Archive for the ‘transit’ Category
Press Release received from Eric Doherty via Twitter
Seniors vote needed for transit referendum win
For immediate release –Thursday February 27, 2014
Data obtained through freedom of information requests shows that people with disabilities and seniors were denied HandyDART service over 42,000 times in 2013, an eight-fold increase in four years. There were 5,075 HandyDART denials in 2009, 18,188 in 2011, 37,690 in 2012 and 42,418 in 2013.
“Other folks in society are sentenced to house arrest for committing a crime,” says HandyDART Riders Committee spokesperson and former Vancouver City Councillor Tim Louis. “We have committed no crime and yet are sentenced to house arrest when demand for rides outstrips capacity to provide rides because politicians won’t make transit funding a priority.”
HandyDART service was increased by about 5% annually to meet growing demand between 2002 and 2008. However, 2013 service hours were slightly lower than in 2008.
“HandyDART service levels have been frozen for five years while the population of older seniors and people with disabilities has grown dramatically” says transportation planner Eric Doherty the author of the 2013 report Metro Vancouver’s Aging Population and the Need for Improved HandyDART Service. “The number of people over 70 in Metro Vancouver will increase by 40% in the next decade.”
The HandyDART Riders’ Alliance says that three 80,000 hour increases, each costing about $7 million or 0.5% of TransLink’s present budget to operate, is needed to catch up after five years without an increase. After that, smaller regular increases will be needed to keep up with growing demand.
The provincial government has delayed transit improvements, including HandyDART service increases, pending a transit funding referendum likely to be held in June 2015. The TransLink Mayors council will apparently be setting the HandyDART service levels to be voted on, although the provincial government has not released details of promised governance changes.
HandyDART is a door-to-door transit service for people with disabilities and older seniors who cannot use the regular transit system for at least some trips.
“Seniors like me vote. The transit funding referendum likely won’t pass unless we can vote to meet the needs of an aging population, including better HandyDART service” says Elsie Dean, a HandyDART Riders’ Alliance member. “It is time to make the investments in public transit, including HandyDART, needed to make Metro Vancouver a livable and age friendly region.”
The newly-formed HandyDART Riders’ Alliance is open to HandyDART riders and allies. The group will be holding their first public meeting and electing board members on Saturday March 1st 1:30 to 3:30 at the 411 Seniors Centre, #704-333 Terminal Ave. Vancouver (5 min east from Main Street SkyTrain station).
Metro Vancouver’s Aging Population and the Need for Improved HandyDART Service was commissioned by Amalgamated Transit Union Local 1724 and is available from http://www.ecoplanning.ca/selected-projects. ATU Local 1724 also commissioned the FOI requests described above: Trip Denials http://ecoplanning.ca/wp-content/uploads/2014/02/FOI-Release-2014-009-1-2013-Denials-Refusals.pdf & http://ecoplanning.ca/wp-content/uploads/2014/02/FOI-Release-2013-179-Denials-2008-12.pdf HandyDART Service Hours http://ecoplanning.ca/wp-content/uploads/2014/02/FOI-Release-2014-012-2-Service-Hours-02-13.pdf
I took this graphic from Moving in a Livable Region. In a discussion recently with Ken Hardie I had asked about this statistic. So when at the Andrew Coyne event someone handed me a card from this web site I thought I should check it out. This is some information there – just not nearly enough. This chart has a link to the Translink web site but the page it links to is not found, which comes as no suprise. I think there is definitely a real need for data to be easy to find and have a credible source. I suspect given the years that the data represents this comes from the Trip Diary Survey. And I suspect it is based on all trips region wide, since so often with transit the figure that gets quoted is journey to work – since the census was a reliable source for time series and the sample size was huge. And it was easy to do comparisons to other city regions in Canada.
The figure I have in mind is the target that was set for transit mode share: 17%. Trouble is I cannot now remember the year it was assigned to. Was that 2011 or 2021?
Anne Golden at SFU Woodwards on January 28, 2014
Actually I have shortened the title: what was advertised was “Breaking the Political Gridlock to Address the Transportation Challenge: Lessons Learned from the Greater Toronto and Hamilton Area”
The first of a new lecture series with the title “Rethinking Transportation: New Voices, New Ideas” by the City Program. Gordon Price announced that the next two lectures will be by Andrew Coyne and Charles Montgomery, but he is also asking for ideas of new people we have not heard from before to address the topic. He invited suggestions to be sent by email to price (at) sfu.ca
I found myself by chance seated with “the great and the good” name dropping Mike Harcourt, Nancy Oleweiler, Clive Rock, Mark Allison, Ken Cameron, and many other familiar faces.
