Union StationFred Lum/The Globe and Mail
File this one under late arrivals.
In a previous guise, the long-coveted public-private rail link between Union Station and Lester B. Pearson International Airport was supposed to be up and running by 2008. But when Metrolinx took over responsibility for the controversial project in late July, 2010, the agency also inherited the private-sector consortia's pledge to have the 22-to-23-minute shuttle working flawlessly by February, 2015, just in time for the Pan Am Games scheduled for later that summer.
The event, proponents say, is meant to provide some much needed focus for a plan that has been slip sliding away for years. "The Games are for two weeks, [but]the service is for generations," Metrolinx chair Robert Prichard said in an interview.
While five years may seem like plenty of time, Metrolinx officials know the work schedule is uncomfortably tight. Indeed, the next few months will be crucial, said Mr. Prichard. Herewith, the major pieces of what needs to get done.
Step 1: Complete the Georgetown South Corridor
Though well under way, this massive overhaul of a key GO Transit route is far from complete, and includes several grade separations (including one in West Toronto), the construction of the Strachan Avenue overpass and other pieces of infrastructure related to both expanded GO service and the air rail link. ETA: 2014.
Step 2: Build the 3.3-kilometre rail spur between the Georgetown corridor and the LBPIA
The line runs mostly, but not entirely, on airport land. The spur has already undergone an environmental assessment, so the regulatory approvals are complete. The route has also been determined, and the land secured. But Metrolinx and the Greater Toronto Airport Authority must negotiate an agreement - which Mr. Prichard anticipates will be straightforward - before construction begins.
The work itself is logistically complex because the line will be built within a functioning airport, on a narrow strip of land, with allowances for future electrification. The station, adjacent to the people mover station at Terminal 1, is partly constructed. Project duration 1.5 to 2 years. ETA: 2014.
Step 3: Acquire 12 purpose-built diesel multiple unit (DMU) trains
This is the one that will keep the folks at Metrolinx up at night. The trains will be paired - one set heading up, the other down - and are designed so no locomotive is required. While DMUs are common throughout Europe, Metrolinx needs to acquire models with two special features. They need "tier 4" engines, which conform to a higher emissions standard. And they must comply with North American rail safety standards written for passenger trains that share tracks with freight trains.
The potential snag, said Mr. Prichard, is that such next-generation trains aren't yet in production. He notes that SNC-Lavalin, the private-sector proponent that bowed out of the project last week, had already developed the technical specs and surveyed the locomotive industry to see which firms are interested.
Metrolinx is also working with a vehicle acquisition consultant to figure out how to proceed. Once a manufacturer is chosen, the firm will have to hone the engineering specs, as well as build and crash-test a prototype, before going into full production. Target delivery date: late 2014.
Step 4: Develop a marketing/customer-service plan
While contractors and suppliers work on the engineering, Metrolinx plans to hire a dedicated team to oversee the branding, marketing and customer-service aspects of the operation. The components will include loyalty programs and other incentives, as well as customer-experience elements that seek to match the service Porter Airlines provides to its passengers before they leave the ground.