Bus Rapid Transit

Metrolinx has taken immediate steps to address our congestion and environmental problems. Called “Quick Wins” an early win was the approval of $57.6 million to cover the capital costs of a Bus Rapid Transit (BRT) service along the Dundas Corridor (Highway #5) from Hamilton to Mississauga.

"This could be really good news, especially IF it is a Bus Rapid Transit (BRT) and not just a bt... bus transit. The BRTs have dedicated lanes so that they can actually be “rapid” and it would be a fantastic line, very well used. With the BRT people would go much faster than in a car and then there would be a real incentive to use it. People could link to it either through “feeder buses” or even walking or bicycling. When I was working for the City of Mississauga, it would have taken me 1:25 minutes each way using Oakville and Mississauga’s “transit systems” as opposed to 25 minutes by car; it would not make much sense to spend 2 additional hours per day of quality time on the bus, the equivalent of 15 working weeks per year!

People need the environmental incentives, but the minimum system has to be good enough to make sense."
-Gil Penalosa, Executive Director of Walk and Bike for Life

High Speed Rail from Windsor to Quebec City

"The possibility of introducing high-speed passenger rail service in the Quebec City-Windsor Corridor has been investigated extensively on different occasions during the last two decades. However, a number of fundamental conditions have changed since the completion of these studies, including the following:

- Strong economic growth resulting in increased development along the corridor

- Increased congestion on highways and railways and in airports in the vicinity of the Corridor

- Increased implementation, reliability, and service performance of high-speed rail technology

- Increased interest in environmentally sustainable transportation

Consequently, the governments of Canada, Quebec, and Ontario have announced their intention to update several elements of the previous studies that may have changed substantially since 1995..."

The Honourable Lawrence Cannon, P.C., M.P.

Metrolinx has tough road ahead

Toronto Star
Monday, April 14, 2008

Road Map to Recovery
Byline: Tess Kalinowski and Daniel Girard

Every day, Rob MacIsaac gets a unique perspective on the monumental task of weaning the Toronto region off its automobile addiction.

The Metrolinx chair's ninth-floor office at the foot of Bay Street overlooks an exit ramp of the Gardiner Expressway where a seemingly endless flow of traffic inches into the city long after the traditional morning rush has ended.

Fewer than 8 per cent of regional commuters outside Toronto and 23 per cent in the city use public transit, according to the 2006 Transportation Tomorrow survey of the Toronto area. Add that to a rapidly growing regional population and it is clear nothing less than a massive cultural shift can save us from choking on our own congestion.

Smog days are now the norm in summer. Last year was the second-worst on record, with 29, contributing to an alarming incidence of respiratory illness and childhood asthma. Obesity has become the scourge of our drive-through lifestyle. Economically, road congestion costs $2 billion a year in lost productivity in the Toronto region.

And, without swift action, it's only going to get worse.

Metrolinx is planning based on a projected growth of 2.5 million in the region, pushing the population to 8.6 million by 2031. Most of that growth will occur in the municipalities outside the city of Toronto.

The job of Metrolinx as the province's transportation planning agency for the region spanning Oshawa and York Region to Hamilton, is to help us clean up our act. Its blueprint for an integrated infrastructure, the roads and rails, buses and bicycles that could help effect that shift, is due out this spring.

"We need to change the culture in transportation," said MacIsaac. "The car is going to play a role for the foreseeable future, but we can introduce a lot of elements in combination with the car to have a much more effective system than we have today."

That's especially true in the regions outside the city, where the convenience of a car almost always trumps an incomplete and inconsistent public transit system.

But for MacIsaac and the regional politicians on the Metrolinx board, at least the timing for change seems right. An Ipsos-Reid survey of 1,000 residents of the GTA and Hamilton last fall found two-thirds believe the best way to improve the region's traffic situation is by increasing public transit, compared with one-third calling for more roads.

The public is also clamouring for action on global climate change. And, earlier this month, Statistics Canada figures showed that between 2001 and 2005, the number of people walking or using public transit to get to work in Toronto was up 7.2 per cent, with those cycling rising by one-third in the Census Metropolitan Area.

Meanwhile, all three levels of government have pledged big money for public transit. Queen's Park, through Metrolinx, is spending $11.5 billion for 52 regional projects to expand subway, streetcar, light rail and bus services by 2020. Some of that money will help expand the TTC's Spadina and Yonge subway lines into York Region and build a network of light rail stretching to the farthest corners of the city's suburbs. Ottawa, which is being asked to pony up $6 billion for the provincial plan, hasn't committed to the Metrolinx plans but has earmarked some cash for its own transportation priorities.

So where do we go next?

Today and for the next five days, the Toronto Star will look at key transportation challenges facing the region and how other cities have tackled them. Ideas include road tolls, HOV lanes, parking and financial incentives to get people to share rides, take transit, walk, cycle and work a compressed week. Planners are trying to create communities easily accessible by public transit and other modes but also destinations in themselves, attracting workers, residents, shoppers and recreation seekers.

The series also examines some customer-service ideas, the high-tech and common-sense enhancements that could transform public transit's image.

MacIsaac does more than talk about being a model commuter. He takes a GO train from Burlington to downtown daily and uses a car-sharing firm or the subway if he needs to get around during the day.

His task now is to come up with a road map that will persuade others to get on board.

