Author

Sarah Thomson

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Tunnels and Tolls

Toronto’s Executive Committee is set to talk tolls and tunnels in the week ahead. With submissions being hear Monday we ask readers for their views. Do you believe we should bury the Gardiner Expressway? Toll the highways that Toronto residents are now paying the full cost to maintain? Please answer the survey below…
[socialpoll id=”2157172″ type=”set”]

The power of your purse…

Rosie

 

After a terrific summer free from make-up, pressed shirts and shoes of any sort, it’s time to get back into the daily grind. With the kids going back to school and a list of items to buy for the winter ahead, there is an app that my friend Amy Willard-Cross has created to allow people to use their purchasing power to create positive change in our communities. It’s called Buy-Up Index and shows which companies and brands support women.

The app allows shoppers to use their buying power to create positive change within our society.  The app grades companies in each industry based on 8 different criteria: The number of women on their board; employee diversity reporting; executive officers, leadership programs, maternity leave, paternity leave, philanthropy, special employee programs and supplier diversity reporting. Buy-up index uses openly available data on companies providing products to consumers. Buy –up Index allows the user to tell companies why they lost their business, and currently covers these four industries: beauty products, beverages, cell phones, household products.

There is no telling what an app like this might do to create better conditions for employees and equality for women around the globe. I encourage you to download the app and use it to send a message to corporations. Change requires that each one of us make an effort to see it through. Buy-up index is an easy way to contribute to positive change on a global level.

A flocking good book

Birding with Yeats

A Memoir by Lynn Thomson

 

Reviewed by Sarah Thomson

I sit still in the boathouse with all the windows open and listen. A huge storm hit the island this morning, the rain left large puddles on the deck, the leaves rustle as the sun pushes out, and the odd drop still falls on the roof. A man and a boy row past in a canoe. They are both shouting “row, row, row” in unison — too busy to notice the calm that has settled over the lake. A kayak rounds the corner of the island across from us. The rower dips his paddle in slowly, evenly, his motion in harmony with the calm around him – he has grace.

The book I am reading has me thinking about the way people choose to live – in harmony with the natural world, or in discord, blind to its rhythm and beauty. It is a memoir titled Birding with Yeats, written by my sister-in-law Lynn Thomson. While the title suggests that it is about birding, the book is about so much more. It encompasses her desire to shed convention and live in harmony with the natural world, and touches on the strong relationship she has built with her son, Yeats. Her book is shortlisted for the Edna Staebler Award for non-fiction (https://legacy.wlu.ca/homepage.php?grp_id=2529&pv=1.

Birding with Yeats weaves Lynn’s journey through life, her challenges and successes, together with her determination to raise her son differently and break free from convention. The book includes vivid descriptions of the places they visited to bird watch, and the beauty they found along the way. To use her words, it is about “hearing the stillness and feeling the light.”

The memoir will challenge the reader to think about the way they have chosen to live. It captures Lynn’s desire to be true to her inner nature and to live by her own set of values. Her reverence for the natural world gleams through the narrative, allowing the reader to feel the same sense of awe and wonder that she discovered.

Birding with Yeats describes the strong relationship that develops between a mother and son. It tells of how Lynn and Yeats grow and learn and share in the beauty around them. She writes about how Yeats pulled her into birding. The special relationship they have is strengthened by their shared love for nature, and their desire to live their lives with grace. She describes his unique way of looking at the world and writes, “he is grounded, like his grandfather, and connected to the rhythms of the natural world.”

But the memoir also wrestles with the issue of conforming to societal standards. Lynn explains her struggle to break free from an upbringing that pushed her to be competitive, to conform and have a career. Instead of struggling to carve out and shape her future, she chose to allow life to happen — to be true to the grace inside her. Without the expectations created by social conformity, she experienced the world at her own pace, and grew to understand the value and impact that the natural world has on her.

