Hurricane Hazel, 1921-2023

Well I guess she is mortal after all.

Upon hearing about her death yesterday, I couldn’t help but search the internet for whatever I could find on her century-long life and legacy. Despite all the conflict of interest claims and her reputation among my fellow planners as the “queen of sprawl”, I do admit she lived a great life devoted to public service and she will always remain an icon in Mississauga. Heck, she’ll even have an LRT line named after her. Her tenure as mayor spanned over three decades. By the time of her retirement in 2014, she had been in that role longer than I had even been alive at that point. She was so beloved by her constituents that she even stopped campaigning for elections.

A young Hazel with her cat.

Believe it or not, she had humble beginnings in Port Daniel, Quebec. Although she never fulfilled her ambition to attend university (parents couldn’t afford it), she began her working career with Kellogg in Montreal and later established the company’s local office in Toronto, where she met her late husband, Sam McCallion. The in-laws, being white and having land to give away, gifted the couple with a piece of property in Streetsville, where she eventually became mayor prior to its amalgamation with four other villages into Mississauga.

For years, she fought for Mississauga to become independent from the Region of Peel – a goal that continues to be pursued by her successor Bonnie Crombie. I wonder if her death provides a little extra incentive.

It’s a shame she didn’t live to see it happen.

It’s also too bad I never got the chance to meet her while I worked at the Region of Peel headquarters, the same building where she served as Regional councillor.

Ontario’s Latest Transportation Plan Full of Gaps and Political Gimmicks

Ford will get it done!

The Ontario government finally released its Greater Golden Horseshoe Transportation Plan, which sets out their vision for the region’s transportation system over the next 30 years. Although this Plan was initiated under the Liberal government in 2016, Ford and the PCs have now taken the credit. It’s a shame that a half decade’s work has become Mr. Ford’s political campaign advertisement to buy votes for the next provincial election. Despite extensive stakeholder engagement during the development of the Plan, it is clear that the MTO simply didn’t listen or even give a shit about anything they heard. Both the City of Mississauga, and the Region of Peel have publicly expressed their discontent regarding the Plan’s lack of details and commitment on key projects such as two-way service on the Milton GO corridor. Further, there is absolutely no regard for the overwhelming opposition to Highway 413 from the City of Mississauga, City of Brampton, Region of Peel, and numerous other prominent stakeholders.

The Plan includes a map of ambitious infrastructure investments including two “conceptual” transit lines, specifically a cross-regional connection between Burlington and Oshawa and an extension of the Ontario Line through Kipling station and Pearson Airport before connecting with the western end of the Line 4 subway. It all looks great besides the fact that important details such as costs and timelines are missing. As far as I’m aware, there has never been a single business case or cost-benefit analysis completed on any of these “conceptual” projects. Until then, the map is nothing more than a piece of art with a bunch of lines, which we have seen far too many times. Just one of many plans that would collectively make a great exhibit at the AGO.

Above: Map for proposed future transit network (MTO,2022)

Disclaimer: I may be biased on this subject due to my work with a party that has expressed concerns regarding both this plan and Highway 413.

I am an advocate and it is fine.

I am not afraid to disclose that I volunteer on an accessibility advisory committee for the TTC while remaining employed as a public servant and transportation planner with a higher level government. That potentially makes me a “special interest” advocate in a public sector position. Here, I will make a big confession. There may indeed have been instances when my volunteer experience in accessible transit influenced how I carried out my 9-5 work but I think it’s completely fine, nor am I violating any ethical code of conduct.

Being an advocate in a professional setting is obviously a double-edged sword. On one side, it enables me to be a subject matter expert on the topics close to my heart. On the other side, I can easily be criticized for being heavily biased and reluctant to acknowledge the perspectives of those with different values and experiences from mine.

Then there’s the perception that I may have a conflict of interest, given the potential for me to leverage my 9-5 job to support the interests of a publicly funded agency that I happen to volunteer with, but that doesn’t necessarily put me in a troubled situation. The Ontario Professional Planners Institute (OPPI) explicitly states in their code of conduct that “members have a “primary responsibility to define and serve the interests of the public”. Advocating for accessibility is my way of fulfilling my responsibility to serve the public interest. As well, the TTC is not my client or an investment holding. So there is absolutely no pecuniary interest from my end.

Advocacy is driven by personal values and passion. Personal values and passion are what separate the movers and shakers (ie. Leslie Knope) from your stereotypical beaurocrat counting down the days to retirement (ie. Garry Gergich). My passions are what led me to my career as a planner. Without them, I may as well have leveraged my math degree to pursue a career that pays more money. Lawyer and planning theorist Paul Davidoff argued that values are part of every planning process and that the planner isn’t solely a value-neutral technician. Davidoff also stated that advocate planners use their experience and knowledge within the field of planning to represent the ideas and needs of their comunities.

