In just over a month, Toronto will be hosting the Pan Am Games (July 6-26) and Para-Pan Games (August 6-15). International events like this require extraordinary efforts to get athletes, media, and spectators to their events on time. When Vancouver hosted the 2010 Olympics, planning started years before the event, and planners learned from experts who had hosted Olympic Games in their own regions.

The Pan Am Games won’t draw the millions that the Olympics did: about 250,000 spectators and 6,100 athletes are expected, compared to 500,000 spectators and 2,700 athletes at the Olympics. But Torontonians have experienced travel delays for years from construction of the athletic facilities in Milton, Hamilton, Mississauga, Ajax, and other municipalities in the region.

The transportation demand management measures introduced for the Pan Am Games were just announced today, less than a month before the Games begin. They include:

  • Encouraging people to work at home, carpool, and work flex hours
  • Installing more HOV lanes on Highway 401, Highway 404, the DVP, Lake Shore Boulevard, the Gardiner Expressway and the QEW, which will require drivers to have three persons or more per car to use from June 29 to July 27. From July 28 to August 18 this will decrease to two or more persons per car
  • Providing extra TTC and GO services will also include services starting at 6am on Sundays. Ticketholders will be able to take transit for free on the day of their events

Because of the venues are spread across the region, the Games transit network includes Brampton Transit (Züm), Burlington Transit, Durham Region Transit (DRT), GO Transit (rail and bus), Hamilton Street Railway (HSR), Milton Transit, MiWay (Mississauga Transit), Oakville Transit, Toronto Transit Commission (TTC), St. Catharines Transit, Welland Transit, and York Region Transit (YRT)/Viva.

You can find out about the Pan Am venues on the Pan Am Games website, www.toronto2015.org. This screenshot shows the transportation options for the baseball venue in Ajax.

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Transportation options for the Presidents’ Choice Ajax Ballpark

Skeptical that transit can handle the extra bodies, Toronto residents? You should be. Just yesterday, a power surge forced the entire subway system shut down for 95 minutes, stranding 100,000 commuters during morning rush hour. The TTC normally deploys shuttle buses when the subway fails, but couldn’t supply enough vehicles to replace all four lines. With no backup plan in place, the massive communications failure that took out all the subway trains but left buses and streetcars running left both residents and politicians shaking their heads. Toronto’s transportation system is so poorly funded and organized that even Mayor John Tory, who campaigned on a public transit plan for the city, could merely apologize to commuters for the inconvenience. Taxi companies rushed to send cars to subway stations to serve stranded commuters and Uber’s surge pricing caused its rates to quadruple in some parts of the city. The same day, starting at 9:25am, three Toronto Star reporters raced from Broadview Avenue to the airport to see who would make it first: Tess Kalinowski drove, Steven Spencer Davis took transit (TTC) and Lauren Pelley took the newly opened Union-Pearson Express. Kalinowski got to the airport in half the time of Pelley (40 minutes versus 80 minutes). What does this say about our alternative transportation options for travel during the Games?

When I lived in Vancouver during the Olympic Games, many of my friends and acquaintances left the city altogether during the event, renting out their apartments for exorbitant fees. The absence of thousands of regular working folks, the agreement many companies and institutions made to adjust to flex hours during the two-week event, and residents’ fear of being caught in traffic, took tens of thousands of cars off the roads. Downtown and at venues like Richmond’s speed skating oval, public transit had been carefully coordinated with walking and bike sharing options–tens of thousands of people walked the 20 minutes from the Skytrain to the Oval. In addition to planning and funding these alternative options, TransLink had been advertising these options for almost a year before the Games started. Transit ridership increased by 50% during the Games and remained higher than average for months afterward. Maybe it’s just my own experience, but in Toronto I started seeing ads for carpooling, flex hours and working at home just a few weeks ago, and today was the first that I heard about increased transit during the Games.

Incidentally, carpooling, flex hours, and working at home are TDM measures that are integral to decreasing peak-hour demand (and levelling out the peaks) in any metropolitan region, not just when we’re hosting an international sporting event.

