Welcome to Metrolinx Town Hall >>Ladies and gentlemen, good evening and welcome to Burlington GO I’m assuming many of you are familiar with the station It’s an honour for us to be here tonight host the town hall My name is Mark Childs, Chief Marketing Officer Questions from the online environment We have top ten questions, questions that have been raised by the community online, so we’ll be running through those in an alternative fashion with the questions in the room We will do our best to get through as many questions as we possibly can If we aren’t able for get to all the questions, we will be answering the questions within a few days from this forum I wanted to take a few moments to thank you all for being here and to thank the Halton regional community for welcoming us today, as well the GO Transit team who work here each and every day keeping this space friendly, warm, inviting, safe and running on time And I’d also like to welcome our elected officials joining us this evening Thank you for joining us I would like to briefly call out Chris and Lisa, if you can wave Chris and Lisa in the back, our local franchisees who live in your community and have been operating the Tim Hortons here since June, a much desired amenity of having coffee and something to snack on in the morning Thank you for supporting the community on our behalf One of the most important things that we strive for each and every day at Metrolinx is to get — to have our space and our places and our trains and vehicles be the safeest they possibly can be We have a very simple mantra of getting everyone home safe every day With that I would like to ask our chief safety officer, Martin Gallagher, to walk us through a brief safety briefing in case something were to happen this evening, to make sure we’re well prepared >>Hello Good evening, everyone I was going to introduce myself and say I’m the man in the screen there It There you go The only one You will have seen on the screen some safety, emergency safety instructions there It’s a single-stage alarm Please exit the building immediately and wait for further instructions from facility staff or the fire department department Designated assembly area is located in the southwest corner parking lot We have a first aider A first aid kit is located behind the ticket counter I’ll ask Helen — Heather, please if you could retrieve the first aid kit and the I guess so locateed in the same spot Peter Bailey will call 911 Susan is our first aider and Leona Hollingsworth will escort emergency services So at the start of every meeting or event, we have a safety briefing and a safety moment moment Today’s safety moment is just we’ve seen a lot in the news recently about Coronavirus and influenzaa viruses Please use good etiquette, use a tissue En Enjoy the evening >>Before we formally start off and introduce the panel, I wanted to formally conduct a land acknowledgement Recognizeing that we’re on the traditional territories of many nations, in particular, the Mississauga of the credit, the Anishinabe, the Chippewa, the hoed hoed when did that Metrolinx has a responsibility to work with the original keepers of the territory and the many Indigenous, diverse peoples living here today >>Thank you very much for attending this town hall hall, open session We started these about 18 months ago We do these fairly regularly across the region The purpose of these are to really come out to communities and to open the door and answer questions directly Sometimes things are busy and it’s sometimes pretty easy to stay in Toronto and to forget that it’s the communities we serve that make a difference What I can tell you is from all of these sessions, what happens every time we hold a session like this, we learn from your questions, we take away the feebyou give, we hear about things that don’t work perfectly We take that away, we act on that, and from our side we give you the answers as we have them Tonight there are things we can’t answer because it relates to decisions that we don’t make but someone else makes, we’ll tell you If there are things that we know that are sensitive, we can go so far and to give answers, we’ll say sorry, we can’t go any further with an answer on a particular topic But the intent of evenings like this is to assist, to clarify what we do and to give you an

opportunity to ask us any questions And after 18 months of doing it, we are still to have an event that’s not a success and not enjoyed by all Sometimes we don’t enjoy it as much sitting on this side because we have to answer pretty difficult questions That’s all OK Please ask any questions you’ve got It’s fine Thank you for making the effort tonight to be here I’m not going to introduce the panel They are big and ugly enough to introduce themselves So we’ll start with Mathieu >>Thank you for coming My name is Mathieu Goetzke I’m the Chief Planning Officer >>Leslieville, Chief Development Officer >>Ian Smith, Chief Operating Officer, >>Head of PRESTO >>And Matt Clark, Chief Capital Officer >>Very good Alright I think we’re going to take our first question from the audience, if anyone in the audience has a question, if you could raise your hand Thank you >>My name is Mike, a counsellor from the Halton region in the town of Milton So thanks very much for having these things I have brief points I wanted to go over I wanted to discuss a couple of main points that have been brought to us by residents from recent decisions that have been made As you know, Milton is one of the fastest-growing municipalities in Ontario We’re looking at a population growth also a census about 110,000 and we’re moving our way towards 2041, we’ve recently had our allocation meeting at halton region looking at close to 300,000 to 350,000 One of the top issues we have that we’re facing is obviously transit, getting people back and forth to work One of the things, one of the main decisions — recent decisions that was made was to cancel route 20, which was a direct route from Milton to oakville It was reduced due to cost and ridership One of the main things we’ve been asking here is to have you revisit that as an important decision for — we’ve been talking to a number of students who now have to — are forceed to take cars, forceed to drive, which obviously increase increases traffic and gridlock and it’s not very environmental from an environmental standpoint So whether it’s revisiting route 20 and maybe a reduced schedule or some kind of thing, but to bring it back, something that’s lacking The second point I did want to bring up was the Milton GO station expansion We know we’ve had some recent talks with Metrolinx about the proposed expansion of the go station We’re doing many things in that area from a Milton mobility hub We’re redeveloping the area, trying to make it a commuter friendly, transit friendly, active transportation area If we feel we have to, as we go along with our Milton hub expansion, that we are looking at potential cost to the taxpayer because we have to go back, to the Milton expansion afterwards, it can interfere with our mobility hub plans as well Two main issues we wanted to bring up was route 20 I know other councillors are here and will bring up issues If we can reconsider that >>Let’s take the two questions Ian and Matt to talk about the specifics Let’s start with route 20 We have obviously looked very carefully at what loading patterns we have on buses and Ian will talk to you about that Some buses we’ve really struggled to get working, but Ian will talk to route 20 specifically On Milton station, Milton station we have done a review of and we’re going to — the work — Matt will share with you what work we’ll bring to market on that and maybe Leslie you can comment on the fact that Milton station, explain the development Ian, route 20 >>Yeah, I think route 20, it must be getting on a year ago now This route, for those who are familiar, is as eloquently put, a lot of students travelled on that and it affected some people The demand just didn’t meet the capacity that we had and it was one of those quite tough choices to be made However, all the routes we work and areas we cover, we do keep under regular review and hearing what you’re saying about how Milton is changing as an area and how we can serve transit is something we’ll keep on the boiler

