Why the bumpy, two-year ride of Ottawa’s multibillion-dollar LRT system is sparking calls for a public inquiry

On an October morning in 2019, Ottawa’s shiny, new, red and white trains started full service. And as the city held its breath, its long-awaited $2.2-billion Light Rail Transit system ran smoothly.It was a Monday when people actually seemed to enjoy going to work. They streamed off buses onto platforms, waved along by volunteer “ambassadors” in red vests. They watched the overhead displays showing how long it would be until the next arrival, as the trains, comprised of two cars that hold nearly 300 people each, slid into their stations with a quiet electric hum.Passengers talked happily to reporters. And the trains ran flawlessly all day east and west from downtown Ottawa on 12.5 kilometres of new track.Commuter Kari Glynes Elliott recalls watching the first train with friends.“We looked at each other and said: This is a game-changer. This is amazing,” Elliott says.“We were wrong.”The next day, the new system broke down for a while. And the next day, it happened again. And the next, yet again.It faltered repeatedly in the weeks that followed, as long lines of public servants got off buses whose routes now stopped before reaching downtown and walked the final two kilometres to Parliament Hill (or farther for stranded University of Ottawa students). Luckily the weather was nice, but that would soon change to a winter of discontent.Breakdowns were a common occurrence in the LRT’s first year of operation, then things seemed to settle down. Until recently, that is. Two derailments in six weeks have sparked concerns once more about the system’s reliability.And as the LRT’s anniversary approaches, no one is baking any birthday cakes.The $2.2-billion LRT built so far is, in fact, just Phase 1. The trigovernment project is set to stretch into the suburbs, with Ontario and the federal government each pledging more than a $1 billion toward the next phase, on top of $600 million each for the first. But with critics pointing to the problems experienced, from quick timelines, to maintenance issues, to a lack of local experts on staff, the system that had once promised to transform commuting in the nation’s capital has become, in the view of those critics, a cautionary tale, and a legacy project for the city’s mayor has turned into a bumpier ride than anyone expected.The past week began with a derailment and an emergency meeting of the transit commission, where a downtown city councillor, Catherine McKenney, called for a public inquiry into the LRT’s full history.The train last Sunday derailed as it approached Tremblay station, near the city’s VIA Rail station, but its sensors didn’t notice. The train departed the station with 12 passengers and travelled a few hundred metres “in a derailed condition,” according to investigators. It crossed a bridge over a six-lane street before banging into a pole and stopping, with one car jackknifed. Track and controls were damaged all the way along, and the entire LRT has been shut down for an estimated three weeks.The derailment on a bridge “could have been catastrophic,” tweeted Shawn Menard, another councillor, who is backing the call for an inquiry.Ridership has been about a quarter of the norm during the pandemic and its work-from-home conditions, but a return to old-style commuting with full trains may raise pressure on the system.This light rail system has been Mayor Jim Watson’s baby, with the mayor personally rallying support for years as the project took shape. The train that derailed last Sunday was the very same train that hosted Watson and the city’s media for an opening ride in 2019. On that occasion, photographers were everywhere. But when it derailed, a transit official threatened to call police to keep photographers from shooting the scene.Watson maintains the rail system’s challenges can be dealt with. He has also acknowledged the problems, and proposed giving residents a free transit pass for one month for the inconvenience they’ve experienced. And he told council this week: “I don’t support never-ending meetings, which quite frankly may be good political theatre. ... Our staff need to spend their scarce time resources on fixing the problem.”Key to the rolling story of Ottawa’s LRT is that it never seems to be the same problem for long. It’s been a laundry list of glitches, big and smell. Er, small.Early on it was “door faults.” If a passenger held a door open, it would refuse to close again, and the train would remain stopped until somebody overrode the sensor. This kept stalling service until passengers learned and OC Transpo adjusted the sensors to be less skittish.Sometimes an onboard computer won’t talk to the systemwide computer, and the train stops.Switches that direct trains to the right track were designed with heaters for Ottawa winters, but the heaters weren’t powerful enough, so the switches froze. This happened during winter testing before LRT opened for service, but it kept happening a year later, with passengers on board. Workers with blowtorches had

Why the bumpy, two-year ride of Ottawa’s multibillion-dollar LRT system is sparking calls for a public inquiry

On an October morning in 2019, Ottawa’s shiny, new, red and white trains started full service.

