Public Transit Planning and Who is Steve Munro? Advocacy Transit activist/advocate since 1972 Streetcars for Toronto Transit as an integral part of the city Jane Jacobs Prize Winner 2005 Transit blogger since 2006 (www.stevemunro.ca) 2010.09.24 Steve Munro / Ryerson University 1
Why Save Streetcars? Expressways vs Cities Spadina and the battle to save neighbourhoods 1971: Provincial decision 1972: David Crombie and the Reform Council TTC Plans 1972-3: Convert St. Clair to trolleybus (use surplus vehicles from Yonge north of Eglinton) 1974-6: Convert Carlton & Dundas to bus 1980: Open Queen Subway and convert all remaining lines to bus 2010.09.24 Steve Munro / Ryerson University 2
Streetcar Replacement Issues At least 1.5:1 bus:streetcar ratio Capacity Loading time Presence on street in traffic Longevity of infrastructure TTC planned 1:1 replacement on St. Clair 2010.09.24 Steve Munro / Ryerson University 3
What We Hoped For Recognize that Queen Subway would not be built, but that we would lose frequent surface transit anyhow if streetcars were replaced by buses Strengthen the streetcar network with new vehicles and better maintenance Use streetcars for future suburban growth, but on private rights-of-way 2010.09.24 Steve Munro / Ryerson University 4
What We Got Ongoing cutbacks in service frequency and fleet size Continued poor quality of track construction Changes in land use and population coupled with service cuts led to declining ridership 1990s recession hit transit very hard Harris funding cuts Growth of central city population strains streetcar network s capacity due to fleet size/reliability issues Spadina/Harbourfront added, but no new cars City has evolved and grown, but transit did not keep pace 2010.09.24 Steve Munro / Ryerson University 5
Cars/Hour 1971 vs 2010 AM Peak Bathurst Carlton Dundas West Dundas East Queen West Queen East King West King East St. Clair (w. of Oakwood) St. Clair (e. of Oakwood) 45 30 30 15 30 50 38 38 26.7 38.7 10.6 16 10.9 10.9 17.4 (11.6 ALRVs) 22.4 (11.6 ALRVs + 5 CLRVs) 30 (Eastbound only) 15 20.6 20.6 2010.09.24 Steve Munro / Ryerson University 6
Transit Oriented Planning The mantra of planners going back decades was that transit would lead development What actually happened is that transit followed development, if at all Spadina subway to Yorkdale (Trizec) SRT to Scarborough Town Centre (Eaton s) Outward growth was not matched let alone led by transit GO Transit played catch-up for commuting capacity to CBD but did not build transit suburbs 2010.09.24 Steve Munro / Ryerson University 7
Historical Context Toronto is a comparatively young city The old Toronto held much of the population in the mid-50s Yonge subway went from Union to Eglinton 2010.09.24 Steve Munro / Ryerson University 8
Yonge & Steeles 1890 See full size image at Toronto Archives site: https://gencat4.eloquent-systems.com/webcat/systems/toronto.arch/resource/ser71/s0071_it9026.jpg The hotel is located in Newtonbrook. The stage coach to Richmond Hill is a predecessor of the radial car that ran from Toronto via Richmond Hill to Sutton. Its route was similar to the one now used by GO Transit bus service. Metro Road, along the south shore of Lake Simcoe, is named after the Metropolitan Division of the Toronto & York Radial Railway, one of many companies eventually absorbed into the TTC. Service north of Richmond Hill ended in the 1930s, a victim of the depression. Service to Richmond Hill ended in 1948. 2010.09.24 Steve Munro / Ryerson University 9
St. Clair & Dufferin 1912 See full size image at Toronto Archives site: https://gencat4.eloquent-systems.com/webcat/systems/toronto.arch/resource/fo1231/f1231_it1787.jpg As St. Clair Avenue developed, the streetcar line (built by the Toronto Civic Railway), provided transit service around which the community grew. The streets were not laid out for cars, but for pedestrians (and horse-drawn traffic). For links to more photos of St. Clair, see http://stevemunro.ca/?p=3430 2010.09.24 Steve Munro / Ryerson University 10
Streetcar Suburbs Built around transit and pedestrians Car ownership was rare St. Clair, Roncesvalles, The Beach Radial cars to Lake Simcoe (Sutton), West Hill, Long Branch, Woodbridge 2010.09.24 Steve Munro / Ryerson University 11
