1 4 7 10 11 12 2 5 8 3 6 9 - Town of Markham
1 4 7 10 11 12 2 5 8 3 6 9 - Town of Markham
1 4 7 10 11 12 2 5 8 3 6 9 - Town of Markham
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<strong>Markham</strong> Live<br />
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“It’s About Moving People, Jobs, Competitiveness, Prosperity”<br />
407 Rail Transitway Network Architecture<br />
For Ontario’s Mega Region<br />
Design Criteria - 407 Transitway - 1 hour across the GTAH<br />
407 Transitway Corridor Vision: What is the difference between the 400, 401, 404, 407 and the 427 Highway<br />
corridors? The difference is the planned high-speed rail transitway in the 407 corridor, the existing hydro corridor<br />
lands and the corridor is not all build-out yet. Planned and intensified communities which effectively encompass<br />
underground parking, underground and at grade retail, residential, <strong>of</strong>fice, institutional, entertainment, recreation<br />
and transit hubs into integrated, transit-dependent and liveable communities is the progressive and forward<br />
thinking infrastructure paradigm that we need to move forward as a society. This can only be realized through a<br />
cooperative and collaborative approach among all stakeholders. Thomas Edison said “if we did all the things we<br />
were capable <strong>of</strong> doing we would literally astound ourselves.”<br />
Education: We have a simple challenge. If we want to compete and prosper in today’s world, we must tap<br />
into and harness the creativity <strong>of</strong> Ontarians. Our goal should be nothing less than to be jurisdictional with the<br />
widest coverage <strong>of</strong> the creative age across our people and industries. This means preparing our workers and<br />
businesses with the skills, capabilities and providing the critical infrastructure required to thrive in the economy<br />
<strong>of</strong> the future. Sustained and shared prosperity demands nothing less.<br />
Jobs: Ontario has an above average concentration <strong>of</strong> clustered industries, and this should create a sizeable<br />
productivity advantage for the province. But we are not benefitting fully from this advantage. Part <strong>of</strong> the reason<br />
is that we have less capital investment in the most needed critical infrastructure, We are also a big province and<br />
thus have less urbanization and fewer advantages from density. And, as we have found, our clusters have less<br />
creative content than those <strong>of</strong> our peers. This is where the real pay<strong>of</strong>f can come. Clusters with high creativity<br />
content can drive much greater productivity and prosperity than other industries. We know that creativity increases<br />
economic growth and we know that clusters increase productivity<br />
Peak Oil: In the not-too-distant future, whether we like it or not, the price <strong>of</strong> gasoline will begin a rise that will<br />
continue for decades. It will increase so much, in fact, that many aspects <strong>of</strong> everyday life will be dramatically<br />
altered and altered in ways that most <strong>of</strong> us wouldn’t necessarily anticipate. For example, we envision a future<br />
where we travel by train, not by plane. One where today’s distant suburbs gradually become ghost towns. I have<br />
gone through the different scenarios when gasoline reaches these price levels. What is the provincial and federal<br />
government doing to insulate the public in the event this happens? The consensus is that we have reached peak<br />
oil and any oil we find will be expensive and won’t be the big oil fields <strong>of</strong> the past.<br />
Economy: Here’s the question: Will we decide to reinvest in a global economy and an infrastructure that keeps<br />
us bound to oil consumption for every dollar <strong>of</strong> wealth we produce? If so, we are committing ourselves to a<br />
damaging cycle <strong>of</strong> recessions and recoveries that keeps repeating itself as the economy keep banging its head<br />
on oil prices. If we go this route oil will soon lead or peak GDP.<br />
Or we can change. Not only must we decouple our economy from oil but we must re-engineer our lives and way<br />
<strong>of</strong> life to adopt to a world <strong>of</strong> growing energy scarcity. And that means learning to live using less energy.<br />
Need A Rail Transit Environmental Assessment: China just open the longest high-speed rail transitway<br />
in the world at 1,000 kilometers long. It took South China Rail 4 years to design, plan and built and it will operate<br />
at a top speed <strong>of</strong> 394 kilometers a hour. Meanwhile MTO has been doing an Environmental Assessment for the<br />
first 23 kilometre segment <strong>of</strong> a 140 kilometres high speed (top 60-80 kilometers at hour) 407 Rail Transitway. This<br />
