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From YouTube: Transit Commission - 20 October 2021 (Part 2 of 2)
Description
Transit Commission - 20 October 2021
Agenda and background materials can be found at http://www.ottawa.ca/agendas
A
A
A
B
A
B
Sure,
thank
you
very
much.
Thank
you.
There's
been
some
excellent
questions
and
very
in-depth.
I'm
looking
at
it
from
a
layperson's
point
of
view
in
terms
of
the
overall
picture
and
people
wonder
how
is
it
this
new
system
is,
is
having
issues
when
we
had
a
trillium
line
there
for
10
years.
That
did
not
have
any
problems.
B
C
Yes,
mr
chair,
you
know
the
the
the
two
systems
are
very
very
different.
You
know
the
the
confederation
line
line-
one
it
you
know
is,
is
an
electric
system,
computer-based,
train
control,
you
know
low
floor
vehicles,
you
know
and-
and
we
are
dealing
with-
you
know
a
vehicle
that
is
new.
It's
the
first
kind,
first
type,
and
you
know
we're
dealing
with
some
of
those
those
those
challenges
with
with
the
initial
new
vehicle.
C
You
know
the
trillium
line,
you
know
when
it
when
we
launched
after
the
expansion.
You
know
we
did
have
some
challenges
in
the
early
days,
but
we
were
able
to
resolve
those
those
challenges.
You
know
more
quickly
than
what
we're
seeing
on
online
two.
But
you
know
there
were
there,
were
some
challenges
challenging
days
of
the
winter
particularly
was
challenging,
but
the
vehicles
on
online
two
were
were
established
vehicles.
C
You
know
that
were
part
of
a
longer
production
line
as
opposed
to
a
newer
vehicle,
so
very,
very
different
systems-
and
you
know
you
know.
Definitely
you
know
to
point
on
curves.
You
know
you
have
to
manage.
You
know
track
and
trains
differently
on
curves,
and
you
know
that
does
pose
some
challenges,
but
you
know
it's
it's
not
like,
unlike
that,
you
know
there
aren't
curves
in
other
transit
systems
and
other
networks.
B
C
I'm
not
you
know
the
the
the
trillium
line,
trains,
they're,
they're
diesel
trains.
So
you
know
the
propulsion
systems
are
very,
very
different
than
what
you'd
see
on
on
the
on
the
on
the
light
rail
system
that
we
have
now
it's
on.
It
really
is
comparing
apples
to
oranges,
but
you
know
we
did
have
some
vehicle
challenges,
but
not
to
the
extent
that
we're
seeing
online
one
right
now.
B
B
D
Thanks,
mr
chair,
I
can
provide
some
information
to
answer
some
of
those
questions.
We
are
continuing
to
accommodate
all
pair
transport
trip
requests
and
paratransport
ridership
is
still
lower
than
it
would
normally
be
because
of
the
pandemic.
I'm
just
scanning
a
page
we've
got
here
in
the
month
of
september,
paratransport
ridership
was
at
55
of
pre-pandemic
levels
in
the
first
half
of
october,
so
going
up
to
the
15th,
but
excluding
thanksgiving
day,
prayer
transfer
ridership
was
at
58
of
pandemic
levels.
D
So,
first
of
all
we
are.
We
continue
to
have
more
capacity
than
than
ridership
and
therefore
space
to
accommodate
everybody
and
you'll
see
in
a
in
the
performance
presentation
that
will
come
after
this
item
that
even
at
full
ridership
we've
been
able
to
accommodate
substantially
all
customers
in
recent
years.
D
We
do
in
some
cases
a
very
small
number
cases.
It
looks
like
it's.
No,
I
don't
have
that
number.
Exactly
a
very
small
number
of
cases.
We
do
have
more
than
one
customer
on
board
when
it's,
when
the
trip
is
being
provided
by
a
minibus,
traffic
is
still
below
auto
traffic
is
still
below
pre-pandemic
levels
and
therefore
paratransport
buses
are
are
running
on
time
at
a
higher
rate
than
they
would
normally
so.
The
effect
on
customers
with
disabilities.
D
Experience
all
the
time,
so
I
would
suggest
that
when
we
hear
about
people
dissatisfied
with
paratranspose
service,
it's
really
a
dissatisfaction
that
they
need
to
go
back
to
prayer
transpose
service
and
that
they're
back
to
the
same
compromises
that
they
used
to
live
with
ex.
And
I
won't
say
except
but
no
was
part
of
their
their
journey.
Before
the
o
train
opened.
B
Okay
yeah,
this
is
certainly
having
an
effect
on
on
everybody
in
the
city.
There's
been
a
request
that
I've
seen
and
come
through
through
our
office
and
other
offices
that
paratranspo
service
be
a
regular
standing
item
on
the
agenda,
and
I
just
I
want
to
reiterate
that
request
and
to
ensure
that
we
do
that
that
that
should
be
updated.
Every
single
transit
commission
meeting,
just
as
we've,
been
updating
on
on
your
but
the
the
bus
service
and
our
transit
lines.
B
D
D
I
I
I'm
sorry
just
changing
microphones.
I
hope
that
sounds
better
sound
good
as
the
it'll
depend
on,
and
I'm
expecting
that
this
will
be
a
gradual
return
to
service
of
more
and
more
vehicles.
That
will
start
at
the
level
that
mr
aguero
describes
and
that
will
gradually
return
up
to
full
service.
I
wouldn't
want
to
guess
of
how
long
that
takes,
but
I
expect
that
it's
not
an
instant
thing.
It
happens
over
a
period
of
time.
C
B
D
B
Okay-
okay,
good,
I
think
we're
back
on
here.
So
that
is
my
main
concern.
Is
I
see
the
cancellations
of
route
7?
I
see
the
cancellations
of
line
two.
Those
are
our
two
top
cancellations
to
supplement
the
r1
and
those
are
two
routes
that
are
heavily
used
in
the
core
of
the
city
along
bank
street,
a
lot
of
carlton
students.
So
this
is
a
big
concern
for
me
and
and
those
routes
that
have
been
cancelled.
B
So
I
want
to
reiterate
the
the
need
to
restore
that
that
service
I
wanted
to
go
to.
This
would
be
my
last
points.
I
suppose
we've
heard
and
seen
you
know
the
following
issues:
we've
seen
also
say
we
needed
uplift
in
service
and
and
california
mckinney
has
pointed
that
out
today
that
after
two
years
we're
seeing
that
line,
we've
seen
rtg's
inability
to
really
get
concentrated
resources
when
we
needed
them.
B
For
previous
fixes,
we
have
seen
the
lack
of
information
being
divulged
to
the
public
as
a
result
of
the
supposed
partnership
we're
in
here,
and
we
know
that
you
know.
Rtg
is
essentially
a
shell
corporation
which
limits
potential
liability
and
clouds
accountability,
and
so
I'm
wondering
to
the
city
manager
and
and
and
to
others,
when
we're
going
to
hear
an
admittance
that
this.
This
was
a
mistake
with
the
system
that
that
we
made
errors
in
in
purchasing
brand
new
untested
trains
that
mistakes
were
made
in
allowing
for
a
truncated
testing
period
and
subsequent
launch.
B
B
I
because
I
hear
plenty
of
blame
to
go
around,
but
I
haven't
heard
really
words
of
accountability
from
our
staff
or
the
mayor
that
the
city
made
multiple
mistakes
which
unnecessarily
increased
our
risk,
while
more
than
doubling
the
municipal
debt
load
and
really,
quite
frankly,
shirking
responsibility
by
you
know
torpedoing
a
judicial
inquiry
into
the
process.
So
I
I
don't
see
that
accountability.
C
Well,
counselor,
you
know
you
made
more
of
a
a
you
know,
a
statement,
a
political
statement
and
you're
asking
me
a
question
to
basically
characterize
an
entire
system
that
started
in
2010
the
procurement
process.
Every
step
of
the
way
council
was
involved.
We
had
I
o
involved.
We
had
experts
involved
and
for
me
to
be
able
to
say
that
this
was
a
mistake.
You've
got
to
be
able
to
compare
to
something
else
and
what
the
alternative
was.
We've
had
issues
with
the
system
was
it
a
mistake.
C
We
followed
the
procurement
process
at
the
time
that
was
seen
as
best
practice.
We've
had
audits
that
have
said
that
it
was
best
practice.
We've
had
auditor
general
review
it.
That
said
that
that
we
followed
the
audits
properly
kpmg.
We
had
a
lesson
learned
report.
I
mean
you
know
all
that,
but
I'm
not
going
to
sit
here
and
characterize
simplistically.
C
The
entire
the
entire
process
is
something
that
was
a
mistake
that
that
issues
have
happened.
We've
had
to
deal
with
issues.
Our
partners
obviously
have
have
made
a
lot
of
mistakes
in
terms
of
how
they
set
up
their
system,
how
they're,
maintaining
and
what
they're
doing,
but
that
doesn't
necessarily
flow
from
how
we
procured
it
and
the
decisions
that
were
made
by
council
and
staff.
C
We
depended
on
this
consortium
to
have
the
right
processes,
people,
organizational
structure,
etc,
to
be
able
to
maintain
the
system
and
deliver
what
we
paid
for
and
what
we
were
promised.
So
you
know
trying
to
find
fault
in
that,
based
on
on
something
that
was
done
collectively,
I'm
not
prepared
to
to
say
that
categorically,
because
it's
much
more
nuanced
and
much
more
complex,
an
answer
than
a
simple
answer.
Yes
or
no,
we
made
a
mistake.
B
B
We
really
need
you
here,
we're
happy
to
have
new
leadership
here
and
we're
excited
to
see
that
working
relationship
to
to
work
towards
a
better
future
for
this
system
and
the
city,
and
I
think
you
represent
that
and
really
appreciate
that
that
you're
here
with
us
so
very
much
looking
forward
to
working
with
you.
Thank
you,
chair.
F
F
I
want
to
maybe
speak
of
the
train
issues,
but
then
also
speak
of
the
replacement
buses
issue,
maybe
with
the
train,
starting
with
the
train
one
and
I
believe
it's
the
organization.
I
think
it's
daniel
who's
here
on
behalf
of
tra
daniel
as
a
someone
that
goes
into
these
scenes
and
and
does
the
analysis
and
so
on.
Do
you
have
a
general
comment
as
it
relates
to
the
vehicles?
F
I
don't
know
if
you've
followed
ottawa
in
the
past,
but
it
appears
that
a
lot
of
the
issues
we're
having
on
the
rail
often
relate
to
the
vehicle
and
systems
of
the
vehicle.
I
don't
know
if
you
had
a.
I
know,
you're
doing
a
specific
analysis
on
safety,
but
in
that
analysis
you
would
have
had
to
do
some
deep
dive
into
the
vehicle
itself.
Would
you
have
any
specific
comments
to
the
vehicle
aspects
or
the
the
specs
on
the
vehicle
or
the
the
various
climate
realities?
