eisenberger and Councilors
City of Hamilton


Dear Mayor and councilors,


I am writing on behalf of “Transportation for Liveable Communities” (TLC), a working group of the Ontario Public Research Interest Group (OPIRG) at McMaster University.

TLC members are alarmed that the construction plans for the McMaster Innovation Park at the Kirkendall neighbourhood include a road that shows little attention to pedestrian and cycling, and instead serves the car to the detriment of active transportation.

We are referring to plans presented at Public Information Centre (PIC) # 2 for Frid St extension on April 1, 2008 and on the internet at the “Frid Street Extension Municipal Class EA”. What we saw at the PIC were plans in striking contrast to formerly articulated plans for “Greenspace, pedestrian and cycling links connecting the site to larger open space networks” as indicated in the Kirkendall neighbourhood traffic management study.

Where, indeed, is the Kirkendall neighbourhood traffic management study emphasis on “Integrated urban transportation systems which promote non-auto travel modes, and pedestrian and vehicular circulation”?

TLC requests that the Mayor and councilors instruct city staff to dramatically re-design the plans so that principles established in earlier public consultations are respected. We further request that the modified plans be subjected to additional public consultation.

Details like continuous sidewalks on both sides of the road, 2m-wide marked bicycle lanes on both sides of the road, and narrow (3.5m) road lanes for cars, median trees, and traffic calming pedestrian enhancements such as curb bulb outs at pedestrian crossings should be part of the design. We also question the need for the middle turn lane for automobiles for the entire length of the planned roadway.

The design should embrace opportunities to introduce traffic circles at the section between Chatham and Longwood to help reduce automobile speed and enhance the community feeling of the McMaster Innovation Park.

The intersection of Frid and Chatham should have 90 degree turning radii and curb extensions. The current drawings suggest wide turning lanes that promote speeding by turning vehicles. An alternative may be a traffic circle.

Finally, we request that, according with the spirit of the Kirkendall neighbourhood traffic management study, the name of the project for the connecting road between Chatham St and Longwood Rd will be Chatham St rather than Frid St. This would emphasize the connection of the McMaster Innovation Park to the residential neighborhoods on its east side.

I should note that TLC members and local residents are upset about the current plans and will consider further public and other actions if our reasonable requests are not met.

TLC members look forward to hearing from you about design changes.

MIP STRIP

April 13, 2008

Ms. Larissa Skrypniak
City of Hamilton

Dear Ms Skrypniak,

RE: TLC Comments on Frid St extension PIC #2

I am writing on behalf of “Transportation for Liveable Communities” (TLC), a working group of McMaster’s chapter of OPIRG (Ontario Public Research Interest Group).

TLC members have thoroughly examined the information provided at the PIC # 2 for Frid St extension and found the proposed design unacceptable because it is in stark contrast to the explicit transportation guiding principles for the Kirkendall neighbourhood traffic management study, which clearly highlight “Integrated urban transportation systems which promote non-auto travel modes, and pedestrian and vehicular circulation”.

The current plan as presented in the PIC is for a strip-mall like development that is anything but “Greenspace, pedestrian and cycling links connecting the site to larger open space networks” as indicated in the Kirkendall neighbourhood traffic management study.

TLC requests a dramatic re-design of the plans so they would follow the principles established in earlier public consultations. We further request that the modified plans will be subjected to public consultation in an additional PIC.

Specifically, we strongly object to the automobile-obsessed plans and request the following throughout all 3 sections of the road:

• A maximum of 2 automobile lanes, each 3.5 m wide.
• No middle turning lane for automobiles.
• Sidewalks at least 3 m wide on BOTH sides of the street at all sections.
• Marked bike lanes, at least 2 m wide on both sides of the road.
• Parking lanes only where it is safe.
• Curb extensions at any pedestrian crossings.
• A median landscaped with trees.
• A couple traffic circles at the section between Chatham and Longwood would help reduce automobile speed and enhance the community feeling of the McMaster Innovation Park.
• The intersection of Frid and Chatham should have 90 degree turning radii and curb extensions. The current drawings suggest wide turning lanes that promote speeding by turning vehicles. An alternative may be a traffic circle.

Finally, we request that, according with the spirit of the Kirkendall neighbourhood traffic management study, the name of the project for the connecting road between Chatham St and Longwood Rd will be Chatham St rather than Frid St. This would emphasize the connection of the McMaster Innovation Park to the residential neighborhoods on its east side.

I should note that TLC members and local residents are upset about the current plans and consider further public and other actions if our reasonable requests are not met.

TLC members look forward to hearing from you about design changes.


Sincerely yours,

Reuven Dukas, For TLC.

boxed in?

City fights big-box bid in Mac's Innovation Park TheSpec.com - Local - City fights big-box bid in Mac's Innovation Park

Dana Brown, The Hamilton Spectator (Dec 28, 2007)

The city is gearing up to protect its zoning of the area around the McMaster Innovation Park to stop a proposed big-box development.