has already taken MTO over 4 years and the Transitway is initially being designated for Bus Rapid Transit (BRT)<br />
and then converted to rail at sometime in the future. The GTA-York Region already exceeds the population <strong>of</strong> the<br />
Vancouver BRT line which was just recently replaced by the Canada Line and Ottawa wants to replace their BRT<br />
as soon as possible too. Why is the 407 Transitway being designed for bus first? Times have changed, climate<br />
change, global warming, end <strong>of</strong> cheap oil, need for a competitive economy to create jobs and the emphasis on<br />
transit dependent development should tell us to go directly to high-speed rail transit.<br />
Meanwhile in the same 4 years, China has designed and built over 13,500 kilometres <strong>of</strong> high-speed elevated<br />
rail transit that goes at speeds in excess <strong>of</strong> 350 kilometres per hour. By 2050, China will have over <strong>10</strong>0,000<br />
kilometres <strong>of</strong> high-speed rail in operation. China is building 4,500 kilometres <strong>of</strong> elevated high-speed rail transit a<br />
year. The 407 Rail Transitway should plan the most direct and quickest route and then mitigate the environment.<br />
There is something wrong with this picture. At this pace and the cost <strong>of</strong> construction, we will be a third world<br />
country by the time we build anything.<br />
Places to Grow: The Places to Grow Act was a major Provincial Policy legislation which indicated where growth<br />
could occur within the GTAH and Niagara Escarpment. However, over the next 25 years the GTAH could build<br />
between <strong>10</strong>,000 and 25,000 condo buildings, but if not strategically located, it will not add up to any significant<br />
contribution towards solving the problems facing the growth <strong>of</strong> the GTAH - Rapid Rail Transit Backbone Network.<br />
The Provincial Government must get involved in the strategic planning, development and implementation <strong>of</strong> this most<br />
critical asset - The 407 Rail Transitway. Province should setup a Transit Ministries and also have responsibility for<br />
transit dependent development in rail transit corridors.<br />
Integrated Nodes and Mobility Hubs: Bury the hydro lines in key locations within the 407 Transitway corridor<br />
to accommodate integrated communities at transit stops, build over the 407 highway with concourses and pedestrian<br />
bridges to integrate both sides <strong>of</strong> the 407 Highway with intense integrated communities around major transit nodes. At<br />
the same time integrate the 407 Transitway stops right into the development <strong>of</strong> these integrated communities. We need<br />
to plan and design for a guarantee transit ridership <strong>of</strong> a 80-90% targeted modal split to ensure instant success <strong>of</strong> the<br />
407 Rail Transitway. The province should set yearly growth targets for these 407 Transitway integrated communities.<br />
The naysayers will say burying the hydro lines or building over the 407 Highway or building an efficient high-speed rail<br />
transitway within the 407 right-<strong>of</strong>-ways and getting across the 140km 407 corridor within one hour can’t be done. They<br />
are yesterday’s planners<br />
Gridlock: is costing the mega-region economy in excess <strong>of</strong> $6-<strong>10</strong> billion dollars annually and going to $15 billion<br />
dollars by 2015. These costs include unpredictable travel times, environmental damage, property damage, stress,<br />
delays, lost production and lost jobs to other world jurisdictions. Congestion imposes huge costs on our economy.<br />
The GTAH Economic Engine: The 407 Rail Transitway is the spine for the GTAH economy and is truly the economic<br />
engine for GTAH mega-region. Over the next 50 years, it is estimated that the world population will increase 40%<br />
or 3 billion people. The GTAH mega-region will have eight million more people that will call this place their home.<br />
Eventually, over time, the mega-region will expand to include Windsor and Niagara to Ottawa, Montreal and Quebec<br />
City plus seamless interfaces with the USA - Niagara Falls and Detroit.<br />
Too Many Silos: All the federal and provincial ministries, agencies and lower tiered governments must work together<br />
under the leadership <strong>of</strong> the The Prime Minister <strong>of</strong> Canada and Premier <strong>of</strong> Ontario towards the development <strong>of</strong> one<br />
<strong>of</strong> the most competitive mega-region economies possible to ensure the growth <strong>of</strong> the creative class jobs and have<br />
the supporting industries flourish. The current vision and plans for building the bus rapid transit system first on the<br />