F
We
have
here
in
a
capital
city
good
afternoon.
I
I
don't
at
this
point,
have
a
general
comment
on
the
on
the
vehicles
or
or
the
the
vehicle
systems.
Our
work
really
has
been
focused
specifically
on
the
root
cause
analyses
associated
with
these
two
derailments
and
the
safety
management
system
processes
that
that
we
talked
about
a
little
bit
earlier.
So
that's
that's
really
where
our
concentration
has
been.
I
I
don't
know
that
I
can
comment
on
that
on
the
vehicles
overall.
F
We
know
that
in
stations
the
station
absorbs
the
vibration
which,
which
limits
a
lot
of
those
impacts
when
you
get
out
of
that
and
you're
doing,
I
think
teresa
was
talking
about
the
curves
and
the
vibration.
It's
pretty
apparent
that
that
vibration
is
felt
through
the
vehicle,
which
would
have
a
number
of
impacts
on
the
wheels.
A
number
of
impacts
on
the
various
systems
so
is,
does
that
is
that
forming
part
of
your
analysis
because
we
want
to
get
to
root
causes?
F
F
Okay,
well
I'll.
Leave
it
at
that.
For
that,
only
the
two
pieces
that
I've
raised
I
would
raise
is,
I
hope,
that
city
staff
or
even
your
your
organization
can
go
on
to
social
media,
because
it's
been
actually
quite
well
documented
in
videos
and
sound
in
terms
of
the
vibration
issues
across
the
pla
across
this
segment.
So
that
would
give
you
additional
insight
and
maybe
just
thought
for
the
city
manager
and
the
oc
team,
the
the
rail
team
to
just
maybe
consider
keeping
the
tra
on
past
opening.
F
Good,
okay,
thank
you,
maybe
I'll
turn
to
pat
now
or
the
t
or
troy
on
on
the
buses.
So
I
had
a
lot
of
of
ideas
on
what
we
could
do
for
r1
you've
heard
earlier
from
delegations
about
rito
street
and
the
movement
on
rideau
street
using
mckenzie
bridge.
I
think,
really
needs
to
be
thought
through
and
discussed
with
users
and
and
and
further
thought
through
it
on
on
longer
term
replacement
on
shorter
term.
I
understand
the
benefit
of
redo,
but
in
on
longer
term
bus
routes.
I
think
it
needs
to
be
considered.
F
We
went
from
20
15
minute
riders
15-minute
gaps
between
buses
to
through
the
pandemic.
Those
are
20
30
minutes
to
now.
You
know
additional
cancellation,
so
I
don't
know
who's
best
to
answer.
But
I
guess
my
thought
is
what
reflection?
What
policy
environment
does
oc
go
in
to
decide
hey?
These
are
the
routes
we
should
cancel
and
I've
heard
in
the
past
saying
ridership,
but
we
in
my
mind
we
don't
have
real-time
ridership.
So
I
question
that
that
spirit.
D
So
I
can,
I
can
say,
a
little
bit
and
I
hope
these
comments
are
helpful
as,
as
you
know,
as
we've
talked
about
before
every
we
recognize
that
every
time
any
service
has
to
be
reduced
or
cut.
For
any
reason,
it
is
negative
for
the
customers
who
use
that
service.
There
is
nothing
positive
about
a
trip
cancellation.
There
is
nothing
positive
about
a
service
reduction
for
a
transit
customer.
D
We
have
made
we
made
reductions
that
the
counselor-
and
I
have
talked
about
previously
back
in
the
summer
in
june.
These
were
the
ones
to
reduce
our
operating
cost
in
response
to
the
very
low
ridership
because
of
the
pandemic,
and
then
those
those
went
in
into
effect
in
in
june.
The
changes
that,
when
it
effect
the
additional
trips
that
we
had
to
cut
in
september,
were
to
make
enough
buses
available
so
that
we
could
accommodate
everyone
traveling
on
on
the
r1
service,
a
a
basic
concept
that
you
know
guides
us.
D
There
is
if
people,
if
people
can't
get
to
their
local
station
because
the
core
service
isn't
running
or
if
they
they
can
get
to
their
local
station,
they
can't
go
any
further.
Then
we
need
more
more
capacity
on
that
core
service,
which
is
unfortunately
and
temporarily,
the
r1
replacement
bus
service.
D
But
at
the
same
time
we
also
recognize
that
there's
a
great
number
of
customers
who
don't
travel
on
the
train.
Don't
didn't
travel
on
the
transitway?
Don't
travel
on
the
train,
don't
travel
on
the
r1
as
part
of
their
trip,
and
that
might
be
someone
who's
traveling
from
vanier
to
the
reno
center.
Equally,
it
might
be
someone
who's
traveling
from
canada
to
maryvale
high
school.
These
are
all
trips
and
there's
many
many
examples
like
that
of
trips
that
need
to
be
sustained
because.
D
Need
to
be
sustained,
even
though
there
is
this
disruption
on
the
on
the
core
system,
because
they
don't
they
don't
interact
with
it,
but
it's
necessary
for
us
to
get
enough
buses
to
make
sure
that
that
core
service
can
at
least
move
to
people,
if
not
with
any
sufficient
speed
or
sufficient
reliability.
At
least
we
can
move
the
people.
D
My
optimism.
My
limited
optimism
for
the
future
is
that
when
the
train
comes
back
as
the
train
comes
back,
even
if
it's
very
limited
in
the
early
days,
that
will
very
quickly
start
to
relieve
the
the
tension
and
the
pressure
that
that
our
customers
on
all
of
those
routes
are
relieving,
we
will
be
able
to.
As
the
train
comes
back,
it
will
give
us
capacity.
D
F
Mr
mr
chair,
I
know
my
time's
up.
Could
I
just
wrap,
wrap
up
comment,
maybe
to
the
transit
commission
on
this
15
seconds.
Max
okay
go
ahead.
I
I
hope
that
the
transit
commission
and
the
heads
up
to
the
budget
really
considers
in
in
long-standing
cancellations
like
this.
How
do
we?
How
do
we
get
the
right,
r1
model
in
place
it
it?
We
really
need
to
get
this
right
in
the
the
spirit
of
challenges
we're
having
on
track.
That'll,
be
my
only
comment,
mr
chairman.
A
G
E
Okay,
I
can
take
that
mr
chair,
so
november,
1st
is
when
we
expect
to
have
seven
plus
one
spare
trains
fully
inspected
gone
through
the
process.
I
think
what
I
said
stated
earlier
was
that
in
parallel
we
are
working
with
the
city
and
tra
to
ensure
that
we
are
providing
the
the
information
that
is
required
and
possibly
be
able
to
test
before
november
1st.
But
at
this
point
it's
november
1st
we
commit
to
having
the
trains
available
on
november
1st.
E
G
Okay,
so,
okay,
so
essentially
what
you're
saying
is
the
trains
will
be
available
on
the
first,
but
not
for
actual
customers
to
go
on
them,
so
that
memo
was
a
little
bit.
You
didn't
write
it.
So
it's
fine.
It
was
a
little
bit
misleading
right
in
terms
of
customer
expectations.
I
I
would
say
right
because
all
the
headlines,
I
read
that
memo.
E
Mr
chair,
our
target
is
to
have
seven
plus
one
trains
available
on
november
1st,
if,
prior
to
that,
the
tra
and
the
city
sign
off
on
our
processes.
We
can
certainly
do
the
testing,
even
if
it's
just
with
five
or
six
trains
prior
to
the
november
first
date
and
then
be
ready
to
go
on
november
1st.
But
at
this
point
it's
purely
speculation.
E
C
Mr
cadillac
yeah,
mr
chair,
just
I
I
have
to
know
jeff
because,
and
you
know
I
think
the
language
and
commissioner
gilbert.
I
understand.
I
appreciate-
and
I've
heard
your
comments
publicly
about
this
but
characterizing
my
comments,
and
my
memo
is
misleading
I
think
is,
is
is
inappropriate
because
they're
not
misleading.
C
I
was
reporting
what
rtg
gave
to
us
in
writing
in
terms
of
when
their
trains
could
be
in
service,
and
then
I
commented
on
our
assessment
of
whether
that
was
realistic
or
not
based
on
the
things
that
we
thought
we
had
to
do
and,
as
mr
guerrero
said,
if
these
things
happen
before
november
1st.
Yes,
if
everything
went,
perfect,
trains
could
run
november
1st.
My
reporting
in
my
memo
was
about
what
did
they
tell
us
and
what
was
their
assessment
of
that?
So
I
was
not
misleading
anybody.
C
G
No,
I
appreciate
that
mr
cadillac
and
I
thank
you.
I
appreciate
that
you've
pointed
that
out,
I'm
not
trying
to
to
imply,
and
if
I
did,
I
apologize
and
walk
that
back.
Mr
cadillac
goes
that
you
are
misleading.
What
I'm
saying
is
is
that
perhaps
the
information
that
was
provided
to
you
was
provided
in
such
a
way
that
was
interpreted.
You
know
what
I
mean
like
we're,
not
saying.
A
G
C
I
know
I
I
do
and
I
also
recognize
that
yeah
our
track
record
with
respect
to
dates
has
not
been
stellar
over
the
last
two
years
and
people
have
not
have
acknowledged
that,
and
I
think
that,
from
a
perspective
of
you
know
what
can
the
public
expect?
I
think
we
want
to
be
more
realistic
about.
You
know
yeah.
If
everything
went
perfect,
but
not
everything
goes
perfect,
and
so
what
was
the
window
of
time?
We
thought
was
a
more
appropriate
thing
to
say
from
our
perspective,
to
support
rpg.
C
G
No
and
I
I
can
appreciate
that
I'll
move
on
so
this
is
again
for
rtg,
so
you've
repeatedly
stated
throughout
this
meeting
that
you
need
to
add
more
monitoring
systems
and
and
and
equipment
or
whatever,
to
ensure
the
trains
long-term
safety,
but
that
you
intend
to
relaunch
the
train
without
these
systems.
You
know
you
have
a
you:
have
a
plan
for
the
short
term.
You
have
a
plan
to
relaunch
train
without
these
systems
and
you're
going
to
mitigate
the
risk
of
the
lack
of
these
systems
through
increased
inspection
regimes.
G
E
F
E
Not
and
will
not
be
but
well.
I
think
what
I
tried
to
say,
and
perhaps
I
didn't
I
wasn't
clear
in
the
way
I
stated
it
is
that
we
will
put
short-term
mitigation
processes
in
place,
such
as
additional
inspections,
but
at
the
same
time,
with
a
view
to
put
a
plans
in
place
that
can
be
sustained
over
the
the
life
of
of
the
of
our
contract
over
the
concession
period.
E
That's
the
plan-
and
these
obviously
will
be
vetted
through
the
tra
in
the
city
to
ensure
that
they
are
comfortable
with
what
we're
doing
in
terms
of
mitigation
plans.
