Since 1956, federal, state and local governments have invested nine times more capital funding in highway subsidies than in transit. In 2004, state governments spent nearly 13 times more public funds on highways than on transit. On top of all that, the process for securing funding for new transit lines is far more onerous and less certain than for highway projects, with the federal government generally picking up a smaller share of the tab for new transit lines than for new highway projects."
http://www.planetizen.com/node/34151
Showing posts with label roads. Show all posts
Showing posts with label roads. Show all posts
Monday, July 28, 2008
Wednesday, March 12, 2008
This is really about making more room for cars
Subject: Let's all agree to the obvious: This is really about making more room for cars.
DR. GRIDLOCK
Road plan isn't about carpools or buses, it's just making room for more cars
JEFF GRAY jgray@globeandmail.com Globe and Mail Mar. 10/08
Sixteenth Avenue, as I remember it, was in the late 1980s a charming two-lane county road, with mostly farmland - and real live cows - on one side, and on the other, the rapidly expanding world of two-car garages and front lawns, where my family lived.
While at least one of those farms is still there, 16th is now a wide-feeling four lanes - an ample buffer zone graces its middle in stretches - and a busy commuter artery, funnelling traffic to Highway 404.
It is lined mostly with the backyards of houses that are hidden away in twisty-street subdivisions, and passes parking lots, plazas and gas stations. It is sprawl in a nutshell:
Great for cars, if you aren't expecting too many of them and don't mind mild ugliness, and lousy for pedestrians, cyclists and public transit.
Now, 16th Avenue is on a list of a staggering number of York Region's main roads that regional chairman Bill Fisch wants to widen, in this case, making my onetime sleepy country road six or seven lanes across.
Mr. Fisch says the plan is about creating high-occupancy vehicle lanes for carpoolers and buses. But let's not kid ourselves. Public transit up here is still a fringe affair, despite recent advances thanks to the region's shiny, new Viva bus system. And any HOV lanes along these roads are either going to be unenforceable or only meant to be enforced in rush hours.
Let's all agree to the obvious: This is really about making more room for cars.
Armed with his HOV-Iane fig leaf, Mr. Fisch even recently scolded Toronto Mayor David Miller for refusing to match York Region's road-widenings on Toronto's roads south of Steeles Avenue.
Mr. Miller and Toronto's traffic planners, however, have concluded that widening roads is a short-term fix, and so is no fix at all. In just a few years sometimes mere months - the new lanes simply clog with more cars.
Even York Regionites, mostly a car-loving people, are rising up against the widening plans. The resistance has admittedly been driven by people who live along 16th Avenue and are not keen to have what will amount to a highway right next to their back-yards. A petition has been circulating, crowds have been packing political meetings, and Markham town council voted recently to ask York Region to consider other options.
"It seems like it's time to draw a line in the sand with regard to urban sprawl," said local resident Peter Miasek, a semi-retired environmental adviser to Imperial Oil, who has been spearheading efforts to stop the widening.
He acknowledges that for an hour in the morning, traffic on 16th Avenue is quite busy, and that it maybe takes five more minutes than it once did to zip across. But four-lane main arteries, with better public transit in the mix, seem to serve big, busy Toronto well, he observes: "We know that four-lane roads plus transit works, because south of Steeles, that's pretty much all you've got down there."
Markham Mayor Frank Scarpitti said the town has asked York Region to look at whether the various planned future improvements to public transit the Yonge subway extension, improved GO service - will take the pressure off the need to widen roads as the area continues its massive population growth. But in an interview, he seemed unwilling to go to the barricades to fight a wider 16th Avenue: "At the end of the day, though, we do need to solve the traffic problem."
York Region has referred Markham's request to its transportation department for further study.
Stephen Collins, who manages the roads branch of York Region's engineering transportation services department, provided a chart that shows that if current trends continue, much of 16th would be at or above capacity by 2021.
He said the region's strategy, which used to call for nothing ,but road widenings, has matured into a plan to create a "transit priority network," with wider roads of HOV transit lanes to feed local bus passengers to its Viva bus rapid transit system.
Still, this is York Region. Many long-standing residents moved there years ago for the "open spaces," Mr. Collins says, and they are not going to give up their car keys.
"They are car users and they will always be car users, and despite our best efforts to encourage them to use transit, they never will. So we need to recognize that we have those people in our community, and we need to provide services for them."
Maybe there is no alternative.
Maybe there are so many cars, and so many malls. and so many low-rise office complexes dotting Markham and Richmond Hill that there is no use even bothering to fight against a wider 16th Avenue. Or maybe this considerable handicap means York Region needs to adopt a much more radical approach to transportation, well outside of its comfortable four-wheeled box.
Dr. Gridlock appears Mondays.
They are car users and they will always be car users, and despite our best efforts to encourage them to use transit, they never will.
Stephen Collins
DR. GRIDLOCK
Road plan isn't about carpools or buses, it's just making room for more cars
JEFF GRAY jgray@globeandmail.com Globe and Mail Mar. 10/08
Sixteenth Avenue, as I remember it, was in the late 1980s a charming two-lane county road, with mostly farmland - and real live cows - on one side, and on the other, the rapidly expanding world of two-car garages and front lawns, where my family lived.
While at least one of those farms is still there, 16th is now a wide-feeling four lanes - an ample buffer zone graces its middle in stretches - and a busy commuter artery, funnelling traffic to Highway 404.
It is lined mostly with the backyards of houses that are hidden away in twisty-street subdivisions, and passes parking lots, plazas and gas stations. It is sprawl in a nutshell:
Great for cars, if you aren't expecting too many of them and don't mind mild ugliness, and lousy for pedestrians, cyclists and public transit.
Now, 16th Avenue is on a list of a staggering number of York Region's main roads that regional chairman Bill Fisch wants to widen, in this case, making my onetime sleepy country road six or seven lanes across.
Mr. Fisch says the plan is about creating high-occupancy vehicle lanes for carpoolers and buses. But let's not kid ourselves. Public transit up here is still a fringe affair, despite recent advances thanks to the region's shiny, new Viva bus system. And any HOV lanes along these roads are either going to be unenforceable or only meant to be enforced in rush hours.
Let's all agree to the obvious: This is really about making more room for cars.
Armed with his HOV-Iane fig leaf, Mr. Fisch even recently scolded Toronto Mayor David Miller for refusing to match York Region's road-widenings on Toronto's roads south of Steeles Avenue.
Mr. Miller and Toronto's traffic planners, however, have concluded that widening roads is a short-term fix, and so is no fix at all. In just a few years sometimes mere months - the new lanes simply clog with more cars.
Even York Regionites, mostly a car-loving people, are rising up against the widening plans. The resistance has admittedly been driven by people who live along 16th Avenue and are not keen to have what will amount to a highway right next to their back-yards. A petition has been circulating, crowds have been packing political meetings, and Markham town council voted recently to ask York Region to consider other options.
