Rapid Transit

[thistleclub]

Minister Del Duca's mandate letter has been released along with those of his cabinet colleagues. Key details:

As Minister of Transportation, you will continue to build better transit and transportation infrastructure across the province. You will support Moving Ontario Forward, our 10-year transit and transportation strategy, which will build better public transit in congested cities and better roads to connect towns and rural and remote communities. Your goal is to make transit and transportation investments that promote economic productivity, enhance quality of life and improve the natural environment — including reducing greenhouse gases.

Your ministry’s specific priorities include:

Building the Next Generation of Transit and Transportation Infrastructure
• Collaborating with partner ministers, municipalities, local governments, transit agencies, citizens and experts to build a seamless, provincewide transportation network.
• Working with the Minister of Finance, the President of the Treasury Board and partner ministers to support Moving Ontario Forward. This strategy will invest $29 billion in transit and transportation and other critical infrastructure through two new dedicated funds. The funds provide up to $15 billion toward transit projects in the Greater Toronto Hamilton Area (GTHA) — and nearly $14 billion toward projects elsewhere in Ontario.
• Bringing forward a proposal to implement high-occupancy toll lanes to supplement the dedicated funds allocated in Moving Ontario Forward.
• Building critical transit expansion projects currently underway in the GTHA, including the Eglinton Crosstown Light Rail Transit line and the Union-Pearson Express.
• Working to transform existing GO commuter rail into a Regional Express Rail rapid transit system over the next 10 years, with the support of Metrolinx and Infrastructure Ontario. The system will provide 15-minute, two-way electrified service and is the cornerstone of our government’s transit plan. Your goal is to manage congestion and move people throughout the GTHA.
• Working with Metrolinx to prioritize other rapid transit projects contained in The Big Move, the regional transit plan for the GTHA, for investment consideration under Moving Ontario Forward.
• Developing customer-focused solutions to integrate fare and service. Your goal is to create a seamless and transparent fare system across the GTHA.
• Leading the review of the Metrolinx Act, as set out in the act itself.
• Supporting other priority transportation initiatives outside the GTHA through dedicated funding under Moving Ontario Forward, such as local and regional transit, roads, and bridges and strategic highway improvements.
• Continuing to support transit initiatives outside the GTHA, through investments such as the existing provincial gas tax program, the Ottawa and Waterloo rapid transit projects and other programs that further mobility in communities across the province.
• Advancing environmental assessments for high-speed rail — building on the GTHA’s forthcoming Regional Express Rail network — which will link Toronto, Lester B. Pearson International Airport, and Waterloo Region and London, as well as London and Windsor.
• Engaging with other provinces and the federal government to support Ontario’s transit strategy.
• Investing $2.5 billion in highway rehabilitation and expansion projects across the province in 2014-15. I ask that you continue to make progress on Highway 407 East Phase One and the Rt. Hon. Herb Gray Parkway, and on key projects — including Highway 407 East Phase 2 and the widening of Highway 69 between Parry Sound and Sudbury.
• Proceeding with several planned projects such as a new four-lane alignment on Highway 7 between Kitchener and Guelph and extending Highway 427 from Highway 7 to Major Mackenzie Drive in York Region.
• Ensuring that provincially supported transportation infrastructure projects are clearly identified with appropriate signage.

Not surprisingly, RER15 is identified as being "the cornerstone of our government’s transit plan." It's disappointing, however, that the government's Big Move ambitions otherwise tend to be qualified or tentative. Hamilton, for example, is presumably one of the nameless "other rapid transit projects contained in The Big Move," which Minister Del Duca will be expected "to prioritize... for investment consideration."

[thistleclub]

Hamilton votes: Dundas residents anxious about LRT
(CBC Hamilton, Samantha Craggs, Oct 8 2014)

It was supposed to be a discussion with Hamilton's mayoral candidates about social justice issues, but in Dundas on Tuesday, the debate revealed a town anxious about light rail transit (LRT).

The audience at the event held by the Association of Dundas Churches posed many questions, from affordable housing to how to keep transit accessible for everyone.