I
think
it's
been
alluded
to
earlier.
It's
quite
common
in
the
industry
when
an
incident
happens
whether
that
be
you
know
what
we've
experienced
here
through
workmanship
or
or
some
sort
of
failure
of
a
component.
G
G
G
I
don't
trust
that
you
are
actually
going
to
increase
any
sort
of
inspections,
and
I
think
you
could
agree
with
me
that
I'm
a
little
hesitant
in
that
trust
because
again,
as
I
mentioned
after
all
of
the
various
incidents
that
we've
had
aside
from
derailments
everything
else,
the
response
from
rtg
always
was
we're
going
to
inspect
we're
going
to
increase
our
inspections.
We're
going.
We've
got
a
new
maintenance
regime.
We've
heard
this
story
before,
but
now
it's
a
serious
safety
issue.
We've
had
two
derailments.
G
This
last
derailment
was
frightening
and
I'm
just
gonna
put
it
out
there.
I
don't
trust,
and
many
in
this
city
do
not
trust
that
rtg
is
going
to
do
what
they
say
they're
going
to
do.
So,
how
can
you
prove
to
our
ridership
that
you
are
going
to
do
what
you
say
you're
going
to
do
when
you've
said
it
before,
and
yet
we
had
another.
We
had
another
derailment.
E
E
I
can
tell
you
that
our
organizations
and
that
I
speak
for
the
our
partners,
as
well
as
our
subcontractors,
are
100
committed
to
to
providing
the
citizens
of
ottawa
with
with
safe
and
reliable
service,
and
you
know
and
we're
doing
everything
in
our
power
to
make
that
happen,
and
I
understand
that
trust
is
only
going
to
come
back
when
we
are
able
to
deliver
safe,
reliable
service
in
a
consistent
manner.
I
get
that.
E
I
understand
that,
and
that
is
our
goal,
and
I
can
tell
you
that
no
cost
will
be
spared
the
world
100
committed
to
making
sure
that
that
happens,
and
we
will
work
with
tra
in
the
city
to
make
sure
that
that
happens.
We're
100
committed
to
that.
I
know
at
this
point
that
might
not
be
enough,
but
that's
all
I
can
promise
you
at
this
point.
Is
that
we're
going
to
do?
We
are
100
committed
to
making
it
happen.
G
Yeah,
I've
heard
that
before
too
one
last
question,
so
when
the
train
derailed
sorry,
when
the
train
left
trombone
station
and
speaking
about
the
september
derailment
in
it,
it
left
trombley
station
in
a
derailed
state.
The
only
reason
the
train
stopped
where
it
did
is
because
it
hit
a
switch
and
communication
was
lost.
G
So
if
it
hadn't
hit
that
switch,
it
would
have
continued
on
in
a
derailed
state,
for
god
knows
how
long,
maybe
into
celeron
station.
So
here's
my
question:
how
is
it
that
there's
no
sensor
on
the
train
to
tell
the
train
itself
since
it's
so
smart
and
I
understand
it-
was
in
automatic
mode
meaning
the
train
was
essentially
driving
itself.
How
is
there
no
sensor
to
tell
the
train
oops
you've
derailed?
Perhaps
now
is
a
good
time
to
stop
and
to
initiate
an
emergency
brake.
E
Yeah,
I
think
I
I
may
have
answered
that
before,
but
you
know
it
is
true
that
this
the
vehicle
only
won
at
the
emergency
brake
when
it
hit
the
switch.
So
currently
we
are
looking
at
the
downloads
from
the
vehicle
to
see
what
what
other
indications
may
have
been
in
place
there.
There
are
safety
mechanisms
to
protect
when,
for
example,
if
the
two
axles
aren't
spinning
at
the
same
speed
the
vehicle
in
this
particular
case,
because
it
was
a
power
bug,
the
ax
was
probably
worth
spinning
at
the
same
speed.
E
So
I
think
one
of
our
challenges
going
forward
is
how
do
we
ensure
that
we
get
some
sort
of
indication
that
you
know
some
earlier
indication
that
something
is
wrong
that
we
need
and
that
I
think
that
that's
a
wholesome
discussion,
as
I
indicated
that's,
maybe
operator
training
it
may
be
involved.
It
involves
looking
at
the
downloads
and
see
if
there's
anything
there,
it's
a
much
wholesome
discussion.
I
don't
know
if
the
train
would
have
kept
going.
E
A
E
A
E
H
H
You
know-
and
I
agree
with
mr
carlacas-
we
cannot
simply
characterize
this
all
as
a
mistake,
but
it
is
why
we
need
a
judicial
inquiry
into
what
went
wrong
here
and
if,
after
today,
council
doesn't
agree
with
what
we
heard,
which
was
nothing
no
assurances
that
anything
is
different,
that
we
don't
need
a
judicial
inquiry.
I
don't
know
what
it's
going
to
take.
H
H
Why
did
they
come
loose?
It's
it's
it.
You
know
it
just
goes
on
and
on
and
then,
when
we
talk
about,
you
know
reliability
on
our
system
for
staff,
to
sit
here
and
tell
us
that
we
we
had
97
to
99
of
planned
service
reliability.
I
think
the
word
there,
the
operative
word
there
is
planned.
This
was
at
a
time
when
we
allowed
rtg
to
take
a
number
of
trains
off
the
system.
The
system
it
was
already
reduced,
so
you
know
they
gave
us
97
of
reduced
system.
H
So
it's
you
know
again
understatement
to
say
that
I'm
displeased
and
I
hope
that
people
share
my
you
know
my
my
concern
is
more
than
concern.
I
don't
think
that
this
is
anywhere
near
being
fixed
and
we're
going
to
see
it
again,
we're
going
to
see
it
between
now
and
in
a
year
from
now
I
want
to.
I
want
to
leave
that
aside.
H
H
I
mean
you
know.
If
you
miss
one
bus,
you
could
wait
40
minutes
for
another.
Our
transit
system
was
bad
before,
but
now
it
is
beyond
broken,
and
so
I
want
to
go
back
to
the
the
number
of
buses
we
have
and
the
capacity
we
have
for
for
moving
people
outside
even
of
the
r1.
You
know,
if
I
understand
correctly,
mr
scrimgeour
r1
at
peak.
We
have
what
40
approximately
44
buses
is,
that
is
that
correct
one
minute
left.
D
H
D
D
We've
got
a
replacement
for
it,
then
there's
buses
with
operators
on
them
that
we
put
out
and
stationed
at
key
spots
all
across
the
city,
so
that
they
can
fill
in
if
there's
a
gap.
And
then
a
third
group
is
that
we
have
spare
operators
who
are
standing
by
in
the
in
the
garage
at
the
at
the
dispatch
office,
ready
to
grab
a
bus
and
head
out
if
there's
a
problem
and
the
numbers
of
all
those
are
different
by
time
of
day.
D
But
I,
the
the
point
I
was
hoping
to
make
earlier-
was
that
all
of
these
are
are
now
stretched
to
their
maximum
and
beyond,
as
these
people
are
devoted
to
providing
the
r1
bus
service.
So
our
ability
to
respond
to
other
things
that
goes
on
is
necessarily
constrained
by
the
fact
that
we
have
to
commit
these
buses
to
the
r1
service.
H
H
I
will
personally
purchase
extra
buses
for
this
failing
transit
system
for
residents.
There
is
a
sale
on
right
now,
actual
former
oc
transpo
articulated
buses
out
of
st
louis
and
I'm
making
this
commitment
today,
they're
on
sale.
There
are
11
of
them
and
eight
of
them
are
operational
and
they're
on
sale
for
100.
H
They
won't
let
the
sale
won't.
Last
long,
I
think
it's
up
by
october
25th
and
I
am
dead
serious.
I
will
pay
the
100,
given
the
situation
that
we're
in.
We
need
to
improve
our
service
immediately
and
we
need
these
buses
for
the
next
time.
The
lrt
is
down.
So
I've
got
my
credit
card
ready
to
go.
I
can
send
you
the
ad.
A
A
C
A
H
F
F
F
I
also
would
associate
myself
with
councillor
gower
and
some
of
his
requests
around
a
return
to
service
plan
being
submitted.
You
know
if
it's
a
confidential
document
ensuring
that
that's
made
public
so
that
we
know
how
to
go
forward,
but
the
questions
that
I
have
really
revolve
around
some
of
the
questions
of
my
colleagues,
thinking
of
of
of
commissioner
wright
gilbert
and
as
well
as
counselor
leeper,
who
were
asking
questions
about
the
technology
about
re-engineering
and
retrofitting
on
a
long-term
scale.
F
F
As
you
may
know,
I
do
interface
with
the
transportation
safety
board,
so
I
do
know
where
this
is
going
and
then
to
your
point
about
it
being
a
heavy
rail
technology
that
is,
that
is
correct,
so
austin
being
the
vehicle
and
design
manufacturer,
they
are
best
suited
to
understand
what
would
be
the
best
early
onset
technology
to
be
a
precursor
and
prevent
derailments
from
happening
of
this
nature.
So
alstom
is
looking
into
it
and
they've,
as
I
think
my
colleague
said
earlier,
they've
identified
other
amines
as
well.
F
That
could
could
be
used
to
detect
it
more
so
than
heat,
because
there
is
a
concern
about
the
threshold
of
heat
being
a
detector.
It
could
be
too
late
at
that
point.
So
rest
assured
they
are
doing
a
very
full
and
comprehensive
analysis
of
what
the
best
technology
is
for
the
confederation
line
to
prevent
these
types
of
incidents
from
happening.
But
we
have
to
go
through
that
due
diligence
process
to
make
sure
we
have
the
best
technology.
For
that.
F
F
So
so
my
supplementary
question
there
is:
are
we
talking
with
metrolinx,
because
obviously
they're
manufacturing
trains
for
that
lrt
line
in
a
different
municipality
in
toronto?
Are
they
learning
lessons?
I
mean?
I'm
just
wondering:
are
we
in
sync
here
as
they're
manufacturing
these
trains
they're
not
working
in
ottawa?
So
are
we
talking
with
metrolinx
to
to
ensure
that
if
they
are
taking
corrective
steps
or
actions,
I'm
assuming
they're,
they're
they're,
turning
on
their
tvs
or
or
you
know,
reading
the
star
in
toronto
and
learning
about
our
problems?
F
F
You
know,
there's
no,
there's
no
question
that,
for
example,
the
changes
to
the
lid
of
the
junction
case
for
the
inductors
is
a
very
positive
change
and,
and
they
would
benefit
from
that,
the
the
vehicles
for
the
finch
line
are
being
manufactured
at
the
brampton
facility,
which
is
where
the
additional
stage
two
vehicles
are
being
manufactured,
so
they're
coming
out
of
the
same
facility
and
so
there's
obviously
some
lessons
learned.
There.