Historians believe that people formed structured communities, towns and social conventions to protect and shelter us from the harsh realities of the natural world. Birding with Yeats will cause you to question the value of our current social structure. From tribalism, to religion, to “Kardashianism,” social structures often blind us from an intrinsic understanding of our relationship with nature. Birding with Yeats is a reminder that while society may seem to offer protection, it also numbs us to the beauty and wonder that is just beyond our next career choice.

Bidr

The vivid description in Birding with Yeats takes the reader into the moments, allowing you to feel the wind blow the “scent of saltwater to the shore.” The narrative leads the reader along beside Lynn and her son on their journey out to the marsh at Point Pelee, the pebble shores of Vancouver Island, and the forests and lakes of Muskoka. But it also touches on the calm and light they are able to find in the heart of downtownToronto. Despite the traffic and noise of the city, they venture out to natural spaces where birds and beauty survive. From Ashbridges Bay, to Toronto Island, Riverdale Farm and the Brickworks, there are places they find solace and comfort away from the concrete and steel that dominates downtown Toronto. The memoir explains how Lynn is able to balance her life as a bookseller living in the heart of the city, with her desire and need to be constantly connected to the natural world.

Lynn has shared a beautiful and unique way for a city dweller to live life in harmony with the natural world. After reading it you may find yourself looking for the stillness and light that she has beautifully captured in her memoir. Without realizing it, Lynn has shared the beauty and grace that is deep within her. I sit on this island we share and her book reminds me to be still and listen.

Thank you Lynn.

***** For a signed copy of Birding with Yeats visit/call Ben McNally Books, 366 Bay Street, Toronto,ON. 416.361.0032

2015 Ontario Budget: A huge leap forward for Transit

Over the years  most Federal and Provincial budgets have carried huge promises, with little actual substance. The same funding sources get reused and regurgitated under different names, to make it look like the politicians are actually doing something.  But while the 2015 Ontario Budget has issued some big promises, it surprisingly backs up those promises with real funding streams.

Over the past century Ontario has lacked a Finance Minister with the courage to create a dedicated fund for transit and transportation, primarily because it allows the public to see the actual funds that exist for transit expansion, to evaluate, calculate and understand what is truly available – and question the validity of campaign promises.

Finance Minister Charles Sousa has set up the Trillium Trust, making him the first Minister of Finance in Ontario to create a dedicated and transparent transit fund. This not only an historic event but a significant leap forward for transit in Ontario.   By creating a transparent dedicated transit fund, the Wynne government has taken a crucial step towards setting up a credible and reliable process for funding transit infrastructure expansion. The next step is to create a dedicated funding stream and they have addressed this, albeit in a small way. By dedicating the estimated $100 million per year beer tax to the Trillium Trust, they are sowing the seeds to creating the dedicated transit funding that Ontario so desperately needs to fund the projects promised in this budget.

Ontario is struggling to come up with the funds needed to pay for the $52.5 billion, 25 year Big Move plan launched in 2008. With little additional revenues put in place over the years to fund the Big Move, and shovels in the ground on projects like the Eglinton-Crosstown ($5.3 billion) the immediate need for funding is crucial.

By selling shares in General Motors and Hydro-One and combining this with additional funds from the beer tax, the Wynne government has found a way to raise approximately $5.3 billion to cover the estimated cost of the Eglinton-Crosstown.

Metrolinx will need an extra $3.4 billion a year over 10 years to meet the additional project funding requirements that the Wynne government is promising to spend in this budget on transit projects. Add this to the $50 billion already committed over 25 years for the Big Move, ($2 billion/year) and the total annual investment the Wynne government is promising is approximately $5.4 billion per year over the next 10 years. It’s a significant investment with its first year of funding covered by the sale of assets mentioned above. But  where will the funding come from for the following 9 years? Will it get pulled from Education and Healthcare or will Wynne demonstrate her strength to stand up for the dedicated transit funding Ontario needs? (We are waiting on a response from the Ministry of Finance).

That said, the fact that this budget also addresses the need to electrify the GO lines, clearly outlined in Mayor Tory’s Smart Track proposal – specifically mentioning Smart Track – demonstrates a strong desire to work collaboratively with Mayor Tory.  Minister of Transit Steven Del Duca explained Friday that working collaboratively “with partners” is important to the Wynne government.

