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24 3.5 Chronology of the Air Rail Link Project in 2001, Transport Canada 3.5 Chronology of the Air Rail Link Project In 2001, Transport Canada issued a request for Expression of Interest from the private sector to finance, design, build, operate, and maintain passenger rail service between Union Station and Pearson Airport. Four firms were pre-qualified and submitted business cases in 2003. Union Pearson AirLink Group (UPAG), owned by SNC Lavalin Engineers & Constructors, was awarded the contract that same year (Transport Canada, 2007). They decided to call the project the Blue22 after the estimated length in minutes of the trip (Figure 3.4). Figure 3.4: Initial Blue22 Route Plan Source: Transport Canada, 2007 In May 2004, the Government of Canada, Province of Ontario, and GO Transit entered into a funding agreement for upgrades to the GO network in the GTA. This included the GO’s Georgetown Corridor and the Union Station GO Corridor, which would be used by the Blue22 on its trip to Pearson. For the next few years planning, negotiations, and an environmental assessment were undertaken (Transport Canada, 2007). Concurrently, the Province was developing the MoveOntario 2020 plan and The 24 Big Move respectively. Both of these plans included this connection as a way to relieve congestion and provide more public transit options. Negotiations with the private partner, SNC Lavalin, fell through in July 2010. In a press release surrounding the negotiations, SNC Lavalin said, Given the state of financial markets over the past few years, lenders in both Canada and elsewhere are reluctant to lend money for full revenue- risk projects. As a result an agreement that met our standards of risk tolerance could not be reached with interested lenders (SNC Lavalin, 2010). As a result, Metrolinx took over the construction, ownership, and operation of what was now called the Air Rail Link (ARL). They have since completed an Electrification Study for the Georgetown GO Transit rail corridor, with the ARL recommended as the first phase (GO Transit, 2011a). 3.6 Air Rail Link (ARL) Current Project Description The vision of the ARL has always been to develop a direct, rapid rail link between two of the busiest transportation hubs in Canada. Although the governance structure has changed, the key objectives of the project have remained the same: to provide rail service between Union Station and Pearson Airport, reduce congestion while taking advantage of existing rail corridors, and complement an existing public transit system (Borges, 2006). The ARL will be accommodated through track sharing along GO Transit’s South Rail Corridor (Georgetown) from Union Station to just past Highway-427 (Figure 3.5). A 3.3 kilometre spur line will then connect to Pearson (Figure 3.6). In this case, the spur line is a line constructed to connect the main line to another destination (Pearson 25 Airport). After leaving Union Station, the ARL will stop at the Bloor and Weston GO stations before proceeding to Terminal 1 at Pearson Airport (GO Transit, 2011a). 140 two-car rail shuttles will make the trip approximately every 15 minutes for 20 hours a day, carrying as many as 5000 passengers per day within the first five years of operation (Mackenzie, 2010). It is hoped that the ARL will be complete and operational in time for the 2015 Pan Am Games (GO Transit, 2011a). Figure 3.5: Map of Air Rail Link Project Route Source: McNeil, 2010 26 Figure 3.6: Air Rail Link Spur Line Source: McNeil, 2010 27 CHAPTER 4: EVALUATION & ANALYSIS In order to determine if the ARL, as it is currently designed, is an example of a “good” airport rail link, the plan will be evaluated using the aforementioned criteria. This list of criteria serves to identify design characteristics that promote the use of such airport rail links. After investigating the extent to which the ARL meets or does not meet the criteria, Table 4.2 provides a summary of its performance. Strengths and weaknesses identified within this evaluation will be used to inform the development of policy recommendations that may serve to promote ridership. 4.1 Evaluation of the Air Rail Link Project 1. Link provides low rail/auto time difference Upon its completion in 2015, the ARL is expected to take approximately 25 minutes to travel between Union Station and Pearson Airport (McNeil, 2010). A comparison between the expected 25 minute travel time and ground access vehicular travel time is required to determine if this is more or less time efficient. According to the Pearson Airport Master Plan (Taking Flight, 2008), roadway congestion is a significant problem for people travelling to the airport, especially during peak travel periods. The Plan acknowledges that trips to the airport typically involve travelling over longer distances than other trips within the GTHA. Therefore, increased congestion will affect these trips disproportionately, with afternoon peak period congestion being generally worse and more widespread than morning peak congestion (Taking Flight, 2008). A