We've
got
a
resident
inspector
on
the
shop
floor
looking
at
their
processes
there.
F
I
believe
metrolinx
also
has
a
resident
inspector
on
the
shop
floor,
and
so
we
are
there's
lots
of
eyes
on
those
vehicles
to
make
sure
that
the
lessons
learned
in
ottawa
are
applied
to
the
finch
vehicle.
The
finch
vehicle
is
a
bit
different.
You
know
it's
a
different
voltage.
You
know
we
don't
have
all
the
we're
not
privy
to
all
the
technical
details.
It
is
a
slightly
different
vehicle,
so
it's
not
exactly
the
same,
but
anything
that
they've
learned
about.
F
F
Well.
I
just
hope
that
there
is
a
closer
correlation
between
what
other
transit
authorities
are
doing
and
what
we're
doing
to
to
really
help
sort
out
the
the
problems,
especially
around
re-engineering
and
and
retrofit
retrofitting.
If
we
are
going
to
do
that
on
a
long-term
basis
with
these
trains,
we
have
to
get
it
right
and
not.
Unlike
what
commissioner
wright
gilbert
was
saying,
we
should
have
real-time
information.
F
A
Thank
you
very
much
counselor.
I
I
just
want
to
give
everybody
an
update
on
council
mckinney's
ad.
It's
not
an
ad,
it's
an
auction
and
there's
five
days
left
in
the
auction.
So
let's
not
count
on
those
buses
just
yet,
and
the
price
right
now
is
up
to
fifteen
hundred
dollars.
So
it's
going,
but
it's
a
it's
a
great
option.
A
F
Thank
you
very
much,
catherine
I'll
pitch
in
so
only
one
one.
One
final
question
was
carrie
mentioned
early
at
the
top
during
delegations,
the
potential
for
road
closures
to
help
speed
the
buses
along.
You
know
there
are
a
number
of
bottlenecks
across
the
city,
I'm
most
familiar
with
the
ones
that
are
at
like
lion
and
queen
rideau
street.
F
The
other
day
we
were
absolutely
driven
nuts
on
a
packed
r1,
with
a
garbage
truck
running
down
rito
street,
holding
us
up
for
probably
a
good
ten
minutes.
While
multiple
people
on
the
bus
were
standing.
Have
we
looked
at
the
potential
to
close
roads
to
regular
vehicular
traffic
in
an
effort
to
solve
some
of
those
bottlenecks.
D
D
What
are
the
operational
things
that
have
to
continue
to
occur
on
those
streets?
Even
if
the
road
is
closed?
So,
for
instance,
when
we've
been
talking
about
queen
street
we've
been
talking
about
the
the
need
to
provide
access
in
and
out
of
parking
garages
and
other
driveways
for
property
owners
whose
only
access
point
is
on
queen,
but
we're
continuing
to
have
those
discussions,
and
you
know
based
on
the
comments
we've
heard
here
today.
D
I
I
wouldn't
say
that
we're
seeing
bottlenecks,
what
we're
seeing
is
that
there's
you
know
the
the
traditional
points
of
of
congestion.
The
bus
has
to
come
up.
King
edward,
the
bus
has
to
get
across
laurier.
The
bus
has
to
get
down
waller
street.
All
of
those
intersections
are
are
busy
at
times
and
the
bus
has
to
get
across
queen,
which
means
getting
through
the
intersection
of
queen
and
bank.
D
So
we'll
just
you
know,
part
of
it
is.
If
we
just
tweak
the
the
traffic
signals
a
little,
we
can
give
more
priority
to
the
through
through
buses,
which
delays
the
buses
and
and
cars
on
the
cross
street,
and
it's
an
ongoing
thing,
but
we
will
look
again
and
more
deeply
at
the
possibility
of
closing
those
those
streets.
I
don't
think
that's
I
don't
myself.
I
don't
think
it's
a
reasonable
prospect
for
us
to
close
king
edward
there.
D
F
D
So
we
we've
been
talking
about
this
since
the
very
beginning
we
were
talking
about
it
on
on
september.
20Th
we've
been
talking
about
it
continuously,
since,
if
there's
a
change
today,
it's
the
added
support
from
people
who've
spoken
today
that
that
may
indicate
that
there's
more
of
a
public
acceptance
of
putting
some
restrictions
on
mobility
for
people
who
aren't
using
transit.
F
Rido
is
a
particular
concern
of
mine,
given
the
number
of
heavily
used
local
buses.
In
addition,
now
to
the
r1
and
the
time
it's
taking
to
get
through
that
corridor
is
uncomfortable
at
at
peak.
So
I'd
urge
you
to
give
serious
consideration
to
creating
some
some
bus
only
roads
to
help
speed
people
around
the
city.
H
Thanks
mr
chair
is
mr
cadillac
is
still
on
the
call,
because
I
wanted
to
ask
him:
yes,
okay,
just
hiding
behind
the
screen
there.
That's
okay,
mr
cadillac.
I
think
we've
all
heard
enough
today
to
know
realistically
that
the
personal
service
is
not
coming
back.
On
november
1st,
I
mean
it's
highly
unlikely.
In
fact,
what
you
said
earlier
is
even
the
partial
service.
C
Yeah
to
qualify
that
what
I
actually
said
was
that
a
lot
of
things
have
to
go
right
for
it
to
be
restored
november,
first
partial
service,
but
that
were
we're
feeling
much
better
about
a
bid
november
partial
service
and
we're
supposed
to
get
something
from
rpg.
And
you
might
want
to
pose
that
counselor
to
the
rtg
rtm
representatives.
By
the
end
of
the
week.
They
have
committed
to
give
us
a
full
service
return
plan
and
we
haven't
received
that
yet
so
I'm
not
going
to
speculate.
E
H
C
I
recall
counselor
the
discussion
that
happened
at
I
think
was
a
council
last
night.
I
remember,
we've
had
so
many
meetings,
but
the
last
time
we
discussed
this.
Probably
I
think
there
were
two
important
points,
one
I
believe
the
motion
that
was
moved
said
that
the
service
would
have
to
be
up
under
the
train
service.
C
We
have
been
running
before
we
go
to
free
service
and
that
we
would
need
several
weeks
in
advance
before
we
could
actually
go
to
free
service,
so
that
I
would
expect
that
by
you
know,
first
of
all,
two
things
that
two
more
things
have
to
happen.
We
need
to
receive
the
return
to
service
of
the
full
fleet,
projection
and
assess
that
from
rpg,
and
hopefully
we'll
get
that
by
the
end
of
this
week.
C
I'm
hoping-
and
if
we
get
that,
then
that
assessment,
I
think,
will
drive
what
position
we're
going
to
be
in
to
be
able
to
return
to
a
level
of
service
where
we're
comfortable
to
offer
free
service
and
deal
with
the
capacity
issues.
Knowing
that
december
is
normally
a
bit
of
a
lower
month,
anyways
just
from
students
and
everything
else.
It's
not
one
of
our
peak
months
so,
but
so
the
key
decision
point,
I
think,
will
be
our
assessment
of
rtg's
return
to
service
and
whether
then
there's
enough
time
to
be
actually
implemented.
C
H
C
C
I
don't
want
to
make
a
commitment,
but
if,
when
we
know
we
will
tell
you,
I
mean
just
like
we
did
with
with
the
first
notice
we
received
on
friday
as
soon
as
we
you
know,
we
worked
all
weekend,
everybody
was
in
all
weekend
working
at
it,
looking
at
the
140
page
document
and
as
soon
as
we
knew
on
monday
morning
after
we
regrouped
to
say,
can
we
accept
this
date
and
what
does
it
mean?
I
put
the
memo
and
I'm
making
that
commitment
too.
For
the
next
stage.
C
F
I
haven't
heard
yet
a
commitment
to
address
the
thermal
monitoring
from
anybody
yet
and
whether
or
not
that'll
be
a
condition
to
launch
relaunch
back
to
service.
Can
somebody
speak
to
that?
Please
sure
I
can.
I
can
speak
to
it.
Like
I
said
previously,
there's
got
to
be
a
very
thorough
assessment
as
to
if
it
is
thermal
or
if
it's
something
else
that
could
perhaps
be
more
effective
for
this
system
and
technology,
so
that
analysis
should
encompass
what
that
is
to
be
able
to
go
through
changes
in
infrastructure
equipment.
F
F
A
F
So
I
did
I
did
ask
mr
scrimscher
and
his
staff
to
assist
with
the
wording,
so
this
was
something
that
they
could
implement
and
that
that
second
there
therefore
be
it
resolve,
addresses
that
there
is
some
uncertainty
about
how
long
this
would
take
to
implement.
Mr
scrimgeour
has
indicated
approximately
one
month.
I
would
hope
that
we
can
do
that
sooner,
but
he
will
let
our
commission
and
council
know
a
more
accurate
timeline.
H
H
A
E
H
I
actually
have
an
amendment
I'd
like
to
amend
it
so
that
it
reads
that
the
it
be
extended
by
60
minutes.
I
think
that
30
is
not
sufficient
for
people
traveling
on
the
system.
We
heard
today
that
people
are
running
late
by
35
40
50
minutes,
often
so
I'd
just
like
to
make
that
amendment
for
to
read
60
minutes.
F
A
E
E
D
So
I'm
going
from
memory
here,
I
believe
that
question
was
asked
and
we
provided
a
response
in
around
early
2019,
which
estimated
that
that
doing
such
a
thing
and
I'm
not
sure
it
was
exactly
120
minutes.
But
I
might
my
memory
is
that
it
was,
would
have
a
an
annual
operating
or
lost
revenue
of
approximately
nine
hundred
thousand
dollars
a
year
at
full
ridership.
So
that
would
have
been
2019
and
that
would
have
been
2019
ridership.
So
it
would
be
a
little
it
would
be.
D
You
know
same
ballpark
once
we
get
back
to
full
ridership
and
that's
that
revenue
loss
comes
from
the
balance
of
people
making
more
trips,
but
not,
but
some
people
make
continuing
to
make
the
same
trips
they
do
now
but
being
to
go.
You
know
back
home
within
that
same
window.
The
other
thing
I'd
ask
that
if
you're
proposing
this
that
you
consider
is
that
there
would
be
a
bit
of
a
conflict
between
120
minutes
and
the
other
motion,
which
would
result
in
temporarily
longer
longer
transfer
windows
than
120
minutes.
D
A
A
A
Friendly
amendment
everybody's
agreed
to
here
councillor
mckinney,
but
you
know,
we've
got
councillor.
Cluj
wants
to
add
things
to
it
that
we're
hearing
could
cost
a
million
dollars.
Commissioner
kerricado's
up
here,
he
may
want
to
add
something:
I'm
just
trying
to
bring
some
order
to
it
so
either
I'm
looking
for
direction
from
the
commission.