"It seems like it's time to draw a line in the sand with regard to urban sprawl," said local resident Peter Miasek, a semi-retired environmental adviser to Imperial Oil, who has been spearheading efforts to stop the widening.
He acknowledges that for an hour in the morning, traffic on 16th Avenue is quite busy, and that it maybe takes five more minutes than it once did to zip across. But four-lane main arteries, with better public transit in the mix, seem to serve big, busy Toronto well, he observes: "We know that four-lane roads plus transit works, because south of Steeles, that's pretty much all you've got down there."
Markham Mayor Frank Scarpitti said the town has asked York Region to look at whether the various planned future improvements to public transit the Yonge subway extension, improved GO service - will take the pressure off the need to widen roads as the area continues its massive population growth. But in an interview, he seemed unwilling to go to the barricades to fight a wider 16th Avenue: "At the end of the day, though, we do need to solve the traffic problem."
York Region has referred Markham's request to its transportation department for further study.
Stephen Collins, who manages the roads branch of York Region's engineering transportation services department, provided a chart that shows that if current trends continue, much of 16th would be at or above capacity by 2021.
He said the region's strategy, which used to call for nothing ,but road widenings, has matured into a plan to create a "transit priority network," with wider roads of HOV transit lanes to feed local bus passengers to its Viva bus rapid transit system.
Still, this is York Region. Many long-standing residents moved there years ago for the "open spaces," Mr. Collins says, and they are not going to give up their car keys.
"They are car users and they will always be car users, and despite our best efforts to encourage them to use transit, they never will. So we need to recognize that we have those people in our community, and we need to provide services for them."
Maybe there is no alternative.
Maybe there are so many cars, and so many malls. and so many low-rise office complexes dotting Markham and Richmond Hill that there is no use even bothering to fight against a wider 16th Avenue. Or maybe this considerable handicap means York Region needs to adopt a much more radical approach to transportation, well outside of its comfortable four-wheeled box.
Dr. Gridlock appears Mondays.
They are car users and they will always be car users, and despite our best efforts to encourage them to use transit, they never will.
Stephen Collins
Wednesday, January 23, 2008
Report recommends new road tolls, gas tax
A study released today suggests you pay even more for your daily commute. Financing Public Transit and Transportation in the Greater Toronto Area and Hamilton (GTAH) was commissioned by the Residential and Civil Construction Alliance of Ontario and authored by Trent University economics professor Harry Kitchen. In his report, Mr. Kitchen said the time has come for governments to act boldly to rein in the infrastructure spending deficit as property taxes and user fees just aren't cutting it.
York Region Era Banner, January 21, 2008
Lukewarm response to road tolls; New study proposes tolls for highways, but don't expect to see them anytime soon
Ontario should follow the example set by some European countries and charge drivers road tolls, congestion fees and gas levies to pay for necessary highway upgrades and improved public transit, a study recommended yesterday. Although the province's former finance minister is already putting the brakes on the proposal, the study's author said the extra charges on 400-series highways and major thoroughfares around the Greater Toronto Area would help reduce both greenhouse gas emissions and traffic jams by getting people off the roads.
Kitchener, Cambridge and Waterloo Record, P.A3, January 22, 2008
York Region Era Banner, January 21, 2008
Lukewarm response to road tolls; New study proposes tolls for highways, but don't expect to see them anytime soon
Ontario should follow the example set by some European countries and charge drivers road tolls, congestion fees and gas levies to pay for necessary highway upgrades and improved public transit, a study recommended yesterday. Although the province's former finance minister is already putting the brakes on the proposal, the study's author said the extra charges on 400-series highways and major thoroughfares around the Greater Toronto Area would help reduce both greenhouse gas emissions and traffic jams by getting people off the roads.
Kitchener, Cambridge and Waterloo Record, P.A3, January 22, 2008
Thursday, December 6, 2007
Congestion Pricing Deal Struck in NYC
For immediate release: Thursday July 19, 2007For more information: Neysa Pranger at (917) 532-0567
NEWS RELEASE
Hallelujah! Transit Riders Rejoice!
Straphangers Campaign Applauds Legislature on Congestion Pricing Agreement
Cleaner Air, Gridlock Relief Among Benefits
The Straphangers Campaign congratulates the state Legislature for authorizing New York City to design and implement a congestion pricing system for New York City.
This is truly an historic moment for New York. Mayor Bloomberg deserves praise for envisioning a bold initiative and State Senate Majority Leader Bruno, Speaker Silver and Governor Spitzer deserve praise for doing what’s right for the future of New York.
Congestion pricing is a forward-thinking solution to local and global problems whose time has come. From soaring asthma rates, to snarled traffic, to global warming, congestion pricing will help New York lead in addressing all these issues.
There are many compelling reasons to act now. Manhattan is drowning in traffic, New York City suffers from twice the national rate of asthma and we are desperate for new funds to repair and expand our vital subway, bus and commuter rail network. Gridlock is bad for the region's economy, whether measured in lost jobs, reduced business income or unreliable shipping.
We hope New York City is still eligible to receive up to $500 million in federal funds. These funds are desperately needed for immediate transit enhancements to 22 outlying city neighborhoods with inadequate transit options, as well as for technology to set up a congestion pricing pilot program.
There will be many winners with congestion pricing – kids suffering from asthma, drivers stuck in traffic – and transit riders and commuters should rejoice outright. Congestion pricing revenues will help keep fares down and fund $30 billion in vital long-term transit repairs and expansion—which will mean faster, safer commutes, repaired stations and new bus routes. Perhaps at long last, the Second Avenue Subway will shed its moniker as “the greatest project New York could never build.”
In reviewing congestion pricing options, we hope the Commission the Legislature will establish to make congestion pricing implementation recommendations considers the thoughtful concerns we have heard from legislators, including: the wisdom of creating a new SMART authority; safeguards to ensure that the funds generated would all be spent on transit; ways the MTA could pay for quickly added service; and the potential for neighborhoods bordering the congestion zone to become parking lots.
We believe these issues can be fairly resolved.
Tuesday, December 4, 2007
Main streets
"Americans love traditional American small towns, main streets, and historic districts. But largely because of minimum parking requirements it's completely illegal to build anything like that again in most American cities. It's really hard to build anything where anyone would want to walk from one building to the next."
"Single-use zoning, low-density development, and space-hogging automobile infrastructure make life without driving seem a fanciful notion."
"Single-use zoning, low-density development, and space-hogging automobile infrastructure make life without driving seem a fanciful notion."
