The Mayor of Transit City

Yesterday, David Miller announced that he would not seek a third term as Mayor of Toronto so that he can devote his attention to his family rather than to political battles.  In his announcement speech, the Mayor spoke of his many accomplishments including those which improve public transit.  Indeed, in today’s Globe, when asked to name one of his greatest accomplishments, Miller replied:

One of the things I passionately believe, and one of the reasons I ran for elected office to begin with, was about public transit.

Indeed, improving public transit to make Toronto a “World Class City” was part of Miller’s first, unsuccessful, bid for a Council seat in 1991.  The next election, in 1994, brought Miller to the old Metro Council.

(There are many articles in all media about Miller’s decision, and I leave it to readers to track them down.  A news compendium is available the spacing.ca website as of September 28.)

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Landmarks Vanish! Tourists Mystified!! (Update 2)

Updated September 22 at 9:50 pm:  According to this evening’s Global news, the TTC will pull the offending maps tonight from all stations.  Now may be your last chance to photograph your favourite blunder.  Mind you, considering how fast the TTC is at taking down out-of-date notices, I suspect the “bad” maps will be around for awhile.

It will also be intriguing to see if, when the new maps are installed, they actually do update all of them in every station.  I found four of elderly vintage without looking very hard yesterday.

Meanwhile, the Star managed to publish an annotated version of the St. Andrew map which shows City Hall where Osgoode Hall actually is, and the CN Tower at the corner of John and Front, north of the rail corridor.  I suppose a paper with its offices in the 905 can’t be expected to know much about downtown Toronto any more.

Finally, I strongly urge that the TTC circulate the new maps for comment to ward Councillors’ offices who might actually know where things are in their respective neighbourhoods.  Even better, as some have suggested in the comments here, put them online so that the vastly better-informed transit amateurs can help out with the project.

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The Discovery of a Transit Agenda

The Toronto Board of Trade recently issued a press release calling for a permanent national transit funding strategy.  Included in the release is a list of Ottawa’s spending promises in the GTA, although notable by its absence is comparable information for Provincial or Municipal shares in these projects.

As regular readers here will know, I have my doubts about the viability of a national funding scheme specifically because of this unpredictability and the inevitable three-way fights that arise over funding and eligibility.  If Ottawa is to be part of transit funding, I agree that this needs to be on a permanent basis and with a formula that transit agencies can rely upon to plan their long-range budgets.  Project-based funding is at the whim of day-to-day policy and politics.

Later this month, the Board of Trade has a session about Vancouver’s Transit Revolution and the wonders that innovative financing can bring.  For a more jaundiced view of the Vancouver situation, visit Stephen Rees’ blog.

Meanwhile, the Canadian Urban Institute will present Designing Transit Cities on November 19-20, 2009.  This will include a free public session in City Council Chamber on the evening of November 19, and a number of paid-entry sessions on November 20.

This program is co-sponsored by the City of Toronto, the Toronto Society of Architects, the Cities Centre at UofT, the TTC and Metrolinx.

Oddly, these “Canadian” organizations have assembled guest speakers all from the United States.  What does this say about their perception of Canadian planning?

There is supposed to be a separate website at www.transitcities.org, but it leads right back to the main CUI page with no additional info.

With two major organizations publicising the importance of transit to urban areas, I can’t help wondering how their programs, not to mention those of would-be mayoral candidates, would differ from and improve on transit plans already in place.

Ask Not …

This morning, I was waiting for a steetcar on Queen Street after brunch at one of my favourite hangouts, Bonjour Brioche.  On the carstop sign, I noticed a sticker had been added saying “My Toronto Does Nothing For Me”.

This seems to be a prevailing sentiment among people who have lots to complain about, usually in relation to their perceived right to have the City and its agencies (and everyone else’s taxes) give them ideal services with nothing in return.

