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It's not a job for one man or woman, it requires a team of expert leaders.
We'll supply the idea napkins.
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The first is coping with the inexorable trend towards urbanization. By 2036, over 60 per cent of the world's population will reside in cities. The burgeoning number of urban dwellers worldwide will put pressure on city governments in areas ranging from housing to services, infrastructure to transportation.
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Buyers' criteria may vary depending on their age and location. When it comes to the value of your home, however, certain neighbourhood features have very distinct influences -- positive and negative -- that you should be aware of.
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As a disabled person, navigating Toronto is stressful and dangerous -- not just because of potholes and construction-brutalized sidewalks, but because of transit. And people. Especially people operating or riding transit. This is largely due to the absence of inclusion of pedestrians in the Ministry of Transportation's Accessibility Permit Program, currently only issued for drivers/passengers of cars, which leaves the rest of us vulnerable to harassment and injury.
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They are small cities that create employment for thousands of people, from air traffic controllers and baggage handlers, to pilots and taxi drivers. Without connectivity, getting to and from flights becomes an issue, but getting to and from work can be an even bigger challenge.
Balancing on a self-propelled, two-wheeled mechanism is not everyone's cup of tea. Those who do it, though, agree that it's one of the most exciting experiences. Cycling is an activity that has significant social, economical and health benefits. And with all the new technologies available, it's only getting better.
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The more transit users in a province, the more the province gets.
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A Canadian tech startup has a dream of transporting people to different destinations at almost supersonic speeds and it seems like they are well on their way. Transpod claims their Mark 1 Pod will cu...
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The upcoming federal budget has the potential to be transformative and make lives better for rural Canada. Ottawa has committed to making significant investments in infrastructure, housing, and climate change prevention and to work with municipalities to improve quality of life for Canadians.
Even after mastering the basics of tax preparation and filing, a lot of filers will often find out new things about their tax returns that end up delivering a few more benefits along the way. I call these tax "aha!" moments.
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In the name of beautifying streets and the desire to create urban promenades, we often end up with poorly planned arterials that subject pedestrians and others to unnecessary safety risks. Look no further than the Front Street at Union Station in Toronto, where every morning a flood of commuters inundates the neighbouring streets.
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If you're planning on buying or renting a condo, here's an important lesson: purchase prices and rents will be higher the closer you are to major transit hubs such as subway stations. Sure, it's convenient to be located adjacent to a subway stop, but it'll cost you. How much? You'd be surprised.
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Transit agencies are able to operate at a loss during low-demand periods because they operate transit at a profit during peak periods. Regulators allow transit monopolies in exchange for the guaranteed service on low-ridership routes, which for-profit transport providers like UberHop are unlikely to consider.
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On the morning of Oct. 28, 2015, 12 pedestrians were struck by cars in the City of Toronto. While some would say it's the result of a wet, grey day, this statistic follows an average of six pedestrians being hit each day, a stunningly high number set to increase as density intensifies and our population ages.
Sadly, in my experience, purposely ignoring pregnant women while riding public transit has become the norm, not the exception. What has happened to humanity? The lack of focus on others, supported by the technological tools to "zone out" or feign ignorance wherever and whenever possible makes this willful blindness not only possible but probable as well.
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Cities and states around the world are engaged in hand-to-hand combat with mobile tech upstart Uber, a company that is rapidly disrupting the traditional taxi business everywhere. Viewed from an impartial distance, it is pretty clear that, whatever it is, Uber is providing a service traditionally provided by taxis. Complicating matters is that many cities have a chaotic and nonsensical approach to regulating public taxis. Before trying to make sense of where Uber fits into the chaos of its taxi ecosystem, cities such as Toronto would be smart to consider why it regulates the industry in the first place.
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In order to unlock the grand potential of Toronto's non-core markets to create affordable and vibrant communities and to ensure everyone is able to share in the economic and health benefits of walkable and livable neighborhoods, the city needs investment.
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If Toronto and Canada really want to compete in the new global economy we need to innovate; sticking our head in the sand or relying on outdated statutes doesn't cut it. If there are legitimate concerns about specific facets of these new business models, then legislators need to meet with the firms and address them. It's time to get on with it.
