1 4 7 10 11 12 2 5 8 3 6 9 - Town of Markham

markham.ca

1 4 7 10 11 12 2 5 8 3 6 9 - Town of Markham

Markham Live

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“It’s About Moving People, Jobs, Competitiveness, Prosperity”

407 Rail Transitway Network Architecture

For Ontario’s Mega Region

Design Criteria - 407 Transitway - 1 hour across the GTAH

407 Transitway Corridor Vision: What is the difference between the 400, 401, 404, 407 and the 427 Highway

corridors? The difference is the planned high-speed rail transitway in the 407 corridor, the existing hydro corridor

lands and the corridor is not all build-out yet. Planned and intensified communities which effectively encompass

underground parking, underground and at grade retail, residential, office, institutional, entertainment, recreation

and transit hubs into integrated, transit-dependent and liveable communities is the progressive and forward

thinking infrastructure paradigm that we need to move forward as a society. This can only be realized through a

cooperative and collaborative approach among all stakeholders. Thomas Edison said “if we did all the things we

were capable of doing we would literally astound ourselves.”

Education: We have a simple challenge. If we want to compete and prosper in today’s world, we must tap

into and harness the creativity of Ontarians. Our goal should be nothing less than to be jurisdictional with the

widest coverage of the creative age across our people and industries. This means preparing our workers and

businesses with the skills, capabilities and providing the critical infrastructure required to thrive in the economy

of the future. Sustained and shared prosperity demands nothing less.

Jobs: Ontario has an above average concentration of clustered industries, and this should create a sizeable

productivity advantage for the province. But we are not benefitting fully from this advantage. Part of the reason

is that we have less capital investment in the most needed critical infrastructure, We are also a big province and

thus have less urbanization and fewer advantages from density. And, as we have found, our clusters have less

creative content than those of our peers. This is where the real payoff can come. Clusters with high creativity

content can drive much greater productivity and prosperity than other industries. We know that creativity increases

economic growth and we know that clusters increase productivity

Peak Oil: In the not-too-distant future, whether we like it or not, the price of gasoline will begin a rise that will

continue for decades. It will increase so much, in fact, that many aspects of everyday life will be dramatically

altered and altered in ways that most of us wouldn’t necessarily anticipate. For example, we envision a future

where we travel by train, not by plane. One where today’s distant suburbs gradually become ghost towns. I have

gone through the different scenarios when gasoline reaches these price levels. What is the provincial and federal

government doing to insulate the public in the event this happens? The consensus is that we have reached peak

oil and any oil we find will be expensive and won’t be the big oil fields of the past.

Economy: Here’s the question: Will we decide to reinvest in a global economy and an infrastructure that keeps

us bound to oil consumption for every dollar of wealth we produce? If so, we are committing ourselves to a

damaging cycle of recessions and recoveries that keeps repeating itself as the economy keep banging its head

on oil prices. If we go this route oil will soon lead or peak GDP.

Or we can change. Not only must we decouple our economy from oil but we must re-engineer our lives and way

of life to adopt to a world of growing energy scarcity. And that means learning to live using less energy.

Need A Rail Transit Environmental Assessment: China just open the longest high-speed rail transitway

in the world at 1,000 kilometers long. It took South China Rail 4 years to design, plan and built and it will operate

at a top speed of 394 kilometers a hour. Meanwhile MTO has been doing an Environmental Assessment for the

first 23 kilometre segment of a 140 kilometres high speed (top 60-80 kilometers at hour) 407 Rail Transitway. This

has already taken MTO over 4 years and the Transitway is initially being designated for Bus Rapid Transit (BRT)

and then converted to rail at sometime in the future. The GTA-York Region already exceeds the population of the

Vancouver BRT line which was just recently replaced by the Canada Line and Ottawa wants to replace their BRT

as soon as possible too. Why is the 407 Transitway being designed for bus first? Times have changed, climate

change, global warming, end of cheap oil, need for a competitive economy to create jobs and the emphasis on

transit dependent development should tell us to go directly to high-speed rail transit.

Meanwhile in the same 4 years, China has designed and built over 13,500 kilometres of high-speed elevated

rail transit that goes at speeds in excess of 350 kilometres per hour. By 2050, China will have over 100,000

kilometres of high-speed rail in operation. China is building 4,500 kilometres of elevated high-speed rail transit a

year. The 407 Rail Transitway should plan the most direct and quickest route and then mitigate the environment.

There is something wrong with this picture. At this pace and the cost of construction, we will be a third world

country by the time we build anything.

Places to Grow: The Places to Grow Act was a major Provincial Policy legislation which indicated where growth

could occur within the GTAH and Niagara Escarpment. However, over the next 25 years the GTAH could build

between 10,000 and 25,000 condo buildings, but if not strategically located, it will not add up to any significant

contribution towards solving the problems facing the growth of the GTAH - Rapid Rail Transit Backbone Network.

The Provincial Government must get involved in the strategic planning, development and implementation of this most

critical asset - The 407 Rail Transitway. Province should setup a Transit Ministries and also have responsibility for

transit dependent development in rail transit corridors.

Integrated Nodes and Mobility Hubs: Bury the hydro lines in key locations within the 407 Transitway corridor

to accommodate integrated communities at transit stops, build over the 407 highway with concourses and pedestrian

bridges to integrate both sides of the 407 Highway with intense integrated communities around major transit nodes. At

the same time integrate the 407 Transitway stops right into the development of these integrated communities. We need

to plan and design for a guarantee transit ridership of a 80-90% targeted modal split to ensure instant success of the

407 Rail Transitway. The province should set yearly growth targets for these 407 Transitway integrated communities.

The naysayers will say burying the hydro lines or building over the 407 Highway or building an efficient high-speed rail

transitway within the 407 right-of-ways and getting across the 140km 407 corridor within one hour can’t be done. They

are yesterday’s planners

Gridlock: is costing the mega-region economy in excess of $6-10 billion dollars annually and going to $15 billion

dollars by 2015. These costs include unpredictable travel times, environmental damage, property damage, stress,

delays, lost production and lost jobs to other world jurisdictions. Congestion imposes huge costs on our economy.

The GTAH Economic Engine: The 407 Rail Transitway is the spine for the GTAH economy and is truly the economic

engine for GTAH mega-region. Over the next 50 years, it is estimated that the world population will increase 40%

or 3 billion people. The GTAH mega-region will have eight million more people that will call this place their home.

Eventually, over time, the mega-region will expand to include Windsor and Niagara to Ottawa, Montreal and Quebec

City plus seamless interfaces with the USA - Niagara Falls and Detroit.

Too Many Silos: All the federal and provincial ministries, agencies and lower tiered governments must work together

under the leadership of the The Prime Minister of Canada and Premier of Ontario towards the development of one

of the most competitive mega-region economies possible to ensure the growth of the creative class jobs and have

the supporting industries flourish. The current vision and plans for building the bus rapid transit system first on the

407 transitway are inadequate and not very forward thinking. The 407 Rail Transitway will equal the ridership of the

Lakeshore line in less than five years of being built.

The Economic Generator - 407 Transitway Corridor: up to $1 trillion dollars in economic development

opportunities, home for nearly 2 million people, employment of 800,000 - 1,000,000 jobs will reside in the corridor,

over 125,000,000 square feet of office/commercial will be build and will generate between 750,000 - 1,000,000 daily

transit trips when fully implemented. If we continue down the road we are on, a small fraction of the opportunities can

be realized. The 407 Rail Transitway is equally as important if not more important than the Lakeshore Line.

The plan provides a frame work for new sustainable growth that would eliminate 25 million tons of CO2 emission yearly. Which is

the equivalent of planting 1 billion adult trees with an annual savings of $5 billion (carbon tax of $200 per ton) a year.

Helps reduce Gridlock with an annual savings of $10-15 billion dollars annually.

Eliminate 450,000,000,000 vehicle miles travelled yearly in the GTAH, with a annual saving of 52,125,000,000 litres.

Reduces health care costs because less pollutants will be going into the atmosphere.

The 407 Transitway’s Transit Dependent Development will deliver 1,000,000 more cars off the roads - 1,000,000 more people will

be taking transit on a daily basis over time as this corridor gets build out.

Conclusions:

Framework for grow in Quebec/Ontario’s Mega Region - GDP will growth from 600 billion to 1.5 trillion over the next 50 years

We can’t get density without rail transit and rail transit without density - conundrum

Plan and design for 80% modal split on the 407 Transitway Network by integrating TDD into all the stations

Planning the 407 Transitway is much more than a environment assessment (E/A) to determine the route - it is the future of Ontario.

E/A’s process for Rail Transit, should determine the most direct route and then mitigate the environment

Holistic planning to ensure implementation of the vision of moving people, jobs, competitiveness and prosperity for all

Eliminate all the barriers to ensure success - get rid of the government silos

The transit network should be people, environmentally and operationally friendly

Rail Transit will change land use but buses won’t

Innovative, flexible design & management, alternative financing, employ leading technology, private sector involvement,

Design a synchronous network versus the asynchronous networks we have today ... build in network versatility

Need for a competitive Request for Proposal Process (RFP), alternative financing and a sense of urgency to get things done

Leadership is needed from the Prime Minister of Canada and the Premier of Ontario for the transformation of the 407

Transitway corridor spine into a major Ontario mega-region economic engine: All levels of Government’s Ministries,

Agencies, Crown Corporations, 407ETR and Hydro One must work together has a “Can Do” team to make the growth of the

Ontario mega-region economy happen.


Executive Summary - Markham Live

New Options for Personal Mobility: Cars are here to stay. More efficient, no petroleum vehicles are

needed to reduce oil use and greenhouse gases. Developing these vehicles should be given high priority.

Another priority is providing travel options beyond cars, creating more ecologically sound transport by

dismantling the car-centric transportation monoculture. Doing so would lead to a more efficient transportation

system with a long list of co-benefits, from congestion reduction to enhanced communities. Transforming

vehicles is difficult.

Transforming entire transport systems is incredibly daunting. But the eventual benefits would be almost

unimaginably huge. Rising to meet this challenge requires us to recognize that today’s car-based transportation

system isn’t optimal or sustainable for either society or individuals. Average households spend over $15,000

on the automobile in a year.

There is such a thing as a better transportation system. Many profit from this dependency and from the

sprawled development that goes with it, from automakers to land developers.

Two other important building blocks for creating a more diversified and efficient transportation system - with

less vehicle miles traveled are better land use management and greater use of pricing. Pricing can be road

pricing, insurance based on kilometers travel, and gasoline pricing.

Better land use management - greater geographic density leads to less travel. With greater density, more

destinations can be accessed by walking, and all forms of transit can be provided more effectively and less

expensively.

Markham Live Vision: Markham Live is a sophisticated, 21st Century, high intensity urban community

designed to appeal to a global market. Integrating the finest retail, office, condo residential and entertainment

venues, built to the highest global architectural and environmental design standards, Markham Live will be a

world-class destination.

Rise of the Mega Region: Mega-regions range in size from 5 million to more than 100 million people. They

produce hundreds of billions - sometimes trillions of dollars - in economic output. They harness human creativity

on a massive scale and are responsible for most of the world’s scientific achievement and technological

innovations.

Power of the Grid The current economic crisis and the reality of global climate change require us to work

hard at getting the most out of our existing and planned infrastructure. Imagine boarding the 407 Rapid Rail

Transit Express. Imagine whisking through towns at speeds higher than 130-150 kilometres an hour, walking

only a few steps to other public transportation or ending up just blocks from your destination. Imagine what a

great asset an integrated 407 high-speed rail transit system would be to our mega-region.

High-Speed 407 Transitway: It is estimated that the 407 corridor has approximately 1 trillion dollars of

economic development potential if the proper transit dependent development solution is designed, planned

and implemented. If we continue down our present path of connecting the northern part of the GTA with bus,

it will be a small fraction of its potential.

Cost of Gridlock: The cities of the world are being overwhelmed by traffic. From Paris to Jakarta, urban

residents and commuters are confronting traffic conditions that are becoming increasingly unbearable. The

average speeds of road travel in many cities aren’t much greater today than they were in the days of horse

drawn vehicles of the 19th century. For hours each day, many motorways and main thoroughfares resemble

car parks more than roadways. Without radical reforms, this situation will only get worse. In the GTAH, for

instance, it is forecast that gridlock will rise 188 percent on urban roads by 2014.

Power of Place: Markham is 20 minutes from the shores of Lake Ontario, one of the five Great Lakes. Our

location and geography play a key role in our economic success. Markham is less than a day’s drive from more

than 135 million customers in Canada and the United States. With the North American Free Trade Agreement

facilitating access, Markham and the Greater Toronto Area are a major gateway to the entire continent for trade

and tourism – a market of more than 440 million people, with a combined GDP of more than $16 trillion

Fields of Green: Markham Live showcases a broad range of leading-edge and innovative ‘green’ initiatives

that benefit the environment, including improved sustainability in community design and practices to achieve

ecological biodiversity. Strategies that maintain and improve watershed health and resilience within the

context of climate change and urban intensification are at the core of Markham Live.

High-Speed Rail Network is the Economy: It is estimated that the 407 corridor has approximately 1 trillion

dollars of economic development potential if the proper transit dependent development solution is designed,

planned and implemented. If we continue down our present path of connecting the northern part of the GTA

with bus, it will be a small fraction of its potential.

Anchor Hubs in Markham: Transit Dependent Development (TDD) will demonstrate, to North America and

the world, that combining targeted residential densities with integrated transit infrastructure in a mixed-use,

ecologically designed community will lead to dramatic reductions in the environmental footprint of urban

development. Integrated residential density is the critical ingredient for a true quantum leap in sustainability.

Only at larger increments of development are resource-efficient systems like cogeneration, anaerobic

digesters and personal rapid transit (PRT) systems viable and effective. Only a significant concentrated

residential population can support the shops, offices, and civic services that make a community balanced

and livable.

Markham Live includes:

• Multi-Purpose Entertainment Centre National Olympic Aquatic Centre

• National Olympic Training Centre Trade Centre / Field House

• Five Star Hotel Convention Centre

• Office Commercial World Class Retail

• Residential Metrolinx Anchor Hub

• Performing Arts Centre Multi-Media Entertainment Centre

P3, TDD and 407 Technology Motions: A public-private partnership is, “A cooperative venture between

the public and private sectors, built on the expertise of each partner, that best meets clearly defined public

needs through appropriate allocation of resources, risks and rewards.”

Spanning the 407 Highway: Imagine joining Richmond Hill/Langstaff Gateway or the divided Markham

Centre (Provincial Growth Centres) by innovations, such as creating useable urban space over the 407

Highway which is an urban separator today.

The Golden Economic River: Especially critical to the economic success and the future of urban centers

is the rail transit spine network. The development of competitiveness, quality of life and environmental

protection in urban areas is unachievable without a functioning mass rail transit service.

Try to Leave Everything Better that What We Inherited: The United States has 750 cars for every 1,000

people. China, on the other hand, has 4 cars for every 1,000 people. If China gets to only half the ownership

rate of the United States, it means an additional 400 million cars on the road, looking for gasoline. That’s

almost like adding another two United States’ worth of cars to the world. Moreover, even if the price of oil gets

so high that it creates serious demand destruction in places like the United States and Europe, the use of

oil will still increase in economics such as China’s which is growing at a 10% clip. Growth that size doesn’t

evaporate overnight, and economies, especially China’s, need oil and energy to grow.

The world’s total population will jump by 1 billion people in the coming 11 years, but the middle class will add

1.8 billion to its ranks, 600 million of them in China alone. Middle class will comprise 52% of the earth’s total

population by 2020. China’s middle class will be the world’s largest in 2025 and India’s will be ten times its

current size.

There remains little easy-to-get oil. After 147 years of almost uninterrupted supply growth to a record output

of some 81-82 million barrels/day in the summer 2006, crude oil production has since entered its irreversible

decline. This exceptional reversal alters the energy supply equation upon which life on our planet is based.

It will come to place pressure upon the use of all other sources of energy - be it natural gas, coal, nuclear

power, and all types of sundry renewables especially biofuels. It will come to affect everything else under the

sun.

Go Directly to High-Speed 407 Rail Transitway and By-Pass 407 BRT

Don’t Implement Fossil Fuel Systems - Electric Trains are Carbon Neutral

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The Magic of Markham Live


Table of Contents

Overview

Letter to: The Prime Minister of Canada and The Premier of Ontario 2

Executive Summary 3

Markham Live Vision 6,7

Mega Region

Mega Region Maps 8

Rise of the Mega Region 9

Markham - Centre of Mega Region 10

Population Projections 11

Metrolinx Transit Routes 12

407 Transitway

Power of the Grid 13

The Missing Link 14

Economic Generator 15

Green Economy Express 16

High Speed Rail Transit and Transit Oriented Development 17

Markham in the Mega Region

The Power of Place 19

Fields of Green - Vision 20

Markham’s Transit Oriented Development

Rail Transit Network is the Economy 23

Anchor Hubs in Markham 24

Langstaff 25

Markham Centre 26

Cornell 27

Markham Live

Illustrators 28,29,30

Introduction 31

Plan Vision 32,33

Entertainment Centre 34

National Aquatic Centre 35

National Olympic Training Centre 36

Trade Centre 37

Five Star Hotel 38

Convention Centre 40

Retail 42

Office Commercial/Retail 44

Residential 46

Performing Arts Centre 48

Multimedia Centre 49

Spanning the 407 Highway as a Hub Integrator 50/51

Appendix

A Next Steps/Challenges 52

B Public Private Partnerships 53

C Land Owners 54

D Plan and Budget 55

E Yonge Street Request for Proposal and 407 Transitway Motions 56/57

F Langstaff Hub Alignment and burying hydro lines 58/59

G 407 Transitway Design Criteria and Timing and TDD Potential 60,61,62,63

H Transit Oriented Development 64

I Mayor and Members of Council 65

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Markham Live - Vision

Markham Center - 407 Transitway Alternatives

Designer Dwell Time Cost to Build Lost Citizen Time

MTO 1 3.00 350m 100m a yr

MTO 2 3.00 350m 100m a yr

PCA 1 .45 100m 0m

PCA 2 .30 75m om

Viva 80m

Taking 407 Rail Transitway to the Local Viva Bus Terminal

Poor Transit Planning and Vision


Markham Live - Vision

Making our old economic model greener and more sustainable is like inventing a

healthier form of cancer, rather than eliminating it. The twentieth century was the

last and worst of the “de” centuries. The “de” age was based on development;

depletion (fisheries, topsoil); degradation, despoilment, and defilement (pollution,

destruction of heritage); devitalization (of communities and ecosystem services);

decrease (of biodiversity); decline (in the planet’s inventory of fossil fuels, fossil

waters, old-growth forests, and other irreplaceable assets); and destabilization

(of our global economy and our global climate).

