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From YouTube: Transit Commission – June 15, 2016
Description
Transit Commission meeting – June 15, 2016 – Audio Stream
Agenda and background materials can be found at http://www.ottawa.ca/agendas.
B
B
C
Well,
I
could
morning
everyone
a
bit
just
as
the
usual
idea
at
the
beginning
of
each
transit
Commission
meeting
today
we
will
recognize
and
inspiring
OC
Transpo
employee
who's
gone
above
and
beyond
the
call
of
duty
to
help
someone
in
need
today,
you'll
hear
the
incredible
story
for
the
month
of
April.
They
have
enough
for
the
first
time
as
the
stories
we
well
covered
in
our
local
media,
it's
important
to
keep
in
mind
that
those
who
transfer
is
always
committed
to
the
safety
and
security
of
his
customers
and
the
whole
community.
C
C
Early
morning,
hours
of
April
13th
operator
dan
noticed
one
whose
bestop
visibly
upset
and
underdressed
for
the
weather
dan
felt
that
something
was
wrong
with
the
situation.
So
he
pulled
over
and
asked
her
if
she
was
okay.
After
some
hesitation
she
that
shoulda
boarded
the
bus
and
said
that
she
was
assaulted
by
her
boyfriend
Danny
Mindy.
We
contacted
the
transit
operations
control
center,
who
dispatched
trans
Ola
and
lateral
police
to
the
scene.
C
Before
they
arrived,
then
we
asked
other
passengers
on
the
bus
to
move
to
the
back
of
the
vehicle
to
give
the
women
some
privacy.
She
divided
the
owner
with
the
wrong
shelter
in
comfort
until
transit
law
and
the
o-p-s
arrived
thanks
to
Dan's,
keen
observation
and
in
general
incidents.
The
UN
is
able
to
escape
an
abusive
relationship
and
was
provided
with
a
safe
shelter
until
the
appropriate
authorities
arrived
I'm,
so
they're
great
for
the
Dan
is
with
us
today
and
Dan.
If
you
please
come
up
to
the
podium
where
there
is.
C
C
C
Ottawa
is
a
world
leader
in
best
Rapid
Transit,
and
we
continue
to
have
any
most
successful
transit
systems
in
North
America.
All
the
residents
choose
to
take
transit
more
than
any
city
of
comparable
size
on
the
continent
like
any
large
city
long
term,
economic
and
environmental
well-being
will
depend
to
a
large
degree
on
our
transportation
system
to
be
competitive
economically
and
to
reduce
the
harmful
pollution.
Cities
must
ensure
that
people,
goods
and
services
can
move
freely
and
efficiently
and
that
cleaner
transportation
options
are
both
available
and
attractive
to
users.
C
Today,
it's
clear
that
we're
facing
a
transportation
challenge
the
existing
transit
assistance
capacity
and
ability
to
get
people
to
and
from
the
city's
most
popular
important
destination.
The
downtown
core
is
already
being
pushed
to
its
limits.
In
rush
hour,
we
have
abreast
18
seconds
on
Albert
and
Slater,
there's
just
no
more
room
to
put
any
more
buses
community
downtown.
It's
the
business
section
of
our
transit
system
and
also
the
most
vulnerable,
more
safe
automobile
traffic,
inclement,
weather
and
14
sets
of
lights.
C
All
conspire
to
snarl
traffic
right
now,
a
snowstorm
or
even
a
minor
accident
can
literally
shut
our
system
down
in
Korea
long
delays.
This
leads
to
stress
and
lost
productivity
as
we
prepare
for
the
opening
of
the
Confederation
line,
the
dedicated
staff
and
management
team.
Those
who
transfer
are
working
hard
to
ensure
it
fulfills
his
promise
to
address
these
challenges.
The
Confederation
allowing
deals
with
the
bottleneck
with
a
two
and
a
half
kilometer
long
tall
through
the
heart
of
our
city.
C
It
will
eliminate
2,000
bus
trips
a
day
through
the
city's
core,
ni
transit,
more
efficient,
more
predictable
and
more
reliable.
The
added
value
of
light
well
must
be
apparent
as
where
the
changes
proposed
today
will
help
deliver
on
these
commitments,
but
how
many
downtown
tunnel
is
also
about
reclaiming
downtown
spaces
for
people
between
them
into
places
where
people
will
rather
work,
live
and
play?
Ultimately,
it's
about
improving
the
lives
of
the
citizens
of
Ottawa,
with
the
creation
of
a
cleaner,
greener
city,
where
people
can
get
around
faster,
more
efficiently,
more
comfortably
and
more
reliably.
C
The
system
will
provide
greater
capacity
or
lower
cost
to
taxpayers,
and
that
is
possible
for
buses
and
savings.
We
know,
as
ridership
increases
to
achieve
this
end.
We
have
developed
a
long-term
financial
plan,
a
plan
that
has
that
we
have
been
and
should
continue
to
follow
so
that
we
can
keep
these
promises
to
the
residents
or
lateral
and
the
end
of
the
nature.
You're
scheduling
your
preferences
won't.
Allow
you
to
use
the
train,
but
as
more
and
more
people
do
it
will
be
easier
for
everyone
else
to
commute
by
other
means.
C
I
want
you
into
a
healthier
environment.
It
will
save
thousands
of
cars
and
buses
off
the
road
in
the
reverse,
gridlock
and
greenhouse
gas
emissions
that
cause
smog
at
the
city,
we've
been
pursuing
a
strategy
to
promote
prosperity.
It
includes
fiscal
discipline
to
keep
tax
increases,
low,
unpredictable
investments
in
infrastructure
and
social
services
to
ensure
you
live
in
the
city,
with
the
highest
quality
of
life,
possible,
long-term
financial
planning
to
ensure
we
can
afford
the
Rhodes
rec
centers
parks,
trains
we
want
to
build
and
aspire
to
have
in
our
modern
city.
C
In
fact,
LRT
and
economy
are
intrinsically
tied
together,
replacing
diso
buses
with
zero
emission
electric
trains
and
is
directly
reducing
carbon
emissions
by
2031,
both
stages
of
our
to
reduce
greenhouse
gas
emissions
by
200,000
tons.
That
means
I
got
less
smog.
Problems
such
as
respiratory
and
cardiac
conditions
will
be
reduced
as
helpful
emissions
come
down.
We
relieving
pressure
on
our
stressed
healthcare
system,
their
big
dreams
and
lofty
goals
for
our
city.
C
We
do
the
best
we
can
and
for
the
and
for
me
that
comes
down
to
a
couple
simple
things:
do
this
decent
work,
harder
and
think
long
term
with
this
approach,
we're
making
tremendous
progress
and
is
an
exciting
time
to
live
and
live
in
our
city
and
with
that
pastoral
team.
Mr.
franconi
and
his
team
Thank.
B
You
chair
boy,
members
of
Transit
Commission
members
of
council
good
morning
for
some
time
now,
you've
heard
me
say
that
OSI
transfer
was
going
through
the
most
significant
change
in
the
history
of
the
service.
We're
going
through
unprecedent
levels
of
change
as
we
transform
to
a
modern,
state-of-the-art,
multimodal
system
of
bus
and
rail
service
for
our
great
city
comes
complex
changes
to
our
system.
B
B
Enables
future
expansions
to
be
linked,
such
as
an
exciting
stage
to
expansion
of
the
LRT
system?
The
work
is
not
created
in
isolation.
It
is
aligned
to
relevant
key
City,
Council
decisions,
your
policies
and
your
future
visions,
including
the
transit,
afford.
We
plan
the
official
plan,
the
transportation
master
plan
Stage,
one
of
LRT
Council's
approval
of
the
construction
of
the
Confederation
line
and
the
associated
objectives
and
goals
such
as
a
reduction
of
buses
in
the
core
of
our
city,
k,
planning,
principles
and
objectives
such
as
complaint,
straights
service
excellence
and
stage
two
of
LRT.
B
The
first
report
deals
with
information
regarding
a
wayfinding
system
for
our
customers.
New
bus
service
identification
may
be
members
and
new
map
designs.
The
second
report
is
a
2018
bus
made
network,
which
is
an
overview
of
what
the
best
network
will
look
like
in
2018.
It
answers
the
question:
how
will
the
system
connect
the
bus
to
the
rail
service?
B
The
network
we
are
presenting
today
is
our
framework
for
our
journey
towards
2018
staff
will
continue
to
fine-tune
the
network
and,
in
the
first
quarter
of
2017
they'll,
be
meeting
with
councillors
individually
to
review
their
road
network
in
detail
just
to
be
clear,
there's
still
work
remaining
and
finalizing
details
at
the
micro
level.
The
final
report
is
a
recommended
fare
restructuring
needed
to
coordinate
the
Orion
Confederation
and
multimodal
operations.
In
this
report
we
present
the
recommended
furs
and
the
associated
timing
for
implementation
of
the
recalibrate
fours.
B
We'll
also
explain
how
a
new
four
gate
systems
will
work
and
the
changes
needed
to
implement
the
multimodal
system.
There's
a
lot
of
information
to
share
with
you,
our
customers
and
our
staff
later
this
year
will
be
resented
to
a
Transit
Commission
a
report
outlining
a
comprehensive
communication
information
education
campaign.
The
project
is
entitled
18
18,
representing
18
units
of
information
disseminated
to
our
customers,
staff
and
key
stakeholders.
Prior
to
the
opening
of
the
Confederation
line.
It
will
consist
of
incremental
information
being
provided
to
our
customers,
residents,
institutions,
city
council
staff.
B
Regarding
the
Confederation
line,
the
program
will
communicate
the
exciting
and
important
changes
related
to
our
multimodal
system
and
the
launching
the
Confederation
line
more
to
come
on
this
exciting
new
program.
I'll
now
turn
it
over
to
Pat
Scrimgeour,
who
is
going
to
present
the
first
report.
Thank
you.
Merci.
D
The
the
bus
route
network
needs
to
change
to
coordinate
the
service
with
the
Confederation
line.
The
bus
routes
that
operate
today
through
the
downtown
core
will
be
replaced
by
the
very
high
frequency
rail
service
that
the
Confederation
line
will
provide,
and
with
that
change,
most
transit
trips,
all
the
trends
of
trips
to
or
from
downtown
will
become
multimodal.
We
need
to
explain
that
to
customers
differently
than
we've
explained
our
bus
only
service
in
the
past.
D
So
we
need
to
modify
the
service
type
names,
that
we
have
the
route
numbers
and
the
colors
and
symbols
that
we
use
on
maps
and
on
signs,
and
this
new
wayfinding
system
forms
the
basis
of
clear
communication
understanding
the
new
network
for
our
customers
through
that
18
18
program.
That
John
spoke
about
in
the
lead
up
to
Confederation
line
opening.
D
There's
one
choice
to
make:
are
you
riding
the
line
west
towards
tony's,
pasture
or
east
towards
blair,
and
that
perfect
simplicity
comes
with
opening
the
confederation
line
and
that
underpins
all
the
rest
of
the
simplification
of
information
that
we're
showing
you
here
this
morning,
as
I
said,
most
trips
become
multimodal
a
lot
of
destinations
are
directly
on
the
Confederation
line.