The key to building the transit (roads, bridges and rail) that Ontario needs to remain competitive on the world stage is dedicated transit funding and by setting up the Trillium Trust and dedicating the new beer tax to it, the Wynne government has taken a major step inbuilding our communities. The next step is to secure a basket of revenue tools dedicated to this fund to generate the $5 billion annually needed to fund the commitments made in this budget. Tolls, high occupancy toll lanes, sales tax, carbon tax, congestion charges, and parking levies are all tools used in other jurisdictions. A strong campaign designed to educate Ontario residents on the value they receive (positive economic impact/jobs) from infrastructure expansion is crucial to gaining support for the dedicated transit funding needed over the next decade. The 2015 Ontario budget is the right, reasonable and responsible approach to moving Ontario forward.

Public Transit Fund announced in 2015 Budget

The 2015 Federal budget announcement of a public transit fund is a huge leap forward for Canada and we tip our hat to Prime Minister Harper for finally having the kahuna’s to announce it. The fund won’t actually start until 2017, and the 750million – 1Billion annual amount is a drop in the bucket to what is needed across the country, but it is the first step to helping cities across the country become competitive on the global stage and it is a step that other party leaders will have to follow.

But the Prime Minister isn’t wading into a pond of alligators, he’s walking into a dry desert desperately in need. A federal Transit fund will allow municipalities across the country to finally look at long term transit plans and allow urban centers like Toronto to have a real opportunity to combat the growing gridlock.

Many transit advocates had hoped the Budget2015  would announce some form of immediate funding, but alas  it holds off  until after the election, starting in 2017-18 it will provide an additional $750 million over two years for expansion in municipalities, and $1 billion per year ongoing thereafter for a new and innovative Public Transit Fund. ” The fund will work heavily with P3 Canada to ensure that transit infrastructure investment is done in a manner that is “affordable for taxpayers and efficient for commuters.”

Specifics of the Federal Transit Fund suggest that funds will be awarded to projects that are based on the P3 model … “federal support will be allocated based on merit to projects that will be delivered through alternative financing and funding mechanisms involving the private sector that demonstrate value for money for taxpayers, including P3s.” Specifics on  the use of Canadian companies and workforce were not mentioned, which is important to ensuring that the Federal transit  fund has the the greatest economic impact on our communities.

For decades municipalities have called for a federal dedicated transit fund and this budget demonstrates that finally someone is listening. It will be interesting to see what the other parties announce as the election looms closer, but one thing is certain — they will need to have a dedicated transit fund in their platforms or risk losing voters in urban centres across the country.

It doesn’t matter what your political stripe, the 2015 Budget announcement of a federal transit fund for Canada is a fantastic step forward. It will transform our cities significantly and allow us to be much more competitive globally. It is the right, reasonable and responsible approach to building cities across the country, and it is long overdue.

Serda Evren – team builder extraordinaire

One of the most challenging years in Serda Evren’s life taught her to look hard at herself, find the value in everyone, be open to people, and have fun. It was a very productive eighth grade.

“Leadership is about making decisions and sometimes you have to make tough decisions but you make them full of heart; you make them with emotion but you don’t let your emotions make the decision,” says Evren, who recently added a North American communications mandate to her role as Vice President of Communications and Philanthropy for MasterCard Canada.

When she was 13, Evren’s parents emigrated from Istanbul to Toronto, and suddenly the outgoing and full-of-life teen was the odd girl out. “We moved, leaving home and friends, for this completely new place at this critical age,” she remembers. “English wasn’t my first language, I wasn’t into New Kids on the Block. I was bullied and teased, but I realized you either make it or you don’t, and I decided to make it.”

That experience during her formative years made her realize the importance of seeing people for who they are, and understanding who she is. As she has advanced in her career, she has built on that philosophy to include helping others understand what they are good at. “I thought of myself as a generous, thoughtful, loving person and all they saw was a new kid. I wanted people to see who I really was, and that motivated me to always try to see people for who they truly are.”