If
you'd
like
to
vote
on
councillor
gower's
motion
with
with
mckinney's
amendment
on
it
now
or
would
you
rather
just
defer
the
whole
thing
to
council
and
then
work
with
councillor
gower
on
changes
in
in
between.
E
Here
I'll,
I
I
don't
want
to-
I
want
to
simplify.
I
am
happy
to
vote
on
councillor
gower's
motion,
as
amended
by
commissioner
mckinney
councillor
mckinney.
Commissioner
mckinney.
Thank
you,
but
I
I
will
say
to
councillor
gower
councillor.
I
would
like
to
connect
with
you
and
perhaps
commission
councillor
mckinney,
so
that
we
could
talk
about
whether
we
want
to
further
adjust
or
explore
because
of
the
operational
costs
of
doing
a
temporary
database
change
and
perhaps
having
to
revert
later
back
to
an
hour
and
a
half
versus
per
service
for
our.
A
F
A
A
That's
good
and
does
that
work
for
you
counselor
culture,
yes,
absolutely!
Okay,
okay,
so-
and
I
understand
from
mr
scrimgeour
that
we
may
be
able
to
work
some
of
these
details
out
as
part
of
the
fair
working
group
that
councilor
mckinney
and
I
and
commissioner
caracado
are
on
so
we
have
an
opportunity
there
to
to
work
with
this.
A
H
It's
it's
basically
about
the
partial
return
to
service,
and
what
they're
saying
is
that,
when
it
partially
returns,
the
gap
between
trains
would
probably
be
eight
to
ten
minutes
and
they
were
asking
if
it
would
be
possible
to
uncouple
those
trains
and
run
single
vehicles
as
opposed
to
double
vehicles,
in
order
to
have
more
frequency
of
the
train.
So
four
to
five
minute
service.
Instead
of
eight
to
ten
minute
service.
C
Mr
chair,
I
can
answer
the
question
I
mean
exactly.
You
know
it
is
technically
possible
to
to
be
able
to
uncouple
the
trains.
It's
something
that
we
wouldn't
necessarily
recommend
at
this
time.
It
would
change
the
loading
patterns
and
what
customers
have
been
used
to
for
the
past
two
years
on
the
rail
line,
but
as
well.
It
would
introduce
a
a
new,
a
process
for
rtg
to
manage
at
this
point,
coupling
uncoupling
trains,
but
it
is
possible.
It's
just.
C
It
just
adds
another
variable
to
the
equation
of
our
return
to
service
plan
right
now,
so
from
the
customer
loading
perspective
and
from
the
introducing
a
new
variable.
It's
not
not
necessarily
something
we'd
recommend
at
this
time.
But
to
answer
your
question:
yes,
it
is
possible
that
the
trains
could
be
uncoupled
and
run
run
a
single
car
single
car
trains.
D
If
I
could
add
one
more
thing,
it
would
also
introduce
a
new
condition
for
customers
with
disabilities.
In
particular,
customers
with
visual
disabilities
who've
been
used
to
boarding
the
train
from
all
points
along
the
platform.
They
would
now
have
a
new
hazard
that,
as
the
train
arrived,
they
would
have
the
there
would
be
the
hazard
that
they
could
step
into
the
track
way
rather
than
onto
the
train,
and
so
it
would
require
us
to
go
through
a
proper
analysis
and
information
session
forecast
for
customers
with
those
particular
disabilities.
C
Roy,
could
you,
if
steve,
could
you
just
state
what
the
frequency
of
the
trains
would
be
if
we
had
seven
on
there?
What
would
be
the
frequency,
because
I
I
missed
that
with
with
with
seven
trains
operating
the
entire
length
of
the
line
you're
looking
at
about
a
seven
and
a
half
minutes
service
frequency
at
that.
A
A
A
I
get
the
sense
from
the
questions
that
the
commissioners
asked
that
you're
a
welcome
contributor
to
this
discussion,
and
I,
I
certainly
think
you're
going
to
give
us
a
little
more
confidence
in
the
system
by
having
you
participate
as
a
set
of
extra
eyes
on
on
this
whole
situation,
for
us
so
welcome
and
thank
you
for
spending
the
day
with
us.
Okay.
So
that
concludes
the
update.
Folks,
we'll
now
move
on
to
our
last
item,
which
is
the
oc
transport
performance
report
for
the
period
ending
june
2021.
A
We
have
a
presentation
with
slides
from
mr
scrimgeon.
We
also
have
a
delegation
on
this
and
then
we'll
go
to
questions
to
staff,
while
mr
scrimgeour's
getting
ready.
I
want
to
thank
the
subcommittee
that
worked
on
these
performance
reviews
report.
Sorry,
and
that
was
mr
scrimgeour
councillor
gower
councillor
suds
who's
no
longer
with
us,
but
also.
A
A
D
Thank
you.
Thank
you,
mr
chair.
Eric.
When
you
have
the
slides
ready,
let
me
know
good.
Thank
you
very
much
so
before
we
move
on
I'll,
just
remind
you
that
we're
we're
following
the
same
the
process
that
that
you
approved
the
selection
of
measures
that
you
approved
several
months
ago-
and
this
is
our
second
report
on
this,
and
what
we're
reporting
on
here
is
the
performance
for
the
12
months
between
july
2020
and
june
2021..
D
D
Please,
and
here
is
just
an
overview
of
the
measures
that
we
collect
and
collate
and
analyze,
and
that
I'll
show
you
the
key
information
on
today,
there's
much
more
detail
in
the
report
which
you
may
have
read,
or
maybe
going
to
read
later
on
next
slide.
Please
so
we'll
start
with
customer
safety
measures.
D
The
first
is
the
severe
customer
injury
rate.
These
are
customers.
These
are
injuries
which
are
at
level
three,
four
or
five
on
our
five
scale
level
of
severity,
and
therefore
these
are
injuries
that
require
transport
to
hospital,
which
resulted
which
occurred
as
a
result
of
transit
operations
or
transit
activities
in
the
calendar
year,
2020
that
was
at
0.81
per
million
customer
trips
in
the
year
that
we're
talking
about
right
now,
july,
2020
to
june
2021
1.36
injuries
of
this
type
per
million
trips.
D
I'd
like
to
caution
you
that
comparability
between
old
numbers
and
new
numbers
is
because
these
are
rates
and
ratios.
It's
not
just
a
result
of
changes
in
the
top
measure.
The
number
of
injuries
which
occurred.
It's
also
a
result
of
changes
in
the
per
million
trips
because
we're
not
carrying
as
many
customers
during
this
year
as
we
did
during
the
full
calendar
year
2020..
D
D
D
D
The
next
slide,
please
that's
the
a
very
similar
graph
to
what
you
saw
earlier,
showing
that
the
rate
increased,
because
the
number
of
injuries
was
very
similar
while
the
ridership
was
lower
next,
please,
the
next
new
measure
is
the
crime
rate.
This
is
the
measure
they
measure
the
crimes
against
person,
crimes
against
property,
other
criminal
code,
offenses
and
drug-related
defenses,
and
between
july
2020
and
june
2021,
that
is,
six
crimes
per
100
000
customer
trips.
This
is
approximately
1500
during
that
period.
D
D
Next,
please
just
some
comments
on
there,
which
you
can
read
more
details
over
the
report.
The
defenses
and
the
crimes
against
person
have
made
up
a
declining
share
at
20
of
the
offenses
overall
down
from
25,
so
the
other,
the
other
categories
within
the
crime
rate,
are,
are
taking
up
a
greater
share
of
the
total.
Next,
please
here's,
how
that
breaks
down
in
different
periods?
We've
crimes
against
person.
You
can
see
declining
from
25
down
to
19
crimes
against
property,
fairly
steady
there
at
21.
other
criminal
code.
D
Next,
please,
the
next
category.
After
customer
safety
is
ridership.
Where
we
report
the
total
link
trips
and
by
link
trip,
we
mean
a
complete
trip
from
origin
to
destination
that
someone
would
make,
regardless
of
the
number
of
buses
and
trains
they
ride,
to
make
that
trip
very
heavily
influenced
by
the
kobit
19
pandemic
and
you'll
know
that
this
12-month
period
of
course
reflects
some
of
our
months
of
lowest
ridership
which,
and
it
excludes
the
increasing
ridership
that
we've
seen
since
the
end
of
of
june.
D
D
D
Then,
in
march
you
see
the
beginning
of
the
effect
of
the
pandemic,
because
most
of
those
restrictions
came
into
place
part
way
through
march,
and
then
you
can
see
the
very
low
ridership
that
we
had
in
april
may
and
june
2020
rising
a
little
bit
those
higher
blue
bars
in
the
second
half
of
2020.
Then
we
had
another
dip
at
the
right
at
just
after
christmas,
with
the
the
second
or
third
wave
and
and
then
you
see
a
little
bit
lower.
D
D
D
you'll,
see
on
the
next
slide
that
that
we've
had
a
lot
of
consistency.
All
cities
have
had
a
lot
of
consistency
and
they
all
consistently
went
down
in
2020.
I'll
just
point
out
before
we
move
on
that
this
is
calculated
once
per
year.
We
can't
do
this
every
six
months,
because
this
is
based
on
calculations
that
are
being
reported
by
transit
agencies
across
the
country.
D
Next
slide,
please!
So
here
you
can
see
ottawa
towards
the
right.
Second
from
the
right.
If
you
look
at
the
the
blue
and
orange
bars,
you
can
see
how
vancouver
had
consistent
ridership
per
capita
in
2018,
2019,
edmonton,
very
consistent,
calgary
toronto,
edmonton,
montreal
all
very
consistent
and
then
in
2020
all
consistently
lower.
D
Some
lessons
we
can
draw
here.
You
can
see
that
everyone
fell
to
less
than
half
of
their
normal
transit
ridership
per
capita
with
the
pandemic
influenced
year.
2020,
presumably
it'll
be
a
little
bit
lower
still
in
2021
for
all
of
these
cities.
But
you
can
also
see
here
that
in
a
normal
year
a
non-pandemic
year
ottawa
has
higher
transit
ridership
per
capita
than
any
city
in
canada
other
than
toronto.
D
Next,
please-
and
here
is
a
similar
graph
to
what
you
saw
earlier.
You
can
see
that,
as
we
compare
2019
to
2020,
we
had
higher
paratransport
ridership.
In
january,
we
had
higher
para
transport
ridership
in
february,
and
then
march
shows
that
the
decline
resulted
in
the
pandemic
and
then
april
may
june
very
low,
and
then
we
get
the
gradual
increase
very
similar
pattern
to
what
we
saw.
D
Next,
please
we're
now
moving
on
to
customer
service
and
customer
service
contacts.
This
is
some
numbers
showing
the
contacts
that
customers
have
had
with
our
representatives
through
all
channels
again
pandemic,
influenced
because
fewer
people
are
traveling.
Fewer
people
who
are
contacting
us
for
information.