407 transitway are inadequate and not very forward thinking. The 407 Rail Transitway will equal the ridership <strong>of</strong> the<br />
Lakeshore line in less than five years <strong>of</strong> being built.<br />
The Economic Generator - 407 Transitway Corridor: up to $1 trillion dollars in economic development<br />
opportunities, home for nearly 2 million people, employment <strong>of</strong> 800,000 - 1,000,000 jobs will reside in the corridor,<br />
over <strong>12</strong>5,000,000 square feet <strong>of</strong> <strong>of</strong>fice/commercial will be build and will generate between 750,000 - 1,000,000 daily<br />
transit trips when fully implemented. If we continue down the road we are on, a small fraction <strong>of</strong> the opportunities can<br />
be realized. The 407 Rail Transitway is equally as important if not more important than the Lakeshore Line.<br />
The plan provides a frame work for new sustainable growth that would eliminate 25 million tons <strong>of</strong> CO2 emission yearly. Which is<br />
the equivalent <strong>of</strong> planting 1 billion adult trees with an annual savings <strong>of</strong> $5 billion (carbon tax <strong>of</strong> $200 per ton) a year.<br />
Helps reduce Gridlock with an annual savings <strong>of</strong> $<strong>10</strong>-15 billion dollars annually.<br />
Eliminate 450,000,000,000 vehicle miles travelled yearly in the GTAH, with a annual saving <strong>of</strong> 52,<strong>12</strong>5,000,000 litres.<br />
Reduces health care costs because less pollutants will be going into the atmosphere.<br />
The 407 Transitway’s Transit Dependent Development will deliver 1,000,000 more cars <strong>of</strong>f the roads - 1,000,000 more people will<br />
be taking transit on a daily basis over time as this corridor gets build out.<br />
Conclusions:<br />
Framework for grow in Quebec/Ontario’s Mega Region - GDP will growth from 600 billion to 1.5 trillion over the next 50 years<br />
We can’t get density without rail transit and rail transit without density - conundrum<br />
Plan and design for 80% modal split on the 407 Transitway Network by integrating TDD into all the stations<br />
Planning the 407 Transitway is much more than a environment assessment (E/A) to determine the route - it is the future <strong>of</strong> Ontario.<br />
E/A’s process for Rail Transit, should determine the most direct route and then mitigate the environment<br />
Holistic planning to ensure implementation <strong>of</strong> the vision <strong>of</strong> moving people, jobs, competitiveness and prosperity for all<br />
Eliminate all the barriers to ensure success - get rid <strong>of</strong> the government silos<br />
The transit network should be people, environmentally and operationally friendly<br />
Rail Transit will change land use but buses won’t<br />
Innovative, flexible design & management, alternative financing, employ leading technology, private sector involvement,<br />
Design a synchronous network versus the asynchronous networks we have today ... build in network versatility<br />
Need for a competitive Request for Proposal Process (RFP), alternative financing and a sense <strong>of</strong> urgency to get things done<br />
Leadership is needed from the Prime Minister <strong>of</strong> Canada and the Premier <strong>of</strong> Ontario for the transformation <strong>of</strong> the 407<br />
Transitway corridor spine into a major Ontario mega-region economic engine: All levels <strong>of</strong> Government’s Ministries,<br />
Agencies, Crown Corporations, 407ETR and Hydro One must work together has a “Can Do” team to make the growth <strong>of</strong> the<br />
Ontario mega-region economy happen.
Executive Summary - <strong>Markham</strong> Live<br />
New Options for Personal Mobility: Cars are here to stay. More efficient, no petroleum vehicles are<br />
needed to reduce oil use and greenhouse gases. Developing these vehicles should be given high priority.<br />
Another priority is providing travel options beyond cars, creating more ecologically sound transport by<br />
dismantling the car-centric transportation monoculture. Doing so would lead to a more efficient transportation<br />
system with a long list <strong>of</strong> co-benefits, from congestion reduction to enhanced communities. Transforming<br />
vehicles is difficult.<br />
Transforming entire transport systems is incredibly daunting. But the eventual benefits would be almost<br />
unimaginably huge. Rising to meet this challenge requires us to recognize that today’s car-based transportation<br />
system isn’t optimal or sustainable for either society or individuals. Average households spend over $15,000<br />
on the automobile in a year.<br />
There is such a thing as a better transportation system. Many pr<strong>of</strong>it from this dependency and from the<br />