To those who would have the CUPE strike ended yesterday with whatever Draconian consequences (usually something slow and painful) for the public workers, I have little sympathy.  Everyone focuses on the garbage collectors, but they are a small part of the total civic workforce.  Many other services come from dedicated staff who perform a myriad of duties for us, the broader public.

I say this as someone recently retired from a public career as an IT Manager at the Toronto District School Board.  Most of my staff were CUPE members, and they were dedicated to keeping our systems running as well as possible for hundreds of thousands of students, teachers and staff.  Whenever we attempted to hire from outside, job applications were overwhelmingly of less than stellar quality even though the IT market is supposedly depressed.  This says something about the competitiveness of our wage levels.

Following the 1998 shotgun weddings of the cities and school boards in Toronto, both the City and Board staff went through immense upheaval as services were consolidated.  Board IT staffing was cut by over half even though the number of students and schools remained the same, and the demand for networked services grew immensely.

Early retirement buyouts took the cream of the organization, the people who actually knew how it worked and how to get things done, in every department, out of the shop.  We saved the taxpayers millions, but only on paper, and lost years of knowledge.  Informal relationships between departments that greased the wheels in every part of the Board vanished only to be replaced by the sort of cumbersome bureaucracy so-often complained of in large agencies.

A few rotten apples were, with some effort, removed, but they were exceptions among skilled, hard-working staff.  Such people will be found in any organization.  Meanwhile, senior management ranks filled with many whose ambitions overreached their abilities.  Try getting rid of people like that without a handsome payout, assuming the organization even recognizes it has a problem.

When I look at the current civic workers’ strike in Toronto, I am disappointed that it happened, and that it’s not yet over.  I am not going to debate the merits of each side’s position here because that would turn a transit blog into a repository for anti-union, anti-public service and, yes, anti-Miller bilge that has quite enough play elsewhere.  In brief, I think the City’s position is reasonable, and those playing politics would do well to consider how they might handle the situation otherwise.

Toronto does a lot for me personally by permitting a rich varied lifestyle and a broad menu of diversions.  In return, I work to advance public services, especially those provided by the transit system, even when my advocacy runs headlong into pig-headed politicians and professional staff.  Many other advocates, some well-known, some only members of a small neighbourhood association, make their marks on Toronto.  A small army of civic staff through many agencies deliver the services we all work so hard to attain.

The strike needs to end, and soon, so that we can all concentrate on the betterment of the city.  Part of that betterment is the spirit of involvement in civic affairs at the political and community level that is the real strength of Toronto.  Many citizens care about their city, about their Toronto.  That inclusive, plural voice is the heart of “my” city, a city where people ask what they can do to make it a better place everywhere from the posh waterfront to the poor suburbs.

Second Exits, Second Entrances

In response to modern fire safety codes, the TTC has an ongoing program to add secondary exits at many subway stations.  Note that these must be completely separate paths out of the station.  Two stairways leading to a common mezzanine count as one exit because a fire in the common area could block access to the surface from platform level.

As an example, the new exits at Broadview take a path up to the bus and streetcar loop that is not connected to the original path up to the main entrance.

Planning for most of the new exits had assumed that they would be “exit only” facilities as this makes them cheaper to build.  However, access to stations is improved if these exits can also be entrances.  To that end, changes are proposed for five stations.

  • College Station’s original proposed second exit was at Granby Street, one south of Carlton, east of Yonge.  The primary entrance for the station is constrained by existing buildings and cannot be made accessible with elevators.  Therefore, the second exit will be converted to a full entrance including elevators.  An alternative scheme involving connection to College Park is also under study.
  • Museum Station’s original proposal would have surfaced in Queen’s Park, but there is now a proposal for a connection to a new UofT Faculty of Law campus on the northwest corner of Queen’s Park.
  • Dundas Station will have an automatic entrance connection to the new Ryerson University development.
  • Dundas West Station has a rather odd history.  There has been a design for a full connection to GO Transit at this location for years, but for some reason, the TTC had scaled this back to an exit only arrangement.  Given the service GO (and the Air Rail Link) will run in this corridor, it deserves a proper subway connection.  The project is now in Metrolinx’ hands.
  • Wellesley Station will get a new entrance at Dundonald Street (one north of Wellesley).  The population density here is high enough to support two entrances, and this configuration will avoid passengers having to walk through a laneway to reach Wellesley’s main entrance from Dundonald Street and areas to the north.

