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Local Journalism Initiative

Could fare integration fix the GTA’s transit woes and help meet carbon targets?

Transit across the GTA doesn’t work. That’s not an opinion, it’s a fact. A multitude of different agencies operate throughout the area, with limited link-ups and different fare structures. Getting from Square One to Toronto Zoo by transit, for example, is a herculean task. The trip (pictured) can cost $6.30 or $11.66 and journey times can vary by half-an-hour, from two-hours-and-15 minutes to two-hours-and-43-minutes. Driving during rush hour would take 58 minutes and cost around $6 in gas, at current fuel prices. There’s almost no integration. Agreements do exist between transit services, including Brampton Transit and MiWay, but they are ad hoc and poorly designed for passengers who need to travel between jurisdictions. Some riders might be unaware that transferring from Brampton Transit to MiWay is free, while jumping on a TTC bus will cost an extra $3.25. Even stuck in bumper-to-bumper traffic on Highway 401, GTA drivers can snigger at the fate of the Mississauga commuter. Commuting to and from downtown Toronto, they might have to combine a TTC subway ride ($3.25), Lakeshore West GO trip to Clarkson ($7.45) and MiWay bus ($0.80) to make it home every evening. The system is expensive, inconvenient and a huge disincentive to using buses or trains. If Ontario wants to continue funding transit, not only to reduce congestion, but to meet carbon reduction targets at the local, provincial and federal levels, there’s no point in spending money on a system that dissuades people from using it. The recent announcement of much more severe carbon taxation by Ottawa to meet the Liberal government’s climate obligations raise questions about coordination with other levels of government to ensure targets will be met. An outdated, inefficient transit system flies in the face of these commitments. A new report from the Toronto Region Board of Trade (TRBOT) proposes a European model of transit governance for the GTA, with fare integration at its heart. It suggests creating a transit federation allowing all agencies in Toronto, the 905, Waterloo and Hamilton to communicate, integrate schedules and sign up to a system of zones for fare standardization. GO Transit would play a central role in the proposed structure. Instead of paying for GO, MiWay or TTC separately, city zones would allow residents to use transit without worrying about the logo on the side of the vehicle. It could be the key to freeing up an anachronistic system. “The idea would be now you can go from Mount Pleasant to Bramalea and connect to Brampton Transit on either end, all just paying a single Brampton Transit fare,” Jonathan English, director of policy (transportation) at TRBOT and the brains behind the report, explained to The Pointer. “In effect, what we’re creating is multiple east/west subway lines in Peel Region.” Metrolinx’s GO Transit system is flagged as the key to any fare integration. Currently, there are limited link-ups between local transit systems and GO trains or buses, which crisscross the GTA, blind to jurisdiction. In Toronto, a now cancelled provincial subsidy had reduced fares for those transferring between TTC and GO services, while the same system in Peel still charges riders an additional 80 cents to ride the bus. Problems also abound with all-day, two-way GO on the Milton Line and Kitchener Line. “GO Transit is the only transit system that serves the region as a whole, but right now it is not primarily geared to trips that do not begin or end in downtown Toronto, which comprise the vast majority of travel in the region,” the report explains. Mississauga, a net importer of jobs, is just one example of why this system no longer works. “A transfer is an inconvenience—riders should not be forced to pay extra for it.” The aim of the proposal is to help people who cross city borders that drivers don’t even notice. Residents starting their trip in Malton and travelling into Rexdale, for example, will pay a fare for MiWay buses and a second for TTC services; someone travelling from Rexdale to Scarborough, on the other hand, will pay just once. The proposal chops the entire region into zones, suggesting a standard fare of $3.25 to ride within two zones. These two zones could include Mississauga and Brampton or Brampton and outer Toronto or Mississauga and Oakville. In theory, those travelling the furthest will still pay the highest fare ($2.50 for one extra zone and $10.50 for five), while those who travel shorter distances won’t be punished for switching operators. It’s a far cry from some regional transit systems around the globe, such as Hong Kong’s, which is a marvel of modern, efficient and integrated people movement. But the sheer size of southern Ontario’s constantly expanding urban space makes transit design a major challenge. The introduction of the Presto fare-card system was supposed to pave the way for better regional integration but its potential to unlock the GTA’s clunky transit design has not been fulfilled, partly due to the lack of cohesion between the systems that should be partnering with each other. The newly proposed design, with plenty of potential, comes with costs. TRBOT has calculated an annual