HomeMy WebLinkAboutCAO-06-045 - North Mainline Municipal Alliance - Business Case for Improved Rail Passenger Service~- _ _
TC NE ~ ~
Chief Administra tar`s
Office
Report To: Council
Date of Meeting: June 19, 2006
Submitted By: Carla Ladd, CAO
Prepared By: Carla Ladd, CAO
Ward(s) Involved: All Wards
Date of Report: June 14, 2006
Report No.: CAO-06-045
Subject: NORTH MAINLINE MUNICIPAL ALLIANCE, BUSINESS
CASE FOR IMPROVED RAIL PASSENGER SERVICE
RECOMMENDATION:
THAT the City of Kitchener endorse, in principle, the report for improved rail passenger service
along the North Mainline as presented by the North Mainline Municipal Alliance, appended as
attachment to CAO-06-045, dated June 14, 2006.
And THAT the North Mainline Municipal Alliance be requested to meet with Federal and
Provincial officials and politicians to request funding for rail infrastructure upgrades and
passenger service operations, as outlined in CAO-06-045, dated June 14, 2006.
EXECUTIVE SUMMARY:
The North Mainline is the CN rail line that runs from London through Kitchener and onwards to
Toronto's Union Station. The line is characterized by old track that significantly reduces
allowable train speeds, reduces ride comfort, and lacks modern traffic control technology, but
possesses the opportunity to support both improved intercity rail passenger service and
improved commuter rail services. This report has been prepared at the request of the North
Mainline Municipal Alliance.
BACKGROUND:
Attached as an Appendix is the full report from the North Mainline Municipal Alliance.
REPORT:
In 2003, an alliance of heads of council was formed to lobby senior government to fund
improvements to the North Mainline in order to support improved intercity and commuter rail
passenger services. The current collaborative group, called the North Mainline Municipal
Alliance (The Alliance), carries representation from the following municipalities (from west to
east):
London
St. Marys
Stratford
Waterloo Region
Waterloo
Kitchener
Guelph
Halton Hills
The Alliance concluded that lobbying successes might be enhanced if sufficient research was
undertaken to prepare a business case for the lobbying campaign. To that end, The Alliance
Members shared the cost of a $40,000 consultant assignment with UMA/AECON and Dillon
Consulting.
The report is now complete and endorsed by the Alliance's respective heads of Council and is
introduced herewith for endorsement, in principle, by Council and for Council's support for the
Alliance's subsequent lobbying of senior government. A copy of the Summary Report is
appended herewith for reference.
Three VIA trains currently serve this corridor. The enhanced service recommended in this
report involves "Diesel Multiple Units" (DMU's or, more colloquially, "Budd Cars"). These are
one or two linked, self propelled passenger units. Existing service closer to Georgetown would
involve 4 additional trains (DMU's) but only one of these would extend beyond Kitchener to
London to supplement the existing three intercity VIA trips. A similar technology could be used
to connect Cambridge to Milton.
Based on such factors as rail infrastructure conditions, passenger ridership (existing or
potential), and proximity to the GTA, the pertinent sections for potential improvement of CN
Rail's North Mainline fall logically into the following three sections, namely,
1. Georgetown (Halton Hills) to Breslau (Kitchener/Waterloo)
2. Breslau to Stratford
3. Stratford to London
The report concludes that the respective capital costs for infrastructure improvements over
these three sections are respectively $19M, $17M, and $22M for a total cost of $58M.
Capital costs for acquiring additional train units are estimated to be $20M.
Revenue is more difficult to predict and will grow over time and through staging of services.
Accordingly, the following range in potential revenue has been identified, namely, $5.4M to
$10.8M per year.
Annual operating costs will also grow over time but are estimated to be about $3.5M.
FINANCIAL IMPLICATIONS:
Minimal funds may be required to support preparation of materials for meeting with the senior
levels of government. These funds can be accommodated within the 2006 operating budget.
CONCLUSION:
Major conclusions from the study include:
1.The proposed rail service strategy is feasible at reasonable capital and operating costs.
