PTC E-News 9

PTC E-News 9
Friday, March 24, 2006

Contents

1 Local

1.1 Stratford plans transit survey
1.2 City bus service adds two routes
1.3 Souris workshop on rural public transit a success!!
1.4 The Richmond Street View

2 National

2.1 Manitoba communities start to reap gas tax benefits
2.2 Ontario budget adds money to public transit infrastructure in Toronto
2.3 Public transit ridership in Canada increases
2.4 2006 Montreal Youth Summit coming up!

3 International

3.1 New poll suggests Americans want increased rail passenger traffic
3.2 Arizona transit system gets rave reviews
3.3 A Blast from the recent past: public transit and U.S. conservative policy


1 Local

1.1 Stratford plans transit survey

The Stratford transit committee was to have met on Monday, March 20 to discuss a proposed transit survey to be sent out to residents. The impetus behind the survey idea was to gauge the demand for a transit system in the area that would connect and operate in cooperation with the existing Charlottetown Transit. With a survey firmly in hand, the Stratford transit committee would then hold a public meeting to deal with issues such as route design and bus sizes. This recent return of interest in Stratford public transit coincided with contacts maintained in months previous between the Atlantic Canada Opportunities Agency and the town, and resulted in the creation of a town transit committee which promptly applied for a $750,000 slice of the $3.4 million-dollar Island share under the federal New Deal for Municipalities.

The federal government provides municipalities in Canada with money to help with start-up costs for a transit service, but actual operations capital needs to come from the municipalities themselves. For example, Trius Tours in Charlottetown receives subsidy from the City of Charlottetown. The aim of the municipal subsidy is to gradually decrease funding as ridership increases.

Some Stratford Transit facts:

- It will cost $750,000 to initiate a Stratford transit system
- the town has applied for federal money
- 7,000 people in Stratford were to be polled in the survey
- in spite of possible high demand, a system would not launch this year


1.2 City bus service adds two routes

Starting Monday, March 13, 2006, Charlottetown Transit has added two new routes to its service to cater to a wider variety of riders. One bus is serving both routes, bringing the total number of buses operating in the system to five. Each route currently has one bus. According to transit manager Bobby Dunn, the two new routes will improve flexibility and reduce waiting times. The new route #6, says Dunn, will better serve those riders who work after 9:00 AM as well as students and seniors. Both of the new routes came about as a response to customer feedback. Deputy Charlottetown Mayor Stu MacFayden noted that the high ridership volume is a pleasant surprise, with more than 8,000 riders tallied in January alone.

For schedules, check out www.thebus.ca

1.3 Souris workshop on rural public transit a success!!

The PEI Public Transit Coalition recently held the first of its two scheduled public transit workshops on Friday, March 17 in Souris. Facilitator David MacKay spoke about the benefits of public transit to the 20 or so delegates attending the workshop, and proceeded to highlight some of the important steps needed to implement rural transit services in the Eastern Kings area based on his extensive personal involvement in bringing public transit back to the city of Charlottetown. Most importantly, from a among the dedicated group of community leaders and concerned citizens in attendance, it was agreed that a task force to push forward on public transit for the region be formed from among the delegates! In all, the workshop was a great success for all and many thanks go out to the staff of the Bluefin Restaurant in Souris for hosting the event. We look forward to seeing more interested public transit supporters at our second workshop in Souris this Monday, March 27 in O'Leary. For further information, call Aaron at 566-4696.


2 National

2.1 Manitoba communities start to reap gas tax benefits

February 27, 2006

GAS TAX FUNDS BEGIN TO FLOW TO MANITOBA MUNICIPALITIES


Intergovernmental Affairs and Trade Minister Scott Smith announced today the first funding agreements have been signed with 56 Manitoba municipalities for the payment of federal gas tax funds. The value of funds flowing so far is $2.45 million.

Municipalities receiving their gas tax payments for 2005-06 today include the Rural Municipality (R.M.) of Alonsa, the Town of Souris, the R.M. of Lakeview and the City of Portage la Prairie. These municipalities were the first four in Manitoba to sign funding agreements with the province.