bill of $165 million associated with the new system, 46 percent of which is lost in lower GO Transit fares. The costs that may be borne by MiWay and Brampton Transit would be shared across GTA transit agencies. An estimate of $11 million to eliminate co-fares (80 cents per trip in Peel) is included with a further $34 million to end the cost to riders of crossing between transit services. The report argues this cost could be offset through improved ridership revenues. The change could improve service for customers without having to recruit new drivers, buy new vehicles or dig more tunnels. “What is striking about the $165 million per year is the vast majority of the amount that is ‘lost’ [is GO Transit] and this is only in the short term and doesn’t take into account increased revenue from increased ridership,” English suggests. Brampton Transit and MiWay both say they are open to fare integration, but warn of the costs. “As mentioned in the TRBOT report, there are substantial costs associated with fare and service integration and that must be addressed,” a City of Brampton spokesperson noted. “Regardless, Brampton Transit is prepared to consider all options for further enhancing fare and service integration.” “Service and fare integration are key to unlocking transit’s potential in the GTHA and we will continue to work constructively with our transit partners on advancing opportunities in this area,” a Mississauga spokesperson said on behalf of MiWay. Although clearly cautious of the costs, both agencies are aware of the system’s potential. “Many Brampton Transit bus routes connect to five different GO Train stations,” Brampton officials point out, while Mississauga’s referenced the “extensive regional network” MiWay links into. For years, Metrolinx has been tasked with understanding fare integration better, but little progress has been made. The most recent document on the transit agency’s website is from 2018 and references the benefits of cap-in-trade funding, a Liberal climate policy scrapped by Doug Ford soon after he took office. At Queen’s Park, the Ministry of Transportation has earmarked billions of dollars for expensive subway projects and a new highway between Milton and Vaughan, suggesting funds could be available to back a new integrated system in the GTA. A recent report from the Auditor General flags fare integration as a key goal for Metrolinx, but — aside from co-fare agreements through the GTA and more use of Presto cards — the report lists no progress.  The lack of public discussion from Metrolinx has left room for TRBOT to move in with its plan.  “The Toronto Region is a single economic unit, so the transit system must allow people to travel between municipalities as easily as they may within them,” the report argues. “Routes should not end arbitrarily at a municipal boundary, and connections should be seamless between agencies. Fares should rise gradually as boundaries are crossed, rather than doubling. Transit should not prevent a Pickering resident from seeking a better job across the line in Toronto.” Instead, the current system sees individual transit agencies hunker down to create their own budgets and schedules. They are left to react to schedule changes as they happen or on short notice from friendly agencies, while passengers can be left waiting in the cold. TRBOT thinks a transit federation, with all cities as equal members, would solve this. “Municipal governments who best understand the needs of their constituents will still set the policy direction of their own transit systems,” the report adds. “Each agency would be an independent member of the Transit Federation, rather than being subordinated to other agencies or levels of government. Employees of municipal transit systems will continue to maintain their existing jobs unchanged. The only changes will directly address the key areas where regional coordination is needed.” Aside from the significant financial stumbling block, the key to the proposal is creating new habits. For zones to be effective, riders will need to get used to tapping on and off again to make sure they don’t over pay. English says there has been “genuine” interest from transit agencies, but for now the proposal remains a concept. TRBOT believes any real expansion of GO will need to address its plans for zones. “GO has really interesting plans for radical expansion,” English says. “While we think it’s going to take time and the details have not all been worked out, if these plans come to fruition, they will require a fare response as well.” Email: isaac.callan@thepointer.com  Twitter: @isaaccallan Tel: 647 561-4879 COVID-19 is impacting all Canadians. At a time when vital public information is needed by everyone, The Pointer has taken down our paywall on all stories relating to the pandemic and those of public interest to ensure every resident of Brampton and Mississauga has access to the facts. For those who are able, we encourage you to consider a subscription. This will help us report on important public interest issues the community needs to know about now more than ever. You can register for a 30-day free trial HERE. Thereafter, The Pointer will charge $10 a month and you can cancel any time right on the website. Thank you.Isaac Callan, Local Journalism Initiative Reporter, The Pointer