Trinity Development Group Inc. has a conditional offer on about 15 hectares (37 acres) of land near the park, 10 hectares of which can be developed.

Trinity has a proposed automotive tenant for part of the land, but zoning would have to be changed before the store could go ahead.

The lands all fall within the West Hamilton Innovation District, which was specifically zoned to support the innovation park.

The district is roughly bounded by Aberdeen, the CP rail line, Main Street West and Highway 403. It encompasses the innovation park located along Longwood Road South.

"We, at this point, I think disagree 100 per cent with their concept," said Ward 1 Councillor Brian McHattie.

Trinity has appealed to the Ontario Municipal Board and a full hearing on the issue is tentatively set for February.

McHattie said the work the city has done in the district -- putting an interim control bylaw in place for two years to study the area and essentially freeze land use changes -- is tied into the province's Places to Grow Act.

The act stipulates that a certain percentage of residential development must be achieved through intensification and a certain number of jobs must be produced per hectare.

When complete, it's estimated the district could provide 1,500 well-paying jobs.

Al Fletcher, senior project manager with the city, said the concept plan Trinity presented to the city calls for about 325,000 square feet in retail space, about 101,000 square feet in office space and about 27,000 square feet of restaurant space.

As for the major automotive tenant?

"I've heard so many different rumours, I'm not sure what it is," Fletcher said. "When we asked them directly, there wasn't an answer."

Trinity is also the company responsible for developing an area around Clappison's Corners.

A call to Trinity Development Group Inc. for comment was not returned but the company lists Canadian Tire and PartSource as tenants at other developments.

McHattie said he thinks it's important to support the "BIA-style of retail" and that big-box stores tend to have a negative impact on neighbourhood mom-and-pop shops.

"The other thing that comes to mind is the traffic that would be generated by such a development," he said. "And we certainly don't have a lot of traffic capacity."

The McMaster Innovation Park was meant to be a vehicle to take research from the university and commercialize it, McHattie said.

The park recently announced the formation of an advisory board to help guide the relocation of CANMET-Materials Technology, the park's anchor tenant, from Ottawa to Hamilton.

The laboratory will be home to 100 top federal scientists.

A public meeting has been scheduled Jan. 10 to provide an update on the OMB appeal, with city staff present to answer questions. The meeting is set for 7 p.m. at St. Joseph's Church, 260 Herkimer St., in the basement of the parish hall. An OMB pre-hearing is set for Jan. 15.

dbrown@thespec.com

905-526-4629

Main Concern

Councilor Brian McHattie
City of Hamilton
November 29, 2007

Dear Brian,

I am writing on behalf of "Transportation for Liveable Communities" (TLC), a working group of McMaster's chapter of OPIRG (Ontario Public Research Interest Group).

TLC members appreciate your work to secure improved pedestrian safety on roads surrounding McMaster University. We think that the reduced speed limit at Cootes Drive next to McMaster has been very successful step to this end.

We request, however, that more actions will be taken as soon as possible to correct gross traffic hazards near McMaster.

First, as one travels on Main St. W eastbound from the 403, the standard 50 km/h speed limit changes to 60 km/h just east of McMaster Hospital and University. We perceive this change as reflecting gross negligence by The City of Hamilton Transportation Department an d urge you to request an immediate reversal to the standard default of 50 km/h with the accompanying timing of the traffic lights in this corridor to ensure that no speeding occurs. The section of Main St. W between McMaster and Osler Dr. has some of the heaviest pedestrian traffic in Ha milton. Furthermore, while the city policy is to allow 60 km/h on arterial roads with no private driveways, there are actually such private driveways in that section. In short, the current 60 km/h speed limit is incompatible with sensible safety considerations and should be reconsidered given the recent dramatic increase in pedestrian traffic in the area.

Second, TLC members are still troubled by the multiple traffic hazards created by the new automobile entrance to McMaster University and hospital. We have discussed this issue with you and members of the traffic department several times, but too little has been done to reduce the danger. The two major problem points are the pedestrian crossings on the north west and south east sides of the intersection.

To resolve the north west problem of cars turning into the pedestrian crosswalk while pedestrians are using the crosswalk, we request that the exit from McMaster have a separate right turn signal that would isolate the car-turning movements from the pedestrian crossing times. A similar traffic light operates successfully in downtown Hamilton to separate between westbound automobile traffic turning from James St N and pedestrians crossing King St.

To resolve both the south east and north west problems, we request that (i) the three exit lanes from McMaster would each be dedicated to a single direction, right, straight and left; (ii) the pedestrian crossing of the southern part of Main St. would be realigned with the street corner, shortened through widening and lengthening eastbound of the centre refuge area, and receive bright white markings.

We consider our above suggestions highly reasonable and well worth the price for correcting the obvious shortcomings in what was supposed to be a modern, welcoming entrance to a forward thinking institute of higher knowledge.

Sincerely yours,

Reuven Dukas

For TLC