The evening started with a video on the Greater Toronto Areas transportation challenges. Sadly so far all I can find now using transitpanel.ca address is this statement from the Minister.
I have created a storify from the tweets of other people present
Anne was the Chair of a Transit Investment Advisory Panel set up by the Premier of Ontario to examine funding options for transit expansion in the Greater Toronto & Hamilton area.
UPDATE Jan 31
Making the rest of this blog post redundant, PriceTags now has the “complete and slightly revised text of Anne Golden’s lecture”.
She said that the issues in Toronto are different to Vancouver but similar. Population growth is rapid – and the region of 6m now is expected to reach 10 m in 18 years. The tipping point of congestion has already passed. “The situation is intolerable. Everyone agrees it’s a crisis but no-one wants to pay for it.” The region is already exceeding earlier population forecasts and has reached the level now expected for 2021.
Vancouver was always seen as leading the way with its land use policies – the Agricultural Land Reserve and “intensification” of urban development 18 years ago when Translink was proposed. The Premier of Ontario was uncomfortable with the present situation but she doesn’t have a majority government
The Premier required a fast turnaround: the panel was given three months to produce its report and was already appointed when Anne was approached to Chair it. “The Mayor of Toronto was already misleading the public on a number of topics including transit.” It was widely recognized that finding a solution to congestion would be the “cornerstone of success” but there was considerable doubt it could be achieved.
Reaction to the announcement of the Panel was cynical: it was portrayed by the media as a way to postpone decisions. The Scarborough line was dominating discussion. The Mayor had rejected replacement of the existing SkyTrain like Scarborough LRT with a more conventional light rail system. He claimed that a subway extension was the only acceptable solution even though ridership would not justify the higher construction cost. Metrolinx was rehired to review its decision that LRT was the most suitable technology. The chaotic result destroyed public trust in the process. There is in fact $16bn worth of construction on transit under way now – including a heavy rail connection to Pearson Airport from an existing GO Transit line using diesel multiple units (see notes below).
The panel produced a plan that is “practical, doable” with unanimous support across the panel – which was drawn from a wide variety of interests inkling business and the Automobile Association. The simple solution chosen was to select a few revenue tools, and then borrow against this new revenue stream. It included a raise in gas tax, a “redeployment” of some of the HST and a half percent increase in Corporate Income Tax (CIT). The amount of borrowing is to be a low multiple (2.5x) of the stream and does not affect the provincial debt. It did not ask too much from any one group.
The were dozens of meetings with groups and the public.
- Subways are not the only good transit
- Transit does not automatically drive growth: transit must link up places effectively
- Construction is not the only cost
- Riders are not the only beneficiary: driving commute times in Toronto exceed that of Los Angeles and building transit will relieve congestion
The benefits are spelled out in the report. The myth was that nothing was happening, and also that we can pay for transit expansion by cutting waste in the existing bureaucracy. This is the mantra of the Mayor and the opposition but it is not the case. “Where’s the waste?” The province already has the lowest spending per capita - lowest in the country – and it is rising at less than the rate of inflation. Ontario is reducing its deficit. It is also unrealistic to sell capital assets such as land to fund transit.
After the report was released the tone of the media became more respectful. There was also some new research on employment patterns, which showed that the Metrolinx proposals no longer met expected demands so they had to “make some tweaks”. They did this by setting priorities in the plan – which previously had not been included. Transit investments must ease congestion, and the Yonge St subway line is already congested. People already travel north to board southbound trains as they were unable to get on full services further south. The “Big Move” proposal did not add up to a network. The major adjustment was to build a relief line first to reduce existing congestion in the system.
There is widespread distrust of transit accounting. It was proposed to phase in gas tax at 3c per litre initially eventually to rise to 10c, plus the CIT increase and HST diversion.
It is critical how these things are communicated. The CAA’s Executive Director felt it would be unpopular but “it’s the right thing to do”. The gas tax could be capped if necessary and the revenue replaced by a switch to more HST diversion. “Don’t have to go back and ask again.”