sprawled development that goes with it, from automakers to land developers.<br />
Two other important building blocks for creating a more diversified and efficient transportation system - with<br />
less vehicle miles traveled are better land use management and greater use <strong>of</strong> pricing. Pricing can be road<br />
pricing, insurance based on kilometers travel, and gasoline pricing.<br />
Better land use management - greater geographic density leads to less travel. With greater density, more<br />
destinations can be accessed by walking, and all forms <strong>of</strong> transit can be provided more effectively and less<br />
expensively.<br />
<strong>Markham</strong> Live Vision: <strong>Markham</strong> Live is a sophisticated, 21st Century, high intensity urban community<br />
designed to appeal to a global market. Integrating the finest retail, <strong>of</strong>fice, condo residential and entertainment<br />
venues, built to the highest global architectural and environmental design standards, <strong>Markham</strong> Live will be a<br />
world-class destination.<br />
Rise <strong>of</strong> the Mega Region: Mega-regions range in size from 5 million to more than <strong>10</strong>0 million people. They<br />
produce hundreds <strong>of</strong> billions - sometimes trillions <strong>of</strong> dollars - in economic output. They harness human creativity<br />
on a massive scale and are responsible for most <strong>of</strong> the world’s scientific achievement and technological<br />
innovations.<br />
Power <strong>of</strong> the Grid The current economic crisis and the reality <strong>of</strong> global climate change require us to work<br />
hard at getting the most out <strong>of</strong> our existing and planned infrastructure. Imagine boarding the 407 Rapid Rail<br />
Transit Express. Imagine whisking through towns at speeds higher than 130-150 kilometres an hour, walking<br />
only a few steps to other public transportation or ending up just blocks from your destination. Imagine what a<br />
great asset an integrated 407 high-speed rail transit system would be to our mega-region.<br />
High-Speed 407 Transitway: It is estimated that the 407 corridor has approximately 1 trillion dollars <strong>of</strong><br />
economic development potential if the proper transit dependent development solution is designed, planned<br />
and implemented. If we continue down our present path <strong>of</strong> connecting the northern part <strong>of</strong> the GTA with bus,<br />
it will be a small fraction <strong>of</strong> its potential.<br />
Cost <strong>of</strong> Gridlock: The cities <strong>of</strong> the world are being overwhelmed by traffic. From Paris to Jakarta, urban<br />
residents and commuters are confronting traffic conditions that are becoming increasingly unbearable. The<br />
average speeds <strong>of</strong> road travel in many cities aren’t much greater today than they were in the days <strong>of</strong> horse<br />
drawn vehicles <strong>of</strong> the 19th century. For hours each day, many motorways and main thoroughfares resemble<br />
car parks more than roadways. Without radical reforms, this situation will only get worse. In the GTAH, for<br />
instance, it is forecast that gridlock will rise 188 percent on urban roads by 2014.<br />
Power <strong>of</strong> Place: <strong>Markham</strong> is 20 minutes from the shores <strong>of</strong> Lake Ontario, one <strong>of</strong> the five Great Lakes. Our<br />
location and geography play a key role in our economic success. <strong>Markham</strong> is less than a day’s drive from more<br />
than 135 million customers in Canada and the United States. With the North American Free Trade Agreement<br />
facilitating access, <strong>Markham</strong> and the Greater Toronto Area are a major gateway to the entire continent for trade<br />
and tourism – a market <strong>of</strong> more than 440 million people, with a combined GDP <strong>of</strong> more than $16 trillion<br />
Fields <strong>of</strong> Green: <strong>Markham</strong> Live showcases a broad range <strong>of</strong> leading-edge and innovative ‘green’ initiatives<br />
that benefit the environment, including improved sustainability in community design and practices to achieve<br />
ecological biodiversity. Strategies that maintain and improve watershed health and resilience within the<br />
context <strong>of</strong> climate change and urban intensification are at the core <strong>of</strong> <strong>Markham</strong> Live.<br />
High-Speed Rail Network is the Economy: It is estimated that the 407 corridor has approximately 1 trillion<br />
dollars <strong>of</strong> economic development potential if the proper transit dependent development solution is designed,<br />
planned and implemented. If we continue down our present path <strong>of</strong> connecting the northern part <strong>of</strong> the GTA<br />