So
for
those
people,
the
navigation
will
be
a
question
of
which
bus
route
is
best
for
them
to
make.
The
connection
to
the
O
train,
express
routes
and
transit
way.
D
Based
on
some
some
clear
and
simple
objectives:
to
simplify
the
understanding
of
your
network
to
integrate
easily
with
the
methods
of
identifying
the
AU
train
to
help
customers
make
the
transition
from
the
current
network
to
the
future
network
to
use
meaningful,
descriptive
words
in
place
of
abstract
technical
terms
to
improve
the
legibility
and
the
usability
of
all
of
our
signs
and
all
of
our
maps
to
meet
all
the
applicable
current
accessibility
standards,
especially
for
people
with
visual
disabilities,
and
to
assist
with
meeting
safety
standards.
For
instance.
D
The
first
of
those
service
types
for
the
bus
network
are
the
rapid
routes.
These
are
their
routes
that
provide
station-to-station
connections
along
the
trans
away
and
along
dedicated
bus
lanes
on
highways
and
arterial
roads.
The
rapid
routes
all
provide
a
quick
connection
to
the
O
train
Confederation
line
connecting
at
either
Tony's
pasture
herdmen
or
Blair
stations.
That
name
rapid
is
very
clear.
It
describes
the
value
it
is
the
service
promise
that
we're
that
we're
giving
to
customers.
It's
a
clear
name
that
isn't
confusing.
D
The
next
category
is
the
frequent
route
network.
These
are
roots
that
run
on
Main
streets
and
arterial,
roads
inside
the
Greenbelt
and
through
the
Greenbelt,
and
these
are
the
routes
that
provide
a
service
that
runs
every
15
minutes
or
better
through
the
daytime
on
weekdays
and
where
the
routes
also
operate.
Seven
days
a
week
by
designating
the
frequent
route
network,
we
can
reduce
the
requirement
for
customers
on
those
routes
to
plan
all
of
their
trip.
D
Details
like
the
Confederation
line
of
like
the
two
o
train
lines
like
the
rapid
routes,
customers
will
be
able
to
go
to
a
frequent
route
network
bus,
stop
and
know
that
the
bus
is
coming
along
in
just
a
few
minutes
again.
That
name
is
clear
and
it
describes
the
value
of
the
network
and
in
the
2018
network
there
will
be
20
frequent
routes.
These
are
routes
like
route
118,
going
across
baseline
and
Haren,
and
Robertson
and
route
2,
one
running
a
bank
straight
route,
12
running
on
Rita
Street
in
Montreal
Road.
D
D
Many
of
the
local
routes
will
provide
a
7-day
service
with
a
connection
either
to
one
of
the
rapid
routes
or
to
directly
to
a
no
train
station.
In
some
cases,
we'll
be
able
to
combine
a
current
Express
route
with
the
current
local
service
on
the
same
streets
or
in
the
same
area
to
provide
one
full
time
connection
to
the
O
train,
this
frequent
in
rush
hours,
but
runs
seven
days
a
week.
All
the
local
routes
serve
a
specific
neighborhood
or
a
certain
district.
D
Sometimes
they
are
circulator
routes
within
a
community
and
serving
smaller
destinations
and
in
some
cases,
industrial
parks,
20.
Sorry
239
over
the
sixty-three
local
routes
will
make
connections
with
Oh
train
stations
and,
as
I
said
in
some
cases,
we'll
combine
those
with
the
current
express
routes
to
make
the
local
route
the
new
local
route
more
frequent.
That
would
make
it
similar
to
a
connection
route
except
for
the
services
provided
all
day
long,
so
we'll
be
explaining
that
difference
to
our
customers.
D
With
this
this
identification
system,
another
group
of
the
local
routes
24
over
the
63,
don't
yet
connect
with
our
train
stations
because
their
connect
to
routes
within
a
community
and
they
bring
customers
to
the
rapid
routes
to
make
their
connection
to
Road
train
stations.
But
as
stage
2
is
built
and
the
the
Confederation
line
of
the
tram
line
are
both
extended.
D
So
the
existing
names
are
the
most
meaningful
names
and
we'll
keep
those
names,
the
school
routes,
the
event
routes
and
the
shopper
routes.
So
when
you
look
at
this
list,
you
can
see
the
range
of
service
values
and
service
types
that
we
need
to
communicate
to
our
customers
at
the
top
of
the
list,
the
routes
that
are
the
fastest,
the
most
frequent
and
the
most
fixed,
the
routes
of
the
bottom
being
the
ones
that
are
more
customised
to
people's
needs,
but
that
operate
only
at
certain
times
and
operate
less
frequently.
D
So
when
we
start
identification
building
up
from
the
decisions
that
the
transit
Commission
made
in
2013
about
the
identities
of
the
two
o
train
lines,
the
Confederation
line
is
line
one
and
will
be
shown
on
maps
and
signs
with
information
in
red.
The
trillium
line
is
line
two
and
will
be
shown
on
maps
and
signs
in
green,
and
this
map
shows
those
two
lines
through
the
red
line
and
the
Green
Line
line.
D
One
line
to
the
Confederation
line
and
the
Trillium
Line
and
we've
been
using
this
map
for
some
purposes
for
a
couple
of
years
now,
and
then
we
can
extend
that
concept
of
colors
into
the
bus
service
types
that
we
talked
about
earlier
to
apply
these
colors
consistently
on
printed
maps
and
digital
maps,
making
sure
that
the
colors
are
selected
so
that
they're
easily
discerned
from
each
other
so
that
they
reproduce
whether
they
are
on
a
printed
page
or
whether
they're
glowing
as
a
backlit
sign
or
video
screen.
These
colors
will
be
easy
to.
D
Easy
to
tell,
apart
very,
very
clear
from
a
distance,
then
they'll
meet
the
accessibility
requirements
for
contrast
and
tonal
differentiation
for
people
who
have
visual
disabilities.
We've
also
tested
the
color
palette
to
assure,
though
there's
sufficient
contrast
for
those
readers
who
have
the
most
common
form
of
color
blindness,
and
here
are
those
colors,
the
red
and
the
green
for
the
old
train
services,
blue
for
the
rapid
routes
orange
for
the
frequent
route
network,
a
light
purple
for
the
connection
rates,
dark
grey
for
local
routes
and
light
grey
for
school
routes,
event
routes
and
sharper
routes.
D
We
also
back
these
colors
up
with
symbols,
because
in
some
cases
we
can't
represent
colors
such
as
a
digital
LED
sign
where
there's
only
two
colors
to
work
with
and
for
people
with
other
forms
of
colorblindness.
The
symbol
is
what's
recognizable
for
them,
but
the
symbol
will
also
because
we'll
use
it
consistently
will
echo
the
color
and
will
be
a
confirming
almost
almost
unconscious
confirmation
for
everyone
who
uses
the
system
and
those
symbols
are
shown
in
this
page
with
the
the
circle
for
the
most
frequent
service,
the
o
train
lines
and
the
rapid
routes.
D
The
extended
EXO
ganj
seen
there
in
orange
for
the
frequent
routes
rectangle
with
the
rounded
corners
for
the
connection
routes,
the
rectangular
square
corners
for
the
local
routes
in
the
dark
gray
and
then
for
the
sharper
routes,
event,
routes
and
school
routes.
It's
the
same,
rectangle
both
the
the
colors
reversed,
so
that
it's
on
a
light
light
background.
D
We
also
need
to
make
some
changes
to
some
bus
route
numbers
based
on
the
current
geographic
distribution.
We
don't
have
to
change
that,
but
we
have
to
adapt
it
slightly.
We've
had
this
geographic
distribution
of
route
numbers
since
the
mid
80s,
but
some
areas
of
the
city
have
grown
that
growing
more
since
that
system
was
set
up
and
there's
been
some
inconsistencies
corrected.
One
of
the
first
things
we
have
to
do
is
remember
bus
routes,
one
and
two,
so
that
those
numbers
are
clearly
associated
with
the
two
o
train
lines
in
the
numbering
system.
D
The
bus
routes
that
do
not
connect
to
the
Confederation
line
will
be
shown
in
the
100
series,
so
customers
know
that
they'll
have
to
make
another
connection
and
we
will
preserve
as
much
as
possible
the
current
route
numbers
so,
for
example,
the
current
route
37
when
it
changes
to
a
connection
route,
we'll
call
it
route
237.
So
it's
not
and
we'll
do
that
as
much
as
possible,
so
the
customers
can
adapt
quickly.
D
So
if
you
look
at
the
second
column
bar
Haven,
for
example,
the
rapid
routes,
the
frequent
routes
and
the
local
routes
that
connect
with
the
o
train
will
be
two-digit
numbers
in
the
70s.
The
local
bus
routes
within
bar
Haven
that
don't
connect
with
the
O
train
will
be
in
the
170s
and
the
connection
routes
that
provide
the
direct
service
from
residential
neighborhoods
directly
to
the
o.
Train
stations
will
be
in
the
270's.
D
We're
revising
the
system
map
to
follow
the
best
current
cartographic
principles
and
techniques,
to
ensure
that
the
map
is
easy
for
customers
to
use
and
does
its
job
well
to
communicate
the
service
as
a
complete
whole.
The
system
map,
whether
it's
in
a
printed
form,
such
as
on
the
wall
of
a
unknow
train
station
or
on
the
back
wall
of
a
bus,
shelter
or
whether
someone's
using
it
digitally
like
panning
around
on
a
webpage
or
looking
at
it
on
their
on
their
phone.
D
They
need
to
be
able
to
see
which
are
what
are
all
the
routes
that
serve
the
area
they're
interested
in
and
if
they
need
to
trace
it
out
to
see
which,
where
each
individual
bus
route
travels
to
and
from
so
the
new
design
for
the
system,
map,
reduces
complexity
and
improves
legibility
by
adopting
a
schematic
style,
taking
out
some
of
the
detail
using
the
new
service
type
colors
and
symbols
that
I
talked
about
using
different
line
weights
to
reflect
service
types
or
thicker
routes.
Thicker
lines
represent
more
frequent
routes.
D
The
lines
are
a
bolder
straighter
and
easier
to
follow
and
in
to
assist
with.
This
will
take
out
some
of
the
detail.
That's
on
our
current
maps,
taking
out
minor
roads
that
don't
have
transit
service
and
some
of
the
smaller
points
of
interest.
So
this
shows
an
example
of
what
we're
working
on
the
concept
for
the
the
new
system
map,
and
you
can
see
here
how
it's
it's
easy
to
read
the
routes
that
are
the
most
frequent
and
the
most
rapid
clearly
stand
forward
with
the
brighter
bolder
lines.
D
They
the
other
words
the
the
local
routes
and
the
connection
routes
are
all
still
they're,
clearly
visible,
but
also
clearly
at
a
at
a
lower
level.
In
the
visual
hierarchy,
we
will
change
the
bus,
stop
signs
across
the
city
to
display
the
route
numbers
using
the
same
colors
and
symbols
that
we've
shown
you
and
there's
two
basic
designs
of
bus.
Stop
signs.
One
is
for
the
bus
stops
that
are
along
the
station
platforms
at
the
transit
stations
and
one
for
bus
stops
that
are
out
on
the
street.