There is a two year “kickstart program” including desirable improvements such as real time next bus information at bus stops.
The price of gas went up 5c since the report was released. “No one noticed.” Gas tax will still be less than Montreal and the average impact was calculated at $80 per family per year. At the same time it was also projected that $800 would be the cost of more congestion but the mainstream media ignored that.
Business was in favour of getting a bigger, better labour pool. Companies that had moved to the outer suburbs were moving back into town to get better labour. And even after the increase Ontario will still have a comparatively low CIT.
Tolls are seen by the public to be avoidable. But even though they would have to be applied to every route they would take too long to implement, and the cost of collection would be high.
Road pricing will be needed eventually
As one of those consulted remarked: “Dedicated or fuggeddaboudid”
Transparency is going to be critical. Depoliticized decision making will replace decisions ”unimpaired by any information”. Every project will have a published business case analysis.
The Scarborough subway is not justified by ridership: but even Karen Stintz of the TTC defended it on the grounds that “Scarborough does not feel part of the City”. Investments must be based on more than just self esteem. This had given rise to projects like the “Sheppard stubway” – “at least you can always get a seat on it!”
Each proposal is designed as part of an integrated network
Toronto Hamilton doesn’t have a region wide government. Many people suggest “Make it an authority like the airport”. Metrolinx does not have tax power
They would like to be able to capture land value increase but it is not seen as a reliable revenue source. She said that the Reichmann company drove the financing of Crossrail in London.
All governments have a role to play, but the feds are “missing in action”. Federal contributions are ad hoc and not programmed. Jane Jacobs said that large cities are what drive the economy of Canada (as opposed to natural resources).
Guidelines have to become policies with teeth. It is not about ideology. We must all be on the same side. We need champions. The strategy is not just about transit it is about transportation [and should also be about land use].
There is a “new world of ADD communication” Reporters is the “lock up” at the reports release were already tweeting and filing before the report document was handed out. These days, she said, everyone is an expert. [Actually I heard that forty years ago when I started work for the GLC: everyone with a driver's license thinks its an advanced degree in traffic engineering]
There is a “dumbed down” broadcast media driven by a short news cycle. They only rporte th gas tax increase with instant responses from live interviews with startled people at the gas pumps. “Informed people are [portrayed as] elites - who drink cappuccino!”
She said “Democracy works best with filters” and equated the Referendum with “mob rule”. She also pointed to an [Gary Mason's] article about the Denver transit referendum in Monday’s Globe & Mail [paywall] People had time to absorb what was proposed – and could see benefits for themselves. Business leaders got behind the proposals. There is “no short cut”.
A dedicated standalone fund is necessary but not sufficient. People are influenced by events like the Senate scandal and find institutions untrustworthy – including the church. But they
trust the airline pilot or the surgeon “because you have no choice”
There is no single rule for leadership – despite all the books proclaiming their own. There are always going to the inherent tensions requiring compromises and tradeoffs. There is no template for regional government: the Greater Toronto Services Board (which preceded Metrolinx) did not last. Land use and economic planning is not integrated – and TransLink does not meet the test of good governance.
Our reputation is at stake, “the region that does it right … mostly.”
The will be ten million people in 18 years time in the GTHA. City regions cannot rest on their laurels. Greater Vancouver produces about half of BC’s GDP: the GTA 40% of Ontario’s
1. Are there many other regions in same boat?
New York (pedestrians, bicycles, role of design) Washington (streetcar), Denver, LA (at long last). We did study what others are doing
2. Intermediate Capacity Transit Systems were not considered in Toronto. Do you have an a priori down on SkyTrain?
I don’t know nearly enough knowledge about technology to answer that. The business case is the analysis to determine mode choice. “Buried LRT” was chosen for the Eglinton Line (“to keep it out of the way of the traffic”) but its business case never published. It is now halfway built but great care was taken not to take away the road space from cars.
3. Were walking, biking, car sharing considered?
Our remit was very specific. We not have time to consider cycling
4. Transit Oriented Development: what research did you do on value capture?
Didn’t get into value uplift not done enough
5. What would you have done if you had had 6 months?
If we had we would have done more consultation, and considered options like no parking on King and Queen Streets [major streetcar routes in downtown Toronto] as well as reconsidering truck delivery rules
6. Does concentration on office employment makes peak hours worse?
An excellent relief line will help
7. Development charges?
These are under review. We don’t charge the true cost of debt in suburbs. They got hooked on Development Cost Charges: they are a perverse incentive “like a drug”.
