By expanding and improving provincial transit, Ontario could help students access affordable housing beyond campus limits and commute from home more easily
As Ontario’s housing crisis worsens, McMaster students are feeling the effects of skyrocketing rents and a lack of on-campus housing. Though it won't solve the housing crisis, reliable and fast public transit could mitigate the increasing demand for student housing by making commuting more feasible.
Transportation isn’t always considered when discussing solutions to the housing crisis, but it could play plays a crucial role for students. The ability to live in more affordable areas away from campus or with their parents depends on easy access to public both fast and reliable transit.
By improving and expanding services like GO Transit along with municipal transit such as the Hamilton Street Railway, Ontario could open up more affordable housing opportunities for students without forcing them to sacrifice convenience or accessibility. With better transit making longer commutes more feasible, students wouldn’t be as limited to a shrinking pool of expensive rentals near campus.
Currently, many McMaster students face a tough choice: either struggle with high rents on or near campus or commute long distances to find affordable housing. With transit that pails in comparison to that of many other countries in terms of both reliability and travel time, students either have to bite the bullet of paying high rent or make long and tiring commutes every day.
The lack of affordable housing close to McMaster is part of a larger trend. A report from the Canadian Alliance of Student Associations found that nearly half of all Canadian students struggle to find affordable housing. For McMaster students, this statistic is all too real.
Other cities have already begun to recognize the link between transportation and empowering housing. According to the University of British Columbia Alma Mater Society, in 2023, 33% of UBC students had commutes exceeding one hour.
The SkyTrain extension project to the University of British Columbia, currently under construction, aims to make getting to the university from far out in the city easier and faster. By linking the university directly to Vancouver’s rapid transit network, the extension could make more distant commutes easier and more feasible, increasing the options of where students can live and making commuting less difficult.
The benefits of expanding public transit go beyond just providing students with more affordable living options. Investing in transit infrastructure strengthens communities, fosters economic growth, and reduces traffic congestion.
For Hamilton, a more connected transit system would improve the quality of life for all residents, not just students. As Ontario plans for the future of its transit networks, the needs of students must be a part of the conversation.
Of course improving transit will not itself solve the housing crisis. At the end of the day, solving the housing crisis requires building more affordable housing. But as construction takes time, making commuting a more feasible and easy option for a great number of students now could reduce the student demand on the local housing market in the short term.
Personal mobility device users and visually impaired riders will be required to pay Hamilton bus fair with new Fair Assist Program
Beginning Jan. 1, 2024, personal mobility device users and individuals who are legally blind will be required to pay the standard price for Hamilton Street Railway bus services. This change comes with the implementation of HSR’s new Fare Assist program, which will allow individuals to receive discounts on bus fairs on the basis of household income.
Under the Temporary Transit Fare Special Program, also known as the Voluntary Pay Program, paying the HSR bus fair has been voluntary for PMD users and Canadian National Institute for the Blind cardholders. Both this program and the Affordable Transit Pass Program, which gave monthly bus passes to low income riders at half price, will be replaced by the new Fare Assist program in the next few months.
The new Fare Assist program will provide a 30 per cent discount on single-ride PRESTO bus fares based solely on income. The Fare Assist information website states that it is intended to be a more equitable discount program by being based only on financial need.
Esther Liu, the director of Maccess, McMaster University’s student-lead disability peer support service, believes that if this new program is intended to be more equitable, then the term is being misused or misunderstood by the decision makers involved in the new program.
“Equity [means] understanding that everyone is starting out from different places [and] that people will need different accommodations depending on their circumstances," said Liu.
Equity [means] understanding that everyone is starting out from different places [and] that people will need different accommodations depending on their circumstances.
Esther Liu, director of Maccess
Liu is also a Humans of McMaster Staff Writer at the Silhouette.
To qualify for the new Fare Assist program, individuals must fall within federal low-income measure after tax, which is based on total household income and the number of household members. Eligible applicants will receive the discount for one year and can reapply each year.
