Starting today and running until the end of March, the City of Toronto, the Toronto Transit Commission, and Metrolinx will be hosting several public meetings as they work towards planning out this city and region’s rapid transit network.
Below are a few of the key maps from their presentation.
Here is what Toronto’s rapid transit network looks like today (the hollow lines represent projects in construction):
Here is what will be built within the next 6 years:
And here is what they are recommending should be built within the next 15 years:
It’s hard not to get excited when you see maps like this. Of course, it’s a lot easier to draw lines on a map then it is to fund and execute on projects like this.
But I think it all starts with us acknowledging that these initiatives are critical to both our economic competitiveness as a city region and our quality of life as citizens of it. Because if this is something we really want, then we can absolutely make it happen.
Click here if you’d like to see the full presentation and also the public meeting dates/times.
The Neptis Foundation here in Toronto just recently published a fantastic report looking at the regional economic structure of the Greater Golden Horseshoe area. It’s called Planning for Prosperity.
In it they identity the polycentric nature of employment in the Toronto region by way of downtown Toronto and three suburban “megazones.” Here’s one of their maps showing overall employment density and the megazones (light blue circles):
Starting today and running until the end of March, the City of Toronto, the Toronto Transit Commission, and Metrolinx will be hosting several public meetings as they work towards planning out this city and region’s rapid transit network.
Below are a few of the key maps from their presentation.
Here is what Toronto’s rapid transit network looks like today (the hollow lines represent projects in construction):
Here is what will be built within the next 6 years:
And here is what they are recommending should be built within the next 15 years:
It’s hard not to get excited when you see maps like this. Of course, it’s a lot easier to draw lines on a map then it is to fund and execute on projects like this.
But I think it all starts with us acknowledging that these initiatives are critical to both our economic competitiveness as a city region and our quality of life as citizens of it. Because if this is something we really want, then we can absolutely make it happen.
Click here if you’d like to see the full presentation and also the public meeting dates/times.
The Neptis Foundation here in Toronto just recently published a fantastic report looking at the regional economic structure of the Greater Golden Horseshoe area. It’s called Planning for Prosperity.
In it they identity the polycentric nature of employment in the Toronto region by way of downtown Toronto and three suburban “megazones.” Here’s one of their maps showing overall employment density and the megazones (light blue circles):
I am a big fan of the UP Express train that runs from downtown Toronto to Pearson Airport.
I love the station architecture, the branding and identity, the trains themselves (with wifi), and the local retailers they house at Union. I also happen to live a stone’s throw away from the downtown station. So I can go from door to bum in seat within 10 minutes.
But despite all this, it has become clear that something needs to be done to fix the UPX train. Just last weekend a friend of mine and fellow urbanist, who was visiting Toronto from Vancouver, sent me a text message saying: “This UPX train is really nice, but why is it so expensive?”
Indeed, that seems to be the general consensus. Here is the opening paragraph from a recent Globe Editorial article:
Toronto’s high-end airport express train is a failure. A city that urgently needs better transit has been saddled with a deluxe boutique rail service that cost $456-million to build and runs nearly empty, 19 ½ hours a day.
So today I thought we could collectively brainstorm some ideas for how Metrolinx – the public agency that operates the train – should address this issue.
I’ll start by sharing my thoughts as a rider and then, hopefully, you all will share yours in the comment section below. I know that there are people from Metrolinx who subscribe to this blog, so I am sure your feedback will get through to them.
My thoughts are twofold. Like many others, I think the pricing is off. But at the same time, I think there should be a focus on enhancing the value proposition of the service.
Bur first, let’s talk about price.
At the time of writing this, a one-way trip from Union Station to Pearson Airport on the UPX is $27.50. If you happen to have a PRESTO card, it’s $19.
The alternative for many is probably a taxi. So let’s also look at some Uber fare estimates. For someone like me leaving the St. Lawrence Market area, I’m looking at $25.92 with UberPOOL (meaning I’m sharing the car with 1-2 other people) or $37.03 if I insist on riding solo.
Against the non-PRESTO fare, UberPOOL is a cheaper option and it’s door-to-door service. Against the PRESTO fare, UPX is potentially $6.92 cheaper. But if you’re someone who has to take the subway to the UPX station, then it’s only $3.67 cheaper (add $3.25 for the subway) and it’s not door-to-door service. So for the vast majority of people, I suspect that UberPOOL would win out in this particular scenario.
If you happen to be traveling with someone, then UberPOOL and UberX are probably going to be cheaper no matter how you slice it. And again, you’re getting door-to-door service. So I think the consensus is right: fares need to come down.
But I don’t think Metrolinx should be solely focused on price. They should also be thinking about ways to create additional values for riders.
One of my favorite travel experiences is that of Hong Kong’s airport train. There, they have airline check-in counters in the city so you can collect your boarding pass and check your baggage up to a day before your actual flight. This is a huge value add because it means you can check out of your hotel, liberate yourself of your luggage, and spend the day in the city before leaving on the train to catch your flight. You can’t do that with an Uber. And lugging bags around a busy city, sucks.
My point with all of this is simply that you can’t expect people to pay more or roughly the same, if they are not getting additional value. And right now, the train isn’t door-to-door and taxis are. (Though, the train has a travel time advantage during peak times.) So you either make it cheaper or you create additional value. Or, you do some combination of the two, which is where my head is at.
What are your thoughts? Please respond in the comments below so all the feedback is public. Thanks.
Here’s a snippet to give you an idea of the scale of these megazones:
“The Airport megazone, one of the three employment megazones outside Downtown Toronto, is the second largest concentration of employment in Canada, after Downtown Toronto. It represents almost 300,000 jobs, more than the central business districts of Montreal, Vancouver, or Calgary individually.”