D
Telephone
calls
represent
the
majority
of
contacts
during
this
period,
58
of
those
being
related
to
pair
transpo,
19,
being
people
asking
about
trip
cancellations
again,
not
comparable
year
to
year
because
of
the
pandemic
influence,
but
we'll
go
to
the
next
slide.
Please,
and
you
can
see
a
few
numbers
here-
you
can
see
the
great
you
know
these.
This
is
the
same
graph
you've
seen
for
ridership
in
the
conventional
system,
ridership
on
fair
transport.
You
see
that
january
and
february
have
that
decline
going
into
march
and
then
the
just?
D
This
is
the
measure
on
average
time
to
answer
inquiries.
So
for
someone
who's
on
the
the
phone
queue,
how
long
were
they
on
the
phone
cube
before
reaching
a
customer
service
representative?
What
you'll
see
here
is
that
those
weight
durations
got
shorter
because
of
the
reduced
number
of
calls
coming
in
during
the
pandemic.
But
there's
some
there's
a
couple.
Other
things
we'll
show
you
on
this
slide
coming
up
next
slide.
D
Please
there
we
go
and
what
you
can
see
is
in
2019,
where
the
average
time
to
answer
was
been
very
high
before
the
middle
of
2019.
You
can
see
that
it
was
lower
in
the
second
half
of
2019.
We
had
some
very
long
and
very
unacceptable
wait
times,
but
one
thing
that's
very
important
here
that
we
can
show
you
is
pre
pandemic
before
we
saw
the
ridership
reductions.
D
If
you
compare
the
january
and
february
2019
versus
2020.,
you
can
see
that
those
wait
times
dropped
from
half
an
hour
or
more
down
to
just
a
few
minutes,
and
that's
all
a
result
of
the
additional
investment
that
council
made
into
customer
service
staffing
levels
in
the
2020
budget.
Those
people
came
in,
and
you
know
we
just
had
more
capacity
to
to
take
those
calls.
D
D
We'll
show
you
some
numbers
that
don't
include
o
train
line
two
after
it
closed
for
reconstruction,
we'll
show
you
that
service
availability
consistently
above
97
apart
from
one
bad
month
on
train
line,
one
which,
which
we've
talked
about
at
length
in
previous
previous
meetings.
What
you're
seeing
here
is
is
the
echo
of
what
troy's
briefed
you
on
in
previous
months
coming
back
and
showing
up
in
the
semi-annual
review.
D
Very
again,
this
is
something
else
that's
influenced
by
by
the
pandemic,
because
service
availability
depends
on
on
so
many
other
things
and
with
fewer
car,
just
as
an
example
with
fewer
cars
on
the
road.
There's
fewer
collisions
on
the
road
there's
fewer
roads
being
closed
as
a
result,
not
as
many
bus
trips
need
to
be
need
to
be
cancelled
because
they're
blocked
by
something
on
the
roads,
so
a
different
influence
of
the
pandemic.
D
I
will
go
one
more,
just
just
a
comment
there
that
that
some
of
the
numbers
came
down
because
of
repairs
that
we
made.
So
what
you
see
here
is
that
we
were
quite
steady
during
2020
january
february
march,
a
little
higher
in
may
very
good
in
june,
and
then
very
consistent
in
the
blue
bars
january
to
december.
Then,
what
you
see
is
january
february,
march
april
of
this
year.
The
excess
wait
time
being
higher.
D
So
let's
go
to
the
next
slide,
please,
which
will
be
about
on-time
performance,
and
this
is
our
measure
for
services
that
run
every
bus
services
that
run
every
16
minutes
or
less
frequently.
And
here
we
just
say
it's
a
binary
thing.
If
the
bus
leaves
the
major
stops
along
the
line,
no
more
than
one
minute
early
and
no
more
than
five
minutes.
D
After
the
time
it's
on
time,
and
if
it
is
more
than
one
early
or
more
than
five
minutes
late,
it
is
not
on
time
and
we'll
show
you
on
the
next
slide,
the
graph
there
showing
the
on
time
performance
being.
You
know
just
under
80
percent
through
all
of
those
periods
in
in
orange.
These.
This
is
the
the
colors
here
mean
something
different.
This
is
all
for
just
the
12
month
period,
we're
reporting
on
orange
bar
shows
buses
that
were
on
time.
Blue
bar
shows
buses
that
were
early
where
we
need
to
take.
D
Corrective
action
supervisory
action
to
ask
the
buses
to
slow
down
a
little
or
longer
term
planning
action
to
schedule
less
time
for
the
bus
at
that
time,
buses
that
are
running
late,
that's
the
ones
in
gray,
and
you
can
see
a
lot
of
consistency
across
there
and
those
are
ones
where
we
take
different
action.
Different
actions
that
are
related
to
things
like
reducing
a
friction
on
the
road
or
increasing
the
amount
of
scheduled
travel
time
that
we
give
a
bus
to
complete
its
trip
next
slide.
D
Please!
Next,
I
think
the
final
measure
under
the
category
of
on-time
performance
is
para
transpo,
on-time
performance.
What
percentage
of
pair
transport
trips
were
delivered
during
the
30-minute
window
that
we
agreed
with
customers
is
when
their
trip
would
come
and
that
went
very
high
during
this
year.
You
see
literally
the
graph,
but
it
went
from
96
to
between
98
and
99
percent
during
the
last
12
months.
D
D
And
our
measure
of
another
measure
of
reliability
is
elevator
availability.
The
difference
here
is
that
at
older
stations,
older
transway
stations,
there's
usually
one
elevator
at
each
location
and
when
it's
down
that
counts
against
this
measure
at
the
newer
stations,
especially
the
o
train
stations,
there's
a
pair
of
elevators
and
when
one
is
down
the
other
is
there
to
back
it
up.
D
The
transit
way
stations
are
eleva.
Elevator
availability
was
98
percent
over
those
months,
elevator
availability
at
o
train
line,
1
stations,
we
say
effectively
100,
it
was
actually
closer
to
100
than
it
was
to
99.9,
so
it
wasn't
100.000,
but
it
was
almost,
and
so
we
call
it
that
effectively
100
the
next
slide.
Please
there's
that
graph,
just
showing
that
elevator
availability,
a
measure
of
reliability,
but
also
a
measure
of
accessibility
is
uniformly
very,
very
high
next
slide,
please!
D
So
that's
the
end
of
the
measures.
There's,
as
I
say,
there's
much
more
detail
in
the
in
the
report,
but
also
the
caution
that
I'll
recommend
or
I'll
repeat,
is
that
because
of
the
pandemic,
these
are
very
hard
to
compare
year
to
year.
There.
Many
of
the
outcomes
are
very
heavily
influenced
by
the
pandemic:
fewer
customers,
less.
D
Fewer
calls
less
traffic
on
the
roads,
but
we
will
bring
to
you,
of
course,
the
next
performance
review,
which
will
cover
the
12
months
from
january
2021
to
december
20.
21.
we'll
bring
that
to
you
next
early
next
year,
once
we
have
all
the
the
numbers
from
the
second
half
of
2021
calculated
and
what
we'll
be
able
to
see,
there
is
another
view
of
what
a
pandemic
12-month
period
has
looked
like
and
perhaps
we'll
see
a
little
more.
We
can.
A
Thank
you,
pat
for
all
your
hard
work
on
this.
It's
it's
good
to
it's
something
this
commission
has
wanted
to
do,
since
the
start
of
our
mandate
is
to
get
back
into
good
reporting
of
what
the
performance
indicators
are.
So
I
want
to
thank
you
personally
for
your
work
on
this
commission.
We
do
have
one
speaker
today,
it's
nick
grover
and
nick
whenever
you're
ready.
I
I
I
If
we
want
to
reduce
transport
emissions,
get
people
out
of
cars
and
using
the
bus
by
making
it
very
reliable
and
easy
to
use.
I
don't
think
the
solutions
are
terribly
difficult.
They
are
things
like
putting
more
buses
on
the
high
demand
routes
so
that
more
people
can
access
them
more
frequently
dedicated
bus
lanes
on
the
routes,
sections
of
really
busy
road
and
and
choke
points.
You
want
comfortable
and
accessible
service,
so
it's
attractive
to
people
stops
that
are
comfortable,
easy
to
use
and
affordable
fares.
I
I
We
have
to
focus
on
that
extreme
side
on
those
problems,
because
high
transport
emissions
are
ultimately
a
symptom
of
transit
that
isn't
reliable
or
attractive
enough,
and
it
makes
people
use
cars.
I
frankly
have
taken
an
uber
to
doctor's
appointments,
because
I
just
knew
the
bus
wouldn't
show
up.
Of
course,
something
turning
riders
away.
Unfortunately
again
is
is
the
lrt
mess.
We
really
need
to
cancel
that
contract.
A
couple
of
community
groups
have
called
for
it.
We
got
to
get
the
service
up
and
running
again.
We've
got
to
take
it
in-house.
I
Do
it
ourselves
just
like
the
rest
of
transit,
I
I
don't
think
we
can
purely
measure
things
with
the
service
availability
metric.
We
have
to
evaluate
the
service
through
the
metric
of
what
people
need
and
what
is
attractive
enough
to
them,
because,
right
now,
it's
not
either
and
yeah
I'd
like
to
see
a
report
that
is
engaging
from
that
side,
actually
talking
to
hundreds
of
riders,
seeing
what
their
feedback
is
their
metric
for
success
for
reliability.
What
would
make
them
take
the
bus,
more
drivers,
what
would
make
them
get
in
the
car?
I
So
I
think
the
commission
oc
transpo.
We
need
to
take
some
responsibility
and
ownership
of
the
problem,
can't
just
blame
the
pandemic
and
not
like
act
like
everything's
going
great.
I
would
love
to
see
more
formal
public
participation
in
this
having
actual
riders
and
bus
operators
making
some
decisions
with
formal
feedback
in
these
meetings.
I
I'm
really
happy
to
see
that
there's
a
new
transit,
gm
and
I'd
like
to
say
that
the
community
is
here:
groups
like
free
transit,
ottawa,
ottawa,
transit
riders.
We
have
some
great
ideas,
we're
willing
to
talk
if
you're
willing
to
listen,
because
we
think
we
can
do
a
lot
better
if
you
try
and
formalize
our
role
in
this
process,
or
at
least
at
least
talk
to
us
at
least
listen
to
us.
Thank
you.
Everyone
for
your
time.
G
Thanks
for
coming
today,
I
I
really
just
really
wanted
to
thank
you
for
coming
and
probably
waiting
a
really
long
time
to
speak,
and
I
appreciate
that
if
your
video
is
going
to
make
you
go
all
choppy,
you
can
turn
it
off.
I
won't
be.
I
won't
be
offended,
so
I
think
my
question
is
this.
So
when
you
hear
when
you
read
the
report,
I
assume
you've
read
it
because
you
typically
really
keep
up
to
date
on
these
things,
and
you
hear
the
presentation.