 

You’ve spent several few hours of your time attending public meetings hosted by your municipality on the development of a new plan. You had to rearrange your child care and leave work early to attend. Wouldn’t you love to know how your comments on the proposed plan were used?

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A page from the 2013-2014 Implementation Update

You may have heard about the City of Vancouver’s Greenest City 2020 Action Plan. Launched in 2010, the Action Plan planning process included a public engagement campaign that allowed residents to crowdsource ideas in an online forum. The Plan has ten goal areas, each with a specific 2020 target. The question asked in the forum was “How can we achieve reach our 2020 targets?” Guided by City staff, who moderated the forum, answered questions, and clarified levels of responsibility in implementation, participants suggested ways in which to meet the targets. Ideas were then reviewed and consolidated by staff, and participants were then able to vote on the ideas. As the status of an idea changed (under consideration, planned, started, completed, or declined), every person who voted on, commented on, or submitted the idea was notified by email. Since 2011, the City has published its progress on meeting the targets. The Greenest City 2020 Action Plan won the 2012 Sustainable communities Award from the Federation of Canadian Municipalities.

Five years after participating in the online forum, I still receive Greenest City Newsletters. They contain information about events in the city (e.g. Bike to Work Week, the BC Commuter Challenge, the proposed Kinder Morgan Trans Mountain Pipeline) and ways that residents can help meet the goals, such as using a rain barrel for collecting water to be used for lawns and plans. At the bottom of each section, they site the relevant Greenest City goal: Green Transportation, Climate Leadership, Clean Water. And each newsletter has dozens of links to City initiatives and programs.

Just last week I received an update that the City was already meeting its Greenest City 2020 goal for transportation mode share: 50% of all trips in the City are now made by walking, cycling, or public transit. This is a major increase from 40% in 2008. There are almost 100,000 bike trips per day in the City. Vancouver has done a lot to mainstream cycling, including designated cycling routes with signals at bike height and installing protected bike lanes on the Burrard Bridge, Hornby Street, and Union. Many of these changes have been introduced through pilot projects, which were carefully evaluated before becoming permanent.

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A screen shot of the May 2015 newsletter

In the past few years I have visited many universities in Canada, the US and Europe, and I often get to speak to local planners and scholars in urban planning. Every one of them has been amazed at the Greenest City newsletters. Not only was the planning process itself innovative, but the way in which the City has kept in touch with participants on how the plan is being implemented is very unusual. Many municipal planning websites are difficult to navigate–it can take some sleuthing to find the official plan, by-law, or meeting information that you need. All of the information for the Greenest City is in one place, so it’s easy to see the progress that’s been made, like the establishment of the Greenest City Fund to implement the ideas in the Plan, strategies on climate change, a new program on recycling food scraps, and improvements to walking and cycling routes. The newsletters make it easy to understand all of the policies, programs, and initiatives that directly relate to the plan, and they’re written in non-specialist language and designed with compelling graphics.

Obviously, Vancouver is a large city and its planning department has more resources than a small or mid-sized planning department might have. However, partnerships with universities and colleges might make it easier to reach out to residents and keep them up to date on planning initiatives, particularly on the social media front. City councillors might also be willing partners in communicating progress on implementation, since many of them send regular newsletters to their constituents. Most cities haven’t caught up to online participation methods, and don’t have well-organized websites or regular email updates for their residents. Practicing planners regularly check out plans, policies, and programs in other municipalities to inspire their own work, so providing clear online information and regular updates might inspire policy transfer and innovation in other places.

gardinerexpressway.jpeg.size.xxlarge.letterboxToday, Toronto City Councillors received a staff report that could have major implications on a longstanding issue: what to do about the Gardiner Expressway. Built during the heyday of highway infrastructure, the Gardiner has become an expensive and dangerous piece for the City to maintain, costing millions each year. Chunks of the concrete have fallen onto roadways below the expressway in recent years, and the Gardiner has become emblematic of North America’s lagging postwar faith in technological solutions to urban problems.