D
D
This
will
allow
customers
to
group
themselves
and
for
the
bus
to
pull
up
and
load
easily
at
the
stations
will
also
have
electronic
next
bus
departure
signs,
such
as
the
example
you
see
on
the
right,
showing
in
this
case
that
there's
a
route
51
going
to
Britannia,
which
will
be
picking
up
at
stop
C
in
five
minutes
and
in
fifteen
minutes
out
on
the
street.
We
need
to
provide
a
little
a
little
more
information.
D
We
need
to
clearly
mark
it
as
being
an
OC
Transpo
bus,
stop
to
attract
customers
eyes
from
a
distance,
and
so
we
were
showing
a
concept
here
with
this
red
band
across
the
top
and
then
at
the
bottom,
we're
showing
the
the
area
where
the
bus
stop
number
is
shown
and
with
the
the
phone
numbers
or
the
texting
numbers
that
people
can
can
contact
to
get
their
up
to
date.
Next,
bus
departure,
information,
the
numbers
and
colors
will
be
the
same
as
the
symbols
you
saw
earlier.
D
We
tested
a
number
of
these
concept
concepts
with
a
focus
group
of
both
transit
customers
and
people
who
aren't
currently
customers,
making
sure
that
the
concepts
we
had
were
understood
by
them
and
that
their
views
aligned
with
with
our
our
thoughts
and
suspicions.
The
focus
group
confirmed
that
the
terms
rapid
and
frequent
were
positive,
meaningful
and
appropriate.
They
interpreted
them
as
we
hoped
else.
This
is
also
where
we
confirmed
that
the
word
transit
way
has
been
confusing
and
we
shouldn't
use
the
word
transit
way
to
describe
a
type
of
service.
D
Now
we
will
implement
these
changes
over
the
18
months
from
the
beginning
of
2017,
through
to
the
opening
of
the
Confederation
line
in
2018.
The
system
map
will
be
an
important
tool
to
communicate
the
whole
service
network,
and
let
people
understand
how
the
connections
to
the
Confederation
line
will
work
and
we'll
roll
that
out
to
customers
in
2017
as
part
of
the
18
18
communication
information
education
campaign
that
Jon
spoke
about,
the
new
route
numbers
will
be
introduced
gradually
over
those
years
at
each
of
the
planned
quarterly
service
changes.
D
There
will
be
some
changes
being
made.
The
new
bus
stop
signs
with
the
new
colors
and
new
symbols
will
be
introduced
across
the
system
gradually
and
starting
in
January
2017,
with
all
of
the
changes
to
be
in
place
by
the
time
the
Confederation
line
opens
and
by
phasing
this
information
in,
we
can
simplify
communication
to
customers
by
reducing
the
number
of
change.
D
That's
happening
at
any
one
time,
the
more
that
we
can
have
the
bus
changes
familiar
to
customers
before
the
Confederation
line
opens
the
more
they'll
be
able
to
turn
their
attention
to
the
different
aspects
of
traveling.
On
a
train
line
that
will
be
new
to
them
when
the
Confederation
line
opens
and
at
that
point
I'm
finished
the
presentation.
I'll
turn
you
back
to
the
chair.
C
C
A
You
go
okay,
sorry
about
that
good
morning.
Thank
you
very
much
for
the
opportunity
and
congratulations
to
OC
Transpo
for
a
very
comprehensive
and
detailed
report.
I
think
this
is
a
very
positive
step
in
the
right
direction
in
terms
of
getting
people
to
and
from
downtown,
and
it
covers
a
whole
range
of
issues.
A
C
A
C
E
You,
ladies
and
gentlemen,
thank
you
for
your
presentation.
It
is
very
thorough.
I
would
like
to
start
on
slide
21
about
the
symbols.
My
concern
is
well
I
thought
it
was
an
oval
and
a
rounded
rectangle,
not
an
extended
hexagonal
or
whatever
it
was.
You
told
us,
but
personally
I
find
from
a
distance
that
is
almost
impossible
to
tell
them
apart.
I
have
fairly
good
vision,
but
I
suspect
this
will
be
an
issue
for
others
as
well.
E
I
also
believe
that
the
choice
of
red
and
green
for
the
main
train
lines
does
present
some
problems
when
we
go
ahead
and
are
trying
to
tell
people
on
the
train
where
they
are.
If
you
are
on
a
TTC
subway
train,
they
have
these
new
signage
inside.
That
is
green
for
where
you
have
been
and
red
for
where
you
are
going.
That's
quite
helpful
when
you're
on
a
train
to
know
what
stations
are
coming
up.
E
I
also
think
red
and
green
is
a
problem,
because
often
red
means
something
is
not
working
and
green
is
something
that
is
working
so
to
identify
our
main
train
line
in
a
color
that
people
may
think
means
it's
not
running
to
me.
It
doesn't
seem
like
the
bestest
of
ideas.
I
also
have
questions
about
the
on
Street
signage
I
find
that
it's
a
little
peculiar
to
me
that
we're
using
circles
on
some
of
the
signs
and
when
their
trains
is
sometimes
when
there's
something
else,
I.
Just
wonder
about
that.
E
My
last
comment
would
be
on
implementation
slide.
32,
I,
wonder
if
you
considered
rolling
out
to
remembering
by
area
rather
than
by
a
service
time,
I'm,
just
thinking
that
there's
going
to
be
a
lot
of
pain
in
each
of
these
districts,
when
all
the
numbers
are
changed
and
it
might
be
helpful
in
terms
of
having
support
people
from
OC,
Transpo
and
blitzes
for
the
drivers
in
the
area.
If
we
do
all
the
pain
in
one
area
at
a
time,
so,
for
example,
I
live
in
Orleans.
E
It
might
be
easiest
of
all
those,
the
buses
and
Orleans
or
remembered
at
this
time,
rather
than
shuffling
this
pain
or
for
a
couple
of
years
as
service
changes
rule
out.
It
just
seems
to
me
that,
even
now,
with
construction
changes,
some
of
the
drivers
are
unclear
where
they
are
going
and
it
will
be
easier
to
provide
training
to
both
passengers
and
drivers
if
we
are
doing
a
blitz
in
one
area
rather
than
doing
incremental
change
across
an
entire
system.
C
Thank
you
very
much
for
your
presentation.
Does
anyone
have
questions?
No.
Thank
you.
How
much
there
are
other
registered
speakers
is
item
one
received
receive.
Thank
you
very
much
before
we
move
on
to
item
two
are
neglected
to
mention
we
will
be
taking
a
lunch
break
at
12:30
if
we're
still
here,
and
we
will
be
returning
at
2
o'clock
so
that
members
can
attend
the
service.
The
section.
D
D
As
the
chair
described
earlier,
it's
important
for
everyone
to
continue
to
keep
in
mind
the
many
and
very
important
to
large
benefits
of
the
O
Train
Confederation
line.
The
Confederation
line
will
bring
increased
transit
capacity
through
downtown,
which
will
provide
room
for
decades
of
growth,
not
only
on
the
transit
system,
but
provides
more
room
for
growth
in
downtown
of
in
all.
D
In
all
aspects,
the
Confederation
Line
will
make
travel
reliable
and
easy
for
people
travelling
via
the
tunnel
through
downtown
or
to
or
from
downtown
it
provides
to
the
city
operating
cost
saving
so
will
only
grow
as
ridership
continues
to
grow
in
the
future.
It
provides
a
better
downtown
environment
by
replacing
many
hundreds
of
bus
trips
through
downtown
with
a
train
running
in
a
tunnel
below
grade,
and
it
provides
lower
emissions
across
the
entire
extent
of
the
line
by
replacing
many
bus
trips
and
many
car
trips,
as
well
with
zero
emission
electric
trains.
D
When
we
look
at
the
complete
route
network,
the
Confederation
line
will
replace
the
bus
routes
that
run
along
the
transit
way
between
Blair
and
Tiny's
Pasteur
station
bus
routes
will
then
connect
to
the
Confederation
line
at
one
of
the
13
stations
along
the
line.
Excuse
me:
some
of
those
stations
will
be
major
transfer
stations
with
very
closely
integrated
bus
and
train
operations.
D
Blair
station
in
the
East
Tunney's
Pasteur
station
at
the
west
end
of
the
line
and
Solano
station
and
herdmen
station
at
the
central
part
of
the
system,
but
away
from
the
Confederation
line
through
most
parts
of
the
city.
The
bus
routes
will
operate
along
the
same
streets
at
the
same
bus
stops
and
providing
very
much
the
same
type
of
service
and
same
direction
travel
all
across
all
parts
of
the
city.
It's
not
the
bus
route
that
changes
its
the
customers.
D
D
So
if
you
look
at
the
whole
route
network,
just
schematically,
this
map
shows-
or
this
diagram
shows,
that
what
we
have
now
is
bus
routes
that
come
from
almost
every
neighborhood
of
the
urban
part
of
the
city
and
they
funneled
together
onto
a
trans
away
and
the
transit
ways
funnel
together
into
downtown,
so
that
by
the
time
you
get
to
the
core
of
downtown.
The
bus
routes
from
every
part
of
the
city
are
all
concentrated
onto
two
downtown
streets:
Albert
Street,
Slater
Street
and
that
changes
in
the
future.
D
That's
the
fundamental
change
to
the
complete
route
network
that,
when
these
routes
come
together
from
all
the
neighborhoods
of
the
city,
they
will
connect
with
Confederation
line,
and
most
of
those
connections
will
happen
at
Blair
station
herdmen
station
and
Tiny's
Pasteur
station.
There's
connections
at
many
other
routes
as
well,
but
those
are
the
busiest
three
stations
for
connections
this
map
shows
how
each
district
of
the
city
funnels
in
or
how
all
the
customers
from
that
area
who
are
traveling
to
downtown
will
make
that
connection
to
the
Confederation
Line.
D
You
can
see
from
the
East
at
Blair
station
from
the
south
east
up
into
herdmen
station,
but
also
to
the
Trillium
line
of
Greenville
from
the
Southwest
into
Tony's
Pasteur
station
and
from
the
West
also
into
Tony's
Pasteur
station.
So
each
of
these
districts
of
the
city
has
primary
connection
points
where
they'll
be
traveling
through.
As
shown
on
this
on
this
table.
D
This
will
be
an
improved
travel
experience
for
customers,
the
transition
effects,
most
current
rates
and
most
customers
and
many
customers
will
have
a
different
journey,
a
different
type
of
experience
and
future.
Compared
to
today,
they
many
customers
will
have
to
make
a
new
connection
from
bus
to
train
or
from
train
to
bus
or,
in
some
cases,
a
different
connection
from
bus
to
bus
than
they
make
now.
D
Customers
will
add
many
of
the
old
train
stations
be
using
a
fare
gate
for
the
first
time
and
they
might
be
using
a
bus
route
that
has
different
numbers
than
today.
So
we're
recommending
later
ways
to
simplify
the
transit
fare
structure,
and
we
showed
you
earlier
how
we're
simplifying
customer
information
to
make
everything
easier
for
people
to
understand
and
as
I
mentioned
earlier,
the
stations
also
make
any
waiting
time.
