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Did ambition hurt Smart Track?

A group of colleagues and I set up the Transit Alliance back in 2011 to educate the public on the need for dedicated transit funding and transit development. We believed that transit development was suffering because politicians used it to garner votes, but few bothered delivering on their promises. Our goal at the Alliance was to keep transit development in the public eye, so politicians couldn’t slink away from it. By keeping the level of discussion around transit constant, the public would demand development. We started the discussion on dedicated transit funding, we worked on building support on the use of tolls, and we advocated on the need to build the Relief Subway Line.

As I look back over our work, I realize that our biggest challenges came from politicians who tried to use transit as a stepping stone to power. Politicians, who created controversy over what and where transit lines should be built, were actually delaying the development of transit across Toronto. For example the Eglinton West subway line broke ground in 1994, but was cancelled with the tunnel filled in by Premier Mike Harris in 1995, to the horror of transit development experts around the world.

Political candidates (desperate for power) continually throw out transit plans that will garner the most votes. But transit is a complex issue and planning it properly to meet with population and density growth should be left to educated experts not campaign teams. Unfortunately, in Toronto few politicians listen to the experts.

In 2014 Mayor John Tory came out with a transit plan that was put together by some of the best transit experts in North America. Their focus was to create a transit plan that would help not just Toronto, but the entire region. And knowing the political road blocks likely to happen along the way, my guess is that they created a plan that asked for much more than what is essential, as politicians and public servants would invariably widdle down the plan over time. Mayor Tory’s Smart Track plan lived up to its name and was a smart plan for the entire region. Tory pointed out that the Relief Line was the highest priority subway line, but he also knew that the connections that moved people across the region were key to a strong transit network.

What many don’t realize is that politicians rely on public servants to deliver on their plans. Mayor Tory relied on his former chief planner, Jennifer Keesmaat to figure out how to deliver Smart Track efficiently and effectively. Unfortunately, she wasn’t able to do it and seemed to have stalled the process. I’ve grown to admire and respect Mayor Tory. But I know him well enough to know that he would never point this out.

Today I learned that Jennifer Keesmaat, former chief planner, is now blaming Mayor Tory for her failure to deliver Smart Track. Her lack of willingness to take responsibility for her failures is shameful. But to blame Mayor Tory for her lack of success makes me wonder if she might have actually worked to hold it back? As chief planner, she could have added multiple layers of red tape, she could have delayed every aspect of the planning process around Smart Track and undermined the entire project.

I remember a dinner the Transit Alliance hosted with Jennifer Keesmaat as our guest of honour back in 2015 when she was Toronto’s chief planner. Keesmaat spoke about how great the Smart Track plan was and how it would help relieve gridlock in and out of the city. After dinner, I suggested that she should go into politics, that she might gain a lot of support. Her response – “Why do you think I’m here?”

Doug Ford receives backlash for plan to cut city council

After Premier Doug Ford announced that he would be introducing a bill to slash Toronto’s city council from 47 members to 25, NDP leader Andrea Horwath and Mayor John Tory are criticizing the decision.

On Monday Ford introduced the Better Local Government Act at the provincial legislature. The plan would be to cut city council nearly in half, a move that brought forth criticism from city council, John Tory, and opposing leader Andrea Horwath.

The Premier’s office released further information last Friday on why they’re choosing to introduce such a controversial bill. “At 44 seats, growing to 47 seats, Toronto City Council has become increasingly dysfunctional and inefficient through a combination of entrenched incumbency and established special interests,” they wrote. A streamlined Toronto City Council would empower Toronto’s mayor and help ensure that Toronto taxpayers can count on an efficient and effective municipal government.” They added that the bill could help save Toronto taxpayers over $25.5 million over the next four years but didn’t provide any specifics.

The bill will also extend the nomination period for city council candidates to September 14, 2018, though the deadline for Mayor would remain the same.

Mayor John Tory told reporters that the bill was “absolutely not right” to introduce without consulting with Torontonians. “I’m angry at the process because I think it is disrespectful of the people, most of all, in that I think people, when there’s a major change being made to their civic democracy, deserve to be consulted in one way, shape or form,” he said. “It wasn’t put on the basis that he was planning to do it. He said that he’s talked about it before and I actually sort of dismissed it on the basis of saying, ‘Well, that’s not something that could be done. We’re in the middle of an election campaign,’” he added. “The matter dropped at that stage because I didn’t have the sense he was pursuing it, either.”