Removing the Gardiner Expressway completely has never been on the agenda, at least not in realistic terms, even though cities around the world are struggling through similar decisions. The City is at the end of an extensive environmental assessment process that looked at options for repairing, replacing, or maintaining the section of the Gardiner that runs from Jarvis to the Don Valley Parkway. This 1.7km stretch of the expressway handles only 3% of peak hour trips to downtown. During the morning rush, about 5000 trucks and 500 cars use this stretch every hour. The EA process has spanned six years and consulted over 3,500 stakeholders, but did a thorough job of investigating each option using cost estimates over a 100-year life cycle. The transportation projections used in the evaluation of the options included the assumption that transit alternatives to the expressway will be in place by 2031, including the waterfront LRT, the downtown relief line, and improvements to GO Transit; this would negatively impact demand for the expressway.

The three options currently being discussed are:

  • Remove and replace. An eight-lane boulevard from Jarvis to the DVP would replace the Gardiner This is the cheapest option but you can imagine how long and disruptive the construction would be–it’s estimated at six years but this is Toronto, so figure on a decade–and there would be detours for at least four years. It’s estimated that 75% of driving trips would not change. The cost is estimated at $326 million in capital costs and $135 million in operations and maintenance over the 100-year life cycle ($461 million). This was the City’s preferred option back in 2013–and it’s still the cheapest.
  • Maintain. The City spends millions on maintaining the Gardiner each year because it’s near the end of its lifespan–and because like many cities, maintaining existing infrastructure isn’t exactly a sexy budget expenditure. The cost would be $342 million in capital costs and $522 million in operations and maintenance over the 100-year cycle ($864 million).
  • Replace with a hybrid. This would involve building a new connection to the DVP. Construction is estimated at six years–but would likely be much longer and involve traffic rerouting as well. An estimated 90% of driving trips would not change. The cost is estimated at $414 million in capital and $505 million in operations and maintenance over the 100-year life cycle ($919 million).

City staff is now conducting what is likely the final round of public consultation on the options (never say never) and will present a final report to Council on June 21st. If the selected option is approved by the Province, construction could begin in 2018.

Update: Chief planner Jennifer Keesmaat came out in favour of the Remove and Replace option on May 22nd, although Mayor John Tory favours Maintain.

 

If Quebec Transport Minister Robert Poëti and Montreal Mayor Denis Coderre have their way, Montreal’s fragmented public transit system is in for a major overhaul. Their proposal is similar to governance models seen in other metropolitan regions, but will it work in Greater Montreal?

Like many regions in the world, Montreal has a fragmented governance system made up of a regional authority and municipal governments. Municipal transit agencies or transportation departments run their own systems and oversee their own funding while the Agence métropolitaine de transport (AMT) is responsible for parking lots, commuter trains, reserved lanes and metropolitan terminuses. The AMT is under the governance of the Québec government, and the region’s municipalities provide 40% of AMT’s budget. Every region outside Montreal, Laval, and Longeuil currently has its own Conseil intermunicipal de transport (CIT), the new plan calls for them to be merged into one authority along with the AMT. Montreal, Laval, and Longueil will retain their Sociétés de transport.

Responding to demands from elected officials in the Montreal region, the Quebec government’s new governance proposal is based on a new provincial-municipal partnership involving the member municipalities of Communauté métropolitaine de Montréal. The plan is to assign public transit planning to a regional transport authority (ART) with six members appointed by the CMM and seven by the Québec government, including an independent chair. A metropolitan transit system (RTM), headed by a board of elected officials designated by the CMM will run the commuter trains, suburban buses, reserved lanes, parking lots and terminuses.

With the adoption of the metropolitan land use and development plan (PMAD), CMM officials have decided that public transit and land use are now part and parcel of the same package.  –Denis Coderre, Montreal Mayor and president of the Communauté métropolitaine de Montréal

Coderre maintains that with the adoption of the PMAD, which the CMM laboured over for more than a decade and approved in 2012, the governance partnership will “facilitate the creation of a unified vision of Greater Montreal.” A regional approach to transportation and land use planning is rare, not just in Canada but around the world, as I learned in my meta-analysis of 11 international city-regions.

