In the 2018 Provincial election Ford promised to make sure transit (mostly subways) gets built faster and more efficiently by giving the Provincial Government responsibility over funding of new subway projects and the maintenance of subway lines. The Province has a much bigger budget and much more capacity than Toronto, so why not accept the deal? Sounds like a win-win, right? Well Doug isn’t giving you the whole story. There are a lot of reasons to doubt this plan.One is that the commitment to pay for subways contradicts Ford’s 2018 election promise to make deep spending cuts to the Provincial budget. Their solution is to finance this expensive infrastructure by selling or giving away the “air rights” - our public assets - along the subway line to developers. Ford claims City Council delays important transit decisions, but the reality is that he’s also responsible for delays in building transit. As City Councillors, Doug and Rob Ford delayed building Toronto’s entire LRT network in 2011. That is why our Finch W. LRT has yet to be completed. Based on his record, do we really believe he’ll build transit faster?He also claims that the Province is more effective and less wasteful than the City, however the Ontario government bears a lot of the blame for our TTC problems. Many subway tunnels have been filled in due to past provincial governments, they have failed to properly fund the TTC and, most recently, they have been in charge of implementing the very problematic Presto Program. Ontario forced Toronto and other municipalities to adopt the Presto card despite the its enormous - the cost to roll it out was the same as the new 11 km Finch LRT system. It is over-budget, the fares have not been fairly integrated and riders cite glitches using their Presto card. How can we trust the Ontario government to take over our subway when they created many of its problems?Ford proposes to fund $160 million per year, but TTC needs $16.2 billion over next 15 years - falls $14 billion short of what Toronto needs to maintain the existing subway system. So is he really serious about funding our transit? If he is, the numbers don’t add up.Based on Ford’s track record at city council, the plan’s major flaws and Ontario’s role in the TTC, the upload doesn’t look promising. So what can us transit riders in Downsview do to make sure that this plan gets shelved? Fortunately there are strong opponents of Ford’s plan who are raising awareness and pushing back. TTCriders, community organizations and labour groups held a massive day of action on Feb 22nd at 35 subway stations to tell riders about Ford’s plan to take over the subway. Public pressure works. You are a powerful force and there are many ways to help and make your voice heard. Tell Ford not to steal our subway.Check out the website for ways to take action and for a list of MPPs, templates, and online petitions: http://www.ttcriders.ca/oursubway/TTCriders is a grass-roots advocacy group that fights for transit riders to make fares more affordable, expand service and make sure that the TTC is not privatized.
On the 36: the split Finch West bus
Residents of University Heights and Bathurst Manor are intimately familiar with the 36 Finch West bus and have taken notice of the recent changes made to the route. On weekdays between 6am and 10pm, the 36A carries eastbound passengers to Finch West station where they must transfer to another 36 bus to continue towards Finch Station. Likewise, those travelling west from Finch Station on the 36 must transfer to the 36A at Finch West Station.The odd quirk has drawn frustration from residents who view the transfer as an awkward and unnecessary part of their daily commute. Residents, like Britney, who travel eastward towards Finch Station for work in University Heights do not understand why the change was made.Britney explained, “Finch West is a busy area with lots of offices and industry. I think the change doesn’t reflect how people actually use the [Finch West] bus” pointing out that many of her co-workers travel to work from areas served by the 36A which no longer continues towards Finch Station. Her coworkers must transfer at Finch West Station adding additional time and stress to their commutes.After contacting the TTC’s customer service line, the split of the Finch West route was attributed to its high passenger traffic. In 2017, the 36 Finch West was the TTC’s third busiest bus route and its fifth busiest surface route overall averaging 43 100 weekday trips. As explained, the split is the TTC’s effort to optimize traffic flow by increasing the service frequency of buses along certain parts of the route.However, this has still left residents wondering why it has only been the 36 and not the TTC’s busier surface routes that has undergone such a change. The two bus routes that have greater usage, the 32 Eglinton West and 52 Lawrence West, offer commuters routes without a midway transfer during the same weekday hours while travelling equivalent or greater distances. Resident Troy Budhu speculated, “you can’t help but think this wouldn’t happen outside of Finch West and the Jane-Finch community
‘I still use tokens’: Switch to Presto monthly passes reveals fare accessibility issues for residents