And as the city held its breath, its long-awaited $2.2-billion Light Rail Transit system ran smoothly.

It was a Monday when people actually seemed to enjoy going to work. They streamed off buses onto platforms, waved along by volunteer “ambassadors” in red vests. They watched the overhead displays showing how long it would be until the next arrival, as the trains, comprised of two cars that hold nearly 300 people each, slid into their stations with a quiet electric hum.

Passengers talked happily to reporters. And the trains ran flawlessly all day east and west from downtown Ottawa on 12.5 kilometres of new track.

Commuter Kari Glynes Elliott recalls watching the first train with friends.

“We looked at each other and said: This is a game-changer. This is amazing,” Elliott says.

“We were wrong.”

The next day, the new system broke down for a while. And the next day, it happened again. And the next, yet again.

It faltered repeatedly in the weeks that followed, as long lines of public servants got off buses whose routes now stopped before reaching downtown and walked the final two kilometres to Parliament Hill (or farther for stranded University of Ottawa students). Luckily the weather was nice, but that would soon change to a winter of discontent.

Breakdowns were a common occurrence in the LRT’s first year of operation, then things seemed to settle down. Until recently, that is. Two derailments in six weeks have sparked concerns once more about the system’s reliability.

And as the LRT’s anniversary approaches, no one is baking any birthday cakes.

The $2.2-billion LRT built so far is, in fact, just Phase 1. The trigovernment project is set to stretch into the suburbs, with Ontario and the federal government each pledging more than a $1 billion toward the next phase, on top of $600 million each for the first. But with critics pointing to the problems experienced, from quick timelines, to maintenance issues, to a lack of local experts on staff, the system that had once promised to transform commuting in the nation’s capital has become, in the view of those critics, a cautionary tale, and a legacy project for the city’s mayor has turned into a bumpier ride than anyone expected.


The past week began with a derailment and an emergency meeting of the transit commission, where a downtown city councillor, Catherine McKenney, called for a public inquiry into the LRT’s full history.

The train last Sunday derailed as it approached Tremblay station, near the city’s VIA Rail station, but its sensors didn’t notice. The train departed the station with 12 passengers and travelled a few hundred metres “in a derailed condition,” according to investigators. It crossed a bridge over a six-lane street before banging into a pole and stopping, with one car jackknifed. Track and controls were damaged all the way along, and the entire LRT has been shut down for an estimated three weeks.

The derailment on a bridge “could have been catastrophic,” tweeted Shawn Menard, another councillor, who is backing the call for an inquiry.

Ridership has been about a quarter of the norm during the pandemic and its work-from-home conditions, but a return to old-style commuting with full trains may raise pressure on the system.

This light rail system has been Mayor Jim Watson’s baby, with the mayor personally rallying support for years as the project took shape.

The train that derailed last Sunday was the very same train that hosted Watson and the city’s media for an opening ride in 2019. On that occasion, photographers were everywhere. But when it derailed, a transit official threatened to call police to keep photographers from shooting the scene.

Watson maintains the rail system’s challenges can be dealt with. He has also acknowledged the problems, and proposed giving residents a free transit pass for one month for the inconvenience they’ve experienced.

And he told council this week: “I don’t support never-ending meetings, which quite frankly may be good political theatre. ... Our staff need to spend their scarce time resources on fixing the problem.”


Key to the rolling story of Ottawa’s LRT is that it never seems to be the same problem for long.

It’s been a laundry list of glitches, big and smell. Er, small.

Early on it was “door faults.” If a passenger held a door open, it would refuse to close again, and the train would remain stopped until somebody overrode the sensor. This kept stalling service until passengers learned and OC Transpo adjusted the sensors to be less skittish.

Sometimes an onboard computer won’t talk to the systemwide computer, and the train stops.

Switches that direct trains to the right track were designed with heaters for Ottawa winters, but the heaters weren’t powerful enough, so the switches froze. This happened during winter testing before LRT opened for service, but it kept happening a year later, with passengers on board. Workers with blowtorches had to melt the ice. (There are stronger heaters now.)

Wheels developed flat spots — something that’s normal over many years but not typically in the first year of service.

Last December came more bad news: cracked wheel hubs. Alstom SA, the train’s French manufacturer, has been supplying new wheels to all the cars.

And then there’s that smell.

