The ancient
signal system that that controls train access into and out of Union
Station is beyond due for replacement. Much of the track-switching
equipment was built in the 1920s – it’s about as old as the heritage
building itself and older than almost everyone using the rail depot
today.
In a
deceptively low-key meeting earlier this month GO Transit’s
governing board not only approved a new train crew arrangement, they
authorized more than a quarter billion dollars to redo Union’s
complex track network over eight years. The latter contract may not
seem terribly exciting to rail-riding Torontonians but if the
antique technology were allowed to fail, the ensuing commuter chaos
would be exciting indeed – in an maddening sort of way.
Most of the
money for this overdue upgrade comes from the province, with $90
million worth coming from a federal infrastructure fund initiated in
2000. Ottawa is at last spending some GTA-generated tax dollars
inside the GTA. This is a lot of money to fix infrastructure that
most of us take for granted – except when trains approaching Union
Station start getting delayed and the aged signals can’t cope. It’s
unclear yet if the multiyear construction project will cause
slowdowns of its own -- but by 2014 all trains should arrive at
their platforms without fuss.
This
behind-the-scenes signal work will also allow capacity expansion,
and GO especially needs to add more service. There is already so
much estimated passenger demand that if Lakeshore trains were to
arrive every 15 minutes during rush hour, they would still be full.
No wonder the province is looking to add an entirely new commuter
rail route through midtown Toronto, along the CP freight line.
Yet there are
other parts of the GTA transport network that also need to be in a
“state of good repair”. The Yonge subway line carries far more
people than GO Transit does, and it’s over capacity many hours of
the day. The signals do not date from the 1920s, but they must be
upgraded if the TTC is to operate more trains per hour. The
“Yellow” line may yet get the maintenance it deserves -- but will
this have to wait until subway tunnels cross under Steels Avenue
into York Region? Federal and provincial politicians seem more eager
to fund projects that cross regional boundaries; if a line travels
only inside 416, then improvements can just wait.
Consider the
deteriorating RT line that lies entirely within Scarborough. Riders
are forced to tolerate noisy, overloaded trains -- yet because
senior decision-makers and politicians rarely take the line we’ll
probably have to wait until the last minute before the RT is
refurbished.