2.Intercity and commuter passenger rail services are exclusively provided by senior levels of
government in Canada; therefore, such rail passenger services that might be established on the
North Mainline should be funded and operated by senior government.
3.Such improvements are good for southwestern Ontario and, consistent with the theme of
regional economic cooperation.
Carla Ladd, CAO
APPENDIX
TO: Municipal Councils
FROM: North Mainline Municipal Alliance
DATE: April 18, 2006
SUBJECT: Business Case for Improved Rail Passenger Service
SUMMARY:
The North Mainline Municipal Alliance (NMMA) consists of the Region of Waterloo chair and mayors
adjacent to the CN Rail line stretching from west of Georgetown to London and was formed to
promote improved passenger rail service through these communities. The NMMA is represented by
Halton Hills, Guelph, Kitchener, Waterloo, Waterloo Region, Stratford, St. Marys and London.
The Alliance authorized the undertaking of a Business Case, which proposes an operating strategy
for a new train service and supporting infrastructure improvements as follows:
^ New service comprised of 4 peak period trains using 2 Car Diesel Units (DMU's) connecting
Breslau, Guelph and Acton to the existing GO service at Georgetown.
^ One of the four trains will be extended to Stratford, St. Marys and London to augment the
intercity service provider by the existing three VIA trains
^ Rail infrastructure consistent with staged implementation
o Stage 1 -Georgetown to Breslau (45 km)
o Stage 2 -Breslau to Stratford (48 km)
o Stage 3 -Stratford to London (48 km)
Ridership forecasts indicate a viable commuter and intercity passenger market based on an
improved travel time acquired through the rail infrastructure upgrades.
The major conclusions from the study include:
1. The proposed rail service strategy is feasible at reasonable capital and operating costs.
2. Intercity and commuter passenger rail services are exclusively provided by senior levels of
government in Canada; therefore, such rail passenger services that might be established on
the North Mainline should be funded and operated by senior government.
3. Such improvements are good for southwestern Ontario and consistent with the theme of
regional economic cooperation.
It is recommended that all municipalities along the North Mainline endorse this proposal and
request the Federal and Provincial Governments for support and a funding commitment to
implement the proposed rail service improvements on the North Mainline.
Page 1 of 12
118, 2006
REPORT:
INTRODUCTION
The North Mainline Municipal Alliance was formed to promote improved passenger rail service
through the Communities it represents. The Alliance has met on numerous occasions and most
recently engaged UMA Engineering and Dillon Consulting to develop equipment and infrastructure
costs for improved service and to determine the potential ridership and revenue streams. The
consulting team produced a report entitled "Business Case Development -Increased Passenger
Rail Service along the North Mainline". Attachment 1 illustrates the rail corridor and study area.
The consulting team and staff have met with GO Transit, Ministry of Transportation, VIA Rail, CN
Rail and Goderich Exeter Rail to discuss this report.
The study only addresses infrastructure improvements required west of Georgetown and assumes
that required rail infrastructure improvements east to Toronto will be undertaken as partof initiatives
within the Greater Toronto area. Rail infrastructure improvements both east and west of
Georgetown are required to achieve significantly improved travel times to and from downtown
Toronto.
CURRENT TRAIN OPERATIONS
The North Mainline Corridor refers to the CN Guelph Subdivision currently operated under long term
lease by the Goderich Exeter Railway (GEXR). VIA Rail operates three trains in each direction.
GEXR runs daily freight trains and switches local freight customers along the line. Train speeds are
normally up to 70 mph (112 kph) however, there are numerous sections of speeds as low as 10 mph
(16 kph) through urban areas and sections of downgraded speed, due to track conditions.