“We are pleased to see these funds flowing to Manitoba municipalities to address their local infrastructure investment needs through stable and predictable funding,” said Smith.

These payments are part of a total of $167.3 million to be invested in cities and communities across Manitoba over five years by the Government of Canada through it’s commitment to share gas tax revenues. On Nov. 18, 2005, Manitoba and Canada entered into the agreement to provide for the transfer of the federal gas tax revenues to Manitoba municipalities.

Municipalities will be able to use their gas tax funds for environmentally-sustainable municipal infrastructure projects. Eligible project categories include roads and bridges, water and sewer facilities, solid-waste management, public transit, community energy systems and municipal capacity building. Decisions on how these funds are invested will be made locally in a way that responds to the infrastructure needs of each community and results in environmental benefits such as clearer air, cleaner water and reduced greenhouse gas emissions for all Manitobans.

The Province of Manitoba is administering the federal gas tax funds made available under these agreements on behalf of Canada including making payments to individual municipalities and communities. All municipalities have received funding agreements. Payments will be made to other municipalities as those agreements are signed.

From http://www.gov.mb.ca/chc/press/top/2006/02/2006-02-27-02.html


2.2 Ontario budget adds money to public transit infrastructure in Toronto

KEVIN MCGRAN
TRANSPORTATION REPORTER

The daily commute in the Toronto area should get easier thanks to a provincial budget that will provide funding for a Toronto subway to Vaughan, a bus-only route for Mississauga and a Brampton express bus service.

The gridlock-battling proposals got the green light yesterday as part of the $1.2 billion in new infrastructure spending outlined in the Ontario budget. Much of the money will be spent in the Greater Toronto Area.

"These investments are the beginning of a new era in public transit in the GTA," Ontario Finance Minister Dwight Duncan told the Legislature.

While there are still some funding issues to work out — the province will pay one-third of costs but local governments and Ottawa will have to fund the rest — the early indicators are encouraging.

The federal government has indicated it is prepared to discuss the various transit projects, and the province said it will help cities find ways to raise money to pay their share.

Overall, it points to a willingness to tackle traffic congestion, a problem that costs the Toronto region $2 billion annually in lost time, wasted fuel and harm to the environment. The budget also outlined the usual spending boosts for health care and schools.

The Greater Toronto Area was the biggest beneficiary with $838 million committed by the province for transit funds. And much of that money will go to the Spadina subway extension.

Duncan said the province will place $670 million into a trust fund by next Friday to help Toronto and York Region expand the Spadina subway to Jane and Highway 7, where Vaughan hopes to build a "downtown."

Subway extension is a $2 billion project, but the provincial commitment is irrevocable. "We want the subway," Duncan told reporters. "We put our money in the trust. That money is not coming back to the province. It's there for public transit. This is the city of Toronto's top priority. This is the Region of York's top priority. We're clear: This money is for public transit."

The Spadina subway extension, which could take up to seven years to build, will carry about 100,000 riders, eliminating 83,000 car trips a day, while taking some commuting pressure off the over-packed Yonge St. line, Duncan said.

It could also help unite a region, which too often acts like a house divided.

"That link is a critical transportation link in Toronto because it links downtown to the 905 and creates a new transportation hub in Vaughan," said Toronto Mayor David Miller. "We should be city building. These links should have been done years ago."

It will also spur development, helping create a "downtown" Vaughan at a new terminus at Jane and Highway 7. That is now a hodgepodge of car shops, parking lots and big-box stores.

"We're talking about jobs and businesses locating in those areas," said Bill Fisch, York Region chairman.

York University officials were also ecstatic about the prospects of improved service for 65,000 students and staff but pointed out it was just as significant that the subway crossed the 416-905 divide. "It's one of the few projects that talk about knitting the region together," said Ned Purves, president of the York University Development Corporation. "There is a city of Toronto but there's really an Ontario growth strategy. That's what this is all about."

