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Robin Lindsey argues that the implementation of road tolls on Canadian roads, highways, and urban centres merits serious attention.

On August 1, 2005, Calgary’s City Council opted to give reduced fare transit passes to residents who receive benefits from the Assured Income for the Severely Handicapped (AISH) program. Subsequently, it decided to issue these passes to all low-income residents in Calgary beginning in January 2006. Vibrant Communities Calgary will work with Calgary’s municipal government and Alberta’s provincial government to develop a long-term funding solution.

Come May 2003, a very significant decision for Greater Vancouver transit users and taxpayers is imminent suggests Blair Redlin. According to the author, the councillors and mayors from around the Lower Mainland who serve on the Boards of the Greater Vancouver Transportation Authority (TransLink) and the Greater Vancouver Regional District (GVRD) will be asked to authorize a cost-shared capital investment of about $2 billion for a rapid transit line to connect Richmond and the airport with downtown Vancouver.

In his report, Wendell Cox contends Montreal’s superior transport infrastructure and its land use policies give the city a new advantage.

In this report, Natalie Brender, Marni Cappe, and Anne Golden begin with the premise that Canada’s prosperity depends on the success of its major cities.

Natalie Brender and Anne Golden argue that the growth of cities as the centre of a knowledge economy requires that Canada’s transportation policy work to improve and encourage public transportation.

Any discussion of reforming Quebec’s public transit system raises the spectre of privatization. As Valentin Petkantchin explains, in the last 15 years many metropolitan areas worldwide have developed alternative strategies for developing and managing urban transport without traveling down the privatization road.