Last call for light rail
If the city doesn't act now, Metrolinx will fund other areas
October 20, 2008
Rob Faulkner; Andrew Dreschel
The Hamilton Spectator
Today the city's public works committee will decide if it wants staff to keep pushing for light rail transit (LRT) in talks with Metrolinx, the provincial transportation agency. Staff say that if Hamilton bows out of the bid, Metrolinx will fund rapid transit in other parts of the Greater Toronto and Hamilton area. Here's how thinking on LRT continues to evolve:
What does LRT look like?
Most systems run light, steel-wheeled vehicles on steel rails, powered by overhead electrical wires. A third rail line is a possible power source. LRT is usually at street level in mixed traffic, boarded by steps and guided by rails so drivers don't steer in traffic. Vehicles are often called trams, trolleys or streetcars.
How many lines are planned?
The city's February 2007 transportation master plan plotted three bus rapid transit lines: east-west in the lower city (B line), north-south on James (A line) and east-west, likely on the Linc.
In June 2007, MoveOntario 2020 plans cited rapid transit for Hamilton's A and B lines. But city plans have since grown to serve growth areas, hence the BLAST system.
The city concept now involves a B line, A line, T line (from near Centre Mall across Mohawk Road to Ancaster Meadowlands), the S line (Eastgate Square up Centennial to Rymal to the Ancaster Business Park), and a future L line (from downtown to Waterdown) creating an inter-regional link.
Metrolinx, in its draft regional transportation plan, identified the B line (a top 15 priority for the first 15 years), the A line (within the first 15 years), the T line (within 25 years) and the S line (beyond 25 years).
The city may ask Metrolinx to plan the S line ahead of the T line, due to road work planned on Centennial and Rymal in the next five years.
Why the focus on the B line?
Metrolinx shortlisted the B line, and the city has also focused on it. The HSR already runs an express B line bus route, which doesn't climb the Mountain, so it's thought to be able to deliver the best ridership in an affordable way. A line express buses start in fall 2009.
What structures will we see?
The city sees the Stuart Street CN rail yard as a possible LRT maintenance site. There is talk of a downtown transit hub; the B and A lines will intersect. LRT station locations are not determined.
What is the city doing next?
If authorized today, city staff will want to see the B line's analysis, functional design, detailed design and construction appear in Metrolinx's 2009-13 budget.
The city wants to start immediately on Phase 3 of its feasibility study before picking a route for the A line. This involves whether to build a $100-million tunnel so LRT can stay on steep James Mountain Road, or detour 3.5 km to the Claremont Access and miss hubs like St. Joseph's Hospital and the Hunter Street GO station. Phase 3 will look at technology, ridership, costs, etc.
What is the timeline?
Metrolinx releases its 2009-13 budget in November and says a benefits case analysis of Hamilton's B line could be done in 2009. The city says shovels could be in the ground in 2011.
What about environmental assessments?
Hamilton has not done environmental assessments but says some of its work so far, like public consultation, will fulfil part of the EA process. The city still has to study archaeology, alternate routes, and more.
Hold onto your transit expectations
Rob MacIsaac has always been a pretty good friend to Hamilton.
As mayor of Burlington, he backed this city's push for fair social-services funding from the province.
As chair of Metrolinx, the high-powered transportation authority for Hamilton and Toronto, he says we'll always have a pal at the table as long as he's at its head.
One of the responsibilities of friendship is, of course, to tell hard truths, even if the other person doesn't necessarily want to hear them.
That's what MacIsaac did during last week's discussion with The Spec's editorial board about Hamilton's rapid transit ambitions.
In the face of this community's escalating excitement about light rail, MacIsaac tried to manage expectations without dashing cold water on our enthusiasm.
Frankly, it was a timely intervention.
Let's back up a touch.
We all know that Hamilton is on deck to receive provincial funding for either a new bus or light-rail transit system.
And we all know that a light-rail system for an east-west and north-south route seems to be this community's runaway preference.
Inner city rail has fired the hopes and imagination of both public and politicians, with Mayor Fred Eisenberger avidly advocating it as a silver bullet economic development tool.
Whether we end up getting fancy new bus or sexy light-rail lines will be decided after Metrolinx studies the two alternatives.
But next month, the transportation authority is expected to release its first five-year budget, identifying which projects across its jurisdiction will be funded first.
Hamilton is confidently hoping there's going to be money in it enabling us to start putting shovels in the ground by 2011.
The message from MacIsaac is that's not likely to happen.
Quite simply, he told The Spec that since planning for projects in communities such as Toronto and York Region is ahead of Hamilton, they'll go to the front of the line.
Yes, Hamilton has been identified as a priority by Metrolinx. And, yes, Metrolinx is impressed with the work the city has already done and the level of public engagement.
But MacIsaac evidently is worried our expectations have soared to the point where people will be disappointed when the capital budget comes out and we're not included in the first round of handouts.
True, in a subsequent interview, MacIsaac, straining to be tactful, did suggest funding for 2011 wasn't impossible.
But you'd have to be wilfully blind not to see that once again he was plainly signalling that 2012 or 2013 is a much more realistic timeline.
Clearly the early years of Metrolinx's budget are going to be tight.
At the moment, it only has available $11.5 billion to fund a $50-billion regional transportation plan that is supposed to stretch over 25 years.
And, bear in mind, whatever Metrolinx recommends has to be approved by the provincial government, which is facing budget challenges of its own.
That goes a long way in explaining both MacIsaac's attempt to tamp down unrealistic expectations and his suggestion Hamilton should start putting money aside for the project.
As he told The Spec, Metrolinx will only be funding "bare bones" rapid-transit lines.
There was no mistaking his meaning: If this or any other city wants things like gold-plated transit stops or plush seating, they'd better be prepared to pay for the upgrades themselves.
In other words, if Hamilton wants to put its own value-added stamp on the project, then it has to use its money to shape its dreams.
None of this should be cause for hand-wringing. It's still very good news that rapid transit is coming our way.
All MacIsaac has done is give us a little reality check, the kind you might expect from a friend.
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