8. You talked about congestion not Climate change or carbon taxes. Flooding Richmond might be a bigger cost than congestion
We didn’t look at Carbon tax not viable. Canada is becoming less interested in being green
People are stretched and cranky
Cost of collection of tolls is too high
Revenue from gas tax has a limited life. The 1m more cars the rein expects will help but it is time limited
9 Province doesn’t have a clue about munis
From where you sit is what you see. TTC is bigger than Metrolinx but they have to concentrate on immediate political situations. Maybe need a provincial office for the Metro area – that used to be the case in Toronto when Gardner Church ran it. BC should bring Metro Vancouver and Translink together
10 Do people understand opportunity cost (citing the avoided cost of congestion she referenced)? E.g. road tolls
“I am not optimistic that there is enough white space”. The speed of communications defeats the consideration of complex issues. “The big lie is winning”
GTA Toronto population is 5.8 million.
“Big Move” is a comprehensive 25 year $50bn transit plan for GTHA with a goal of a 33% mode share. Phase 1 is the $16bn under way now which includes $800m for a makeover of Union Station. The Bloor Danforth subway extension to Scarborough City Centre will cost ~$3bn. The Eglinton Crosstown line is 12 miles png and will open in 2020. The 7 mile Finch West line will start in 2015 with scheduled completion in 2020. An 8 mile Sheppard East LRT will connect the Sheppard subway terminal at Don Mills to Morningside starting in 2017 completion by 2021. The Union Pearson line will be open next year. 37 miles of BRT are being built in York Region and Mississauga. Tunnelling has been completed on a 5.4 mile extension of the Spadina subway to Vaughn. It will open in 2016 and is the first TTC line outside of the city.
source: Trains February 2014
I was looking forward to watching the new “Sherlock Holmes” on PBS last night. I was greatly disappointed. I will leave aside most of the things that got in the way – after all like most fiction one has to engage in a suspension of disbelief. But last night much of the action revolved around the notion that a bomb could be installed under the seats and floor of an Underground train, then one car detached, parked under the Houses of Parliament and then detonated on November 5. All co-ordinated apparently by a member of the House of Lords.
Throughout the program the abilities of the great detective are demonstrated. He can, for instance, conduct a forensic examination of human hair inside a toque without even a magnifying glass. But he cannot apparently tell the difference between a tube train on the Jubilee Line and the subsurface stock on the District Line.
There was actually quite of lot of UndergrounD geekery in the script: a member of LUL’s staff responsible for wiping cctv footage recorded on platforms, much to and fro about unused track and stations (well documented in reality) and also the bizarre notion that a car from a train could be detached while in service and parked in secret, without anyone noticing. But while it was repeated more than once that the train was between Westminster and St James’s Park stations on the District, and some footage from the District Line was used, the critical bit utilized the Jubilee Line train. And Sherlock apparently does not notice that the large squarish “surface stock” used on the cut and cover District has become a small round tube train used on the bored tube Jubilee. Which does indeed have a disused section in the general vicinity dating from the days when it was diverted from Charing Cross to its present route under the South Bank. Just not under the Houses of Parliament.
Actually this is not the first time just such a cock-up has occurred in recent years. The James Bond movies “SkyFall” and “Die Another Day” both seem to confuse tube and surface lines.
It is possibly forgivable that people making movies tend to lean heavily on artistic license. But when the main character is a savant who is capable of rapidly scanning huge amounts of evidence – including in this case noticing the length of the underground train on the cctv footage – but misses the difference between a large train and much smaller one then the whole premise collapses. Or it did for me anyway.
I think it is highly commendable that an academic peer reviewed journal is made available – for free – for anyone who is interested. Too many journals are used as money printing machines by greedy publishers. So here is a snapshot of the front cover
And here is the link to the pdf file you can download to read it
And if you want your own
Complimentary subscriptions can be obtained by contacting:
Lisa Ravenscroft, Assistant to the Editor
Center for Urban Transportation Research (CUTR) University of South Florida
Fax: (813) 974-5168