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The #1 Skill I Look For When Hiring

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File this column under “for what it’s worth.”

“Communication is one of the most important skills you require for a successful life.” — Catherine Pulsifer, author.

I’m one hundred percent in agreement with Pulsifer, which is why my evaluation of candidates begins with their writing skills. If a candidate’s writing skills and verbal communication skills, which I’ll assess when interviewing, aren’t well above average, I’ll pass on them regardless of their skills and experience.

 

Why?

 

Because business is fundamentally about getting other people to do things—getting employees to be productive, getting customers to buy your products or services, and getting vendors to agree to a counteroffer price. In business, as in life in general, you can’t make anything happen without effective communication; this is especially true when job searching when your writing is often an employer’s first impression of you.

 

Think of all the writing you engage in during a job search (resumes, cover letters, emails, texts) and all your other writing (LinkedIn profile, as well as posts and comments, blogs, articles, tweets, etc.) employers will read when they Google you to determine if you’re interview-worthy.

 

With so much of our communication today taking place via writing (email, text, collaboration platforms such as Microsoft Teams, Slack, ClickUp, WhatsApp and Rocket.Chat), the importance of proficient writing skills can’t be overstated.

 

When assessing a candidate’s writing skills, you probably think I’m looking for grammar and spelling errors. Although error-free writing is important—it shows professionalism and attention to detail—it’s not the primary reason I look at a candidate’s writing skills.

 

The way someone writes reveals how they think.

 

  • Clear writing = Clear thinking
  • Structured paragraphs = Structured mind
  • Impactful sentences = Impactful ideas

 

Effective writing isn’t about using sophisticated vocabulary. Hemingway demonstrated that deceptively simple, stripped-down prose can captivate readers. Effective writing takes intricate thoughts and presents them in a way that makes the reader think, “Damn! Why didn’t I see it that way?” A good writer is a dead giveaway for a good thinker. More than ever, the business world needs “good thinkers.”

 

Therefore, when I come across a candidate who’s a good writer, hence a good thinker, I know they’re likely to be able to write:

 

  • Emails that don’t get deleted immediately and are responded to
  • Simple, concise, and unambiguous instructions
  • Pitches that are likely to get read
  • Social media content that stops thumbs
  • Human-sounding website copy
  • Persuasively, while attuned to the reader’s possible sensitivities

 

Now, let’s talk about the elephant in the room: AI, which job seekers are using en masse. Earlier this year, I wrote that AI’s ability to hyper-increase an employee’s productivity—AI is still in its infancy; we’ve seen nothing yet—in certain professions, such as writing, sales and marketing, computer programming, office and admin, and customer service, makes it a “fewer employees needed” tool, which understandably greatly appeals to employers. In my opinion, the recent layoffs aren’t related to the economy; they’re due to employers adopting AI. Additionally, companies are trying to balance investing in AI with cost-cutting measures. CEOs who’ve previously said, “Our people are everything,” have arguably created today’s job market by obsessively focusing on AI to gain competitive advantages and reduce their largest expense, their payroll.

 

It wouldn’t be a stretch to assume that most AI usage involves generating written content, content that’s obvious to me, and likely to you as well, to have been written by AI. However, here’s the twist: I don’t particularly care.

 

Why?

 

Because the fundamental skill I’m looking for is the ability to organize thoughts and communicate effectively. What I care about is whether the candidate can take AI-generated content and transform it into something uniquely valuable. If they can, they’re demonstrating the skills of being a good thinker and communicator. It’s like being a great DJ; anyone can push play, but it takes skill to read a room and mix music that gets people pumped.

 

Using AI requires prompting effectively, which requires good writing skills to write clear and precise instructions that guide the AI to produce desired outcomes. Prompting AI effectively requires understanding structure, flow and impact. You need to know how to shape raw information, such as milestones throughout your career when you achieved quantitative results, into a compelling narrative.

So, what’s the best way to gain and enhance your writing skills? As with any skill, you’ve got to work at it.

Two rules guide my writing:

 

  • Use strong verbs and nouns instead of relying on adverbs, such as “She dashed to the store.” instead of “She ran quickly to the store.” or “He whispered to the child.” instead of “He spoke softly to the child.”
  • Avoid using long words when a shorter one will do, such as “use” instead of “utilize” or “ask” instead of “inquire.” As attention spans get shorter, I aim for clarity, simplicity and, most importantly, brevity in my writing.

 

Don’t just string words together; learn to organize your thoughts, think critically, and communicate clearly. Solid writing skills will significantly set you apart from your competition, giving you an advantage in your job search and career.

_____________________________________________________________________

 

Nick Kossovan, a well-seasoned veteran of the corporate landscape, offers “unsweetened” job search advice. You can send Nick your questions to artoffindingwork@gmail.com.

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Politics likely pushed Air Canada toward deal with ‘unheard of’ gains for pilots

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MONTREAL – Politics, public opinion and salary hikes south of the border helped push Air Canada toward a deal that secures major pay gains for pilots, experts say.

Hammered out over the weekend, the would-be agreement includes a cumulative wage hike of nearly 42 per cent over four years — an enormous bump by historical standards — according to one source who was not authorized to speak publicly on the matter. The previous 10-year contract granted increases of just two per cent annually.

The federal government’s stated unwillingness to step in paved the way for a deal, noted John Gradek, after Prime Minister Justin Trudeau made it plain the two sides should hash one out themselves.

“Public opinion basically pressed the federal cabinet, including the prime minister, to keep their hands clear of negotiations and looking at imposing a settlement,” said Gradek, who teaches aviation management at McGill University.