The built environment of suburbia is extremely hostile to children's most basic needs

http://www.raisethehammer.org/index.asp?id=073
Child Friendly Cities
Despite airs of child-friendliness, the actual built environment of suburbia is extremely hostile to children's most basic needs.
By Ryan McGreal Apr. 14, 2005

Reviews
Our society makes a show of being child friendly, from playgrounds at fast food restaurants and furniture warehouses to the vast array of child-protection devices available to consumers. At the same time, our actual built environment is extremely hostile to children's most basic needs.
Richard Gilbert and Catherine O'Brien, writing for the Centre for Sustainable Transportation, have surveyed a huge body of research on how our built environment affects children, coming up with a list of 27 guidelines for creating safer, healthier communities.

According to Child- and Youth-Friendly Land-Use and Transport Planning Guidelines, children need fresh air, exercise, time to run and play, and a chance to move through neighbourhoods and interact with others. Instead, they are strapped into car seats and shuttled from destination to destination, missing exercise, breathing poisonous exhaust, and isolated from their communities. The low density development of "family friendly" subdivisions all but guarantees that parents must drive their children anywhere they need or want to go.

Children who do try to walk face automotive exhaust and the gauntlet of speeding cars if they want to get anywhere. The constant noise of traffic increases children's stress levels and the presence of cars forces children inside, where their opportunities to play and exercise are severely limited.

The results of sprawl development are clear: overweight children at higher lifetime risk of diabetes and heart disease, a significant increase in respiratory illness, even measurable effects on emotional development, concentration, and school performance.

These factors affect everyone's health, but children are especially susceptible, because their bodies are still developing and their lifestyle habits are still forming. Children also eat, drink, and breathe more by body weight than adults, increasing their rate of exposure to toxins.
Cars make low density development possible, and low density development requires cars. When buildings are spread out, distances between destinations are too far to walk and public transit systems can't operate efficiently. Further, the preponderance of cars on the road creates an unpleasant and unsafe environment for those people who do try to walk, further reinforcing car use.

Earth Hour 2008

photos: Woodbridge lantern walk









Hats off to Earth Hour



by Chris Winter Executive Director The Conservation Council of Ontario

It's fascinating reading all the griping and sniping about Earth Hour,mostly around whether or not it has any significant impact and why it didn'tchallenge us all to go deeper.

But hey, we just witnessed (and likely participated in) the biggestenvironmental event the world has ever seen. The initial estimates run up to100 million people worldwide. Yes, it was the eco equivalent of the world'slargest human wave, but by comparison the Live Earth concerts pegged only amere 1 million people as concert-goers. Both events were equally successfulin garnering media attention and raising public awareness around the globe,but Earth Hour just blew away all previous records for mass participation inan environmental event.

As one whose focus is on movement-based social marketing and eco campaigns,I truly have to say I am in awe of what Earth Hour accomplished.That said, let me offer my perception of the design weakness of Earth Hour:it is unconnected, save to the World Wildlife Fund.

To be effective, "simple action campaigns" must not only achieve widespreadparticipation, they must also support the development of deeper action,either through policy action or by building capacity.

Our Doors Closed <http://www.weconserve.ca/doorsclosed/> campaign wasdesigned to promote a simple action - close your door when running an airconditioner. It also supported three retail conservation programs that couldhelp stores and restaurants make an even deeper commitment to conservation.

And it provided municipalities, retail associations and community groupswith material they could incorporate into their own activities. Awareness,simple action, deeper commitment and capacity building all rolled into asingle positive social marketing campaign.We have far too many simplistic public awareness campaigns at a time whenpublic awareness has never been greater.

If Earth Hour is to happen again next year, and I for one think it should,there are a few fine-tuning tweaks that would make it an even bettercampaign:

1. 9:00 o'clock, not 8:00 when the sun is still setting.

2. On or around April 22nd to link Earth Hour with Earth Day.

3. emphasize the symbolic celebration of our commitment to the planet(as opposed to the actual one-hour savings)

4. link the symbolic commitment to deeper commitments. This applies topolicy inititiatives as well as to voluntary measures by businesses,municipalities, and individuals.

5. Make it shareware, in particular to encourage donations to localgroups involved in promoting or delivering climate change solutionsEarth Hour was the right event at the right time this year.

It clearly struck a chord with governments, businesses and people the world over. Butlisten to the voices of the critics. and just about everyone I've talked tohad something critical to say (we are hard to please aren't we).My advice is simple, and yet difficult to heed: Think like a movement.

Ontario Bike Plan

Cycle Ontario Alliance's Ontario Bike Plan is available to view on Toronto Bicycling Network's web site (one of the study's sponsors):

Short URL: http://tbn.ca/obpfull

Full URL: http://www.tbn.ca/forms/OntarioBikePlan-2008-web.pdf

The Ontario Bike Plan presents a series of strategies for both recreational and utilitarian cycling to encourage cycling participation in Ontario, specifically focusing on the implementation of the Ontario Bicycling Route. The strategies take into account existing cycling conditions in Ontario, derived from data and research in various Ontario communities and elsewhere, as well as consultation with various stakeholders including provincial ministries, Cycle Ontario Alliance (COA) members and the general public through the COA’s web site.

The vision for cycling in Ontario is to create a bicycle-friendly Ontario that encourages people of all ages to cycle for recreation, fitness and transportation enhancing the overall health and quality of life of Ontarians.

This study was completed for Cycle Ontario Alliance/Ontario en vélo, a member-supported, non-profit corporation dedicated to non-competitive, on-road cycling activities and was funded by the Ontario Ministry of Health Promotion, Mountain Equipment Co-op, Toronto Bicycling Network, North York Cycling Committee, Niagara Freewheelers and Sault Ste. Marie Velorution.

For further information about the Ontario Bike Plan or Cycle Ontario Alliance, please contact: info@Cycleontario.ca

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