A strong sewage odour in the underground Parliament and Rideau stations downtown, of unknown source. Passengers with more sensitive palates say the stations smell slightly different, but both are foul.

Finally came derailments in August and September, with no injuries.

In the first, technicians found that an assembly connecting an axle to a wheel wasn’t tight, and the resulting movement caused wear and eventually failure. Checks revealed nine train cars — about a quarter of the fleet — had similar problems and needed repairs.

The cause of the latest derailment is still unknown.

Transportation Safety Board investigators are now looking into the wheel cracks and two derailments.


The early days when the city got on well with the private construction consortium Rideau Transit Group appear to be over.

The city has periodically withheld its monthly maintenance fee of more than $4 million. The Rideau Transit Maintenance consortium has a 30-year contract to keep the system running.

The consortium rarely makes public statements, but did issue a news release following the recent derailment.

“We understand how much the people of Ottawa rely on the Confederation Line and we recognize and regret the inconvenience caused by this week’s closure,” it read. “Our team worked tirelessly this week to restore service this morning. Our first commitment is to the safety of our riders, staff and community.”

Frustrations from riders and advocates, however, remain.

“I’m just all sorts of angry,” said Sarah Wright-Gilbert, a transit commissioner who has emerged as the most public critic of LRT operations. (She’s not a city councillor, but rather one of four ordinary citizens chosen by the city from among applicants for a four-year term.)

She says that in her opinion Ottawa bought unproven trains.

“People are like: Aren’t these trains running in Russia and Paris?” she said.

Not quite. Alstom has had success with its Citadis light train in Europe and Asia. But Ottawa is the first buyer of a new model, the Citadis Spirit, redesigned for cold weather.

“It’s apples and oranges. You cannot compare them,” Wright-Gilbert said.

The Citadis Spirit has been chosen for the Greater Toronto Area’s new Finch West and Hurontario LRT lines.

“When the train is not working properly and there are so many delays ... it’s not even reliable,” she said.

But there can be trouble even when the trains run on time. To make way for trains, Ottawa carved away many bus routes. People who used to take one long bus ride from the suburbs to downtown now take a bus, then a train, and sometimes a bus again to continue west of downtown.

Commuter Glynes Elliott, who had great hopes on Day 1, has one son at college and one in high school. The college student has one class online followed by one in person, and sometimes the bus can get him to class on time, but not always, “which is absurd because it’s not a great distance. This is a small city. We could be able to get around with the snap of a finger,” she said.

Her younger son has a three-part commute. A bus, then two stops by train, and another bus. (He prefers to cycle instead.)

“This is the design of the Ottawa system now. Even for very short distances you often, if you are anywhere near the train, are sort of forced onto the train,” she said.

This week, when Coun. McKenney, at the emergency transit meeting, called for a public inquiry into the LRT troubles, the call was met with support from colleagues.

“We’re bleeding riders,” said another councillor, Diane Deans. “People are just deciding that the transit system in Ottawa is not cutting it and they need to make alternative arrangements. It’s going to be a long time getting faith back in that system.”

“I think we bought a lemon.”

Anything can be fixed, Deans says, but OC Transpo needs to develop a strong base of rail experts rather than flying in experts from other places at crisis times.


“No one goes out and intentionally buys a lemon of anything,” a visibly frustrated Watson told reporters this week after Deans tweeted out a picture of a lemon.

He said the trains had run reliably for the past year and a half, until the derailments.

“The fact is, the system, fundamentally, is a very good system and Phase 2 will make it an even better system,” he said.

But he said Transpo must return to being reliable.

“We can’t sort of go for a few months and then have another problem and then go for a few months. That will erode the public’s confidence deeply in the system. And we have to regain their confidence because by and large we’ve lost it” through mechanical breakdowns.

He called this summer’s incidents “totally unacceptable.”

“I still have confidence that it was the right decision (to build this LRT). As you know, it was voted on unanimously. It’s always easy to second-guess, but I think it’s the right system, the right route,” he said.

Critics of the LRT say it’s hard to get information about it. Ken Rubin, a private researcher and access-to-information expert, has launched many requests about construction and operation only to see most of them stall. The problem: the private companies, RTG and Alstom, often object that the information is their confidential property. It’s “very difficult” to get information, he said. “Sometimes it takes years and sometimes it takes court decisions.”

