After a recent Metrolinx Board Meeting (about which more in a separate article), reporters the Star and the Globe peppered Chair Robert Prichard about decisions to approve two future GO stations against original staff recommendations.
Ben Spurr wrote in the Star about the Kirby station in Vaughan that leapt from an initial review to part of GO’s plans thanks to political intervention at Queen’s Park. In between the detailed station reviews and the final recommendations to the Metrolinx Board, a summary report consolidated the detailed reviews. This report, which has not been published by Metrolinx, has different recommendations that those presented to the Board, according to Spurr’s article.
I wrote extensively about the reviews of proposed stations within the City of Toronto in these articles:
Another station that found its way onto the approved list in spite of a negative review was Lawrence East. This station is critical to plans for the Scarborough Subway providing a replacement for service in an area the subway will bypass.
The future of stations that would be added through the SmartTrack scheme is rather cloudy. Even though Lawrence East, for example, is “approved”, this is subject to operational reviews and intensification of land use by the City of Toronto to build demand. Talking of the Kirby station, Spurr reported:
Prichard said the board’s decision was “conditional” and that Metrolinx will continue to update its analysis based on development in Vaughan. If the greater density doesn’t materialize “we can back off,” he said.
For the stations in the City of Toronto, the situation begs more questions. First, Metrolinx required Council to sign on guaranteeing that they would fund added stations for SmartTrack in November 2016. Council was told that Metrolinx was going into design and construction, and that a commitment was needed “now” for this work to stay on schedule. Second, the total cost of the six proposed stations approved by Council was more than twice the cost estimates in the Metrolinx station reviews.
Metrolinx station review cost estimates:
- Lawrence East: $22.7 million
- Finch East: $108.9 million
- Liberty Village: $30.8 million
- St. Clair: $27.4 million
- East Harbour (Unilever): $118.9 million
- Gerrard: $251.7 million
- Total: $560.4 million
City Council estimate: $1,251.8 million
With total costs much higher than in the original evaluations, the business cases for these stations are even weaker than have been stated. The City is not strictly on the hook for these costs yet, whatever they might be, because there will be a final approval point when more detailed estimates are available prior to tendering the construction work. This point is unlikely to be reached before the municipal election in fall 2018.
Several of the proposed stations pose construction challenges, and it is not clear how well all of them can be fitted into the corridor. Liberty Village station is particularly tight for space.
Lawrence East poses a delicate political problem because it cannot be built while the SRT remains in operation. However, the Scarborough Subway will not open until late 2026 leaving the possibility of an early shutdown of the SRT, or a delay in the provision of a SmartTrack station. Intensification at Lawrence East could be a hard sell given Toronto’s intention to focus substantial development on the Scarborough Town Centre and uncertainty about the type and cost of transit service that would be available.
A related issue came up in discussion of the fall 2017 GO Transit fare increase. This will see fares rise by 3% except those for short-distance trips that will be frozen at $5.65. Metrolinx has recently discovered the importance of short-distance travel on its network as an untapped market after years of deliberately overpricing these trips to discourage demand. Keeping inside-Toronto trips at a fixed cost would allow GO fares to gradually become more attractive to TTC riders, although that would take many, many years. Clearly Metrolinx is rethinking the role of its network both for in-Toronto trips and for shorter trips in the 905 that could become more attractive as service improves.
All of this leaves the question of which stations might be built up in the air subject to future considerations in spite of Toronto Council’s support in 2016.
Steve Munro 