Markham Live is a sophisticated, 21st Century, high intensity urban community

designed to appeal to a global market. Integrating the finest retail, office, condo

residential and entertainment venues, built to the highest global architectural

and environmental design standards, Markham Live will be a world-class

destination.

Destination:

Markham Live will be a thriving 24-hour downtown-style domain incorporating

prestigious residential dwellings and corporate offices and labs. Residents,

businesses and visitors will enjoy a wide range of amenities including a Performing

Arts Centre, a major league sports arena, five star hotels with banquet and

conference facilities, a convention and trade centre, a diverse range of night

clubs and dining facilities, athletic clubs and wellness centres. Approximately

15.0 million square feet of office and retail space will be constructed. 50,000

people will work in Markham Live and 80,000 people will call it their home.

Environment:

Markham Live will be distinguished by its high environmental design standards,

and by its outstanding natural setting. Traversed by the Rouge River Valley

parkland system, Markham Live offers its residents, businesses and visitors

a network of cycle routes, parks, jogging paths, and well designed pedestrian

routes set within 75 acres of parkland and 195 acres of natural and landscaped

open space.

Frame Markham’s growth issues in a comprehensive manner, clearly expressing

the role of land use in meeting greenhouse gas reduction targets through

integrated defensible analysis (land and water consumption, vehicle miles

traveled, air pollution, infrastructure costs and building-related energy and water

use and cost).

Connect provincial and national goals for energy independence, energy

efficiency, and green job creation to land use and transportation investments.

Connectivity:

Bounded by Highway 7 and the 407ETR, and served by a network of local

streets, Markham Live is easy to access and parking will be available for 6,000

cars. A system of interconnected transit service converging at the on-site

Unionville Go-Train Station will provide easily accessed and rapid service to

and from Markham Live, including the 407 Transitway connecting to seven Go-

Transit lines, four light rail lines and the Yonge and Spadina subway lines.

407 Transitway is the GTA’s Mega-Region Economic Alternative:

Emergence of rail-connected nodes or hubs along the 407 Economic Corridor

throughout the GTA Mega-Region will spark a new economic opportunity for

development and intensification that cannot be ignored or allowed to proceed

piecemeal. The Mega-Region has outgrown traditional transit migration via bus

ways. Population and densities being planned and their implementation along

the 407 corridor support the move now to the ultimate solutions ... light and

heavy rail. Markham Live will be one of the major nodes in this 407 Corridor.

Running in its own elevated, grade-separated track, the 407 Transitway will

provide high speed service across the GTA Region enabling direct point-topoint

travel between Oshawa and Burlington in under 60 minutes.

The Public Realm - Pedestrian Friendly:

Retail will be well-designed and appropriately integrated into Markham Live

so that residents, tourists and shoppers can meet their daily needs through

walking, cycling and transit.

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Greater Toronto and Hamilton Area

M - Milton Go Transit

G - Georgetown Go-Transit

B - Proposed Bolton Go-Transit

BB - Bradford/Barrie Go-Transit

RH - Richmond Hill Go-Transit

U - Uxbridge Go-Transit

H - Peterborough - Havelock Go-Transit

B - Bloor Subway Line

Y - Yonge Subway Line

S - Spadina Subway Line

H - Hurontario Light Rail Transit

J - Jane Light Rail Transit

DM - Don Mills Light Rail Transit

M

G

B

BB

R

U

H


Rise of the Mega-Region

Mega-regions range in size from 5 million to more than 100 million people. They

produce hundreds of billions - sometimes trillions of dollars - in economic output.

They harness human creativity on a massive scale and are responsible for most of

the world’s scientific achievement and technological innovations.

Cities have always been the natural economic units of the world. But during the

past several decades, cities with central cores surrounded by rural villages and

later by suburbs, have grown into mega-regions composed of two or more cityregions,

such as Boston-New York-Washington corridor. Mega-regions are more

than just a bigger version of a city. In the way that a city is composed of separate

Mega-Region Population GDP2000 GDP2009 GDP2031

1. Greater Tokyo 55 million people $2.5 trillion

2. Boston New York Washington 54 million people $2.2 trillion

3. Chicago to Pittsburgh 46 million people $1.6 trillion

4. Amsterdam Brussels Twerp 60 million people $1.5 trillion

5. Osaka Nagoya 36 million people $1.4 trillion

6. London Leed Chester 50 million people $1.2 trillion

7. Rome Milan Turin 48 million people $1.0 trillion

8. Charlotte Atlanta 22 million people $730 billion

9. Southern California 21 million people $710 billion

10. Frankfurt Stuttgart 23 million people $630 billion

The top twenty mega-regions in terms of economic activity account for 10 percent

of the world’s population, 57% of economic activity, 76% of patented innovations,

and 76% of the most-cited scientists. The Ontario Government, GTHA Region

and Markham must develop a competitive transportation system that includes a

high speed rail transit network, seamlessly integrating high density nodes where

heavy rail crosses heavy rail, density around anchor transit hubs, and major transit

interchange gateways, and other rail transit stops.

neighbourhoods, a new natural economic unit is emerging that results from cityregions

growing upward, becoming denser, and growing outward and into one

another.

The mega-regions of today perform functions that are somewhat similar to those

performed by the great cities of the past --- massing together talent, productive

capability, innovation, and markets. But mega-regions do so on a far larger scale.

Cities now compete on a global terrain. That means that bigger and more competitive

economic units -- mega regions -- have super ceded cities as the real engines of

the global economy.

2000 - World’s top 20 Mega-Regions cited in Richard Florida’s – “Who’s Your City?”

Mega-Region Population GDP2000 GDP2009 GDP2031

11. Barcelona Lyon 25 million people $610 billion

12. Toronto Buffalo Ottawa Montreal 22 million people $530 billion

13. Seoul-San 46.1 million people $500 billion

14. Northern California 12.8 million people $470 billion

15. Southern Florida 15.1 million people $430 billion

16. Fuku-kyushu 18.5 million people $430 billion

17. Paris 14.7 million people $380 billion

18. Dallas-Austin 10.4 million people $370 billion

19. Houston-Orleans 9.7 million people $330 billion

20. Mexico City 45.5 million people $290 billion

In order to ensure that we have a competitive economy, we must have a competitive

rail transit network. Metrolinx, the regions and the communities that have major

transit hubs must do proper Transit Oriented Development planning to ensure

the success of its portion of the rail transit network. We should be able to work

where we want to work, live where we want to live and play where we want to play.

Proper connectivity produces choice, not congestion.

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Markham: Located at the Center of the Greater Toronto Area


Population Projections: York Region and Surrounding Area

Estimated Greater Toronto Area Hamilton (GTAH) Population

Region 2009 2031 2050

Toronto 2,700,000 3,250,000 3,700,000

Hamilton 500,000 650,000 800,000

Durham 650,000 900,000 1,250,000

Halton 493,500 750,100 1,150,000

Peel 1,400,000 1,800,000 2,300,000

York 1,016,000 1,650,000 2,300,000

Total - GTA 6,759,500 9,000,000 11,500,000

Other Regions Surrounding GTA Population

Simcoe County 450,000 700,000 1,000,000

City of Barrie 130,000 210,000

Grey County 104,063

Durham County 200,425

Wellington County 92,612 97,676

Region of Waterloo 539,000 750,500

Oxford County 105,000

Brant County 34,415

Halimand County 48,000 56,000

Region of Niagara 442,121 545,100

Victoria County 76,000 100,000

Peterborough County 134,000 156,568

Northumberland County 87,000

York Region Top 10 Employers

Rank Company Name Location Total Employees

1 Magna International Inc. York Region 9,600

2 IBM Canada Ltd. Markham 8,737

3 American Express Markham 4,100

4 Canada’s Wonderland Vaughan 3,600

5 AMD Technologies Markham 2,200

6 CGI Information Markham 2,050

7 United Parcel Services Ltd. Vaughan 1,900

8 The Miller Group Markham 1,700

9 The TD Financial Group Markham 1,630

10 Con Drain Co. (1983) Vaughan 1,600

Municipalities in York Region 2001 Pop 2009 Pop Est 2031 Pop

Aurora 41,595 52,274 70,400

East Gwillimbury 21,197 23,235 88,000

Georgina 40,979 46,889 70,700

King 18,994 20,501 35,100

Markham 217,150 300,141 485,900

Newmarket 68,116 82,479 97,300

Richmond Hill 137,857 185,444 277,800

Vaughan 190,573 272,006 463,800

Whitchurch-Stouffville 22,859 33,991 60,800

York Region 759,320 1,016,960 1,650,400

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Mega-Region - Benchmarks for Success

Legend

Anchor Hub

Urban Growth

Centre

Hamilton

Milton

Population Growth GTHA

4 million people over the next 25 years

8 million people over the next 50 years

Year Expected World Population

2008 6,500,000,000

2010 6,900,000,000

2031 8,400,000,000

2050 9,500,000,000

Georgetown

407 Transitway Electrification Station

Bolton

MARKHAM

Barrie

North Richmond Hill

Oshawa

Peterborough

• Seamless Integration and Connectivity between hubs

• Equity in Geography in moving between regions/municipalities

• Development/Intensification are drivers for aligning rail transit decisions

Bus Rapid Transit does not change land use

Rail Transit and density inextricably linked

• Transit + Investment in a sustainable way

( Integrating natural, built & socioeconomic environment)

• Rail Transit Backbone Network • Solar/wind - electrification • (re-economy – re wealth)

• Bus Rapid Transit • Fossil Fuel Based • (de-economy – de wealth)

Uxbridge

Brooklyn

That the Government of Ontario through the Growth Secretariat undertake a

comprehensive Transit Oriented Development study along the 407 corridor for the

purpose of identifying the real development potential, to optimize ridership and

based on the best high-speed rail transit network solutions being implemented

(Utilizing 50 year and beyond horizon)

Port Hope


Power of The Grid

In 1954 the political leaders of the City of Toronto and the Province of Ontario recognized that

Toronto was growing north along the Yonge Street corridor and built Canada’s first subway.

During the past 50 years there have been many extensions to the Yonge Street Subway. The

Provincial Environmental Assessment has been completed for the extension of the Yonge

Street subway to Highway 7.

The Province has recognized that the Greater Toronto Area is now growing at a much faster

rate than in 1954; however the direction of growth is now east/west along the path of the

Highway 407 from Hamilton/Kitchener to Oshawa. The Province has also recognized that

population and jobs are greater in the suburbs than the City of Toronto. The automobile traffic

in and out of the city is about equal at rush hour. Therefore, the Province has initiated the

Environmental Assessment Process for the most important and vitally strategic transit system

since 1954, a high speed separated rail transitway along the 407, joining all the radial lines

(subways, GO Trains, light rail transit, buses and local systems) from the core of Toronto.

This will allow people to take transit from their homes in Toronto to their Jobs in the cities and

towns along the 407 corridor and vice versa.

The current economic crisis and the reality of global climate change require us to work hard

at getting the most out of our existing and planned infrastructure. Imagine boarding the 407

Rapid Rail Transit Express. Imagine whisking through towns at speeds higher than 130-150

kilometres an hour, walking only a few steps to other public transportation or ending up just

blocks from your destination. Imagine what a great asset an integrated 407 high-speed rail

transit system would be to our mega-region.

City cores alone cannot handle the growing demand for urban living, leaving only one practical

choice – urbanization of the suburbs.

The systematic development of suburban sprawl was the big architectural project of the past

50 years. The redevelopment of sprawl into more urban, more connected, more sustainable

places is the big project for this century.

It’s a simple idea which requires out of the box thinking. Then, there is the catch-22 of density,

destinations and transit. Studies show that those willing to live in retrofitted suburbs want

good high-speed rapid transit more than anything else. Without convenient high-speed transit

and seamlessly integrated destination stops, it’s difficult to get buyers for condos or tenants

to fill up apartments. But without density and destinations, it’s extremely hard to persuade

government authorities to create the rail transit lines.

Rail transit and density are inextricably linked. Any solution to this problem virtually requires

an “if we build it, they will come” mentality. There’s evidence that this can work, most notably

in Arlington County, Virginia, just outside Washington, District of Columbia. Decades ago,

Arlington opted for rail stations along a faded and underused corridor of the county. This

investment paid few dividends for many years. But development eventually took off, and rail

transit is the main reason. Unlike Arlington, the more than twenty four planned rail transit

stops or the milk-run approach of more than 45 stops along the 407 corridor will direct where

intensification will and should occur. Unlike Arlington, intensification will quickly happen.

The connection ultimately drawn from “Retrofitting GTA’s Suburbia” is a bit paradoxical.

Retrofits have to be really big to work. Piecemeal conversion tends to fade out before it can

make a significant change in the life of a community. On the other hand, piecemeal conversion

is pretty much where we are at this point. If we settle for this, we will not be able to build

ourselves out of this situation.

High-density integrated development and a rapid rail transit network are important tools in

combating sprawl, climate change, and are key to achieving the critical mass that makes

vital, walkable Transit Oriented Development communities possible.

Approximately, 150,000 people move to the Greater Toronto Area each year. What is

needed is to redirect some of that growth to the high speed 407 Rail Transitway corridor

to help jump start the building of this critical and strategic piece of Transit infrastructure

and thereby guaranteeing instant transit ridership success when the 407 Rail Transitway

is completed. These fully integrated and complete communities need to be architected so

as to accomplished an 75-85 percent modal split in flavor of rapid transit and lessen the

dependency on the automobile. This will help reduce CO2 emission thereby reducing the

carbon footprint and helping Canada and Ontario to attain our goals in lessening global

warming and climate change challenges.

The Ontario Government needs to bury the hydro lines to free up the lands for the building

of high density transit dependence development within a one kilometre radius of these

planned major 407 Transit nodes. The site densities have to be developed at a minimum of

700-1000 people or jobs per hectare.

These major nodes need to be developed as destinations for office, commercial, jobs, retail,

recreation, entertainment and residential.

That is why we have developed Markham Live. It’s the right idea at the right time … we

invite the private sector, federal and provincial governments to be a part of it.

Running the GTA economy is complicated, so leaders seek simplicity. This is one reason

they latch onto prepacked solutions that are easy to communicate. The problem with the

Metrolinx plan is that it lacks vision, and a strategic direction. The Metrolinx plan is Lakeshore

centric, City of Toronto centric and basically a Go-Transit connectivity and maintenance plan.

Even the Places To Growth act doesn’t really address a strategic architecture blueprint and

implementation strategic plan that addresses support for a rail transit spine. The next 20

years the development industry could build approximately 5,000 - 10,000 high-rise condo

buildings within the GTA, but they probably will not solve the grid-lock challenge because they

were not strategically situated in a transit environment.

13


14

High-Speed 407 Transitway - The Strategic Missing Link

We need to take a balanced approach to rail-based mobility -

from mass transit to regional to main-line services for people

and goods.

Mega-Cities & Urban Transportation:

Especially critical to the economic success and the future of

urban centers is the rail transit spine network. The development

of competitiveness, quality of life and environmental protection

in urban areas is unachievable without a functioning mass rail

transit service.

We need to:

• Connect congested urban areas

• Make it easy for people to transfer to other attractive means of

transportation

• Provide attractive services that offer reliability and security in the

vehicles, in the stations and on the lines.

• Improve passenger information

• Increase the transport capabilities and the availability of rail vehicles

• Install fully automated systems that can adjust more flexibly to

changing demand.

• Need to create major rail 407 Transitway spine to grid up the rail transit

network.

• Need to redirect growth to the 407 Rail Transitway corridor to jump

start the building of the most critical and strategic Transit infrastructure.

Thereby guaranteeing instant transit ridership success when the 407

Rail Transitway is completed in 5-7 years.

• Need to design and build fully integrated complete communities to

meet the requirement of an 80 - 90 percent modal split in flavor of rapid

transit and therefore lessen the dependency on the automobile.

Economic Generator:

The 407 Transitway is a true economic generator for the

Greater Toronto area if it is incorporated with the planning of

Transit Dependent Development around the major rail transit

stops.

During the next 50 years, it is estimated that the world population

will increase by forty-six percent or 3 billion people; eight million

more people will call the GTA mega-region home. More than

84% of these people will settle within 15 kilometres on either

side (green shaded area) of the proposed 407 transitway

corridor from Oshawa to Hamilton rather than settling within the

City of Toronto or along the Lakeshore corridor (pink shaded

area) from Oshawa to Hamilton.

It is estimated that the 407 corridor has approximately 1

trillion dollars of economic development potential if the proper

transit dependent development solution is designed, planned

and implemented. If we continue down our present path of

connecting the northern part of the GTA with bus, it will be a

fraction of its potential.

Taking four years to do an environmental assessment for

just 23 kilometres of 407 transitway and especially for bus is

absurd. The 407 transitway should be designed for speed,

operational efficiency and transit ridership convenience. The

best route should be selected and engineered, then mitigate

the environment. Need to think of burying hydro lines,

building over the 407 Highway to bridge hostile interfaces and

development compact, intense integrate communities around

major transit nodes instead of marginalizing the province’s $8-

15 billion investment in the 407 Transitway and the harm it

could have on the GTA economy.

The Premier get involved in the transformation of

the 407 Transitway Corridor

Premier instruct all the ministries, agencies, crown corporations,

407ETR and Hydro One to work together for the good of the GTA

meg-region economy and premier police this initiative to ensure that

this is happening on a on-going basis

MTO, PIR, Finance, Metrolinx, Hydro One, 407ETR, Minister of

Environment, should become part of the Can Do Team versus being

the Can’t Do Team

Places to Grow - 407 Transitway Corridor will

contribute Up to $1 trillion dollars in economic development

opportunity, home for approximately 2 million people, 840 -800,000

jobs, 125,000,000 square feet of office/commercial and 750,000-

1,000,000 transit trips a day when fully build-out

Eliminate 15 million tons of CO2 emissions a year with a savings of

$3,000,000,000 a year

Help eliminate Gridlock with a savings of $10-15 billion dollars a year

in lost productivity.

Eliminate 350,000,000,000 vehicle miles travelled a year in the GTA,

saving 42,125,000,000 litres of fuel a year

Reduces health care costs because less pollutants going into the

atmosphere with an estimate savings of $2-3 billion a year

TDD - 1,000,000 cars off the road - An additional 1,000,000 people

will be taking transit on a daily basis over time - as 407 corridor get

build-out

That the Government of Ontario through the Growth

Secretariat undertake a comprehensive Transit Dependent

Development (TDD) Corridor Study along the 407 corridor

for the purpose of identifying the real development potential,

to optimize transit ridership and design and based on the best

high-speed rail transit network solution (utilizing a 50 year

horizon and beyond).