INFRASTRUCTURE REQUIREMENTS
The Guelph Subdivision is a single track with several short passing tracks averaging less than
2000 feet of usable capacity. There is a long siding at Kitchener, and a medium length siding at
Guelph. W hen a passenger train and a freight train meet, the passenger train would need to
take the siding with extensive delay ensuing. This is not an issue at the present time as there are
no scheduled meets or overtakes on this section of the line. The subdivision is what is known as
"dark territory" as there is no signal system to control traffic, or remotely operated power
switches. Also as noted above, this section of the line passes through the main centres of
population between the GTA and London, including Acton, Guelph, Waterloo Region, Stratford,
and St. Marys. At each of these, there are public road crossings, that restrict train speed to as
low as 10 mph. The track infrastructure consists predominantly of 100 pound bolted rail on wood
ties with crushed rock ballast. All but a very few public road crossings are equipped with an
automatic warning system consisting of flashing lights and bells, and in many cases also
including automatic gates.
The basic requirement for improved service is to upgrade the line to 80 mph (130 kph) operation
consistent with track geometry considerations, and safe at-grade public crossings, as well as
changes at Georgetown to provide for a proposed connection with the existing GO service. This
will require the following, the cost for which is summarized in the Financial Implications.
• Complete the conversion of bolted 100 pound rail to 115 pound continuous welded rail
(CW R) (approximately 40 miles will be installed between Stratford and Georgetown by the
end of 2006 by GEXR).
• Ballast and tie improvements.
Page 2 of 12
118, 2006
• Centralized traffic control (CTC) signal system.
• Upgrade of public crossing warning systems.
• Passing tracks where required.
• Third main line from Silver Qunction of the Guelph Subdivision with the Halton Subdivision) to
the west end of Georgetown, approximately 0.6 miles.
• Platform, track, and signal modifications at Georgetown.
• Platform, parking, and station facilities at Breslau and Acton, if required.
• Layover facility at or near Breslau.
A staged implementation is proposed consistent with demand for service and the availability of
capital resources. The proposed stages are as follows:
1. Georgetown to east of Kitchener (Breslau) (45 km).
2. Breslau to Stratford (48km).
3. Stratford to London (48 km).
The changes at Georgetown, Acton, and Breslau are prerequisite under Stage 1 to initiate the
proposed service strategy, along with track structure improvements, centralized traffic control,
and the crossing improvements. Stages 2 and 3 progressively carryon with the track, signal,
and crossing improvements to achieve the target improved train speeds. The number and length
of passing tracks (for train meets) needed at each stage will depend on the number of
passenger trains operated, and the inter-mixing with GEXR freight service.
One or more long sidings roughly 6,500 feet (2,000 metres) may be required at each stage.
RIDERSHIP FORECAST
Two distinct passenger rail markets exist in this corridor and have been designated as Commuter or
Inter City. The commuter market represents people who are regular weekday users of the service
usually between home and work or school. Typically, this is a peak period Monday to Friday
traveler, but the commuter market also includes regular travelers who are able to adopt some
degree of work at home or off peak travel. The regular commuter currently drives, carpools, uses
intercity bus or accesses the GO Transit Service or VIA Service (to a lesser extent) in the corridor.
The Intercity market represents travellers who are not making their trip on a regular weekday basis.
To distinguish the Intercity from the Commuter market, travel frequency may be once a week or
once a month and trips are often for more than one day. Trip purposes include recreation,
shopping, visiting, business, training, medical, airport connecting, university/college etc. The
intercity traveler usually drives, carpools, uses intercity bus or airporter van or accesses the current
VIA Rail services in the corridor.
To address the existing and potential markets and provide a business case for estimating costs,
ridership and revenues, it is necessary to propose a service strategy for the North Mainline Corridor.
Existing service includes a GO Transit rail commuter service from Union Station to Georgetown and
intercity VIA service between London and Union Station. The proposed rail service strategy would
include additional rail service on the North Mainline by extending the existing four week-day, peak
direction GO train from Georgetown to a new terminal near Breslau, east of the Grand River. One of
these four trains would be extended to Stratford, St. Marys and London to increase the number of
daily intercity trains from three to four.
Page 3 of 12
118, 2006
Table 1 reflects the estimated ridership increases projected along the North Mainline with the
improved service.