Money will also go to:

Develop the Mississauga Transitway, a dedicated bus-only line along Highway 403 and Eglinton Ave. ($65 million).

Build Brampton's Acceleride bus-priority program whereby buses get "queue-jump" lanes to get ahead of cars at traffic lights ($95 million). Brampton commuters could see express service by 2008, with buses 5 minutes apart on Queen St. and Main St., in the $280 million project, Mayor Sue Fennell said.

"Five years ago we didn't have a plan," Fennell said. "I'm very proud we were able to put this together."

Those projects will also require one-third federal and municipal assistance, but Duncan expected both to chip in.

"It's not contingent on the feds," said Duncan of subway building. "We are encouraged by what the feds have said about public transit and infrastructure investment."

Federal Finance Minister Jim Flaherty and federal Transport Minister Lawrence Cannon had indicated a willingness to participate, saying recently they wanted to see the projects before committing.

Opposition Leader John Tory said he would encourage Flaherty to participate in the funding if he was asked.

Assisting municipalities in raising their share of money includes the possibility the private sector will finance the subway through a new fundraising tool called "tax-increment financing." It would allow cities to issue bonds tied to taxes related to the increasing property value of land that will develop around new subway stations.

There's also $1 million for an environmental assessment for the Scarborough subway to replace the aging light rail transit system there, and $7 million for York Region to investigate how to build bus-only lanes on Highway 7 and Yonge St.

The province also confirmed it will introduce legislation to create a Greater Toronto Transportation Authority that will manage the fare card system to create a single fare system using a swipe card for regional transit.

The GTTA would not have funding ability, but it would "plan, co-ordinate and set priorities for public transit and major regional roads." Officials say all the area municipalities are on board, including Toronto and Hamilton. Legislation is expected in spring.

Another $400 million was committed to road resurfacing and bridge repair across the province, including:

Extending Highway 404 to Ravenshoe Rd. in East Gwillimbury.

Extending the 410 to Mayfield Rd. in Caledon.

Completing an environmental assessment to extend Highway 427.

In another change, the province will loosen restrictions on gas tax money. Previously, municipalities could only use the money for capital expansion projects. Now they can use the money for any transit initiative.

A separate program for buying new buses will be axed in 2007.

WITH FILES FROM VANESSA LU,

RICHARD BRENNAN

From The Toronto Star, Friday March 24, 2006


2.3 Public transit ridership in Canada increases

Mid-year Transit Ridership Shows Further Growth
Public transit ridership for the first six months of 2005 continued to demonstrate strong growth, extending a trend begun in the mid-1990s. According to CUTA's recently released mid-year ridership data, the first half of 2005 saw a ridership increase of 1.2% over the same period a year earlier. If this pattern continues to the end of 2005, Canada will again be surpassing an all time record for total transit ridership set in recent years.

From http://cutaactu.ca/en/mid_year_transit_ridership_shows_further_growth_0


2.4 2006 Montreal Youth Summit coming up!

2006 YOUTH SUMMIT APPLICATION DEADLINE IS
APPROACHING
The 2006 International Youth Summit on Sustainable Urban Transportation
will be taking place in Montreal, Quebec from 12-17 July. Posters have
been distributed to transit systems across Canada for recruitment at the
local level. Spaces are available for 80 action-inspired youth between the
ages of 18 and 24. Travel, accommodations and conference fees will be
funded for winning delegates from Canada. International applicants are
responsible for seeking out funding partners to cover their expenses. The
deadline for applications is Friday 31 March 2006 (and Friday 7 April
2006 for International applicants). Transit systems are reminded to submit
their Mentors for SustainableTransportation form, containing local contact
information as soon as possible. A variety of exciting sponsorship
opportunities are also open to CUTA Business members. Updates about
the event are available at http://www.cutaactu.ca. For more information
contact Elizabeth Allingham at (613) 842-3631.