and have a look at Thank you >>From a Milton station point of view, I think Phil touched on this, we review all our projects in line with the business case, and to whether they are going to bring benefits to the passengers and deliver value for money Our assessment was that the station was adequate for the current service levels at Milton We are going out to the market in the next two months for 850 parking spaces to the south of Milton station as I’m sure you’re aware and refurbishment of the existing car park to the north of the station as well We went through a rigorous process to align the scope and the benefits and we’re about ready to go out to the market now, just finalizing the procurement documents I’m not sure, Leslie, if you want to talk about TIB >>Thanks, Matt Maybe a little context about transit oriented development Our board roughly about a year ago decideed and — along with the government that it would be really important to understand the role for the private sector in advancing a lot of our transit infrastructure So specifically with regard to stations we have been engaging and we have opened the door to the development industry to identify opportunities to work, business arrangements, commercial arrangements, with them around new stations or rebuilds of stations In the case of military Milton, I know the town has been very positive about working towards transit oriented development and we are having — the conversations are actually progressing very positively to identify opportunities on our land or adjacent land for a business deal for the actual construction of the funding for the station itself >>And the question you didn’t ask, which we will want to answer, that I thought you’d, is about services increases on the Milton line I can see it was in the back of your mind >>(inaudible) >>Alright So on the Milton line, you probably understand the relationship we have with CP We don’t own that line But we’ve been in very good and very successful talks with CP about the capacity on that line We gave a very public indication, about eight, nine months ago, similar discussions with CN, which allowed us to get much more capacity on the CN line We’re working very closely with the CO and president of CP, Keith Keith has been very good and CP are fantastic colleagues We are working towards increasing the services somewhere in the near future along the Milton corridor >>Can we take another question from the floor, please? At the back there Hi My name is Andreas, from the area of stoney creek I’m a regular user here at this station I have a couple of questions I don’t know if I should confine myself to one >>Just have a go >>As regular rideer, one of the things that exasperates me is to see other riders, my assumption is a lot of casual rideers putting their feet on the seats And it should be obviously concerning and object knocksious knocks obnoxious and why is this not addressed in a more forceful manner beyond the occasional mild announcement that is just ignored? I raise this last week with one of the ticket checkers and they told me it is in fact a finable offence, but the directive from Metrolinx was not to fine people for it because it’s bad customer service What’s very bad customer service is to see people putting their feet on the seats It is dirty, it is unhygienic and it’s obnoxious and it erodes the standards of decent rideers >>I cannot agree with you more Ian will probably say something I’m unapologetic When I walk down the train and see feet on seats, I ask them to remove it immediately Two or three weeks ago I had someone that actually loosened the seats Seats are held by straps at the bottom Loosened the seat so they can put their feet more comfortably on

the seat in front of them, which is disappointing behaviour I can’t really comment I can tell you for one there’s no guidance as far as I understand that it’s not a finable offence, but here’s the thing: We’ve tried and we continue to work at different ways to get the message across We have Annette coat handbook which has been very popular The etiquette handbook discourages people from doing that Let us if she finish We still see that type of behaviour >>It’s very disappointing to hear that Take as an overview and if you take this line here and the other lines we have transit safety officers who you’ve probably seen We’ve also increased and we’re increasing further revenue protection officers who also have an opportunity to scout along trains and report anti-social behaviour and also if need be deal with anti-social behaviour We do have a prosecutions unit as well There are few people who have been barred from travelling on our network and we reinforce that Should these things occur, which is very unfortunate when they do, by all means if you see a customer service ambassador on the train, report it They do report those information through When we do start seeing either a peak in poor behaviour or certain times of day, we do have teams that go out to these places and are successful at either arresting people or cautioning people or warning people, depending on the severity of the action >>I think we can think of ways in action If there’s a perception among some of the staff this is related to customer behaviour and we say nothing, I can we can talk to the teams We take the comment as helpful feeb If you got that feebwe’ll go away and address that >>A week ago I spoke to one of your ticketing agents and they told me specifically and I mentioned I would be attending this town hall and she encouraged me strongly because she told me there was a distinct directive not to fine people for this, even though officially it’s on the books So you are not cracking down on this Another point with your customer ambassadors, however you call them, as we know, rideers, they’re few and far between and most trains don’t have them You have the one person who is in the handicapped car and that’s hardly someone I’m going to go to and call back for somebody who’s being obnoxious, the person will take their seat and as soon as the ambassador walks away they’re back up So these little announcements are not enough There should be signs and it should state clearly that this is a finable offence And on that score, in terms of your signage, the so-called quiet zone, you have this vague sign on every car upstairs, rush hour You should define rush hour, because I don’t hesitate to tell someone if they’re running afoul of the ostensible rules Four: Four:30, that’s not rush hour So you should define it it >>We’ll take that back and >>We appreciate it One more question from the floor before one online online This gentleman has been waiting patiently >>Good evening My name is Tom I’m a senior here in Burlington I used the GO train fairly often to go downtown or Clarkson, where my daughter lives I want to relate an experience I had this past Saturday going to Toronto and back The trip to Toronto was fine, no big deal Coming back unfortunately we had selected the 943 train, which also coincided with the Leafs game, so the York concourse was as zoo, not any better than the old concourse we used to have So I was kind of disappointed after all the renovations we’ve in Unions The crowds were almost unmanageable, crazy When the track was finally announceed, it was just this rush up these narrow stairs, maybe accommodate two people side by side There were some people with mobility issues that slowed things down There were some other options that we were given by the security guards, but most people just used the one set of stairs going up