Monday, December 3, 2007
Cliclovia - Car Free Sundays
Imagine 1.8 million people using 70+ miles of car-free streets to run, bike, walk EVERY Sunday? Well, in BOGOTA, Colombia they do exactly that during CICLOVIA!
http://www.streetfilms.org/?cat=19
Ciclovia – Car Free Sundays
NEW Video. Clarence Eckerson, November 30, 2007
Do you want to get hundreds of thousands physically active, walking and bicycling? Using the infrastructure that you already have? No need of capital investment, just operational budget, political will (guts), and community engagement is needed. It works just as well in a city of 50,000 people than in one of 10 million, anywhere in the world. It is CAR FREE SUNDAYS. It's a weekly event in which over 70 miles of city streets are closed to traffic where residents come out to walk, bike, run, skate, recreate, picnic, and talk with family, neighbors & strangers.
http://www.streetfilms.org/?cat=19
Ciclovia – Car Free Sundays
NEW Video. Clarence Eckerson, November 30, 2007
Do you want to get hundreds of thousands physically active, walking and bicycling? Using the infrastructure that you already have? No need of capital investment, just operational budget, political will (guts), and community engagement is needed. It works just as well in a city of 50,000 people than in one of 10 million, anywhere in the world. It is CAR FREE SUNDAYS. It's a weekly event in which over 70 miles of city streets are closed to traffic where residents come out to walk, bike, run, skate, recreate, picnic, and talk with family, neighbors & strangers.
Friday, November 30, 2007
Subsidizing Auto Dependency
If you drive, you pay charges like the gas tax, registration and license fees, and parking meters, that are supposed to cover the auto-related costs to the public of providing the transportation system. But driving is a subsidized activity because, in spite of these payments, the car does not even come close to paying its own way. To tally up the real bill, analysts must calculate the many car-related costs, including: road building and maintenance; police and emergency services; pollution of air and water; congestion; the effect on the trade deficit of massive petroleum imports; and more.
The Sierra Club's John Holtzclaw, one of the foremost transportation analysts in the environmental community, compiled five major efforts to calculate the total subsidies that support automobile usage. Auto subsidies in the U.S. are almost certainly greater than the entire defense budget; the five estimates ranged from $378 billion to $730 billion per year. The average subsidy ranged from $1,040 to $4,630 per vehicle beyond charges paid by drivers, amounting to $2.20 to $10.70 per gallon of gas consumed. (From Moving Lightly, Living Lightly, December 1993; newsletter of the Sierra Club Urban Environment Committee and Transportation Subcommittee, 730 Polk Street, San Francisco, CA 94109, 415-776-2211. Note: This issue is a great resource with a compendium of book reviews and a list of over 100 grassroots Sierra Club activists from 34 states and the issues they work on.)
The costs of suburban sprawl constitute a subsidy borne by the public that encourages developers to buy cheap land on the fringes of town. The Urban Land Institute estimates that it costs $48,000 per housing unit to provide roads, water, utilities, sewer, and schools to sprawling subdivisions 10 miles from town, twice as much as more compact neighborhoods adjacent to town. (The Costs of Alternative Development Patterns. James E. Frank, The Urban Land Institute, 1989.)
The more you look, the more auto subsidies you find. While citizens cannot deduct legal costs when accused of misdeeds, corporations can, even when they admit they are guilty. For example, after Exxon agreed to pay $1 billion in compensation for the Valdez oil spill, they saved half that much on their taxes. Dawn Erlandson, green tax reform specialist at Friends of the Earth, reports that, "under the current tax code, civil damages, clean-up costs, legal fees, and even the value of the (spilled) oil that devastated Prince Williams Sound are tax-deductible."
http://www.selfpropelledcity.com/read.php?spcart=4&spcindex=400&spcfetch=10
The Sierra Club's John Holtzclaw, one of the foremost transportation analysts in the environmental community, compiled five major efforts to calculate the total subsidies that support automobile usage. Auto subsidies in the U.S. are almost certainly greater than the entire defense budget; the five estimates ranged from $378 billion to $730 billion per year. The average subsidy ranged from $1,040 to $4,630 per vehicle beyond charges paid by drivers, amounting to $2.20 to $10.70 per gallon of gas consumed. (From Moving Lightly, Living Lightly, December 1993; newsletter of the Sierra Club Urban Environment Committee and Transportation Subcommittee, 730 Polk Street, San Francisco, CA 94109, 415-776-2211. Note: This issue is a great resource with a compendium of book reviews and a list of over 100 grassroots Sierra Club activists from 34 states and the issues they work on.)
The costs of suburban sprawl constitute a subsidy borne by the public that encourages developers to buy cheap land on the fringes of town. The Urban Land Institute estimates that it costs $48,000 per housing unit to provide roads, water, utilities, sewer, and schools to sprawling subdivisions 10 miles from town, twice as much as more compact neighborhoods adjacent to town. (The Costs of Alternative Development Patterns. James E. Frank, The Urban Land Institute, 1989.)
The more you look, the more auto subsidies you find. While citizens cannot deduct legal costs when accused of misdeeds, corporations can, even when they admit they are guilty. For example, after Exxon agreed to pay $1 billion in compensation for the Valdez oil spill, they saved half that much on their taxes. Dawn Erlandson, green tax reform specialist at Friends of the Earth, reports that, "under the current tax code, civil damages, clean-up costs, legal fees, and even the value of the (spilled) oil that devastated Prince Williams Sound are tax-deductible."
http://www.selfpropelledcity.com/read.php?spcart=4&spcindex=400&spcfetch=10
Tuesday, November 20, 2007
Tragedy of the Commons
A “tragedy of the commons” is a type of social trap that involves a conflict over resources between an individual’s interests and that of the common good. In this situation, a group of people work toward short-term individual gains, which, in the end, leads to a loss for the group as a whole.
Tragedy of the commons originated from a parable published in 1833 by William Forster Lloyd. The theory itself, however, dates back to Aristotle who said:
“That which is common to the greatest number has the least care bestowed upon it.”
One example of this tragedy of the commons is driving. More people driving more to satisfy their individual needs is actually a tragedy in two ways. Firstly, road capacity gets used up causing traffic congestion for everyone. But more importantly, and tragic, is the global warming, environmental degradation, and the destruction of cities caused by cars, and yet, people drive on.
-S
Tragedy of the commons originated from a parable published in 1833 by William Forster Lloyd. The theory itself, however, dates back to Aristotle who said:
“That which is common to the greatest number has the least care bestowed upon it.”
One example of this tragedy of the commons is driving. More people driving more to satisfy their individual needs is actually a tragedy in two ways. Firstly, road capacity gets used up causing traffic congestion for everyone. But more importantly, and tragic, is the global warming, environmental degradation, and the destruction of cities caused by cars, and yet, people drive on.