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However, some mayors are concerned that an AMT with greater planning discretion will reduce their autonomy and lengthen the process of approval for critical transportation decisions. Some of the municipalities use private companies to deliver public transit, so service changes can happen within days or weeks. In Montreal, this type of decision must be studied and ratified by board members, so changes can take months. Raphaël Fischler, Director of the McGill School of Urban Planning, goes even further in his criticism of the plan, saying that local mayors “have a poor track record of decision making on urban and regional transportation planning in the region.” He cites a critical reason that those in the planning profession have heard before: elected officials tend to prioritize long-term local concerns over long-term regional concerns.

These are not new concerns: it’s well known that Vancouver has also struggled with regional transportation governance and is currently going through a referendum on the issue. Until 2007, TransLink’s board was made up of elected officials from the Metro Vancouver municipalities, with a few provincial representatives. The board held public meetings and its decision-making was generally considered to be transparent, if not harmonious. Transport Minister Kevin Falcon ordered a change, retaining a Mayors’ Council (with all 21 mayors in the region, the Chief of the Tsawwassen First Nation, and a representative from Electoral Area A) but weakening the ability of the Council to make regional decisions. A governance review in 2013 revealed major issues with accountability. In response, the Province of BC introduced governance changes last year returning regional decision-making to local mayors: the Mayors’ Council shares responsibility with the board of directors (with nine members appointed by the Mayors’ Council and two by the province). The 2014 governance changes eliminated the Regional Commissioner of Transportation and the ability of the provincial government to set the regional transportation vision. Metro Vancouver provides input on long-term strategies and planning, and the province on long-term economic, environmental, and transportation objectives. The referendum that Metro Vancouver residents are currently voting on concerns the long-term transportation strategy prepared by the Mayors’ Council.

If Vancouver’s experience is an illustrative example, it’s likely that the Montreal region will stumble a little if this new governance model is introduced. Planning operates in a fragmented governance framework that has always made longer term, regional initiatives difficult to develop and implement. Governance expert Andrew Sancton has written that regional governance initiatives are often seen as eroding the power of local councils. It will take municipal planning departments and elected officials a while to adjust to thinking in these terms, to thinking as one as they develop a regional vision that will guide their decisions. And as Sancton noted, restructuring is only part of the answer to successful governance within a region: partnerships with the private and non-profit sectors are critical to improving quality of life. Montreal’s struggle with regional transportation governance is one shared by most metropolitan regions in the world.

The results of a two-year partnership, My Health My Community, give us a lot of insight into Metro Vancouver’s active transportation trends: 43% of residents say their primary transportation mode is walking, cycling, or public transit.

Transportation agencies and municipal transit providers do a lot of their own research, but most of this is not open data and is summarized in publicly available reports. In the absence of Census data or a national transportation survey, transportation researchers often have to collect their own data. The My Health My Community study surveyed over 28,000 residents in Metro Vancouver on their primary mode of transportation, health outcomes, lifestyle behaviours and neighbourhood characteristics.

Key findings from the study include:

  • Active transportation users have lower body mass index, walk more each day, and are twice as likely to meet the requirement for 30 minutes or more of daily recommended walking
  • Car users with longer commute times have a lower sense of community belonging
  • Transit use is highest among lower income, visible minorities and recent immigrants–it is 69% lower among parents with dependent children and 70% lower among households with incomes of over $100,000 annually

Screen Shot 2015-04-29 at 4.23.42 PMAnother interesting result is shown on this map which depicts areas with higher than average active transportation (the darkest purple) in relation to existing and proposed transit infrastructure–and there is a second map showing the same for car users.

My Health My Community is a partnership between Vancouver Coastal Health, the Fraser Health, and the e-Health Strategy Office at the University of British Columbia.  The survey was conducted in 2013-2014 and the results are just beginning to be released. Dr. Jat Sandhu of Vancouver Coastal Health will be presenting the research tomorrow, April 30th at the SFU Segal School of Business, from 7:30-9:00.

Last week’s federal budget announcement has raised the hackles of transportation analysts over the potential for Canadian cities to implement badly needed public transit in its most populous areas. With the creation of a new fund for public transit of $250 million in 2017, the fund would increase to $500 million in 2018 and $1 billion by 2019. This is the first time a federal government has proposed a permanent transit fund–but make no mistake, this budget was designed to counter voter fears in an election year. It has no basis in reality.