Tory also called for a referendum, which was approved by city council. “I will continue to advocate that the province pushes the pause button on this process and let the municipal election already underway proceed,” he added in a Twitter thread on July 30.

Ford received further criticism from opposing leader Andrea Horwath, who released a statement about the bill, saying that he didn’t announce these plans on the campaign trail or consult people. “It’s clear that Mr. Ford wants a smaller number of councillors to have more power, fewer checks and balances, and less accountability. This is obviously a move to make it easier for the premier to control Toronto City Hall. The actions we hear Mr. Ford plans to take not only mean less accountability and transparency at City Hall, but that each Torontonian will have less help and less access to their city councillor,” she said.

Horwath also tweeted about the bill, calling it something Ford “cooked up in a backroom.”

Ford is defending his decision at City Hall and on social media since July 27. “I promised to reduce the size and cost of government, and end the culture of waste and mismanagement. More politicians are not the answer. These changes will dramatically improve the decision making process, and help restore accountability and trust in local governments,” he wrote on Friday.

Ford posted a video of him yesterday addressing the concerns of his bill. “We’re gonna create jobs. We’re gonna create transit. We’re gonna fix the infrastructure and we’re gonna take care of the billion dollars backlogged of housing. People are sleeping on the streets cause too much money’s going to politicians,” he said. He accompanied the 0: 15-second clip with a tweet saying, “We’re going to make government work for the people. We can’t allow political gridlock and dysfunction at City Hall to keep delaying progress on critical issues. By streamlining City Council, we will help Toronto move forward on transit, infrastructure and housing.”

Progress Toronto, an advocacy group supporting democracy, started a petition to stop Ford’s bill called “Stop Ford’s takeover of Toronto politics.” They wrote that Ford is “abusing his power as premier and he is messing with our political system in the middle of an election to try to control Toronto City Hall from Queen’s Park.”

The development cluster-fudge in Toronto

The public would be utterly shocked if they knew the length of time it takes for a building development to get approval from the City of Toronto planning department. The 9-month window that government has designated as the appropriate window of time for project approval never gets met. A report done by the C.D. Howe Institute shows that municipalities ignore this time window. In Toronto developers were forced to take projects to the Ontario Municipal Board (OMB) in order to get city planning to respond to them. Even with the OMB approval, most projects still took between 3 and 4 years to work their way through the planning department.

With the disbandment of the OMB, developers are scratching their heads and wondering who will hold municipal planning accountable to a time frame. No longer can they appeal to the OMB for help. With no accountability the approval process will likely climb to 6 or 7 years.

The provincial government announced the formation of the Local Planning Appeal Tribunal (LPAT) but their power is limited to issues around conformity to local or provincial plans. The goal was to give more power to the local municipalities, but decision makers seem to have ignored the fact that planning departments have ballooned in scope without the extra investment by local governments.

Like any government agency the planning department constantly fights the urge to expand their reach into the public sector, and haven’t had much success in Toronto. The planning department has inflated their authority far beyond the role of ensuring buildings are safe and built to code. Unbeknownst to taxpayers the planning department has taken on the role of architecture and design supervision – a role that belongs in the private sector. Few city planners have a full education in architecture or design and yet they have spread their authority to a point where they can completely change the architectural designs of a building. The amount of time spent by Toronto’s planning department doing work that should be done by the private sector is costing Toronto taxpayers millions of dollars, not just in wages, but in housing costs.

Another problem with this expansion of authority is that when a public servant starts choosing the shade of beige they want for a wall (yes, they do this in Toronto) or imposing the shape, size and design of a building (they think it should match everything else around it) they go beyond the scope of their education or ability and no one can stop them. They literally dumb down architecture in the city and truly magnificent buildings never get built.

In Toronto the process of getting a building development approved is a complete cluster-fudge of repetition, with the plans moving between so many city divisions and external agencies (building, roads, parking, water, heritage, etc.) with each having their own silo of authority.

The problem with this overreach of authority is that it adds time (years) to the building approval process, and time has a direct cost that is added to the cost of housing.

The more time a developer has to put into upfront planning the more expensive the overall cost of a building

As more time gets added the more likely it is that developers will choose not to develop. Add to this the fact that development charges in Toronto have nearly doubled over the past year and the cost of housing dramatically increases. Now add in the fact that property prices in Toronto have skyrocketed and it is easy to see why housing prices have increased so dramatically.  Time is the real culprit. Toronto planning must refine the process a development application goes through, and city planners need to curtail their desire to weigh in on design and architecture (which they are not educated in) and focus on the job of ensuring buildings are safe and built to code.