TTC s 1966 Plan Based on LRT Warden Station northeast to Malvern Finch Hydro Corridor to Rexdale Kipling Station to Finch with Airport Spur New vehicles under design based on thencurrent equipment Queen s Park embraced high-tech transit (maglev, personal rapid transit, GO/ALRT) Plan never had an advocate 2010.09.24 Steve Munro / Ryerson University 12
Rural Toronto in the Modern Era Steeles & Bayview 1963/4 Finch & Woodbine 1965 https://gencat4.eloquentsystems.com/webcat/systems/toronto.arch/resource/fo0217/ser0249/f0217_s0249_fl0173_it0001.jpg https://gencat4.eloquentsystems.com/webcat/systems/toronto.arch/resource/fo0217/ser0249/f0217_s0249_fl0070_it0001.jpg Toronto Zoo 1975 https://gencat4.eloquent-systems.com/webcat/systems/toronto.arch/resource/fo0124/f0124_fl0004_id0014.jpg 2010.09.24 Steve Munro / Ryerson University 13
The Waterfront: A Downtown Suburb? Transit is still following, not leading development East Bayfront, Don Lands, Port Lands, Fort York, Exhibition/Ontario Place Funding constraints on transit construction Competing demands for road space Limitations at Union Station Downtown less important politically than the 905 2010.09.24 Steve Munro / Ryerson University 14
What is Transit s Purpose? Context defines the debate Do you see transit users as us or them? Is your goal to minimize cost or maximize service? Transit has value and benefits for the city Mobility is a public right and service Environmental and land use benefits Avoidance of 2 nd and 3 rd cars in households Enables access to jobs, school, recreation 2010.09.24 Steve Munro / Ryerson University 15
Networks Are Important People do not travel on one route, they use a network TTC is designed around transferring Artificial boundaries exist between transit agencies Service territory Regional vs Local services Direct rides vs forced transfers Grid vs hub-oriented services Fare structures Conflicting philosophies of purpose and quality of transit Schemes for change address perceived problems of existing arrangements, but don t necessarily built the ideal network 2010.09.24 Steve Munro / Ryerson University 16
Building a Network Past planning limited by funding Pick one line for this decade Political rivalry trumps best planning choices No view of end-state network because even a staged completion is too remote Limitations of political and economic cycles on the planning and funding horizon 2010.09.24 Steve Munro / Ryerson University 17
Project vs Network Analysis Looking at a project in isolation misses the connections and the larger effects Typically done this way because nobody expects more than one project to be completed Example: Richmond Hill Subway Extension Effect on demand on Yonge Subway Heroic efforts needed to handle new ridership New, more sophisticated signal system Many more trains (plus crews, carhouses, maintenance) Stations cannot handle added load (Bloor-Yonge) Need to review alternative, concurrent changes to see which provide the best combined solution GO New downtown subway line 2010.09.24 Steve Munro / Ryerson University 18
A City of Networks TTC Surface System (grid) TTC Subway System (core-focused, but supports grid and off-peak travel) GO Rail System (radial, mainly peak-period) GO Bus System (feeders and some routes across the grid) Transit City (reinforce the grid outside the core) Metrolinx (mixture of radial and node-to-node) Much is planned, but little is built 2010.09.24 Steve Munro / Ryerson University 19
TTC Surface grid network with all-day service on almost all lines Rapid transit supports the grid but is core-focussed 2010.09.24 Steve Munro / Ryerson University 20
GO Transit Rail system is mainly peak direction, peak period, core oriented Poor local connections for other trip types Under 20% of all riders use bus routes 2010.09.24 Steve Munro / Ryerson University 21
Metrolinx Regional Plan Mixture of radial and node-to-node lines Challenge of serving diffuse travel in the GTA Severe capacity challenges at Union Station 2010.09.24 Steve Munro / Ryerson University 22
Toronto Transit City Plan Support the grid and extend major transit services throughout the city Some route segments not feasible (Don Mills and Jane south of Eglinton) Funding constraints from Queen s Park Opposition based on St. Clair experience 2010.09.24 Steve Munro / Ryerson University 23