with bus, it will be a small fraction <strong>of</strong> its potential.<br />
Anchor Hubs in <strong>Markham</strong>: Transit Dependent Development (TDD) will demonstrate, to North America and<br />
the world, that combining targeted residential densities with integrated transit infrastructure in a mixed-use,<br />
ecologically designed community will lead to dramatic reductions in the environmental footprint <strong>of</strong> urban<br />
development. Integrated residential density is the critical ingredient for a true quantum leap in sustainability.<br />
Only at larger increments <strong>of</strong> development are resource-efficient systems like cogeneration, anaerobic<br />
digesters and personal rapid transit (PRT) systems viable and effective. Only a significant concentrated<br />
residential population can support the shops, <strong>of</strong>fices, and civic services that make a community balanced<br />
and livable.<br />
<strong>Markham</strong> Live includes:<br />
• Multi-Purpose Entertainment Centre National Olympic Aquatic Centre<br />
• National Olympic Training Centre Trade Centre / Field House<br />
• Five Star Hotel Convention Centre<br />
• Office Commercial World Class Retail<br />
• Residential Metrolinx Anchor Hub<br />
• Performing Arts Centre Multi-Media Entertainment Centre<br />
P3, TDD and 407 Technology Motions: A public-private partnership is, “A cooperative venture between<br />
the public and private sectors, built on the expertise <strong>of</strong> each partner, that best meets clearly defined public<br />
needs through appropriate allocation <strong>of</strong> resources, risks and rewards.”<br />
Spanning the 407 Highway: Imagine joining Richmond Hill/Langstaff Gateway or the divided <strong>Markham</strong><br />
Centre (Provincial Growth Centres) by innovations, such as creating useable urban space over the 407<br />
Highway which is an urban separator today.<br />
The Golden Economic River: Especially critical to the economic success and the future <strong>of</strong> urban centers<br />
is the rail transit spine network. The development <strong>of</strong> competitiveness, quality <strong>of</strong> life and environmental<br />
protection in urban areas is unachievable without a functioning mass rail transit service.<br />
Try to Leave Everything Better that What We Inherited: The United States has 750 cars for every 1,000<br />
people. China, on the other hand, has 4 cars for every 1,000 people. If China gets to only half the ownership<br />
rate <strong>of</strong> the United States, it means an additional 400 million cars on the road, looking for gasoline. That’s<br />
almost like adding another two United States’ worth <strong>of</strong> cars to the world. Moreover, even if the price <strong>of</strong> oil gets<br />
so high that it creates serious demand destruction in places like the United States and Europe, the use <strong>of</strong><br />
oil will still increase in economics such as China’s which is growing at a <strong>10</strong>% clip. Growth that size doesn’t<br />
evaporate overnight, and economies, especially China’s, need oil and energy to grow.<br />
The world’s total population will jump by 1 billion people in the coming <strong>11</strong> years, but the middle class will add<br />
1.8 billion to its ranks, 600 million <strong>of</strong> them in China alone. Middle class will comprise 52% <strong>of</strong> the earth’s total<br />
population by 2020. China’s middle class will be the world’s largest in 2025 and India’s will be ten times its<br />
current size.<br />
There remains little easy-to-get oil. After 147 years <strong>of</strong> almost uninterrupted supply growth to a record output<br />
<strong>of</strong> some 81-82 million barrels/day in the summer 2006, crude oil production has since entered its irreversible<br />
decline. This exceptional reversal alters the energy supply equation upon which life on our planet is based.<br />
It will come to place pressure upon the use <strong>of</strong> all other sources <strong>of</strong> energy - be it natural gas, coal, nuclear<br />
power, and all types <strong>of</strong> sundry renewables especially bi<strong>of</strong>uels. It will come to affect everything else under the<br />
sun.<br />
Go Directly to High-Speed 407 Rail Transitway and By-Pass 407 BRT<br />
Don’t Implement Fossil Fuel Systems - Electric Trains are Carbon Neutral<br />
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4<br />
The Magic <strong>of</strong> <strong>Markham</strong> Live
Table <strong>of</strong> Contents<br />
Overview<br />
Letter to: The Prime Minister <strong>of</strong> Canada and The Premier <strong>of</strong> Ontario 2<br />
Executive Summary 3<br />
<strong>Markham</strong> Live Vision 6,7<br />
Mega Region<br />