Table 1: Net Annual Intercity and Commuter Rail Travel Ridership Forecasts
Commuter Rail 2 Intercit Rail 3 Total
Station Ridership Ridership Ridership Ridership Ridership Ridership
(Low) (High) (Low) (High) (Low) (High)
Geor etown 7 126, 500 177, 100 126, 500 177, 100
Acton 75, 900 101, 200 75, 900 101, 200
Guel h 166, 980 278, 300 12, 591 21, 247 179, 571 299, 547
Kitchener 151, 800 455, 400 14, 781 24, 943 166, 581 480, 343
Breslau
Kitchener VIA
Stratford 5, 447 9, 191 5, 447 9, 191
St. Mars 808 1, 363 808 1, 363
London 8, 365 14, 116 8, 365 14, 116
TOTAL 521, 180 1, 012, 000 41, 992 70, 861 563, 172 1, 082, 861
J Ridership front Georgetown station based on new ridership generated front ser~~ice inipro~~enients/population growth
2 Annual Commuter Rail revenue based on 253 days a year (five days per week, two-way travel, excluding statutory holidays)
3 Intercity rail ridership was doubled from VIA boarding counts to reflect two-way trips
REVENUE FORECASTS
The revenue generated by the daily commuting and intercity trips are based on formulas currently
used by GO Transit and VIA Rail. Table 2 presents the resulting revenue forecasts. Revenue
projections assume Stage 1 infrastructure improvements for the commuter service and Stages 1, 2
and 3 improvements for intercity service and are based on the full trip connecting to Union Station.
It is anticipated that about 50%of intercity revenue would result from the addition of the fourth train
and travel time reductions due to Stage 1 infrastructure improvements
Table 2: Net Annual Intercity and Commuter Rail Travel Revenue Forecasts
Station Commu
Revenue (Low) ter Rai12
Revenue
Hi h Intercit
Revenue (Low) Rail3
Revenue
Hi h To
Revenue (Low) tal
Revenue
Hi h
Georgetown $818,632 $1,146,085 $818,632 $1,146,085
Acton
Guelph $555,808
$1,507,145 $741,077
$2,511,908
$309,426
$570,571 $555,808
$1,816,571 $741,077
$3,082,479
Kitchener (Breslau)
Kitchener (VIA) $1,551,092 $4,653,277 $432,438 $797,400 $1,983,530 $5,450,678
Stratford
St. Marys $203,968
$34,972 $376,109
$64,487 $203,968
$34,972 $376,109
$64,487
Landon
TOTAL
$4,432,677
$9,052,348 $469,891
$1,450,694 $866,463
$2,675,030 $469,891
$5,883,371 $866,463
$11,727,378
Page 4 of 12
118, 2006
EQUIPMENT CONSIDERATION
Railway equipment options include:
• Conventional VIA equipment: locomotive, and multiple coaches.
• Conventional GO equipment, standard train set with one locomotive and 10 bi-leve
• DMU (diesel multiple unit) self-propelled passenger rai
At the present time, there is a limited supply of self-propelled equipment that meets the safety
requirements for mixed passenger-freight operation on the same line of railway. Two products
meet this criteria: the re-manufactured Budd Car being proposed for the "Blue-22" service, and
the Colorado Railcar (please see Attachment 2). The Budd Cars are anticipated to cost $2
million CDN each; the Colorado Railcars $3.6 million CDN. Each unit will seat 80 passengers.
There is no obvious advantage to the Colorado Railcar to offset their higher cost.
IMPLEMENTATION STRATEGY
As noted above, the proposed rail service strategy is to initiate improved rail service on the North
Mainline by extending the existing four weekday, peak direction GO train service from
Georgetown to a new terminus to be developed near Breslau, east of the Grand River. The
extended service is to be provided by operating DMUsetf-propelled passenger rail cars
composed of two units, (i.e. two car trains) between Breslau and Georgetown where across-
platform connection to the existing GO trains will take place.
Alternatively, the existing GO Transit trains, which are based at the Georgetown layover facility
could be used for the extended service. This would eliminate the need for the cross-platform
connection, but expanded layover facilities near the new terminus at Breslau, and longer station
platforms would possibly be needed. GO Transit have indicated that if they were to become the
operator of the extended service, their preference would be to utilize the existing GO equipment.
