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3.09 Metrolinx—Regional Transportation Planning

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3.09 Metrolinx—Regional Transportation Planning Chapter 3 Section 3.09 Metrolinx—Regional Transportation Planning relates only to upgrading and expanding the regional Background transportation network but does not include the esti- mated maintenance that is expected to be required to keep the additional transportation infrastructure Metrolinx, an agency of the government of Ontario, in a state of good repair over its useful life. was created by the Greater Toronto Transportation In the first 15 years, Metrolinx plans to imple- Authority Act, 2006, now the Metrolinx Act, 2006 ment the priority transit projects listed in Figure 1. (Act). According to the Act, one of Metrolinx’s Metrolinx’s estimate of the cost of these projects is key objectives is to provide leadership in the co- approximately $33 billion, of which approximately ordination, planning, financing and development of $3 billion had been spent by the province as of an integrated, multi-modal transportation network March 31, 2012. For about half of these projects, in the Greater Toronto and Hamilton Area (GTHA). the majority of the funding comes from a 2007 The GTHA consists of two single-tier municipalities Chapter 3 • VFM Section 3.09 provincial commitment of $11.5 billion, along with (Toronto and Hamilton), four regional munici- previously announced project funding. The remain- palities (Durham, Halton, Peel and York) and 24 ing priority projects that are funded—such as the local municipalities. Air Rail Link between Union Station and Pearson In November 2008, Metrolinx formally adopted International Airport and projects to revitalize a Regional Transportation Plan (RTP)—also known Union Station—are being funded from the prov- as “The Big Move”—that sets out the priorities, ince’s capital budget for GO Transit (the commuter policies and programs for implementing a trans- rail and bus system serving the GTHA, a division of portation system within the GTHA. The RTP, which Metrolinx). At the time it made the 2007 commit- was the result of two years of public consultation, ment, the province asked the federal government to was adopted by Metrolinx’s Board of Directors contribute $6 billion toward the RTP’s implementa- (Board), which at that time included representa- tion. To date, the federal government has com- tives from the GTHA municipalities. mitted $1.93 billion on a project-by-project basis. Among the RTP’s more significant proposals is The combined funding is expected to sustain the to build more than 1,200 km of rapid transit with RTP’s implementation until about 2018. By 2013, the aim of getting 80% of GTHA residents within Metrolinx must provide the province with recom- 2 km of rapid transit. The timeline for implementing mendations for funding the implementation of the the RTP is 25 years. Its estimated cost of $50 billion 205 206 2012 Annual Report of the Office of the Auditor General of Ontario Figure 1: List of Priority Transit Projects in the Regional Transportation Plan’s First 15 Years Source of data: Metrolinx Provincial Estimated1 Spending as of Capital Cost March 31, 2012 Transit Priorities ($ million) Funded ($ million) Express rail service from Hamilton to Oshawa 5,970 No2 — Rapid transit line in downtown Hamilton 830 No2 — Rapid transit on Dundas Street in Halton and Peel 650 No2 — 403 transitway from Mississauga City Centre to Renforth Gateway 259 Yes3 89 Hurontario rapid transit from Port Credit to downtown Brampton 1,350 No2 — Brampton’s Queen Street AcceleRide (now Züm) 259 Yes3 95 Air Rail Link (ARL) between Union Station and Pearson Airport4 456 Yes3 40 Upgrades to Georgetown South line 1,501 Yes3 407 VIVA bus rapid transit on Highway 7 and Yonge Street through York Region 1,755 Yes3 295 Yonge Street subway capacity improvements and extension to Richmond Hill 2,380 No2 — Spadina subway extension to Vaughan Metropolitan Centre 2,600 Yes3 891 Rapid transit on Eglinton Avenue 4,600 Yes3 Finch/Sheppard rapid transit 2,150 Yes3 471 Upgrade and extension of Scarborough rapid transit line 1,400 Yes3 Rapid transit service along Highway 2 in Durham 500 No2 — Improvements to existing GO rail services and extension of GO rail service to 4,300 No2 — Bowmanville Other Projects Presto fare card 701 Yes3 364 Union Station revitalization (a combination of projects) 1,393 Yes3 355 Total 33,054 3,007 Chapter 3 • VFM Section 3.09 1. Estimated capital costs were established in 2008, 2009 or 2010 depending on the project. 2. Funding is pending, so work has not yet been started on these projects. 3. Funding is in place for these projects, so in most cases work has begun. 