And then we come to the actual platform It’s only about ten feet wide You’ve been to train stations in Europe These things are 25 feet wide People are not told to go to the platform at a specific time You can go up and wait for the train as you wish The whole situation, even after all these renovations at Union station, are chaotic in terms of crowds, in terms of having to wait to announce where the train arrives, the mad rush up the stairs, the fact that people are slowed down by people with mobility issues, there are no escalators that you would expect to see in a modernized facility All these things are a problem While I was going up I realized I had not tapped my PRESTO card I had forgotten in the mad rush rush So now I’m on a platform, I’m basically in this horde of people Now what do I do? Why are there no PRESTO machines in cars on the train, like in the TTC streetcars? So I was basically riding illegally I was stuck [APPLAUSE] That’s one question Why is there no PRESTO machine on each car? >>Maybe we can take that question from you >>My story A bunch of issues I’m raising here The quiet zone Even at 9:30 at night, why is there no quiet zone in these cars? It’s crazy The noise, just the sheer chaos of people just yakking Then we arrive at Burlington station around 10:30, 10:45 People are coming off the train here The access to the bathrooms is closed You cannot use the washrooms So my question is: If you have trains running until midnight, why are people not able to use the public washrooms at the station? They should stay open until the very last train arrives or departs So that’s basically my experience on one trip >>Lots of great feedback packed into that story >>I’ll see if I can unpack that in sections Some of them are great observations, so thank you for that I think first pick on Union station Union station at the moment is struggling with the volume of people we have going through it from the volume of people who now travel on GO That is being remedied to a degree and then there’s further work downstream that we may come on to later in questions First and foremost we don’t have bay street open at the moment This is due to open summertime this year That will give us a footprint of a third more space, which will make a huge difference to how people will be able to walk around and flow around Union station At the moment, as you know, it’s constrained, a bit of a building site as well, which also doesn’t help with people moving around around We’re also going to be moving the bus station, which will have an impact on how people move around the stations Talking to the station at York and the platform itself, this is a significant issue Effectively the trains and the volume of people we have and the platform widths have outgrown their usefulness At a point in time over the next few years we’ll be revamping all the platforms at Union station to put more width in there It will mean we have to do major track realignments so we can make the space There will be a degree of disruption Getting people around Union station is not seam approximately >>Before Ian goes on, the interesting background here is when you look at how Union station has been built, often there’s a track with two platforms, one on either side and they’re both narrow It is sort of — and I’m not criticizing here, but many, many years ago it was freight companies that built Union station So it’s built like someone that runs a freight train that thinks the Beth way to unload people is drop them off both ways That’s true if you have lower volume counts counts But now that we have such volume counts, your conclusion is exactly right The bottleneck now becomes the platform So one of the things that Ian is referring to is we now have a challenge We first want to complete bacon course, which by the way was not done by us It was done by the city

But that is now completing and we’re working through to get it this year in place But then after that is ready you’ll have more vertical access points, the staircases you talk about So that will solve that part of the problem Then escalators was never part of the design, so that’s where we are currently It doesn’t mean we’re not going to keep an eye on it and if we need staircases in the future we’ll have that But after that, as Ian says, we are into a program of a couple of years because remember now we’re increasing our services We have many trains coming into Union At the same time we want to create broader platforms So we’re going to start and Matt is busy building a south platform which is going to be much wideer and which will be the right platform width Then we are systematically closing — is it two roads? >>Yeah >>One or two roads coming into the station, and creating a wideer platform on those and then a wideer platform again Your diagnosis of the flow and the congestion issue at Union station is exactly correct And our plan is to rebuild it is exactly that >>I’ll speak to the PRESTO experience By both acknowledgeing the problem and then talking about maybe a bigger, more important solution, which is not just about fixing the Union station experience So one is that when PRESTO was first launched ten years ago, nobody really I think could picture both how much customer growth there would be throughout but also how the integrated system would work across all of the transit agencies You mentioned TTC It’s a great example of fundamentally different experiences in the way PRESTO was installed in GO versus TTC GO has fare by distance and TTC is a flat fare But physically the machines and the experience you have Today it is in inconsistent across the 11 transit agencies we serve Myself at the forefront but all of Metrolinx recognize that’s not good It’s not good for the customer and doesn’t help people move across different modes and agencies as they travel, which goes against the whole point What I would highlight is both when we do new stations or new services, but more importantly now as the integration of the different system grows, an example is with GO Transit expansion as well as the TTC expansion, we’re there are systems that have more interconnected stations, we are actually taking a bit of a pause and stepping back and looking at what’s the customer experience, the payment experience that we want to set for the whole region so that as we do new things we’re doing them consistently throughout? And the reason I say that is if you pay on the streetcar today, you simply can’t do that with GO because GO is fare by distance and if we had everybody tapping on the train the fare by distance doesn’t work because you have to know where you started and ended That’s not the case with the TTC So we have to look with our municipal partners at both the fare policy and the way people pay, as well as where the equipment is installed and how you physically interact with that, whether it’s gates like in the TTC subway or on a vehicle like the GO bus and the streetcar or off-board like GO train is today We’re doing a bit of work with Matt’s team in particular and the PRESTO team to look at the region fall fare experienceing and then we will start updating things as we modernize different parts of the system Your issue is right and we have to balance it >>Are you going to talk about the washrooms? >>I think that’s a very good point From some of our areas where we staff, some places are open a lot later than others and also we are targeting washrooms on the trains as well as being the best options there because people have time to use the washrooms more often on the trains, and stations they tend to get in the car or move away In terms of the hours and coverage we have open on trains — sorry, stations is something we keep under review That’s a valid comment and something we should take back and look more serious seriously at >>Thank you for the feedback I’m conscious that we are motoring through time I want to get through as many questions There are about as many people online I’ll take the first question from online For everyone joining us online, welcome to the ask Metrolinx town hall at the GO Burlington station Our first question from the livestream, will we see more buses to the airport this year from communities farther away like Waterloo, markham and new market?