There would be a savings in terms of eliminating the cost of acquiring the DMU equipment,
however, the needs of the intercity market would not necessarily be met The DMU option also
has the flexibility to be used to provide weekday off-peak and weekend services.
Passenger rail service in the North Mainline is strong between Union and Georgetown for
commuter trips, and it is possible to move this Georgetown anchor point further west to a
location between Guelph and Kitchener. Anew western terminus for commuter services is
suggested at or near Breslau, which with reasonable and committed track and signalling
improvements provides an 80-minute in-train commute. Going further west at this time involves a
major structure, and with potential speed restrictions on the structure and through Kitchener, the
`in-train' travel time becomes less attractive for commuters. A commuter rail station in downtown
Kitchener could be considered in subsequent stages.
The Breslau terminus could also provide a significant park-and-ride opportunity. Intercity bus
and van services from points west, north and south could also be focused on this station.
Downtown Guelph would be the next station and this location is already well served by local and
intercity transit, however, some parking improvements would be required. A third new station
would be in the Acton area with primarily apark-and-ride layout supported by bus and van
feeder services. The Acton station would intercept some of the travellers currently driving to the
Georgetown station.
Page 5 of 12
118, 2006
The new commuter rail service strategy would involve the same number of trains that currently
operate from Georgetown (four peak period trains). Rather than extending and lengthening
these trains, it is proposed to operate the service from Breslau to Georgetown with smaller, self-
propelled two car trains (DMU'S), the length of which (i.e. the number of cars) can be easily
tailored to meet demand. Initially it is expected they would be two units in length. There would
be across-platform connection to the corresponding GO train at Georgetown. It is proposed to
utilize the CN north service track which appears under-utilized at the present time. Anew small
platform would be constructed between the north service track and the south GO layover track.
No new under track tunnels would be needed, however, because of the additional passenger
trains on its core freight tracks, CN would likely insist on installing a third main track to link
Georgetown with the Guelph Subdivision, approximately 0.6 Miles (1 kilometre).
It is suggested that the current VIA services in the corridor from Kitchener to Union Station be
integrated in both a fare and service context with the proposed commuter service. Including the
early morning and early afternoon VIA trains (VIA 86 and 87), the North Mainline from east of
Kitchener would have a commuter rail passenger service involving five peak period trains and
several off peak trains. It is proposed that the current morning peak period VIA train would not
stop at the new Breslau and Acton stations because of the overlap in schedules with the existing
GO service and the proposed DMU expansion. Alternatively, schedule modifications to this VIA
service could provide a fifth train stopping at all stations along the corridor.
The DMU operating strategy is also useful when considering how to address the intercity market
and service in the London to Waterloo Region section of the corridor. The existing weekday VIA
service on the North Mainline corridor from London has three trains per direction, and it is
proposed to add a fourth train using DMUs. With the flexibility provided by the DMU's and the
reduced travel time in this corridor due to track improvements, rail service in this corridor will be
more attractive compared to other travel alternatives. The travel time from London to Union
Station is reduced by approximately 30 minutes.
Finally, the DMU operating strategy provides greater flexibility to address off peak and weekend
markets such as service to university/college students and service to tourists and special
attractions. No assessment has been done as to who should operate the DMU service.
The service strategy proposed in the business case addresses the current and potential
markets. The strategy:
• is low risk and achievable with moderate capital investment;
• addresses an emerging commuter market and increases the length of the corridor with
strong rail passenger services;
• reduces the overall travel time between London and Toronto by approximately 30 minutes
through track improvements (15 minutes under Stage 1);
• adds a fourth intercity service between London and Georgetown using DMUs to increase
intercity service levels;
• minimizes infrastructure cost for station and equipment layover facilities due to the shorter
train sizes, and overall reduced number of units;
• provides the opportunity and flexibility to economically respond to growth and new demand
and provide specialized services on weekends and off peak weekdays addressing university,
tourist, and attractions markets using the DMUs.
