In a recent column in the Toronto Sun, Gordon Chong advances the argument that transit developments are too much about politics without enough professional planning.

The politics of transportation, published Saturday March 4, 2017

Up to that point, he and I agree, but our analysis of the situation quickly differs. Chong writes of decisions that were influenced by political considerations. He uses the Wynne flip-flop on support for tolls, and the ongoing question of how much the Scarborough Subway will cost, as jumping-off points, but then lists:

• Cancellation of the Spadina Expressway by Bill Davis in 1971
• The TTC/City decision to reverse plans to eliminate streetcars in 1972
• The current emphasis of reimagining King Street rather then concentrating  on a Queen Street subway

Chong is acerbic, to put it mildly, in his remarks about Davis and the Spadina calling it

One of the most egregious examples of political self-interest and, some would say, spinelessness in transportation planning …

He goes on to say that stopping Spadina was important:

Holding the downtown riding, where the Spadina Expressway was deeply unpopular, with a tough, capable and popular Jewish cabinet minister was important to the Conservatives.

It is amusing to think how readers would react if some other group were the target of Chong’s ire, especially considering the role of the Shiner family in fighting for the expressway. Regardless of how one feels about the issue, it is the planning merits that should be debated.

Citing former Transportation Commissioner Sam Cass, certainly the “black hat” of the expressway battles, Chong argues for “balanced” road and transit networks. Nobody has ever been able to define just what should measure this so-called balance, and cynics among us translate the term as “an expressway for me, transit for everyone else”. Toronto is about to spend $1 billion to maintain that sort of “balance” with the Gardiner East rebuild project.

Chong goes on to talk about how the Spadina would have provided relief from the northwest into downtown instead of the current status, a “virtual parking lot”. He ignores the effect the expressway would have had on the city. Unlike the DVP which was built through an unpopulated area, the Spadina would have torn through established neighbourhoods setting the stage for a Crosstown expressway parallel to the CPR tracks at Dupont, and an eventual extension south to the Gardiner. The renaissance of downtown’s west side could not have happened with an expressway in place.

Relief and the Queen Street subway? Yes, there was another transportation plan on the books in the 1960s, and it was a Queen Subway that would have turned north to Don Mills and Eglinton, what we now call the “Downtown Relief Line”. That didn’t get built either thanks to a shift in attention from the downtown to suburban rapid transit lines.

As for the streetcars:

Another misguided political decision occurred when the Toronto Transit Commission’s Streetcar Elimination Program was stopped in its tracks by an alliance of local citizens and aldermen (now councillors) delaying the sensible transition to subways and buses capable of maneuvering more easily in traffic.

Unfortunately, the streetcar lovers prevailed and motorists are now stuck behind slow moving and frequently disabled streetcars and LRTs in the downtown core.

Chong has been beating this drum for years, and he forgets that the subway to which streetcars might have “transitioned” has never been built. I was part of the group who fought to retain streetcars, and our argument then as now was that the routes streetcars serve require higher capacity that would be difficult to provide with buses. In the early 1970s, the TTC ran almost twice as much service on most streetcar routes as it does today, and the problem with a shortage of vehicles is not a recent one. Ever since the 1990s recession when ridership fell and the TTC was able to cut back on the size of the fleet, there have been almost no improvements in streetcar service. A fleet well beyond its design life limps along attempting to provide service.

Buying more cars is long, long overdue, especially now that the near-downtown areas served by these routes are starting to redevelop. King Street is the most pronounced example, but more residents and potential transit riders are coming to the other routes even though the TTC has no way of providing better service. Bombardier’s glacial delivery rate for new streetcars is only the latest of problems, but the TTC’s inaction on buying more streetcars predates that order.

Keeping the streetcars was not just a matter for the existing network, but for suburban expansion, something that would have been ruinously expensive with subways back in the 70s and 80s, let alone today. But Queen’s Park preferred its high tech trains (now known as the SRT), and the promise of inexpensive suburban expansion evaporated with them.

