Transit

Saturday September 17, 2022

Editorial Cartoon by Graeme MacKay, The Hamilton Spectator – Saturday September 17, 2022

Beyond LRT and How to pay for it and Transit

For the first election in years, “LRT is not the central issue,” said Karl Andrus of the Hamilton Transit Riders’ Union. “I’m elated to see conversations about transit moving beyond just ‘yes or no’ to LRT.”

August 22, 2012

That’s a big change from elections in 2014 and 2018 — both of which featured serious candidates campaigning to kill the 14-kilometre light-rail transit plan for the lower city in favour of building bus rapid transit.

The city’s transit union still wants to make an election issue out of LRT — particularly, over whether the city will operate the train instead of a private consortium like the one running the LRT in Kitchener-Waterloo, said vice-president Rob Doucette. “We want to hear specifically if (candidates) will commit to keep public transit in public hands.”

But unlike in past elections, no major mayoral candidate is openly campaigning against LRT — likely in part due to $3.4-billion in new federal and provincial funding for the project. Major construction is supposed to start by 2024.

That means candidates can “move beyond” the yes or no LRT question to explaining to voters how they would make the entire transit system better for residents, said Andrus.

He said that includes expanding bus service to underserved suburban communities like Binbrook, Waterdown and Stoney Creek — and finally moving ahead on a nearly 15-year-old “BLAST” rapid transit vision for the rest of the city.

May 12, 2012

The grassroots riders’ union argues all those improvements require an overhaul of Hamilton’s “bizarre” system of taxing different areas of the city more or less for transit. That debate over ending so-called “area rating” of transit could prove just as controversial as past LRT battles, Andrus conceded.

“In the mayor’s race, everyone has kind of run away from that issue,” he suggested.

“Area rating” of taxes sounds like a boring bureaucratic argument — but the question of how and who Hamilton taxes for bus service can really fire up political debate (and taxpayer ire).

A short summary of a two-decade argument: When Hamilton amalgamated suburban communities like Ancaster, Binbrook, Waterdown, Dundas and Stoney Creek in 2001, it created different tax rates for transit based on level of service and old geographical boundaries.

Meant as a temporary measure, the geography-based tax rates never disappeared — leaving Hamilton as the only large Ontario city where urban residents pay different rates for transit depending on where they live.

August 14, 2014

So in 2019, for example, the average old-city homeowner paid about $389 a year for transit compared to $184 for the urban parts of Ancaster, $201 for Glanbrook and $137 in Stoney Creek. Rural residents pay no taxes for transit.

Forcing all urban residents across Hamilton to pay the same transit tax rate should result in a tax cut for the old city and a hike of between two and four per cent in former amalgamated communities.

But Andrus suggests the city could skip the old-city tax cut, with extra money raised “plowed directly back into improving transit” in poorly served areas.

Otherwise, he argued the current system makes it difficult to expand transit to where it is needed — and unfair to old-city residents who shoulder the brunt of HSR budget increases.

It’s the kind of conundrum that has split council along urban-suburban lines in the past — with retiring Ancaster councillor Lloyd Ferguson, for example, at one point threatening to withdraw his support for LRT if council changed transit taxes in a way that hurt his ward residents.

Where do the Mayoral candidates stand? Keanin Loomis: Proposes phasing out area-rated transit taxes “over time,” in tandem with plans for expanded service;  Andrea Horwath: Says transit must expand to all suburban communities but says any changes to area-rated taxes must happen in tandem with improved service. Has not suggested a timeline for changes; Bob Bratina: Calls ending area-rated transit a “tax grab” but wants to experiment with alternative transit like on-demand service in suburbs. (The Hamilton Spectator) 

 

Thursday May 12, 2022

Editorial Cartoon by Graeme MacKay, The Hamilton Spectator – Thursday May 12, 2022

Use Highway 407 to ease GTA traffic woes

Premier Doug Ford raised some eyebrows last week when he talked about highways, and actually made a lot of sense.

December 11, 2018

That’s not what we’ve become accustomed to hearing from the premier in this area. He seems bound and determined to build new highways wherever he can, no matter the financial cost and environmental consequences.

But when it comes to Highway 407, the underused, mostly private toll route across the northern GTA, Ford hit the bullseye.

“I would never have sold it,” he said. “What did they sell it for, $3 billion? And it’s worth, what, $20 billion now? So I don’t believe in selling off toll roads.”

