What is the priority for transit in this city?
Do we need fast relief for the growing congestion? Or is it more important to have the absolute final solution in place from the initiation of new service?And who's going to pay for it all anyway?Balancing these questions is a factor in every transit scenario now under consideration for Toronto.There is a debate over whether to keep the Eglinton-Scarborough Crosstown LRT line underground east of Laird Drive. TTC chair Karen Stintz, citing cost savings and the potential to re-allocate those funds to other transit projects, is in favour of moving it above-ground. Mayor Rob Ford, citing his pledge to keep transit expansion underground and a public desire for subways, is steadfastly opposed. There is still time to make a decision without incurring further delays.So we ask, what do the people see as Toronto's transit priorities? Is it more important to have a job done faster? Should all the resources be concentrated on one line? What priority should be placed on cost savings? According to a May 2010 Metrolinx report, the total investment for the Eglinton line with the above-ground portion was pegged at about $6 billion. The cost of a completely-underground project currently sits at $8.2 billion. This suggests a substantial saving is possible if part of the line is brought above ground. But can Toronto's transit needs wait until longer-term solutions are complete? There is no disagreement on putting the Eglinton line underground in the middle portion of Toronto. Tunnel boring on the west end of the line around Black Creek Drive is already underway, and public information sessions on stations at Bathurst and Dufferin streets have already taken place. Regardless of what ultimately happens to the eastern portion, should the agreed upon underground portion be forced to endure a delay? Less than two years ago, the Eglinton line, initially supposed to go all the way to Pearson airport, was truncated by funding cuts. As disappointing as that news was, an amended project is still proceeding. A westward extension to Pearson is still feasible after the current phase gets built; even conversion from light rail to a subway line is still possible. The debate over Eglinton's eastern portion should not stall the rest of the project.There will always be conflicting visions of Toronto's transit future and legitimate arguments to support those visions. The priorities for Toronto need to be clearly identified, to avoid future confusion and delay. Otherwise, we'll end up with the worst scenario choice of all: nothing.