They
are
more
comfortable
than
it
has
been
up
to
now.
So
let's
look
at
what
a
customer
would
experience
in
2018,
that's
different
from
today.
D
Here's
someone
who's
going
to
work
from
some
neighborhood
in
the
city.
They
walk
to
the
bus,
stop
just
as
they
do
today.
They
catch
the
bus
at
their
neighborhood
bus,
stop
just
like
they
do
today
when
they
get
on
the
bus,
they
pay
their
fare
or
they
tap
their
smart
card,
but
that
bus
then
takes
them
to
the
nearest
o
train
station.
D
If
that's
one
of
the
major
transfer
stations
they'll
get
off
the
bus
inside
a
fare,
paid
area
and
they'll
walk
from
that
bus
platform
to
the
train
platform
without
any
need
to
make
any
additional
fare
transaction,
it's
just
a
very
simple
walk
and
anyone
who's
experienced
major
stations
in
Toronto,
for
instance,
will
have
will
have
gone
through
this
experience,
perhaps
without
even
noticing
it.
The
trains
will
come
to
each
station
very
frequently.
They
take
you
to
a
downtown
quickly
and
reliably.
The
customers
then
get
off
at
their
destination
station.
D
They
would
walk
to
the
nearest
old
train
station,
downtown
pay,
the
fare
or
tap
their
smart
card
to
enter
into
the
station
through
the
fare
gate,
walk
down
to
the
train
platform
board
the
train
again,
the
trains
run
very
frequently
get
off
the
train
at
their
major
transfer
station,
walk
to
the
bus
platform,
again
they're
inside
a
fare
paid
area.
So
there's
no
fare
transaction
needed.
D
D
A
lot
of
the
complexity
is
taken
out,
as
you
saw
in
that
previous
presentation,
with
these
very
simple
navigational
choices,
so
we'll
be
communicating
with
customers
continuously
through
this
transformation,
as
John
mentioned,
the
18
18
communications
program
and
we're
also
going
to
communicate
to
customers
at
all
steps
of
their
journey
through
our
transit
system,
the
stations
are
points
where
people
can
make
connections
comfortably
and
easily.
These
stations
will
all
be
modern,
attractive
and
secure.
D
For
instance,
there's
designated
Trance
acure
waiting
areas
on
the
train
platforms
on
the
bus
platforms,
where
people
can
wait
at
quieter
times
today,
where
there's
a
little
more
lighting
where
the
emergency
phone
and
the
information
phone
are
placed.
There's
next
bus
departure,
information
on
the
bus
platforms,
there's
next
train
arrival,
information
on
the
train
platforms
to
give
customers
real-time
information.
The
stations
are
all
designed
based
on
universal
accessibility
principles
which
help
everybody
and
not
just
people
with
disabilities.
D
There's
public
art
incorporated
into
all
the
stations,
this
sheltered
bicycle
parking
at
all
of
the
stations
and
there's
connections
to
multi-use
pathways
where
they
exist.
There
will
be
an
easier
way
to
purchase
fares
all
of
the
stations
on
both
the
Trellium
line
and
the
Confederation
line.
We'll
have
automated
fare
control,
there
will
be
fair
vending
machines
or
customers
can
buy
their
single
ride
fares
or
they
can
purchase
and
reload
presto
cards
there's
also
within
these
fare
vending
machines.
D
There's
an
audio-visual
link
back
to
customer
service
representatives
who
can
help
them
with
any
questions
they
have
either
about
fares
or
about
traveling
on
the
system
and
then
the
fare
gates
which
go
across
the
entrance
to
each
station.
They
will
accept
smart
cards
or
tickets
that
are
issued
by
the
fare,
vending
machine
or
transfers
for
people
who
are
coming
off
a
bus
at
station
other
than
major
transfer
stations,
so
people
will
tap
their
smart
card
or
scan
the
barcode
on
their
ticket
or
transfer.
D
D
Those
3
busy
stations
that
I
mentioned
Tiny's
pasture
herdmen
and
blair
will
be
made.
The
major
connection
points
for
many
customers
and
the
integrated
bus
loops
and
bus
platforms
allow
for
quick
and
easy
connections.
The
bus
stops
for
arriving
customers
are
located
immediately
adjacent
to
the
station
entrance
into
the
the
escalators
and
stairs
that
go
up
or
down
to
the
train
platform.
D
The
departure
bus
stops
will
be
spread
out
organized
by
destination
geography
using
the
alphabetic
suffixes
ABCD,
as
you
saw
earlier
and
as
I
said
also
as
I
said
earlier,
the
real-time
next
bus
departure
information
will
be
posted
near
each
bus.
Stop
at
these
three
stations
there
will
be
a
fare
paid
zone
for
customers
to
transfer
between
bus
and
train.
That
simplifies
connections
that
speeds
up
the
operation
that
reduces
the
delay.
D
Customers
who
arrive
at
the
station,
for
instance
in
the
morning,
will
be
dropped
off
in
the
fare
paid
zone,
walk
directly
to
the
train
platform,
with
no
fare
transaction
required
in
the
afternoon.
They'll
arrive
on
the
train,
they'll
be
out
there
at
their
designated
bus.
Stop
when
the
bus
pulls
up.
All
the
doors
can
open.
People
can
get
on
through
all
the
doors
very
quickly
to
ensure
that
that
bus
can
move
off
within
a
few
seconds.
D
There
will
also
be
a
fare
paid
zone
at
Bayview
station
for
customers
who
are
transferring
between
the
trillium
line
and
the
Confederation
line,
so
that
there's
no
there's
no
fare
transaction
required
to
change
between
the
two
o
train
lines.
Here's
an
example
of
what
the
fare
paid
zone
looks
like
schematically
at
herdmen
station.
You
can
see
the
train
platforms
towards
the
top
right.
D
The
bus
platforms
spread
out
along
the
side
of
the
bus
loop
and
for
customers
who
are
entering
or
exiting
the
fare
paid
zone,
whether
they're
coming
in
to
catch
a
train
to
downtown
or
to
catch
a
bus
to
green
borough.
They
would
come
in
through
the
fare
gates
which
are
in
that
yellow
box
at
the
top
right
corner
and
that's
where
anyone
who's
entering
or
exiting
the
station
to
walk
home
come
in
by
bicycle.
D
The
platform's
at
stations
will
be
reached
by
stairwells
and
elevators
at
all
the
stations
escalators
at
9
of
the
13
stations.
In
fact,
12
of
the
13
stations
have
backup
elevators.
So
wherever
there's
one
elevator,
there's
a
pair
so
that
that
minimizes,
the
incidence
of
elevator
disruptions
if
one
elevator
is
down
for
maintenance
or
for
another
reason,
the
other
one
will
still
be
working.
Train
platforms
will
all
be
wide
and
well-lit,
and
this
picture
shows
you
we're
looking
east
here.
D
We
see
a
westbound
train
pulling
into
Solero
station
and
you
can
see
the
station
platform
just
to
the
left
side
there
where
people
are
waiting
for
the
Train
and
then
beyond
that
glass
wall.
You
can
see
that
they're
outside
the
fare
paid
area
and
those
are
people
who
are
coming
in
into
the
station
to
wait
for
their
train.
D
The
trains
are.
The
Alstom
is
the
name
of
the
manufacturer.
The
seat
of
the
spirit
is
the
model
name.
These
trains
will
provide
a
very
smooth
quiet
ride,
providing
service
that
will
operate
very
frequently,
very
reliably
and
very
quickly.
These
are
very
big
trains.
These
trains
are
pretty
close
to
a
hundred
meters
long.
D
So
that's
the
length
almost
the
length
of
a
football
field
you
can
see
across
the
bottom
of
each
one
of
the
slides
have
show
on
a
side
view
of
what
the
Train
looks
like
each
train
is
made
up
of
two
cars
and
each
car
is
made
up
of
four
segments
where
people
can
walk
freely
between
the
segments.
Each
train
has
a
capacity
for
600
customers
under
normal
conditions.
D
That's
the
equivalent
of
between
eight
and
nine
articulated
buses,
which
would
take
a
city
block
downtown
for
the
length
of
that
many
buses
when
the
buses,
when
the
trains
pull
into
the
stations,
there's
14
double
doorways
on
each
side
of
each
train
and
when
they
open
people
can
get
off
the
train
quickly
and
people
get
get
on
to
the
train
quickly
and,
as
I
said,
to
make
it
faster.
There's
no
fair
transaction
as
you
get
on
the
train
and
there's
no
fair
transaction
on
the
train
platform.
D
The
bus
route
network,
then,
as
we've
referred
to
a
couple
of
times,
needs
to
be
revised
to
coordinate
with
the
Confederation
line
and
we've
designed
the
bus
routes
to
follow
these
design
principles.
In
almost
every
case,
there'll
be
a
one
bus
connection
to
the
Confederation
Line
during
peak
periods
from
all
parts
of
the
city,
that
together
the
bus
routes
and
the
train
will
provide
travel
times
that
are
similar
to
or
better
than
today,
at
service
frequencies
that
are
similar
to
are
better
than
today.
D
We
talked
about
the
rapid
routes
earlier
to
provide
the
high
speed
station
to
station
connection.
These
are
the
routes
that
run
seven
days
a
week
along
the
transit
way
and
along
bus-only
lanes,
replacing
the
current
transit
routes
in
the
80s
and
90s.
And
so,
when
you
look
at
this
slide,
you
can
see
that
you
put
together
the
two
old
train
lines:
the
15
rapid
bus
routes-
and
you
put
them
together,
and
there
is
the
the
rapid
transit
network
that
spans
the
the
complete
urban
area
of
Ottawa,
providing
very
fast
connections.
D
At
all
times
of
the
week,
then
there's
the
frequent
route
network.
These
are
the
routes
that
run
every
15
minutes
are
better
between
6:00
in
the
morning
or
7:00
at
night
and
weekdays,
and
that
do
run
seven
days
a
week.
These
are
the
routes
that
provide
reliable,
high
frequency,
bus
routes
of
bus
service
on
arterial,
roads
and
other
major
corridors
operating
seven
days
a
week,
and
when
you
lay
out
together
the
frequent
routes,
the
rapid
routes
and
the
old
train
lines.
D
D
The
connection
routes
are
routes
that
connect
the
residential
neighborhoods
directly
to
the
nearest
o
train
station.
They
will
replace
the
current
express
routes
they
replace
other
direct
to
downtown
routes
and
some
of
the
current
feeder
routes
they
operate
on
the
same
streets
is
today
at
very
much
the
same
frequencies
as
today,
but
when
we
merge
them
with
the
rest
of
the
system,
we
can
no
longer
charge
a
premium.
D
So,
let's
look
at
downtown
a
little
more
precisely
downtown,
there's
still
local
bus
routes,
downtown
local
air,
frequent
routes
downtown
on
on
the
same
streets
as
today,
and
those
routes
will
all
be
altered
a
little
bit
to
make
convenient
connections
with
the
downtown
stations
on
the
Confederation
line.
At
the
end
of
it,
Albert
and
Slater
will
no
longer
be
the
major
transit
corridors
they
are
now
we'll
have
reductions
in
bus
volumes
on
those
streets
of
80
percent
or
more
routes.