The program could benefit 88,380 Hamilton residents who qualify, according to census data from 2021. Additionally, a recommendation submitted by HSR director Maureen Cosyn Heath to the city of Hamilton Public Works Department stated that “the benefits of this program far exceed the current Affordable Transit Pass program and the Temporary Transit Fare Special Program, making transit more affordable for a much higher number of Hamiltonians.”
According to Tim Nolan of the Accessibility Hamilton Alliance, many Hamilton residents living with disabilities cannot afford to ride the bus if required to pay the fare. Hamilton resident and board member of the Canadian Council of the Blind in Hamilton, Sharon Ruttan, expressed that having to pay for the bus fare in the midst of the rising cost of living will “limit what many of us do on a daily basis.”
Margaret Qin, a volunteer with Maccess, stated that due to the unique experiences and accessibility challenges faced by disabled individuals, shifting to solely provide discounts to low income bus riders is a step in the wrong direction.
“Considering people’s financial situations is definitely a step in the right direction, [but we also need to] consider people’s abilities and what makes it difficult for them to travel.” stated Qin.
Considering people’s financial situations is definitely a step in the right direction, [but we also need to] consider people’s abilities and what makes it difficult for them to travel.
Margaret Qin, Maccess volunteer
Qin elaborated that the Fare Assist program should not take away the voluntary pay program for PMD users and CNIB cardholders. The Fare Assist Program will first be run as a pilot program for two years until 2026. Presently, as it was stated that the voluntary pay program will be suspended when the new Fare Assist program begins, it is unclear if there is the possibility for the voluntary pay program to return in the future.
Hamilton Street Railway workers have announced a strike and will halt bus services beginning Thursday, Nov. 9.
On Nov. 5, 2023, the Amalgameted Transit Union Local 107 provided a 72-hour notice alerting Hamiltonians of a legal service strike commencing Thursday, Nov. 9, 2023.
Since the expiration of ATU Local 107's Collective Agreement in late 2022, the city of Hamilton and the transit union have met at the bargaining table for a new contract. The vote on the city's final offer for ATU Local 107 employees, including Hamilton Street Railway bus drivers and staff, was held the morning of Nov. 5.
The union voted against accepting the offer. HSR buses and myRide on demand service will cease on Thursday, Nov. 9 at the start of the service day.
HSR buses and myRide on demand service will cease on Thursday, Nov. 9 at the start of the service day.
A pamphlet being distributed by HSR operators to Hamilton citizens states that ATU Local 107 members will be striking due to the city's failure to offer fair wages that are reflective of the escalating housing, food and fuel markets.
"After losing real wages of more than 7% due to inflation over the last 4 years, our members have made it clear that we can't afford to continue down this road." said a statement from ATU Local 107.
The statement also urges city councillors to negotiate further for a fair deal to keep HSR service going.
This is an ongoing story, and updates will be posted at The Silhouette as more information is released.
As early as tomorrow, Oct. 25, there is potential for a transit strike as negotiations between the city and local transit union break down
On Oct. 23, 2023, the City of Hamilton released a statement informing residents that transit services may be disrupted in the upcoming week, starting as soon as Oct.25.
This possible strike comes in the middle of ongoing negotiations with the Amalgamated Transit Union Hamilton, also known as ATU Local 107. ATU Local 107 shared with Global News Canada their main focuses in these negotiations has been to ensure that their workers are paid fairly and that the Hamilton light rail transit system is managed as a public resource.
ATU Local 107 have been actively against the privatization of the LTR system, publicly supporting the Keep Transit Public movement and it’s active petition.
These negotiations between ATU Local 107 and the city have been ongoing since Feb. 2023. With no agreement during negotiations, the City of Hamilton shared that they had requested a no-board notice to resolve the issue.
A no-board notice is submitted to Ministry of Labour, Training and Skills Development who introduce a panel to the negotiations. This move ensures that the discussion has a mediator to help an agreement come into place.
One stipulation in a no-board notice is that after the seventeenth day of the notice being given, strikes and lock-outs can be conducted legally. For the City of Hamilton and ATU Local 107, the seventeenth day since the notice was given will be Oct. 25. which is why the possibility of a transit strike begins then.