G
Talking
about
sort
of
a
really
rosy
picture
of
our
of
our
transit
system,
the
buses,
especially
and
and
line
one-
we
talked
about
that
quite
a
bit
today.
Does
it
rub
you
the
wrong
way?
Is
that
the
sense
that
I'm
getting
from
you?
Am
I
getting
that
correctly
that
it
rubs
you
the
wrong
way
that
it's
being
painted
as
this
really
rosy
picture,
when
people
who
actually
use
the
service
know
that
it
is
really
the
exact
opposite.
I
Well,
to
put
it
mildly,
I
was
skeptical
of
the
findings
because,
as
a
rider
and
from
every
other
rider,
I've
heard
from
it's
the
rule,
not
the
exception,
for
things
to
be
very
late
unreliable,
so
I
can't
say
I
trust
the
findings.
I
think
it's
probably
I'm
not
saying
they're
incorrect
numbers,
I'm
saying
it's
probably
a
matter
of
the
numbers,
maybe
not
presenting
the
side
of
things
that
we
need
to
be
looking
at.
So
when
I
was
talking
about
the
average
wait
times,
I
think
the
average
is
a
misleading
number
in
this
case.
I
You
know,
if
you
know
sure
we're
providing
the
service
that
we
we
decided
that
we
would,
but
that's
not
good
enough.
You
have
to
look
at
okay.
What
do
people
need?
What
do
they?
What
do
they
want?
What
do
they
need
to
get
around
the
city
very
easily?
Very
accessibly!
That's
got
to
be
the
metric,
so
I
think
probably
the
numbers
are
right,
but
I
think
it's
just
it's
approaching
it
from
the
wrong
angle.
G
Right,
so
if,
for
example,
I
I
agree
with
you
that
the
using
an
average
number
is
is
not
necessarily
indicative
of
reality
right.
So
if,
if
the
report
could
include
the
lower
end
of
wait
time,
obviously
being
zero,
that
would
be
the
lower
end
and
the
higher
end
of
wait
time.
The
average
higher
end
of
wait
time,
and
then
you
know,
similarly
with
other,
with
other
averages
that
are
presented.
Would
that
be
more
realistic
to
you?
G
Would
you
be
more
accepting
of
the
report
if
it
was
if
it
included
details
such
as
you
know
what
the
average
is
of
the
higher
end
of
the
wait
time
for
for
customers
or
the
num?
You
know
the
average
number
of
buses
that
are
laid
on
a
particular
day
or
even
stakeholder
feedback.
That's
been
received.
A
summary
of
that
is
that
is
that
something
that
would,
it
would
sort
of
be
a
good
start
to
satisfy
our
riders
when
they're
looking
at
this
report,
because
it
does
paint
quite
a
rosy
picture.
I
Yeah,
I
think
yeah
I
think
just
give
us
the
whole
data
set
give
us
the
raw
numbers
give
us
some
graphs
of
okay,
here's
what
it
looks
at
at
the
low
end,
here's
the
middle
and
and
here's
the
extreme.
That
would
be
great.
Give
us
a
median
at
least
a
median
number,
I
think,
would
show
a
very
different
number
than
average.
So
yeah,
that's
one
thing
yeah
and
I
mean
I,
I
think
I
think,
averages
in
a
transit
system
like
this.
Just
they're
not
going
to
tell
you
the
right
picture.
I
You
have
to
look
at
either
specific
neighborhoods
or
specific
routes,
and
that
way
you
can
assess
okay,
here's
what
people
are
needing
here's
what
people
are
looking
for,
try
to
get
a
sense
of
of
what
people
are
your
potential
riders,
because
these
people
are
driving
or
they're
taking
uber
or
they're
biking,
because
you
know
they
can't
rely
on
the
bus,
so
so
try
and
encapsulate
that
you
know
your
potential
rider
base
because
we
can
expand
it
by
a
lot.
Every
every
driver
is
a
potential
rider.
More
or
less
is
my
view.
G
A
A
F
One
comment
and
one
question:
I
I
thought
the
report
was
good.
I
think
it's
a
really
good
start.
I
think
we
can
build
on
it
from
here
just
that
the
injuries
were
measured
in
per
million
trips,
but
the
crimes
were
measured
in
per
100
000
trips,
which
kind
of
kind
of
gives
a
little
bit
of
a
a
different
flavor
to
to
how
many
there
were
if
the
crimes
were
per
per
million
trips
or
would
have
been,
the
crime
rate
would
have
been
60,
which
is
much
more
than
the
injuries.
F
So
I
just
I
just
wonder
about
the
choice
of
the
the
denominator
in
that
and
then
the
other
one
I
just
noticed
in
the
crimes
you
had
crimes
against
persons,
crime
against
property
and
other
criminal
code
of
canada,
crime
offenses-
and
I
just
I
couldn't
figure
out
what
would
go
in
that
third
category?
Can
you
give
us
some
examples.
D
So
we
can
report
to
you
and
then
ultimately,
so
we
can
compare
ourselves
to
other
cities
across
the
world
and
report
you
on
that
and
and
let
you
form
opinions
on
where
there's
places
that
we
might
be
able
to
do
things
differently
in
order
to
match
where
other
systems
are
or
on
contrary.
You
might
see
some
places
where,
because
the
nature
of
our
city
or
our
system
we're
just
we're
just
in
a
different
place
than
other
cities
around
the
world.
So
that's!
D
F
A
F
D
D
D
Figure
figure
seven
in
the
report,
which
is
you
know
well
down
in
the
end,
shows
customer
service
contact
by
category
and
then
customer
service
contacts
by
type.
We've
got
more
information
on
that,
so
we've
got
more
than
we
obviously
we're.
Looking
at
as
we
allocate
our
resources
we're
looking
at
more
than
what
we're
reporting
here,
but
we've
got
the
number
of
the
number
of
emails.
We
get
the
number
of
people
who
use
the
text
messaging
service
to
get
the
next
bus
time.
D
The
number
of
requests
that
we
have,
the
millions
and
millions
of
api
calls
that
we
have
every
year
to
collect
the
status
of
buses.
We've
got,
I
I
don't
know
that
we're
measuring
tweets
perfectly
or
exactly
the
right
way.
Yet
we've
got
more
more
expert
staff
on
board
now
than
we
had
previously,
who
know
more
about
how
to
how
to
measure
how
to
categorize
positive
and
negative
mentions
on
on
social
media,
and
things
like
that,
so
we're
moving
into
that
area,
but
we
don't
have
all
of
that
there.
D
What
we've
got
here
that
we
are
reporting
to
you
in
the
in
the
presentation
is
the
things
that
that
we
know
we
can
measure
well
and
that
respond
to
the
the
decisions
that
were
taken
by
the
commission
in
what
what
measures
we
we
could
report
to
you
some
other
there's
much
more.
You
know,
there's
probably
measure
100
000
things
we
want
to
give
you
the
ones
that
you
requested
as
being
the
top
10
or
12
that'll
help
you
in
your
policy
deliberation.
F
Okay,
thanks
thanks
pat
you
know
mr
grover
who
spoke
earlier
is
right.
We
can't
tell
everything
from
these
these
high-level
reports,
they're
they're
averages
and
a
lot
of
things
get
smoothed
out
when
you're
talking
about
a
system
that
has
millions
of
writers.
It's
certainly
not
the
only
report
or
information
or
customer
feedback
that
we
we
have
to
consider.
I
think
these
reports
will
become
more
useful
once
we
have
a
few
more
months
and
years
under
our
belt
to
compare
against
their,
I
think
they'll
be
the
most
helpful.
F
G
So
mr
scrimscher,
I'm
pretty
sure
you
know
what
I'm
going
to
say,
based
on
my
conversation
with
mr
grover,
so
he's
not
wrong,
but
this
report
sort
of
paints
a
really
rosy
picture
of
our
of
our
transit
service.
Right,
I
mean
it's
like
oh
we're,
almost
100
or
98
when
the
rider
reality
is
is
very
different,
and
so
part
of
my
conversation
that
you
heard
mr
grover
is
that
it
might
be
more
helpful
if
we
include
not
only
the
averages
which
I
can
you
know.
G
G
Is
that
context
that
can
be
put
into
this
report
to
because
here's
the
thing
numbers
without
context
are
useless
right?
They
can,
they
can
be
whatever
you
want
them
to
be
right.
You
need
the
contextual
information
in
there
in
order
to
to
make
a
determination
to
come
to
a
conclusion,
and
that
and
that's
my
concern
with
this.
D
Well
so,
mr
chair,
I
I'd
have
to
push
back
on
that
premise
and
say
I
don't
agree.
This
does
present
an
accurate
picture
of
how
our
transit
system
is
operating
across
the
entire
city
across
the
entire
12-month
period,
and
it
is
true
when
it
shows
that
waiting
times
are
longer
than
we
want
them
to
be.
The
waiting
times
are
longer
for,
on
average,
for
everybody
across
the
period
and
when
availability
of
service
is
good,
it
is
good
for
everybody.
D
What
it
doesn't
do
is
describe
the
ways
in
which
service
failures
have
occurred.
This
is
a
performance
reporting.
This
is
not
a
you
know.
This
is
not
a
diagnostic
report.
This
is
not
our.
What
we
use
to
manage
the
service.
What
we
do
every
day
is
we're
managing
we're
spending
most
of
our
time,
managing
the
failures,
the
ones
that
aren't
showing
up
as
positive
then.
D
So,
if
you
see
a
97
success
rate
on
something
our
current
transit
control
center
is
spending
almost
all
of
their
time
on
dealing
with
the
other
three
percent
or
what
would
have
been
the
other
six
percent
and
taking
a
lot
of
work
to
bring
it
up.
Bring
the
service
up
to
97
to
bring
that
that
failure
rate
down
from
a
theoretical
six
percent
that
I'm
talking
about.
So
what
you
see
there
is
the
result
of
all
the
work
we've
done.
This
is
not,
and
it's
not
opinion
based.
D
D
How
did
oc
transpo?
How
did
we
do
at
delivering
the
service
that
you,
the
transit
commission,
have
asked
us
to
provide
during
that
12-month
period
and
did
we
do
well
and
what
are
the
places
where
we
will
be
devoting
more
effort
to
bring
those
numbers
up
or
down
as
appropriate,
to
make
them
even
more
positive?
D
This
will
retrospectively
show
what
the
ridership
was
during
the
the
12-month
periods
before
the
next
time
and
the
time
after
that
and
the
time
after
that
that
we
report.
So
I
would
say
that
you
know
many
of
the
the
service
comments.
I
can't
comment
on
the
policy
questions
that
that
mr
grover
talked
about,
but
the
the
aspects
he
said
of
what
is
good
for
customers.
What
customers
are
looking
for
in
a
good
service,
absolutely
aligned
with
the
trying
to
with
the
service
that
we
try
to
provide
every
hour
of
every
day.