The bottleneck of development applications at city planning today is increasing and slowing down construction of new homes all across Toronto  Toronto’s new Chief planner, Gregg Lintern, has quite a challenge ahead of him. Not simply because the approval process needs a complete overhaul, but also because there is a “closed-door” culture running rampant at the planning department. It breeds an “us against them” mentality that pits city staff against the city’s development industry. It will be interesting to see if Mr. Lintern is able to change the culture, reach out to stakeholders, and make the changes that will impact housing affordability. If he simply carries on with the status quo and allows even more time to be added to the development approval process, he will push the cost of housing even further out of reach for average families.

Toronto transit on track, RER/SmartTrack MOU signed

Toronto Transit is finally set for expansion after years of city and provincial officials mulling over the best course of action. For transit users like myself, this is a fantastic day.

Mayor John Tory successfully passed a revised version of his SmartTrack plan—which was initially proposed during his 2014 campaign. Today, Premier Kathleen Wynne joined Mayor Tory at the GO Transit Willowbrook Maintenance Facility in Toronto to formally sign a SmartTrack Memorandum of Understanding that would give the go-ahead for the revised RER/SmartTrack plan.

Mayor Tory spoke today on the issue:

“Today is good news for SmartTrack and Toronto residents. Today’s SmartTrack MOU signing between the City and the Province is a significant milestone in the life of the project. SmartTrack will provide real relief for transit riders and because it uses existing surface rail lines that relief will come much faster than any other project we are building. The City is committed to getting on with building SmartTrack, the Relief Line and every other priority transit project.”

This is a major milestone and this collaboration and expansion means that integrated GO Regional Express Rail and SmartTrack project will add six new stations within the city while also making the system more affordable and convenient for trips in Toronto.

Premier Wynne also announced that the 2018 fiscal plan for the province will allow for the next steps in major projects like the Relief Line Subway, the Yonge North Subway Extension and the Waterfront LRT to move forward.

The MOU outlines that Toronto will fund the construction of the 6 new GO/SmartTrack stations, which are set to be completed by 2025. The stations are as follows: Finch-Kennedy and Lawrence-Kennedy on the Stouffville corridor; Gerrard-Carlaw and East Harbour on the Stouffville/Lakeshore East corridor; and King-Liberty and St. Clair-Old Weston on the Kitchener corridor.

Trips within the city of Toronto are set to cost only $3 per trip when commuters use a PRESTO card—a major perk.

Premier Wynne shared her own thoughts on the MOU signing for the SmartTrack plan:

“The days of waiting years between big transit projects are over. We are building a record amount of infrastructure, and we are not stopping. Under our plan, the province is putting up its share for priority transit projects, such as the Relief Line Subway, the Yonge North Subway Extension and the Waterfront LRT. The SmartTrack MOU we signed shows that we are serious about building tomorrow’s transit solutions today.”

Building this new rapid transit system is not only directly helpful to those needing to get from point A to point B swiftly, but is also welcome in a time of economic change, making travel around this costly city, more affordable for all.

Revised SmartTrack plan a GO

Plans don’t always pan out as expected, and although less sometimes means more, disputes can arise. This is the case with Mayor John Tory’s  initial SmartTrack proposal and the plan which has passed by city council on Wednesday.

 A recent announcement was made by the council confirming an agreement to spend up to $1.46 billion on SmartTrack. The plan put forth is an improved version of the one  Mayor Tory proposed during his 2014 election campaign.

 Federal and municipal governments are collaborating to fund this project. The city will raise $878 million of the total and the remaining $585 million will come from the federal transit fund. There was opposition to funding as some councilors believe that the province should pay instead of the city,  forgetting that the funds all come from the same source-tax dollars residents from across the region pay.

Despite worries of high costs and financing the plan, the decision was made to go forward with SmartTrack in a 37 to 6 vote.

Mayor Tory’s initial plan proposed 22 new stations and a link to Pearson Airport. The new plan will see 6 new stations to be operated by Metrolinx – the provincial transit body that operated regional transit service. The plan fuses SmartTrack’s use of existing GO stations and Metrolinx’s Regional Express Rail, and proposes integrated fares.

Mayor John Tory spoke about the much needed transit:

“This is the stage at which we are moving forward to start to build transit stations within the city of Toronto…Other municipalities are not proposing to build stations that the province would not otherwise have built to suit their local needs.”