3 International

3.1 New poll suggests Americans want increased rail passenger traffic

The Harris Poll® #14, February 8, 2006

Americans Would Like to See a Larger Share of Passengers and Freight Going By Rail in Future
Safety and energy efficiency seen as top priorities for future of passenger transportation

As personal travel and freight transportation grows in the future, the American public would like to see an increasing proportion of that traffic going by rail. Commuter and long-distance trains top the list of nine modes of transportation that adults would like to see "have an increasing share of passenger transportation." When it comes to freight, railroads top the list of six modes of transportation that adults would like to see "have an increasing share of all goods and commodities movements in the United States."

These are the results of a nationwide Harris Poll of 1,961 U.S. adults conducted online by Harris Interactive® between December 8 and 14, 2005.

Key findings from this survey include:

The modes of transportation which the largest numbers of adults would like to see "have an increasing share of passenger transportation" are:
Commuter trains (44%)
Long-distance trains (35%)
Local bus service (23%), and
Airlines (23%)
The transportation modes which the smallest numbers of adults would like to see have a bigger share of passenger traffic are:
Long-distance bus service (6%)
Pedestrian travel (8%)
Long-distance travel by car (10%)
Local travel by car (11%), and
Travel by bicycle (11%)
Freight railroads (63%) come far ahead of all other modes that adults would like to see have an increasing share of freight transportation. They are followed by:
Air freight (35%), and
Trucks (24%)
The modes which the smallest numbers of adults would like to see have an increasing share of freight transportation are:
Inland barges (8%)
Pipelines (13%), and
Coastal shipping (17%)
Of a list of six possible priorities for the future of passenger transportation, the top priorities chosen by the largest number of adults are:
Safety (47%)
Energy efficiency (44%), and
Cost (29%)
Responsibility for the Transportation System

This survey also included questions on who should be "mainly responsible for maintaining and improving the transportation system" both, "in your community," and "in the nation as a whole." Overwhelmingly, the public thinks that these are government responsibilities rather than something the private sector should be mainly responsible for. However, the level of government seen as having this responsibility varies greatly for local and national transportation. Specifically:

State government (36%) and local government (27%) are seen by the largest numbers of adults as having the main responsibility for "maintaining and improving the transportation in your community." Fewer think that the federal government (16%) or private companies (10%) should have this responsibility.
When it comes to the transportation system "in the nation as a whole," two-thirds (68%) of adults believe this should be a responsibility of the federal government. Relatively few see this as the responsibility of state government (13%), local government (2%) or private companies (8%).
These results show that for most adults, transportation is a "public good" for which government has the primary responsibility. However, that does not mean that they are opposed to the private sector providing much of the actual transportation; only that they believe that government, not the private sector, should make transportation policy.

For the tables and further information go to http://www.harrisinteractive.com/harris_poll/index.asp?PID=638


3.2 Arizona transit system gets rave reviews

It's 6:45 a.m. in Ahwatukee and the commute is in full swing.

In a steady stream, solo drivers pull into a parking lot on Pecos Road, get out and line up to board one of the I-10 Rapid buses.

If it's standing room only, some wait 10 minutes for the next bus, just to get a plush recliner so they can settle back with a book or an iPod on the way to downtown Phoenix.

"Now, if you're not on the bus by 7 a.m., you can count on standing," said Toni Brouillard, a 50-year-old east Chandler resident who works as an executive assistant at JPMorgan.

Increasingly, this scene plays out every day in park-and-ride lots throughout the Valley.

Over the past two fiscal years, the number of riders on the region's commuter buses has jumped 57 percent. While the raw numbers were still small, an average 5,213 per weekday, the surge outpaced a healthy 11 percent jump in overall bus ridership. This year, ridership on Rapid and Express buses is on pace to grow an additional 14 percent.

The reasons are varied, from gas prices to expanded service. But if the trend holds, transit officials say, it signals transit is beginning to woo its hardest fans, those higher-income suburbanites who are joined to their cars at the hip. It also could build support for bus and light-rail expansions.

