Road tolls provide more than just a funding tool to build transit. Road pricing also reduces congestion. It creates incentives to carpool or take transit. Pricing is essential to allocating scarce road resources efficiently and affordably. Instead of being honest with people about the need for funding solutions, however, politicians at Queen's Park have poured cold water on Toronto's plan to pay for transit.
Campaign promises. Bah! There should be a rule preventing candidates from making them. Because they rarely, if ever, deliver
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.
On June 10, the Toronto City Council will vote on the future of the eastern section of the Gardiner Expressway. Many councillors are still undecided. If the council were to rely on evidence and facts, it would vote for the Hybrid option because it serves the welfare of millions more Torontonians than the Remove (8-lane Boulevard) option.
Canadian cities have enjoyed a steady population growth rate, which is significantly higher in suburban municipalities than that in central or urban municipalities. Smart fare integration across transit operators and jurisdictions will help grow transit ridership and improve accessibility and equity in metropolitan areas
While the City's traffic department sounds confident in its assertions, its recommended guidelines on lane widths are in stark contradiction to what we know from traffic engineering and safety studies. Narrower lane widths by default have higher accident rates. Even more disconcerting is the City's backgrounder on lane width guidelines, which states that traffic "throughput is independent of speed." Nothing could be more wrong about traffic flow than this statement.
The Yonge-University-Spadina (YUS) subway line carries 34 per cent fewer passengers during rush hour than its design capacity
Unlike the past, when professionals led transport planning in Toronto, transport planning today has become the exclusive purview of poorly informed politicians. To have any chance of addressing gridlock, transit planning has to start with professionals who actually understand real needs and alternative solutions before political choices are made.
Anyone who has been down to the Harbourfront recently knows that Queens Quay is under construction. The streetcar tracks are being replaced and Waterfront Toronto is building a new tree-lined promenade that will be spectacular once complete, but creates traffic chaos in the meantime. Although I expected the construction on Queens Quay, nothing prepared me for the trifecta of traffic interruptions that followed. Traffic was already heavy because it was the season home opener for the Argos. That would have been fine, if the rest of the transportation network had been working.
Some transit experts argue that commute times by high-speed rail transit are shorter. It is true for individual trips, but not for the entire communities. Commuters in transit-dependent communities, with ready access to subways, can take faster transit to their destinations, however shorter duration trips are enjoyed only by those whose trip lengths are shorter. With $29 billion in transport infrastructure spending already earmarked for Ontario, Steven Del Duca and Kathleen Wynne, will receive tons of unsolicited advice. They should, however, base their investment decisions on sound analysis rather than conjecture.