Mayor Tory has consistently defended the plan noting the  33 million trips estimated on SmartTrack by 2041. The “cheapest transit we’re ever going to get inside the city,” he said.

There is a need for these stations to be built and Toronto municipal leaders are right to move forward with the revised plan put forth by Mayor Tory. Action means results, and as TTC Chair and councillor Josh Colle points out “Toronto has taken too many years off dwelling on the best way to improve the transit system.”

International Women’s Day – true leadership and journalist integrity

When I think about strong women, I think of women who have stayed true to their profession, who lead with integrity. As publisher of Women’s Post, it would be easy to simply trash men, to talk about women’s rights and the need for women to have more power. But it would be wrong.

Ethics are tools that help people stay true to the balance our society relies on to move forward. When that balance is shifted so that women or men gain too much power, our society as a whole suffers. I am proud that Women’s Post not only promotes the successes of women, but defends men from the attacks of women using their power unjustly.

In journalism, there are far too many writers who give way to sensationalism, who twist their words for political gain and twitter followers. This was obvious today, as I read Jennifer Pagliaro’s fiction in the Toronto Star where she writes “Tory proclaimed his transit priorities were SmartTrack and the Scarborough subway. He said SmartTrack would provide relief on the Yonge line while knocking Olivia Chow’s support of the relief line subway.”  This is so blatantly false that the writer in me screams foul.

I’m hoping that Pagliaro just hasn’t done her homework, because I hate to think that she might be attempting to use her platform as a journalist to twist the truth.

When John Tory was running for Mayor of Toronto, he came out in strong support of what he coined the “Yonge Relief” subway line.  I remember thinking how clever it was that he had changed the name from the downtown relief line to the Yonge relief line. By calling it a relief line for Yonge Street he was explaining to the public the actual function of the line – to offer riders from Scarborough and Etobicoke an alternative way of getting across the city.

That’s why I cringe today as I read Pagliaro’s words in the Toronto Star because it assumes that just because Tory suggested Smart Track that he was against the relief line, which is simply not true at all. If she were to do her homework she could have discovered that he has promoted the relief line for years. Pagliaro even suggests that Olivia Chow’s support of the relief line was authentic. As a transit advocate, I remember well that we could not get Chow to come out in support of the downtown relief subway line, because her loyalty was to Transit City and LRTs. Tory was constantly knocking her support of the relief line. When Chow came out claiming her love for the relief line all I could do was laugh and wonder if the journalists would notice/remember, or if naive young woman might fall for it —  indeed Pagliaro did.

When I ran for Mayor in 2010, I was very fortunate to have Mayor Tory’s two sons – George Tory and John Tory running my campaign. I’m not sure how big a role their father actually played, but I always had the feeling that he was quietly advising them. We decided to make the relief subway line a pivotal part of our campaign, because most transit experts insisted it was the highest priority line in the city. I remember going into a debate with John Jr. instructing me to answer every question with “the relief line or a subway.”  I balked when he told me he didn’t care if the question was about social housing, or land use planning — that I should answer “relief subway line” to every question or he would quit the campaign. And before I went up on stage he grabbed all my notes and told me I wouldn’t need them.

The next day all the papers were calling me “Subway Sarah” and I jumped to third place in the polls.  I was in absolute awe of the Tory boys and their father.

Back then reporters said our idea for the relief line was wishful thinking.  But over the years, as CEO of the Transit Alliance, my team and I worked to build awareness and support for the relief line, hosting many events in which John Tory would take part. He always spoke in support of the relief line, emphasizing it’s importance. Tory never gave up on the relief line, and that is why I wonder what Pagliaro is trying to do in her column?

International Woman’s Day is about the strength of women to lead within our society. We do this by staying true to ourselves, our profession, and each other. But yet again, I find myself defending a man against the political attacks of a woman who irresponsibly uses her stage to distort the truth.

Becoming a good journalist takes hard work. It isn’t easy to get beyond your personal assumptions and report the facts without bias, and in the world of twitter it is hard to avoid the temptation when given a global stage to write from. But a true journalist doesn’t take advantage of the stage they stand on. She does her homework, uncovers the truth, and writes the facts.