Toronto is Two Cities The Transit City Service is nearby, frequent, fairly reliable Trips are fairly short A transit lifestyle without a car, or with minimal car use, is possible The Auto City Longer walks to service, longer waits for buses Longer trips are more sensitive to delays caused by service and by connections Weather is a greater factor The Auto City is much bigger than the Transit City 2010.09.24 Steve Munro / Ryerson University 24
The Transit City Within Toronto Generally formed of areas close to the subway and downtown mainly the old city Rapid transit has pushed into new territory, but with a different form (widely spaced stations, dependence on feeders and parking, hostile pedestrian environments) Decline in urban route reliability affects transit s ability to support a transit lifestyle Pushing the boundary outward needs more than transit changes 2010.09.24 Steve Munro / Ryerson University 25
The Auto City Beyond Toronto Transit mode share is much lower in the 905 than in Toronto Service is heavily oriented to peak travel, especially to feeding GO for commuter trips to downtown Design philosophy is drive to transit Metrolinx Big Move requires a fundamental change in the role of suburban transit Shift to Mobility Hubs, transit feeders, cycling and walking Even with these changes, a transit suburb is unlikely to form soon 2010.09.24 Steve Munro / Ryerson University 26
The Three Cities Conundrum Best transit serves most affluent riders Planning focus easily pulled to 905 commuters rather than inside-416 demands 2010.09.24 Steve Munro / Ryerson University 27
Rivalry for Road Space Do roads exist mainly to move cars or to move people? What is your priority for users? Transit / Pedestrians / Cycling Driving lanes / Parking / Goods movement If we take space away from cars, is this good planning or a war on cars? Approach will vary depending on the neighbourhood and the type of street Conflict between people passing through and people living in neighbourhoods 2010.09.24 Steve Munro / Ryerson University 28
Challenges for Public Transit Quality of transit service vs funding The political will to shift the auto/transit balance on roads Customer service Financial integration and fare structure across the GTA Long term funding stability and system planning Interagency and intergovernmental relations Confidence in transit s ability to provide an alternative to auto travel and absorb a substantial proportion of growing travel demand 2010.09.24 Steve Munro / Ryerson University 29
Transit as a Planning Tool Toronto Official Plan assumes almost all travel growth will be on transit Much population growth will be in areas that do not have rapid transit today Redevelopment of underused industrial and commercial lands in the suburbs Good transit reduces the need for car ownership, road space and parking Development form should be pedestrian oriented both for neighbourhood quality and easy transit access Political will to shape development around transit is weak Existing pattern is car-centric and the development industry wants more of the same Problem is bad in the 905, but not unknown in the 416 because transit lags rather than leads 2010.09.24 Steve Munro / Ryerson University 30
A Long Term Planning View Planners alone cannot defend the long-term view Politicians must embrace ongoing support for transit Fix tomorrow s problems, don t just patch up yesterday s complaints Build a consensus that transit expansion and mobility are essential Make plans election-proof by treating transit as an essential part of public services, not an extra that can only be afforded in good times Ensure transit plans survive economic cycles Plans go back 50 years or more, but very little has been built because the political and economic cycles are shorter than the study-approve-fund-design-build cycle for major transit facilities 2010.09.24 Steve Munro / Ryerson University 31
Thanks for Listening Transit is a very large, complex issue affecting the entire GTA Quick fixes solve nothing Advocacy is a calling, a long-term dedication to a better city 2010.09.24 Steve Munro / Ryerson University 32