-S
Sunday, November 11, 2007
A Call For Better Transportation in Vaughan
The City of Vaughan is a great place to live, work, and play. However, it seems to me that city planners and politicians continue to indirectly encourage people to drive their cars more. If you drive on Major Mackenzie between Keele Street and Bathurst Street, there are sprawling, low-density subdivisions under construction as far as the eye can see. How will public transit effectively serve these communities? Buses will continue to be too slow, infrequent, and inconvenient to attract people away from their cars.
Buses inch along in rush hour traffic
Cars are the priority here... no sidewalk.
The City of Vaughan has since repaved this intersection (Keele St & Major Mackenzie) but still no bike lanes.
Vaughan is an unfriendly place for those who manoeuvre its streets with a bike or two feet. When cycling in downtown Maple, one has to either risk their life on Major MacKenzie Drive or break the law by riding on the sidewalk. Canadian motorists make an average of 2,000 trips each year that are less than three kilometres, trips that can easily be made by bike. York Region Cycling and Pedestrian Master Plan proposes only 1.5 km of additional bike lanes in Vaughan in the next five years. When priorities are right, a street can be transformed into a vibrant place for people. It's obvious that priorities are elsewhere.
At Vaughan Corporate Centre (Hwy 400 & Hwy 7), the big box stores with their massive free parking lots make walking from one store to another very challenging. Moreover, all this pavement is where nature was before. Where do the birds go? What effect does this have on our watercourses and the air we breathe?
The GO Train takes only 35 minutes from Maple to Union Station. Fantastic! But with only four trains in the morning and evening, Monday to Friday, there is standing-room only. What about those who work in North Toronto, or to the East or West? There are few alternatives to driving, except spending a very long time travelling by bus. In Vaughan, the majority who take transit do so because they don't have an available vehicle, not because it's easier or more convenient. Far from it.
Imagine our City with dedicated lanes for buses and light rail that come every five minutes, so people would choose not to drive. Imagine a network of bikeways throughout the City that would take you anywhere you want to go, with vibrant public spaces to walk and socialize in the absence of noisy traffic. What a wonderful place it would be. We need decision-makers to champion a better transportation system. A happier, healthier, and more sustainable future depends on it!
-S
Hwy 407 @ Keele Street
6 lanes of traffic lanes, but no bike lanes
Check out the state of this sidewalk at Keele and Steeles, as you enter Vaughan!
Buses inch along in rush hour traffic
Cars are the priority here... no sidewalk.
The City of Vaughan has since repaved this intersection (Keele St & Major Mackenzie) but still no bike lanes.
Monday, November 5, 2007
Jim Bradley, Ontario's new Minister of Transportation
Toronto StarMonday, November 5, 2007
Environmentalists bet on Bradley
New transportation minister expected to exert influence well beyond his portfolio
Peter Gorrie - Environment Reporter
A surprise name comes up when environmentalists assess Ontario's new cabinet. They tout Jim Bradley as the minister, among the half-dozen with a direct impact on green issues, who offers the most hope for progress.
Yes, that Jim Bradley – the gregarious 30-year Legislature veteran from St. Catharines who's been nearly invisible during the past four years in stints as the minister for seniors and tourism, and government house leader.
His new job, minister of transportation, isn't much more of a political powerhouse than those others.
But green observers say transportation policies will be crucial in deciding southern Ontario's environmental fate. They also expect Bradley to wield strong influence beyond the borders of his ministry.
They are pleased by the choices for all six ministries, announced last Tuesday, which include John Gerretsen in Environment, Gerry Phillips at Energy, Donna Cansfield in natural resources, Jim Watson in Municipal Affairs and David Caplan, returning as minister of public infrastructure renewal.
"None of the six is a lead weight; none are anchors," says Chris Winter, executive director of the Conservation Council of Ontario. "They all have the potential to move their agenda forward. We're miles ahead of where we were 20 years ago."
Advocates are also pleased by the government's apparent recognition that environment issues aren't separate from others – as, for example, with the recent report that linked the spread of diabetes to the sedentary lifestyle encouraged by car-dependent suburbs.
"You can see how these things fit together," says Julia Langer, of World Wildlife Fund Canada. Agriculture ministry support for local food buttresses the climate-change plan. Several ministries must mesh to ensure new housing is never more than an easy walk from a transit stop. "The cabinet has to have more than one environment minister."
But Bradley occupies a special place, partly because of his record as environment minister under then-premier David Peterson from 1985 to '90, but also because he's reputed to have been a quiet force since the Liberals regained power in 2003.
"Bradley is considered to be the father of the modern environmental government," says David Donnelly, a lawyer who works on issues such as urban sprawl, building standards and protection of Lake Simcoe.
Among other things, Bradley stared down nickel-smelting giants Inco. Ltd. and Falconbridge Ltd. and other industries that caused acid rain, and, over strong business objections, pushed through regulations that reduced toxic pollution from sewer pipes.
Now, he's in charge of a ministry that's fixated on more and bigger highways and bridges, and that critics argue must shift to support public transit, cycling and walking.
"He does a wonderful `aw shucks' routine," Donnelly says. But "very few people are shrewder.
"He holds a great deal of sway with the cabinet....I expect him to fight and, based on his past history, I expect him to win."
Winter adds: "He had a lot of spine back then (as environment minister) and I don't think he's lost it."
In their most optimistic moments, environmentalists picture Bradley killing plans for new expressways through the Greenbelt – the extension of Highways 404 and 407 and a new route along the Niagara Peninsula and across York Region's mid-section.
More realistically, they say he might reduce the scale of those massive road plans, which seem to fly in the face of the government's claim to want more compact, transit- and pedestrian-friendly communities.
A cautious Bradley, still busy moving to his new office, says he hasn't yet "turned my attention" to that issue. He is certain, though, that much of his effort will focus on how to spend the $17.5 billion Premier Dalton McGuinty has pledged for transit projects.
The other five ministers have reasonable green credentials but those with track records get mixed reviews.
Gerretsen, former mayor of Kingston, earns high marks for creating the Greenbelt over strong objections from developers and landowners. He's downgraded, though, for approving energy-efficiency standards for new houses that Donnelly calls "disappointing."
Caplan, with part of the responsibility for containing sprawl, is praised for general direction but considered weak on putting it into practice. Phillips strongly backed the creation of the Rouge Valley park on Toronto's eastern border.
Monday, October 15, 2007
Friday, October 12, 2007
New roads make it easy to ignore public transit
Another road opens in Vaughan, with sprawling, low-density subdivisions under construction as far as the eye can see. Take a drive on Major Mackenzie between Keele St and Dufferin St to see for yourself. How will public transit effectively serve them? Buses will be too slow, infrequent, and inconvenient to attract people away from their cars. And that's an inconvenient truth. -S
October 9, 2007
MCNAUGHTON ROAD EAST
“The completion of the McNaughton Road extension will have a positive effect on our community as it will allow the City to provide the appropriate infrastructure to relieve gridlock through Maple on Major Mackenzie and help attract and retain businesses,” said Mayor Linda Jackson. “The extension is especially important to the redevelopment and intensification of the existing Civic Centre site.”