• provides the framework to provide direct rail service, should demand warrant, to Pearson
International Airport from the west.
Page 6 of 12
April 18, 2006
ISSUES
There will be numerous issues to resolve to carry forward the Rail Service Strategy. Key among
these will be:
• agreement with GO and CN for the proposed cross-platform connection at Georgetown,
including the use of the north service track, and a contingency plan in the event of missed
connections;
• agreement with GO that there is sufficient capacity on the existing GO service at
Georgetown to accommodate the additional passenger load from the North Mainline;
• grade crossing assessments in the urban areas to determine the feasibility of increased train
speeds required to achieve the target schedules;
• determination of the property required for the proposed station and platform at Acton;
• determination of the property and the arrangements for the proposed station and layover
facility near Breslau;
• agreement between GEXR, CN and the operator of the new service on running rights, tariffs,
maintenance, and operating costs, etc.
FINANCIAL IMPLICATIONS
Capital Investment -Infrastructure
Stage 1 -Georgetown to Breslau
($Million)
1. Georgetown platform 0.2
2. Georgetown track and signal changes 1.0
3. 3~d Main track Silver to Georgetown 4.4
4. Track upgrade (Continuous welded rail, ties, ballast) 2.0
5. Central Traffic Control (28.4 miles, 9 interlockings) 4.5
6 Road crossing upgrade (25 crossings) 5.0
7. Acton station 0.5
8. Breslau station and layover 1.5
Subtotal Stage 1 19.1
Stage 2 -Breslau to Stratford
($Million)
1. Track upgrade (CW R, ties, ballast) 6.8
2. Central Traffic Control (30.2 miles, 9 interlockings) 4.5
3. Road crossing upgrade (30 crossings) 6.0
Subtotal Stage 2 17.3
Page 7 of 12
April 18, 2006
Stage 3 -Stratford to London
($Million)
1. Track upgrade (CW R, ties, ballast) 10.8
2. Central Traffic Control (30.2 miles, 9 interlockings) 3.0
3. Road crossing upgrade (30 crossings) 8.0
Subtotal Stage 3 21.8
Total Capital Investment -Infrastructure $58.2 Million
The proposed infrastructure provides for a basic 80 mph (130 kph) operation throughout on the
Guelph Subdivision, between Guelph and London, needed for the improved running times, with
the exception of points of restriction through urban areas, and a few other areas because of tight
track curvature. The proposed road crossing upgrades will provide for an improvement,
however, reduced speed zones will remain.
The stages presented herein, have no set schedule for implementation, as the investment would
be spread over time, consistent with the growth in revenue and traffic. Stage 1 provides for the
establishment of the initial extension of commuter service, while allowing for additional trains
over the remainder of the line at reduced speeds. Stages 2 and 3 provide for the extension
further west of the improved running times. Negotiations will be required with the GEXR to
determine possible additional infrastructure such as sidings and road grade separations needed
to protect their freight operations, depending on the number of additional passenger trains
operated.
Capital Investment -Equipment
As outlined above, the recommended strategy is to utilize DMU type equipment. For the Stage 1
service level, four two-unit sets will be required. One additional set is to cycle through servicing
and maintenance, for a total of 10 units. The proposed rebuilt Budd Cars are anticipated to cost
$2 million each, for a total investment of $20 million. After Stages 2 and 3 infrastructure
improvements, further service improvements west of Kitchener could be undertaken with
additional equipment as may be required.
Operating Cost
The estimated cost of train operations, including train crews, taxis, fuel, equipment maintenance,
and train control (dispatching) is estimated to total approximately $3.5 million annually.
Equipment maintenance costs have been estimated based on historical average costs on a train
mile basis. Capital costs for specific maintenance facilities are not included. In addition to this
amount there will be administration and overheads, station maintenance, track and signal
maintenance, as well as a rental charge to the owner of the right-of-way. Track and signal
maintenance, and the rental charge are subject to negotiations with the GEXR, and will include
actual maintenance expenses, cost of capital, and profit.