travel time contour for afternoon peak period travel is show in 28 Figure 4.1, while Figure 4.2 shows the projected change in congestion indices for morning peak period travel. The congestion index, shown in Figure 4.2, is the ratio of congested travel time to free-flow travel time. Figure 4.3 shows that during morning peak period traffic, 51% of the GTHA population is within a 30-minute drive of the airport. Considering this criterion, the approximate 25 minute ARL travel time would present an ideal alternative for those 51% (during morning peak travel). This percentage however is projected to drop to 29% by 2031, meaning that more of the population will have a longer drive to get to the airport. Given these projections, The Greater Toronto Airports Authority recognizes the need for a greater emphasis on encouraging the use of public transit as an alternative (Taking Flight, 2008). The ARL’s 25-minute travel time may just be the answer. Comparing the time efficiency of the ARL with ground access vehicles requires thinking more than just about the ARL in isolation. On its own, the ARL clearly produces a more consistent and time efficient alternative to driving. It is important to note however, that unlike personal vehicles and taxis, the ARL does not represent a door- to-door trip. This means that many passengers will likely have to utilize other modes of transportation in order to access the ARL or get home after taking it, ultimately adding time to their trip. 29 Figure 4.1: Travel Time Contours for Afternoon Peak Period Travel to Pearson Airport Source: Taking Flight, 2008 Figure 4.2: Congestion Indices to Pearson Airport for Morning Peak Travel Period Source: Taking Flight, 2008 30 Figure 4.3: Accessibility to Toronto Pearson During the Morning Peak Period Source: Taking Flight, 2008 2. Station is located on-airport rather than off As indicated within the project description, the ARL will have four stations, Union, Bloor, Weston, and Pearson (Figure 3.5), with a spur line connecting to the top of the Terminal 1 airport-parking garage. The Terminal 1 ARL station will share a platform with the airport’s existing LINK Train, an automated people mover, representing a seamless connection to the other Terminals (Briginshaw, 2005). This configuration provides direct access to the airport and satisfies Schank’s (1999) observation that rail mode share increases if there is an on-airport station. 3. Link effectively serves population and employment centres The ARL will directly connect to Toronto’s Central Business District. From Union Station there are various connections, by way of the TTC, VIA Rail or GO Transit, which serve the suburban and regional areas outside of the City of Toronto. TTC service 31 claims to reach a significant proportion of the population, stating that it is able to provide service within a 5 to 7 minute walk to most areas within Toronto, excluding the GTA (TTC, 2011). Although the ARL has the ability to reach a significant proportion of regional population through connecting transit offerings, its accessibility for urban and suburban Torontonians is lacking. Timing and route constraints may make these options inconvenient for airport passengers, resulting in preference for personal vehicles. 4. Airport has a prevalence of short haul traffic and/or low-cost carriers Ranking among the world’s top 30 airports in terms of aircraft movement, Pearson Airport is Canada’s principle airport (Taking Flight, 2008). Over 65 airlines operate out of its three terminals. Figure 4.4 shows the distribution of domestic, transborder, and international destinations served. Domestic flights are those within Canada, Transborder are flights from Canada to the United States, while International flights are those from Canada to destinations outside of the United States (Greater Toronto Airports Authority, 2009). Table 4.1 shows the number of passengers who traveled in these three segments in 2008 and 2009. Although international flights account for over 50% of the total destinations served by Pearson, the combination of transborder and domestic destinations make up the other half. More telling however are of the number of passengers traveling to these destinations. While international flights attracted 30% and 32% of all passengers in 2008 and 2009 respectively, the combination of domestic and transborder flights appear to be the most popular. These attracted over 65% of all passengers in both 2008 and 2009 (Table 4.1). 32 Figure 4.4: Distribution of Flight Destinations from Pearson Source: Greater Toronto Airports Authority, 2009 16.6% Domestic Transborder 54.4% 29% International Table 4.1: Number of Passengers Based on Type of Flight (in millions) Source: Greater Toronto Airports Authority, 2009 2009 % 2008 % Domestic 12.7 42 13.8 43 Transborder 8.1 26 8.8 27 International 9.6 32 9.7 30 Total 30.4 100 32.3 100 In order to evaluate this information against Schank’s (1999) criterion it must be determined if domestic and transborder flights are indeed short-haul flights.
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