407 High-Speed Rail Transitway - Strategic GTAH Economic Generator

The 407 Transitway is the “economic engine” for the Greater Toronto Area/Hamilton (missing in the

Metrolinx’s 15 year plan ... probably the most important of all the transit initiatives.

Markham’s intensification and transportation objectives are as follows:

• Reducing Gridlock

• Comprehensive Transit and Land Use Planning “The Power of Place”

• Improving the modal split “Smart Growth”

• Private sector investment

• Economic Growth

• Initial evaluation track be installed between Cornell/Markham and Highway 403/407

80 to 84% of the growth within the mega region over the next fifty years will occur within 15 km of the 407

Transitway Corridor.

407 Transitway is a high-speed grade separated (should be elevated and electrified) rail transit facility paralleling

407 Highway.

407 Transitway extends from Burlington to Oshawa – 140-160 km

Central Section - Highway 403/407 to Markham Road 71 km 29 Stations $3.85 Billion

East Partial Section - Markham Road to Brock Road 11 km 4 Stations $0.45 Billion

East Completion - Brock Road to Regional Road 34 28 km 9 Stations $1.04 Billion

West Section - Freeman Interchange to Hwy 403/407 30 km 7 Stations $1.35 Billion

Rail/Electrify – approximately – 10 million per km

• MTO/Go-Transit 407 Transitway

140km

160km

30+Stations

$1.40 Billion

$8 - 15 Billion

First Section to be completed of 407 Transitway

Vaughan Corporate Centre to Markham Centre 23km 7 Stations $1.40 Billion

Rail and Electrification/ $10 million per km 23km $.230 billion

Total $1.630 billion

99% of 407 Transitway Lands are in public ownership

Dedicated Funding for 8-10 Year construction – approximately $1.3 billion per year

Planned stops – 1st phrase of 407 transitway

1. Jane Street

2. Go-Barrie – Bradford Line

3. Bathurst Street

4. Yonge Street – Richmond Hill/Langstaff

5. Leslie Street – LRT

6. Woodbine Avenue/Rodick Road

7. Kennedy Road (Markham Centre)

7 Go Lines cross the 407 Transitway ( 2 are new)

1. Georgetown Go-Transit Line

2. Milton Go-Transit Line

3. Bolton (new) Go-Transit Line

4. Bradford (Barrie/Newmarket) Go-Transit Line

5. Richmond Hill/Langstaff Go-Transit Line

6. Stouffville Line (Markham Centre) Go-Transit Line

7. Havelock -Peterborough, Markham’s Cornell) Go-Transit Line (new)

Two subway lines (Yonge & Spadina) will cross the 407 Transitway

Three LRT Lines will cross 407 Transitway (Don Mills Road, Jane Street and Hurontario Street)

That the Expert Panel prepare a methodology for Expressions of Interest to Design, Build, Finance,

Administrate and Operate the 407 Transitway for a 50 years and beyond timeframe and,

That the Expression on Interest include consideration of:

• Design the 407 Transitway for maximum speed/efficiency and then mitigate for the environment

• Local - Oshawa to Burlington - 200 kilometers an hour

• Express - Montreal-Toronto-Windsor - 400-500 kilometers an hour

• Options that could include an elevated track

• Station located that generally be not less than 4 kilometers apart

• Major anchor hubs that incorporate Transit Oriented Development

• That the railbed be as direct as possible and not incorporate Texas T

• Engineering the most direct route and then mitigate the environment

• That the railbed shall be environmentally friendly and practical

• Buses come to trains, not trains going to buses

• The 407 Transitway being the highest order of transit and generally remain in the 407 right-of way

• Electrified 407 Transitway (renewable energy based)

• Evaluate building 407 Transitway stations on top of the ETR 407

• The 407 Transitway Design options integrate with the Windsor/Montreal high-speed train

That the Environmental assessment should be based on a transit solution that extends 50 years and

beyond. That an initial transitway be installed between Cornell/Markham and Highway 403/407.

15


16

407 Transitway - The Green Economy Express

Cost of Gridlock

The cities of the world are being overwhelmed by traffic. From Paris to Jakarta, urban residents and

commuters are confronting traffic conditions that are becoming increasingly unbearable. The average

speeds of road travel in many cities aren’t much greater today than they were in the days of horse

drawn vehicles of the 19th century. For hours each day, many motorways and main thoroughfares

resemble car parks more than roadways.

Without radical reforms, this situation will only get worse. In the GTA, for instance, it is forecast that

gridlock will rise 188 percent on urban roads by 2014.

Congestion imposes huge costs on the economy. These costs include unpredictable travel times,

environmental damage, property damage, stress, delays, lost production and lost jobs to other

world jurisdictions. Congestion in the GTHA has an estimated economic cost in excess of $6 billion

annually.

Global Warming/Climate Change

Climate change is caused by the emission of heat-trapping gases – mostly carbon dioxide (CO2)

– from vehicles, industry, power plants and deforestation. As these gases build up, they act like a

thick blanket, overheating the planet, changing our climate, and threatening our health, economy and

natural environment.

If we can give residents greater choice among energy-efficient and environmentally friendly travel

options, we can make the transportation system more effective in the face of climate and energy

risks while also moving closer to other social, economic and environmental goals. It is estimated

that 10-15 million tonnes (Carbon tax of $200 a ton) of CO2 emissions can be eliminated from going

into our atmosphere each year – savings in excess of $3 billion a year (assuming a carbon tax).

Transportation plans must also address unpredictable challenges related to the global environment.

It likely seems that national and international efforts to reduce fossil fuel use will eventually require

the adoption of more energy-efficient transportation patterns across the GTA. Significant emission

reductions would require major changes in transportation behaviour.

Ideally, decisions on transportation projects should take into account the total costs, energy consumption

and emissions for these projects over their entire life cycle.

GTHA’s 407 Rapid (Rail) Transitway - “economic gold” - Creates a level playing field

• High-speed, fully grade-separated, intelligence transportation systems (ideally elevated & electrified) on a

separate right-of-way paralleling Highway 407

• Transitway extends from Burlington to Oshawa – 140km - 35+stations, park & ride & transit interface facilities

• Our rail transit network, nodes and development must be planned to achieve a 60-80% modal split

• Seven Go-Transit Lines will interface and cross the 407 Transitway

• Two subway lines (Yonge & Spadina) will interface and cross with 407 Transitway

• Three LRT Lines will interface and cross 407 Transitway (Don Mills Road, Jane Street and Hurontario Street)

• 99% of Transit Lands are in public ownership

• Plan Transit Dependent Development (TOD) Land use to your maximum transit system not to your road capacity

• Rail transit networks changes land use, buses do not

• Plan for average speeds of 130-200km for local and 300-500km an hour for high-speed long distance

• Flexibility in design, transit system should be automated/ programmed to ridership needs

• Keep high speed rail transit lines straight - use branches instead of circuitous routes

• Create wide route spacing - lower construction costs, higher service frequency and longer access distance

Gridlock cost GTHA economy approx $5-10 billion a Year

Eliminate 15 million tonnes of CO2 Emissions a year with

savings in $3 billion a year

Climate Change – End of Peak Oil - It could go to $500 a

barrel in 20 years. So why install fossil fuel based systems?

Environment

Global Warming

Climate Change

End of Peak Oil

Greenhouse Gas (CO2) Emission

Health Care Costs because of bad air 2.2 billion yearly

Economy

Jobs

Competitiveness

Transit Oriented Development

Cost of Gridlock

Insurance Costs

Productivity

People

Quality of Life

Travel Time

Health of Citizens

Urban Centres

Safety/Security

Cost of Ownership

LRT versus BRT*

100+ years Infrastructure

Eliminate need for road widening

Eliminate need for new roads

Investment versus costs

Rail Network & Stations Seamlessly Integrated

Return on Investment

Parking Lots

GTA Green Transit Express Business Case

Rapid Rail Transit versus Bus Rapid Transit*

Return on Investment – 25 Year Plan

In excess of 10 Billion a Year Savings for

GTA Economy

This is not a technical problem

This is an economic problem


Integrating High Speed Rail Transit System with Transit Oriented Development

Power of Seamless Integration: Light Rail/Subway moves 10,000 to

90,000 people per hour in both directions. Need 7 - 30 Trains an hour

in each direction.

407 Transitway plus GO-Transit Lines integrated into Transit City. This

would eliminate the need for 50 lanes of highway, region and local

Roads because transit use would increase 10 fold.

Transit Oriented Development (TOD) eliminates the need to develop

thousands of acres of farmland. We need to plan, develop and

implement intensification around major rail transit nodes.

TOD Langstaff 15,000 units 16,000 jobs 47 ha

Auto-Oriented Queensville

Development

10,000 units 14,000 jobs 1,187 ha

Light Rail/Yonge Subway – eliminates the need to build 26 lanes of highway

The “Power of the Grid” offers more flexibility, ridership capacity, line load

balancing, redundancy and travel alternatives for the average transit riders.

It allows the service providers to design, implement and operate a more

efficient automated rail transit network.

The network above is lopsided and basically services the downtown

Toronto central business district. It encourages building more office

towers downtown and adding more G0 Trains to service the central core.

Approximately 3.5 plus million people today live within 15 kilometers of the

proposed 407 Transitway while 3 million people live along the Lakeshore

line. The dark blue line going east west is the 407 Transitway. The Federal/

Ontario Government must start today to build the 407 Transitway to create a

more balanced high-speed rail transit network and a level playing field for a

competitive GTA mega-region.

Nine GO-Transit lines serve the Union Station hub plus the 130km

Lakeshore G0 Line from Hamilton to Oshawa. Seven of these Go-lines fan

out from Union Station across the northern part of the GTA and cross the

proposed 407 Transitway. Also, the Yonge/Spadina subway lines and 3 LRT

transit lines will also interface and cross the proposed 407 Transitway.

During the next 50 years, immigration will add approximately 8 million more

people to the GTA population. Eighty-four percent of these people will

settle within the 407 Transitway corridor. The current proposed method of

interconnecting all these rail transit options going north and south from an east

west perspective is by bus. It doesn’t help when the 407 Transitway ridership

modelling exercise was done using outdated official plan population numbers.

It is very important that the province does a Transit Oriented Development

study for the 407 Transitway and use these numbers.

This represents very poor planning for sustaining a competitive GTA megaregion.

Within 3-5 years of completion of the 407 Transitway will surpass the

Lakeshore line’s daily transit ridership.

Transit Oriented Development (TOD is the exciting fast-growing trend

in creating vibrant, livable communities. It creates compact, walkable

communities centred around high quality train/subway systems. This makes

it possible to live a higher quality of life without complete dependence on a

car for mobility and survival.

Factors Driving the Trend toward TOD.

• Rapidly growing, mind-numbing traffic congestion

• Distaste for suburbia and fry-pit strip development

• Growing desire for quality urban lifestyle and

• For more walkable lifestyles away from traffic

• Change in family structures: more singles, empty-nesters

• National support for smart growth

Components of TOD

• Walkable design with the pedestrian as the priority

• Train/Subway Station as prominent feature of the area

• A regional node containing in close proximity: office, residential, retail,

and civic uses

• High-density, high-quality development within 10-minute walk circle

surrounding train/subway station

• Collector support transit systems including streetcar, light rail, and buses

• Designed to include the easy use of bicycles, scooters, and rollerblades

as daily support transportation systems

• Reduced and managed parking inside 10-minute walk circle around transit

centre/ train/subway station

Benefits

• Higher quality of life

• Better places to live, work and play

• Greater mobility with ease of moving around

• Increased transit ridership

• Reduced traffic congestion and driving

• Reduced car accidents and injuries

• Reduced household spending on transportation, resulting in more

affordable housing

• Healthier lifestyle with more walking and less stress

• Higher, more stable property values

• Increased foot traffic and customers for area businesses

• Greatly reduced dependence on foreign oil

• Greatly reduced pollution and environment destruction

• Reduced incentive to sprawl; increased incentive for compact development

• Less expensive than building roads and sprawl

• Enhanced ability to maintain economic competitiveness

17


18

Update map to come

Roger Burelle


Markham – The Power of Place

Location: Markham is 20 minutes from the shores of Lake Ontario, one of the five Great

Lakes. Our location and geography play a key role in our economic success. Markham is

less than a day’s drive from more than 135 million customers in Canada and the United

States. With the North American Free Trade Agreement facilitating access, Markham and

the Greater Toronto Area are a major gateway to the entire continent for trade and tourism

– a market of more than 440 million people, with a combined GDP of more than $16 trillion.

Markham, strategically located in the Greater Toronto Area, one of the fastest growing

municipalities in Canada with more than 300,000 people; 400 corporate head offices

and 900 high tech/life science companies are located here. Some 31,000 people, or

almost a quarter of Markham’s total employment of 137,000 jobs, work in these two

sectors. High quality facilities, a highly educated and diverse work force, and probusiness

environment are among the attributes that attract world-renowned corporations

to Markham.

Markham is Canada’s High Tech Capital leader in information and communications

technologies, biotechnology, culture and entertainment, and financial services. We are

poised for tremendous growth in the future.

Diversity: One of Markham’s strengths is the diversity of our population. People from

every part of the world call Markham home; as an example, 30% of our population is

Chinese origin. This diversity plays to our economic strength, because of the access

we have a broad range of ideas and innovations. As a result, Markham is becoming a

centre for creative industries, making us a hub for everything from medical devices to

software development to multimedia.

Markham’s diversified economy is comprised of a number of important sectors. With

approximately 900 high technology companies, Markham is a centre for Information

Technology, Life Sciences, headquarters, and screen-based industries. The new

National Centre for Medical Device Development is the latest example of leadership

in knowledge-based business and industry. Markham is home to several Fortune 500

companies including the Canadian headquarters of IBM, AMD, Apple, Motorola, Phillips,

Sun Microsystems, American Express, and Johnson & Johnson. We are also home to

renowned ICT companies such as Huawei Technologies and CGI.

Business_Climate: Our global business community is fully engaged in the knowledgebased

economy. Our traditional focus on Information/Communication Technologies

ICT and Life Sciences has evolved to include: Finance/Insurance; Design and Infotech/

Culture/Entertainment. Markham is focusing on research, innovation and successful

commercialization as they are the new foundations of prosperity.

Each of our leading economic sectors from biotechnology to information technology,

from culture and entertainment to financial services, relies upon the talent and skills

of our well-educated labour force. Approximately 60 percent of Markham residents

possess a post-secondary education. Compared with other parts of the GTA and

Canada, Markham has the highest number of residents with a university education.

Recent immigrants to Markham have comparable education levels to non-immigrants.

The region’s five universities and six colleges make initial training and regular upgrading

convenient and accessible for Markham’s work force.

The Town of Markham makes it a priority to ensure businesses have what they need to

grow and prosper. We continue to be serious about doing business.

International_Investment,_Transit_Links_and_Market_Reach: Markham is

strategically located at the intersection of Ontario’s major transportation and transit

links. The Province of Ontario’s transportation and transit planner – Metrolinx -- has

identified Markham’s three major transit hubs as Langstaff, Markham Centre, Cornell

Havelock.

Rapid transit improvements and a completely integrated transit development will put

Markham at the centre of our emerging mega-region. More than 1.4 million residents

within 15 kilo meters of Markham, more than 4.0 million residents within 30 kilometres

and 5.5 million residents within 50 kilometres of the town.

Markham’s_Vision_for_ the_Future: Markham is positioning itself for a worldclass

sports, entertainment, office and world class retail complex unlike anything else

in Canada. The vision incorporates: five-star hotels, convention centre, performing arts

centre, class A office commercial, residential, a world-class sports and entertainment

complex, professional (NHL) arena and a premier retail shopping centre on top of an

integrated Metrolinx transit hub.

19


20

Markham’s Fields of Green


Vision – Markham’s Fields of Green

Markham Live showcases a broad range of leading-edge and innovative ‘green’ initiatives that

benefit the environment, including improved sustainability in community design and practices

to achieve ecological biodiversity. Strategies that maintain and improve watershed health and

resilience within the context of climate change and urban intensification are at the core of

Markham Live.

The Rouge River Valley is the green spine that connects Markham’s greenways and communitywide

trails network. The parks system includes the existing Milne Park and a series of new

public open spaces for Markham’s outdoor recreation facilities. Public urban spaces and

natural greenspaces are the setting for the urban parts of our community.

This ‘green’ framework covers a broad range of sustainable themes including:

Clean Healthy Environment:

We are developing a connected greenspace system by restoring the Rouge River watershed

with a range of public open space amenities woven through the community.

Our objectives are to:

• Reduce greenhouse gas emission

• Achieve zero-carbon goals

• Increase use of renewable and district energy

• Build green roofs

• Green the public realm

• Encourage urban agriculture

• Manage wet weather flow

Vibrant Stronger Communities:

We encourage a complete community with local jobs, local food and services, inclusive social/

cultural interaction, improved recreation space and the engagement of the public in shaping

the community.

Cultural Awareness and Activities:

We focus on collective and individual heritage, on site public art, aesthetic qualities of buildings

and landscape.

Enhanced Economic Activity:

The planning for Markham Live underscores the need for improved sustainability in community

design and improved practices to achieve a healthier and more resilient built environment.

