Metrolinx Agenda and Regional Transportation Plan

The agenda for this week’s Metrolinx Board meeting has been online for about a day.  From this, you can link to the final version of the Regional Transportation Plan and to other reports.

I am not going to comment in detail on this material until after the Board meeting so that I can incorporate any information about discussions there as well as last-minute changes, if any.

There is some interesting reading in the covering report concerning feedback from the public consultation process, and the changes made to the draft plan flowing from those meetings.  The public appears to be ahead of Metrolinx on some things especially on the need to move projects that will relieve demand in the Yonge Street corridor forward from the 25-year to the 15-year plan.  I will be writing about this in much more detail in coming days.

Another important evolution in the RTP is that Union Station is now one of the “Big Moves”, a major goal in its own right.  How much Metrolinx has actually thought about the implications of all of the service they plan to concentrate on that site is quite another matter.  This too will be the subject of a future post.

An important change in tone came in later versions of the RTP as it evolved — this is a “conceptual plan”, not a prescriptive, carved-in-stone map of what will be.  That change, had it come earlier in the Metrolinx process, could have avoided many spats about proposals that were touted long before anyone even knew what was required.  Moreover, Metrolinx could have concentrated on the larger picture — where are the demands, how would people flow through various optional networks — rather than trying to nail everything down in one definitive map.  We still don’t know enough about alternative approaches to the transportation problems, and probably won’t until Metrolinx gets around to its detailed studies.

Those studies (the “Benefits Case Analyses” or “BCAs”) have not yet appeared on the public agenda although we know when they are supposed to be available.  The BCA for York Viva was presented in private session at the November board meeting, and the BCA for the Scarborough RT is up this week.  Metrolinx needs to stop hiding vital reports in private session and bring this most important step in project and alternatives evaluation out into public view.

Finally, the eternal question of money remains unanswered, and there is almost a three-year built-in hiatus between the completion of projects paid for by the MoveOntario seed money, and the point where new funding might actually flow to Metrolinx.  This is an unacceptable delay whose only purpose is to buy political time for the options of tolls or some other form of additional tax to be massaged into public acceptance.

We are supposed to be planning a sustainable transit network, not an election campaign, and the sooner Metrolinx and Queen’s Park get on with figuring how to pay for everything we need, the better.

One thought on “Metrolinx Agenda and Regional Transportation Plan

  1. Thanks for this monitoring and analysis Steve.

    It’s somewhat heartening that there’s an indication that not all of the metrolinx plans will be poured in concrete, as there are some salient points.

    The inherently transit-friendly older core isn’t getting much but bills and overloads with most of this, and the one more core project, the WWLRT, is not good value according to its 1993 EA, because it’s not direct enough.

    And yes, wait for it, let’s get back to Front.

    With planning, re$ource, and political will, there are a few major transport problems and markets that Front St. transitways could solve.

    1) a more effective WWLRT that by passes Parkdale on the south side of the tracks crossing over to the north side near Dufferin and into the core, and maybe the GO buses could use this ROW as well.

    2) a surface version of the 1985ish Downtown Relief Line that uses the Weston railtracks instead of the blue 22, helping relieve the Bloor line and the St. George transfer along with much better service to the NW.

    3) a way of expediting some of the Queen (and King) service from their extremities into the core by taking some of the streetcars, diverting them along the Weston corridor north side to Front St., serving Front St. with connections including Union, and keeping along Front St. E, crossing the Don somewhere, then zipping along Eastern Ave. to the Kingston road.

    I’ve been worried that the fastplans OK’ed by Metrolinx will supercede any might-get-around to transit plans other than the Metro-era clunkers of the City for Front St., though progressive Gord is pushing the local Front St. now for $50m, and does that include former land costs? or any land costs?
    $50m is better than $255M, and at least the province was smart enough to expand the GO trains by 20% for far less money and greater effect.

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