Folks who rely on transit to get around the city, including many McMaster University students, are being strongly encouraged to seek alternative methods of transportation to minimize difficulties that could occur during a potential strike period.
This is an ongoing story.
In last week’s referendum, full-time undergraduate students voted to uphold the current agreement between Hamilton Street Railway and the McMaster Students Union, which gives students bus passes for 12 months with expanded service on the 51-University bus line.
Out of five options, 43 per cent of students that voted chose the 12 month expanded bus pass as their top choice on the ranked ballot.
Students also had the option to decide between a 12 month pass without expanded service, an eight month pass with or without expanded service and no bus pass at all.
Prior to 2014, the MSU provided a subsidized HSR bus pass that lasted from September to April. In a 2014 referendum, students voted overwhelmingly in support of a year-round bus pass with expanded 51-University service.
The MSU renews their contract with the HSR every three years. Students voted to uphold the agreement in 2017, and did the same this year.
To establish the agreement for the base fee of the bus pass, the MSU engaged in a negotiation process with the HSR alongside the university, Redeemer college and Mohawk college.
In September 2019, students paid $225.55 for their bus passes. Next year, under the renewed agreement, they will cost $223.92, climbing to $229.62 in 2022. In comparison, an unsubsidized monthly HSR bus pass costs $110 per month, or $1,320 for a full year.
According to a 2017 briefing from the McMaster Graduate Student Association, the city of Hamilton has a vested interest in offering a reduced bus fare. A subsidized bus pass encourages students to explore the city, which can in turn lead to greater population retention.
The HSR stands to benefit from this deal as well. Approximately 12 per cent of the revenue collected by the HSR comes from the McMaster U-pass.
McMaster is one of many post-secondary institutions across southwestern Ontario to provide some sort of subsidized bus pass for undergraduate students. Within Hamilton, Mohawk college and Redeemer college also offer subsidized bus passes for students. Students at Queen’s University, the University of Western Ontario and the University of Guelph also decide via referenda to provide compulsory passes for undergraduate students. The costs vary depending on the university, ranging from $90 to $240.
Now that the McMaster bus pass has been voted on via referendum, students cannot opt out of the fee. This is because, when HSR knows how many students will pay the fee, they can project service levels and secure revenue. In turn, they agree to provide a bus pass at a substantially reduced cost.
After the student choice initiative was announced in January 2019, there was some concern that the bus passes would be designated as non-essential, which would have prevented the MSU from making an agreement with the HSR for subsidized bus passes.
In February of last year, Merrilee Fullerton, then the minister of training, colleges and universities, announced that the bus passes would remain mandatory.
The agreement with the HSR will be renegotiated in 2023.
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Every three years, the McMaster Students Union, McMaster University and the Hamilton Street Railway negotiate a new bus pass agreement. The existing agreement, which was last voted on in 2017 and will conclude at the end of August, is coming to the end of its three year term. It now needs to be reevaluated through a referendum.
This year, McMaster’s HSR Referendum coincides with the 2020 MSU Presidential Elections, just as it did in 2014 and 2017. The 2020 HSR Referendum will determine the availability and cost of bus services offered to students for the next three years, until 2023.
Before 2014, McMaster students only had access to an eight-month bus pass, encompassing September to April of each academic year. The existing HSR agreement was first instituted in 2014 by then Vice President (Finance) Jeffrey Doucet. As a result, McMaster students are able to use their bus passes year-round. Students also pay for increased bus frequency between 9 a.m. and 2 p.m. and late night service coverage until 3 a.m. on Route 51-University, which runs through Westdale, the McMaster campus and student housing near Emerson Street and Whitney Avenue.
In the 2017 HSR referendum, McMaster students voted overwhelmingly in support of continuing their deal with the HSR regarding bus passes.
On Dec. 8, 2019, current vice president (Finance) Alexandrea Johnston circulated a memo provided to the Student Representative Assembly regarding the cost breakdown of the existing HSR agreement for the next three years.
“I strongly feel that these are fair and reasonable fees for the next three years. When comparing our fees with other Universities, this is [a] deal for students that I am confident putting forward,” wrote Johnston in the memo.