Two things on that. First, current estimates actually put the value of Highway 407 closer to $30 billion, making the sale back in 1999 look even more foolish. And second, it was a Progressive Conservative government, the one led by Mike Harris, that sold off the highway for what we can now see amounted to a handful of beans.

But never mind. Ford wasn’t part of that government and it’s a long time ago. The essential point is that even a PC premier can now see the folly of selling a valuable public asset for far below its long-term worth.

Wednesday May 19, 2021

Editorial Cartoon by Graeme MacKay, The Hamilton Spectator – Wednesday May 19, 2021

Liberal MP Bob Bratina sticks to his guns on LRT

Give Hamilton East-Stoney Creek Liberal MP Bob Bratina this much: When it comes to LRT, at least, he’s a politician of conviction. 

This week Bratina announced he will not seek re-election, because he disagrees with his government’s decision to invest $1.4 billion in light rail transit in Hamilton. 

“I just can’t defend it,” Bratina said in an interview with The Spec’s Matthew Van Dongen this week. “They are saying this is a good project for Hamilton but I know in my heart it is not … I don’t know how I could continue as a member of the governing party.”

In his own party, Bratina’s opinion is an outlier. Infrastructure Minister and Hamilton native Catherine McKenna, Prime Minister Justin Trudeau and Labour Minister Filomena Tassi, who also represents Hamilton-West-Ancaster-Dundas, all support the project. Tassi reportedly cheered during the announcement.

Hamilton’s other high-profile political voice, Ontario NDP leader Andrea Horwath, and her party, also support LRT. So do other local MPs and MPPs, although it’s not clear where Conservative MP David Sweet stands — he, too, is not running again.

July 22, 2011

No doubt the decision is hard to swallow for Bratina. He has long opposed light rail in this city, and tried to derail it repeatedly when he was on council and then in the mayor’s office. To rub salt in the wound, Bratina says he was not consulted about the agreement between the federal government and the provincial government, and that his concerns about “affordability” were totally ignored.

So be it. Bratina is at least consistent in his opposition, and he cannot be accused of hypocrisy on this file. No doubt the Liberals will find another strong candidate to compete in the riding, and the NDP has also been historically competitive there.

To digress with a bit of political gossip, there is a juicy rumour circulating that Bratina plans another run for mayor in the next municipal election coming in 2022. Bratina won’t rule that out, but says he is focusing on his job as MP for the remainder of his federal term. He referred to the rumour as “speculation.”

The plot, if he does run, looks like this. Anti-LRT Hamilton councillors successfully push for the matter to be deferred to a referendum question on the next ballot, and we could see incumbent Fred Eisenberger running on a pro-LRT ticket while Bratina runs on an anti-LRT platform as Eisenberger challenger Vito Sgro did last election. 

May 29, 2013

It’s good political drama, but unlikely to unfold that way. Bratina may well seek another term as mayor, and he could possibly win. But Ottawa and the provincial government have been clear that this $3.4-billion LRT investment is for LRT only, and they want an answer sooner rather than later so the thousands of jobs generated during construction could serve as a post-pandemic jobs recovery project. That doesn’t work if shovels aren’t in the ground until after the local election in the fall of 2022.

All the smart money says if the project is delayed that long the provincial and federal investment will be off the table. That would mean the end of LRT, and also that local taxpayers would be footing the bill for infrastructure investments (underground services and the like) along what would have been the route.

That won’t stop anti-LRT councillors and others from trying to stall or outright kill the project. Which raises an interesting question: Where is Progressive Conservative MPP Donna Skelly in all this? She has always been strongly anti-LRT, but her government now supports the project. The Spectator reached out to Skelly for comment on the matter, but she has yet to respond. Her response will be interesting. (Hamilton Spectator) 

 

Thursday April 16, 2020

Editorial Cartoon by Graeme MacKay, The Hamilton Spectator – Thursday April 16, 2020

LRT versus BRT showdown coming to Hamilton

Thanks to the provincially appointed transportation task force, it appears we’re heading into a final showdown over whether LRT or BRT is the best rapid transit system for Hamilton.

February 1, 2020

The task force, formed after the Doug Ford government killed the planned LRT project, says the province and its transportation agency Metrolinx should now consider both systems equally and analyze which best deserves the $1 billion in capital funding that was originally earmarked for light rail.

If neither are feasible, the task force suggests plowing the money into two-way, all-day GO rail service to Hamilton.

If nothing else, there’s a kind of poetic if rough justice in all this. 