No one is saying yet that the Valley has arrived as a big-league bus and rail town, like Los Angeles or Atlanta. But the signs of a deepening buy-in by the public are more pronounced.

"Commuters want this kind of service. They're sick of congestion and sick of unpredictability," said David Schwartz, executive director of Friends of Transit. "The biggest complaint I hear is: 'I live in - pick a community - when are we going to get it?' "

Until recently, buses have historically been the domain of the working poor. In the Valley, the heaviest ridership occurs in dense central urban neighborhoods where three homes in 10 have no car.

According to a 2001 Valley Metro study, the average annual income of people who rode local buses was $26,000, compared with $49,600 for express riders.


'Choice' riders


Lower-income riders will remain the system's anchor. They need and demand transit more. But to put a greater dent in reducing traffic and smog, transit officials also want to attract "choice riders," those who choose how to commute. That means running service, by bus or light-rail, into middle-class suburbs.

Valley Metro, or the Regional Public Transportation Authority, now runs 19 Rapid and Express routes.

In coming years, the commuter routes will expand dramatically.

Last month, RPTA got its first check from Proposition 400, which was approved two years ago and will inject $3 billion into expanding and improving bus service over the next 20 years.

The first of those changes will occur this summer, when a new rural bus route to Wickenburg begins and 62 new buses arrive, most to replace aging vehicles.

Over the next two decades, RPTA will bring in 2,100 new buses and add as many as 31 express routes. It will also improve service on as many as 34 local streets where buses cross city lines. The RPTA board authorized last week spending $630,000 to move ahead with half a dozen studies to plan long-term bus service.

The first big boost in Rapid service comes in 2008, when six new routes begin. Next year, RPTA adds a single Rapid route to serve the north Route 101 loop.

"Prop. 400 allows us to go much further. We have an opportunity we haven't had in years, if ever. The sky's the limit," RPTA Executive Director David Boggs said.



Commuters choose the bus over their cars for a variety of reasons: time, money, employer discounts or peace of mind.

Laura Webb, who lives in Ahwatukee, began taking the I-10 line two years ago after she learned about it from word of mouth. The 46-year-old rides the Rapid to her job near the state Capitol, where she's a project specialist at the Department of Corrections. She first noticed people standing in the aisles about six months ago.


'Always on time'


"The buses have a good reputation. They're always on time - always," Webb said. "They're comfortable, the air-conditioner works, and they give me a chance to catch (up) on my reading. And I don't have to put miles on my car."

The Ahwatukee park-and-ride lot fills quickly with all manner of cars, including a Jaguar or two along with the Hondas and family vans.

Perhaps the biggest boost to commuter buses has been gas prices.

"People who rode the bus in September when gas was $3 a gallon stayed with it," said William W. Millar, president of the American Public Transportation Association. "In city after city after city, it's a pattern we're seeing. None of us knows if this is the start of a brand-new trend or another spike."

The Valley's rapid growth on the fringes also has fueled demand.

In recent months, officials from Anthem to Avondale to Pinal County have clamored for express lines. When the city of Surprise last fall asked for one ahead of schedule, Boggs, the RPTA director, worked out a deal with an out-of-state transit agency to get used vehicles fast. Within two months, Valley Metro had a bus on Grand Avenue, paid for by city money.

The household budget, with help from employers, also is driving demand.

A single Rapid or Express fare costs $1.75, 50 cents more than a local ride, or $51 for a monthly pass.

Brouillard, the east Chandler commuter, gets half off her monthly pass because her employer, JPMorgan, picks up the other half as part of a regional trip-reduction program to discourage solo drivers.

She saves about $1,900 in gas and parking, plus an additional $950 from wear and tear each year.

But that's not the biggest selling point. "I'll do anything to get in that HOV lane," Brouillard said.

By car, her 25-mile trip would take an hour, door to door. By bus, it's 45 minutes, including the drive to the park-and-ride lot.


Drawbacks


Commuters still face many obstacles in making the bus system work for them.

