Transit leadership is about making difficult choices, not the status quo

Leadership is about making the tough decisions.  Colin Powell said “Being responsible means pissing people off.”

Leadership is not about repackaging the status quo.

Last week, the Transit Investment Strategy Panel did just that. On the one hand, Anne Golden, with the release of the panel’s recommendations, mentioned that we all have to make tough choices. On the other hand, it was once again, playing politics by minimally changing the status quo. Yes, Councillor Karen Stintz was right – you can’t take the politics out of transit planning. That statement annoyed the heck out of Toronto Region Board of Trade Chair Carol Wilding. Based on Wilding’s comments on a local radio talk show, the Transit Panel’s recommendations did not go far enough.

The Transit Panel looked at two revenue options:

A- 3 cent increase in the gas tax capping out to ten cents, 0.5 cent rise in the corporate tax, redirection of HST on gas taxes to fund transit

B – capping additional gas tax to 5 cents per litre and 1/2 per cent increase in HST.

They do raise funds for transit but with the seniors cohort driving less in the next few years, younger generations choosing to use transit much more, and fluctuations in gas prices, this would eventually be a wash. The increase in the HST could be viewed as a province-wide version of a local/regional sales tax. So there is some merit. The corporate tax is a modest step in the right direction, but doesn’t sit well with the Board of Trade and the private sector.

The panel also suggested that road tolls should not be given any consideration because it would take too long to implement. In other words, it is too sensitive politically.

Currently Los Angeles is conducting a pilot project called Metro ExpressLanes where they are converting the High Occupancy Vehicle (HOV) Lanes into High Occupancy Toll (HOT) Lanes on the I-10 and I-110 freeways.  This can be implemented on portions of the QEW, Highways 401 and 403 and the Don Valley Parkway where HOV lanes currently exist. In addition to this, use the two outer express lanes on Highway 401 and convert them to HOT lanes. Then direct those funds towards transit projects.

Citizens have made choices to “vote with their feet” and “drive until they can afford.”  Urban sprawl has led us down this path. In addition, 905 regions are paying the price for inefficient land use decisions. A perfect example is York Region where in 2012, the region was $1 billion in debt. York Region Transit has one of the highest subsidies in Ontario with about 60 per cent, which means they only receive 40 per cent in farebox revenue. Another result from urban sprawl. Other than changing land use policies, vehicle kilometres travelled is another option to raise revenue to fund transit. VKT is measured with the potential to change travel behaviour. But politicians are reluctant to make the effort to educate the public fearing the backlash they might receive.

Metrolinx should be charging for parking.  It is a wrong-headed approach to have subsidized parking, let alone the construction of the parking garages. The real cost of parking spots cost roughly $20,000. Metrolinx has claimed the costs are embedded in the fares, which I find hard to believe.  TTC decided to charge for parking at its lots. In 2011, Calgary Transit decided to reverse its paid parking charge and run a similar policy to that of GO Transit. Parking revenue could definitely feed into the coffers of transit operations.

Funds can go into a public infrastructure bank like the one set up in Chicago, or a government account that the panel had suggested, where it would be protected from being raided.

Politicians must stop looking at short term solutions and easy decisions for political electability.  Transit expansion should have occurred yesterday. The hard decisions must happen now. That is leadership.