We can raise ecological awareness and implement greening projects as part of Markham

Live by:

• Improving the ecosystem of the Rouge River and other natural heritage features

• Expanding the urban forest canopy

• Creating ‘complete streets’

• Providing a contiguous trails system beyond Markham Centre

• Providing walking access to parks and urban squares

• Enhancing existing parks and expanding programming

• Integrating storm water management to contribute to the public realm

• Creating a network of safe, walkable, pleasing streetscapes

21


The Rail Network is the Economy

Transportation

Mode

Capacity

People

Average

Speed

Cost per

Vehicle

Life

Cycle

Bus 20-70 10-12km $700,000 12yrs

BRT (VIVA) 50-70 18-24km $850-1.5m 12yrs

LRT 100-400 18-24km $7m per car 40yrs

Subway Trains 1200-1500 30-32km $17-24m 40yrs

GO Transit Trains 3000-3600 40-50km $60m 40yrs

Lakeshore GO 3000-3600 60-100km $2-3m 40yrs

407 Transitway 1500-3600 120-200km $2-3m 40yrs

Vial Rail - M-T-W 1600-3000 270-450km $2-3m 40yrs

M- Milton Go-Transit

G - Georgetown Go-Transit

B - Proposed Bolton Go-Transit

BB - Bradford/Barrie Go-Transit

RH - Richmond Hill Go-Transit

U - Uxbridge Go-Transit

H - Peterborough - Havelock Go-Transit

B - Bloor Subway Line

Y - Yonge Subway Line

S - Spadina Subway Line

H - Hurontario Light Rail Transit

J - Jane Light Rail Transit

DM - Don Mills Light Rail Transit

LS - Lakeshore GO-Transit

407 - 407 Transitway

Via - Montreal-Toronto-Windsor

G

M

Georgetown

1

2

3

H

B

Vaughan

4

Barrie

BB

5

J

6

U

S

7

Y

RH

8

Langstaff

Richmond Hill

DM

B

Markham

9

Cornell

LS

P

10 11

Seaton

Uxbridge

U

407

Brooklin

12

Anchor Hubs/407 Units Population

Port Hope

Commercial SF Jobs

1

Milton Go-Transit/403/407 20,000 35,000 2,000,000 10,000

2

Brampton - Hurontario LRT 20,000 35,000 2,000,000 10,000

3

Georgetown Go-Transit/407 20,000 35,000 2,000,000 10,000

4

Bolton Go-Transit/407 20,000 35,000 2,000,000 10,000

5

5

Vaughan Corporate Centre/407 40,000 100,000 20,000,000 50,000

6

6

Bradford Go-Line/407 20,000 35,000 2,000,000 10,000

7

7

Langstaff Richmond Hill 25,000 70,000 10,000,000 40,000

8

8

Markham Centre 30,000 80,000 15,000,000 50,000

9

9

Cornell Centre 15,000 35,000 2,000,000 10,000

10 Seaton 35,000 75,000 5,000,000 35,000

10

11 Duffin Heights 10,000 25,000 2,000,000 10,000

11

12 Brooklin 10,000 25,000 2,000,000 10,000

12

Total 215,000 585,000 66,000,000 255,000

23


24

Anchor Hubs in Markham - The Metrolinx Model

Langstaff/Richmond Hill Gateway - Study done by Peter Calthorpe

Richmond Hill

Aurora Road

Vandorf

Bloomington Road

Stouffville Road

Elgin Mills

Major Mackenzie

16th Avenue

Langstaff/Richmond Hill Gateway

John Street

Steeles Ave - Markham/Toronto - Steeles Bus Rapid Transit

Toronto

Link with all Transit City (East/West) TTC Rail Transit Lines

Markham Centre Gateway - Study done by Andres Duany - Markham

- Markham Live Study by Peter Calthorpe

Uxbridge

Stouffville

Markham

Bur Oak

Main Street Markham

Centennial

Markham Centre

Steeles - Markham Village/Splendid China

Toronto

Link with all Transit City (East/West) TTC Rail Transit Lines

Havelock Cornell Gateway - Study approved by Council - to be done yet

Peterborough

Pickering Airport

Seaton

Markham

Cornell/Havelock Gateway

Steeles / Havelock

Toronto

Link with all Transit City (East/West) TTC Rail Transit Lines


Langstaff/Richmond Hill Anchor Hub Massing Plan

The Langstaff Gateway Site has been identified as a critical urban infill redevelopment site, with

ramifications far beyond the Greater Toronto Area. Designated a major regional centre and a major

anchor mobility hub, it is a key connection point between north and south York Region and a

gateway to both Markham and Richmond Hill, two of the region’s largest municipalities.

The Langstaff Site enjoys an unprecedented level of planned and existing transit service. Locating

people, jobs and other amenities here will increase transit ridership; decrease dependency on cars,

roads and parking; and create a more even jobs-housing balance. It will provide the larger community

with access to the Langstaff Site: a new, pedestrian-oriented neighbourhood of jobs, shops, schools,

open space, and community services, linked by walkable streets, public transit, and bike paths. The

vibrant mix of uses will help people to accomplish daily tasks by foot, bicycle, or transit, as well as

by car.

The west (Langstaff TTC Subway station) and east (GO Train platform and Richmond Hill Transit

Terminal) transit nodes are the primary hubs of activity for the community. The greatest densities of

retail, high-rise residential, and office are around these transit-rich areas.

Fully 25 percent of the 48 hectares site is publicly accessible open space; 15 percent is parkland.

The site is connected east to west with a linear open space network of public parks and plazas.

Mixed-use buildings with ground floor community-oriented uses face the central open space spine.

This Transit Dependent Development (TOD) will demonstrate, to North America and the world,

that combining targeted residential densities with integrated transit infrastructure in a mixed-use,

ecologically designed community will lead to dramatic reductions in the environmental footprint

of urban development. Residential density is the critical ingredient for a true quantum leap

in sustainability. Only at larger increments of development are resource-efficient systems like

cogeneration, anaerobic digesters and personal rapid transit (PRT) systems viable and effective.

Only a significant concentrated residential population can support the shops, offices, and civic

services that make a community balanced and livable.

The Last Mile Problem: Personal Rapid Transit is a concept that provides direct point-to-point,

demand-responsive transit service to individuals and small parties. An automated control systems

routes small vehicles along a grade-separated guideway system allowing passengers to reach

a selected destination. Similar to automated guided transit (AGT), intervals between vehicles

are very short. Ultra (Urban Light Transit) System is an electric, battery-powered, 100-miles per

gallon equivalent, elevated personal rapid transit (PRT)system with many 5-person vehicles.

First “revenue service” for the Ultra system is scheduled for London Heathrow Airport in Q4

2009, to serve Heathrow’s new Terminal 5. Working as circulator transit for office parks, airports,

universities, and other major activity centers, Ultra is faster than a car. In these applications, Ultra

makes carpooling and transit more effective, by solving the “last mile problem.”

25


26

Markham’s New Downtown

Markham’s New Downtown is under Construction

Markham Centre, occupying approximately 1,000 acres, bounded by Rodick Road and Kennedy Road, and Highway 7 East and

Highway 407, is the Town’s new city centre. The site is designated a major regional centre and a major anchor mobility hub, a key

connection between Uxbridge in the north and Toronto’s Union Station in the south, and gateway for east and west traffic on the 407

Transitway.

A host of challenges and opportunities face the 21st century city builders. While each urban area is a cohesive network, it is

also one node in a comprehensive network of global cities. Markham is committed to reshaping the urban future according

to uncompromising environmental principles. We seek to design node that process, as part of their design DNA, a transitcentric

density, a thriving, culturally distinctive environment, a secure infrastructure and sensible settlement patterns that enable

sustainable growth.

Markham Center is designed according to carefully developed principles addressing quality of life and quality of place. Quality of

place depends on the adoption of flexible planning frameworks that are scalable and adaptable over time, while incorporation of

natural features and smart infrastructure can yield environmentally sound development. Along with environmental sustainability

and flexible planning in city building, we must understand the human scale of development and contribute to the creation of

pedestrian orient areas imbued with the vitality that characterize all great places.

“A great city anywhere in the world should be beautiful, culturally rich and generally

shining with the human energy that courses through its street and public places”.

There will be space for congregation, celebration, work and commerce, as well as space for repose and retreat. Markham Live

will be designed and build to be a source of pride for its residents and offer a sense of wonder and comfort for visitors and resident

alike.

The design criteria for Markham Live:

Restore the land and natural setting

Establish an economically viable plan that can be sustained for future generations

Create a new generation of unique, dynamic neighborhoods

Define walkable neighborhoods with easy access to schools, churches and community services

Explore small, pedestrian friendly blocks that allow for a variety of uses and building types

Develop a strong relationship between all neighbourhoods

Integrate new neighbourhoods with established communities

Allow for a broad range of housing types

Provide new amenities and resources for residents and the larger community

Design streets that are green and walkable

Explore alternative transit modes

Build a new generation of neighbourhood parks

Create exciting centers for entertainment, shopping and living

Create centers for continued learning and discovery

Provide space for play

Employ energy efficiency in everything we do

Respond to the local climate

Understand additional benefits to the community and the region

Respect the heritage and spirit of place

These point, among others, will allow millennium cities to become a means for billions of people to live in harmony with

the environment on this earth. Markham’s goal is nothing less than to find the clear path to what we believe is the 21st

century urban destiny.


Cornell Havelock Markham’s Eastern Gateway

• Metrolinx and the Town of Markham have identified a third Mobility Hub opportunity in Markham

the “Havelock/Cornell Centre” eastern gateway, at the intersection of the planned Hwy 407 transitway

and the CPR Havelock Rail Line. The Havelock Line will run from Peterborough in the northeast and

dissect the new proposed Pickering International Airport to Toronto’s Union Station in the south and be

a gateway for east and west traffic on the 407 Transitway.

• The eastern gateway includes lands beside Hwy 407, in the Box Grove and Cornell Secondary Plans.

Both approved Secondary Plans identify opportunities for high quality employment lands near Highway

407 and the Donald Cousens Parkway.

• The Box Grove Secondary Plan specifically identifies the Business Park lands bounded by the Donald

Cousens Parkway, Highway 407, Reesor Road and the CPR Havelock Line as a “Regional Gateway”,

as a future site for a transfer point among various modes of local, regional and interregional transit

facilities.

• The Cornell Secondary Plan identifies lands immediately north of Hwy 407 as “Cornell Centre” – a

mixed use district to be developed as a compact, high-intensity, pedestrian-friendly, transit supportive

urban node incorporating a balance of live/work opportunities. The Cornell Centre area will provide

for:

• Development of Avenue Seven as a high quality urban boulevard and major mixed use spine

incorporating a regional transitway and characterized by higher density, multi storey buildings and

retail/residential

• Redevelopment and expansion of the Markham Stouffville hospital, and integration with surrounding

“wellness” and community uses, including the new East Markham Community Centre

• Regional employment focus at the eastern gateway to Markham, where local, regional and provincial

roads and transit corridors intersect serving as a gateway to the proposed future Pickering Airport

• An eastern terminus for the Avenue Seven regional rapid transit system and connections to future

rapid transit along Highway 407 Transitway and CPR Havelock Line (future GO service)

• Use of green infrastructure technologies and practices, environmental sustainability, energy efficiency

and conservation, and efficient waste management practices.

• Metrolinx has approved this eastern gateway for a future “Mobility Hub” and convergence point for

future GO Rail service (CPR Havelock Line), Highway 407 Transitway, and York Region rapid transit

services along Highway 7.

• The Development Services Committee and Council of the Town of Markham recently authorized Town

staff to engage a multi-disciplinary consultant team to undertake a Land Use, Transportation and Urban

Design Study for the Havelock / Cornell Centre Mobility Hub area.

27


28

View looking West along 407 Highway


View Looking West along Garden Avenue

29


30

Markham “Live”


Markham Live - Introduction

Markham Live is an 6.0 - 10.0 million square feet mixed-use complex that will

be built at an estimated cost of three to five billion dollars. It will be Markham’s

competitive edge in the worldwide competition for jobs.

The project goals are to:

• Make Markham the centre of Canada’s largest mega region

• Create connectivity, using the 407 Transitway and Unionville Go-Transit Line

Venue # of Seats Sq. Ft. Est. Capital Cost Partnership

20,000 Seat NHL Arena 20,000 839, 793 $362,987,000

3,300 Seat Performing Arts Centre 3,300 ????? ?????

5,000 Seat National Aquatic Centre 5,000 164,000 $141,459,500

National Olympic Training Centre 2,000 150,000 $84,560,500

4 Community Arenas 1,000 153,500 $73,031,553

6,000 Seat Trade/Field House Centre 6,000 200,000 $111,232,000

Condominiums/Apartments 8-15,000 18,000,000

Private Sector Public Sector Ontario Government

Many opportunities arise from the design of this ambitious project. They include

knitting a large-scale project into a community with finer grain scaling and massing.

We propose to achieve this balance by aligning the major part of the project along

the north side of Highway 407. This achieves two things. The community is buffered

from the highway by large scale buildings. It also benefits from a complex that is

lively, urbane and socially animated.

The 407 side of the development is designed as a large scale series of walls

that the facility, and the Town of Markham, can promote events with large-scale

graphics. The north side will include a green pedestrian road lined with trees,

cafes, restaurants and other entertainment amenities, within the complex and on

the opposite side of the proposed street.

• Develop Markham as a green and sustainable environment

• No building backing on to the Rouge River Parkland

• Intensify development around rail transit hubs and stations

• Make Markham Live the kind of community that attracts the best and brightest

talent for the knowledge economy

• No single story retail buildings in the downtown

Venue # of Seats Sq. Ft. Est. Capital Cost Partnership

Twin Towers - Five Star Hotel 600 - 800

rooms

2,204,760 $900,000,000

Major Convention Centre 2,000 seats 300,000 ?????

Metrolinx Anchor Hub ??????? ?????

Major Retail on top of the hub 1.8 to 2 million ?????

Major Office/Retail Centre 4-8 million ?????

Multimedia Entertainment Centre 120,000 ?????

As a regional transit hub, Markham Live can connect the lines of at least four

different transit groups, loading and unloading up to 100,000 people a day from

the time it is completed in 2013. It then can grow to a projected 200,000 – 250,000

a day within five years. Markham Live will be a hub of social activity for our

community and an important global centre. In concert with Markham’s Sports

Complex, Class A Office Commercial, World Class Retail, Performing Arts Centre,

and the Five Star Hotels and Convention Centre, Markham Live will redefine

Markham and the GTA.

31


32

Proposed Facilities: Plan View

Longitudinal Section


Markham Live “View from Kennedy Road Looking West”

Markham Live “Master Plan”

33


34

Multi-Purpose Entertainment Centre: Professional Hockey

This 20,000 seat multi-purpose arena is a venue designed to

accommodate a number of different functions. It will be designed

to both NHL, Olympic and NBA standards for professional and

Olympic hockey and basketball respectively.

Along with the arena and support functions, it will also house

restaurants, bars and administration office space.

The Facility will be equipped with state of the art change rooms,

sports clinics and massage and fitness space. Abundant box

seating will be provided as a source of revenue generation. World

class facilities for the press will be available as well.

It will be also be capable of hosting both NHL and NBA level events

but will also program large music concerts. The facility will also

be able to transform to a “concert bowl” for smaller performances

as well. We are expecting to host everything from Canadian acts

Neil Young and Autorickshaw to Cirque de Soleil and Stars on

Ice in either centre stage or end stage arrangements. A world

class entertainment company has express interest in being a

major tenant in Markham’s Multi-Purpose Entertainment Centre

The home of the future NHL “Markham Coyotes”, will be the

feature building of the overall Markham Live Sport Complex and

occupy the most visible part of the site at Kennedy Road and

Highway 407. This will in effect make it a gateway project to the

Town of Markham announcing emphatically Markham’s efforts to

acknowledge its higher profile status as a regional transit hub.

Community Arenas for Olympic Ice Training Facilities

Training facilities will be used for Olympic winter sports like ice

hockey, figure skating, short track speed skating, and area and

community ice hockey leagues and training.

4 - Training and Hockey Ice Pads 165,500 square feet

2 - Olympic Size Ice Pads

2 - NHL Size Ice pads

NHL Arena (20,000 seats) GFA (sf)

Site Development:

Parking/Retail/Ticket booth

82 suites (12-36 seat capacity)

Arena (20,000) (NHL - 20,000/NBA - 21,000)

139,793 sq. ft.

700,000 sq. ft.

Sub-Total: 839,793 sq. ft.

Construction Costs $223,870,000

Construction Contingency

Allowance (post contract) $8,694,000

Fees, Permits, Development

FF&E

Charges, miscellaneous – 25% $43,468,000

Allowance $86,955,000

Total Project Costs excluding

Land Costs, financing/ Legal / GST

Contaminated material

Retail and corporate box fit-out

Escalation contingency

Total $362,987,000

Olympic Hockey, Figure Skating,Short Track Speed Skating Centre

4 - Training and Hockey Ice Pads 165,000 square feet

4 - Community Arenas $ 40,909,577

Site Preparation $ 3,000,000

Soft Costs $ 7,943,260

FF&E $ 15,889,991

Construction Contingency $ 1,588,725

Area Specific Infrastructure $ 3,700,000

Total with Parking $ 73,031,553

Programs and costing details information will be done in the

Markham Live master plan design planning process.


National Olympic Aquatic Centre

This Facility will be an Olympic Level venue complete with a 50 metre ten lane competitive pool as well as

a 50 metre ten lane training pool and a 10 metre competitive diving tank. Competition at both the ten lane

competitive pool and the diving tank will be able to be seen by 5000 seated spectators.

The pool will be about a metre deeper than most Olympic size pools to minimize turbulence and promote

speed. Special gutters are designed to siphon off water from waves created by swimmers themselves.

The Facility will be supported by full shower and dressing rooms, therapeutic saunas and steam baths.

As an indoor facility it will have the highest level mechanical systems to deal with the special concerns of

humidity but will also be designed with high performance glass to allow non-glare natural light to flood the

room. The principle assumption of this design relies on the evidence based notion that access to natural

light increases both well being and performance.

This building is designed to yield the best performance possible from the athlete.

1 - 50 metre Competitive Pool with sliding bulkhead

1 - 50 metre warm up pool with sliding bulkhead

10 metre dive tank and tower

Electronic scoring, full media communication systems

Aquatic therapeutic Centre - whirlpool and hot tubs, learn to swim pool

Permanent Seating 5,000 seats , Temporary Seating 5,000 seats

Change room facilities

National Olympic Aquatic Centre GFA (sq. ft.) Costs

Hard Construction Costs 164,000 $ 68,552,000

Site $ 4,000,000

Soft Costs (30%) $ 25,975,500

FF&E

Land

$ 7,000,000

Construction Escalation $ 3,126,000

Construction Contingency All

Tenant Improvements

$ 3,907,000

Total W/O Parking $ 112,560,500

Parking (600) Spaces - Go-Transit Partnership 313,875 $ 22,599,000

Parking (1,000) Surface $ 2,500,000

Area Specific Infrastructure $ 3,800,000

Total 477,875 $ 141,459,500

Programs and costing details information will be done in the Markham Live master plan design

planning process.

35


National Olympic Training Centre - Fieldhouse 1

The vision behind the National Olympic Training Centre is to provide a facility dedicated to

the promotion and development of athletes. It will house a state of the art sport medicine

clinic and training program, a fitness centre for both Olympic and Paralympic athletes as

well as a sport psychology clinic.

In addition the project will also house venues for world class level smaller, indoor sport

such as Basketball, Volleyball, Badminton, Gymnastics, Table Tennis, Combative Sport

such as Judo, Boxing, and Wrestling, Fencing and Tai Kwon Duo

Administration offices for the promotion of athletes and athletic programs as well as the

overall business unit of the entire Markham Live Sport Complex will be housed in this

150,000 square feet integrated Olympic Training facility

.