Mat >>That’s an excellent question I think we’re all working hard with the greater Toronto airport authority to work on pearson We know pearson is having huge traffic growth from customers, employees, people who are visiting, picking up and dropping off and they’re using more and more transit UP express is already an excellent solution and it’s been growing fast Mark has the numbers in mind On all the buses, and there’s both more GO buses and more municipal buses too And then I would says there’s this year and in the future the airport is continuing to grow, there’s a lot of work right now to really reorganize the transit hub at the airport because they don’t stop systemically atule all terminals It is inconsistent depending on which provider Sometimes they stop only at terminal 1, some terminal 3 Towards an integrated transit hub where all the buses would come and go, so easy to use from a customer standpoint and where they can easily access whatever terminal they went to use Short term there will be more service and long term it’s been reorganize reorganizing the transit hub at the airport and that’s work under way >>Thank you On average, actually on your corridor, on this Lakeshore West line, the growth over the period of April through November, which is our late latest data period, is about four and a half We’re seeing the airport UP express route growing just over 6 per cent There’s a question in the audience If I could ask the people asking questions if you could keep your questions as tight as you can and we’ll get through as many questions as we can before we get to the end of this evening >>I’m from Burlington, a resident of — since 1972 and I’ve used the GO transportation to go to the Federal Court in Toronto many times, up until the last three years, four years ago Today I came to a public meeting and I was absolutely horrified that when we parked our car, I use a walker and I use a scooter If I’d used my walker I would have never made it in here There are no curb cuts all around the perimeter sidewalk We had to come how far a distance? A quarter of a mile, with no curb cut That’s not even just an issue of insensitivity and against the legislation; it’s also an issue of cost Why would you build sidewalks without curbs going up and then have to go back to them at a very phenomenal cost? Thank you >>Can I unreservely apologize for that experience? Can I openly share with you some of my own feelings about our parking areas? And that is that I come from a world where people, as you say, walk, cycle and get to stations in the way which is easy And I found our own parking spaces haven’t got safe walkways designed Our parking areas are literally designed for cars And I don’t think our parking areas consider circumstances as you described well enough But it’s even — I would say it’s even more obvious than just curb cuts So I fully support your thing But I have asked the team and Mathieu has a team to look at how we make our stations more accessible I apologize for your experience >>That is 20 years too late >>I appreciate that I appreciate that >>(inaudible) >>You are 100 per cent correct >>We have another question in the back and a gentleman at the front >>Thank you very much I just want to commend you for sitting up here and doing this I’m wondering in particular the underpass we started down this pass, Sean from oakville, the underpass, the city of Burlington and the town of oakville had their money in the bank in 2015 to get that underpass done We were told to update and the shovels would be in the ground in 2018 and the lateest numbers have us looking at 2021, 22, before a shovel even goes in the ground