D
1
5,
7,
14
and
16
will
be
shortened
or
split
into
two
separate
routes
to
make
those
connections
more
easily
and
to
improve
reliability
on
those
routes.
By
isolating
delays
that
happen,
let's
say
on
the
south
end
of
Route
5
from
affected
customers
on
the
east,
part
of
Route,
5
and
bus
service
away
from
the
old
train
stations,
continues
to
run
very
much
the
same
as
today
along
streets
like
Dalhousie
Gladstone,
Bronson
Elgin,
the
same
very
similar
to
today.
D
D
They're
local
in
the
frequent
routes,
as
I
mentioned
earlier,
the
ones
that
are
downtown
will
be
more
reliable
because
they'll
be
restructured
to
separate
the
two
halves
of
the
roof.
A
couple
of
streets
in
particular
downtown
where
there'll
be
very
noticeable
changes
all
on
Rito
Street.
The
bus
volumes
will
be
reduced
when
the
2018
network
comes
in
customer
activity
on
Rado
Street
will
be
quite
a
bit
different
than
now,
because
Rito
station
will
be,
as
we
all
know.
D
Queen
Street
is
the
other
Street,
where
there's
a
lot
of
change
as
there's
going
to
be
a
lot
more
customer
activity
on
Queen
at
the
entrances
to
Parliament
Alliance
stations,
activity
that
now
takes
place
at
the
bus
stops
along
Albert
and
Slater
streets
and
there'll
be
more
buses
on
Queen
than
there
have
been
in
the
past
as
the
bus
routes
from
Bank
Street
make
their
connections
at
Parliament,
a
tion
at
Queen
and
O'connor,
and
the
buses
from
Bronson
make
their
connections
at
Lyon
station.
Also
it
clean
between
Lyon
and
camp.
D
The
downtown
route
network
looks
like
this,
and
what
you
see
here
is
that
we're
running
on
the
same
streets,
we
will
be
running
on
the
same
streets
as
today,
providing
very
similar
service
to
today,
but
right
in
at
the
connection
points
with
Lion
Parliament
Rideau
stations.
That's
where
the
bus
routes
are
changing
a
little
bit.
D
The
Confederation
line,
like
any
rail
service,
means
to
shop
down
each
night
to
allow
for
track
maintenance
and
vehicle
maintenance
for
the
crews
to
get
in
and
do
their
work
and
then
clean
up
the
work
site
before
the
trains
resume
the
next
morning.
So
a
trains
won't
operate
between
1:00
in
the
morning,
Monday
to
Thursday
night
and
five.
The
next
morning
on
Saturday
nights
an
hour
later
so
from
2
a.m.
no
service
on
the
trains
until
6:00
a.m.
D
on
Saturday
nights
from
2:00
in
the
morning
to
8:00
in
the
morning
on
Sunday
morning
and
on
Sunday
nights
a
little
from
11:00
at
night
to
be
ready
to
open
at
5:00
in
the
morning
on
Monday
morning
and
at
those
times
the
day,
the
train
service
will
be
replaced.
So
we
still
provide
24-hour
service,
like
we
do
today,
by
selecting
some
of
the
rapid
routes
to
extend
into
downtown
from
the
east,
west
and
south
parts
of
the
city.
D
So
just
like
today,
if
someone's
leaving
work
or
leaving
being
out
for
the
evening
at
3:30
in
the
morning,
let's
say
from
the
market,
they
would
just
like
today,
walk
Torito
Street,
now
they'll
catch
a
number
95
going
east
95
going
west
97
going
south
they'll
still
be
able
to
do
that.
Still,
as
so
they'll
be
walking
the
Rideau
station
towards
radio
station
anyway,
if
they
get
there
before
2
o'clock,
the
trains
are
still
running.
D
When
we
look
ahead
to
2023
this
first
phase,
the
Confederation
line
impacts
almost
every
customer
in
the
city,
but
it's
also
the
foundation
on
which
we
build
all
of
the
future
extensions
and
all
the
future
lines
in
2023
all
the
benefits.
We
talked
about
of
simplicity,
clarity
and
reliability.
All
get
better
as
the
lines
extended
West
to
Bay,
Shore
and
baseline
East
to
Orleans,
and
all
the
principles
that
we
showed
you
here
will
be
similarly
applied
in
2023
when
the
Confederation
line
and
the
trailing
line
are
extended.
D
We're
in
a
transition
were
already
in
a
period
of
transition.
We
will
be
making
changes
to
the
bus
route
network
in
phases.
Some
bus
routes
have
been
in
the
process
of
being
adjusted
since
2011.
Every
bus
route
change
we've
made
since
2011
has
been
with
the
future
connections
to
the
Confederation
Line
in
mind.
Some
bus
routes
will
be
extended
between
they're
adjusted
between
now
and
2018
in
the
normal
procedure,
with
consultation
with
counselors
at
it.
D
As
an
example,
we've
got
changes
coming
up
in
part
of
green
borough
later
this
month,
just
in
a
week
and
a
half.
Actually
it's
this
coming
weekend
and
those
those
changes
to
routes
like
one
fourteen.
Forty
three
are
designed
to
to
work
with
the
Confederation
Line
when
it
opens
so
there's
no
further
route
change
needed
it's
already
in
place,
but
direct
bus
service
to
downtown
from
all
of
those
transit
routes
and
all
those
current
Express
routes
will
be
phased
out
with
the
opening
of
the
Confederation
Line
in
2018.
D
John
talked
earlier
about
the
18
18
program.
This
is
provided
communication,
information
and
education
to
our
customers,
to
our
employees
and
to
stakeholders
across
the
city.
To
build
understanding,
knowledge
and
excitement
about
train
operations
and
help
customers
make
the
transition
between
the
current
service
and
the
new
service.
It's
all
built
on
the
very
comprehensive
customer
journey
mapping
project,
which
is
done
in
which
you'll
hear
about
more
later
this
year.
Here
at
the
Transit
Commission,
through
that
18
18
programme
will
be
providing
customers
with
the
information
they
need
to
understand.
D
The
transition
they're
making
from
the
current
arrangements
to
the
new
arrangements
and
we've
seen
the
good
success
we've
had
over
the
last
year,
as
we've
worked
with
customers
to
make
to
help
them
make
the
transition
from
the
the
previous
route
arrangements
to
those
that
are
in
place
because
of
the
Confederation
Line
construction.
So
you'll
see
a
very
similar,
very
similar
outreach
programme
in
2018
and
with
that
I'll
turn
you
back
to
the
chair.
C
E
The
first
thing,
I
should
say,
is
I,
am
a
person
that
lives
in
Arlene's
and
works
in
gatineau
and
does
not
own
a
car,
so
I
care
quite
deeply
about
the
changes
we
are
making.
So
one
of
my
first
observations
would
be
that
I
see
nothing
about
the
sto
in
this
plan.
There
are
lots
of
people
that
need
to
connect
the.
If
you
look
at
the
eight
or
the
105
any
day,
you
will
see
that
often
not
everyone
gets
on
the
first
bus.
So
I
am
curious.
E
What
the
plan
is
for
connecting
for
all
those
people
that
are
over
in
plastic
or
Taj
or
anywhere
else
so
I
was
quite
disappointed
by
the
slide
that
describes
a
typical
day.
That
assumes
you
work
in
the
downtown
core.
This
is
not
true
for
many
of
us
in
the
city,
and
it
was
fairly
disrespectful
for
you
to
describe
that
as
a
typical
ride.
E
It
is
one
of
the
typical
rides
in
the
city,
but
it
is
not
the
only
typical
ride,
so
I
am
interested
in
people
like
Algonquin
students
that
live
in
Orleans,
who
will
now
be
going
from
bus
to
maybe
a
connecting
bus
to
the
train
to
another
bus.
They
are
not
getting
a
more
improved
experience
here.
They
are
getting
me,
perhaps
a
faster
experience,
but
it
will
not
feel
smoother
for
some
of
these
folks,
so
I
think
perhaps
your
campaign,
if
it's
all
around
it's
going
to
be
fewer,
stops
just
one
transit.
E
You
need
to
rethink
that
as
you
think
about
this
other
segment
of
customers
that
are
not
just
going
to
the
downtown
core.
We
will
all
benefit
from
the
changes
in
the
downtown
core,
but
for
those
of
us
that
are
not
ending
our
stop
there,
there
will
be
some
significant
pain
as
we
go
through
this
process,
particularly
for
people
that
are
transferring
and
going
west.
Who
will
wait
some
time
for
Phase
two
to
make
major
changes
for
them?
E
Being
someone
in
the
East
End
I
can
see
the
end
is
in
sight
in
Phase
two,
but
for
people
in
Canada.
They
are
not
gaining
the
same
way.
I
am
some
of
my
other
questions
relate
to
how
the
fare
zones
work,
because
I
am
a
person
that
does
not
own
a
car.
I.
Typically
stop
in
to
my
groceries
during
one
of
my
commutes.
It
is
not
clear
to
Howdy's.
Fair
zones
will
work
that
I
can
step
out
and
come
back
into
a
no
payment
zone.
E
The
other
question
I
have
is
about
your
slide.
31
called
reliability.
I
would
be
very
curious
how
often
the
trillion
line
has
been
replaced
by
route
107.
So
far
in
2016
I
have
tried
to
take
it
three
times
and
twice
it
has
been
a
bust,
not
a
train.
So
I
am
curious
what
the
contingency
plan
is
for
LRT
disruptions
after
2018.
Let's
look
at
this
past
week.
What
would
happen
if
that
sinkhole,
that
better
mean
had
burst
in
2019?
E
How
do
we
deal
with
it
when
we
have
a
major
break
in
the
middle
of
our
LRT
right
now
we
have
enough
buses
to
do
workarounds,
but
I
am
concerned
about
contingency
plans
when
everything
is
dependent
on
one
bottleneck.
So
I
would
have
to
know
a
bit
about
that
in
your
future
presentations
and
I'm
a
little
worried
if
you
sell
only
reliability,
the
trillion
line
has
not
lived
up
to
reliabilities,
so
it's
a
poor
pitching
point
for
anyone
that
depends
on
the
current
train.
Thank
you.
C
B
Like
three
points
in
terms
of
typical
trips,
just
to
correct
the
speaker,
we
have
the
journey
happy
results
in
the
file.
We've
done,
eight
personas,
eight
types
of
customers,
citywide
and
we'll
show
you
were
using
an
example
as
a
typical
trip.
Yes,
the
speaker's
corrected
with
respect
to
the
senior
going
in
shopping
day,
which
is
very
generous.
So
if
you
step
out
of
the
fares
on
that,
will
cover
you.
If
you
had
a
monthly
pass,
you
continued
through
and
with
respect
to
you
and
the
system
goes
down,
any
system
goes
down.
You.
B
B
Just
a
quick
question
and
there's
a
raise
the
other
question
of
sto
and
mercy
transport
connections
across
the
the
bridge.
Can
you
touch
on
that?
When
is
that
experience
going
to
be
like
the
past
very
good
system,
integration?
With
our
fair
system,
the
fare
gates
will
be
compatible
and
so
forth
are
for
their
cards
and
finalizing
the
details
with
us
TOS.
