Report: Get on board light rail
February 13, 2010
Meredith Macleod
The Hamilton Spectator
http://www.thespec.com/News/Local/article/721381
A light rail line stretching across the city would cut the cost of commuting by $852 million, according to a much-anticipated Metrolinx report.
That far outstrips the $313 million in so-called transportation user benefits, should the city go with bus rapid transit.
Those benefits, calculated over three decades, include savings in travelling time for transit and auto users, decreased costs of vehicle operation for drivers and the savings from reduced accidents.
The benefits case analysis (BCA) for the city's future rapid transit system was released by transportation planning agency Metrolinx yesterday.
The report compares three options against the status quo, including a phased LRT, and found that all three delivered benefits that outweighed their costs.
"These are very positive and encouraging results for Hamilton," said Rob Prichard, president and CEO of Metrolinx and former CEO of Torstar Corporation.
"This is a strong foundation for Hamilton's advocacy in favour of provincial investment in rapid transit."
The report made no recommendations about a transit mode. It envisions construction to begin in 2011 and finish in 2014, with service beginning in 2015.
Funding commitments from the province are still unknown.
The three options studied were:
* A bus-rapid transit line running along the current B-Line route from Eastgate Square to McMaster University. Bus rapid transit would significantly boost the frequency of buses and give them a dedicated lane away from other traffic. As well, buses would get priority at traffic signals.
The projected cost is $220 million.
* A light-rail line running from Eastgate to McMaster. The trains would also run in dedicated lanes and have signal priority.
The estimated cost is $784 million. This is the option preferred by the city.
* A phased-in light-rail line starting at Ottawa Street at King and running to Mac. The cost is estimated at $748 million. The remaining easterly portion of the line would be completed for 2030 at a cost of another $223 million.
All figures are in 2008 dollars.
Metrolinx staff concluded that all three options will satisfy expected demand and would result in net benefits.
When benefits are compared with costs, bus rapid transit is the best option at a ratio of 1.4 to 1. Both LRT options have a 1.1 to 1 ratio.
But when total benefits are accounted for -- including employment and wages, impacts on property values, development potential, ridership attraction, cuts to greenhouse gas emissions and rider comfort and convenience -- the full-route LRT is the clear winner.
"Overall, the results indicate that an investment in LRT in Hamilton will generate significant benefits and support the city's broader objectives to revitalize, redevelop and reshape its most significant east-west corridor," reads the report.
It goes on to say that while full LRT is the most expensive option, it also produces the greatest benefits across a range of areas, "all of which make an important contribution towards achieving the objectives and goals of both the city and the province."
Jill Stephen, the director of strategic planning for the city, said the analysis clearly shows rapid transit in Hamilton is a good investment.
"It's a very positive sign for us that all of the options show a positive benefit cost ratio. I don't know any other BCA that could say it has all positives."
She said the report quantifies the "city-building" and intangible benefits of LRT and how such a project could tie into other city initiatives like downtown revitalization.
"Hamilton is different and our needs for rapid transit are different than elsewhere in the GTA."
Advocate Nicholas Kevlahan celebrated the report's findings.
THE OPTIONS: BUS, TRAIN OR A MIX
OPTION 1: BUSES
* 18-metre articulated buses with a capacity of 90 people
* 17 station stops
* 14.2-kilometre route
* Would save drivers about 4.8 million kilometres a year by 2021
* Lowest overall economic and employment benefits
* Smallest reduction in greenhouse gas emissions (1,471 kilo tonnes by 2031)
OPTION 2: LIGHT RAIL
* 30-metre train with a capacity of 130 people per vehicle
* 17 station stops
* 14.2-kilometre route
* Offers the biggest reduction in greenhouse gas emissions (8,532 kilo tonnes by 2031)
* Largest employment and income benefits
* Would save drivers about 17 million kilometres a year by 2021
OPTION 3: PHASED-IN LIGHT RAIL, with buses on the eastern end of route
* LRT line stops at Ottawa Street; passengers travelling between McMaster and Eastgate will transfer onto buses
* 8.2 kilometres of LRT, 6 kilometres of buses
* 12 station stops LRT; 5 bus stops to be converted to LRT in 2030
* Would save drivers about 15 million kilometres a year by 2021
* Offers the same reduction in greenhouse gas emissions as full LRT (8,532 kilo tonnes by 2031)
CROSS-CITY TRAVEL TIMES
Total
minutes
Time between trains/cars
West
Downtown
East
Bus rapid transit 5 17 12 34 2 1/2 minutes
Light rail transit 4 13 9 26 2 1/2 minutes
Phased in rail 4 13 12 30* 4 minutes
THE MONEY
Bus system
Light rail
Phased light rail
Transportation
user benefits $313m $852m $748m
Costs $220m $784m $655m
Development $38m $50m $38m
potential to $77m to $144m to $106m
"This is really massive for Hamilton. There is nothing on the horizon that could have that kind of impact on Hamilton."
Kevlahan was disappointed, however, that the report did not make a definitive recommendation to go with LRT.
Metrolinx boss Prichard says the task at hand was to do careful analysis of options so that the best decisions can be made.
The agency is doing benefits case analyses of all 15 projects given priority in Metrolinx's Big Move report which set out transit goals across the GTA for the next 25 years.
The next step will be for the province to determine which projects it can finance, Prichard said.
"It would be premature to make a recommendation on this alone. We may at a later date be invited (by the province) to make a recommendation (on which mode of transit)... I expect that might happen and we'll be well-positioned to do so."
Metrolinx staff don't expect that any of the rapid transit options will attract enough increased fare revenue to pay for their increased operational costs but concludes that all three will attract people out of their cars.
The full LRT route could generate anywhere from $50 to $144 million in economic spinoffs, according to Metrolinx. That includes increased development and property value boosts along the corridor.
Bus rapid transit, which is traditionally believed to be less attractive to investors and riders, is projected to tally from $38 million to $77 million in development.
The phased LRT also begins at $38 million but goes up to $106 million.
All the forecasts are based on the assumption that the city will convert both Main and King streets to two-way traffic.
Metrolinx analysts warn that if that conversion doesn't happen, ridership projections will be cut, along with projected time savings for travellers. Economic uplift is also greater when transit is located along two-way streets, they say.
The Metrolinx board, made up of appointees of the province, will meet Feb. 19. While the city once expected a clear vote on the mode for Hamilton, it's now known the board will receive and discuss the report but not commit to a chosen mode.
But the city will continue to go forward with planning, design and engineering on an LRT option, Stephen said.
A consultant to undertake that work, expected to take about a year, is being chosen now. Metrolinx staff say they will report back to the board in late 2010 with an update.
Kevlahan, spokesperson of Light Rail Hamilton, says that's just more wheel spinning. The report released yesterday has been delayed since last summer.
"Metrolinx is avoiding making real decisions. It's creating a lot of reports," he said. "Metrolinx was supposed to get things built."
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