[APPLAUSE] I know that economies of scale had Metrolinx add a bunch of projects into the tender, but I’m wonder wondering if the recent news about problems with P 3 and the development community is the reasons why these projects continue to get kicked along I’m wondering if you can maybe speak to the fact that this isn’t planned, this is happening, but perhaps maybe seven years is much too long to wait for money that’s been allocated to get a shovel in the ground on this project >>Matt will answer the question because there was a particular construction and volume of work issue But I would like to deal with the question on P 3s So this was not to be a DBFOM or this was not a project finance P 3, which is where the challenge is With project finance P 3s in a market where there’s significant risk transfer is the P 3-type project which is — which we are moving — which we are adjusting Let’s put it like that This is not about P 3s This was going to be a standard sort of construction finance AFP So the market sensitivity to P 3s is not really the issue here It’s great that you asked the question question But Matt, maybe you want to talk about the project >>Yeah So it’s part of a large AFP project which includes separation, station upgrades and several stations on Lakeshore West All together totalling about half a billion dollars The reason for delay on this project was major concerns we have when we deliver big projects like this, one, we do it safely and two that we don’t disrupt or interrupt passenger journey or the customer experience as far as is reasonably practical When we started looking at how to deliver this large volume of work we were looking at delay in the timetable and a delay on journey times of up to 20 minutes, which we found to be totally unacceptable So the team have been doing a huge amount of work and we did — we put this procurement, this out in the market at the moment We have a companies very interested in tendering this and well under way with the procurement process But we put it on pause while we worked out how we could build this and deliver this work in a way that would minimize the impact on times and customer experience We’ve now got to the situation where we have a proposal where we can basically deliver this with minimal impact on the passenger We’re just about about, and I’m talking in the next four, five weeks, ready to go into the market, reenergyize this procurement and get the scope of work moving again >>Thank you A question and then a gentleman in the blue suit I know you’ve been patient Thank you >>Hi I’m Ashley Ryan, I live near Clarkson station, take the train every day to downtown Toronto My question is around the proposal around naming rights to stations I’ve heard it’s been proposed that some of the stations will be auctioned off for naming rights rights I really hope that this doesn’t happen I kind of shudder at the idea of every day hearing now arriving at TD Clarkson station It’s kind of like some weird Kafkaesque thing So I’ve heard that the most we can expect from these naming rights is 500,000 per year It seems like that’s a really short-sighted way to get a very small amount of money I’m just hoping, is there plans to shelf this idea and maybe look for other ways of getting revenue? >>Maybe I’ll take that one since it’s my team Mark, over here We are looking at all twice obviously optimize the revenue streams from operating this train system, rail, bus system, such that we can actually help improve the experience in other areas We acknowledge that we don’t want to always pass on costs to our rideers We’re looking at all options Station naming rights, this has been successfully worked through either in the long term or short term promotion promotionly in other jurisdictions and right now we’re looking at that as an option Your point is — >>(inaudible) >>Excuse me Let’s try keep this orderly In terms of your question, it could be that there’s sort of a scale of options here If On a station like this, we have a lot of advertising assets And so it could be that TD says that

Burlington, we’d like to pay you a premium to get all of the advertising assets because we want to give Burlington a TD look and feel That may not be a full naming right but could be something in between So I think what is really important about that initiative that we went to market with is we’re testing the market Previously, as an organization, we didn’t do much of what we call non-fare revenue We look at non-fare revenue as a key sort of enableer to keep fares in place because it all goes into our budget budget, keep the burden on taxpayers as low as possible possible So when Leslie spoke earlier about transit oriented development, in the past government and ourselves would have gone to stations and the taxpayer would have paid We’re shifting shifting that to where we’re saying if developers are interested to build on a property like this, why don’t they pay for the station? So these are all techniques that we’re following to lower the burden on taxpayers, to lower the burden on fares But your comment is appreciated Not — some people can identify with, I’ll say Scotiabank arena or something like that Some people say I don’t want my own station, Scotiabank, whatever We take that on board We’ve not decideed on anything yet We’re testing the market to see what the market wants to do >>We’re always thinking about the customer experience On this line, we know you appreciate the experience We know that you recommend it to others We know you want to continue to use the service So the actual experience we deliver, eight out of ten folks like and love the service We don’t want to compromise that That’s practices mount, first and foremost and will be in our considerations >>(inaudible) there’s like half empty — Clarkson station, the parking lots are totally underutilized There are two massive parking lots on either side of the station and those could be filled with retail space space I think that would give back to the community and that would give back to passengers Naming the station, it’s going to be such a small amount of money and it’s not going to give back to the community >>Maybe at the end you and I can have a quick chat >>Thank you very much >>Thanks very much Mr Access thank you for coming to speak to us and to listen to what people have to say It’s very appreciated >>Thank you >>Phil Richardson, vice-president of a development for a large commercial property developer I’ve had the blessing to work around the world on very large projects I’ve led projects as big as 5 billion square feet in size Every one of them has had a transportation dimension apart from a car, and so it’s something that I’ve learned to sort of live with and to exploit I’m coming at it from one angle, you’re coming at it from another When I see the opportunity that exists in some of the stations that I’ve actually used, this one being an example, one of the things that I see is in my opinion they’re quite undercommercial undercommercialized When I compare it to Hong Kong, to sheen zen, Abu Dhabiy, all cities where I’ve worked, I realize what the potential is Wonderful opportunities And here’s where the benefit is for all of us here The benefit, as this lady said a moment ago, is to derive a contribution to the cost of receiving the service that we all enjoy And if done in a sensitive manner, which I detect Mr Verster is telling you, then I believe there’s tremendous opportunities to really amp up the commercial income That’s my statement Here’s my question: I notice, of course, there’s a lot of talk about the concept of paying for parking And the possibility that might be the case And to my eye, it’s somewhat counterproductive to the concept of getting people out of cars and out of the train So have you given consideration to these alternative and what I say actually major income-driving initiatives in preference to doing something that might be seen as counterproductive to the actual ride experience? >>A very good question I’m going to let