At an emergency transit commission meeting Monday, Transpo’s general manager John Manconi, who retires at the end of this month, said Alstom needs to “send an army of people in. Enough is enough. Fix the vehicle and get it consistently reliable.”

Wright-Gilbert says the view of most city councillors “is that nothing is unfixable.”

“My response,” she counters “is public confidence is unfixable if you get to a certain point.”

Tom Spears is a veteran journalist who has extensively covered the LRT in Ottawa.

Source : Toronto Star More   

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Peter Frumusa was no double murderer. Why would police trust a drug dealer nicknamed ‘The Snake’?

When Peter Frumusa heard he was sentenced to life in prison for murdering a Niagara Falls couple as they slept, he collapsed face-first in the prisoner’s dock, wailing, “I didn’t do nothing, I didn’t do nothing, I didn’t do nothing.”It took five minutes for his lawyer Leo Adler to pull him to his feet.It took another nine years to prove that Frumusa was telling the truth and set him free.At the time of Frumusa’s trial in Niagara Falls in the fall of 1989, he was a 29-year-old cocaine addict with some shady associates.The murdered couple was retired autoworker Richard (Hop) Wilson and his wife Annie.The Wilsons had been married for less than five months in August 1988, when someone broke into their home on Niagara Parkway clubbed them to death in their beds. Theirs was a marriage of convenience. The Wilsons met in a Niagara Falls nursing home, where Richard, 70, was a patient and Annie, 48, one of his nurses.Marriage meant Richard, a widower with no children, could live out his years in his family home on the Niagara Parkway with round-the-clock medical care. He had been using a wheelchair after undergoing quadruple bypass heart surgery and suffering several strokes. Annie’s marriage to him mean she was guaranteed more than $50,000, plus a home for herself and her daughter, Brenda Smith, who was in a relationship with Frumusa. All Annie had to do was bathe, dress and take care of Richard until he died.Not long after their marriage, one of the groom’s friends dropped by for a visit and Richard sadly asked, “How could I have been so stupid?”On the morning of Aug. 23, 1988, Smith couldn’t reach her mother on the phone and so she dispatched Frumusa to check out the house.No one answered the door, and Frumusa called police. He was waiting in his car outside when officers arrived.Within hours, Frumusa was told he was under arrest. “Don’t say that,” he told arresting officers. “Don’t tell me that. You can’t tell me that.”No physical evidence was presented at Frumusa’s trial that linked him to the slayings; not one trace of blood was found on Frumusa or his clothing, experts told the court.That’s despite the fact that Annie Wilson’s blood was splattered on the eight-foot ceiling of her bedroom, on the walls and on a mirror three metres from her body, Const. Terry Ward of Niagara region police testified during the trial. Blood was also sprayed on the ceilings and walls of Richard’s bedroom, as well as on a television screen about two metres from his body. Nothing at the murder scene — including fibres, fabrics or fingerprints — linked Frumusa to the crime site, Ward testified. Adler, Frumusa’s lawyer, said this was inconsistent with the personality of his cocaine-addicted client. “Would a slob not leave forensic clues?” he asked the court. Testifying against Frumusa was a 29-year-old Niagara Region cocaine and heroin dealer nicknamed “The Snake.”The Snake was in a detention centre facing break-and-enter charges when Frumusa was charged.The Snake claimed that Frumusa confessed to him over the phone that he killed the couple, even though he and Frumusa didn’t know each other particularly well.The Snake’s story started to unravel after Frumusa was sent to prison.Four years after the murder, a cook in a Niagara Falls restaurant run by a mobster, told the Star the murder was carried out over Annie Wilson’s debts.The cook said he heard the murders being plotted, and that he attempted, without success, to alert police.Frumusa “got railroaded all along,” the cook told the Star, shortly before going into hiding from his old associates. The Niagara Falls mobster who ran the restaurant where the cook decided to make an example of Annie Wilson over her debts, the cook said. “She’s going to pay the ultimate price,” the cook recalled one mobster connected to the restaurant saying.Richard Wilson was killed because he happened to be in the wrong place at the wrong time — namely in his own home, the cook said. Robbery charges against the Snake were dropped after he testified against Frumusa.A former girlfriend of the Snake later told court in the murder trial of prostitute Monique Cloutier of Hamilton that she had doubts about the Snake’s story about Frumusa.“I asked him why he testified against Peter Frumusa,” she testified. “Why would Pete confide in him when they weren’t even friends? He said, ‘Pete didn’t.’”“He was lying to try and work a plea with the cops so he didn’t have to go to jail,” she explained. “I asked him why he would do something like that. He said, he ‘couldn’t go to jail because he’d be NG, no good, a stool pigeon.’” The Snake admitted in testimony in the same Hamilton trial in April 1990, that he had been medicated and on psychiatric care since early childhood because of his violent behaviour. Frumusa later told the Star that he was almost stabbed to death on his first day in general population at Millhaven penitentiary near Kingston.“I came out of my cell, made a left and — bang — I felt this sensation, a sort o