A forward-thinking profession shaped by constantly evolving technological and demographic trends needs to attract passionate people who are unhappy with the status-quo and push for progressive change. Many of these people are advocates in one way or another whether it’s for social justice, active transportation, source-water protection, a zero-carbon transportation system, etc. Without passionate individuals, planning authorities risk being trapped in a closed-minded culture resistant to change.

There is no shame in idetifying yourself as an advocate.

Image from: Advocacy Focus

Refuting False Assumptions regarding Free Transit

The case for free transit (or “fare-free” as I prefer to put it) is often met with skepticism and opposition from politicians and policy wonks on the grounds that it is not financially feasible nor effective in addressing transportation planning objectives. Here are some common assumptions made by critics of fare-free transit, followed by my rebuttals, at least from a Canadian context.

It Is not financially feasible.

Most transit services in Canada are highly subsidized to begin with, given their relatively low fare recovery. For example, only about 36% of Durham Region’s transit budget is covered by fare revenue. Typically, the majority of transit funding comes from provincial or municipal contributions, whereas fare revenue tends to account for very little. As such, paying for fare-free transit is a matter of boosting these contributions that have been made for many years. As well, transit authorities can continue to generate revenue through other means like advertising and real estate.

People may start using transit for non-mobility purposes, such as shelter, thus making it less attractive to the “desired” clientele (ie. daily commuters).

If you’re a compassionate person, that’s completely fine. Everybody needs a warm place to sleep without dying of hypothermia, even if they smell a little funny! :). I would even advocate for the provision of benches at stations, just like the public parks. Consider the fact that many of us encounter homeless people on public sidewalks everyday. Does that necessarily prevent us from walking outside?

The lack of gate-keeping makes it easy for pick picketers and other criminals to enter the system, which again drives away the target demographics – literally, they may “drive” away.

Well, think of it this way: Security personnel can now watch for real crime rather than being pre-occupied chasing fare evaders.

People will ride the bus all day because they have nothing better to do.

Well, anybody who has been on a transcontinental flight or a day-long bus ride knows that it is brutal! There are only so many movies and playlists you can have on your tablet or phone. Who in their right mind would do that if they don’t have to go somewhere?

The bus will become too crowded, which will just reinforce the desire to drive in a private car.

Many Canadian jurisdictions, such as the 905 municipalities surrounding Toronto, currently have very low transit ridership, unfortunately, due to decades of low density, auto-oriented land use planning and a preference for travelling in a single-occupant vehicle. Before we even consider transit capacity, let’s first get people out of their cars.

Commuters will become too lazy to walk or cycle.

It is often assumed that active transportation and public transit are in competition with each other. However, they have been known to mutually support one another. Walking and cycling would remain important first/last mile connections regardless of the price of the fare.

What exactly is “paratransit”?

In my experience working in the transportation industry, I have heard my professional colleagues use the term “paratransit” in reference to specialized door-to-door transit services for people with disabilities, such as Wheel-Trans. At one time, I ignorantly assumed that the prefix “para” is short for “parallel”, meaning that it operates parallel to conventional transit services, much like how the Paralympics occur parallel to the “regular” Olympics. Alf Savage, the general manager of the Toronto Transit Commission (TTC) between 1981 and 1987, used this erroneous way of thinking to defend the lack of accessibility at Toronto’s subway stations during his time. He said, “Can you imagine a wheelchair in the rush hour at Bloor and Yonge? That’s why we have a parallel system for disabled with WheelTrans” (Bateman, 2013).To people like Savage, there is a separate transit service for disabled people, while so-called “able-bodied” people ride the conventional system. In contrast, others have used “paratransit” as an umbrella term that includes a wider range of flexible transit services that do not operate on fixed routes or schedules. Robert Cervero (1997) defines paratransit as “a type of service which relies on small vehicles which are frequently privately owned and operated, and which may not work on a schedule.” So basically, UberPool, Bridj,and RideCo can all be considered paratransit. Likewise,Wheel-Trans is simply another first/last mile solution connecting commuters from their door to a higher order transit station. It does not give us a cop-out for failing to make conventional transit universally accessible. Fortunalely, the TTC has since come a long way. It now offers the Family of services, which encourages Wheel-Trans riders to make multi-modal trips by transferring to conventional transit services at accessible bus stops or subway stations. This more recent approach treats paratransit as a means of accessing conventional transit rather than segregating it from the rest of the system. It just puts greater importance on making our conventional transit system fully accessible pursuant to the AODA, as planned. The world has moved on from people like Alf Savage. Maybe it’s time we rethink our language too.

Note: I am cognizant that there will always be those who require door-to-door transit services due to the nature of their disabilities that prevent them from using conventional transit services without putting their safety at risk. As such, I am not in any way implying that all users of specialized door to door services should be forced to use conventional transit or Family of Services.

Bateman (2013). A brief history of the Scarborough RT. BlogTO. Retrieved August 2019 from

Cervero, Robort (1997). Paratransit in America: Redefining Mass Transportation. Westport, Connecticut: Praeger Press.