Life became better, thanks in part to Evren’s practice of reading the newspaper aloud every day, cover to cover, to practice her English. By grade 10 it was flawless, and she was also a master of current events, which launched her passion for politics.

The University of Toronto was even better. She ran for the student union office, and in third year volunteered for the federal Liberal Party. With two years of volunteer service and a brand new political science degree under her belt the Liberals offered her a paying job. Thus began several years of long hours, lots of travel and sometimes living out of a suitcase. “The biggest gift of politics, other than the opportunity to change the world, is the people you meet. You work long hours in the trenches, you share beliefs, living together, travelling together, not eating or sleeping well. These people are your lifeline, and you form life-long friendships.”

Working in Federal and Provincial politics during the Jean Chretien and Dalton McGuinty administrations and a 14-month stint in Washington, DC, where she interned with Representative Congressman Anthony Weiner (yes, the “sexting” congressman) gave Evren insight into what makes a good leader, and a bad leader. A big part of that is surrounding yourself with the right people. “You can be a genuine, incredible, person, but if you’ve surrounded yourself with the wrong people it’s not going to work.”

Building a good team requires recognizing your own strengths and weaknesses. It requires some thoughtful introspection. “You have to spend time on yourself to be self-aware. You have to really understand yourself… your strengths, weaknesses, motivators, demotivators. If you’re not self-aware how can you possibly build an effective team around you?”

That also means finding your purpose. She advises: figure out the value you bring, what you’re really good at, and harness it. Deliver on it every day. Show up every day to make the team or the organization function better.

One thing Evren’s team – and her bosses – will tell you is that she is fun to work with.
“Let’s have a good time. Let’s build something together we’re proud of, so you feel good about what you’re doing.” She is not a stickler for hierarchy. “It kills spirit and inspiration,” she says. “There have to be lines because you’re not doing the same job and don’t have the same responsibilities but … I’ve seen people who put 100 steps between them and junior staffers and there’s no reason that needs to happen. I’d rather be building the bridges, being collaborative.”

Her goal is to build inspired teams – where everyone has a purpose and a role in making something better, and making a real impact. “It doesn’t have to be something huge, like reinventing PR. It could be that at a moment in time you brought forward an idea that shifted a strategy or changed a perspective.” It also means she doesn’t have to pretend to be good at everything. Leaders who succeed in building teams of people with diverse skills create successful departments or functions.

“I have never had an ‘end goal.’ I believe in letting opportunities find me. Who knows what the future holds but if I help people find and develop the value they bring, that’s something that helps those individuals and the organization for a long time, and I call that success.”

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.

Against All odds

Two classic tales of survival

by   George Patrick

 

The enormous success of Jon Krakauer’s Into Thin Air, the true story of an ill‑fated expedition up Mount Everest, has led to a succession of books dealing with real human beings locked in a deadly struggle with the forces of nature.

Twenty‑six years ago, the equivalent book was Alive : The Story of the Andes Survivors  by Piers Paul Read.  This was one of those books that I really meant to read but never quite get around to at the time.  So when I saw a hardback copy of Alive  in the thrift store for a loonie I knew it was time to splurge.

Older readers will no doubt remember this extraordinary story which captured the headlines at the time.

In 1972, a rugby team of former students at a Uruguayan Catholic school was flying westwards over the Andes to play a match in Chile.  There were forty‑five people aboard the twin prop plane.  Somehow the two pilots seriously miscalculated their position.  Thinking that they were descending to land in Chile, they crashed high up in the Andes mountains.  Many were killed outright in the crash, others died agonizing deaths from their injuries.  For the twenty‑seven survivors of the crash, mostly young men aged about twenty, an ordeal of almost unimaginable horror began.  Ten weeks later, only fifteen would emerge from the mountains.

High above the treeline, there was no vegetation or animal life to sustain them when their meagre supply of food ran out. The air was so thin that any exertion was exhausting, and the snows so deep that they sank up to their waists.  It was desperately cold.  All around loomed great peaks: there was no way of knowing whether the best way out lay to the east (Argentina), or to the west (Chile).