Peter Frumusa was no double murderer. Why would police trust a drug dealer nicknamed ‘The Snake’?

When Peter Frumusa heard he was sentenced to life in prison for murdering a Niagara Falls couple as they slept, he collapsed face-first in the prisoner’s dock, wailing, “I didn’t do nothing, I didn’t do nothing, I didn’t do nothing.”

It took five minutes for his lawyer Leo Adler to pull him to his feet.

It took another nine years to prove that Frumusa was telling the truth and set him free.

At the time of Frumusa’s trial in Niagara Falls in the fall of 1989, he was a 29-year-old cocaine addict with some shady associates.

The murdered couple was retired autoworker Richard (Hop) Wilson and his wife Annie.

The Wilsons had been married for less than five months in August 1988, when someone broke into their home on Niagara Parkway clubbed them to death in their beds.

Theirs was a marriage of convenience. The Wilsons met in a Niagara Falls nursing home, where Richard, 70, was a patient and Annie, 48, one of his nurses.

Marriage meant Richard, a widower with no children, could live out his years in his family home on the Niagara Parkway with round-the-clock medical care. He had been using a wheelchair after undergoing quadruple bypass heart surgery and suffering several strokes.

Annie’s marriage to him mean she was guaranteed more than $50,000, plus a home for herself and her daughter, Brenda Smith, who was in a relationship with Frumusa.

All Annie had to do was bathe, dress and take care of Richard until he died.

Not long after their marriage, one of the groom’s friends dropped by for a visit and Richard sadly asked, “How could I have been so stupid?”

On the morning of Aug. 23, 1988, Smith couldn’t reach her mother on the phone and so she dispatched Frumusa to check out the house.

No one answered the door, and Frumusa called police. He was waiting in his car outside when officers arrived.

Within hours, Frumusa was told he was under arrest. “Don’t say that,” he told arresting officers. “Don’t tell me that. You can’t tell me that.”

No physical evidence was presented at Frumusa’s trial that linked him to the slayings; not one trace of blood was found on Frumusa or his clothing, experts told the court.

That’s despite the fact that Annie Wilson’s blood was splattered on the eight-foot ceiling of her bedroom, on the walls and on a mirror three metres from her body, Const. Terry Ward of Niagara region police testified during the trial.

Blood was also sprayed on the ceilings and walls of Richard’s bedroom, as well as on a television screen about two metres from his body.

Nothing at the murder scene — including fibres, fabrics or fingerprints — linked Frumusa to the crime site, Ward testified.

Adler, Frumusa’s lawyer, said this was inconsistent with the personality of his cocaine-addicted client. “Would a slob not leave forensic clues?” he asked the court.

Testifying against Frumusa was a 29-year-old Niagara Region cocaine and heroin dealer nicknamed “The Snake.”

The Snake was in a detention centre facing break-and-enter charges when Frumusa was charged.

The Snake claimed that Frumusa confessed to him over the phone that he killed the couple, even though he and Frumusa didn’t know each other particularly well.

The Snake’s story started to unravel after Frumusa was sent to prison.

Four years after the murder, a cook in a Niagara Falls restaurant run by a mobster, told the Star the murder was carried out over Annie Wilson’s debts.

The cook said he heard the murders being plotted, and that he attempted, without success, to alert police.

Frumusa “got railroaded all along,” the cook told the Star, shortly before going into hiding from his old associates.

The Niagara Falls mobster who ran the restaurant where the cook decided to make an example of Annie Wilson over her debts, the cook said.

“She’s going to pay the ultimate price,” the cook recalled one mobster connected to the restaurant saying.

Richard Wilson was killed because he happened to be in the wrong place at the wrong time — namely in his own home, the cook said.