Leslie talk about the development and I want to answer your parking question >>When I look at this station building, this is a very beautiful station building and how it was built and laid out and everything I would say, though, that this building has nearly no concept of retail built into it So this was built at a time — and I’m not criticizing what’s gone before, but I’m just saying the way we build stations in the future will not be like this, even though this is a fantastic station I mean, it’s big and it’s got huge — and it’s got a great bus loop All of that’s necessary, the pickup, drop-off is necessary, the parking is necessary But if you just look around us, if this was slightly differently designed there could be more retail opportunities, to offset costs Leslie will talk about that On parking there there was a story in the newspaper, but that story in the newspaper must always be considered for the fact that these are stories that get out there, it’s not a policy position We are looking at our community very carefully, and we will not be doing anything that’s counterproductive to people coming to our services and our stations Currently, we’ve got 77,000 parking bays We are the largest, I’m told by our team, we are the largest owner of parking spaces in North America We’re in the process of adding 23,000 more So this is where we are And the reason for that is because we are sensitive to the fact that the automobile — because I say to people sort of tongue-in-cheek: Canada is not a large country; Canada is a gigantic country The scale is such that Canada will never be fully served as the UK or as the example you mentioned, Hong Kong, or Japan and the local services They will never be serveed to the same intensity by public transit because the investment would be too big So what we have to think about is that there’s a balance to be struck between how much parking we provide and therefore that’s why we increased parking by the 23,000 spaces But here’s the real challenge for us: By 2031, we currently move 80 million people per year By 2031, with all of our infrastructure improvements and running more frequent trains, of which Lakeshore West will in the very near future benefit from more trains as well, we’ll be moving 200 million people So that’s ten years from now Ten years from now we’ll move two and a half times more people We can’t give them parking We have to find other ways for people to travel So we are just in this situation currently where we’re thinking of some of the other questions that tonight that are important influenceers on this choice is how do we get people to, for example, use local transit rather than their car to get to a station? I had a fantastic discussion with the mayor of Burlington this afternoon and I shared with one of our statistics that says there are so many people that use our parking that live within a kilometre of the station So they live within a kilometre, but they still — because it’s free, they still use it And she gave me a valuable insight Hang on, you must remember there may be someone that lives within a kilometre of the station, but it’s a working mom that has to take a car to buy groceries, drop the kids off and then park and then go do work, come back and do something else And this is the reality, is that maybe if we had more retail over here she wouldn’t have to do shopping and it would have been easier All these types of trade-offs So we are thinking through what are the options to get people to use other means to get to our stations more often And please don’t be led by what the newspaper says about pay parking I’d like to make a connection to what the lady at the back said about station accessibility One of my issues with people living within a kilometre, if we had throughout the year snow-clearing on pavements, not

throughout the year In winter You know what I mean I’m South African I don’t understand snow Or painted cycleways and dedicated cycleways for people in the community to get to the station easier If we had better facilities in our parking areas, which matey Matt and his team are looking at, free that space up for more people But in the next ten years we have to create a shift in our people’s people’s approach to parking >>I want to bring the question — (inaudible) >>Not at all We have a question at the back of the room and then we’ll go to the top ten question >>John and I’ve been living in oakville for 20, 30 years and been working downtown all that time riding the rails and I’ve seen the volumes grow I don’t know if this question was asked because I came a little late late I wonder if you guys could talk about any initiatives that are under way, electrification is one that comes to mind, but your answer doesn’t have to be limited to only electrification, but — and you also referred to the opening of the bacon course, for example At Union station Can you talk about electrification or any other initiatives that are designed to increase capacity on the system to your point about the growth of the volumes on the system, I’m interested in the plans, timing of electrification or anything else that you wish to throw in >>Absolutely I’ll let Matt have a go and I’ll fill in after >>It’s an interesting question There’s a huge amount of work happening on this subject in the background We’re currently in procurement looking hard for a partner to work with us improving the infrastructure throughout our whole network to drive towards exactly what you’re just asking, increased trains, faster journey times, better service Part of that answer will certainly be electrification Electrification will be absolutely critical to hit targets of up to 6,000 trains per week, where we’re heading currently Electrification, better acceleration, deceleration, faster trains on the network and it will basically be a big part of driving the improvements in the service we’re looking for To answer your question, we are, as I say, in market in procurement looking to form a partnership with a multinational consortium, we have several involved in this process currently before 2022 and then we’ll be working with that partner to understand the schedule ask the timescales around delivering those infrastructure improvements and delivering the benefits and the improvements in our service We will ensure we are incentivizing that partner and working with that partner to make sure that happens as quickly as possible >>But currently, pick up on Sean’s question at the back there, when Sean asked about grade separations and the like, we have a program currently of around 10 billion which is about creating — you think of a grade separation Grade separation is the type of thing when the frequency gets too high, it distorts road traffic that is associated with it We are putting infrastructure in place now, this year we’ll put $4 billion of infrastructure in place of which a substantial part is related to GO expansion services We call this the early works program So putting grade separations in place to enable the expansion of service in the future is significant If you think of the Milton and Barry line is affected significantly about deign port rail grade separation which is a significant investment that takes a couple of years to complete You get rail track to go over rail track In order to create the capacity that’s necessary to run trains Many parts of our network, we have single-track sections That means trains can’t pass each other So we’re putting double-track section inside place On the other side of bay view junction, on the other side of Burlington on your way close to Hamilton is a crucial junction which is currently very difficult for us to get past the CN switching yard, which we have put a lot of infrastructure in place that allows us to get there, which will allow us to get more trains to West harbour and subsequently to Niagara If we want to run trains on the Milton line we need platforms on the south side of the line infrastructure where we currently have traditional platforms on the north side So there are practical examples of where we have capacity that we need today add