After late-night talks at a hotel near Toronto’s Pearson airport, the country’s biggest airline and the union representing 5,200-plus aviators announced early Sunday morning they had reached a tentative agreement, averting a strike that would have grounded flights and affected some 110,000 passengers daily.

The relative precariousness of the Liberal minority government as well as a push to appear more pro-labour underlay the prime minister’s hands-off approach to the negotiations.

Trudeau said Friday the government would not step in to fix the impasse — unlike during a massive railway work stoppage last month and a strike by WestJet mechanics over the Canada Day long weekend that workers claimed road roughshod over their constitutional right to collective bargaining. Trudeau said the government respects the right to strike and would only intervene if it became apparent no negotiated deal was possible.

“They felt that they really didn’t want to try for a third attempt at intervention and basically said, ‘Let’s let the airline decide how they want to deal with this one,'” said Gradek.

“Air Canada ran out of support as the week wore on, and by the time they got to Friday night, Saturday morning, there was nothing left for them to do but to basically try to get a deal set up and accepted by ALPA (Air Line Pilots Association).”

Trudeau’s government was also unlikely to consider back-to-work legislation after the NDP tore up its agreement to support the Liberal minority in Parliament, Gradek said. Conservative Leader Pierre Poilievre, whose party has traditionally toed a more pro-business line, also said last week that Tories “stand with the pilots” and swore off “pre-empting” the negotiations.

Air Canada CEO Michael Rousseau had asked Ottawa on Thursday to impose binding arbitration pre-emptively — “before any travel disruption starts” — if talks failed. Backed by business leaders, he’d hoped for an effective repeat of the Conservatives’ move to head off a strike in 2012 by legislating Air Canada pilots and ground crew to stick to their posts before any work stoppage could start.

The request may have fallen flat, however. Gradek said he believes there was less anxiety over the fallout from an airline strike than from the countrywide railway shutdown.

He also speculated that public frustration over thousands of cancelled flights would have flowed toward Air Canada rather than Ottawa, prompting the carrier to concede to a deal yielding “unheard of” gains for employees.

“It really was a total collapse of the Air Canada bargaining position,” he said.

Pilots are slated to vote in the coming weeks on the four-year contract.

Last year, pilots at Delta Air Lines, United Airlines and American Airlines secured agreements that included four-year pay boosts ranging from 34 per cent to 40 per cent, ramping up pressure on other carriers to raise wages.

After more than a year of bargaining, Air Canada put forward an offer in August centred around a 30 per cent wage hike over four years.

But the final deal, should union members approve it, grants a 26 per cent increase in the first year alone, retroactive to September 2023, according to the source. Three wage bumps of four per cent would follow in 2024 through 2026.

Passengers may wind up shouldering some of that financial load, one expert noted.

“At the end of the day, it’s all us consumers who are paying,” said Barry Prentice, who heads the University of Manitoba’s transport institute.

Higher fares may be mitigated by the persistence of budget carrier Flair Airlines and the rapid expansion of Porter Airlines — a growing Air Canada rival — as well as waning demand for leisure trips. Corporate travel also remains below pre-COVID-19 levels.

Air Canada said Sunday the tentative contract “recognizes the contributions and professionalism of Air Canada’s pilot group, while providing a framework for the future growth of the airline.”

The union issued a statement saying that, if ratified, the agreement will generate about $1.9 billion of additional value for Air Canada pilots over the course of the deal.

Meanwhile, labour tension with cabin crew looms on the horizon. Air Canada is poised to kick off negotiations with the union representing more than 10,000 flight attendants this year before the contract expires on March 31.

This report by The Canadian Press was first published Sept. 16, 2024.

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Federal $500M bailout for Muskrat Falls power delays to keep N.S. rate hikes in check

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HALIFAX – Ottawa is negotiating a $500-million bailout for Nova Scotia’s privately owned electric utility, saying the money will be used to prevent a big spike in electricity rates.

Federal Natural Resources Minister Jonathan Wilkinson made the announcement today in Halifax, saying Nova Scotia Power Inc. needs the money to cover higher costs resulting from the delayed delivery of electricity from the Muskrat Falls hydroelectric plant in Labrador.

Wilkinson says that without the money, the subsidiary of Emera Inc. would have had to increase rates by 19 per cent over “the short term.”

Nova Scotia Power CEO Peter Gregg says the deal, once approved by the province’s energy regulator, will keep rate increases limited “to be around the rate of inflation,” as costs are spread over a number of years.

The utility helped pay for construction of an underwater transmission link between Newfoundland and Nova Scotia, but the Muskrat Falls project has not been consistent in delivering electricity over the past five years.

Those delays forced Nova Scotia Power to spend more on generating its own electricity.

This report by The Canadian Press was first published Sept. 16, 2024.

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