Robbery charges against the Snake were dropped after he testified against Frumusa.

A former girlfriend of the Snake later told court in the murder trial of prostitute Monique Cloutier of Hamilton that she had doubts about the Snake’s story about Frumusa.

“I asked him why he testified against Peter Frumusa,” she testified. “Why would Pete confide in him when they weren’t even friends? He said, ‘Pete didn’t.’”

“He was lying to try and work a plea with the cops so he didn’t have to go to jail,” she explained. “I asked him why he would do something like that. He said, he ‘couldn’t go to jail because he’d be NG, no good, a stool pigeon.’”

The Snake admitted in testimony in the same Hamilton trial in April 1990, that he had been medicated and on psychiatric care since early childhood because of his violent behaviour.

Frumusa later told the Star that he was almost stabbed to death on his first day in general population at Millhaven penitentiary near Kingston.

“I came out of my cell, made a left and — bang — I felt this sensation, a sort of numbness, not realizing at first there was blood,” Frumusa told reporter Tracey Tyler.

While behind bars, Frumusa enlisted Toronto defence lawyer James Lockyer, who worked on the case with co-counsel Michelle Levy.

A new trial was ordered on the basis of the fresh evidence from the Snake’s old girlfriend and the cook.

Lockyer argued in court that the Snake might have been involved in the double-murder of the Wilsons.

He “received extreme favours from police in exchange for his testimony,” Lockyer said.

Lockyer noted that the Snake also testified for the Crown at Hamilton murder trials in 1992 and 1993, each time having charges against himself dropped. That included charges for robbery, assault and uttering threats.

Prisoners like the Snake are known in jailhouse circles as “priests” — they seem to constantly be hearing confessions.

Lockyer called the Snake a prime suspect in one of those murders before he testified for the Crown.

“The odds against the same person having crucial information from the mouth of the killer in three murder trials must be extremely high,” Lockyer said.

Lockyer described the Snake as a violent drug addict who had amassed 37 convictions by 1993 and “had killed at age 15 during the course of a robbery.”

The Cook said the Snake also bragged about cutting off a man’s leg with a chain saw.

The Snake “was almost in a position where it seemed he had a licence to commit crimes,” Lockyer told the court. “He has, in essence, played with the justice system like a child with a toy.”

Ultimately, the lawyer said, the Snake “was put into the witness protection program at the expense of the Ontario taxpayer.”

In June 1998, at the age of 39, Frumusa finally got a judge’s apology and his freedom. “To you, Mr. Frumusa, on behalf of the court and our justice system, I apologize for what you have gone through,” Justice Paul Forestell told him in a Welland courtroom.

“You’re free now. Go on and enjoy life. Accept our apologies,” the judge said.

Forestell told Frumusa that he was lucky to have the help of lawyers Lockyer and Levy. The judge also praised Crown attorney Michael Quinn’s “courage” in withdrawing the charges and accepting blame.

Quinn then apologized himself.

He also told the court that Frumusa wouldn’t have been prosecuted for the double murders if the recommendations made by retired Quebec judge Fred Kaufman at the inquiry into the wrongful conviction of Guy Paul Morin for the 1984 murder of Christine Jessop had been in place at the time.

After the Kaufman inquiry, there were also new guidelines for Crown attorneys regarding the use of jailhouse informants.

Those guidelines call for a registry of when jailhouse informants are used, and supervisory approval before an informant is used as a witness by a crown attorney.

Kaufman also warned that jailhouse informants, like the Snake, must be handled with care.

“The systemic evidence emanating from Canada, Great Britain, Australia and the United States demonstrated that the dangers associated with jailhouse informants were not unique to the Morin case,” Kaufman warned. “Indeed, a number of miscarriages of justice throughout the world are likely explained, at least in part, by the false, self-serving evidence given by such informants.”

So who beat the Wilsons to death, if it wasn’t Frumusa?

The cook said there were four men involved, including the Snake, and they stripped off their bloody clothes in the Niagara Falls restaurant when the job was done.

One of them compared the violence to getting rid of unwanted puppies, the cook said.

“It’s finished,” another of them said.

The whereabouts of the cook and the Snake are unknown.

The murders remain unsolved.

Peter Edwards is a Toronto-based reporter primarily covering crime for the Star. Reach him via email: pedwards@thestar.ca

Source : Toronto Star More   

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