We have capital programs that are putting this in place, and Matt is referring to the biggest of them, which is — if we finish this 10 billion we’re busy now, there’s a further roughly — it’s a public number, isn’t it? >>Yeah, 15 billion >>15 billion that needs to go into the next phase, where we’re buying more trains Currently with our expansion of GO services, over the last two years we’ve grown our services by about 34 per cent You’ve seen some of it here, but on many other routes we’ve grown our services by 34 per cent And And so we’re starting to run out of fleet, out of Locos and we need to add those in again There’s a systemic focus on increasing services and a systemic investment in infrastructure Does that answer your question, sir? Thank you >>We’re going to go back online If you’re joining us online, welcome to Burlington GO, we’re were hosting the Metrolinx town hall Hamilton, I think this might be for you, Phil When will Hamilton receive all-day and weekend train service? >>When we opened the meeting we said there are some things where we are developing options, some things where ministers will make announcements, and in terms of all day and weekend train service, there’s no ambiguity in our business case for the GO expansion, which in the previous question we referred to We have identified unambiguously that this part of the corridor through to Hamilton, and even I don’t understand through to Niagara, would benefit significantly from GO service expansion As I’ve indicated, we’ve done quite a lot of work already, construction work with CN around bay view junction that are slowly but surely releaseing that capacity for us, and we would expect that, in the future, there will be announcements made by the minister in terms of GO expansion into Hamilton >>Thank you We have a question, gentleman with a bike >>Hi, there You spoke a little bit about alternative options for getting to stations I’m very interested in first mile, last mile questions As an example my wife we live about a mile from here My wife works at a 12 minute train ride, total trip four to five times that because getting to and from the stations is hopelessly slow Take for example the Milton connect pilot There’s a nice glowing report about that from the provider who was contracted to provide the software behind that, but I’d love to hear what we learned about the economic viability of that kind of dynamic communal transport from stations or other options that you’re looking at for how to decrease travel times in first and last mile >>I can speak to that I wasn’t there for the Milton connect, so maybe we can have more detail to answer on that specific one off-line Generally as Phil mentioned we’re looking at all — at expanding all the options and working both on-site and off-site, so partnering with municipalities on how to make better bicycle access on a broader catchment area, improve the walkability, and low-denseity areas, uses mentioned, look at on-demand models They are financially difficult to release with the appropriate frequency A lot of the ridership comes from bringing trains every 15 minutes and to be able to run the shuttling with a similar frequency and low-denseity and low capacity with low demand is hard financially I think the easy ones are walking, cycleing We are going to — testing pilots with trying to test and prepare for driverless shuttles in the future We have a pilot that we’ll be running in Rouge Hill in the fall of this year to try to test that and because we think that in some neighbourhoods which are very residential I think we can make these driverless shuttles work and then bring the cost down for the customer and for ourselves as an organization And then the last big solution is also to continue to partner with municipal service providers to improve also local transit access, both by doing service integration, so ensure that when we change our timetables we work with the municipal providers so they can adjust their bus timetables better meet the trains that are coming in and

better facilities Burlington transit has been bringing the buses on the south loop to make it more convenient These are the things where we work in partnership to expand all these options to access the stations >>Thank you, Matt We have a question degree Kelsey We’re going to keep going until 8:30 >>Susan I’m wondering what the expansion of those trains, are they going to continue — are your plans for them to be diesel or are you considering going green? >>That’s a really good question They can’t continue to be diesel And the reason why they can’t continue to be diesel, interestingly enough, is not so much about the environment but the environmental benefit is relatively small in transit terms The biggest benefit for us to go with what’s called electric traction or engines driven by traction motors is trains that have many traction motors driving many axles And keep in mind a train wheel is about a dime of steel on steel contact that it has with steel rail So it’s very difficult for a train to pick up speed You can see that when the trains pull away But if you have many axles that have them on, they can slow down faster It means journey times are shorter, but in any hour you can get more trains on that route because the trains run faster You follow? So where previously only three or four trains could run, now you can run six trains The reason why we have to go to electric traction, whether it is a fuel cell electrical traction or something else is all about that really simple thing thing, is that when you have electric trains, you can run more trains You can move more people, plus you move them faster One of the biggest things in business cases for rail transit, one of the biggest things that make investments a success is customers’ experience of journey time If someone can get a journey done in 20 minutes rather than 25 minutes, the economists that sit and judge our business case says those five minutes are infinitely valuable to customers customers And five or ten minutes of a journey becomes a lot of personal time if you add it up over a year Your question is to the heart of the GO expansion and a significant part of the investment will be on electrification >>(inaudible) >>Yeah, yeah, yeah So really good question In the short run, as we get the electric installations built and we will be increasing our service level, we will probably look at things like for a short period of time leasing diesel Locos If we are going to run more train, more services on the Stouffville and Barry line, we are currently manageing to achieve that from efficiencies from using our own locomotives We’re not yet in the space of buying more locomotives, but if we’re going to keep ramping up the service at the rate we are now, we’ll start to convert to electrical, as Matt said, when we start with the infrastructure >>This should be your easiest one of the night Why is it that every time I look at the board the Lakeshore East train is posted sometimes 15 minutes before the train arrives and the west bound train is posted sometimes 20 minutes before it hits the platform and you have a massive rush of people going up? That should be a really easy fix fleas should be a really easy fix The answer to that question is yes >>Some of the issues, is twofold Some of our services have more time allotted at Union station and others, some from the east go through to the west, some some Some come from branch lines into the city and go elsewhere What we have at the minute is a circulation issue of our train sets going through We try to give as much advance notice as we can to people with certainty that their train goes off a particular platform without that platform coming overcapacity We do it too early, we have a safety issue Second, if we have a train that is either running late or it’s running very tight to time, we