Page 8 of 12
April 18, 2006
Revenue
The projected annual revenue to be realized from the extended commuter service, and the
improved intercity passenger trains, is summarized below. Note that revenue for both intercity
and commuter is expected to be realized over a 5 to 10 year planning horizon as the
improvements in service are implemented.
Low H ig h
Intercity $ 1,450,694 $ 2,675,030
Commuter $ 4,432,677 $ 9,052,348
Total $ 5,883,371 $11,727,378
Conclusions:
1. The proposed rail service strategy is feasible at reasonable capital and operating costs.
2. Intercity and commuter passenger rail services are exclusively provided by senior levels of
government in Canada; therefore, such rail passenger services that might be established on
the North Mainline should be funded and operated by senior government.
3. Such improvements are good for southwestern Ontario and, consistent with the theme of
regional economic cooperation.
DISCUSSIONS WITH SENIOR LEVELS OF GOVERNMENT
It is the intent of the North Mainline Municipal Alliance to use the Business Case study and
recommendations as the basis for discussions with the Provincial and Federal governments and
ask them for support and funding commitment to implement rail service improvements on the
North Mainline.
Historically, the development of intercity rail service has been supported by the Federal
Government while that of commuter rail service in Ontario has been supported by the Provincial
Government. As the proposed Rail Service Strategy includes both intercity and commuter
components, the Federal and Provincial Governments should agree to undertake more detailed
investigations and fund the capital cost of the proposed Rail Service and related infrastructure
improvements.
In regard to the operation of the proposed Rail Service, the Alliance should undertake
discussions with the Provincial Government to carry out additional investigations relating to the
operation of the proposed Rail Service including costs.
Page 9 of 12
118, 2006
North Mainline Municipal Alliance
Region of Waterloo Town of St. Marys
Per: Per:
Chair, Ken Selling Mayor Tony Winter
City of Kitchener Town of Halton Hills
`
%
C%~/
-
Per:. ~
Per: pending Council approval
Mayor Carl Zehr Mayor Rick Bonnette
City of Waterloo City of London
l\
Per: ~I Fes'`
Per: ~~c°
Mayor Herb Epp Mayor Anne Marie DeCicco
City of Guelph City of Stratford
~ ~ `~' C~ a~r-~
'
Per: _ ____..
Per s' -1%~ {
Mayor Kate u. Quarrie Mayor Dan Mathieson
Page 10 of 12
~. .~
a
m
a
a
R
O
LL
X
~
Z
W
a
a
a N
T
O
r
~,
~
~,
W
ma
~~
~~ ,
~~h•,
~~~
~~
G~ ~
~ ~
~
~
~ ~ .9.
:s ~
~
~
~
"'
~ ~
:7
C`3 ~,
T
~
+ ~
N
a a; ~
~_
-~
~
2
_~-
~~c~ ~
~i_7C~ ~
t~
~.
i
a
~ ~
~ ~
~ ~ ~
~r ~~ C?_ C7 ~ .- _fC3 ~ ~
~'".r ~ ~a ~ tai !t3 ~ C~ "'"
~ n
~~~~~~~ ~
d~ ~ ~
Attachment 2
APPENDIX
~lh'
~„\
y ~1
„+ rh 1~d :7071,"•
• '~,
i~ ,~ ~ ~.
~~
f
~F~`
~n
114 > ° "' '
~ ~ ~7~ iuuuiiliuifi , r°,
i
i ~ ~ ,1i ~~, , ,~,
~; (
!" g ~, f [ "
~~
1
~ ~ iu r
„_„ ~a,
~~'~
~k~ ~ N~
rn'n
r
h e
tic ~P ~ ~1~1 )1 l',44t i,CPa,
I 6 ~~S ~ i iii } ~'rl +'tl ~ ~
ill {~.~~ h :r; ,~~, .. , h ,. ~~ i~. ,.
~~U~1~,",d,Y.m~~i
~,, .
,~' i
~ ~d'
.. ~ } `+~
~. ~n~, r a
I~ S r~ F `~ ,t F f & d
t:
1 ;
~~ro
., ~~"
~E
his
Page 12 of 12