Today, critics are piling on Mayor Tory simply because he is willing to admit that a campaign strategy – Smart Track — may not be feasible. They forget that when he announced Smart Track during the campaign he insisted it was an idea, a vision, and that studies would be needed to see if it could work. They want to ignore the fact that Mayor Tory coined the term the “Yonge Street Relief line” and that he was one of the first to advocate for it.  I want to remind the Mayor of a great quote from Jean Sibelius: “There has never been a statue erected to honor a critic.”

Mayor Tory creates a win for Scarborough transit

When it comes to transit in Toronto the Scarborough subway line has been the most contentious issue over the past decade. Ridership numbers barely supported the need for a four stop subway, and the lack of transit further west left a gap in the transit map that shamed many.

The plan brought forward today by Mayor Tory and Chief Planner Jennifer Keesmaat is one that will fill in the transit gap west of McCowan. Not only does it rely on well thought out research by transit experts in the form of the Eglinton LRT extension east to the University of Toronto Scarborough Campus, but it also allows a high-speed subway extension from Kennedy to the Scarborough Town Centre.

Creating a one-stop subway line will free up funds (subway stations cost approximately $200 million) to allow the addition of a 17-stop extension of the Eglinton LRT east to connect five high-priority neighbourhoods in Scarborough.

The new plan will bring rail transit to 64,000 people in Scarborough who currently aren’t using it. And the plan unites those wanting subway with those wanting LRT on council. It is a transit plan founded on informed, good judgement from transit experts that was designed to build consensus rather than create division at city hall.
With this plan for Scarborough transit, Mayor Tory might accomplish what no other mayor in the past few decades has — unite the city around a transit plan that everyone can support. His plan is the right, reasonable, and responsible approach to building the transit Toronto so desperately needs.

Mayor Tory has the gonads of a lion!

 

This week the Mayor announced a .5% increase in property tax to be dedicated to a City Building Fund. That amounts to an average of $13 a year for each property owner – or the cost of two large lattes. The levy will be dedicated to a fund for affordable housing and transit.

While .5% isn’t a lot to most residents, in the minds of the mentally below average individuals who once filled the halls of Ford nation, it is an affront worse then the scowling face that greets them each morning in the mirror.

Even with a small .5% levy dedicated to housing and much needed transit imperatives, I expect a few idiots on city council to complain. The roosters from the right will crow that a measly $13/year is too much. They’ll accuse the Mayor of running a “tax and spend” government, but with brains the size of chickens and penis’s to match, these dolts of dumbness don’t understand that their idiotic lack of investment in transit, caused the very gridlock their SUVs sit in today. Their refusal to invest in affordable housing decades ago created a shortage of housing and while this may have increased the value of their suburban homes it has done little to ease the cost of living and left an expense on their children that will take decades to pay down.

There will be lunatics from the left – who will claim the poor can’t afford a .5% levy. They will hope that nobody points out that the poor don’t own property so won’t pay it. These champagne socialists, stingy with their pennies will chide the Mayor more because they don’t want to give up two lattes a year, than out of any true desire to help those less fortunate who desperately need the affordable housing and transit services that this levy is dedicated to building.

Chicken brains and lattes swillers aside this .5% property tax levy is a small drop in the bucket of what is needed to fund the capital projects Toronto requires. From the relief subway line, to revitalizing social housing and repairing the Gardiner, Mayor Tory is taking the first step in creating a dedicated City Building Fund.

Andy Byford: Serving The Rocket Through Transformative Change

Whether you’ve seen him on the subway with other fellow passengers, or heard about his five-year corporate plan to modernize the Toronto Transit Commission’s (TTC) operations, it’s evident that Chief Executive Officer, Andy Byford, is bringing significant change to the TTC. However, there is much more about Mr. Byford than meets the eye. In a mere three years, he has managed to overhaul his senior leadership team and has  brought some crucial change to the TTC.Mr. Byford has replaced his Chief Executive Officer (CEO) with Gary Shortt, brought in Mike Palmer as the Deputy CEO for Subway Operations, Chris Upfold as the Deputy CEO, Rick Leary as Chief Service Delivery Officer and Susan Reed Tanaka as the acting Chief of Engineering, Construction and Expansion.

Mr. Byford has not neglected the importance of bringing women into leadership roles. While there are three out women of the 11 member, including Vice-Chair, Maureen Adamson, Councillor Shelly Carroll, and Anju Virmani. The TTC executive team has Chief of Staff, Joan Taylor, Chief People Officer, ‎Gemma Piemontese, and Chief Capital Officer,  Susan Reed Tanaka.