4 Full Size International Standard gymnasiums (12 Volleyball Courts)

Combative Sports Area

Artistic & Rhythmic Gymnastics Area

Dry Land Training Area

Badminton and Table Tennis Area

Fitness Centre

Health and Wellness Centre

Field house 1 (Olympic Training Centre) GTA (sq. ft.) Costs

Hard Construction Costs 150,000 sq ft $ 38,400,000.

Site Preparation $ 4,000,000

Soft Costs (30%) Field house $15,168,000

FF&E $3,000,000

Land Costs TBD

Construction Contingency $2,867,000

Construction Escalation (4-5%) $2,293,000

Total W/O Parking 150,000 65,728,000

Parking Spaces (500) 261,562 $ 18,832,500

Total 411,562 $ 84,560,500

Programs and costing details information will be done in the Markham Live master

plan design planning process.

36


Trade Centre/Fieldhouse - 2 - GO Transit Underground

This component of the development is intended to have built in flexibility

to aid in accommodating other activities to ensure the facility is able to

be programmed between events. The intention here is to be able to accommodate

larger more complex trade shows over the athletic surface

above.

The principle athletic program here is an indoor 400 metre track able to

accommodate indoor track and field training for both Olympic and Paralympic

athletes. It will be able to seat 3000 permanent and 3000 temporary

seats for yet greater flexibility.

Indoor soccer, fieldhockey, track and field and other tracking facilities

It is planned adjacent to the convention centre hotel which affords it further

flexibility and efficiencies with shared loading.

Field house 2 / Trade Centre GFA (sq. ft.) Costs

Hard Construction Costs 194,000 $ 69,710,998

Site Preparation $ 4,000,000

Soft Costs (30%) $ 26,316,899

FF&E $ 4,000,000

Construction Escalation $ 4,450,000

Construction Contingency $ 5,562,000

Land Costs TBD

Total W/O Parking $ 114,039,898

Parking Spaces (1,100) 523,125 $41,431,500

Area Specific Infrastructure $ 4,400,000

Sub-total before Go-Transit Funding $ 159,871,398

Parking Funded by Go-Transit ($ 41,431,500)

Total 717,125 $118,439,898

Programs and costing details information will be done in the Markham

Live master plan design planning process.

37


38

Twin Towers - Five Star Hotel

A modern five star hotel, Grand Hyatt Markham offers the best of both

world - a subtle blend of western and oriental traditions encompassing

contemporary hotel design and world-class standards of service.

This luxury hotel will punctuate the full development and act as an anchor

to support the array of sporting, trade show and other events anticipated.

It will have 600 - 800 rooms and include executive and elite suites.

It will further be supported by a 3,000 seat ballroom, business centre,

conference centre and home to award winning restaurants, including

club Oasis Spa and a resort-style indoor pool. A soaring sky garden

will look back to the skyline of Toronto and out over Lake Ontario on the

South and pastoral Markham beyond Town Centre to the North.

Convention Centre/Hotel

Hard Construction Costs GFA (sq. ft.) Costs

Hotel 1,190,498 $239,290,000

Lobby (one storey) 79,406 $ 24,298,000

Conference Centre 99,696 $ 25,821,000

Restaurant / Retail 50,472 $ 14,485,000

Parking (1,500) 784,688 $ 56,498,000

Sub-Total: 2,204,760 $378,256,000

Escalation All (12 mos - 4%) $ 15,130,000

Construction Contingency $ 18,913,000

Project Soft Costs (fees, permits, misc 25%) $ 94,564,000

FF&E / Equipment budget (allowance) $ 27,000,000

Total Project Cost excluding TBD

Land / Financing / Legals TBD

GST /PST / Contaminated Soils TBD

Retail & Corporate Fit-Out TBD

Construction Escalation (4-5%) TBD

Total $533,863,000

Programs and costing details information will be done in the Markham

Live master plan design planning process


40

Convention Centre

The convention centre will make available 300,000 square feet of floor area

comparable to the upcoming Ottawa Congress Centre. It will house 100,000

square feet of break out area and will have 35 foot high clearance to the lowest

portion of any ceiling.

This Facility will also have kitchen, servery and catering service to accommodate

everything from concessions to full dining capability.

Equipped to meet the needs of any-sized gathering, Markham’s Convention

Centre will be a sleek, modern facility that can accommodate groups

ranging in size from 40 to 6,000 people, and its 300,000 square feet of flexible

exhibit space will be able to accommodate a wide range of floor plan

configurations. In addition, the centre will be designed with 50 furnished

meeting rooms encompassing 75,000 square feet and two multi-purpose

carpeted ballrooms that cover 50,000 square feet and include high ceilings,

upgraded features and flexible lighting.

Convention Centre GFA (sq. ft.) Costs

Hard Construction Costs

Parking (1,000)

Soft Costs (30%)

Sub-Total:

FF&E

Construction Contingency

Land Costs

Construction Financing

GST

Financing / Legals

Associated Transit Costs

Site Development

Construction Escalation (4-5%)

Total

Programs and costing details information will be done in the Markham

Live master plan design planning process.


42

Office Commercial at the Hub

Markham has been designated by Metrolinx as a “Regional Transit Hub.” This has specific language

and expectations associated with it. For example, the following text from Metrolinx’s own

definition: “Regional transit hubs are major transit station areas with significant levels of transit

service planned for them in the Regional Transportation Plan, high development potential, and a

critical function in the regional transportation system as major trip generators. They are places of

connectivity where different modes of transportation — from walking to high-speed rail — come

together seamlessly and where there is an intensive concentration of employment, living, shopping

and/or recreation. In addition to serving as places to arrive, depart and wait for transit, successful

mobility hubs have the potential to become vibrant places of activity and destinations in

themselves.”

The Tower office comprise of eight world-class grade A office buildings, all located in Markham

Live’s Transit Hub, - the multi-function developments that commands a total area of approximately

400,000-800,000 square metres. The Tower offices will be home to a multitude of world renowned

tenants, many of which are listed on the Fortune 500 or are leading firms in their respective

industries spanning the areas of high-tech, investment/securities, finance/banking, insurance,

accounting, law, pharmaceuticals, media and advertising, luxury goods, provincial and federal

government ministries. The typical floor plate for the Tower offices is 3,000 square metres making

it the perfect place for large corporate headquarters while offering flexibility for subdivision into

smaller operations.

Office Commercial GFA (sq. ft.) Costs

Hard Construction Costs 8,000,000

Parking (1,000)

Soft Costs (30%)

Sub-Total:

FF&E

Construction Contingency

Land Costs

Construction Financing

GST

Financing / Legals

Associated Transit Costs

Site Development

Construction Escalation (4-5%)

Total

Programs and costing details information will be done in the Markham Live master plan

design planning process.


44

Retail World at Class the Retail Hub at the Hub

Markham has been designated by Metrolinx as a “Regional transit Hub.” It will be a hub of activity for Markham

and a regional centre that is anticipated to grow proportionally faster than the city of Toronto for the next 10 years.

In concert with the Markham Sport Complex and the Markham Hotel and Convention Centre, Markham Live will

simply redefine Markham and York Region.

The malls occupying a total area of 180,000 sq.m. are an integral part of the Metrolinx’s Transit Hub spacing - one

of the largest commercial complexes in Canada. Situated in the heart of Markham’s Central Business District and

the GTA, the complex is located between the 407 Highway, Kennedy Road, Warden Avenue and Highway 7. The

malls will be one of the most popular shopping destinations in the GTA for locals and visitors alike.

The malls - a flagship store pooling the world’s top products, department stores and national restaurants and comprised

of six theme shopping malls - together, they offer world-class shopping, dining and entertainment facilities

never seen before in the GTA.

• Zone 1 is a family oriented section that boasts a bright and spacious environment filled with activities

• Zone 2 is a flourishing section that captures the upbeat spirit and contemporary lifestyle of Markham

• Zone 3 is located in the middle of the mall and connects with the 5 star hotel-featuring international top brands

• Zone 4 embodies elegance and sophistication

• Zone 5 is a fun-filled area focused on entertainment

• Zone 6 will a delectable range of fine dining options, presenting a multitude of world-class restaurants.

Hard Construction Costs GFA (sq. ft.) Costs

Go-Transit Hub 77,275 $29,055,000

Retail (400,000 sq. ft.) 400,000 $80,000,000

Restaurants

Parking (1500 spaces) 747,000 $65,736,000

Site Dev (25% of total) 358,046 $17,864,000

Sub-Total: 1,224,275 $192,655,000

Escalation Allow ( 12mos – 4%) $7,706,000

Construction Contingency – Post contract (5%) $9,632,000

Proj Soft Costs (Fees, Permits, Misc) $48,164,000

Furniture / Equipment Budget Allowance $5,000,000

Sub-Total $70,502,000

Other Costs:

Land/ Financing/Legals/GST, Development Charges by Markham

Associated Transit Costs (GO,MTO,YRT/VIVA etc)

Retail Fit-Out, Contaminated material, Escalation contingency

Total Estimated Project Costs $263,158,000

Programs and costing details information will be done in the Markham Live master plan design

planning process.


Retail on top of Hub

Retail Underground

Retail on the Street

45


46

Residential at the Transit Mobility Hub

The Oriental Plaza is a unique city-within-a-city in the heart of Markham Live. Commanding a

prime 100,000 square metre site area and spanning a total floor area of 800,000 sq. m., Oriental

Plaza represents one of the largest commercial and residential complexes in Canada.

With a first-class location in Markham Live, Oriental Plaza is unrivalled in the GTA for the sheer

scope and quality of its services and facilities.

Boasting such extraordinary scale, a highly efficient and hi-tech office concept, a superb range of

serviced apartments and an endless array of shopping and leisure offerings, Oriental Plaza is the

realization of a grand vision, Markham Live’s new era of business and lifestyle choices.

In the very heart of Markham Live, at Oriental Plaza, the epitome of elegant living awaits. The

Tower Apartments offer the utmost in comfort and convenience and present the preferred choice

for modern living.

The Tower Apartments at Oriental Plaza are composed of two luxurious blocks: Millennium

Heights and Centennial Heights . Designed with meticulous care and uncompromising attention

to quality, the apartments are a luxurious place to call home. Fabulous choice of layout configurations

with sizes ranging from 70 square metre to 500 square metre.

Residentail GFA (sq. ft.) Costs

Hard Construction Costs

Parking (4,000)

Soft Costs (30%)

Sub-Total:

FF&E, Land Costs, GST

Construction Contingency

GST

Financing / Legals

Associated Transit Costs

Site Development

Construction Escalation (4-5%)

Total

Programs and costing details information will be done in the Markham Live master plan

design planning process.


Residential at the Transit Mobility Hub

47


48

Performing Arts Centre

Markham Performing Arts Centre will consist of one 1800 seat

proscenium theatre, one flexible 800 seat theatre with a thrust stage

and a 500 seat Black Box Theatre for contemporary theatre and theatre

workshops.

The 1800 seat theatre will be equipped with a fly-tower, an orchestra

pit and a trap room. There will be two balconies carrying 1000 of those

seats.

The Thrust Stage Theatre will be able to be transformed to a theatre

in the round for 500 seats. The Black Box Theatre is designed for

experimental theatre and for local groups and Theatre Schools to stage

smaller productions as well as to accommodate theatre workshops.

The grouping will be organized around a courtyard which can be used

for outdoor theatre as well.

Performing Arts Centre GFA (sq. ft.) Costs

Hard Construction Costs

Parking (1,000)

Soft Costs (30%)

Sub-Total:

FF&E

Construction Contingency

Land Costs

Construction Financing

GST

Financing / Legals

Associated Transit Costs

Site Development

Construction Escalation (4-5%)

Total

Programs and costing details information will be done in the Markham

Live master plan design planning process.


Multimedia Entertainment Centre

Exquisite style flows through Markham Entertainment Centre’s public

and private areas with custom pieces such as carpet, furniture,

lamps and fine artwork hand-chosen by a top-notch design team.

These pieces intermingle with tasteful and spectacular horticulture,

making Markham’s Entertainment Centre a living piece of art. Natural

light permeates the 40,000-square-foot atrium at the hotel’s strip

entrance, where more than one chirping bird has been spotted flying

between the live trees.

After the show, the Revolution Lounge and adjoining Abbey Road Bar

keep the Beatles vibe going strong. The nightclub experience is in full

force at Jet, which appeals to a wide crowd with its three distinctive

rooms, featuring different music and atmospheres.

Multi-media Entertainment

Centre

Hard Construction Costs

Parking (1,000)

Soft Costs (30%)

Sub-Total:

FF&E

Construction Contingency

Land Costs

Construction Financing

GST

Financing / Legals

Associated Transit Costs

Site Development

Construction Escalation (4-5%)

Total

GFA (sq. Ft.) Costs

Programs and costing details information will be done in the

Markham Live master plan design planning process.

49


50

Spanning the 407 Highway as a Hub Integrator

Image joining Richmond Hill/Langstaff Gateway or the divided Markham Centre (Provincial

Growth Centres) by innovations, such as creating useable urban space over the 407 Highway

which is an urban separator today.

Access and mobility are essential elements of good mega-region building. The interconnection

and balance of multiple modes of transportation must be achieved in order to provide access

to global and regional economies, reduce traffic congestion, air pollution and enable healthy

lifestyles that encourage walking and cycling. Strong transportation links to regional employment

centers and other popular destinations reduce a community’s reliance on cars, which, in turn,

reduces impacts on the environment.

Great cities have vibrant urban districts. These exist at a variety of scales that range from very

dense downtown core areas, to medium density mixed-use districts focused around commuter

transit facilities, to more traditionally-scaled urban neighborhoods distinguished by corner stores,

beautiful residential blocks and pocket parks.

The design of urban districts is an art form. It involves the skillful blending of streets, transit,

parking, retail, entertainment and access with a rich variety of building typologies to provide

choices in housing, commerce together with parks schools and other public facilities.

Vibrant urban districts are memorable and provide a rich mix of opportunities for diverse groups

of people. In this regionally significant transit node connecting both sides of the freeway is

critical. Access to the multi modal centre and the destinations at Markham Live can be improved

by developing a seamless connection to lands south of the 407 in Markham Live’s case.

This may be accomplished by developing the ‘air rights’ over the freeway with buildings, transit

hub, parking facilities or parks. A notable example of this approach is in downtown Seattle where

its convention center and parks spans Interstate 5. This provides a key connection across the

freeway and allows for additional development.

Given the significant investment that is going to be made in the 407 Transitway, it makes sense

to spend the money in a way that will maximize benefits to the surrounding community. The

most significant such benefit for communities along the 407, such as Langstaff/Richmond Hill

Gateway and Markham Centre, would be to remedy the divide created by the 407 Highway itself

by spanning the highway with high quality public space and transit station infrastructure. This

approach will not only allow the 407 Transitway to stay in its linear highway alignment but will

literally stitch divided communities back together. Transit infrastructure will be a bridge between

the areas to the north and the south of the 407 highway.

Components - Markham Centre Estimated Costs Savings

Eliminate MTO Crossing 407 and back and forth $150,000,000

Eliminate dedicated Simcoe Promenade for Viva $ 80,000,000

Parking on South Side of 407 - Cheaper/Easier to construct

407 Rail Transitway - Straighter alignment

Hub Station - Most efficient design

MTO - Free up 12 acres $ 24,000,000

Markham Centre Hub - Easier transition to integrate Markham Live

Need to design the 407 Transitway and hubs efficiently from both an operations and ridership

interface standpoint. Need the transit carriers like VIVA and MTO Transitway Projects to think

of the big picture. The 407 corridor is the highest transit priority and has the greatest impact on

the GTA economy. Need to use where possible the 407 real estate for transit hubs, etc. Need

the 407ETR and MTO to work cooperatively and seamlessly to ensure the best 407 Transitway

interfaces possible. A competitive economy is the key fundamental driver.


52

Proposed Work Plan - Next Steps & Challenges

1. Entertainment Venue Determination (Investors)

2. Multi-Media Entertainment Centre Current Provincial Climate (Investors)

3. Memorandum of Understanding (Landowners Group)

Markham Live Land Ownership Group

4. Markham Live Consortium “Memorandum of Understanding (Investors - Syndication)

• Master Plan Study – 172 acres in the Markham Live boundaries

• Agreement with Landowners involved

• Finance Master Plan

5. Markham Downtown Master Plan (incorporating Markham Live)

– 172 – 240 acres (Investors/Landowners)

• Master Planning (e.g. Peter Calthorpe)

• Master Plan Architects (e.g. B+H Architects)

• Landscape and Open Space (e.g. Dillon Consulting Limited)

• Official Plan Document (Bousfields Inc.)

• Consortium Lead Planner (e.g Steve Wynn)

• Traffic Planning (e.g. IBI)

6. Secure private sector Investors and involvement strategy

(e.g. Investors - Syndication)

• How investors participate in ownership

7. Professional Arena and Hockey Franchise (Owner/Investors)

• NHL Franchise (Team) Ownership Group

• Arena Potential Owners Group

• AEG – Entertainment

8. Other (All)

• Funding – Master Plan and Communication Activities

• Explore Development Permitting with Province

• Explore Tax Increment Financing

9. Review of various destination locations –

Town/Landowners/Consortium

10. Investing Financing Opportunities - China

(i.e. Beijing, Nanjing, Shanghai, Zhengchou, Macau, Taiwan)

11. Pursuing 407 Transitway – advancing construction/financing (Metrolinx / Fed Gov’t / Prov Gov’t)

12. Funding for Markham Sports Complex (All Levels of Government)

• National Aquatic Centre

• National Olympic Training Centre

• Indoor Field house/Trade Centre

13. Prepare for a “shovel ready” Markham Sports Complex”

(e.g. B+H Architects)

• National Aquatic Centre

14. Visual Preference Survey


Markham Live – P3 Expression of Interest

P3 MOU and Verbal – Expression of interest

• Jiangsu Province Jianxin Group

• Baiquan (U.S.A.) Investment Group Co. Ltd.

• Shanghai Construction Co.

• Zhengdao Industry Company, Limited, Henan, China

• Nanjing Jinling Chamber of Commerce

• Hong Kong Construction Company

• South China Railway Company

• Maylink Investment Inc.