York Major Holdings constructed the capital work on the City’s behalf in order to accelerate the development of their nearby lands. City Council authorized completion of the extension in April 2003.
“The extension and the development of York Major Holdings’ land is an important part of the City’s strategy with respect to the closure of the Keele Valley Landfill,” said Ward 1 Councillor Peter Meffe. “It will also encourage redevelopment of the secondary buffer zone of the landfill.”
The new four-lane road runs east 1.6 kilometres and connects to the existing
The extension is adjacent to the former Keele Valley Landfill Site. These lands, with an area of approximately 245 hectares, are being rehabilitated under the Maple Valley Plan that includes new parkland and natural open spaces, and some commercial development.
The Record
Thu
New roads make it easy to ignore public transit
Byline: Shelley Maw
As long as we continue to build more roads in
Human beings do not change their ways of doing things until their current method becomes unbearable, and when there is an alternative that is reasonably convenient and affordable.
If we keep making driving easier and more convenient, we might as well save our breath (and our money) trying to sell the idea of leaving our cars at home and taking public transit.
Why do people in this region take public transit? By far the majority of those who do, do so because they don't have an available vehicle. Why do those of us who drive not take public transit? Because it is neither easier nor more convenient. Far from it. Why do many of us take public transit to or in
Forget a new Highway 7 and the proposed 424 bypass, and give us a public transit alternative that is reasonably simple and convenient.
Eventually the traffic nightmares will push us to use it. If you solve the traffic congestion problem, we won't change our car habit.
Friday, October 5, 2007
Transportation key election issue in York Region
Metroland York Region newspapersWednesday, October 3, 2007
COLUMN
No one route to better commute
By: Sean Pearce
As anyone who wakes up impossibly early every weekday morning to make the trek to Toronto for work well knows, traffic congestion isn’t going away.
Far from it.
COLUMN
No one route to better commute
By: Sean Pearce
As anyone who wakes up impossibly early every weekday morning to make the trek to Toronto for work well knows, traffic congestion isn’t going away.
Far from it.
Every year, the number of cars on the road, often occupied by a single person, seems to multiply exponentially on hwys. 400 and 404 and any other route that leads into the big city.
The drive home isn’t much better.
The drive home isn’t much better.
So far, all four major party leaders have come out saying Ontarians deserve better than to become virtual prisoners in their automobiles for 10, 15 and, in some cases, 20 hours a week. And the economic implication of all this congestion is nearly as costly as the social one.
It is then safe to say, in terms of transportation issues, York Region faces a multitude of obstacles, but has a myriad of possible solutions at its disposal.
It is then safe to say, in terms of transportation issues, York Region faces a multitude of obstacles, but has a myriad of possible solutions at its disposal.
Transit
In terms of improving public transit in the region, each party presents a slightly different approach, but all agree more is needed.
In terms of improving public transit in the region, each party presents a slightly different approach, but all agree more is needed.
The Liberals spent a number of months leading up to the election introducing a whole host of transit initiatives, each more ambitious than the last.
One of the more recent was MoveOntario 2020, a $17.5-billion plan that would see, among other things, construct a new subway into York Region under Yonge Street, up to Hwy. 7 in Richmond Hill. This, along with the subway to Vaughan, would give the region a subway in the east and west portions with the idea it would help more people to park their cars and choose transit instead.
Of course, the only problem is determining whether or not the cash-strapped TTC, who would have to pay the operating costs, will be able to foot the bill in the long run.
Is the subway even the best possible solution for York Region in the long haul? The Progressive Conservatives don’t seem to think so. The PCs, under John Tory, have vowed to create a new funding model for Ontario, one that sees all gas tax collected going back to municipalities.
Is the subway even the best possible solution for York Region in the long haul? The Progressive Conservatives don’t seem to think so. The PCs, under John Tory, have vowed to create a new funding model for Ontario, one that sees all gas tax collected going back to municipalities.
That way, it is the municipal governments that can decide for themselves how they should spend the cash.
In a similar fashion, Mr. Tory has said it should be the Greater Toronto Transportation Authority, the experts, recommending these major transit projects and not politicians.
More to the point, the much touted plan for the subway, seeing as how it may take at least four to five years to get things under way, might simply be too little too late.
The time for rapid transit and action is now, Mr. Tory said.
More to the point, the much touted plan for the subway, seeing as how it may take at least four to five years to get things under way, might simply be too little too late.
The time for rapid transit and action is now, Mr. Tory said.
The NDP also has said it favours increasing public transit and, in some cases, freezing fares to keep from deterring would-be riders with increasing prices. That might be a valid point seeing as how the York Regional Transit committee is in the midst of implementing a possible fare increase at this precise moment.
The Greens are, naturally, also in favour of more public transit as the answer to congestion and, to that end, are advocating the diversion of 75 per cent of all funds currently budgeted for highway construction, up until 2012, toward transit.
The one thing all parties seem to support is the extension of GO Transit’s rail corridor through the region to Barrie and the implementation of all-day rail service in York.
Roads
Roads
Of course, improved and enhanced transit in York Region will not get everyone out of their cars and on to trains, buses or even subways.
The Liberals seem to have recognized this and have been working away building and expanding the province’s network of high occupancy vehicle lanes in the hope if people must drive, they will, at the very least, carpool.
The Liberals seem to have recognized this and have been working away building and expanding the province’s network of high occupancy vehicle lanes in the hope if people must drive, they will, at the very least, carpool.
Work on the long-discussed extension of Hwy. 404 to Georgina also seems to be under way.
The PCs, among them former minister of transportation Frank Klees, have come out saying York Region needs more than future subways and even enhanced transit.
The PCs, among them former minister of transportation Frank Klees, have come out saying York Region needs more than future subways and even enhanced transit.
The extension of Hwy. 404 to Georgina, Hwy. 427 to Orangeville and the construction of the Bradford Bypass are of vital importance, Mr. Klees said.
If these major arteries were built or extended, the logic goes, congestion would decrease dramatically as there would be less need for through traffic to clog up roads such as Davis Drive, Wellington Street or Woodbine Avenue on a daily basis.
The NDP and the Greens also seem to support ideas such as encouraging consumers to buy more eco-friendly vehicles and the creation of more HOV lanes in addition to new transit initiatives and simple ideas such as tele-commuting and people-powered solutions such as cycling and even good, old-fashioned walking.
Reality
The fact remains voters are looking for action on the congestion issue and it is likely whichever proposal is most sound, the real answer will likely be a multi-pronged approach. Is more and improved public transit needed? Yes, absolutely. Too many people complain schedules are inconvenient for their lives or routes don’t go where they need them to go, so, instead, they drive.