It has been a few weeks since the TTC discontinued Metropasses in favour of Presto monthly passes as part of their switch to Metrolinx’s cashless fare system. The change however has not been without criticism from some community residents.Bobbie is one of several University Heights residents frustrated with the replacement of monthly TTC metropasses for Presto. When commuting to work on the 60 Steeles West bus she opts for tokens or cash. As Bobbie explained: “I take the bus from the intersection where I live to work. Between my home and workplace there’s no subway station or I have to find a Shoppers. I don’t do online banking so I don’t use Presto.”Presently, Presto users’ options for reloading their cards are limited. Users can only add funds or purchase a monthly pass at Presto Fare Vending Machines in TTC subway stations, at a Shoppers Drug Mart or online at prestocard.ca. While users do not need to travel to load their passes online, the online loading presents its own issues. Funds can take up to 24 hours to be added to a user’s Presto card which may lead to them being unable to pay their fare if they need to travel immediately. Additionally, there are residents such as Bobbie who do not use online banking services making online loading a non-option.Though Presto is designed with convenience and availability in mind, these remain primary issues for residents who have yet to make the switch. As Bobbie said: “I wouldn’t mind eventually using Presto, but it’s an inconvenience to me right now. I used to buy my Metropass at the lottery stand and I bought tokens because they’re more available.”Such concerns over Presto’s accessibility reveal potential service gaps that can disproportionately affect some residents using public transit. As the TTC continues their plan to phase out tokens and tickets later this year with Metrolinx’s proposed single-fare Presto replacement; they must ensure the Presto-based replacement is as widely available as their current fare system. Otherwise, Toronto’s public transit may inadvertently be made less accessible for more vulnerable groups such as low-income residents and seniors who will have to go out of their way to accommodate Presto’s limited availability.
GO buses no longer going to York University
As of January 5th, 2019 Metrolinx (GO Transit) buses will not be stopping at York University or on Keele Street. Route 25F - west routes 25F, 45, 46, 47, 48, and east routes 51, 52, 54 will now be accessed solely via Highway 407 Station.This change will impact students commuting into York University and people in the surrounding area. Many hoped that extending the subway would mean a faster commute, instead impacted students and others are disappointed to learn that they will have to add an additional lengthy transfer and spend up to a $1000 more a year on fares. A discount option is available for commuters transferring between transit systems, adults can save $1.50 and seniors/students can save $0.55 off their fare. However, this option is only available to those who use Presto cards.This is the second transit system who has decided to pull their routes from the York University campus. Back in early September 2018 York Regional Transit (YRT) decided their routes will no longer go into the university, instead they would end on Steeles Ave. or at Pioneer Village station.Metrolinx website ensures users that they are committed to “make travel through the region better and faster to major destinations, improve connections between local transit and operate efficiently.” This is not the case for many students and area commuters who are rightfully concerned with the added travel time, fees, inconvenience, PRESTO-only discounts, lack of consideration for people with disabilities and the safety of walking at night or during harsh weather conditions between stops.Forcing commuters and students to pay double fares has impacted not only York University students but also students in the area who rely on the GO buses to commute to post-secondary schools in Scarborough, Mississauga and Waterloo. One resident from the nearby area explained that he would usually walk to the York University campus to grab the GO bus to Centennial college in Scarborough. He will now have to take TTC to highway 407 station, adding approximately 30 minutes to his commute and about $250 in fare per semester.A petition has been started by CUPE 1356 and York Federation of students urging Metrolinx and VIVA/YRT to resume service to the school, 17,532 have already signed it. The petition can be accessed www.yuride.ca.
Swapping Metropasses for Presto passes: TTC discontinuing Metropasses this December
TTC Metropass users will need make the switch over to Presto by the end of this year. The TTC will be discontinuing old Metropasses in favour of monthly Presto passes. The move marks a significant milestone in the TTC’s adoption of the fully cashless payment system operated by Metrolinx. According to the TTC’s website, the last day Metropasses will be accepted is December 31, 2018. Tickets and tokens however will be accepted until the end of 2019 when Presto has introduced single fare Presto passes to replace them.The TTC monthly pass on Presto works exactly the same way as the old TTC Metropass at the same cost. It provides unlimited travel for a month, the only difference being that you tap your Presto card on a card reader instead of swiping it or showing it to a fare collector. Those new to Presto will need to create an account on the Presto website and register their card if they want to automatically renew their monthly pass. The discounted Metropass rates for seniors, youth, and post-secondary students are carried over to Presto. However, “seniors, youths and post-secondary students must set a senior, youth or post-secondary fare type on their card at Shoppers Drug Mart locations or at the TTC’s Customer Service Centre above Davisville Station, before they can purchase a monthly pass” as indicated on the Transit Commission’s website. Users also have the option of purchasing a 12-month pass which serves as a replacement for the old Metropass Discount Plan.New users will need to be aware of some considerations as they switch over to Presto. Funds and monthly passes that are purchased online take up to 24 hours to be loaded to cards so these should be purchased ahead of time to ensure you can use your card. Additionally, the TTC monthly pass only applies to travel on the TTC. To pay YRT and Mi-Way fares, you will need to pay cash or load your Presto card will additional funds that are separate from your monthly pass.