Landowners Letters of Support

• The Remington Group

• Times Development Group

Markham Development Corporation

• GPMA Real Property

Government Letters of Support

• Go-Transit/ MTO/ORC / • PIR

• York Region

• Pubic and Separate School Boards

53


54

Land Owners

Id No Registered Owner Name Company Contact Title Bus Telephone Email Acreage

5A* Ruland Properties The Remington Group Rudy Bratty President & CEO 905-760-2600 (215) rbratty@bratty.com 46.04

5B Ruland Properties The Remington Group Rudy Bratty President & CEO 905-760-2600 (215) rbratty@bratty.com 63.82

7A* Ruland Properties The Remington Group Rudy Bratty President & CEO 905-760-2600 (215) rbratty@bratty.com 18.77

7B Ruland Properties The Remington Group Rudy Bratty President & CEO 905-760-2600 (215) rbratty@bratty.com 31.37

8 G0-Transit (Metrolinx) Metrolinx Gary McNeil Executive V.P. & G.M. 416-869-3600 (5367) garym@gotransit.com 10.09

9 Ontario Realty Corp Ontario Government David Livingston President & CEO 416-327-3933 4851) david.livingston@infrastructureontario.ca 12.26

10 YMCA of Greater Toronto YMCA of Greater Toronto Madhmedhat Mahdy President 416-413-1020 (2348) madhmedhat.mahdy@ymcagta.org 4.00

11 The Town of Markham Town of Markham Andy Taylor Chief Administrative Officer 905-477-4705 ataylor@markham.ca 10.37

12 Markham Centre Development Markham Centre Development Charlie Moon President & CEO 416-923-2300 (222) Moon@yorkvillecorporation.com 6.54

Corporation

Corporation

13 GPMA Real Property Town Of Markham Andy Taylor Chief Administrative Officer 905-477-4705 ataylor@markham.ca 12.96

14 The Town of Markham Town of Markham Andy Taylor Chief administrative Officer 905-477-4705 ataylor@markham.ca 2.03

16 Markham Centre Development Markham Centre Development Charlie Moon President & CEO 416-923-2300 (222) moon@yorkvillecorporation.com 5.12

Corporation

Corporation

17 Sylmatt Sylmatt Mike Kopansky President 905-475-6397 (5269) mike.kopansky@millergroup.ca 5.00

37 Trak’s Communications Ltd. Markham Honda Kap Dilawri President 905-762-7300 J_kirshner@dilawrigroup.com 6.00

* Not to be included in Markham Live but will be planned for integration into the project/area

Markham Live Total Land Area 169.56


Proposed Action Plan & Budget

– “Markham Live” City Centre

Markham Live Master Plan – Retail/Entertainment/Hospitality/Sports

$????? Programming / Planning – National Aquatic Centre

$????? Develop a Master-Plan for Markham Live

• National Aquatic Centre / NHL Arena / Field House 2 (200m Track – Trade Centre)

• Fieldhouse 1 (gymnastics, basketball, volleyball, badminton, table tennis and combative Sports,

structure parking

• Transit hub including facilities for GO Transit, 407 Transitway, VIVA/YRT/TTC, major retail (i.e.

Eaton Centre), food services, structure parking

• Fitness Centre, Health Sciences Research Centre, Sports Club Offices, Meeting Rooms and

Wellness Centre

• Accommodation for a 5 Star Hotel and Convention Centre

• Market Strategy for Office/ Commercial and Strategy for Retail tying into hub

• Strategy for culture (i.e. Performing Arts Centre)

Modeling, Marketing, Quantity Surveying, Updated Presentation Material/Application Ready

Costing

$????? 3D Presentation Material

• Modeling – Calthorpe’s Langstaff – Markham Centre – Hub/Retail Destination

• Drawings – of Reconfigured Site Arrangement and suggested layouts

• Capital Costing Information and who pays for what

• Renderings

• Animation

• Physical Model

$????? Investor and government Relationships

• Presentation / Investment Prospectus / Lobbying NHL / Investors / Governments / Communication

System – Collaboration Tools and Website (Intranet and Internet)

• NHL Lobbying

$????? Contingency

$????? Preparation of Revised City Centre “Markham Live” Master Plan

__________

$??????

Shovel Ready Action Plan – National Aquatic Centre

Markham Sports Complex Master Plan

Programming / Planning – National Aquatic Centre

Development a Master-Plan for the Markham Sports Complex

• Aquatic Facility / Arena Centre / Field House (400m Track)

• Fieldhouse 2 (gymnastics, basketball, volleyball, badminton, table tennis and combative Sports

• Transit hub including facilities for GO Transit, 407 Transitway, VIVA/YRT/TTC, retail, food services,

Provincial and Federal Association Offices and structure parking

• Fitness Centre, Health Sciences Research Centre, Sports Club Offices, Meeting Rooms and

Wellness Centre

• Accommodation for a hotel and convention centre

Architectural Drawing & Fee for Phrase 1, the Aquatics Centre with the schedule milestone

challenge of being “shovel” ready in four months

$650,000 Schematic Design (12.5 total basic Architectural Service Fees)

$650,000 Design Development (2.5 basic Architectural Service Fees)

$2,600,000 Construction Documents and bidding and Approvals including the following:

• Design Start Date Dec 1st, 2009

• Tender 1 Rough Excavation April 15th, 2010

• Tender 2 Finish Excavation and Foundation May 3rd, 2010

• Tender 3 Super Structure June 24, 2010

• Tender 4 Envelope June 30, 2010

• Tender 5 Interiors July 8, 2010

• Tender 6 FF&E July 16, 2010

Opening Ceremonies Oct 1st, 2011

55


56

407 Transitway Public Private Partnership

P3 Definition: A public-private partnership is, “A cooperative venture between the public and private sectors,

built on the expertise of each partner, that best meets clearly defined public needs through appropriate

allocation of resources, risks and rewards.” There must be a transfer of risk evident in the arrangement.

A contribution from the private sector in kind or risk evident in the arrangement. A contribution from the

private sector in kind or actual payment (a sponsorship for example), with no risk obligation would not meet

the test in our organization’s definition.

- Jane Peatch, Executive Director, Canadian Council for Public-Private Partnerships

Without the risk factor, such deals are just privatization of public assets, which often creates effective

monopolies. This is ironic for two reason: (1) most government procurement processes emphasize

competitive bidding, and (2) companies specializing in the privatization of public utilities claim they will be

more efficient because of the competitive pressures that typify the private sector. The effect of these abusive

contracts, unfortunately is usually to shield the winner from competitive pressures, thus neutralizing both of

those factors. Partnering is always needed when risk needs to be transferred to the private sector.

What is Design-Build? Design-build is an integrated delivery process that has been embraced by the

world’s great civilizations. In ancient Mesopotamia, the Code of Hammurabi (1800 BC) fixed absolute

accountability upon master builders for both design and construction. In the succeeding millennia, projects

ranging from cathedrals to cable-stayed bridges, from cloisters to corporate headquarters, have been

conceived and constructed using the paradigm of design-build.

Return to the time-honored approach of the Master Builder, where a single source has absolute accountability

for both design and construction. When the citizens of classical Greece envisioned their great temples, public

buildings and civil works, master builders were engaged to both design and construct these monumental

structures. Master builders accepted full responsibility for integrating conceptual design with functional

performance. To assume anything less than complete accountability for delivering a project was unthinkable.

Throughout each massive logistical undertaking, they commanded skilled craftsmen, procured time-tested

materials, and controlled every aspect of the project. A master builder was the chief architect, engineer

and builder molded into one. Enduring structures such as the Parthenon and the Theatre of Dionysus are

testimony to an age and a process that are greatly admired, though the process was thought to be virtually

abandoned by modern designers and constructors.

Today, however, there is a resurgence of the master builder’s approach in the new world. Informed owners

have begun asking practitioners to take more than just an artistic (and more than simply a means and

methods) interest in their facilities. Steeped in the work ethic exemplified by the ancient master builders,

today’s design-build process offers reassurance that the design and construction industry can deliver

comprehensive services. This valued assurance can only be provided by a singular source.

Design-builders want full accountability for architecture, engineering and construction. In fact, like the

ancient Greek master builder, they insist on it. By knowledgeably pursuing design quality, and by effectively

controlling costs and schedule, a design-builder makes certain that concept-to-completion is more than idle

discourse. It is a reality carved in stone.

For more info: http:www.cdbi.org - Source: Canadian Design Build Institute

Yonge Street Request For Proposal (DBFM)Motion

(Design Build Finance Maintain)

Moved by: Regional Councillor Jim Jones

Seconded by: Mayor Frank Scarpitti

Subject: Yonge Subway Resolution to the Premier, Ministers of Public Infrastructure Renewal/Energy and

Transportation

Whereas on June 15th 2007, the Honorable Dalton McGuinty Premier of the Province of Ontario and the Honorable Donna Cansfield then Minister of

Transportation made a joint Announcement”Move Ontario 2020”, and

Whereas this joint announcement stated “ The Ontario Government is launching a multi-year $17.5 billion rapid transit action plan for the Greater Toronto

Area and Hamilton that will deliver jobs and investment by reducing congestion”, and

Whereas the Premier also stated “Tackling gridlock is one of the most important things we can do to build a strong and prosperous economy” and

“Building a modern rapid transit system that moves people and goods quickly and efficiently will ensure we can attract and keep thousands of good highpaying

jobs”, and

Whereas the Premier also stated “The time to make this sort of ambitious but realistic investment is now. Our economy demands it” and

Whereas the Premier went on to say “What is more, our families deserve it, because gridlock not only saps strength out of our economy, it steals time

from our families” and

Whereas the projects listed as priorities in the Premier’s announcement included the extension of the “Yonge Subway line to Highway 7”, “Expanded

express bus service across Highway 407” and Toronto’s Transit City vision for light rail across the city, and

Whereas Transportation Minister Donna Cansfield said the projects will be built over the next 12 years and financed over 50 years, and

Whereas the Premier stated that “The GTA is one of the fastest growing regions in North America, increasing its population by approximately 100,000

people – and 50,000 cars – every year. Commuting in the GTA currently takes 32 per cent longer than it would in free-flowing conditions. The economic

cost of congestion in the GTA is $6 billion per year, this will rise to $15 billion in 12-15 years if action is not taken now”, and

Whereas recent transit initiative announcements by the Premier go a long way to achieving the Move Ontario 2020 vision, and

Whereas the Region of York immediately after the June 15th 2007 Move Ontario announcement began the Environment Assessment for the Yonge

Subway Extension at its cost to assist the Province in meeting its defined needs, and

Whereas the Minister of the Environment has approved the Environment Assessment, leaving the Subway extension virtually shovel-ready, and

Whereas the Town of Markham has completed a Transit Oriented Secondary Plan calling for in excess of 1,000 people and jobs per hectare (15,000

dwelling units and 20,000 full time jobs on 45 hectares) and the Town of Richmond Hill is completing a Secondary Plans for a major Transit Oriented

Development, both at the Richmond Hill/Langstaff Gateway, and

Whereas a platform capacity problem has been identified at the Bloor Yonge Subway Stations and whereas the large building slated for development on

the Southeast Corner of Yonge and Bloor has been put on hold, this would be an ideal time to begin construction to expand the capacity of the stations,

and

Whereas the funding to VIVA for Yonge Street and Highway 7 Bus Rapid Transit is appreciated, there is the one noticeable gap, being the Yonge Street

Subway extension, which leaves buses in mixed traffic and gridlock from Highway 7 to Finch Ave, and

Whereas the Province of Ontario is in a position that is not equal in many places in the world, that is to have a made in Ontario Subway Solution: the

tunnel boring machine, the rails, and subway cars are made in Ontario, the funding can be from Ontario sources and the leading engineers for subways

are Ontario engineers, Ontario architects can design all stations and this province has some of the best contractors in the world.

Now, Therefore be it resolved that the Honorable Dalton McGuinty, Premier of Ontario be requested to initiate the public process to implement the

alternate financing method for the immediate Finance, Design, Build for the Yonge Subway Extension and the Yonge Bloor platform modification project

and implement value engineering to study cost reductions, and

Further that the environmental assessment be modified to leave the subway alignment on Yonge Street at Richmond Hill Centre and that consideration

be given to a 1.0 kilo meter extension to 16th Avenue and Yonge Street.

.cc : Ontario Minister of Energy and Public Infrastructure Renewal

Ontario Minister of Transportation Ontario Minister of Environment Ontario Minister of Finance

Metrolinx Town of Richmond Hill City of Vaughan


407 Transitway Express of Interest RFP Proposal (DBFAOM) Motion

(Design Build Finance Administrate Operate Maintain)

Moved by: Regional Councillor Jim Jones

Seconded by: Councillor Alex Chiu

Motion: That the Premier create a panel of world class transportation and economic experts to determine the best

High-Speed Technology to be used for the 407 Transitway (i.e Iron Wheel or MegLev etc) and,

That the Expert Panel prepare a methodology for Expressions of Interest to Design, Build, Finance, Administer,

and Operate the 407 Transitway for 50 years horizon and beyond; and,

That the Expression of Interest include, consideration of:

Design of the 407 Transitway for maximum speed and efficiency

z Local Oshawa to Burlington - 200 kilometers an hour

z Express Montreal-Toronto-Windsor - 500 kilometers an hour

Options that could include an elevated track

Station locations that generally be not less than 4 kilometers apart

Major anchor hubs that incorporate Transit Oriented Development, minimum standards in accordance with Growth

Secretariate Plans and Studies

That the railbed be as direct as possible and not incorporate Texas T’s

z Engineering the most direct route and then mitigate the environment

That the railbed shall be environmentally friendly and practical (should be elevated for cost efficiency and speed)

The 407 Transitway being the highest order of transit and remain in the 407 right-of-way

Electrified transit rail (renewable energy based)

Dwell Time be 30 seconds at each station

Planned speed between stations should be 130-150 km per hour (same as BART Transit System in San Francisco)

No stops at only parking lots

Planned journey from Burlington (Freeman Interchange) to Oshawa (Harmony) (roughly 120 km) should be

approximately 1 hour

407 Transitway should be design for high-speed Rail Transit (forget bus) and never leave the 407’s Right of Way

(ROW)

The 407 Transitway Design options to considering the integration with the Windsor/Montreal high-speed train

That the Environment assessment be undertaken for the entire planned Highway 407 Transitway, and be based on a

transit solution that extends 50 years and beyond; and,

That an initial transitway line be installed between Cornell/Markham and Highway 403/407 and be implemented as a

prototype for clean, high speed technology. (This corridor crosses five GO-Transit lines and two planned Go-Transit lines,

three planned light rail lines (LRT) and two planned subway lines); and further,

That the Honorable Dalton McGuinty, Premier of Ontario be requested to initiate a process to expedite the planning, design,

implementation and construction of the 407 Transitway, which is the most strategic transit infrastructure joining all communities

in the GTA mega-region. This will give access to the 100s of thousands of jobs and residences in the 407 corridor.

cc: Ontario Minister of Energy and Public Infrastructure Renewal

Federal Minister of Finance Federal Minister of Environment Federal Minister of Transportation

Ontario Minister of Transportation Ontario Minister of Environment Ontario Minister of Finance

Peel Region Halton Region Metrolinx York Region

Town of Richmond Hill City of Vaughan City Brampton Simcoe County

Town of Milton City of Burlington City of Oakville Durham Region

City of Pickering City of Ajax Town of Whitby City of Oshawa

407 Corridor Transit Oriented Development Study Motion

Moved by: Regional Councillor Jim Jones

Seconded by: Councillor Alex Chiu

That the Government of Ontario through the Growth Secretariat undertake a comprehensive

Transit Oriented Development (TOD) study along the 407 corridor for the purpose of identifying

the real development potential, to optimize transit ridership and based on the best high-speed rail

transit network solutions (Utilizing a 50 year horizon and beyond) and,

That the study be undertaken by an world-class expert team selected by the province and,

That the study include the following:

• All planned 407 Rail Transit Stops

• All GO-Transit stops upstream and downstream from the 407 Transitway

• All Light Rail Transit (LRT) lines that cross the 407 Transitway and include all their

upstream and downstream station stops

• All Subway extensions that cross the 407 Transitway and include all planned station stops

• Transit Oriented Development potential within walking radius of each station and of each

feeder station

• Looking at burying line within a km radius of the 407 Transitway Hubs or Gateway Stations

• Building concourses across the 407 linking divided communities or isolated by the 407

Highway

• Using TIF’s - don’t encourage sprawl

• The Premier instruct all the ministries, agencies, 407ETR and Hydro One to work together for

the good of the economy and make it happen

That the study be based on the economic development potential for the 407 corridor for a 50 year

time horizon and beyond and not the current 20 year community plans and,

That the Province takes the lead on Transit Oriented Development (TOD) and Transit Dependent

Development (TDD)

That the Honorable Dalton McGuinty, Premier of Ontario be requested to immediately commence and

complete the 407 Corridor Transit Orientated Development Study.

cc : Ontario Minister of Energy and Public Infrastructure Renewal

Federal Minister of Finance Federal Minister of Environment Federal Minister of Transportation

Ontario Finance Minister Ontario Minister of Environment Ontario Minister of Transportation

Peel Region Halton Region York Region Town of Richmond Hill City of Vaughan

City Brampton Durham Region Metrolinx Town of Milton City of Burlington

City of Oakville City of Oshawa City of Ajax Town of Whitby City of Pickering

57


58

407 Rail Transitway With Its Own ROW - Yonge

Subway on Yonge Street, Go-Transit stays put

Capital Costs

Land Expropriation Costs $ 0

Business Expropriation Costs $ 0

Construction Costs

Subway $ 75,000,000

Go-Transit $ 10,000,000

407 Transitway $ 30,000,000

Bury the Hydro Lines $ 100,000,000

Bus Terminal Relocation $ 10,000,000

Economy Costs - 100 years

Lost Time Costs - Citizens 0

Land Reclaimed - 100 acres $ 250,000,000

Operation/Maint Costs-Trains $ 0

Improved Bus Circulation $ 250,000,000

Reclaim Land - Developable $ 5,000,000,000


Langstaff 407 Transitway Alternatives

Designer Dwell Times Cost to Build Lost Citizen time

407 ROW

.30 50m 0m a yr

Viva PCA 1.00 10m 0m a yr

MTO 1 3.00 500m 200m a yr

MTO 2 3.00 500m a yr

Viva MTO 5.00 50m 100m a yr

Taking 407 Rail Transitway to the Local Viva Bus Terminal

Estimates are not MTO’s

Capital Costs

Land Expropriation Costs $ 150,000,000

Business Expropriation Costs $ 100,000,000

Construction Costs

Subway $ 200,000,000

Go-Transit $ 20,000,000

407 Transitway $ 300,000,000

Economy Costs

Lost Time Costs - Citizens $ 1,000,000,000

Operation/Maint Costs-Trains $ 1,000,000,000

Reclaim Land - bury hydro $ 5,000,000,000

59


60

Cost To Bury Hydro Lines

Per Line - 8-11 million per km

Tunnel - 2.5 Million a km


407 Transitway Integrated Communities Environment Green InitiativesStandards

61


Highway 407 Transitway Green Corridor - “The Golden River” - GTA Mega-Region’s Economic Generator