The fact remains voters are looking for action on the congestion issue and it is likely whichever proposal is most sound, the real answer will likely be a multi-pronged approach. Is more and improved public transit needed? Yes, absolutely. Too many people complain schedules are inconvenient for their lives or routes don’t go where they need them to go, so, instead, they drive.
Does York Region need a faster network of highways? The answer, again, is yes. The fact is, no matter how good transit is, it will not entice everyone out of their cars.
Hopefully, as the HOV network continues its expansion, more people will be encouraged to travel with others, but the fact remains many people in this region still continue their age-old love affair with the automobile.
Hopefully, as the HOV network continues its expansion, more people will be encouraged to travel with others, but the fact remains many people in this region still continue their age-old love affair with the automobile.
Creating a longer and more efficient network of highways will undoubtedly remove much of the unnecessary through traffic in the region and, in the end, allow everyone to get where they are going more quickly and efficiently.
Finally, sprawl must be reigned in. Construction continues often without the benefit of infrastructure such as adequate roads and transit. All four parties are agreeing this cannot continue.
The fact remains whoever the voters choose, there must be action and it must come soon. York Region and Ontario, on the whole, cannot afford to wait.
Tuesday, August 7, 2007
Going Car-Free
From Asphalt Nation....
"As we enter the twenty-first century, it is clear that we are not only a car-driven but a car-ridden population. The vehicle that was out rescuer is arguably our ruination, certifiably, the root of many of our ills. Yet for all our automotive follies--for all the costs, the inconveniences, the destruction--the motor vehicle remains entrenched. The reason is obvious: it is a prerequisite for mobility in America. We cannot see our personal and global dilemma or perceive an escape from it. Our lives and landscape have been fashioned to the automobile's dictates for three-quarters of a century. A rescue movement is in order." p285
"From the fight to "just say no" to highways, to the battle to create codes to release us from bondage of bad land practices, to traffic calming and the depaving of the kingdom of the car, to the proper pricing of our mobility and the political fight to install mass transit, the struggle engages a new constituency. The process is as participatory as democracy itself. The smallest householder and the largest corporation, the humblest local government maneuver and the grandest federal program must figure in the sea change for a new century."p287
"As we enter the twenty-first century, it is clear that we are not only a car-driven but a car-ridden population. The vehicle that was out rescuer is arguably our ruination, certifiably, the root of many of our ills. Yet for all our automotive follies--for all the costs, the inconveniences, the destruction--the motor vehicle remains entrenched. The reason is obvious: it is a prerequisite for mobility in America. We cannot see our personal and global dilemma or perceive an escape from it. Our lives and landscape have been fashioned to the automobile's dictates for three-quarters of a century. A rescue movement is in order." p285
"From the fight to "just say no" to highways, to the battle to create codes to release us from bondage of bad land practices, to traffic calming and the depaving of the kingdom of the car, to the proper pricing of our mobility and the political fight to install mass transit, the struggle engages a new constituency. The process is as participatory as democracy itself. The smallest householder and the largest corporation, the humblest local government maneuver and the grandest federal program must figure in the sea change for a new century."p287
Monday, July 23, 2007
Are we better off now?
"After almost a century of improvement in the speed of cars, in roads and in traffic control, it takes as long to cross central London now as it did in 1900. Then, the average speed of horse-drawn carriages was 8mph (13 km/h). In 1988, cars could move no faster."
- Reader's Digest How in the World
Thursday, July 19, 2007
Monday, July 16, 2007
EA bump-up request for road widening
Below is an letter from environmentalist and Richmond Hill resident Natalie Helferty requesting a bump-up for the Bayview widening Environmental Assessment.
We need to consider ALL the costs of adding more traffic lanes and provide better alternatives to car and truck travel. We can and must plan our transportation system more sustainably. A healthier and happier future depends on it.
-Shawn
P.O. Box 32217
Harding Postal Outlet
Richmond Hill, ON L4C 9S3
nhelferty@rogers.com
myluvden@yahoo.ca
Honourable Laurel C. Broten
Minister of Environment
135 St. Clair Avenue West, 12th Floor
Toronto, Ontario M4V 1P5
minister@ene.gov.on.ca
November 7, 2006
Re: Class Environmental Assessment (EA) for Bayview Avenue between Elgin Mills & Stouffville Roads in Richmond Hill on the Oak Ridges Moraine
The Bayview Avenue Class EA done by York Region recommends widening of Bayview Avenue to 4 lanes plus turning lanes, so 5 lanes, on the Oak Ridges Moraine in Richmond Hill.
The Region’s Class EA is lacking a number of very important analyses and alternatives that can only be addressed through an Individual EA or with revision to the Municipal Class EA standards of practice to include them. Given the latter is too late for this particular Class EA, we recommend that the Ministry consider a ‘bump-up’ to a Part II Individual EA to address these outstanding issues and concerns which follow:
- In my view, widening to 5 lanes is premature. The Region has not demonstrated ‘need’.
- Recommendation to widen is based on the old 2002 Transportation Master Plan that is now undergoing an Update by the Region. This needs to be completed before widening is considered.
- Transportation Alternatives undergoing EAs now were not evaluated specifically with respect to reducing car use and the need to widen now: Phase II VIVA dedicated lanes up Yonge Street; Biking & Walking Master Plan; Carpool Matching/SmartCommute/404 Carpool lots; new GO Station in Richmond Hill being considered now for all-day GO train service.
- Environmental Health impacts on residents ignored. Lighting, smog, noise not addressed. Noise increase is based on an unvalidated model. No cumulative or health analyses done.
- Climate change impacts ignored. More storms + more pavement = floods! More cars = more CO2. Planning for climate change must occur in all Environmental Assessments to avoid costly infrastructure replacement and downstream flooding and also analyze impacts of cars on climate.
- Rouge Strategy recommends reduced pavement and renaturalization for flood control. This strategy is developed from modelling climate change and future urban growth (pavement) impacts using urban stormwater data and climate models. The technique is used elsewhere as ‘Low Impact Development’ (LID) to reduce paved surface runoff and do onsite infiltration for storm water. Transportation Master Plan (TMP) update should incorporate new thinking and designs.
- Peak Oil impacts ignored from rising oil prices from ‘peak oil’ when the easy oil is gone and when supply cannot match demand due to global growth. The reality of fossil fuels as a finite resource needs to be acknowledged in TMP Update. Planning to 2031, so past estimated ‘peak’.
- Impacts on residents and wildlife are outstanding. Urban ‘upgrade’ with full street lighting will degrade dark sky and property values; ‘curb and gutter’ is an amphibian ‘death-trap’; connectivity is not seriously considered as no wildlife studies were done; salt impacts on forest, streams & wells and air & light pollution measures and impacts on wildlife were ignored
- An increase in traffic speed is a safety issue. There will be an increase in speed, without stops or traffic lights, with ‘street racing’ and safety issues for traffic turning out of residential streets.