Gradually, hope of rescue faded.  The pilots, both dead, had radioed such an inaccurate last position that the air search had little hope of success.  In any case, the searchers were looking for a white plane in a desert of white.

Soon all the food was gone, and famished eyes slowly turned to the frozen corpses of their friends and family members.  The unthinkable became thinkable.  Before their long agony was over, all would have eaten human flesh, including hearts , livers and brains.  Like latter day Australopithicenes, they learned to crack bones to get at the energy rich marrow of former teammates.  Calling upon Catholic theology, they compared it to the eucharist, when Catholics eat the flesh of Jesus.

This tale of cannibalism was, of course, the thing that would capture the attention of the world a few days after the miraculous survival of the fifteen was announced.  Inevitably, that is what everyone remembers about the Andes survivors.  But there is so much more to this story.

Alive  is ultimately a portrait of a small society pushed to the very limit of its endurance.  In such extremes, individual character is pared to the essence.  The strong tend to walk over the weak ‑ literally, in the cramped, fetid fuselage where they huddled for warmth at night.  The weak tend to become whining, cadging dependents.    Some, strong to begin, crumble under the stress.  And in one case, a young man, hitherto a  nondescript also‑ran, emerges as a hero of Homeric proportions.

Alive  is an unforgettable story.

Reading this classic got me to thinking about other stories of human survival in the face of Nature’s impersonal cruelty.  Growing up in Britain after World War II, I read dozens of such stories.  Most famous of these was Thor Heyerdahl’s The Kon Tiki Expedition (1950), that sublime tale of a bunch of modern day Vikings sailing westwards from Peru to Easter Island on a raft.  But it was not typical of this genre.  Although the Kon Tiki lads faced great danger, it all worked out for the best.  The whole affair is a bit of a joyous lark.

Most of the stories I read were grimmer — about soldiers fleeing from Japanese POW camps, stricken with dysentery and beri beri; or torpedoed seamen drifting for weeks on rafts in the middle of the ocean, tortured by thirst.  And so on.  Of all these stories, however, one has haunted my imagination over the forty‑five years since I read it.

In 1955, David Howarth wrote We Die Alone, the incredible story of  Jan  Baalsrud.

On a whim, I tootled down to my local public library and two‑fingered the title into their computer.   I really didn’t expect to find it.  But there (bless our underfunded public library system) it was.

Jan Baalsrud was a young Norwegian.  When The Germans invaded Norway in 1940, he fought against them until resistance was futile.  He then escaped over the border to neutral Sweden, and  made his way, via Russia, Bulgaria, Egypt, Aden, Bombay, South Africa, the USA and Newfoundland, to Britain.  There, in the Scottish Highlands, he trained as a freedom fighter.

In March 1943, Jan and eleven other patriots landed on the very northern shore of Norway just north of Tromso, well above the Arctic Circle.  Their mission was to disrupt the Nazi air reconnaissance that was playing merry hell with the convoys carrying supplies into Murmansk, our Soviet ally’s icefree port in the north.  (It is worth consulting an atlas for this story.)

The twelve men were unlucky from the first.  The Germans were waiting for them.  Detonating the eight tons of explosives in the hold of their disguised fishing boat, the twelve tried to make it to shore and flee.  Only Jan made it into the snow‑ covered hills.  One foot was bare, and a German bullet had shot off half the big toe.  Jan’s only hope now was to elude the Germans who were hunting him down, cross the mountains in Arctic winter, and escape once again to Sweden.  We Die Alone  is the epic tale of Jan’s journey, a classic of human fortitude.

Before his ordeal was over, Jan would suffer as few have suffered.  He was entombed in snow more than once; swept downhill by an avalanche; wandered for days snowblind until he walked into the wall of a cabin; and was reduced by starvation and suffering to half his body weight. Yet he never lost the indomitable will to survive.  Finally, entombed once more in the snows of the high  mountain wilderness, he examined his gangrenous, frostbitten toes, and made a decision.  Taking out his pocketknife, he severed nine of them.  This is the scene that has remained with me over a lifetime.