While mayor John Tory said he was confident the City of Toronto would get its fair share of the federal funds, TTC Chair Josh Colle said it’s too early to make assumptions because cities across the country would compete against each other to fund projects. Ontario Finance Minister Charles Sousa said the funding still isn’t enough to meet the needs of Ontario cities, or rapidly changing areas like the Ring of Fire mineral deposit, which needs a road or rail connection to develop further. Toronto Star commentator John Barber went even further, calling the proposed funding “a sop to the gullible” since $250 million would only build as much as one subway station in a single city. Vancouver mayor Gregor Robertson and Calgary mayor Naheed Nenshi agreed that the federal funding proposal is “too little too late”: years of federal backsliding means that cities have been struggling with aging infrastructure for decades, and the fund doesn’t make a dent in the backlog of proposals for improvements. In Winnipeg, mayor Brian Bowman would hope to use the funding to extend the city’s bus rapid transit system.

There’s no question that our cities face major challenges in dealing with congestion and air quality problems, and for too long the solution has been one-off funding solutions. The tide of transportation choice appears to be turning–even in American suburbs, Millennial transportation choices skew towards public transit. Since Millennials are the largest living generation in the US, transit is beginning to be viewed as an economic development tool to attract young people, in addition to contributing to lower traffic congestion. Many countries have seen a decrease in driving among Millennials, and some have seen an overall decrease in vehicle miles travelled as part of a broad cultural shift as people rethink the way they live and work. Canadian cities badly need a permanent federal fund for transit–but it needs to be in the order of magnitude of billions, not millions. It should also guarantee that small and mid-sized municipalities can get transit that meet their needs, including bus rapid transit, local bus, and bike paths.

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Metro Vancouver is facing a critical choice this spring. From March 16 to May 29, 2015 residents of the region will have the chance to decide on future investments in public transit with the Metro Vancouver Transportation and Transit Plebiscite.

The referendum is a direct result of changes in transportation governance. In June 2014, there were changes to regional transportation authority TransLink’s governance model. Two groups now govern TransLink: the Mayors’ Council and the TransLink Board of Directors.

  • The Mayors’ Council is made up of representatives from the 21 municipalities in the transit service region, Electoral Area A (UBC campus and Musqueam lands), and the Tsawwassen First Nation. The Council appoints the majority of members on the Board of Directors and approves long-term transportation strategies (≥ 30 years), 10-year transportation investment plans, first-time short-term fares and short-term fare increases, changes in customer satisfaction survey processes, changes in customer complaint processes, TransLink’s Executive Compensation Plan and director compensation levels, and oversees sale of major facilities and assets.
  • The Board of Directors includes nine members appointed by the Mayors’ Council and up to two members appointed by the Province, selected on their skills and expertise. The Board appoints the TransLink Chair, Vice Chair, and CEO, supervises the management of the affairs of TransLink, submits long-term transportation strategies and 10-year transportation investment plans to the Mayors’ Council for approval, approves TransLink’s annual operating budgets, proposes to Mayors’ Council changes to customer satisfaction survey processes and conducts surveys annually, proposes to Mayors’ Council changes to customer complaint processes and implements approved processes, publishes annual reports, holds public annual general meetings, and establishes subsidiaries and appoints their Board Chair and members.

The “new and improved” Mayors’ Council represents a fundamental shift in the way regional transportation planning decisions are made, returning a voice to the public through their elected representatives, who have a vested interest in building a collaborative vision and plan for transportation and transit (TransLink’s mandate includes roads, bridges, and public transit). In 2007, Minister of Transportation Kevin Falcon said that there was too much in-fighting among the municipalities and little agreement on regional goals. He introduced governance changes that weakened the ability of the Mayors’ Council to determine the regional transportation vision. But a 2013 governance review criticized the lack of accountability to local residents. The 2014 governance changes eliminated the Regional Commissioner of Transportation and the ability of the provincial government to set the regional transportation vision.