There’s always been a strong sense among light rail opponents that the bus rapid transit option was previously given short shrift by both Metrolinx and city staff.

Certainly the city’s 2008 rapid transit feasibility study discussed both systems. But Metrolinx’s 2010 case-benefit analysis basically sidelined the BRT option by concluding LRT delivered the highest economic development bang for the buck.

The problem was that a lot of Hamiltonians felt — and still feel — that the pros and cons of both systems were never fairly compared and publicly debated.

That was supposed to happen after the 2014 municipal election. It didn’t. You may recall that back then Fred Eisenberger ran for mayor on a platform that included a promise to create a citizens’ panel to study all rapid transit options and make a recommendation to council.

Coronavirus cartoons

Instead, brief months after he was elected, Eisenberger hotfooted it to Queen’s Park for private meetings with then-premier Kathleen Wynne and transport minister Steven Del Duca, at which he successfully secured provincial dollars for LRT.

In May of 2015, Wynne came to town to announce the province was providing $1 billion in capital funding. Eisenberger’s proposed citizens’ panel was reduced to window dressing. BRT supporters were suddenly marooned.

It’s been anything but smooth sailing for LRT supporters since then, of course. But no matter how controversial the issue, no matter how many stops, starts and delays the project has experienced, LRT has been the only option on the table.

Until Ford came along, that is. 

During the 2018 provincial election, Ford threw things into a tizzy by offering to let Hamilton council spend the $1 billion on other transit and infrastructure projects. It’s often forgotten, but in the heat of that election New Democrat leader and Hamilton MPP Andrea Horwath said an NDP government would also give council the option to spend the money on other transit projects.

Neither the mayor nor council seriously pursued the offer after Ford was elected. A few months later, it was taken out of their hands. The province cancelled the project because of projected cost overruns and then created the task force.

So now BRT is back on the menu as a main course not just a rejected entree.

Briefly, the task force suggests the BRT option could follow both the B-Line corridor from McMaster to Eastgate and the north-south A-Line corridor from the waterfront to the airport. Recommendations include fully dedicated bus lanes and platform boarding.

For LRT, the task force suggests if there is insufficient funding for the Mac to Eastgate route, phasing should be explored, and the province should look to Ottawa and city council for extra funding.

It’s not clear, of course, how the COVID-19 pandemic will impact the recommendation that, regardless which system wins out, the contract should be awarded or construction begin within two years.

It’s also not clear if or how COVID-19 will impact the social patterns and policy assumptions that sustain rapid transit systems.

Frankly, it’s an open question whether urban intensification, highrise living and the growth of public transit will be as appealing in a post-COVID world leery of future virus lockdowns, compared to the lure of backyards and the self-isolation of cars. (Hamilton Spectator) 

 

Tuesday January 21, 2020

Editorial Cartoon by Graeme MacKay, The Hamilton Spectator – Tuesday January 21, 2020

GO Transit expansion turning out to be a bumpy ride

It is too early to say GO Transit’s planned expansion might be coming off the rails. But it’s not too early to worry about whether the timing and the scope of the expansion could be in doubt.

December 21, 2019

The GO Expansion plan is intended to transform what is essentially a commuter railway into an all-day, two-way transit network with service as frequent as every 15 minutes in core areas. When fully rolled out the expansion could boost ridership from current levels of about 70 million to 200 million by 2055. It also involves electrification of core parts of the transit network.

According to documents obtained by our sister paper, The Toronto Star, provincial transit agency Metrolinx and Infrastructure Ontario (the agency responsible for delivering major public infrastructure projects) are being compelled to reconsider how the procurement process for the expansion is working. Companies in charge of executing the expansion are raising concerns about how the province is contracting out the work, and the amount of risk private sector bidders are being asked to assume through the public-private partnership model being employed.

September 25, 2008

The leaked documents also warn that changing procurement procedures at this point could delay the final phase of the expansion which is supposed to be complete by 2025.

Obviously, this is a big deal for the GTA which is still the heartland of GO Transit, but the threat of delays should also concern more peripheral areas such as Hamilton, Niagara, Waterloo Region and Peterborough, all targets for commuters fleeing GTA prices and congestion.

What, if any, impact will the procurement concerns have on the scope and timing of the project? We don’t know, because GO and Infrastructure Ontario aren’t saying, but it is telling that Infrastructure Ontario would not confirm whether the final phase will be completed as planned and on time. (Continued: Hamilton Spectator)