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American and Canadian transit opponents paint themselves as populist supporters of the common people, a tactic also used against carbon pricing. They fail to note that poor and middle class families will benefit most from public transit and other sustainable transportation options. To reduce pollution and address global warming, we must do everything we can, from conserving energy to shifting to cleaner energy sources. Improving transportation and transit infrastructure is one of the easiest ways to do so while providing more options for people to get around.
Changing the way we move through cities is a critical step in reducing carbon emissions. The most direct way to accomplish this is to provide urbanites with reliable alternatives to automobile travel. A two-car household that replaces one vehicle with alternative transportation can cut its annual emissions by 10 per cent.
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Like it or not, this referendum is the meal that is being served on the table.
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The results of the recent municipal election have produced a strong mandate for renewed investment in transit and transportation. In an era of fiscal constraint, how does the Ontario government get the biggest bang for its buck out of this fund? The answer is right under its nose: trust in the made-in-Ontario Alternative Financing and Procurement (AFP) model. The government uses the AFP model as a means to leverage capital and expertise from the private sector to design, build, finance, and maintain major infrastructure projects. In doing so, the model transfers the risk of project cost increases and scheduling delays on to the private sector.
High quality public transit costs money. Someone needs to pay for it. At the moment, riders are paying a large portion of those costs. The City shouldn't change that. Someone working on Bay Street and living in King West probably doesn't need a free ride. But maybe someone at Jane and Finch needs a break on fares. A surgical approach is preferable to a blunt instrument.
Public transit alone will not solve our congestion problems or improve the health of our cities. Here then is a selection of transit solutions NOT making headlines in Toronto's municipal elections.
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I live in the city of Toronto with three young children. I am a driver and I am a pedestrian. But I am a pedestrian first. Unfortunately, many of the drivers in this city do not share my love of pedestrianism. They do not, in fact, seem to care about the safety and well-being of my children at all. So I put together a few simple rules to help them avoid running over kids with their cars.
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There's growing recognition that prioritizing transit is crucial to moving a region forward. Transit-oriented cities have better air quality with lower greenhouse gas emissions and benefit from reduced traffic congestion with shorter commuting times. Evidence even shows people in cities with a range of transportation options, like Vancouver, are less sedentary, get more exercise and are happier and healthier as a result.
In railing against everything from bike lanes to transit spending, pundits and politicians often raise the spectre of a "war on cars." Of course, there is no war on cars -- but there should be. Combatting pollution and climate change, reduced dependency on private automobiles will lead to healthier people, fewer deaths and injuries and livable cities with happier citizens. And that's worth fighting for!
One innovative plan that has been considered for about a decade, but has never been funded, is a system commonly used in Europe called "headway operations." This means buses depart at regular intervals keeping the headway (time between buses) even and avoiding bunching, instead of trying vainly to stay on a fixed schedule in widely varying conditions. This is how most rapid transit systems including SkyTrain operate.
For such a real estate rich city, Vancouverites have some fairly backwards attitudes, witnessed most recently in the vehement and emotional outbursts opposing high-density developments along transit lines. But what's wrong with a 20-storey tower? We need to think bigger and higher because in 20 years, we'll be standing outside the station on Cambie and looking at little 4-storey buildings and asking why we didn't.
TransLink -- everyone's favourite whipping boy in the Lower Mainland -- is about to be put to the electoral test and it promises not to be pretty. The fate of TransLink's future funding will be decided in the midst of the introduction of the Compass card, and Lower Mainland residents know full well how that initiative has been going as of late. It doesn't bode well for the vote.
If TransLink is as broke as it claims to be, why are taxpayers so grossly overpaying its chief executive officer? Ian Jarvis received $394,730 in salary, incentives and taxable benefits in 2012, plus another $32,552 in taxpayer-funded petition contributions. On top of that, Jarvis took $11,418 in "other" benefits, including a "Wellness Allowance" that apparently only the CEO is eligible for. That's a total compensation package of $438,700. Jarvis made $140,000 more last year than the province's deputy transportation minister, Grant Main. He made $200,000 more than Premier Christy Clark. Clark wasn't alone; Jarvis out earned Prime Minister Stephen Harper by nearly $75,000.