The 2020 HSR referendum will follow the ranked voting system used in the MSU Presidential Elections. McMaster students will have the opportunity to choose between the following options via a ranked ballot voting system:
Cost of 2020 HSR Referendum Options
According to the MSU Elections Department’s webpage, students had the opportunity to form a campaign team to advocate for another one of the options provided in this referendum but were required to complete registration by Jan. 17. A post regarding HSR Referendum nominations was made on the MSU Elections Facebook Page on Jan. 7. Unlike the MSU Presidential Candidate nominations and Student Representative Assembly By-Elections, the post was not shared and did not receive any likes.
Voting for the 2020 HSR Referendum closes on Jan. 30 at 5 p.m.
By: Rimsha Laeeq
As a commuter at McMaster University, getting home early isn’t always an option. For students who commute, studying late for a midterm in the library or attending an evening event is hardly an easy decision to make.
When deciding to stay late on campus as a commuter, transit is an issue to consider. It is crucial for students to be involved in the many activities that the university hosts. Students should not have to worry about their safety when commuting home from school.
This is why the Hamilton Street Railway should extend their bus schedules to the later hours of the evening.
The HSR has many buses that operate throughout the day, from the eastbound to the westbound, including the 5, 1, 51 and the 10, otherwise known as the B-Line Express.
Nevertheless, after 7:00 p.m., the B-Line stops running, meaning off-campus students have to either arrange their own rides or take one of the three other buses, which usually requires transferring onto another bus in downtown Hamilton.
As an off-campus student, the last B-line bus I can take to reach home under an hour departs from McMaster at 6:43 p.m. With most events ending after this, it becomes difficult for me to get home.
My 50-minute commute on one bus turns into an hour and 15-minute commute over two buses, and includes waiting in the heart of downtown to catch the second bus.
Students living off-campus are often forced to leave campus early and miss amazing events that McMaster offers because their bus won’t run after a specific time.
Being a university student does not mean to solely “work with academics”. I believe it is important for the HSR to extend their bus timings not only for the safety of their students but to allow students to become more involved with the different events taking place on campus.
With extended bus timings, students can engage in the abundant cultural events occurring at McMaster, with the opportunity to meet several other students at the university from a variety of programs and levels. This gives students the benefit of learning about the diverse cultures present at McMaster.
Off-campus students shouldn’t feel like they don’t belong, or don’t have a say in many of the events taking place due to inconvenient bus timings. These students, including myself, need to be a part of the university culture.
When it comes to academics, H.G. Thode Library of Science and Engineering is open until 2:00 a.m. during exam season for students to effectively study, whether that be alone or in groups.
For most students, once you sit down to study and are motivated to do so, you can study for hours on end. With a restricted time period due to bussing, this can often demotivate students, as getting in a ‘grind’ mode may be quite difficult for some.
Additionally, students study differently, which means that they need to be able to switch up their study environments. Some students prefer to study on campus while others prefer their home. Students shouldn’t have to compromise their academics because a bus doesn’t run at a later time.
For students who commute using the B-Line Express, this bus only runs on weekdays. With midterms, exams or other events occurring on the weekend, students are forced to take two or more buses or find alternate means of transport to get on campus.
Students should not be afraid of staying late at the school they attend. They should feel safe and have no difficulty commuting back and forth from campus on the daily.
When considering the safety of students, their involvement at McMaster and networking with people to make their university career a more fun-filled experience, HSR bus timings should most definitely be extended.
For students who are currently commuting and have to stay late, the McMaster Students Union offers a volunteer service, the Student Walk Home Attendant Team, who will walk or bus with students to their destination. This service is open seven days a week from 7:00 p.m. to 1:00 a.m.
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By: Rob Hardy
Eight years ago, as a rookie contributor to The Silhouette, I wrote one of my very first pieces on the sorry state of the Hamilton Street Railway. It still survives online under the title of “Public Transit Blues”. So what's changed since for McMaster University students and the city itself? Not much.
Some things are a bit better and some have gotten worse, but overall I would say the HSR is the same miserable experience it's always been.