407 Transitway - “Levels the Playing Field”

407 Transitway Corridor Design Imperatives

Ensure the 407 Transitway has instant ridership success day one

The aim is to design and build the 407 Transitway to move people as efficient and timely as possible

The goal would be to achieve a 80% modal split by creating great Transit Dependent Development Nodes

Can’t get 407 Rail Transit without Density and Can’t have Density without Rail Transit (conundrum)

Bury the hydro lines where it is economical around major transit nodes and reclaim the land for TOD transit dependent development

(eliminate the blight - return the earth to be more environmentally friendly and humane )

Design, Build and Integrated, rail transit dependent complete communities (retail, office, residential, entertainment, recreation,

institutional parks and the public realm)

Transit Oriented Development Built Form at 10-12 times FSI - 700-1000 jobs or people per hectare

Build concourses, atriums, convention centre, sports facilities and fieldhouses over the 407 Transitway to link both sides of the 407

when and where appropriate

Redirect the population growth to the 407 Transitway’s integrated Transit Dependent Development Nodes along the 407 corridor

Use the 407 Corridor Lands efficiently - create a great pubic realm

No surface parking - underground and structured paid parking only

Design 407 rail transitway for 10,000 - 100,000 transit riders per hour

407 Rail Transitway should never leave the 407’s Right-of-Way (ROW)

Harness the Power of the Grid - create a versatile competitive network for the people living in the GTA Mega-Region - 8 Go-Transit

Lines, 4 LTRs and 2 Subway Line plus 10-20 Bus Transit lines interfacing at station stops and will stimulate more north/south LRTs

No station stops should be planned just for parking

All station platforms are 200-300 metres long - to accommodate trainsets of 200 metres plus

Create the Mega-Region’s 407 Rail Transitway spine (the 407 TransitwayNetwork should be the Metrolinx Board’s highest priority

If a 53 Station 407 Transitway (milk-run) station design is needed, then design for 4 tracks instead of just two tracks

Rail Transit Network should be design to be an synchronous network versus an asynchronous networks we currently have

407 Transitway E/A should be designed for high-speed Rail Transit (forget bus - obsolete business plan)

Current Environment Assessment (E/A) Process is obsolete for Rail Transit - should be based on cost to build , operate and

efficiency for both the transit rider and transit operations and then mitigate the environment

GTA Economy Productivity: The 407 Rail Transitway should be designed and planned for a total of one hour trip across the GTA

which includes travel and dwell time from Burlington (Freeman Interchange) to Oshawa (Harmony) roughly 140km

The design and build for the 407 Rail Transitway should be grade separated and elevated tracks only

Design, Build & Integrate the TOD (TDD) Development along the 407 Transitway

Solarize the 407 Highway Corridor - 407 - “The Green 407 Corridor”

Design the 407 Rail Transitway for speeds of 200 km per hour for local transit and 500 for high-speed from Montreal to Windsor

Design speed of 130-150km per hour between 4km station stops - faster for express or longer distances

Dwell time at all stations stops - 30 seconds - 407 Transitway is highest level of transit

Design an grade-separated, elevated, straight as possible, electrified 407 Rail Transitway

Eliminate Rupe Goldberg Interfaces - it seriously marginalizes 407 Transitway Investment - quite frankly it is an insult to the

engineering profession

Design the 407 Transitway Corridor to reduce the Carbon Footprint significantly

Design, Build & Integrate as efficient and as tightly integrated as possible from the ground up an TDD & 407 Transitway Environment

Should 62 be designed with automated train control

Train Frequencies - 12 trains an hour in peak times and 6 Trains in off peak times (6 car trains initially expandable to 12 car trains)

Financial and Economy Consideration

407 Transitway - Key Economy Generator - Helps Establishes a Worldwide Competitive GTA Mega-Region for jobs and investments

Develop a Competitive P3 and ensuring it is win for all parties

Create a Re wealth, Re-Development versus De wealth, Development Environment

Create special development tools for the 407 TDD Transitway project

Fares - basic & distance

Work with MCAP to not tax underground parking and structure parking in the 407 Corridor but tax surface parking

Automatic Collection method - RFID - eliminate cash

Using TIF’s - should ensure it discourage sprawl

Re Wealth the 407 Transitway Corridor spine and Environment - Up to $1 Trillion opportunity - after development it should be a

great place to live and truly transit dependent development

Involved the Pension Funds - P3 or Alternative Financing Method - Develop a comprehensive holistic financial development solution

Encourage larger size apartment/condo units - maybe development charges are the same for all unit sizes /reduce property tax

Investigate the possibility that the tracks in the evening 11pm - 5 pm could be used for freight

The Premier become involved in the transformation of the 407 Transitway Corridor

Premier instruct all the ministries, agencies, crown corporations, 407 ETR and Hydro One to work together for the good of the GTA

meg-region economy and premier police this initiative it to ensure that it is happening on a on-going basis

MTO, PIR, Finance, Metrolinx, Hydro One, 407ETR, Minister of Environment, should become part of the Can Do Team versus being

the Can’t Do Team

Places to Grow - 407 Transitway Corridor will contribute Up to $1 trillion dollars in economic development

opportunity, home for approximately 2 million people, 840 -800,000 jobs, 125,000,000 square feet of office/commercial and 750,000-

1,000,000 transit trips a day when fully build-out

Eliminate 15 million tons of CO2 emissions a year with a savings of $3,000,000,000 a year

Help eliminate Gridlock with a savings of $10-15 billion dollars a year

Eliminate the need for 10,500,000,000 gallons of fuel a year

Eliminate 350,000,000,000 vehicle miles travelled a year in the GTA, saving 42,125,000,000 litres of fuel a year

Reduces health care costs because less pollutants going into the atmosphere

TDD - 1,000,000 cars off the road - 1,000,000 people will be taking transit on a daily basis over time - as 407 corridor get build-out

York Region 407 Transitway Hubs - Approximately 4km spacing

Municipality YR Anchor & Gateway Hubs Hydro Costs Acres Units Pop Office sq ft. Jobs

Vaughan Martin Grove/Kipling - Hwy 27 52,000,000 100 20,000 35,000 2,000,000 10,000

Bolton Go-Transit 35,000,000 100 20,000 35,000 2,000,000 10,000

Vaughan Corporate Centre 71,000,000 700 60,000 125,000 20,000,000 100,000

Bradford Go-Transit 35,000,000 100 20,000 35,000 2,000,000 10,000

Bathurst Street 35,000,000 20 5,000 2,500 1,000,000 5,000

Markham Langstaff/Richmond Hill 100,000,000 400 30,000 70,000 10,000,000 40,000

Leslie Street 35,000,000 100 10,000 25,000 2,000,000 10,000

Woodbine Avenue 35,000,000 100 10,000 25,000 2,000,000 10,000

Markham Centre 120,000,000 500 35,000 80,000 15,000,000 60,000

Markham Road - Hwy 48 55,000,000 100 10,000 25,000 1,000,000 5,000

Havelock / Don Cousen Pky 150 10,000 25,000 2,000,000 10,000

York Region $573,000,000 2,370 230,000 482,5000 59,000,000 270,000


Station

No

Transit Station Distance

Between

Dwell

Time

Timings

Between

Design and Build Integrated 407 Communities within the 407 Transitway Corridor

Parking

Spaces

Station

Costs

Parking

Revenue

Stops -

KMs

Seconds Stops

Costs

Freed Up

1 Burlington Freeman Interchange /407 5.8 300 3.30 1500 $25,000,000 $3,750,000 290,000,000 50 10,000 25,000 10,000 100,000 2,000,000 10,000

Section

Construction

Hydro Line

Buried-Km

Hydro Costs Number

of Acres

# of Units Est.

Population

Ridership

Daily

Ridership

Revenue

Office SF Jobs

2 Dundas /407 3.6 60 2.02 800 $15,000,000 $2,000,000 180,000,000 150 25,000 60,000 24,000 240,000 3,000,000 15,000

3 Appleby / 407 3.0 60 2.23 800 $15,000,000 $2,000,000 150,000,000 150 25,000 60,000 24,000 240,000 3,000,000 15,000

4 Bronte / 407 4.6 60 2.30 800 $15,000,000 $2,000,000 230,000,000 150 25,000 60,000 24,000 240,000 3,000,000 15,000

5 Neyagawa / 407 3.0 60 1.42 800 $15,000,000 $2,000,000 150,000,000 150 25,000 60,000 24,000 240,000 3,000,000 15,000

6 Trafalgar / 407 2.6 60 1.33 600 $15,000,000 $2,000,000 130,000,000 150 25,000 60,000 24,000 240,000 3,000,000 15,000

7 Ridgeway / 407 3.5 60 2.01 2000 $25,000,000 $5,000,000 175,000,000 150 25,000 60,000 24,000 240,000 3,000,000 15,000

8 Britannia / 407 3.0 60 1.46 1000 $15,000,000 $2,500,000 150,000,000 150 25,000 60,000 24,000 240,000, 3,000,000 15,000

9 Darry / 407 1.3 60 .68 1000 $15,000,000 $2,500,000 65,000,000 150 25,000 60,000 24,000 240,000 3,000,000 15,000

10 Milton Go-Transit Line / 407 - CP Galt 3.3 60 2.01 1000 $25,000,000 $2,500,000 165,000,000 150 25,000 60,000 24,000 240,000 3,000,000 15,000

11 Winston Churchill / 407 2.7 60 1.32 800 $15,000,000 $2,000,000 135,000,000 80 15,000 60,000 14,000 140,000 2,000,000 10,000

12 Mississauga Road / 407 3.1 60 1.38 1000 $15,000,000 $2,500,000 155,000,000 2.0 71,000,000 80 15,000 35,000 14,000 140,000 2,000,000 10,000

13 Mavis / 407 2.1 60 1.13 1000 $15,000,000 $2,500,000 105,000,000 1.0 35,000,000 50 10,000 25,000 10,000 100,000 3,000,000 15,000

14 Brampton/Hurontario/407 2.0 60 1.19 800 $25,000,000 $2,000,000 100,000,000 1.0 35,000,000 50 15,000 35,000 10,000 100,000 2,000,000 10,000

15 Highway 410 /407 2.9 60 1.22 800 $15,000,000 $2,000,000 145,000,000 1.5 52,000,000 50 10,000 25,000 10,000 100,000 2,000,000 10,000

16 Dixie Road / 407 2.4 60 1.22 800 $15,000,000 $2,000,000 120,000,000 1.5 52,000,000 50 10,000 25,000 10,000 100,000 2,000,000 10,000

17 Georgetown Go-Transit/407 -Torbram/Bramalea 2.4 60 1.22 1500 $25,000,000 $3,750,000 120,000,000 1.0 35,000,000 50 10,000 25,000 10,000 10,000 2,000,000 10,000

18 Airport Road /407 1.3 60 .68 1000 $15,000,000 $2,500,000 65,000,000 1.0 35,000,000 50 10,000 25,000 10,000 100,000 2,000,000 10,000

19 Goreway Road / 407 2.1 60 1.20 1000 $15,000,000 $2,500,000 105,000,000 1.5 52,000,000 50 10,000 25,000 10,000 100,000 2,000,000 10,000

20 Highway 50 / 407 - 60 700 $15,000,000 $1,750,000 1.0 35,000,000 50 10,000 25,000 10,000 100,000 2,000,000 10,000

21 Highway 27 / 407 3.0 60 1.80 700 $15,000,000 $1,750,000 150,000,000 1.5 52,000,000 50 10,000 25,000 10,000 100,000 2,000,000 10,000

22 Martin Grove / 407 / Kipling 2.1 60 1.10 700 $15,000,000 $1,750,000 105,000,000 1.0 35,000,000 50 10,000 25,000 10,000 10,000 2,000,000 10,000

221323 Bolton Go-Transit/407 1.1 60 .61 1500 $30,000,000 $3,750,000 155,000,000 1.0 35,000,000 50 10,000 35,000 10,000 100,000 2,000,000 10,000

2424 Pine Valley / 407 1.9 60 1.12 800 $15,000,000 $2,000,000 95,000,000 1.0 35,000,000 50 10,000 25,000 10,000 100,000 2,000,000 10,000

2525 Weston Road / 407 1.6 60 1.03 800 $15,000,000 $2,000,000 80,000,000 1.0 35,000,000 50 10,000 25,000 10,000 100,000 2,000,000 10,000

26 Vaughan Corporate Centre/407/Jane LRT 2.3 60 1.20 2500 $30,000,000 $6,250,000 115,000,000 1.0 35,000,000 80 50,000 125,000 14,000 100,000 20,000,000 100,000

27 Keele Street / 407 .9 60 .39 800 $15,000,000 $2,000,000 45,000,000 1.0 35,000,000 50 10,000 25,000 10,000 100,000 2,000,000 10,000

28 Bradfort Go-Transit/407 2.6 60 1.35 1,500 $30,000,000 $3,750,000 130,000,000 1.0 35,000,000 50 10,000 25,000 10,000 100,000 2,000,000 10,000

29 Dufferin / 407 2.0 60 1.10 1000 $15,000,000 $2,500,000 100,000,000 1.0 35,000,000 50 10,000 25,000 10,000 100,000 1,000,000 5,000

30 Bathurst Street / 407 2.3 60 1.22 1000 $15,000,000 $2,500,000 115,000,000 1.0 35,000,000 25 5,000 12,500 5,000 50,000 0 0

31 Langstaff/Richmond Hill Go-Transit - Yonge Street /407 2.0 60 1.10 2500 $50,000,000 $6,250,000 100,000,000 3.0 100,000,000 100 30,000 75,000 30,000 300,000 10,000,000 40,000

32 Bayview Avenue / 407 1.5 60 .59 1200 $15,000,000 $3,000,000 75,000,000 .5 18,000,000 25 3,000 7,500 3,000 30,000 0 0

33 Leslie Street LRT/407 2.1 60 1.10 1000 $15,000,000 $2,500,000 105,000,000 1.0 35,000,000 70 10,000 15,000 6,000 60,000 2,000,000 10,000

34 Woodbine Roddick/407 1.7 60 .58 600 $15,000,000 $2,000,000 85,000,000 1.5 52,000,000 80 3,000 7,500 3,000 30,000 2,000,000 10,000

35 Warden Avenue / 407 1.8 60 1.06 600 $15,000,000 $2,000,000 90,000,000 1.0 0 40 5,000 12,500 5,000 50,000 1,000,000 5,000

36 Markham Centre /407 2.0 60 1.09 2500 $30,000,000 $6,250,000 100,000,000 3.5 115,000,000 110 35,000 80,000 32,000 320,000 15,000,000 60,000

37 McGowan Road / 407 2.0 60 .59 700 $15,000,000 $1,750,000 100,000,000 1.0 35,000,000 50 3,000 7,500 3,000 30,000 0 0

38 Markham Road-Highway 48 / 407 1.9 60 1.3 1000 $15,000,000 $2,500,000 95,000,000 1.5 52,000,000 70 10,000 25,000 10,000 100,000 2,000,000 10,000

39 Nineth Line /407 1.6 60 1.3 600 $15,000,000 $2,000,000 80,000,000 30 1,000 2,500 500 5,000 0 0

40 Havelock Go-Transit / 407 2.7 60 1.35 1500 $30,000,000 $3,750,000 135,000,000 100 15,000 35,000 14,000 140,000 3,000,000 15,000

41 York Durham Line 2.2 60 1.11 500 $15,000,000 $1,250,000 110,000,000 150 15,000 25,000 10,000 100,000 2,000,000 10,000

42 Whites Road - Seaton/Pickering Airport / 407 2.2 60 1.21 500 $15,000,000 $1,250,000 110,000,000 150 10,000 25,000 10,000 10,000 6,000,000 30,000

43 Dixie Road - 407 1.3 60 1.14 500 $15,000,000 $1,250,000 65,000,000 150 20,000 50,000 20,000 20,000 2,500,000 12,500

44 Brock Road / 407 Duffin Heights / 407 60 1000 $15,000,000 $2,500,000 150 20,000 50,000 20,000 200,000 2,500,000 12,5000

45 Westney / 407 60 500 $15,000,000 $1,250,000 150 20,000 50,000 20,000 200,000 2,500,000 12,500

46 Lakeridge /407 60 500 $15,000,000 $1,250,000 150 20,000 50,000 20,000 200,000 2,500,000 12,500

47 Highway 12 - Brooklin / 407 60 800 $15,000,000 $2,000,000 150 20,000 50,000 20,000 200,000 2,500,000 12,500

48 Thickson /407 60 800 $15,000,000 $2,000,000 150 20,000 50,000 20,000 200,000 2,500,000 12,500

49 Simcoe / 407 60 800 $15,000,000 $2,000,000 150 20,000 50,000 20,000 200,000 2,500,000 12,500

50 Harmony /407 - Oshawa 60 1000 $15,000,000 $2,500,000 150 20,000 50,000 20,000 200,000 2,500,000 12,5000

51 Courtice /407 - Highway 115/35 300 500 15,000,000 150 20,000 50,000 20,000 200,000 2,500,000 12,500

Total 50,850 $910,000,000 $127,250,000 6,000,000,000 5,000 880,000 1,920,000 71,000,000 290,000

63


Try to Leave Everything Better than What We Inherited: Excerpts From $20 Per Gallon by Christopher Steiner

Economy: In the not-too-distant future, whether we like it or not, the price of gasoline will begin a rise that will continue for

decades. It will increase so much, in fact, that many aspects of everyday life will be dramatically altered and altered in ways that

most of us wouldn’t necessarily anticipate. For example, we envision a future where we travel by train, not by plane. One where

today’s distant suburbs gradually become ghost towns. I have gone through the different scenarios when gasoline reaches these

price levels. What is the provincial and federal government doing to insulate the public in the event this happen? The consensus

is that we have reached peak oil and any oil we find will be expensive and won’t be the big oil fields of the pass.

$4 The Road to $20 Oil & Civilization Renovation: Consider this: The United States has 750 cars for every 1,000 people.

China, on the other hand, has 4 cars for every 1,000 people. If China gets to only half the ownership rate of the United States, it means

an additional 400 million cars on the road, looking for gasoline. That’s almost like adding another two United States’ worth of cars to

the world. Moreover, even if the price of oil gets so high that it creates serious demand destruction in places like the United States and

Europe, the use of oil will still increase in economics such as China’s which is growing a 10% clip. Growth that size doesn’t evaporate

overnight. And Economies, especially China’s, need oil and energy to grow.