But the main curiosity was LRT, which led to Brad Clark and Fred Eisenberger trading barbs. Eisenberger accused Clark of flip-flopping on the issue, while Clark charges that Eisenberger is trying to sit on the fence until after the election.

LRT is a complex issue for Ward 13 residents, said Marc Risdale, one of nine council candidates.

Some link it to the town’s forced amalgamation 14 years ago, when the perception is that residents were saddled with higher taxes to support the inner city, he said.

“That’s the history of amalgamation,” he said. “Ever since amalgamation, people’s taxes have gone crazy. I talked to a guy today who paid $8,000 for his house — now mind you, that was in 1957 — but his taxes are $5,000 a year. We pay a lot of taxes.”

Council candidate Pamela Mitchell summed up that sentiment during the meeting, when her chance to ask a question turned into a rant against LRT.

“I don’t want the taxpayers in Dundas paying for Hamilton’s stupidness,” she told the candidates.

“There really is no consensus on LRT in Dundas,” Risdale said. “It really is a 50-50 issue, I think. Half the people want it. Half the people don’t want it. The main concern is getting stuck with a gigantic bill.”

Read it in full here.

[thistleclub]

LRT dominates Hamilton election debate for Ward 5
(Stoney Creek News, Mike Pearson, Oct 9 2014)

Hamilton’s proposed $811-million light rail transit line was the hottest topic during a municipal election debate for Ward 5, with all candidates voicing concerns for the project.

Challengers David Brown, Larry Storm and George Rusich squared off with incumbent Chad Collins at the Cable 14 debate, which airs again on Oct. 15 at 4 p.m.

Collins, who has represented the Ward 5 area since 1995, sought clarity from his opponents on LRT after indicating he still has serious concerns for the project, despite supporting the Rapid Ready transportation report along with a majority of council.

After holding community meetings and consulting with business owners in the Queenston Road area, Collins said the current LRT design will not work for Ward 5. The 14-kilometre B-Line as it’s referred to, is proposed to run along Main and King streets between McMaster University and Eastgate Square.

“The first thing (business owners have) said to me is they’re not interested in LRT,” said Collins.

The councillor noted current LRT designs would prohibit left turns in and out of some businesses.

“I’ve raised those design concerns at council and I’ve said ‘If you cannot resolve those issues, LRT will not work in Ward 5,’” he said.

Instead of LRT, Collins prefers an enhanced GO Station on Centennial Parkway.

Brown, a land use planner, hopes the city will enhance bus service, boosting ridership in the suburban areas, before jumping on the LRT bandwagon.

“I think that LRT will be something that’s necessary and valuable for our city, long term. I do think we need to lay the ground work and work with the province to figure out an appropriate ground work and timeline to implement that. I don’t think it’s today. We can’t afford it today,” Brown said.

Read it in full here.

[HillStreetBlues]

In Waterloo Region, one of the latest opponents to the Ion (it's a done deal with shovels in the ground, but that doesn't stop some people from continuing to try to derail it) was the owner of a fencing company that would lose left-turn access as a result of the LRT. He and others actually tried unsuccessfully to challenge the project in court, and he is now running for Regional Council.

I am shocked that some people would be short-sighted enough to oppose the thing based on a left-turn restriction, but I guess it happens.

[Beedok]

I think if LRT were extended to downtown Dundas they'd feel less like they were paying for a Hamilton thing.

[oldcoote]

Love how all these politicians who supported it previously are now on the fence. Must be silly season. Fools.

[HillStreetBlues]

Originally Posted by Beedok

I think if LRT were extended to downtown Dundas they'd feel less like they were paying for a Hamilton thing.

Maybe. But then everyone else would be paying for some real stupidity.

[MalcolmTucker]

I can't believe how small ball this is - complaining about the operating costs as unaffordable? Ridiculous.

[flar]

Originally Posted by HillStreetBlues

Maybe. But then everyone else would be paying for some real stupidity.

The real stupidity is not extending it to Dundas.