There do seem to be more student buses during peak times on campus so it's not as packed as it used to be. We also have been able to negotiate year-round bus passes for Mac students, which previously only gave us an eight-month deal.
While I believe the HSR functions as best as it can within its limitations, the truth is that this is often not even remotely good enough.
In my case, coming in from Stoney Creek, the time spent commuting is brutal. If I take the B-Line, it still takes roughly 50 minutes. Trapped in a compartment full of stale air, at times too overheated, and shaking like hell as it travels our streets, the experience can be uncomfortable.
What's worse is that unlike previously, where the B-Line used to come right onto campus, it now stops on Main Street. Having to then walk all the way down to Togo Salmon Hall, in often unpleasant conditions, is ridiculous.
Moreover, the B-Line still ends around 7:00 p.m. This results in having to make two connections, which significantly adds to the trials of an already long day. While I can understand that express buses may terminate service at night, it would greatly help if a consecutive route ran from at least University Plaza to Eastgate, even with regular stops.
I use the B-Line as merely one example. Anyone living on the mountain, who also has to first get downtown before progressing into Westdale, suffers similarly.
Part of this dilemma is that Hamilton has unique geography to contend with. Our city layout is not a simple grid like you would find in Edmonton, for example, with nothing other than a river to divide us.
But much of the fault lies with the HSR itself. My biggest issue is with buses that arrive early, causing them to leave many people behind. Sometimes I have been able to trace this to drivers who began their route early, because there is no other way, logistically-speaking, they could have already arrived at that stop.
This is notable given that the HSR has been trying very hard to rebuild ridership — somewhat of a fool's errand considering their target market is people who take the bus out of necessity.
What's more striking is that even intra-city travel within Hamilton becomes “a commute” if one were to cross the length of the city twice a day. The current system as it stands is simply too broken and not meant for people in Stoney Creek to travel by bus all the way to Ancaster mountain.
During this decade, the light rail transit promised to offer innovation, as we moved from the planning stages to acquired funding to implementation. After all, Canadian cities of comparable size can now reasonably be expected to have an alternative public transit option on their most travelled route.
But as things stand, the latest news is that certain council members are now weary of paying additional costs should the project go over-budget, a reasonable possibility considering its timeline has been continually delayed due to endless council motions on the subject. But why should the province keep footing the entire bill anyway, especially for a city whose factions are still so divided on this issue?
While the HSR is a crucial part of Hamilton, their monopoly on public transit leaves bewildered riders powerless to really express their concerns. When we are caused to be late for school or work, an apology is pretty useless, and most people don't even bother to complain.
What some have done is stop riding. Yes, the HSR wants to regain their numbers. But many previous and potential transit users are waiting for more than a hollow marketing campaign to be convinced.
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Last week, the Silhouette News team wrote up platform critiques for each of this year’s McMaster Students Union presidential election candidates. The critiques collectively point out that while the candidates are trotting out some interesting ideas, many are patently unfeasible.
Madison Wesley advocates for a McMaster campus store textbook rental program, but the director of retail services at McMaster told our News contributor that the program would be impossible to implement.
Justin Lee hopes to unveil “Uber for Busses,” but does not establish how he will work with app developers, the Hamilton Street Railway, McMaster and Hamilton city council to bring this to fruition.
Jeffry Campana aspires to build a McMaster ice rink by 2020, but as our News Reporter highlighted, plans to do the same in previous years collapsed in the face of insurance and accessibility obstacles.
Josh Marando wants to increase the deferred maintenance budget by $12,000,000 a year. Nevertheless, as our Features Reporter articulates, Marando’s plan hinges on acquiring Ontario government grants. Under the Ford government and recent budget cuts, this plan is just not feasible.
This is not to say that this year’s candidates have a limited knowledge of the MSU and what students care about. With a renewed focus on issues like accessibility and food security, the candidates seem to be cognizant of at least some pervasive student concerns.
They just also failed to do their MSU due diligence and consultation homework.
Whoever wins tonight should keep in mind that the MSU president does not have jurisdiction beyond the maroon-coloured walls of the union’s office.
Our next MSU president should fight to uphold their promises, but also shrink their imagination down to what is possible during their term.
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