Geoff Goodrich, 45, of northwest Phoenix, used to ride the 582 Express every day, going from the Metrocenter Mall to the Phoenix Art Museum, where he works as security chief.

But his work schedule changed. On weekends and later in the evening, he can't count on a bus. So, he rides it two or three days a week.

It's similar on other routes.

The last run of the evening for the Scottsdale Express, Route 512, leaves downtown Phoenix at 4:54 p.m. Because of traffic and distance, it doesn't reach the last stop at Palisades Boulevard until 6:23 p.m.

The Mesa Express, Route 540, pulls out of the Decatur Street stop at 4:50 a.m. but reaches downtown Phoenix until an "estimated" 5:40 a.m., according to the bus book, which advises passengers not to count on the schedule to make transfers.

Despite the limits, more commuters are giving it a try.

Goodrich said gas prices drove him to the bus at first, but after he began enjoying a cup of coffee and reading the paper on the way, he liked it.

"Even if it doesn't save me money, I'd still ride the bus just for the relaxation," he said. "Going home, there's not that hide-in-the-closet detox time after work. I do that on the bus."

Sean Holstege
The Arizona Republic
March 24, 2006
Contact the reporter at (602) 444-8334 or sean.holstege@arizonarepublic.com


3.3 A Blast from the recent past: public transit and U.S. conservative policy

Conservatives and Public Transit:
Is It Time for a New Look?

A study prepared for the American Public Transit Association by the Free Congress Research and Education Foundation, a conservative think-tank led by Paul Weyrich, says public transit not only works but that government has been one of the main culprits behind the current sprawl mess that is beginning to strangle our nation.

Although the Florida Sustainable Communities Network typically refrains from posting material with a political slant, this report goes deeper than politics to explore the core of old cliches and illusions. Well-researched and data-rich, the study looks at the history, financing, and use of public transit in the United States and debunks many of the myths propagated to discourage investment in transit. Public transit can be effective, said the authors, Paul Weyrich and William S. Lind, at a recent press conference, and case studies from Chicago, St. Louis, and San Diego prove it. Of particular interest to long-time transit boosters are some refreshing conservative ideas for strengthening public transit.

Executive Summary

Traditionally, mass transit has not been of much interest to conservatives. Their disinterest stems from three perceptions: mass transit is a government creation that would quickly cease to exist in a free market; no conservative constituencies use mass transit; and mass transit does not serve any important conservative goals.

Each of these perceptions has some reasons behind it, and each is true in some situations. But all are also open to question, on conservative grounds. The dominance of the automobile is not a free-market outcome, but the result of massive government intervention on behalf of the automobile. That intervention came at the expense of privately owned, privately funded, tax paying public transit systems. Without government intervention, public transit might have a substantially higher market share than it now enjoys.
A growing conservative constituency does use mass transit, when transit is high quality. That usually means rail transit or bus on high speed busways. As high quality commuter rail, light rail and busway systems reach out into suburbia, they carry a growing number of people whose demographics indicate they vote conservative. Conservative policy-makers who ignore these constituents are neglecting part of their base. Mass transit can serve some important conservative goals, including economic development, moving people off welfare and into productive employment, and strengthening feelings of community. Again, the quality of transit strongly affects its ability to serve conservative goals.

All these factors suggest there are reasons for conservatives to take an interest in transit policy. At the same time, there are equally valid reasons for transit authorities and advocates to listen to conservatives' ideas about transit. Government subsidy has resulted in inefficiencies in transit operations, and conservative ideas such as regulatory reform and public-private partnerships have the potential to provide better transit at less cost to the taxpayer.
It is time for an informed dialogue between conservatives and transit authorities and advocates. Each can learn from such a dialogue, and together they may find ways to provide better transit service that is also more efficient.

Cynthia Pollock Shea, Contributing Editor

Posted 24 August 1999 on http://www.myflorida.com/fdi/fscc/news/world/9903/1cmmnt.htm