[mattgrande]

Agreed with flar, I'd love to see it extended down there. There a bit near Osler where the density doesn't support it, but it's worth building through that dead zone to connect the two downtowns.

[HillStreetBlues]

That bit is actually the majority of the added distance. You would be talking about two additional stops, I guess, University Plaza and downtown Dundas. I guess that University Plaza would serve a fair few students going grocery shopping, but the density in the area rapidly decreases west of Cootes, and there isn’t much again until downtown Dundas- the area around University Plaza could not be called dense.

Was Dundas ever seriously considered? I’ve heard people mention it, but never thought it was part of planning in any significant way.

[thistleclub]

Originally Posted by HillStreetBlues

Was Dundas ever seriously considered? I’ve heard people mention it, but never thought it was part of planning in any significant way.

From Steer Davies Gleave's Hamilton King-Main Rapid Transit Benefits Case (Feb 2010):

The Hamilton B-Line Rapid Transit initiative is one of the projects contemplated in MoveOntario 2020 and was identified as a Top 15 priority project in The Big Move. The project involves the provision of a higher order rapid transit service along the existing B-line corridor which currently runs from a western terminus at University Plaza, a privately owned retail mall west of McMaster University, eastward via the King Street / Main Street corridor to an eastern terminus at the Eastgate Square shopping mall.

[bigguy1231]

Originally Posted by oldcoote

Love how all these politicians who supported it previously are now on the fence. Must be silly season. Fools.

Most of them supported studying the idea, they didn't necessarily support proceeding with it. I have been saying all along that supporting it in principle and actually voting to proceed with it are two totally different things. I wouldn't count on getting majority support from council.

[thistleclub]

Meanwhile, in a municipal election with two former Liberal MPs as mayoral frontrunners...

Province will pay for Mississauga LRT: Crombie
(Toronto Sun, Shawn Jeffords, Sept 9 2014)

Mississauga mayoral candidate Bonnie Crombie says the province told her it will pay for a $1.6-billion light-rail transit line.

In rolling out her campaign platform Tuesday, Crombie pledged to build the Hurontario LRT by 2020 and offered assurances that the provincial government will put up the cash for the project.

“I’ve been assured as a result of the new revenue tools we will not have to put up the funding ourselves,” said Crombie, who unveiled her platform at Mississauga’s Living Arts Centre. “Mississauga will be included in the next wave of funding of the next Big Move (wave) at Metrolinx.”

The province estimates it will take five to eight years to build the Hurontario LRT if work starts in 2015, she said.

Crombie insisted the LRT will “form the spine” of a regionally integrated transit network in the city and must be completed by 2020 — if not sooner.

But she stressed that Mississauga property taxpayers can’t afford a special levy to pay for the project.

“We’re ready to go ... Now we need action. We need our fair share and we need to get it built,” she added.

Patrick Searle, spokesman for Transportation Minister Steven Del Duca, would not say if the province had committed to pay the entire cost of the Hurontario LRT.

“The province will work with Metrolinx and municipalities on how best to prioritize transit investments through the use of rigorous business-case analyses,” he said in an e-mail.

Crombie, meanwhile, also promised in her 64-page platform that she will hold property tax increases to the rate of inflation. She also acknowledged that the city must find operational efficiencies and she did not rule out service cuts.

Steve Mahoney, the other main contender in the race to replace outgoing Hazel McCallion, said Crombie’s claims to have had talks with the province about LRT funding are simply an attempt to take credit for the work of the current mayor and council. City staff have told him $200 million will be required from the municipal coffers to fund work on surface areas and the stations, he said.

“Thinking pie in the sky that the province is just going to cut a blank cheque is not the case,” he insisted.

[SteelTown]

Yet, we have a candidate that voted for LRT, wants BRT but now doesn't want dedicated bus lanes but just more buses along the B-Line.

Hello people, we're going to pay for public transit (via province) either we like it or not.

I really don't understand why people are debating LRT/BRT/more buses. The real issue here is the province new revenue tools for public transit, yet no one is talking about it. Are we going to send the transit cheque back to Queen's Park each time?