The
connection
points
to
our
system
will
pay,
but
it
will
be
integrated
into
our
system
so
that
the
transfers
can
be
smooth
and
seamless.
A
Because
to
speak
to
raise
the
issue
of
contingency
and
it
was
a
question
that
I
was
gonna,
ask
and
mr.
man
Kony
has
already
answered
it
and
proud
I.
Just
thought
I
would
follow
up
I'm
curious,
because
the
volumes
of
the
Confederation
line
are
so
massive
clearly
get
that
any
contingency
is
not
going
to
be
able
to
satisfy
the
capacity.
But
I
am
curious.
Is
it
some
kind
of
surge
or
burst
where
employees
will
be
on
call
and
be
told
to
come
and
grab
a
bath?
A
Sir,
could
you
give
us
not
in
huge
detail,
but
just
a
little
bit
of
a
finer
grain
in
terms
of
what
you
anticipate
happening
in
a
situation
where,
let's
use
the
Confederation
line
as
an
example
that
goes
down?
What,
roughly
speaking,
would
be
the
next
steps?
Let's
say
during
a
morning
rush
hour,
certainly.
B
B
Either
start
walking
if
you're
close
enough,
you
look
for
the
nearest
bus,
stop
and
again,
we'll
have
very
clear
signage
for
that
bus,
bridging
service.
You
call
a
cab
call
a
friend
to
do
all
those
sorts
of
things
pick
up
your
bike
at
the
nearest
rock
that
you
left
their
head
and
so
forth.
So
it's
it's
a
full
process,
but
there
is
a
well-documented
system
that
we're
mapping
out
does
exactly
what
you're
asking
councilor
and
so
the
line.
A
B
A
A
And
so
I
would
strongly
urge
that
we
look
at
this
opportunity
to
see
how
we
can
in
fact
have
an
impact
on
congestion
outside
the
core,
how
we
can
incentivize
more
drivers
to
consider
the
bus,
especially
if
we
were
to
take
the
new
approach
of
rapid
and
connection
service
and
extend
that
for
suburb
to
suburb
service,
and
we
could
even
do
that
as
a
pilot
to
experiment
how
it
would
work.
I
mean.
A
Obviously,
we've
never
done
that
before,
but
it's
something
that
I
think
we
should
be
testing,
given
that
there
are
going
to
be
more
assets
available
in
terms
of
buses
and
routes,
and
so
I
would
strongly
encourage
that
we
explore
how
we
can
have
suburb
to
suburb,
for
example,
from
from
Canada
to
South
Keyes
and
then
to
cluster
overlay
on
that
type
of
connection
using
the
rapid
or
the
connection
peak-hour
type
of
frequency.
So
again,
this
is
my
request
for
the
Commission
to
consider.
Thank
you.
Thank.
C
A
Fares
by
such
routes
might
not
be
appropriate
in
Picher
for
solving
important
man.
Downtown
destinations.
I
also
think
that
I'm
looking
at
travel
times
and
talking
about
total
travel
times
factual
information
for
the
public
will
also
need
to
talk
about
changes
to
the
marking
element
of
connecting
to
downtown,
because
the
marking
patterns
will
be
very
different
with
the
three
downtown
Confederation
Line
stations
replacing
the
so
bus
stops
on
the
current
transit
days,
people
will
be
working
on
sidewalks
that
they
don't
currently
work
on
they'll
be
crossing
streets
that
they
don't
currently
cross.
A
They
may
be
walking
through
buildings
that
are
limped
in
the
Confederation
line
and
I
think
all
of
that
is
part
of
the
travel
experience
and
part
of
the
overall
journey
time
and
a
role
that's
sub
beyond
what
this
report
is
supposed
to
cover
I
think
it
must
be
kept
in
mind
as
we
think
about
what
the
2018
travel
experience
is
going
to
be.
So,
thank
you
very
much,
but
excellent
work
on
these
on
these
reports.
Many.
C
A
A
B
B
A
Thank
you,
and
can
you
speak
a
little
bit
more
about
the
fare
paid
area?
Will
I
know
Blair
herdmen
Chinese
will
have
a
fare,
paid
area
places
like
Parliament
station.
Will
it
have
a
fare
paid
area
because
I
see
on
the
downtown
network
map
there
will
still
be
some
buses
down
there.
How
will
that
work.
D
Mr.
chair
every
station
has
a
fare,
paid
area
and
and
at
most
stations
that
is
the
the
train
platforms.
It's
at
the
three,
the
three
stations
Blair
Chinese
and
herdmen,
where
the
bus
platforms
will
also
be
part
of
it
and
a
baby
station
where
the
the
train
platforms
on
both
lines
will
be
part
of
fare
paid
zone
at
other
stations
which
are
still
major
connection
stations
for
buses
like
penisy
Parliament.
D
D
So
it
takes
a
little
longer
for
that
connection
and
for
people
going
from
train
to
bus
a
lot
more
people
do
have
to
go
through
the
front
door,
but
that's
at
stations
where
there
was
just
no
logistical
way
of
getting
an
off
street
bus
platform
still
it'll
be
very,
very
simple,
very
easy
to
get
into
the
stations
at
Parliament
station.
For
instance,
there's
gonna
be
a
wide
Bank
of
fare
gate,
so
people
who
are
walking
in
can
either
tap
their
card
or
scan
their
ticket
or
transfer.
So
what.
A
D
A
One
more
question
and
I
see
on
what
I
have
is
slide
39,
but
did
the
numbering
has
changed
the
downtown
2018
downtown
network?
There
are
buses,
and
here
I'm,
looking
at
the
frequent
what's
labeled
as
frequent
bus
number
8.
It
will
go
to
Gatineau
in
this.
In
this
idea.
Is
this
relatively
firm
or
conceptual?
A
D
Chair
the
the
there's
two
parts
of
that
one
is
the
route
that
were
showing
us
relate
when
it
that's
the
current
route
for
from
running
along
Bronson
from
downtown
to
the
south,
where
it
goes
down
to
Carleton,
University
and
we'll
change
that
route,
so
that
it,
the
current
route
for
and
the
part
of
the
current
routes.
27
and
40,
which
run
across
the
Portage
bridge
between
downtown
and
plastic
parish
in
got.
You
know,
are
linked,
so
the
buses
will
run
directly
north
through
downtown.
D
It
makes
downtown
a
stop
along
the
way,
a
bus
that
runs
from
the
south
at
Carlton
and
some
of
those
trips
will
come
from
herd
Minh
right
through
to
get
to
know
a
north/south
bus
so
that
the
bus
runs
on
Bronson
is
also
the
bus
that
goes
across
the
Portage
Bridge.
The
second
part
of
that
is
to
continue
to
provide
from
penisy
station
the
very
frequent
OC
transport
service
to
late
a
hostel,
Ashok
yeah.
That's
now
provided
by
routes,
the
current
route
8
and
the
current
rule
105.
D
C
A
A
B
B
A
A
A
D
Yes,
mr.
chair,
it
is
something
we
thought
of.
There
will
still
be
a
lot
of
good
data
available,
as
as
these
customers,
for
instance,
tapped
their
presto
card
as
they
started.
Their
bus
trip
in
the
morning
has
earth
started
their
train
trip
in
the
afternoon,
we'll
still
be
able
to
match
those
up,
but
it's
very
clearly
that
a
very
clear
that
customer
quality
of
customer
service
on
the
line
is
the
first
design
and
how
we
is
the
first
consideration
and
how
we
can
collect
data
about
that
comes
comes
well
after
the
first
consideration.
A
D
D
D
Miss
Chad
I'd
say
that
everything
about
the
Confederation
line
has
been
designed
to
be
consistent
with
council
policy.
To
this
point,
if
council
were
ever
to
change
its
policy
on
on
how
services
provided,
including
on
how
fares
were
changed
and
part
of
the
analysis
of
the
impact
of
that
policy
would
be
to
provide
information
back
to
Council
on
on
practical
matters
costs
implementation.
If
more
equipment
were
needed,
then
that
would
be
part
of
cost.
I
can
say
that
the
Confederation
load,
those
three
major
transfer
stations-
are
very
heavily
programmed
and
subscribed.
D
A
In
the
slide
shows,
we
don't
have
specifics
of
the
particular
routes.
We
have
a
general
sense
of
what's
going
to
happen,
don't
identify
particular
roots,
as
of
yet
so
I'm
trying
to
get
a
bit
more
clarity
around
that
for
the
transit
users
in
my
area.
So
I
have
a
number
of
routes
that
take
people
from
a
community
to
baseline
station.
Currently
stops
the
baseline
station
well
link
some
go
to
Lincoln
fuels,
and
then
you
transfer
to
one
of
the
ninety
series
to
get
you
downtown.
A
For
example,
I
received
a
number
of
questions
since
the
report
came
out
last
week.
So
am
I
safe
to
assume
or
safe
to
report
back
to
residents
that
if
you
currently
have
a
route
that
takes
you
to
baseline
or
to
Lincoln
fields
that,
when
the
change
of
clothes
that
we
will
now
take
you
to
Tony's
pasture
really?
What
on
the
train
or
do
I
have
to
tell
them
that
they're
looking
at
a
double
bump,
going
the
baseline
and
then
getting
something
on
baseline
to
Tony's
and
they're?
A
Getting
on
the
train
and
I
appreciate,
you
don't
have
specifics,
I'm,
just
looking
for
some
some
ideas.
You're
asking
us
to
approve
this
today
and
if
we
go
ahead,
approve
it
in
front
of
its
I'll
double
bumps
for
people,
then
that's
not
going
to
be
popular
when
you
make
the
announcement
of
the
of
the
the
actual
routes.
D
Thanks
mister
chair
from
from
counselor
eagle-eyes
ward,
all
of
the
routes
that
currently
provide
direct
service
to
downtown
or
direct
service
into
linka
fields
will
go
straight
through
to
chinese
pasture.
The
one
exception
is
they
current
route
157,
which
provides
the
service
from
Merivale
Gardens
Pine
Glen
in
that
area,
which
feeds
into
baseline
station
those
people
are
the
only
ones
in
the
house,
reglas
Ward,
who
would
make
two
transfers
from
one
of
the
current
feeder
routes.
A
D
D
With
some
clips
continuing
to
downtown
those
trips
would
go
to
Chinese
master
station
if
there
may
be
some
times
evenings
and
weekends,
when
the
trips
would
only
go
to
baseline
in
order
to
keep
the
buses
better
used,
but
during
rush
hours
substantially
all
people
in
all
parts
of
the
city,
with
very
very
small
exceptions
such
as
country
gardens,
Metro
Gardens,
is
Pine
Glen
and
a
couple
of
others
across
the
city
substantially.
Everybody
will
have
a
one
bus
connection
to
the
nearest
Confederation
Line
station
and.
A
D
B
A
B
You
can
do
a
half
in
terms
of
how
many
you
would
need
you
can
never
have
enough
I
think
it's
about
closing
off
your
system,
which
is,
and
when
counsel
decided
to
go
to
a
gated
system.
You
are
starting
to
close
those
days.
Sorry
the
point
about
how
you
can
work
around
the
system
and
then
eventually,
hopefully,.