And here’s a chart showing the hard numbers:
Downtown Toronto dominates in terms of employment. But it’s also fascinating to see how much more efficiently it provides that employment. It has the smallest physical area of all the employment zones (2,540 hectares or 6,276 acres) and the lowest percentage of car trips (29%).
But the big takeaway from their report is that we have not been focused enough on employment in our planning. Instead, we seem to be thinking residentially. Here’s a final snippet:
“This study shows that the Growth Plan and The Big Move, which are currently under review, do not address the challenges and opportunities of a globalizing regional economy or the reality of a transforming economic landscape.
The Growth Plan’s focus has largely been on managing residential growth rather than non-residential and employment-related development. Indeed, the Growth Plan is based on shockingly little hard evidence on the evolving economy of the region. Plans for city-regions a fraction of the size of the GGH typically involve more economic research, analysis, and evidence.”
Clearly we need to be looking at both the residential and non-residential sides of the equation as we grow the region. To read the full report, click here.
I am a big fan of the UP Express train that runs from downtown Toronto to Pearson Airport.
I love the station architecture, the branding and identity, the trains themselves (with wifi), and the local retailers they house at Union. I also happen to live a stone’s throw away from the downtown station. So I can go from door to bum in seat within 10 minutes.
But despite all this, it has become clear that something needs to be done to fix the UPX train. Just last weekend a friend of mine and fellow urbanist, who was visiting Toronto from Vancouver, sent me a text message saying: “This UPX train is really nice, but why is it so expensive?”
Indeed, that seems to be the general consensus. Here is the opening paragraph from a recent Globe Editorial article:
Toronto’s high-end airport express train is a failure. A city that urgently needs better transit has been saddled with a deluxe boutique rail service that cost $456-million to build and runs nearly empty, 19 ½ hours a day.
So today I thought we could collectively brainstorm some ideas for how Metrolinx – the public agency that operates the train – should address this issue.
I’ll start by sharing my thoughts as a rider and then, hopefully, you all will share yours in the comment section below. I know that there are people from Metrolinx who subscribe to this blog, so I am sure your feedback will get through to them.
My thoughts are twofold. Like many others, I think the pricing is off. But at the same time, I think there should be a focus on enhancing the value proposition of the service.
Bur first, let’s talk about price.
At the time of writing this, a one-way trip from Union Station to Pearson Airport on the UPX is $27.50. If you happen to have a PRESTO card, it’s $19.
The alternative for many is probably a taxi. So let’s also look at some Uber fare estimates. For someone like me leaving the St. Lawrence Market area, I’m looking at $25.92 with UberPOOL (meaning I’m sharing the car with 1-2 other people) or $37.03 if I insist on riding solo.
Against the non-PRESTO fare, UberPOOL is a cheaper option and it’s door-to-door service. Against the PRESTO fare, UPX is potentially $6.92 cheaper. But if you’re someone who has to take the subway to the UPX station, then it’s only $3.67 cheaper (add $3.25 for the subway) and it’s not door-to-door service. So for the vast majority of people, I suspect that UberPOOL would win out in this particular scenario.
If you happen to be traveling with someone, then UberPOOL and UberX are probably going to be cheaper no matter how you slice it. And again, you’re getting door-to-door service. So I think the consensus is right: fares need to come down.
But I don’t think Metrolinx should be solely focused on price. They should also be thinking about ways to create additional values for riders.
One of my favorite travel experiences is that of Hong Kong’s airport train. There, they have airline check-in counters in the city so you can collect your boarding pass and check your baggage up to a day before your actual flight. This is a huge value add because it means you can check out of your hotel, liberate yourself of your luggage, and spend the day in the city before leaving on the train to catch your flight. You can’t do that with an Uber. And lugging bags around a busy city, sucks.
My point with all of this is simply that you can’t expect people to pay more or roughly the same, if they are not getting additional value. And right now, the train isn’t door-to-door and taxis are. (Though, the train has a travel time advantage during peak times.) So you either make it cheaper or you create additional value. Or, you do some combination of the two, which is where my head is at.
What are your thoughts? Please respond in the comments below so all the feedback is public. Thanks.
Here’s a snippet to give you an idea of the scale of these megazones:
“The Airport megazone, one of the three employment megazones outside Downtown Toronto, is the second largest concentration of employment in Canada, after Downtown Toronto. It represents almost 300,000 jobs, more than the central business districts of Montreal, Vancouver, or Calgary individually.”
And here’s a chart showing the hard numbers:
Downtown Toronto dominates in terms of employment. But it’s also fascinating to see how much more efficiently it provides that employment. It has the smallest physical area of all the employment zones (2,540 hectares or 6,276 acres) and the lowest percentage of car trips (29%).
But the big takeaway from their report is that we have not been focused enough on employment in our planning. Instead, we seem to be thinking residentially. Here’s a final snippet:
“This study shows that the Growth Plan and The Big Move, which are currently under review, do not address the challenges and opportunities of a globalizing regional economy or the reality of a transforming economic landscape.
The Growth Plan’s focus has largely been on managing residential growth rather than non-residential and employment-related development. Indeed, the Growth Plan is based on shockingly little hard evidence on the evolving economy of the region. Plans for city-regions a fraction of the size of the GGH typically involve more economic research, analysis, and evidence.”
Clearly we need to be looking at both the residential and non-residential sides of the equation as we grow the region. To read the full report, click here.
Share Dialog
Share Dialog
Share Dialog
Share Dialog
Share Dialog
Share Dialog