Suburban transit in Toronto has been badly served by a succession of administrations going back to pre-amalgamation days. In 1990, then Premier David Peterson announced a “network” of rapid transit lines amounting to “a chicken in every pot” planning. This included a Malvern extension of the SRT, a Sheppard Subway from Yonge to STC, a Yonge/Spadina loop subway via Steeles, an Eglinton West subway from the Spadina line out to the Airport, a Bloor subway extension to Sherway, and a Waterfront LRT to southern Etobicoke. The first the TTC heard of this plan was when the Premier announced it.

Peterson lost the election, but the Rae government, looking for make-work projects in the face of a recession, kept the Sheppard and Eglinton projects alive, although the latter didn’t get far, and was killed off by Mike Harris five years later. The only part of the Waterfront line built was the new connection via Spadina and Queen’s Quay into Union Station. (The Spadina streetcar and the Harbourfront connection to Bathurst came later.) The Sheppard line survived the Harris regime only because he needed Mel Lastman’s political support for amalgamation, and that subway was part of the deal.

By 2007, David Miller proposed the Transit City LRT network with the intention of bringing better transit to routes that were not all aimed at downtown Toronto. The lines served the city’s “priority neighbourhoods”, not necessarily locations where civic egos dictated prestige transit lines. That network was sabotaged first by Premier Dalton McGuinty’s cutbacks in transit support, and later by Rob Ford’s visceral hatred of any plan that had Miller’s name on it, not to mention his loathing for streetcars.

LRT (as streetcars on some degree of reserved right-of-way are known) is used in hundreds of cities around the world, and two substantial networks in Calgary and Edmonton are the core of their respective transit system. But none of that matters to the subway boosters in Toronto.

Chong argues for both a Queen subway and a Relief Line, but presents this as an alternative rather than as a complement to the streetcar service on King.

Now, city council is considering a King Street traffic mitigation plan giving priority to streetcars and pedestrians over cars, when it should be looking at Queen Street and how to complete the planned subway along it, linking it with the long-awaited downtown relief line.

They are two completely separate projects, especially considering we are unlikely to see a DRL until the early 2030s at best. Meanwhile, King needs substantially improved transit service with larger streetcars and priority for transit movements over cars.

The Relief Line suffers, as we have repeatedly seen, by its characterization as “Downtown” by those who would exploit suburban feelings of transit inequity. Politicians prefer to play to their voters with inaccuracies and slurs, always implying that “someone else” is getting what their voters deserve.

Finally, Chong puts in a plug for the Sheppard West subway connection.

There are many other examples of short-term thinking and aborted transit plans requiring a 50- to 100-year vision, such as completing the Sheppard subway.

The Sheppard connection from Yonge to Downsview was one of two options before Council, and it was in direct competition with the line to York University. That route, and the possible further extension to Vaughan, had better political connections, and a higher likely demand. The subway ends today at Downsview (soon to be renamed Sheppard West) because that was common to the two possible routes. It was the only extension Council could agree on. But now, integration of a Sheppard service with the Spadina line is impossible due to mixed train lengths and incompatible headways on the routes. At best there would be a transfer between the lines.

Political intervention in transit planning? Certainly, but this goes well beyond the few battles Chong trots out. Transit battles have led to the bizarre combination of paralysis, the inability to actually build, and intense pressure to build specific projects with high political profile, one that has been artificially inflated by populist rhetoric, not by good planning.

Why write an article about an opinion piece in the Sun by a has-been politician? Simple. Gordon Chong is a Tory, and he was both Vice-Chair of the TTC, and Chair of the predecessor agency to Metrolinx. He can be expected to lobby for some position of influence over Toronto’s transit plans if Patrick Brown’s PCs take control at Queen’s Park. His selective view of history is something we can do without.

Toronto and the GTHA have major transit and transportation issues for any government after the 2018 election. Fighting old battles on long-expired pretenses is no way to plan the city.