[thistleclub]

Originally Posted by SteelTown

I really don't understand why people are debating LRT/BRT/more buses. The real issue here is the province new revenue tools for public transit, yet no one is talking about it. Are we going to send the transit cheque back to Queen's Park each time?

Agreed. It's not a matter of accepting or refusing LRT funding, as some have suggested. It's a matter of accepting or refusing public transit funding. The province is in the position to determine what capital investments/enhancements are warranted based on its "rigorous business-case analyses." The City has assembled and submitted what it feels is its strongest case for LRT in Hamilton, Rapid Ready. The MTO is "still in the process of going through the analysis." Debating LRT/BRT/more buses as if council had a defining say in the matter (beyond the preference articulated in Rapid Ready) is misleading and does not improve the public conversation around needed transit infrastructure. The provincial government will decide how it will generate transit funding and where/when/how it will allocate those funds.

This was essentially made clear about a year and a half ago. Hamilton Spectator, May 2 2013:

...city councillors say they’re not willing to accept any extra fees. Instead, they want the province to pay the full cost of Hamilton’s east-west LRT line — estimated to cost about $800 million — without facing any extra fees.

“It really is creating a tax,” said Councillor Sam Merulla. “How in God’s name would I ever support that?”

But Councillor Brian McHattie, the lone opposing vote in Wednesday’s decision, says that’s a dangerous move. He argues there are other municipalities vying for transit dollars that will be more than willing to “play ball” with the province when it comes to additional fees. He also says it makes him question whether his council colleagues are truly on board with LRT.

“I think what we’ve seen from council is that support for LRT is about a centimetre deep,” McHattie said. “While they support the reports, the concept of LRT, when it comes to taxpayers funding the programs with new dollars, there’s no support.”

Metrolinx is asking municipalities to comment on their proposed revenue tools in advance of its May 27 board meeting. Hamilton city staff recommended accepting all but four of the proposed fee avenues: local transit fare increases, property tax hikes, development charges and parking space levies.

Councillors say because the province paid 100 per cent of the capital costs for the first wave of its so-called Big Move projects, it should do the same for Hamilton. Council has always maintained that the province should pay the entire capital cost of the B-line LRT.

City manager Chris Murray says he’s received no indication from Metrolinx that Hamilton will be penalized for rejecting the proposed funding tools, as McHattie suggests.

“I appreciate his fears. But at the end of the day, Metrolinx was seeking input. And I believe that the committee has provided that funding.”

Still, Murray also pointed out that Hamilton council has little control over what, if any, fees the province ultimately decides to impose to pay for transit upgrades.

“The simple answer is, we’re in their hands. They can do what they want.”

[thistleclub]

Clark shifts gears in LRT debate, reveals his BRT vision
(Hamilton Spectator, Andrew Dreschel, Oct 15 2014)

[HillStreetBlues]

It’s true that we could learn a lot from Viva, it’s a great system. But it has little to do with the way transit in the lower city works. One of the main things that Viva does is to get suburban commuters to TTC and Go Stations. It would be a great model for us to use on the mountain, with routes along the Linc and RHVP, and from the suburban communities to Go facilities. That kind of express bus/BRT doesn’t make nearly as much sense in a built-up urban area.

[markbarbera]

As a regular transit user, I tend to relate more to the stance that Brad Clark is presenting here. It is no secret that I have said here for quite some time that it makes no sense to try to introduce LRT when so much of the transit system meant to feed it is providing embarassingly substandard service.

For me, I would support the idea of enhanced express bus service city-wide if it was paired with a dedicated BRT route that follows the current B-Line. However, if a dedicated BRT route is to be successfully, the dedicated bus only lanes need to be altered drastically.

The solution to make a BRT bus-only lane compatible with existing automobile traffic is to remove the bus lane from the northernmost lane on King, and replace it with a contra-flow eastbound bus-only lane along the south side of King, ideally divided from the westbound lanes by a median. This would achieve a dedicated bus lane that eliminates the potential of it being used by unauthorized single occupant vehicles. It also would allow for safer left and right turns for westbound automobile traffic. Parking could be returned to the entire length of the north curb lane, and, during non-peak travel periods, parking could also be allowed in the south lane of westbound traffic. Passengers can board the buses from the sidewalk on the south side of King and the bus traffic can be regulated by priority traffic signals. Main street would be configured in a similar style, with its northernmost lane reserved as a contra-flow bus only lane for westbound BRT.