Frankly, I can’t see why the TTC wouldn’t design second entrances (not just exits) right from the outset, and I hope that this will be the standard from now on.

When Is A Park Not A Park?

Those of you who know Broadview Station will remember the years of construction we who live nearby suffered through as the station gained new streetcar platforms, elevators, an enlarged lobby, a lot of fixes to leaky ceilings, and now roof repairs.  Through much of this the triangle of land between the streetcar loop and sidewalk was transformed from a park to a construction staging area and then, miraculously, our park came back, somewhat gentrified, last year.

That property had been held by the TTC for years in anticipation of, yes, redevelopment, although everyone nearby thought it was a park.  It wasn’t.

Until now.  This week, the TTC will officially declare the land surplus to its needs, and set in motion a transfer to the City Parks Department.  I’m not sure that there will be dancing in the streets, but at last our park is safe from being turned into a rather oddly shaped condo.

The Shape of the Suburbs

John Sewell’s new book The Shape of the Suburbs: Understanding Toronto’s Sprawl provides the jumping off point for a panel discussion on how the suburbs developed as they did and where we might go from here.

Where:  The Gladstone Hotel (Queen & Gladstone, accessed via 501 Queen and 29 Dufferin or whatever your favourite form of transport might be).

When:  Tuesday, April 21.  Doors open at 7, panel discussion begins at 7:30.

Cost:  $5, or free if you buy the book.

Who:  John Sewell (moderator), Mayor Rob Burton (Oakville), Deputy Mayor Jack Heath (Markham), Mayor Steve Parrish (Ajax), Kim Storey (architect, urban designer, partner in Brown & Storey Architects)

This event is part of Pages Books’ This Is Not A Reading Series.

Stellar Stupidity From Astral Media

Torontoist reports today on an ad campaign for Virgin Radio that may seem innocent to some, but is to others, me included, in extremely poor taste.

The ad exhorts passersby to “Give Your Radio a Reason to Live”, and features a portable radio perched on the edge of a subway platform, unplugged, obviously ready to end it all.  Cute, but not when you contemplate the issue of suicide and its role not just on the subway but life in Toronto in general.

Jonathan Goldsbie’s article delves into the background of transit shelter advertising and how this ad came to be shot, apparently without the TTC realizing what was happening, in the first place.

The ads will be removed, but meanwhile Astral Media (who also happens to own Virgin Radio) needs a few lessons about intelligent and sensitive use of public space.

[A note to all who might comment here:  For reasons that should be obvious, I will only entertain discussions about advertising and the control of images in public spaces.]

Praxis II Showcase 2009 at U of T

When:  Wednesday, April 15 from 9:00 am to 7:00 pm

Where:  Bahen Centre Lobby, 40 St. George Street

What:  First year engineering students spent half a term identifying and researching issues of usability, accessibility, and sustainability within the TTC system.  This led to 80 “Requests for Proposals (RFPs)” of which the top six were selected as design challenges to be solved during the second half of the course.

Topics:

  • Improving Passenger Safety Near TTC’s Exposed Subway Tracks
  • Solving the Heat Loss Problem
  • Improving Wayfinding Signage on the TTC
  • Service Delays Caused by the inefficiency of Passenger Dynamics Into and Out Of Subway Cars
  • Revising TTC Bus Interiors to Maximise Space and Boost Passenger Satisfaction
  • Improving the Emergency Response System on the TTC Subways to Decrease Delay Time and Increase Safety

For more information, please see the full invitation.