B
You
close
another
door
for
for
evasion,
so
I'm
a
strong
believer,
because
I've
seen
some
of
the
research
out
there.
Unless
you
have
a
fire
inspector
on
every
bus,
you're,
never
gonna
catch
the
cheaters
we're
doing
Betsy's.
You
can
see
some
stuff
in
the
next
couple
of
days
where
we
go
very,
very
aggressive
with
an
integrated
approach
with
our
LPS
team.
But
you
absolutely
done
the
right
thing
in
going
to
a
fair
gated
system,
which
is
not
what
Vancouver
just
moved
to
because
they're
having
high
rates
of
fare
evasion.
Also.
C
E
It's
done
some
of
the
comments
made
by
the
public
were
of
interest,
because,
if
the
whole
idea
of
everybody
going
downtown
and
to
get
some
kanata
to
bar
here
and
you
have
to
go
in
and
then
out,
etc,
we
have
talked
that
sometimes
about
whether
we
shouldn't
have
a
that.
Across
southern
year
there
we
go
from
Kannada
to
bar
Haven
plus
beyond,
to
Orleans
that
people
there's
a
number
of
business
parks
along
there
and
various
other
things
that
people
could
use.
E
I
know
we've
had
problems
for
having
the
funding
to
do
new
routes,
but
I'd
really
like
to
know
whether
this
is
in
the
discussion
group
at
least
to
see
how
we
could
do
this,
because
I
think
we
can
over
crowd
our
buses
by
having
everybody
go.
Downtown
and
I've
had
complaints
over
the
years
and
sort
of
my
colleagues
on
the
fact
that
there
are
no
more
direct
routes
that
might
be
able
to
service
different
parts.
The
city
that
are
not
related
to
going
downtown.
B
Mr.
Cho,
that's
a
that's
a
complicated
question.
This
is
about
put
your
funding.
Any
resources.
You've
clearly
set
the
stage
for
your
TMP
and
if
you
start
getting
into
some
of
the
suggestions
that
I've
just
heard
about,
you
know
southern
connecting
up
all
these
suburban
areas.
That's
not
part
of
the
macro
strategies.
That's
not
to
say
you
can't
do
that.
This
is
about
bringing
forward
erupts,
as
in
your
TMP.
B
What's
in
your
in
a
trans
affordability,
plan
and
so
forth
in
terms
of
miscellaneous
bus
routes,
adjustments
and
things
like
that,
as
I
said
in
my
opening
comments,
we're
going
to
be
meeting
with
each
individual
Road
Council
in
2017
behind
his
team,
who
kind
of
singing
will
apply
the
principles
that
are
on
this
report
and
we'll
walk
through
and
then
here's
some
suggestions
for
tweeting.
But
there's
there's
nothing
in
this
package
that
oxidate
major
bus
route
network
changes
actually.
E
Tmp,
if
you
look
at
the
one,
that's
in
there
that
says
the
ultimate
plan
before
the
affordability
plan.
They
don't
have
those
connecting
rooms,
they
have
the
run.
This
one
wrong
and
baseline,
for
example,
is
not
quite
as
far
out,
but
there
is
is
it
there?
So
I
think
we
should
start
thinking
about
how
and
they
were
talking
about
putting
streetcars
there.
E
We
won't
be
able
to
afford
that
for
some
time,
but
as
we
get
opening
up
on
this,
I
really
think
we
have
to
start
looking
at
it,
because
a
lot
of
the
growth
is
still
happening
outside
the
Greenbelt
and
the
numbers
there
are
even
larger
than
they
were
five
years
ago
and
we're
working
on
well
I'll
leave
it
for
now.
I
do
think
we
have
to
start
looking
at
it
and
they
do
I
think
by
doing
a
review
of
the
master
transportation
plan
and
a
couple
of
years
as
well.
E
Once
we
once
see
this
line
is
open,
and
that
was
what
was
going
to
be
done
and
I
think
that
we
always
have
to
think
we're
well
ahead
on
this,
so
you
talk
to
one
counselor
about
it.
This
is
something
that
affects
a
whole
lot
of
councillors.
I
knew
sometimes
we
miss
things,
may
go
just
warped
by
Ward,
so
just
put
it
in
the
back
of
your
brain,
and
some
of
us
will
pay
for
it.
C
Thank
so
much
councillor
just
remind
everyone.
There
will
be
a
update
to
the
long
term
financial
plan
for
transit
I'm,
looking
at
the
treasurer,
hopefully
by
the
end
of
this
year.
At
some
point
and
the
transportation
master
plan
is
up
for
review,
I
think
in
2019,
if
memory
serves
or
perhaps
later,
according
to
councilor
egg
line
at
Commissioner
crew.
A
Thank
you,
mister
chair,
just
a
couple
of
very
quick
comments
or
clarifications.
First
of
all,
we've
emphasized
that
the
waiting
experience
at
the
stations
will
be
more
comfortable
than
the
experience
riders
are
currently
experiencing.
Could
you
remind
me
what
we
have
determined
about?
The
presence
of
concession
stands
at
the
transit.
Sorry
at
the
Confederation
line
stations,
particularly
at
those
three
major
transfer
points.
Mr.
B
A
That
report
is
present
today,
I,
certainly
anticipate.
There
will
be
some
questions
about
the
financial
arrangement
under
which
those
work
at
that
time.
So
I
look
forward
to
to
that
report.
Next,
perhaps
for
a
mr.
scrimmage
er
and
picking
up
on
a
point
that
I
that
I
emphasize
when
we
first
were
was
presented
with
these
slides
I.
A
D
Mr.
chary
those
routes,
depending
on
where
it
will
be
working
within
the
information
identification
structure
that
we
showed
you
in
the
first
presentation
to
give
all
the
information
to
customers,
in
effect,
whether
they're
running
under
a
modified
identity
or
not
overnight,
in
effect
on
the
on
the
part
of
their
route
from
Blair,
Tiny's
or
herdmen
out
they'll,
be
providing
24-hour
service.
It's
just
that
those
routes
would
be
extended
directly
to
downtown
during
the
overnight
hours
when
the
trains
are
closed
and.
A
I,
just
again
was
emphasizing
the
concern,
of
course,
particularly
on
weekends
of
people
getting
out
of
the
downtown
core
after
their
evenings
activities
and
that
there
will
be
a
facility
to
to
accomplish
that.
Finally,
just
one
little
quick
comment:
mr.
and
Konya
gotta
admire
your
fairness
in
advertising,
a
film
for
or
mentioning
a
fare
enforcement
blitz.
A
few
days
before
it
occurs.
I
certainly
think
that
that
provides
an
incentive
for
fare
invaders
to
make
sure
they
attend
Transit
Commission
meetings,
Thank
You
mr.
chair.
C
Thank
you
very
much
Commissioner
Milner.
Seeing
no
other
speakers
is
this
report
received
received.
Thank
you
very
much.
The
next
report
is
on
the
fare
restructuring
system,
just
understanding
how
long
a
presentation
takes
the
number
of
speakers
and
it
always
interested
miss.
Do
people
want
to
take
a
five-minute
health
break
or
do
you
want
to
plow
on
keep
going
okay?
So
mr.
Mann
Konya
mr.
Scrimgeour
over
to
you.
D
D
So
charging
a
premium
fail,
and
only
some
real
time
and
some
trips
on
those
routes
would
be
an
equitable
and
may
reduce
service
quality
to
everyone,
because
we
wouldn't
be
able
to
pool
our
resources
of
the
local
roots
and
the
express
routes
to
provide
a
more
free,
more
convenient
service.
In
addition,
it
would
not
be
possible
in
order
to
be
practical
to
charge
premium
fills
in
the
afternoon.
D
Doing
so
would
put
a
negative
impact
on
service,
as
people
had
to
queue
up
to
get
on
through
the
front
door
or
the
tap
their
postal
card,
they
would
increase.
Congestion
would
clog
up
those
stations.
The
buses
would
not
be
able
to
move
in
and
out
of
those
very
busy
stations
and
it
would
increase
our
operating
costs
as
we
would
need
to
support
Howard
try
to
deal
with
that
very
congested
operation.
So
it's
just
not
practical.
D
Given
the
design
of
the
stations
over
the
years
that
expressed
distinction
that
was
created
in
the
70s
has
changed
when
the
accessories
were
introduced,
they
were
of
the
transfer
free
trips
to
downtown
from
outlying
areas
like
Bell's,
corners
and
or
lanes
in
Canada
and
bar
Haven,
but
that
transfer
free
trip
to
downtown
has
been
available
gradually
to
more
and
more
of
those
are
from
more
and
more
of
those
districts.
As
the
trains
away
has
been
expanded
and
as
the
transit
way
bus
routes
have
been
expanded.
D
The
express
routes
provided
the
limited
stop
trips
to
downtown,
but
now
those
transit
where
bus
routes,
the
ones
numbered
in
the
90s,
provide
that
same
limited,
stop
server.
Stopping
only
at
stations
along
the
way
at
one
time
express
routes
were
consistently
available
in
all
suburban
areas,
but
some
newer,
suburban
areas,
we
haven't
been
able
to
add
Express
routes
to
because
we've
been
limited
by
the
capacity
of
the
downtown
streets
to
accept
new
bus
routes
up
until
the
late
90s
traveling
on
an
Express
route
meant
almost
a
guarantee
of
a
seat.
D
These
were
with
high
floor
buses
and
the
service
was
planned
so
that
everyone
would
have
a
seat
on
average
and
since
that
time,
we've
converted
the
whole
fleet
to
low
floor
buses,
which
is
much
more
accessible
for
everybody.
Everyone
gets
on
and
off
more
easily,
but
the
arrangement,
the
bus's,
means
that
there
are
a
few
receipts
and
some
customers
need
to
stand
on
every
bus
on
every
route.
D
In
the
system,
charging
the
Express
fare
used
to
exclude
low
fare
customers
from
from
the
buses,
but
as
we've
adapted
the
u-pass
and
the
community
pass
eligible
for
lower
fare
customers
on
the
entire
system.
Those
customers
have
had
access
to
the
Express
routes
as
well.
The
premise
of
charging
higher
fares
on
express
routes
was
to
pay
for
the
higher
operating
costs,
but
the
operating
costs
of
those
routes
is
now
very
similar
to
the
operating
cost
of
the
regular
fare
bus
routes.
D
There
isn't
a
cost
premium
and,
as
I
said
earlier,
of
course,
in
2018,
when
the
Confederation
line
opens
without
direct
to
downtown
service,
they
that
characterizes
an
Express
route
will
no
longer
be
provided.
Here
are
some
of
the
changes
that
are
coming
in
2018
and
how
how
those
distinctions
go
away.
The
transfer
free
trips
to
downtown
that
are
one
of
the
characteristics
of
an
Express
route
that
that
ends
when
customers
from
Canada
bar
Haven
and
Orleans
and
Statesville
will
change
modes
and
will
complete
their
trips
into
downtown
on
the
Confederation
line.
D
The
higher
fares
that
were
charged
to
cover
a
higher
operating
cost
will
no
longer
apply
anymore
because
the
operating
cost
of
the
future
connection
routes
will
be
just
the
same
as
the
operating
cost
of
the
local
root
or
the
frequent
rate
or
the
rapid
rate
than
is
running
along
the
same
corridor
to
the
same
location
and
the
right
now.