- The Class EA incorrectly interprets the Oak Ridges Moraine Conservation Plan. The plan states that transportation infrastructure is not allowed unless there are no reasonable alternatives as interpreted by the Region. The Region incorrectly says that roads are allowed as long as its justified and there is no reasonable alternative. This is permissive when the Act is restrictive.
- The ORMCP Section 22(2) Areas of Natural and Scientific Interest (ANSI) was ignored. It states that a Vegetated Protection Zone be required adjacent to an ANSI, such as the Jefferson Forest, with a Natural Heritage Evaluation being done to determine the limits of the Vegetated Protection Zone for all site alterations, including infrastructure where ‘need’ has to be demonstrated with no reasonable alternatives. With 5 lanes, vegetation will be removed along the road way.
- The intent of the ORMCP has not been upheld with this Class EA. The intent of the ORMCP is to protect all natural heritage features and functions and their water resources. Any work within the ORM should have been treated as an Individual EA (Category D) “if potentially adverse effects are suspected or serious public concern exists.” (ORC Screening Rules) In Natural Core Areas, Natural Linkage Areas and Countryside Areas, only very restricted new resource management, recreational, transportation, infrastructure and utility uses are permitted within these features.
Please seriously consider our issues that remain outstanding through this Class EA process, which is premature and is in need of a Part II Environmental Assessment to look at full impacts and alternatives considering the location on the Oak Ridges Moraine through Core area and the Provincial Acts that have post-dated the TMP 2002. The test of ‘need’ was not demonstrated in this Class EA.
If you wish to contact us, feel free to do so.
Thank you.
Natalie Helferty, Past President
Marianne Yake, President
On behalf of the Executive
Cc:
Bruce MacGregor, bruce.macgregor@york.ca York Region Commissioner, Transportation & Works
Bryan Tuckey, bryan.tuckey@york.ca York Region Commissioner, Planning & Development Services
Salim Alibhai, salim.alibhai@york.ca Project Manager, Roads, York Region Transportation & Works
Eugene Zawadowsky, ezawadowsky@richmondhill.ca Richmond Hill Commissioner Engineering & Public Works
Marcel Lanteigne, mlanteigne@richmondhill.ca Manager Transportation, Richmond Hill Engineering & Public Works
Joan Anderton janderton@richmondhill.ca CAO, Town of Richmond Hill
David Barrow dbarrow@richmondhill.ca Deputy Mayor, Town of Richmond Hill
Brenda Hogg bhogg@richmondhill.ca Regional Councillor, Town of Richmond Hill
Ana Bassios abassios@richmondhill.ca Planning Commissioner, Town of Richmond Hill
Vito Spatafora vspatafora@richmondhill.ca Ward Councillor, Town of Richmond Hill
Joe DiPaola jdipaola@richmondhill.ca Ward Councillor, Town of Richmond Hill
Minister John Gerretsen, minister@mah.gov.on.ca Minister of Municipal Affairs, Province of Ontario
Gord Miller, gord.miller@eco.on.ca Environmental Commissioner, Province of Ontario
Andre Marin, amarin@ombudsman.on.ca Ombudsman, Province of Ontario
References:
Richmond Hill By-Law to Regulate Light Pollution http://www.rasc.ca/light/print/rich.htm
Greenbelt Act and Plan http://www.mah.gov.on.ca/userfiles/HTML/nts_1_16289_1.html
Oak Ridges Moraine Act and Plan http://www.mah.gov.on.ca/userfiles/HTML/nts_1_31_1.html
Technical Papers for the ORMCP http://www.mah.gov.on.ca/userfiles/HTML/nts_1_16401_1.html
ORC EA Screening Tool http://www.orc.on.ca/AssetFactory.aspx?did=382
We need to consider ALL the costs of adding more traffic lanes and provide better alternatives to car and truck travel. We can and must plan our transportation system more sustainably. A healthier and happier future depends on it.
-Shawn
P.O. Box 32217
Harding Postal Outlet
Richmond Hill, ON L4C 9S3
nhelferty@rogers.com
myluvden@yahoo.ca
Honourable Laurel C. Broten
Minister of Environment
135 St. Clair Avenue West, 12th Floor
Toronto, Ontario M4V 1P5
minister@ene.gov.on.ca
November 7, 2006
Re: Class Environmental Assessment (EA) for Bayview Avenue between Elgin Mills & Stouffville Roads in Richmond Hill on the Oak Ridges Moraine
The Bayview Avenue Class EA done by York Region recommends widening of Bayview Avenue to 4 lanes plus turning lanes, so 5 lanes, on the Oak Ridges Moraine in Richmond Hill.
The Region’s Class EA is lacking a number of very important analyses and alternatives that can only be addressed through an Individual EA or with revision to the Municipal Class EA standards of practice to include them. Given the latter is too late for this particular Class EA, we recommend that the Ministry consider a ‘bump-up’ to a Part II Individual EA to address these outstanding issues and concerns which follow:
- In my view, widening to 5 lanes is premature. The Region has not demonstrated ‘need’.
- Recommendation to widen is based on the old 2002 Transportation Master Plan that is now undergoing an Update by the Region. This needs to be completed before widening is considered.
- Transportation Alternatives undergoing EAs now were not evaluated specifically with respect to reducing car use and the need to widen now: Phase II VIVA dedicated lanes up Yonge Street; Biking & Walking Master Plan; Carpool Matching/SmartCommute/404 Carpool lots; new GO Station in Richmond Hill being considered now for all-day GO train service.
- Environmental Health impacts on residents ignored. Lighting, smog, noise not addressed. Noise increase is based on an unvalidated model. No cumulative or health analyses done.
- Climate change impacts ignored. More storms + more pavement = floods! More cars = more CO2. Planning for climate change must occur in all Environmental Assessments to avoid costly infrastructure replacement and downstream flooding and also analyze impacts of cars on climate.
- Rouge Strategy recommends reduced pavement and renaturalization for flood control. This strategy is developed from modelling climate change and future urban growth (pavement) impacts using urban stormwater data and climate models. The technique is used elsewhere as ‘Low Impact Development’ (LID) to reduce paved surface runoff and do onsite infiltration for storm water. Transportation Master Plan (TMP) update should incorporate new thinking and designs.
- Peak Oil impacts ignored from rising oil prices from ‘peak oil’ when the easy oil is gone and when supply cannot match demand due to global growth. The reality of fossil fuels as a finite resource needs to be acknowledged in TMP Update. Planning to 2031, so past estimated ‘peak’.