don’t like for people being on the platform before we know which platform it’s actually going to be allotted to Now, to try to start to improve some of these issues, yes there’s investment going on, but we’re also changing some of the ways we manage and control our train services, which will mean we get smarter at doing this >>Thank you for that I think this one we need to take away >>Hi Thank you for joining us Councillor Lisa Kearns, I’m glad you met with our mayor today We have a very supportive transit here in Burlington Thanks for joining us today and we look forward to having you back again on February 26 We’ll be having a conversation at that time around the OnCorr potential project to bring 16 tracks of interchange for future electrification What could you tell the community about that today? What environmental reports have been done at that point and what types of mitigation-type things will we maybe expect to see? Can you help me put this on the radar for the broader community? >>Sorry Could you say that again? >>Sure On February 26, Metrolinx — >>You said something about 16 tracks >>16 potential tracks will be coming here to Burlington just off the plains road and fair view So we should be looking at something around — >>Can we perhaps do this conversation — because I’m not sure we understand the facts of the question right and maybe we can talk through that separately Is that OK? >>It’s been publicly posted and it is open as a town hall on the Metrolinx website >>No The event is probably happening I’m not saying the event is not happening >>Do you want to tell people about that? >>Gist referring to the beach layover and some plans >>Alright Thank you very much Matt, are you ready to talk to that or not? >>Yeah So not quite, I guess Can I just clearly — can I just say we have no reluctance to talk about this Easy to talk about I just don’t know the facts to give you a sensible answer But what I will say is with any of our developments and Matt can add to that, we do environmental assessments of our proposals, we bring our proposals to the community to consider for questions So the whole environmental assessment process is very open, very public, with public consultation Apologies I don’t think I know the facts Matt may know the facts better than I do But otherwise we engage with the community on a very open basis and take any questions >>100 per cent we’re following an environmental process, following a process which is rigorous when it comes to environmental planning around these works The thing that’s throwing us is 16 tracks Beach 100 per cent We carry out what we call a rail corridor utilization We basically come up with what we think the end network is going to look like As I said earlier we’re engaging with the market and we’re going to be placing a contract with the market to improve our network which is going to be based based on train service specifications and how they think we need to develop our infrastructure to improve service throughout the network What that end result will look like will be a negotiation and conversation with us and the partners >>Just to be clear, we won’t place a contract with a market until we’ve spoken to the local community and made sure we’ve listened to everything and be practical practical If the local community says OK but if you’re going to be a siteing over here, it will be unsightly, we build a wall or do stuff like that The consultation process would flush those issues out >>Thank you for that If my community likes anything it’s the environment, transit, open communication and engagement >>I think we’ll hit all three of those >>More questions here We are going to go back online >>Ann, a resident of Grimsby A two-part question question One we’re anxious to here about the status of the Grimsby station and centennial station when those will be running In the meantime for the folks in my neighbourhood driving up to this express train that runs from Burlington to downtown Toronto >>In terms of stations on the line of route, look out for future announcements I think it was said before Nitty-gritty In terms of the way these train plan operates, we add services, we look to give

ourselves the opportunities which ones can go quicker, slower There’s always a challenge to get what I call the sweet spot where you satisfy everybody because sometimes trains that go quicker means they don’t stop at stations closer to the city So we try balance those In terms of specifics on stations >>Quickly, centennial and Grimsby were identified in the business case for Niagara, so we know there’s a business case for those Because we are taking transit oriented development approach to this, we’ve begun and we have very positive conversations with the region of Niagara In fact the region of Niagara is setting up a transit oriented development office as a mechanism for us to work through them and with the development industry around the ability to develop a business agreement in order to facility investment by the private sector into the station itself That’s where we are and those conversations are continuing >>The real thing to stop people — I can see you’re not happy with her answer Can I add to that? So we’re building confederation now We’re building a third track that will run into confederation, which will make a service expansion around bay view junction into west arbour and Hamilton possible to extend very easily without running on CN’s track The real solution for the Eldersht the community around the station, is heavily affected by the fact that people park sometimes off our parking lots in side streets and the like It’s because so many people are travelling to Aldershot currently where our ownership of the ownership stops Beyond Aldershot into west harbour, Hamilton, around the bend to Grimsby, get goes from station built That’s the point Leslie makes We’re willing for a station to be built at Grimsby We now need the region to get developers to come and build if All of those things together will fix the station situation you referred to significantly and we are working with the regions >>We will go to livestream and break into small groups We’ll be able to deal with more of those questions directly and if we need to do a refresher we can There’s a question from the livestream Will the Sunday fun day pass continue to be offered after this week? Well, what I will say to you is we committed that we would run it until this week as a pilot and a test What’s exciting for us since we’re here tonight is actually Aldershot, Clarkson and in fact here in Burlington has been three of the highest stations of using the Sunday fun day ticket over the last eight eight-week pilot As we promised we will be evaluateing the performance after the pilot and we’ll be coming back with a recommendation shortly thereafter So good news and thank you for supporting Sunday fun day It’s a great way to choose transit, choose GO, to get around the network for a flat ten dollars rate That’s been very successful We’ll move out into small groups I will encourage my colleagues here and the colleagues in the audience to break apart so we can address any quiffs specifically If you have anything to do with planning, it’s Matthew, all the way out to 2021 Leslie Leslie, anything to do with development, transit oriented development, how we operate the trains, schedules, washrooms, anything to do with the teams on our teams is Ian Annalise, anything to do with PRESTO PRESTO Matt, anything to do with what we’re building Myself, anything to do with the customer experience, how we are looking at ridership and monitoring patterns and looking to the future and anyone else on the team in the front, legal, finance, safety and the communications group is also here And we will take all the questions and make sure we respond to them in the next couple of days We’ll move around Thank you for hosting hosting us Thank you again to our elected officials for joining us Thank you for all your questions thus far and the ones that continue

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