G
Okay,
thank
you
for
that.
So
you
and
I
had
a
discussion
when
this
report
was
first
proposed.
You
and
I
had
a
pretty
lengthy
discussion
with
the
meeting
about
the
customer
safety
metric,
and
my
suggestion
was
that
measuring
injury
rates
that
require
hospitalization
or
trips
to
hospitals
and
criminal
code
offenses
was
not
necessarily
a
accurate
measurement
of
customer
safety.
We
had
an
entire
conversation
in
commission
about
feeling
safe.
G
If
you
feel
unsafe,
then
you
are
therefore
unsafe.
That
is
your
reality
right,
and
so
my
suggestion
was
that
we
include
metrics
in
the
customer
safety
section
with
respect
to.
We
have
an
anonymous
online
reporting
where
customers
can
actually
report
online
anonymously
about
incidents
or
feeling
unsafe
on
transit
and,
and
I
had
asked
that
those
metrics
be
included
and
they
weren't.
So
I'm
just
raising
it
again
because
while
I
can
appreciate
the
work
that
the
special
constables
do
with
respect
to
the
criminal
code
and
the
bot,
I
think
it's
the
bylaws
too.
G
You
know-
and
I
can
appreciate
that
that
you
know
injury
rates.
Are
you
know
how
many
required
trips
to
hospital
are
probably
far
easier
metrics?
I
think
that
we
are
ignoring
that
there
are.
There
are
customers
who
you
know,
feel
unsafe
on
our
transit
system
and
therefore,
you
know
may
not
be
so
inclined
to
use
it
as
often
or
ever
and
they're
telling
us
that,
but
we're
not
reporting
out
on
it.
G
B
Thank
you
very
much
chair,
and
I
certainly
will
echo
what
commissioner
wright
gilbert
has
just
said.
It's
something
that
I
hear
about
as
liaison
for
women
and
gender
equity
safety
is
a
concern,
and
I
would
like
to
be
able
to
have
a
way
of
collecting
that
information
and
by
the
way
I
appreciate
the
report.
I
really
do.
I
think
it's
it's
important
it
it's
it's
a
base
level
and
I
realize
that
you
may
say.
Well
how
can
you
report
how
people
feel?
I?
B
I
think
that
we
should
look
at
this
and
I'm
going
to
challenge
the
new
general
manager
to
look
at
this
as
well,
I'm
hoping
with
with
coming
in
with
your
experience.
Perhaps
you
might
be
familiar
with
this
from
the
montreal
system.
I
don't
know,
but
this
is
something
that
I
think
we
should.
We
should
look
at,
and
so
I
appreciate
the
comments
of
my
of
my
fellow
commissioner.
B
One
of
the
things
about
the
statistics
is,
of
course,
when
we're
counselors,
we
hear
about
the
the,
not
so
good
stuff.
Of
course
that's
nobody
calls
us
to
tell
us.
The
bus
came
on
time.
They
tell
us
when
it
didn't,
so,
of
course
we
have
a
skewed
view
of
of
what
what
the
world
looks
like
in
terms
of
the
service
and
and
plus
our
own
experiences.
B
But
but
I
I
just
wanted
to
sort
of
point
out
the
concern
for
routes
that
are
not
serviced
as
much
and
to
make
sure
they're
on
time.
I
think
they're,
I
don't
know
how
to
separate
them,
but
for
those
that
might
be
in
a
nice,
more
isolated
area
where
that's
it.
It's
just
that
one
bus
and
if
it's
late,
it's
more
problematic
and
versus
a
bus,
stop
where
you've
got
choices
and
other
you
know,
another
different
bus
might
come
along
that'll
help.
D
Mr
chair,
what
I
I'd
suggest
of
the
measures
we'd
we've
published
here.
The
best
way
to
distinguish
between
those
is
to
look
separately
at
the
excess
waiting
time
from
the
on-time
performance.
The
excess
waiting
time
is
for
those
bus
and
train
routes
that
run
frequently
and
the
the
excess
waiting
and
the
on-time
performance
is
for
the
routes
that
are
less
frequent.
D
It
says
16
minutes
or
less
frequent,
but
many
of
those
are
going
to
be
buses
that
run
every
30
minutes,
so
you'll
see
in
the
on-time
performance
calculation
much
more
of
the
evening
weekend
and
and
non-central
routes
and
in
the
excess
waiting
time,
you're
really
seeing
a
reflection
of
the
rapid
transit
system,
both
the
transitway
and
the
trains
and
and
the
frequent
routes
that
are
running
on
streets.
Like
you
know,
montreal
road
bank,
street
baseline
carling,
and
that's
so
that's
the
the
best
way
of
looking
at
of
separating
the
two.
D
I
won't
say
infinite,
but
huge
amounts
of
data
behind
all
these
calculations
and
that's
what
what
we
use
all
the
time
when
we're
doing
diagnostic
work
for
service
failures,
that
we've
noticed
sort
of
failures
that
you
ask
about
or
that
are
that
customers
ask
us
about.
That's
when
we're.
As
I
say,
that's
where
we
spend
most
of
our
time
is
looking
at
the
things
that
that
aren't
going
well.
E
E
There
are
routes
where
the
timing
is
is
different.
It
reflects
different
portions
of
the
route.
Some
are
easier
and
more
quickly
to
get
through
and
others,
perhaps
a
downtown
route
or
would,
on
a
regular
basis,
be
take
more
time
to
navigate,
and
I
am
wondering
if,
in
that
context
of
bus
drivers
and
and
some
some
and
I'm
referring
to
the
early,
because
we
don't
want
buses
to
be
early,
we
don't
want
them
to
be
late.
E
The
bus,
the
bus
drivers
would
advance
on
their
schedule
so
that
they
are
not
late
later,
and
my
question
is:
how
does
that
feedback
get
back
to
the
schedulers
at
at
oc
transpo
from
the
drivers?
And
how
often
are
the
the
bus
timetables,
not
schedules,
but
timetables,
adjusted
based
on
that
feedback,
so
that
we
minimize
it
the
amount
of
buses
that
are
early
without
impacting
and
increasing
buses
that
are
late
later
in
the.
D
D
We
make
sure
that
there's
that
we're
treating
things
separately,
if
there's
a
route,
that's
going
slow
through
an
area
and
then
quickly
through
another
area
like
a
route
like
say,
route,
90
coming
up
from
council
brockington's
area,
many
local
stops
through
a
residential
area.
Then
it
picks
up
the
transit
way
and
goes
quickly.
We
make
sure
that
we're
not
you
know
we're
applying
different
different
considerations
to
the
the
local
pickup
zone
rather
than
the
fast
zone.
D
Those
scheduled
running
times
are
based
on
observations.
As
you
know,
we've
got
gps
trackers
on
every
every
bus,
and
that
was
data.
So
every
trip
every
time
the
bus
stops
is
all
recorded.
We're
recording
the
location
of
a
bus,
every
15
to
30
seconds
amassing
huge
amounts
of
data.
The
work,
then,
is
to
take
these
huge
amounts
of
data
and
boil
it
down
into
decisions.
Do
we
add
a
minute
here?
Do
we
add
a
minute
over
there?
D
In
addition
to
that
that
gigantic
amount
of
data,
there
is
also
regular
feedback
coming
from
the
operators,
supervisors
and
controllers
all
the
time
when
they
notice
patterns,
they're,
they're,
they're,
feeding
that
into
the
system,
there's
also
regular
meetings
with
union
representatives
before
each
one
so
that
they
can
pass
on
to
us
the
comments
that
they've
received,
just
as
we
receive
the
comments
that
have
come
in
from
customers
to
to
your
offices.
So
all
of
these
things
come
together.
D
D
You
know
that
we
can.
We
can
cope
with
that.
We
can
predict
the
future.
We
can
say:
oh
things
are
getting
slower
on
that
route.
Things
are
getting
busier
on
that
route.
It
looks
like
four
months
from
now.
We'll
need
another
minute
or
four
months
from
now,
we'll
need
another
another
bus
or
a
bigger
bus
when
things
are
changing
quickly,
that
can
be
very
frustrating
for
people
so
tons
of
that
during
the
pandemic,
but
other
things
a
new
apartment
building
opens
the
traffic
conditions,
change
a
new.
D
D
Is
it
to
let
you
know
let
that
light
go
red
in
front
of
you,
so
you
can
lose
a
little
bit
of
time
and,
as
you
do
that
you
have
to
you
know,
we
all
need
to
understand
that
there's
customers
on
board
who
are
saying
things
to
the
operator
like.
Why
are
you
slowing
down?
Why
are
you
sitting
here?
Can't
we
get
going?
I
just
need
to
go
to
the
next.
Stop.
E
Thank
you,
mr
scrimsher.
Your
answer
is
complete
and
and
contextual.
As
always,
and
my
question,
you
know
how
does
the
feedback
come
back
and
how?
How
is
that
feedback
used,
and-
and-
and
I
appreciate
your
your
answer
today,
because
we
want
them
to
be
on
time
as
much
as
possible,
given
the
circumstances.
A
G
Okay,
so
as
per
stated
mandate,
the
transit
commission,
including
citizen
members,
is
responsible
for
ensuring
this
development
of
a
safe,
efficient,
accessible
and
client
focused
transit
system
and
for
providing
overall
guidance
and
direction
to
the
transportation
services
department.
On
all
issues
relating
to
the
operation
of
public
transit,
including
conventional
bus
service,
the
otran
and
paratranspo
at
the
beginning
of
their
term
citizen
commissioners
are
required
to
sign
an
oath
of
office
and
a
comprehensive
non-disclosure
agreement
under
the
municipal
freedom
of
information
and
protection
of
privacy
act.
G
Citizen
commissioners
are
required
to
make
decisions,
provide
advice
and
vote
on
motions
in
the
same
capacity
as
their
council.
Commissioner,
colleagues,
with
the
above
outlined
information
in
mind,
I
am
asking
city
staff
to
provide
in
writing
the
reasons
for
the
following:
excluding
citizen
transit
commissioners
from
in-camera
briefings
at
fedco
related
to
the
ongoing
issues
with
the
confederation
line
and
excluding
citizen
transit
commissioners
from
viewing
documents
related
to
the
confederation
line
that
are
not
released
publicly.
A
A
Thank
you
all,
so
all
right,
some
updates
here
for
you,
the
next
regular
meeting,
will
be
on
wednesday
november
3rd
2021.
That's
the
special
meeting
that
we
do
a
half
hour
after
the
budget
is
tabled
at
council
and
just
to
remind
everybody,
it's
the
purpose
of
that
meeting
will
be
just
to
table
our
budget.
We
won't
get
into
detailed
questions
of
the
budget.
That
meeting
there
will
be
another
meeting
where
we
will
dissect
the
budget
and
make
motions
to
amend
or
whatever
you
want
to
do
with
the
budget.