As many of my readers know, municipal/regional transportation authorities have an uneasy relationship with their provincial ministries at the best of times–the Province of BC’s decision to prioritize of the Canada Line over the Broadway Line and Falcon’s 2007 governance changes soon afterwards highlighted this power struggle. In Ontario I once overhead a longtime provincial policy analyst say that he “didn’t think the province would ever let go” of its legislative authority over municipalities. The governance issue relates back to the British North America Act, which granted authority to the federal and provincial governments, omitting municipal governments because Canada was largely a rural nation in 1867. Today municipalities, and local/regional bodies such as transit agencies, struggle to fund their services because they lack revenue streams that the upper levels of government have (e.g. the Goods and Services and Provincial Sales Taxes) in a country where over 8% of the population now lives in urban areas.

So it transpired that in February 2014, the BC Minister of Transportation and Infrastructure asked the Metro Vancouver Mayors’ Council to confirm its transportation vision and to clarify the costs, priorities and phasing for investments and actions. The Mayors’ Council established a Subcommittee on Transportation Investment, which worked with TransLink, Metro Vancouver and municipalities to define their vision, establish spending priorities, and recommend new funding mechanisms. For those of my readers in other cities and countries, this kind of collaboration towards a common vision is typical of the Vancouver region, where the first regional plan was articulated over forty years ago. Liberal Premier Christy Clark asked for a referendum on the Mayors’ Council plan.

The actual wording of the ballot is:

The Mayors’ Council has developed a transportation and transit plan called Regional Transportation Investments – A Vision for Metro Vancouver. The plan will:

  • add bus service and new B-Line rapid bus routes
  • increase service on SkyTrain, Canada Line, Seabus, and West Coast Express
  • maintain and upgrade the region’s major roads
  • build a new Patullo bridge
  • build rapid transit connecting Surrey Centre with Guildford, Newton, and Langley
  • build rapid transit along Broadway in Vancouver
  • extend the region’s cycling and pedestrian walkway networks.

A new Metro Vancouver Congestion tax would be applied as a 0.5% sales tax on the majority of goods and services that are subject to the Provincial Sales Tax and are sold or delivered in the region. Revenues would be dedicated to the Mayors’ Council transportation and transit plan. Revenues and expenditures would be subject to annual independent audits and public reporting.

Do you support a new 0.5% Metro Vancouver Congestion Improvement Tax, to be dedicated to the Mayors’ Council transportation and transit plan?

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You can get more details on the Mayors’ Council, and their plan, on their website (www.mayorscouncil.ca). If you live in Metro Vancouver, and are a registered voter, you can vote by mail between March 16 and May 29th. If you’re not registered, and you are 18 or over, a Canadian citizen, a resident of Metro Vancouver and a BC resident for at least 6 months, click here to go to Election BC’s website.

I’m also supporting Moving In a Livable Region, a consortium of businesses, organizations, local governments, and transportation leaders working together to create a long-term sustainable funding regime for transportation in the Metro Vancouver region, in their efforts to get information out to the public. Click here to read my guest post. Transportation referendums are exceedingly rare in Canada, so don’t miss your chance to have your say!

In Boston, a private shuttle service is revolutionalizing urban trips. Bridj moves passengers between Kendall Square, Brookline, Allston, Back Bay, Downtown, South Boston, and the Innovation District for a flat fare of $3. The company has been in operation for less than a year: founder Matthew George, age 23, launched in June 2014. Bridj aims to fill the gap between existing public transit routes and demand-driven services like taxi upstart Uber. And like Toronto crowdsourced Line Six, Bridj aims to alleviate the alienating, often uncomfortable service characteristic of many mass transit service operators. Bridj vans have wi-fi, comfortable seating, and as of today introduced a new app to allow users to book trips in advance and track the shuttle in real time. The company promises that users’ walk to a shuttle will always be less than 12 minutes.

Will demand-based services, driven by users’ data, revolutionize transit? Can they fill the gaps left by transit underfunding? And can they offer what traditional transit has not–a more pleasant experience?