- Impacts on residents and wildlife are outstanding. Urban ‘upgrade’ with full street lighting will degrade dark sky and property values; ‘curb and gutter’ is an amphibian ‘death-trap’; connectivity is not seriously considered as no wildlife studies were done; salt impacts on forest, streams & wells and air & light pollution measures and impacts on wildlife were ignored
- An increase in traffic speed is a safety issue. There will be an increase in speed, without stops or traffic lights, with ‘street racing’ and safety issues for traffic turning out of residential streets.
- The Class EA incorrectly interprets the Oak Ridges Moraine Conservation Plan. The plan states that transportation infrastructure is not allowed unless there are no reasonable alternatives as interpreted by the Region. The Region incorrectly says that roads are allowed as long as its justified and there is no reasonable alternative. This is permissive when the Act is restrictive.
- The ORMCP Section 22(2) Areas of Natural and Scientific Interest (ANSI) was ignored. It states that a Vegetated Protection Zone be required adjacent to an ANSI, such as the Jefferson Forest, with a Natural Heritage Evaluation being done to determine the limits of the Vegetated Protection Zone for all site alterations, including infrastructure where ‘need’ has to be demonstrated with no reasonable alternatives. With 5 lanes, vegetation will be removed along the road way.
- The intent of the ORMCP has not been upheld with this Class EA. The intent of the ORMCP is to protect all natural heritage features and functions and their water resources. Any work within the ORM should have been treated as an Individual EA (Category D) “if potentially adverse effects are suspected or serious public concern exists.” (ORC Screening Rules) In Natural Core Areas, Natural Linkage Areas and Countryside Areas, only very restricted new resource management, recreational, transportation, infrastructure and utility uses are permitted within these features.
Please seriously consider our issues that remain outstanding through this Class EA process, which is premature and is in need of a Part II Environmental Assessment to look at full impacts and alternatives considering the location on the Oak Ridges Moraine through Core area and the Provincial Acts that have post-dated the TMP 2002. The test of ‘need’ was not demonstrated in this Class EA.
If you wish to contact us, feel free to do so.
Thank you.
Natalie Helferty, Past President
Marianne Yake, President
On behalf of the Executive
Cc:
Bruce MacGregor, bruce.macgregor@york.ca York Region Commissioner, Transportation & Works
Bryan Tuckey, bryan.tuckey@york.ca York Region Commissioner, Planning & Development Services
Salim Alibhai, salim.alibhai@york.ca Project Manager, Roads, York Region Transportation & Works
Eugene Zawadowsky, ezawadowsky@richmondhill.ca Richmond Hill Commissioner Engineering & Public Works
Marcel Lanteigne, mlanteigne@richmondhill.ca Manager Transportation, Richmond Hill Engineering & Public Works
Joan Anderton janderton@richmondhill.ca CAO, Town of Richmond Hill
David Barrow dbarrow@richmondhill.ca Deputy Mayor, Town of Richmond Hill
Brenda Hogg bhogg@richmondhill.ca Regional Councillor, Town of Richmond Hill
Ana Bassios abassios@richmondhill.ca Planning Commissioner, Town of Richmond Hill
Vito Spatafora vspatafora@richmondhill.ca Ward Councillor, Town of Richmond Hill
Joe DiPaola jdipaola@richmondhill.ca Ward Councillor, Town of Richmond Hill
Minister John Gerretsen, minister@mah.gov.on.ca Minister of Municipal Affairs, Province of Ontario
Gord Miller, gord.miller@eco.on.ca Environmental Commissioner, Province of Ontario
Andre Marin, amarin@ombudsman.on.ca Ombudsman, Province of Ontario
References:
Richmond Hill By-Law to Regulate Light Pollution http://www.rasc.ca/light/print/rich.htm
Greenbelt Act and Plan http://www.mah.gov.on.ca/userfiles/HTML/nts_1_16289_1.html
Oak Ridges Moraine Act and Plan http://www.mah.gov.on.ca/userfiles/HTML/nts_1_31_1.html
Technical Papers for the ORMCP http://www.mah.gov.on.ca/userfiles/HTML/nts_1_16401_1.html
ORC EA Screening Tool http://www.orc.on.ca/AssetFactory.aspx?did=382
Saturday, July 14, 2007
Cars a step backward in spiritual civilization
"I'm not sure about automobiles.... With all their speed forward they may be a step backward in civilization - that is, in spiritual civilization. It may be that they will not add to the beauty of the world, nor to the life of men's souls. I am not sure. But automobiles have come, and they bring a greater change in our life than most of us suspect. They are here, and almost all outward things are going to be different because of what they bring. They are going to alter war, and they are going to alter peace. I think men's minds are going to be changed in subtle ways because of automobiles; just how, though, I could hardly guess. But you can't have the immense outward changes that they will cause without some inward ones, and it may be that... the spiritual alteration will be bad for us. Perhaps, ten or twenty years from now, if we can see the inward change in men by that time, I shouldn't be able to defend the gasoline engine, but would have to agree...that automobiles 'had no business to be invented."From Booth Tarkington's The Magnificent Ambersons, 1918
Progress?
This blog exists to inspire change--to become more in harmony with nature in order to improve the quality of life for this and future generations.
"But the day soon came when the mountains began to leave them. It started with roads. Engineers in sola topis arrived with their sinister instruments and charted their designs on reams of paper. These were to be modern roads, they promised, roads that would hum with the swift passage of modern traffic. Roads, wide and heavy-duty, to replace scenic mountain paths too narrow for the broad vision of nation-builders and World Bank officials.
…Progress was slow at first, so slow that Mr. Kohlah and all the inhabitants of the hills harboured an irrational hope: the work would never be completed, their little haven would remain unscathed... But the road continued to inch upwards, swallowing everything in its path. The sides of their beautiful hills were becoming gashed and scarred...
Then the promised rewards began rolling up the road into the mountains. Lorries big as houses transported goods from the cities and fouled the air with their exhaust. Service stations and eating places sprouted along the routes to provide for the machines and their men. And developers began to build luxury hotels."
Rohinton Mistry, A Fine Balance (1995), selections from pp. 259-61
"But the day soon came when the mountains began to leave them. It started with roads. Engineers in sola topis arrived with their sinister instruments and charted their designs on reams of paper. These were to be modern roads, they promised, roads that would hum with the swift passage of modern traffic. Roads, wide and heavy-duty, to replace scenic mountain paths too narrow for the broad vision of nation-builders and World Bank officials.
…Progress was slow at first, so slow that Mr. Kohlah and all the inhabitants of the hills harboured an irrational hope: the work would never be completed, their little haven would remain unscathed... But the road continued to inch upwards, swallowing everything in its path. The sides of their beautiful hills were becoming gashed and scarred...
Then the promised rewards began rolling up the road into the mountains. Lorries big as houses transported goods from the cities and fouled the air with their exhaust. Service stations and eating places sprouted along the routes to provide for the machines and their men. And developers began to build luxury hotels."
Rohinton Mistry, A Fine Balance (1995), selections from pp. 259-61
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