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In advance of Metrolinx's February 10th Board of Directors meeting, the provincial transit agency released a report outlining the options for integration of the GO RER network with SmartTrack. Working with the City of Toronto, four options for configuring the transit networks have been studied, while a ridership and cost analysis has also concluded—as expected—that an extension of the Crosstown LRT to Pearson Airport would be highly preferable to building out SmartTrackr's controversial western spur.
In terms of integrating SmartTrack and GO RER along existing rail lines, the four options studied utilize Metrolinx's 2015 GO RER Service and Infrastructure Plan as a base case, taking into account a range of fare scenarios in creating a preliminary cost/benefit analysis of the integration strategies. The four options differ in the number of stations proposed and the frequencies studied, providing preliminary insight into the impacts of these factors.
Option A
The first option presented would see service frequency substantially increased, with 4-6 minute frequency in peak hours and 7.5 minute frequency off-peak. Five new stations would be added to the GO network, with locations at St. Clair West, West Queen West/Liberty Village, Bathurst-Spadina, the Unilever site, and Gerrard (west-to-east) modelled. The exact station locations—for all four plans—remain subject to significant change, however, with a more detailed RER new stations analysis forthcoming.
Option B
Option B features somewhat less frequent service with an increase in the number of stations. With 8 new stations added, this plan would see the GO RER / SmartTrack operate with both local and express service. While the local service would stop at all stations, the express service—geared towards suburban commuters—would only utilize existing stations. While the local/express configuration provides more nuanced transit tailored to different types of riders, Option B would feature 20 minute frequencies for each service, with a 10 minute combined frequency on the line.
Option C
The third option studied utilizes the already funded and committed 5 to 10 minute peak service frequency—15 minute off peak—as a base, with 7 to 8 new stations added. Unlike Option B, there would be no distinction between local and express service, with the greater frequencies would compensating for somewhat less fine-grained service.
Option D
Finally, Option D is also modelled on the funded and committed frequencies of 5 to 10 minutes for peak service, and 15 minutes for off peak hours. Unlike Option C, however, only 4 to 5 new stations would be built on the line. This means that SmartTrack travel times would be comparatively reduced, though the service would become less convenient for some riders, with fewer stations serving the residential neighbourhoods along the line.
Preliminary Analysis
Although these plans are still at an early stage—with community consultations forthcoming—the study does provide an elementary overview of the potential strengths and shortcomings for each option. Options A and B are cited as "requir[ing] significant incremental infrastructure that leads to increased cost and community impacts." According to Metrolinx, Option C "provides more access within the City of Toronto, slows travel for some long distance trips and speeds travel for other trips," while Option D "provides some increased access within the City of Toronto, but has less impact to travel times than Option C."
Since these plans remain highly preliminary and largely conceptual, significant additional analysis will be undertaken to provide a more thorough overview of possible configurations.
Other Projects
While Metrolinx's SmartTrack / GO RER plans remain somewhat vague, a definitive preference for an LRT extension to the airport is clearly articulated in the report. Citing the much lower capital costs and much higher projected ridership for the extended Crosstown LRT compared to a western spur SmartTrack, Metrolinx has outlined a conclusive preference for the LRT plan. The western portion of the Crosstown was originally proposed as part of TransitCity under David Miller's mayoralty, and underwent an Environmental Assessment in 2010, meaning that a basic blueprint for this plan already exists. Metrolinx and the City will now pursue an optimized plan for the network.
City Planning's new Scarborough Transit Strategy was is also briefly analyzed in the report, with Metrolinx recommending that "technical work and public consultation proceed" on the one-stop Scarborough subway extension (via a McCowan road alignment), the eastern extension of the Crosstown LRT to UTSC, a new SmartTrack station on the Stouffville corridor, and rapid transit along the Sheppard corridor.
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A full copy of the report can be found here. What do you think of Metrolinx's latest plans? Share your thoughts by leaving a comment below this page, or by contributing to one of our associated Forum threads regarding the Crosstown LRT, SmartTrack, or GO RER.