The
premium
fee
is
charged
or
checked
when
customers
board
and
that
just
won't
be
possible
or
practical.
D
In
the
afternoon
rush
hour
with
the
major
transfer
stations
that
were
building
all
together,
we
bring
about
190
million
dollars
a
year
in
fair
revenue
when
I
say
hundred
and
ninety
that's
actually
at
just
a
an
explanation
in
2016.
It's
one
hundred
and
eighty
eight
point
nine
million
in
the
budget
in
2017.
D
If,
if,
if
the
currently
expected
budget
is
the
one
that's
approved
by
council,
then
there'd
be
about
193
194
million,
so
190
million
ish.
The
info
revenue
has
to
come
in
each
year.
Six
million
of
that
comes
right
now
from
the
premium
force
that
are
charged
I
express
roots.
So
with
the
express
route
ending,
there's
no
more
and
no
more
premium
fares,
we
need
to
recalibrate
our
flow
types
to
continue
to
bring
in
the
490
million
dollars
to
not
miss
that
six
million
dollars.
D
Right
now
we
sell
about
13,000
adult
Express
passes
a
month
and
from
July
1st,
the
price
of
those
will
be
hundred
and
thirty
dollars
and
fifty
cents
and
right
now
we
sell
about
thirty,
eight
thousand
regular
fare
monthly
passes
to
adults
per
month
and
the
July
first
price
of
those
is
105
75.
When
we
bring
those
customers
together,
paying
a
single
past
price,
that
price
will
be
one
hundred
and
twelve
dollars
and
25
cents.
That
would
be
the
same
number
of
customers
and
from
that
group
bringing
in
the
same
amount
of
fare
revenue.
D
Similarly,
for
the
students,
when
we
merge
the
student
explore,
so
the
student
regular
fare
passes
into
a
single
pass,
the
amount
would
go
to
80
for
75
per
month,
seniors
at
40.
To
75
from
July
1st,
there's
no
change
required
because
those
customers
have
access
to
the
complete
network
and
the
community
pass
at
41.
75
also
have
access
to
the
complete
network
for
single
ride.
Fares
will
recommend
in
two
things:
one
is
to
merge
the
Express
and
the
regular
fare
fares
into
one
and
one
is
to
bring
the
fares
closer
together.
D
So
there's
not
the
wide
range
between
presto,
a
purse
ticket
and
cash
so
for
adult
cash
fares,
which
right
now
range
from
$3
to
$5
and
15
cents,
we're
recommending
pegging
them
at
3:30
for
people
who
pay
with
presto
eaters
and
335
who
people
for
people
who
pay
with
cash.
As
we
mentioned
earlier
with
the
introduction
of
fare
gates,
we
need
every
fare
type
to
be
machine
readable
on
entering
an
old
train
station.
D
So
that
means
we
can't
support
paper
tickets
any
longer
and
by
merging
by
bringing
the
we
purse
and
the
cash
fares
closer
together,
we
can
match
the
ticket
price
still
bring
in
the
same
fare
revenue,
provide
lower
cash
fares
for
for
lower
cash
fares
for
all
the
belts
and
and
meet
those
practical
needs
for
seniors.
We
would
we
recommend,
bringing
the
presto
key
purse
and
the
cash
fare
closer
together
at
250
and
255
and
children
to
make
some
small
adjustments
to
bring
them
together
at
165
and
170.
D
As
I
said,
the
automated
fare
control
system
requires
all
of
our
fares
to
be
machine,
readable
and
the
rapid
transit
control
strategy
approved
by
the
Commission
is
what
is
what
we're
following
to
implement
the
fare,
vending
machines
and
the
fare
gates
at
all
stations
on
both
our
train
lines,
and
that
requires
that
all
of
our
passes,
transfers
and
other
fares
be
machine,
readable
either
smart
cards
or
as
high-security
two-dimensional
barcodes.
So
we
have
to
change
several
fare
types
to
meet
that
that
requirement.
D
The
first
of
those
is
that
it
is
now
approaching
time
for
the
paper
passes
and
paper
tickets
to
be
wound
down
and
discontinued.
That
was
expected
later
that
year
or
the
next
year,
when
the
presto
system
was
introduced
in
2012
and
2013.
But
over
the
time
we've
defied
the
end
of
paper
passes
and
paper
tickets
to
help
customers
make
the
transition,
and
most
customers
have
made
the
transition
away
from
paper
passes
and
tickets.
D
To
presto
cards,
as
I
said,
it
will
not
be
feasible
to
use
paper,
passes
or
tickets,
that
the
fare
gates
of
our
train
stations,
and
so
will
windows
down,
will
recommend
and
winding
those
down,
but
monthly
passes
can
be
purchased
at
exactly
the
same
price.
On
a
presto
card
as
on
a
paper
pass
and
with
the
single
ride
fare
adjustments
that
I
talked
about
a
little
bit
earlier.
D
There
will
be
no
financial
impact
to
customers
from
moving
from
tickets
to
a
purse
or
cash,
so
paper
passing
tickets
will
be
phased
a
beginning
as
the
past
types
that
have
the
lowest
use
that
that
means
this
fall
student
monthly
passes
would
be
phased
out
next
summer.
In
summer,
2017
adult
monthly
passes
that
senior
monthly
passes
and
community
passes
would
be
phased
out
in
the
paper
pass
and
everyone
would
be
moved
to
presto.
D
While
working
with
the
universities
and
colleges
that
that
purchase
and
distribute
you
passes
to
make
those?
U
passes
machine,
readable
but
at
the
same
time
still
be
capable
a
visual
inspection.
We
have
a
pilot
project
underway
this
summer
with
the
University
of
Ottawa,
where
the
U
passes
that
they've
distributed
this
summer,
other
smart
cards
and
that's
going
very
well
for
connections
with
asta.
We
do
have
complete
fair
integration
with
the
STL
and
our
gates.
Just
like
they.
The
presto
card
readers
and
the
buses.
D
Will
read
and
recognize
they
sto
multi
card,
whether
it's
being
used
as
Monthly
Pass
or
as
a
stored
value,
fare
carrying
a
transfer
and
we're
working
with
the
STL
on
finding?
What's
the
best
solution
for
the
very
small
number
of
customers
who
start
their
trip
on
the
STL
and
pay
with
cash
or
ticket
and
how
they
will
transfer
into
row
train
stations?
D
A
few
other
recommendations
that
were
making,
we
are
recommending
ending
the
top-up
fair,
that's
required
for
para
transport
customers
who
traveled
before
9:00
in
the
morning
right
now,
there's
a
higher
fare
that
matches
the
Express
fare
on
conventional
service
charged
in
the
morning
peak
period.
Originally
that
was
designed
to
reduce
demand
and
and
encourage
customers
to
travel
later
in
the
day
that
effect
has
lessened,
and
so
we're
recommending
removing
that
requirement
for
a
morning
top-up
or
a
morning
surcharge
so
that
the
one
fare
applies
entire
transport
at
all
times
a
day.
D
We're
recommending
change
to
changes
to
the
community
past
programme.
One
is
to
separate
the
community
pass
into
a
community
pass
at
an
access
pass
to
each
deal
with
the
travel
needs
of
the
two
different
groups.
Who
are
now
I
now
have
access
or
now
have
now
can
purchase
the
community
pass.
The
first
of
those
is
ODSP
recipients.
These
are
people
who
have
a
low
income
and
have
a
disability,
and
they
have
access
to
the
community
pass.
D
But
if
they
need
to
make
a
trip
on
pay
or
transport
that
pass
would
give
them
a
one-third
discount
on
their
trip
on
pair
of
transport.
So
power
transfer
registrants
would
have
three
choices.
They
could
pay
single
ride
fares
for
all
their
trips
on
conventional
or
empire
Transpo.
They
could
purchase
a
community
pass
which
would
give
them
unlimited
travel
on
the
conventional
system
at
discounted
travel
on
Parrott
rascal,
where
they
could
purchase
the
full
adult
monthly
pass,
which
would
give
them
complete
access
to
both
payer
transport
and
the
conventional
service
at
all
times.
D
D
We
recommend
changing
and
setting
a
setting
a
alignment
to
the
the
price
of
a
day
pass
to
give
our
a
firm
footing
in
in
logic
and
we're
recommending
that
it
be
set
at
3
times
the
price
of
an
adult,
saying
unfair.
That
would
make
it
clear
that,
for
anyone,
who's
making
two
trips
paying
similar
light
fares
is
better
anyone.
D
D
We
are
recommending
bringing
in
a
new
90
day
pass
that
would
support
visitors
to
Ottawa
and
give
a
boost
to
people
and
encourage
people
who
come
to
Ottawa
to
use
transit
while
they're
here,
so
we're
recommending
that
in
2018
once
we
have
the
fair
vending
machines
in
all
of
the
old
train
stations
that,
at
the
fair
vending
machines,
customers
would
be
able
to
buy
a
multi-day
pass.
They'd
be
able
to
go
to
the
Machine
and
select
one
two,
three
four
five
six
seven
days.
D
We
are
working
with
the
VA
of
Canada
and
have
been
for
a
little
while
to
give
these
customers
the
option.
Should
they
choose
it
of
including
the
cost
of
transit
in
Ottawa
in
their
train.
Fare
Nia.
Does
this
already
with
GO
Transit
in
Toronto,
the
AMT
and
Mont
Royal
with
some
bus
companies
in
southwestern?
Ontario
is
built
right
into
vias
reservation
system.
D
As
they
train
get
off
the
train,
cut,
let's
say
they're
coming
from
Montreal,
then
we
go
off
the
train
at
Ottawa
station
at
Tremblay,
Road,
walk
to
Tremblay
station
right
out
front,
scan
the
barcode
and
enter
into
the
station
and
we'll
set
the
the
price
to
be
the
same
as
the
regular
fare,
because
any
fee
that's
set
in
the
arrangements
with
via
and
we'd,
be
happy
to
work
with
any
other
intercity
transportation
company
which
would
like
to
do
the
same
thing
right
now.
This
kind
of
thing
is
only
done
by
Via
Rail.
D
D
The
mother,
our
vendors
to
offer
other
fare
products
may
also
provide
paper
tickets.
We
sell
paper
tickets
to
some
social
agencies
and
other
agencies
and
pass
them
on
to
their
clients
for
the
different
four
different
sorts
of
transportation
needs
that
they
have
with
the
end
of
paper
tickets.
We
will
work
with
each
agency
individually
to
find
out
what's
the
best
solution
for
them
to
allow
them
to
prepay
single
write
fares
for
their
clients.
In
some
cases,
that
may
mean
prepaid
postal
codes.
In
some
cases,
that
might
mean
group
sales
and
group
registration
of
coastal
cards.
D
In
some
cases,
that
might
mean
special
vouchers
for
that
organization
that
would
be
set
up
for
the
for
the
travel
needs
that
their
clients
have.
So
that
would
be
like
a
con
ticket,
but
it
would
be
especially
distributed
there
and
would
be
set
for
the
travel
needs
of
their
customers
or
their
clients
have.