4. The ARL will benefit from the upgrades to the Georgetown South line (see following row, beneath dotted line). remaining projects contemplated under the RTP’s • regularly report on activities and progress first 15 years as well as the projects contemplated in toward achieving the RTP. years 16 through 25. Senior management of Metrolinx reviewed and agreed to our objective and associated audit criteria. We looked at the delivery to date of three major Audit Objective and Scope capital projects contemplated within the RTP’s first 15 years, whose construction or development The objective of our audit was to assess whether was under way at the time of our audit—the Air Metrolinx had adequate systems and procedures in Rail Link, the Presto fare card and two significant place to: projects that form part of the Union Station revital- • cost-effectively implement the initial stages of ization (restoring the train shed and replacing the the Regional Transportation Plan (RTP); and switches in the Union Station Rail Corridor). Metrolinx—Regional Transportation Planning 207 Our audit also assessed the processes followed “seamless, coordinated, efficient, equitable and progress made in implementing the RTP since and user-centred”; its adoption in 2008. • a credible analysis of costs and benefits, The audit was primarily conducted at Metro- based on objective and sound data, exists for linx’s head office in Toronto, where we interviewed each project; staff and reviewed pertinent documents. We also • the project management process ensures that interviewed representatives from many of the risks are managed and that projects are deliv- regions and municipalities within the GTHA, along ered cost-effectively and on time; with representatives of their respective transit agen- • key stakeholders are sufficiently consulted cies, to obtain their perspective on various aspects with; and of the RTP, its overall implementation and the indi- • clear targets are in place for achieving the vidual projects currently being implemented within transportation plan, and there is regu- the plan. As well, we researched transportation lar reporting on progress in relation to planning in other jurisdictions similar to the GTHA these targets. to identify best practices and lessons learned that Our review of the more significant projects in could be applied to implementing the RTP within the early stages of the Regional Transportation Plan the GTHA. (RTP) identified a number of issues that must be Our audit also included a review of the relevant addressed by Metrolinx, if it is to follow the best audit reports issued by Metrolinx’s internal audit practices outlined above. Specifically: department and the province’s internal audit div- • We believe that Metrolinx’s initial assump- ision, which were helpful in determining the scope tions about projected annual ridership on and extent of our audit work. the Air Rail Link (ARL) may well be overly optimistic. Although a final decision has not been made on whether the ARL must recover its annual operating costs and any of its cap- Summary ital construction costs, if operating the ARL on a break-even basis is indeed the objective, Chapter 3 • VFM Section 3.09 In the Greater Toronto and Hamilton Area (GTHA), achieving that objective may not be feasible. congested roads and highways and public transit Ministry of Transportation documentation systems that are increasingly unable to meet the indicated that a private-sector group that transportation needs of a growing population previously was the successful proponent for support Metrolinx’s mandate of expanding and designing, building and operating the ARL improving regional transportation across the was unable to secure financing for the venture area. We noted that other jurisdictions facing this because prospective lenders felt that despite problem have used similar stand-alone agencies all reasonable efforts to attract riders, the to co-ordinate regional transportation planning. service might not generate enough revenues Accordingly, creating a co-ordinating agency like to be a viable business. A market assess- Metrolinx is a reasonable strategy toward imple- ment conducted by Metrolinx also suggests menting an effective, integrated and sustainable that ARL ridership may not meet the initial transportation network in a large urban centre. assumptions about ridership growth. To successfully deliver on its challenging man- • A region-wide integrated transit fare system date, Metrolinx must ensure that: is one of the RTP’s key strategies. The Presto • individual projects under a regional trans- fare card now sponsored by Metrolinx is portation plan deliver transportation that is regarded as a key component in implementing 208 2012 Annual Report of the Office of the Auditor General of Ontario this strategy. Metrolinx’s view is that the participating GTHA transit systems as Presto fare-card system creates the underlying of March 31, 2012, was only about 18%. technology platform needed for fare integra- Although seven of the eight municipal tion. But to date the card has not facilitated transit agencies in the 905 area code have fare integration within GTHA transit systems implemented Presto, overall Presto usage because the fares across these systems are on those systems was even lower, at only themselves not integrated. We noted the fol- 6%. These transit agencies currently cannot lowing additional issues with respect to the completely eliminate their old fare systems Presto fare-card system: in favour of Presto because of some of the • When the Presto fare card was initially fare card’s limitations.
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