Working with Community
The Toronto Community Benefits Network (TCBN), DUKE Heights BIA and Osgoode Hall Law School organized the March 23 and 24 Creating Opportunities Summit to take a good hard look at what truly makes great communities. In our efforts to find the perfect solutions, we often ignore big problems and make matters worse by doubling down on things that aren’t working. Whether it’s capacity building in marginalized communities, local policy making in neighbourhood improvement areas (NIAs) or just plain racism, no one answer fits all. If the summit had one great takeaway for me, it’s that finding shared prosperity will come through working with community and not for community. The summit was an amazing chance for communities to come together with agencies, government workers, thought leaders and entrepreneurs, to really drill down and explore community benefits together. The two-day event kicked off with a bus tour that took delegates along the future Finch West LRT route. The route holds much promise for investment where there has been so little for nearly 40 years. There was a short detour to the future Woodbine Racetrack redevelopment, another possible place for community benefits. An incredible “poster exhibit” on community benefits was moved to Day-2 because of the strike at York University and even the strike didn’t put a damper on the success of the event. The bus tour was followed by a celebration dinner at York University’s Underground restaurant. The dinner included a speech from Senator Ratna Omidvar who will sponsor the Community Benefits Bill when it reaches the Senate from the House of Commons. The conference which took place the next day at Jackman Law Building at the University of Toronto was full of timely information on what community benefits can mean and how they can be achieved. The opening panel discussion included a passionate address from Hamilton City Councillor Matthew Green who has been at the forefront of the community benefits movement in Hamilton. Other incredible speakers included lawyer Anthony Morgan who spoke on racial justice issues in Canadian law and policy. Climate change and its impacts on communities were also covered. There were case studies on community benefits in action and there were new friendships hatched and plans for future cooperation laid out. I’ve only scratched the surface here of all the amazingness that happened over the 2 days - I can’t wait to see what they have in store for us next year.
Our Community Deserves Fair Auto Insurance
It's 2018 and the Downsview community still pays some of the highest auto insurance rates in the country.I raised the issue of auto insurance company discrimination towards our community as far back as 2012 when I co-hosted a crowded town hall meeting with Ontario NDP leader, Andrea Horwath. Local residents were angry about sky-high premiums and a lack of government action on this important issue.At the time, the Ontario NDP conducted research on the matter and showed that the same person would pay a premium of $1,153 if they lived at Lawrence Park, but $2,517 if they lived at Jane-Finch. I dug deeper and found that we faced this cost discrimination despite the fact that our neighbourhood had neither the highest rates of vehicle crime nor accidents.With pressure from the NDP, the government promised a reduction of 15% on auto insurance rates. In 2016, when the government was criticized for not delivering on the reduction, Premier Wynne referred to her promise as more of a "stretch goal".In early 2017, with pressure for action mounting, the government released the Marshall Report. Local disability and personal injury lawyer Juan Carranza is skeptical of this report, saying "The government's report does little to address the power imbalance between insurers and accident victims and assumes the insurance industry will act out of the goodness of their hearts." Mr. Carranza further cited a lack of transparency around auto insurers' profits and the amount of money they spend fighting to deny the claims of accident victims.A year after the report's release, local residents have yet to see an improvement in the auto insurance system. Once again, this past March, I co-hosted a local auto insurance town hall meeting with Ontario NDP leader, Andrea Horwath, to give our community the opportunity to voice their concerns on this important issue. Residents packed the room and watched online, expressing frustration with the government and stating that their insurance rates continue to rise.Andrea Horwath spoke strongly for better government oversight, stating "An NDP government will deliver the 15% savings the Liberals refused to deliver and we won't allow your postal code to determine how much you pay."Auto insurance relief is long overdue, especially in our community where families struggling to pay the bills also pay the country's highest auto insurance premiums. In fact, many local residents who can afford a car cannot afford the insurance, so they face needless hours of daily commute times to distant jobs. The auto insurance industry is government regulated and the people deserve better government oversight and accountability rather than broken promises and "stretch goals".