 

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Service has also improved significantly since Andy Byford became CEO in 2011. Performance measures show that punctuality and device availability are at an impressive 90+%.  Steps were taken to refurbish rundown subway washrooms, step up subway-car cleaning and improve announcements about service disruptions.

Andy Byford’s other efforts to complete expansion projects, improve customer service, and modernize the outdated system cannot be overlooked. In 2013, Byford introduced six, new Group Station Managers (GSMs) as part of his continuing commitment to modernize and transform the TTC. And just last year,  debit and credit machines were introduced to 69 stations, allowing passengers to buy tickets and passes the more convenient way.

Byford’s dedication and expertise has shaped the TTC into a much more efficient transit system. He is slowly changing the culture at the TTC, building confidence in his team, and tackling the thousands of changes needed to create better process at every level.

Mr. Byford is slowly turning the biggest transit system  in Canada around. The cultural transformation he promised is  happening, service has improved significantly, and despite the lack of transit infrastructure  and funding (4 million from this years budget) Byford has managed to keep Toronto moving with equipment that is long overdue for replacement.

His mission is clear; to have a transit system that makes Toronto proud and despite the lack of investment, the barrage of political attacks that come with his position, and the terrible mess he inherited, Byford just may pull this off.  We can only hope the politicians will leave him alone long enough to bring about the transformation the TTC so desperately needs.

Humility over hubris will fix the TTC

There is a systemic issue that has plagued the TTC for decades.  Historically the TTC has lacked strong leadership, with CEOs being fired every few years,  few of them have had the time or inclination to tackle the managers or hold them accountable for their actions.

Last week a few columnists and politicians hinted that CEO of the TTC, Andy Byford, was to blame for the Spadina extension overruns.   Like the Red Queen from Alice in Wonderland who shouts “off with his head” they wanted a simple solution without understanding the complexity of the problem.  The TTC’s main mandate is to deliver good service efficiently and Mr. Byford has done exceptionally well on that front, despite inheriting an organization with a long history of poor accountability and mismanagement.

Consider the recent auditor’s report that found the TTC had not been monitoring the use and maintenance of its non-revenue fleet going as far back as 2005. Take a closer look at the report and what becomes obvious is the systemic issues that CEO Andy Byford has inherited.   The auditor’s report demonstrated that accountability has not been part of the TTC’s culture for decades. To expect our new CEO to do a complete overhaul of the system in under 5 years is ludicrous.

It’s easy to criticize when it comes to failures, but much harder to understand what caused the failures.  The real challenge facing the TTC is to change the culture of entitlement and unaccountability that fills the management ranks. But Byford has taken action. He’s reviewed the TTC infrastructure department, fired those responsible for the Spadina extension overruns, and admitted that he needs help and that the TTC infrastructure department can’t handle the project. Not only did this take balls, but it took humility – exactly the trait needed to bring real change to the TTC.

Mr. Byford’s firing of the Spadina extension project managers not only tells Toronto he’s taking action but it has sent a huge message to all TTC employees –  that no matter how high ranking someone is, they will be accountable for their actions.  This is a message that many TTC employees, frustrated with the lack of accountability and the attitude of entitlement within TTC management, needed to hear. In Byford, TTC now has a leader with humility, who is determined to give the public the best service possible while at the same time weed out the hubris that will always cause an organization to fail.

Where does the TTC infrastructure department go from here?

The answer is obvious to those who work in the industry — the contractors and engineers — who have worked with the TTC in the past and now refuse to even bid on most TTC projects, to those who have spent the past decade quietly complaining to anyone who would listen, about the ineptitude of the TTC infrastructure department.  The solution the contractors, tradespeople and engineering firms suggest is to turn all the large transit projects that TTC has in their plans over to Metrolinx.

Metrolinx is the provincial transit body responsible for building transit infrastructure – most recently, the Union-Pearson Express (delivered on time and on budget).  Under the leadership of CEO, Bruce McCuaig, Metrolinx has steered its large projects through Infrastructure Ontario which has developed an efficient process (with a 97% success rate) to manage big infrastructure projects.  Add to this the fact that McCuaig has attracted some of the best in the field, and the humility that McCuaig brings to his role as CEO of Metrolinx and it is easy to see why so many in the industry see them as the great solution to Toronto’s infrastructure problems.

A partnership between Metrolinx and the TTC is the best solution for Toronto. It would allow the TTC to focus on delivering excellent service efficiently, while at the same time deliver the expertise that Metrolinx has to all our future transit expansion plans.