 

Rendering of the UP Express by Metrolinx

Rendering of the UP Express by Metrolinx

Many cities have rail links to their airports, including Vancouver, New York, London, Amsterdam, and Paris. Although many of these are cities historically built on rail lines, municipalities built during the postwar era are now adding trains to add sustainable transportation options to their transit systems. Toronto will join in next spring with the Union-Pearson Express (UPX), set to open for service in time for the Pan Am Games in July 2015. This long-awaited service will take only 25 minutes and offer travellers luggage racks, luggage tags, and wi-fi. It will make only two stops (Weston and Bloor West GO Stations), reaching top speeds of 79 km/h. It’s particularly needed in Toronto, where traffic in Mississauga has increased to unmanageable proportions in the past few years. Current options include express buses run by the TTC, but for many in the region a bus stop or route is too far awa to make the trip viable by transit.

However, since September Metrolinx officials have been fending off accusations that the cost of the UPX service will prevent many from using it–at least on a regular basis. Metrolinx chair Bruce McQuaig played the elitism card, saying that the train is “meant to be an extension of the airport experience, rather than a daily commuter service.” (As if people most people using Lester B. Pearson International Airport (YYZ) don’t fly economy and take the cheapest alternative to the airport). The real goal is to help Metrolinx recover operating costs–estimated at $79 million annually.

The UPX fares were finally announced this week. Riders will pay $27.50 for a one-way trip, dropping to $19 for Presto card users. Airport workers can also purchase a $300 monthly pass which would work out to $7.50 per ride if they used it for 40 rides per month. Presto, at the moment, really only makes sense for those who cross the region on a regular basis: 1.3 million riders per month use it to access ten transit systems in the region, including Durham Region Transit, Mississauga’s MiWay, and the Hamilton Street Railway. Presto will be fully implemented by 2016–currently only a handful of TTC subway stations and the 510 Spadina streetcar have Presto card scanners.

Luckily, the UPX won’t be the only option to get to YYZ. The 192 Airport Rocket bus, which currently runs from Kipling Station to the airport, has a daily ridership of 4,500, is equipped with luggage racks and makes only three stops on its 20-minute trip to/from Terminal 1. The bus runs every 10 minutes for most of the day and costs the same as a regular bus, subway, or streetcar. The TTC is interested in doubling its ridership in 2015, and will spend $100,000 on efforts to raise its visibility. So the Rocket remains an option for those who can’t afford the money train.

imagesJohn Tory hasn’t been sworn in as mayor yet, but he’s already trying to undo some of the damage Rob Ford did to the transit system in the past four years. War on the car? Let’s talk about a war on transit.

Don Peat of the Toronto Sun and Oliver Moore of the Globe and Mail reported today on the cuts Ford imposed to bus service in 2011 and 2012, which saved the TTC around $18 million but resulted in significant service reductions on 41 bus routes and a further reduction along 63 other routes. Loading standards were also rolled back to 2004 levels, which is no surprise to anyone taking transit in Toronto today–the level of overcrowding is almost unbearable on many routes. Today’s TTC service is bursting at the seams with increased ridership, yet they have boasted budget surpluses in recent years reflecting their decreased spending on services. Does this make sense?

Tory has already asked TTC CEO Andy Byford to look at ways to restore these services and source the necessary vehicles, in order to have an immediate impact on the city’s transit problems. Funny–I think I remember someone else campaigning on a promise of increasing bus service because it would have the most impact on users for the lowest cost. Oh right–it was Olivia Chow. Interesting how nobody took her seriously on this except the TTC, which proposed 10-minute service on a network of bus routes in its extensive service improvement report, quietly released just before the election. The TTC also proposed solutions like time-based transfers and all-door boarding, two user-oriented options that other cities have been using for years.

Tory has also asked Byford to investigate whether it’s possible to move more quickly on the new signalling system that will allow subway trains to run more frequently (every 90 seconds), now scheduled for completion in 2020. Improvements to the system, as well as track upgrades, currently cause frequent daily delays on the subway. Tory has asked for a cost breakdown of the TTC’s proposed service improvements, and advice on which ones could be implemented quickly.

Quick wins will be necessary for Tory to prove that he is serious about improving transit, his key election promise.