If we adopted this model, we could use the Metrolinx cash earmarked for higher order rapid transit in Hamilton to provide dedicated BRT along the B-Line as well as express bus service for the remaining four lines of the envisioned BLAST express routes in place in short order, with enough money left over to enhance service offered by regular transit routes to boot. This would provide immediate improvement to the transit experience in Hamilton and set the framework to move to LRT when the city is better positioned to do so by strengthening and enhancing the transit network required to make LRT successful.

[thistleclub]

In Steeltown, a familiar refrain on light rail transit
(NOW, Paul Weinberg, Oct 20 2014)

It is a rite of passage for newcomers to Hamilton to head to hip James Street North, the heart of the art district.

The downtown is rather depressed but there is an exciting arts scene on James North – it always comes up in discussion of a changing Hamilton with its galleries, clubs, independent restaurants; the popular well-attended monthly art crawl and the fall “Supercrawl” music festival, which attracts 100,000 attendees.

The city of half a million is far more than that. Greater Hamilton is also blessed by accessible Greenbelt surroundings like the Niagara Escarpment and the Cootes Paradise waterfront sanctuary.

I moved with my wife to the rust belt city in May 2013 after living in Toronto almost all my life, following other younger Torontonians moving here as well because of the cheaper housing. The local realtors’ association cannot say how many former Torontonians are buying up the reasonably priced building stock.

The Transportation Tomorrow Survey offers a clue. It reports that more than a third of working Hamiltonians are commuting daily outside this city by car or GO Transit, with about 82 per cent of them headed directly for the GTA.

The migration to Steeltown has picked up to the point that locals complain of recent arrivals infecting the political culture of working-class Steeltown. The current municipal elections have provided flashpoint for that debate over an issue familiar to Torontonians – the car versus light rail transit (LRT).

Brian McHattie, a planner and local councilor since 2004 who is originally from Etobicoke, is running on a progressive platform and has the support of urban activists who want to see more streets like James North in Hamilton. His slogan: A New Mayor For A New Hamilton. To that end he’s released a four-part plan for improving neighbourhoods that he’s dubbed, wait for it, Transit City.

And yes, like the plan of the same name pushed by former lefty Toronto mayor David Miller, LRT. The $1 billion line proposed would run from McMaster University to Eastgate Mall across the lower part of the city below the forest-laden Niagara Escarpment to Lake Ontario. The plan also includes more space for walking and cycling on city streets.

For local activists who have long been fighting uphill battles for two-way, pedestrian-friendly “complete streets” here, McHattie is a bit of a godsend. They see his LRT plan as an opportunity to transform whole swaths of an economically stagnant lower city into neighbourhoods that will attract smart development.

But there’s a major roadblock: the suburban residents on Hamilton Mountain above the Escarpment who find these lower city roads handy for zipping in, out or around Hamilton in their vehicles. That sentiment is often expressed by their political representatives on council who oppose the LRT even with the province potentially willing to pay for it.

Hamilton is an industrial town with its own culture,” says veteran activist Don McLean, co-ordinator of municipal watchdog group, Citizens at City Hall. But that's changing. “A lot of people moving into the lower city want walkable neighbourhoods.”

Kim Arnott, the co-author of the Hamilton Book of Everything, argues that “some Toronto transplants” to Hamilton are pushing “ideological, anti-car,” solutions like light rail on reluctant locals for “problems that may or may really exist.”

She says the advocates, including architects, comprise “the same 20 people” whose names and quotes pop in the Hamilton Spectator, the local daily newspaper, which recently published a series of pro-LRT op ed pieces.

Apparently, Toronto is not the only city where an urban/suburban divide is messing with transit plans.

Read it in full here.