Expanding the Use of Allen Rd and Dufferin St: Converting Diamond Lanes to HOV Lanes
Over the past ten years, if you've driven north or south on Allen Road and Dufferin Street between Sheppard Avenue and just north of Finch Avenue, you will notice shoulder lanes that are almost always empty and yet motorists cannot use them. These are "diamond lanes” reserved for transit buses all day and all night, 7 days a week. The lanes have long been a source of great frustration for residents in our community. Since my arrival in Toronto City Council, I have been working to loosen the restrictions on these lanes. Over the years, I was repeatedly told by City staff that once the subway extension to Vaughan was complete, these lanes would be converted back to regular traffic lanes, open to all. Recently, we made some great progress. At the City of Toronto's Public Works and Infrastructure Committee meeting on February 27th, I worked with Councillor Anthony Perruzza to have the committee pass a motion that will convert the diamond lanes on Allen Road and Dufferin Street to High Occupancy Vehicle (HOV) lanes for vehicles containing a minimum of two people. In addition to busses, the lanes can now be used by cyclists, motorcyclists and taxis. The item will now go to City Council on March 26th for approval. We are also seeing the other positive impacts of the new subway extension on our local streets. With more residents north of Toronto taking the subway downtown to work, there are less cars cutting through our neighbourhoods. With new commuter parking lots along the north part of the subway extension, dozens of parking spaces at the Wilson and Sheppard West subway station lots have opened up. The opening of the new subway proves that investing in transit provides dividends for both transit riders and motorists. Keep up with our progress and check back for regular updates at www.JamesPasternak.ca.
Our Subway Finally Opens
Growing up in our community, the rest of the city felt so far away. As a child of the suburbs in the 80's, most of my life existed within a few square kilometres. Often, I would find the right spot to gaze at the CN Tower; it seemed as far away as the moon. My mother would take me to Ontario Place in the summers. We would get on the subway at Wilson and stand at the front of the train looking down the dark tunnel beginning at Eglinton, waiting for the light of the next station. Getting out downtown was like entering another world. A place full of sounds and smells and lots of people, with towering buildings all around.When our community was built in the 1960's, Line 1 of our subway system came only as far north as the current Eglinton Station on Yonge Street. From there, it headed south to Union Station on Front Street before looping north to St. George Station on Bloor. In the 1970's, downtown inched closer to us through the openings of Finch station under Yonge Street (1974) and Wilson station at Allen Road (1978). It was another 18 years before the futuristic looking Downsview Station (now called Sheppard West Station) opened its doors in 1996.Throughout the years, new bus routes were created through our community and more buses were added to the system. Today, when I groan at a 15-minute wait for a local bus, I often forget what it was like during my teenage years when an hour wait was not uncommon.The plan to bring the subway through our community became a reality after I began working with Councillor Anthony Perruzza at City Hall in late 2006. The news was like a dream come true. Contracts were awarded in 2008, associated infrastructure work (moving sewers, etc.) began that same year, and drilling was commenced in 2011 and completed in 2013. Throughout the construction, my work afforded me the great privilege to be a part of this incredible project. There were years of setting up consultations about everything from station designs to traffic patterns, meetings with engineers, tours of tunnels and stations at various stages of construction, and much more. On December 16, we held a special open house at Finch West Station where members of our community explored the station. The feeling of anticipation was palpable.Sunday, December 17, 2017 will forever be a special day in history, for it was the day that the subway through the heart of our community entered operation. On that day, we truly became one with the rest of our city and beyond, and thousands upon thousands rode for free and shared in the feeling of wonder and excitement.I think for all of us though, the most important day was the Monday after the official opening. On that day, and for the first time ever, I walked a brisk 20 minutes to a subway station to get to work. It was a day that my daily life got a little better, and my smile lasted all the way to Queen Street.
Keele Street to get a makeover
On 21 September, 2017, the residents, business owners and property managers of Downsview, University Heights, and Black Creek communities were invited to discuss the beautification plan and business improvement strategies being implemented by Councillor Anthony Perruzza and Matias de Dovitiis, the Executive Director of DUKE Heights BIA, for Keele Street, Toro Road, and Tangiers Road. The proposed plan included but was not limited to: new public seating areas, signs, bike racks, garbage and recycling bins, and the addition of green spaces. This plan will essentially change the face of Keele Street. The objective of these improvements is to create communal spaces to encourage outdoor activities, enhance neighborhood aesthetics, make the BIA more attractive for business investment, encourage people to visit DUKE Heights for leisure and, ultimately, to make it more enjoyable for residents to spend time in the neighborhood. Through these enhancements, Keele Street will look bolder, more beautiful, and more attractive for businesses and residents.