The world’s total population will jump by 1 billion people in the coming 11 years, but the middle class will add 1.8 billion to its ranks,

600 million of them in China alone. Middle class will comprise 52% of the earth’s total population by 2020. China’s middle class will

be the world’s largest in 2025 and India’s will be ten times its current size.

The following two statements, in most sane circles, are accepted as fact:

z The demand for oil will gradually increase and will continue to increase as the global middle class expands

z The oil that remains in the earth, will be more and more expensive to locate and extract

Leads to the conclusion that price of gas will climb far past where we’re at right now and will continue to climb.

There remains little easy-to-get oil. After 147 years of almost uninterrupted supply growth to a record output of some 81-82 million

barrels/day in the summer 2006, crude oil production has since entered its irreversible decline. This exceptional reversal alters the

energy supply equation upon which life on our planet is based. It will come to place pressure upon the use of all other sources of

energy - be it natural gas, coal, nuclear power, and all type of sundry renewable especially biofuels. It will come to affect everything

else under the sun.

$6 Society Change and the Dead SUV At $4 a gallon, North Americans cut back their driving by billions of miles. SUV plants

were shut down, hybrid cars became best sellers. New Car sales lots became lonely places. Families cut back on vacations, rationed

car use and left their 4runners and Explorers in the garage in favor of driving their sedans.

At $6.00, our lives , our businesses, our families, will all be caught, unready for the coming cavalcade of evolution and adaptation that

rising gas prices will bring. Monthly gas stations bills for families that were $500 at $2.00 will be $1,500 at $6.00. $6.00 gas, though

its specter may sound implausible, isn’t too far away, says Jeffrey Rubin, a respected economist and the chief strategist and managing

director of CIBC World Markets. Rubin say gasoline will likely cost $7.00 a gallon by 2010. As a Result, he says “Over the next four

years, we are likely to witness the greatest mass exodus of vehicles off America’s highways in history. By 2012, there should be some

10 million fewer vehicles on American roadways than there are today Of those 10 million vehicles that Rubin predicts will come off

U.S. roads, many will be SUVs.

For the first time in American history in 2008, higher gas prices compelled Americans to drive 100 billion fewer miles in 2008 than

they did in 2007. Higher gas prices could mean a skinner North America, Fatness costs the Americans a lot of money: 117 billion per

year in early mortality and extra medical expenses and 112,000 deaths related to complications and diseases stemming from obesity

When gas hits $6.00, asphalt will be more expensive than ever

$8 The Skies will empty When gas inevitably climbs to $8, the airline carnage will be vast and it will come swiftly. To keep their

testaments to human genius flying 500 mph at 40,000 feet, airlines use fuel that’s classified as Ujet A1. Jet fuel is basically kerosene,

and jet engines burn it like flash paper. A 737 burns about 13 gallons a minute. Plane people talk about fuel in pounds, not gallons,

however, so that’s 91 pounds a minute. A 737 flight from Chicago to Los Angeles burns about 25,000 pounds Jet fuel comes from the

same oil-refining process that produces gasoline, diesel, and asphalt, so its price is a volatile as gasoline’s. With $8.00 gasoline, the

American domestic network will contract to 50% of its current size. Planes burn an inordinate amount of fuel just getting up to cruising

altitude, so shorter flights cost more per mile. Few people will pay $750 for a 200 miles flight, so major air service between cities in the

same regions will cease. At $12 gas, trips less than 500 miles will be done by car, bus, or by rail. A standard coach ticket for a U.S.-

European flight will cost $2,000 on the cheap end with sustained gas prices of $8.00 a gallon. Airline terminal that once stretched like

monolithic petals from a giant airport stem will be closed. The U.S. airline business is a big one. When half of it vanishes, it will leave

a crater. Losing half of the airline business will ground 2,800 planes, 200,000 jobs lost, 13,000 flights eliminated, and $67 billion of

revenue gone. The above figures apply to job losses only at the airlines. Thousands more jobs will be lost throughout the structure

that supports their light network, jobs at airports, maintenance shops, plane caterers, rental car companies, travel agencies, aircraft

leasing companies, and even airport peripheral players such as taxi and shuttle drivers. The economic damage will be deep and

pronounced. This will be the beginning of the destruction of a major piston in our economy. A lot of people will have been set loose

without jobs and without hope of employment elsewhere in their industry.

$10 The car diminished but reborn It will require a mammoth amount of determination to change how and what we drive in this

country. People won’t give up their SUVs and their sports cars without a reason so compelling they can no longer deny its fundamental

honesty. Ten dollars gasoline will be a crescendo. It will tear down bulwarks to progress and technology. It will change how we

think about travel. And most of all, $10 gas will be the powerful force that nudges Americans away from their deep relationships with

the automobile. 64 Most people know change is coming; they may bury their acknowledgement deep in their psyche, but they know.

Gas prices of $10 a gallon may seem far away but if you look at the fundamentals of the world’s supplies and the certainty of rising

demands, it’s a number we will almost definitely see within the next 8-10 years or less. Can we afford to gamble on the future?

UPS said when gas approaches six and eight dollars a gallon, we’ll certainly be expediting the examination of their fleet and how they

can move away from gasoline but at ten dollars a gallon, you can bet there will be real change.

$12 Urban Revolution and Suburban Decay In our current world, with our current attachment to individualized transportation,

the New York city subway system, built anew, couldn’t happen. But the world of $12 gas will be much different. In the world, subway

systems will romp across our cities and course beneath our homes, rerouting America toward an urban ideal. As gas prices increase

from $6 to $10 to $12 a gallon, the value of mass transit infrastructure will only increase, and more and more cities and their populations

will think and want to behave as New York have been doing for decades. Taxes supporting new mass transit projects, taxes that would

be outrageously unpopular in our current times, will pass with ease.

It is important to realize, too, that electric cars, though they will be swingingly popular, can’t and won’t stop our assimilation into cities.

Getting an electric car will be possible, but it won’t be cheap and won’t be plentiful; and our thorough change over to electric cars will

take decades. In the meantime, many people will be looking to drive less or not al all. This movement will give rise to a massive shift

of population as our fringe suburbs lose their value and our inner cities reinvent themselves again. When gas reaches $12 a gallon,

Americans will feel themselves in a limbo of sorts, the nascent stage of electric vehicles’ slow takeover and gasoline prices so high

that driving to the supermarket becomes an exercise of coasting through stop signs in neutral to save every precious drop of fuel..

The only thing real, the only thing proven to save us money and time and to stand the perseverance of market swings and real estate

undulations, will be our cities’ great neighborhood and the infrastructure that supports them. Trains will overflow. New subway and

heavy rail cars will be brought and manufacturing will revive on the back of this movement as the demand for light rail, urban electric

trains and buses spikes to level unforeseen. The dream of one acre lots, four bedrooms homes, three car, and a suburb full of sparking

big box stores will be shaken. The dream of America won’t fail, but it will change. No city will reach New York’s level of compression;

but the densification of our cities is academic. It is a question of when energy prices and gas prices soar past $10 to $12.

$14 The Fate of Small Towns, U.S. Manufacturing Renaissance and our Material World There will be two things stemming

from high gasoline prices that contribute to the obsolescence of big box stores that, in most cases, are located on the fringes of towns

and suburbs rather than city cores. Electric cars will exist, yes, but cars and roads will not be the glue of society any longer. People

will walk or travel to stores less than two miles from their home, not five to ten miles people now do to make a visit WalMart, Meijer, or

Target. The second and biggest reason for WalMart’s demise - will be the outrageous cost of maintaining the retailer’s vast distribution

and product network. WalMart’s model works because of cheap gasoline. The company is able to leverage cheap labor in China to

make many of its wares because of the low cost of getting those products back to the United States aboard giant cargo ships. Without

gasoline at affordable prices, goods from China didn’t float in at mass quantities, choking a main Wal-mart Advantage. Flinging the

goods around the country, from port to distribution centre to store, will be come prohibitively expensive.

$16 The Food Web Deconstructed Reshuffling the world’s spidery and sometimes nonsensical food web will be one of the last

tricks turned by rising gas costs. The giant lever awaits at $16 gasoline. Everything starting with farming, will change. The changes

will ripple through to things like fish and livestock, then to dairy and other animal products. Our fertilizers, mostly imported and made

straight out of fossil fuel will change. We will no longer eat oil. The price of everything will increase, But these price increase will enable

one to grow locally. When gas reaches $16 a gallon, natural gas’s price will become exorbitant. To sustain life we must have ammoniabased

fertilizers. We used to use water to make ammonia 100 years ago and we will once again. Harness the abundant wind power

to use electrolysis to make ammonia from water and nitrogen.

$18 Renaissance of the Rails The reason for our train system’s demise are numerous, but there’s one common stitch that

binds all of that together: cheap oil. Cheap oil has enabled us to live where we want on our terms. Sprawling metros,

enabled by cheap gasoline and the automobile, have pushed far away from centrally located train stations. The advent

of a true high-speed train network will be the ultimate sign that our world has adapted to oil‘s Scarcity. Fire-breathing jet

engines and carbon dioxide-sputtering cars will fade off into history, part of another era of transportation for an evolving

human race and civilization. In a world of $18 gasoline, high-speed rail is necessary to stay relevant to other world powers,

some which have a large head start on electrically powered trains (150 for LRT High-speed and 400 km per hour for longer

distances..

$20 The Future of Energy There is no reason why North America can’t reestablish itself as a manufacturing heavyweight

if we get smarter about how we use energy. We will need to, finally, orchestrate a comprehensive energy plan that secures

our country’s supply of electrons far into the future. A big part of that plan will be not only finding new sources of supply,

such as more wind and nuclear, but also shoring up the massive amounts of energy waste that take place every day. Every

time you pass a paper mill or a power plant or a refinery of some type that is billowing steam or a flame into the air - and

there are thousands across North America - you’re watching raw energy spewed into the atmosphere. All for the simple

reason that buying additional energy supplied by fossil fuels has been the cheap and easy choice for these companies to

make before energy prices began their climb. Our electrical grid in 1910 operated at 65% efficiency, that means 65% of

the power we made eventually got into the hands of end users. From then until 1957, the efficiency of our national power

grid eroded to 33%, which is where it is today/ Cheap energy, however, drew the world away from such efficiencies. By

capturing waste heat at just the U.S. manufacturing levels will bring 65,000 megawatts back to the grid, enough for 50

million homes. It is energy we’re already making and that comes cheaply-cheaper than wind, solar, nuclear, or even coal.

The role of nuclear will have to increase in a world of higher gasoline and energy prices. Four pounds of enriched uranium

has as much energy as a million gallons of gasoline. And there are no sooty nuclear emissions.

Go Directly to High-Speed 407 Rail Transitway and By-Pass BRT

Don’t Implement Fossil Fuel Systems - Electric Trains are Carbon Neutral


Station

NO.

The Most Strategic Asset the Ontario Government has and doesn’t know About

407 Transitway

Gateway and Anchor Hub Station

Distance

Between

Dwell

Time

Timings

Between

Parking

Spaces

Design and Build Integrated 407 Communities within the 407 Transitway Corridor

Station

Costs

Parking

Revenue

Stops-KMs Seconds Stops

Costs

Freed Up

1 Burlington Freeman Interchange -Lakeshore Go 0.0 300 0.00 1500 $75,000,000 $3,750,000 20 1,000 50,000 2,000 20,000 2,000,000 10,000

2 Appleby / 407 11.3 30 3.93 1000 $15,000,000 $2,000,000 565,000,000 100 15,000 50,000 2,000 20,000 3,000,000 12,500

3 Neyagawa / 407 10.4 30 3.56 1000 $15,000,000 $2,000,000 520,000,000 100 15,000 50,000 2,000 20,000 3,000,000 12,500

4 Ridgeway / 407 8.3 30 2.51 2000 $25,000,000 $5,000,000 400,000,000 100 15,000 50,000 2,000 20,000 3,000,000 12,500

5 Milton Go-Transit Line / 407 - CP Galt 6.7 30 2.74 1000 $25,000,000 $2,500,000 335,000,000 100 15,000 50,000 5,000 50,000 3,000,000 12,500

6 Mississauga Road / 407 6.1 30 2.39 1000 $15,000,000 $2,500,000 305,000,000 2.0 km 71,000,000 100 15,000 50,000 5,000 50,000 5,000,000 30,000

7 Brampton/Hurontario/407 5.4 30 2.15 1000 $25,000,000 $2,000,000 270,000,000 1.0 km 35,000,000 100 10,000 50,000 5,000 50,000 2,000,000 10,000

8 Georgetown Go-Transit/-Torbram/Bramalea 6.0 30 2.45 1500 $25,000,000 $3,750,000 300,000,000 1.0 km 35,000,000 100 10,000 35,000 5,000 50,000 2,000,000 10,000

9 Goreway Road 4.0 30 1.63 1000 $15,000,000 $2,500,000 200,000,000 1.5 km 52,000,000 100 10,000 35,000 2,000 20,000 2,000,000 10,000

10 Martin Grove/Kipling - Highway 27 4.0 30 1.63 1000 $15,000,000 $1,750,000 200,000,000 1,5 km 52,000,000 100 10,000 35,000 2,000 20,000 2,000,000 10,000

11 Bolton Go-Transit/407 4.0 30 1.63 1500 $30,000,000 $3,750,000 200,000,000 1.0 km 35,000,000 100 10,000 35,000 3,000 30,000 2,000,000 10,000

12 Vaughan Corporate Centre/407/Jane LRT 4.5 30 2.02 2500 $30,000,000 $6,250,000 225,000,000 2.0 km 71,000,000 100 50,000 125,000 8,000 80,000 20,000,000 100,000

13 Bradford Go-Transit 3.4 30 1.39 1500 $30,000,000 $3,750,000 170,000,000 1.0 km 35,000,000 100 10,000 35,000 2,500 25,000 2,000,000 10,000

14 Bathurst Street / 407 4.3 30 1.75 1000 $15,000,000 $2,500,000 215,000,000 1.0 km 35,000,000 55 10,000 25,000 1,000 10,000 1,000,000 5,000

15 Langstaff/Richmond Hill Go-Transit - Yonge Street 2.5 30 1.02 2500 $50,000,000 $6,250,000 125,000,000 3.0 km 100,000,000 100 35,000 70,000 8,000 80,000 10,000,000 40,000

16 Leslie Street LRT/407 3.6 30 1.47 1000 $15,000,000 $2,500,000 180,000,000 1.0 km 35,000,000 100 10,000 15,000 3,000 30,000 2,000,000 10,000

17 Woodbine Roddick/407 2.4 30 1.00 1000 $15,000,000 $2,000,000 120,000,000 1.5 km 35,000,000 100 15,000 25,000 2,000 20,000 2,000,000 10,000

Section

Construction

Hydro Line

Buried-Km

Hydro Costs Number

Of Acres

# Of Units Est.

Population

Ridership

Daily

Ridership

Revenue

Office SF Jobs

18 Markham Centre /407 2.9 30 1.18 2500 $30,000,000 $6,250,000 145,000,000 3.5 km 120,000,000 150 35,000 80,000 6,000 60,000 15,000,000 60,000

19 Markham Road-Highway 48 / 407 4.5 30 1.84 1000 $15,000,000 $2,500,000 225,000,000 1.5 km 55,000,000 100 10,000 20,000 3,000 30,000 2,000,000 10,000

20 Havelock Go-Transit / 407 3.8 30 1.55 1500 $30,000,000 $3,750,000 190,000,000 100 15,000 35,000 3,000 30,000 2,000,000 10,000

21 Whites Road - Seaton/Pickering Airport / 407 4.8 30 1.96 1000 $15,000,000 $1,250,000 240,000,000 100 15,000 80,000 2,000 20,000 6,000,000 30,000

22 Brock Road / 407 Duffin Heights / 407 4.5 30 1.84 1500 $15,000,000 $2,500,000 225,000,000 100 15,000 25,000 2,000 20,000 2,500,000 12,500

23 Highway 12 - Brooklin / 407 10.0 30 4.10 1000 $15,000,000 $2,000,000 500,000,000 100 15,000 25,000 2,000 20,000 2,500,000 12,500

24 Harmony /407 - Oshawa 18.0 300 3.28 1000 $65,000,000 $2,500,000 900,000,000 100 15,000 25,000 2,,000 20,000 2,500,000 12,500

30 Train Sets - 200 metres long @$33,000,000 999,000,000

Unusual Engineering 1,000,000,000

Train Maintenance Facilities & Misc 1,000,000,000

Electrification $10,000,000 km x 120km 1,200,000,000

Contingency - 407 Transitway Station Costs $365,000,000

Total 120.0 1320 49.00 32,500 $1,000,000,000 81,250,000 $10,954,000,000 22.5 km 556,000,000 2350 620,000 1,150,000 53,500 785,000 97,000,000 475,000

65


66

Transit Oriented Development


Mayor

Frank Scarpitti

April 15, 2010

Deputy Mayor

Jack Heath

Ward 1 Councillor

Valerie Burke

Ward 5 Councillor

John Webster

Regional Councillor

Jim Jones

Ward 2 Councillor

Erin Shapero

Ward 6 Councillor

Dan Horchik

Regional Councillor

Gordon Landon

Ward 3 Councillor

Don Hamilton

Ward 7 Councillor

Logan Kanapathi

Ward 1

A-2006 21,902

T-2031 41,800

J-2031 57,800

Regional Councillor

Joseph Virgilio

Ward 4 Councillor

Carolina Moretti

Ward 8 Councillor

Alex Chiu

Ward 2

A-2006 25,431

T-2031 27,000

J-2031 31,000

Mayor and Members of Council

Ward 6

A-2006 30,964

T-2031 74,550

J-2031 74,550

Ward 3

A-2006 31,062

T-2031 55,900

J-2031 72,900

Town of Markham: Ward map

Ward 4

A-2006 32,275

T-2031 71,750

J-2031 71,750

Ward 8

A-2006 38,709

T-2031 43,350

J-2031 51,350

Ward 7

A-2006 38,442

T-2031 45,250

J-2031 53,750

Ward 5

A-2006 34,260

T-2031 69,200

J-2031 73.200

Total Population

A-2009 253,045

T-2031 423,800

J-2031 486,500

67


68

Mayor Frank Scarpitti

Town of Markham

101 Town Centre Boulevard

Markham, Ontario L3R 9W3

Bus:905-479-7775

Email: fscarpitti@markham.ca

www.markham.ca

Jim Jones - Chair Markham Live

Regional Councillor

Town of Markham

101 Town Centre Boulevard

Markham, Ontario L3R 9W3

Bus:905-479-7757

Email: jjones@markham.ca

www.markham.ca

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