What I had largely forgotten was how hundreds of Norwegians, finally given an opportunity to do something against the Nazi invaders, worked together, at enormous personal risk, to help their crippled young hero over the mountains to freedom.  Like Alive, this is a story about individual survival in a wasteland of snow and perishing cold.  But it is also, like Alive, a story of community, of human beings coming together to meet a challenge that few of us are ever likely to face.

David Howarth, in his introduction to We Die Alone, admits that Jan’s story defies belief.  But the author retraced  the steps of Jan’s agonizing odyssey, speaking to all the Norwegians who helped him, or who, for example, found Jan’s smashed skis where he was swept down the mountain by the avalanche.  In every detail, Jan’s story held up.

Alive  and We Die Alone  are two extraordinary testaments to the human spirit.

There are several editions of both these stories, some with modified titles.  The same is true of Kon Tiki.

 

Piers Paul Read.  Alive: The Story of the Andes Survivors (Lippincott)  1974.  352 pages.  Also a revised edition by Adventure Library 1996.

David Howarth.  We Die Alone (Collins)  1955.  256 pages.  Also in Adventure Library 1996.

Plowing transit funding forward

I have a lapel button with the words “I’ll pay for it” transposed over a subway map. It’s a reminder of all the people I’ve met over the years (while campaigning for dedicated transit funding) who were willing to pay for transit expansion as long as they knew their funds would go directly to it.

Last week Toronto City Council announced it would have to borrow $86 Million to cover cuts the Province made to social housing back in 2013. Mayor Tory had hoped to convince the province to reverse their decision but they wouldn’t, or, to be more accurate, they couldn’t reverse their decision because they too are having revenue issues.

The critics have attacked Mayor Tory on his decision to borrow the funds needed to cover this shortfall to social housing. But we can’t expect Mayor Tory or City Council to address the huge revenue problem Toronto has, when we as a city refuse to support candidates who advocate for more funding.

It’s time to deal in facts, and the very basic fact for Toronto is that there isn’t enough revenue to provide, or expand on, the services the city currently has to fulfill. From housing to transit Toronto doesn’t have the funds we need to provide the services and the anti-tax attitude dominating every issue has limited our ability to keep up with other growing cities. There are two questions we have to ask : Do you want more transit in the city? Do you want to care for those in need? Politicians who even suggest Toronto use dedicated revenue tools common in other cities, get swept aside for those who shout “no tax increases.” Our civic leaders can’t invest in our city because we refuse to give them the support to do it.

It’s time to change. Time to come together as a city and begin the work required to educate our residents on the crisis Toronto will have if we don’t act today.  We have elected someone who may turn out to be one of the best Mayor’s Toronto has ever had, he’s a consensus builder, a centrist not shackled to the far left or right. But we can’t expect Mayor Tory to deliver the services Toronto needs if we don’t provide him the funds to do it.

When it comes to revenue tools there are a number of good ideas that the Board of Trade, Metrolinx and the Transit Alliance have endorsed. Metrolinx suggested a basket of revenue tools that included a 1% sales tax, a 5 cent gas tax, parking levies, and an increase in development charges. Other North American cities have used toll roads, and the Toronto Act gives our city the ability to toll the Gardiner Expressway and Don Valley Parkway, which were downloaded to Toronto over 20 years ago.

It’s time for each one of us to rip away the rigid anti-tax attitude that has settled over Toronto, and held us back from building an effective and vibrant city. The first step is to envision what the city might be like if we invested in transit. Think of the jobs this kind of investment would bring, and of the future we would be building not just for today but for our children. The next step is to work actively to dispel the myth that city hall is rolling in funds with the reality – Toronto has a revenue problem that must be solved. If you would like to help, please join the Transit Alliance campaign for dedicated transit funding – you can become a member, volunteer, and share our posts on your social media wall. Forward. Together.