Mega Region Maps 8<br />
Rise <strong>of</strong> the Mega Region 9<br />
<strong>Markham</strong> - Centre <strong>of</strong> Mega Region <strong>10</strong><br />
Population Projections <strong>11</strong><br />
Metrolinx Transit Routes <strong>12</strong><br />
407 Transitway<br />
Power <strong>of</strong> the Grid 13<br />
The Missing Link 14<br />
Economic Generator 15<br />
Green Economy Express 16<br />
High Speed Rail Transit and Transit Oriented Development 17<br />
<strong>Markham</strong> in the Mega Region<br />
The Power <strong>of</strong> Place 19<br />
Fields <strong>of</strong> Green - Vision 20<br />
<strong>Markham</strong>’s Transit Oriented Development<br />
Rail Transit Network is the Economy 23<br />
Anchor Hubs in <strong>Markham</strong> 24<br />
Langstaff 25<br />
<strong>Markham</strong> Centre 26<br />
Cornell 27<br />
<strong>Markham</strong> Live<br />
Illustrators 28,29,30<br />
Introduction 31<br />
Plan Vision 32,33<br />
Entertainment Centre 34<br />
National Aquatic Centre 35<br />
National Olympic Training Centre 36<br />
Trade Centre 37<br />
Five Star Hotel 38<br />
Convention Centre 40<br />
Retail 42<br />
Office Commercial/Retail 44<br />
Residential 46<br />
Performing Arts Centre 48<br />
Multimedia Centre 49<br />
Spanning the 407 Highway as a Hub Integrator 50/51<br />
Appendix<br />
A Next Steps/Challenges 52<br />
B Public Private Partnerships 53<br />
C Land Owners 54<br />
D Plan and Budget 55<br />
E Yonge Street Request for Proposal and 407 Transitway Motions 56/57<br />
F Langstaff Hub Alignment and burying hydro lines 58/59<br />
G 407 Transitway Design Criteria and Timing and TDD Potential 60,61,62,63<br />
H Transit Oriented Development 64<br />
I Mayor and Members <strong>of</strong> Council 65<br />
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<strong>Markham</strong> Live - Vision<br />
<strong>Markham</strong> Center - 407 Transitway Alternatives<br />
Designer Dwell Time Cost to Build Lost Citizen Time<br />
MTO 1 3.00 350m <strong>10</strong>0m a yr<br />
MTO 2 3.00 350m <strong>10</strong>0m a yr<br />
PCA 1 .45 <strong>10</strong>0m 0m<br />
PCA 2 .30 75m om<br />
Viva 80m<br />
Taking 407 Rail Transitway to the Local Viva Bus Terminal<br />
Poor Transit Planning and Vision
<strong>Markham</strong> Live - Vision<br />
Making our old economic model greener and more sustainable is like inventing a<br />
healthier form <strong>of</strong> cancer, rather than eliminating it. The twentieth century was the<br />
last and worst <strong>of</strong> the “de” centuries. The “de” age was based on development;<br />
depletion (fisheries, topsoil); degradation, despoilment, and defilement (pollution,<br />
destruction <strong>of</strong> heritage); devitalization (<strong>of</strong> communities and ecosystem services);<br />
decrease (<strong>of</strong> biodiversity); decline (in the planet’s inventory <strong>of</strong> fossil fuels, fossil<br />
waters, old-growth forests, and other irreplaceable assets); and destabilization<br />
(<strong>of</strong> our global economy and our global climate).<br />
<strong>Markham</strong> Live is a sophisticated, 21st Century, high intensity urban community<br />
designed to appeal to a global market. Integrating the finest retail, <strong>of</strong>fice, condo<br />
residential and entertainment venues, built to the highest global architectural<br />
and environmental design standards, <strong>Markham</strong> Live will be a world-class<br />
destination.<br />
Destination:<br />
<strong>Markham</strong> Live will be a thriving 24-hour downtown-style domain incorporating<br />
prestigious residential dwellings and corporate <strong>of</strong>fices and labs. Residents,<br />
businesses and visitors will enjoy a wide range <strong>of</strong> amenities including a Performing<br />
Arts Centre, a major league sports arena, five star hotels with banquet and<br />
conference facilities, a convention and trade centre, a diverse range <strong>of</strong> night<br />
clubs and dining facilities, athletic clubs and wellness centres. Approximately<br />
15.0 million square feet <strong>of</strong> <strong>of</strong>fice and retail space will be constructed. 50,000<br />
people will work in <strong>Markham</strong> Live and 80,000 people will call it their home.<br />
Environment:<br />
<strong>Markham</strong> Live will be distinguished by its high environmental design standards,<br />
and by its outstanding natural setting. Traversed by the Rouge River Valley<br />
parkland system, <strong>Markham</strong> Live <strong>of</strong>fers its residents, businesses and visitors<br />
a network <strong>of</strong> cycle routes, parks, jogging paths, and well designed pedestrian<br />
routes set within 75 acres <strong>of</strong> parkland and 195 acres <strong>of</strong> natural and landscaped<br />
open space.<br />
Frame <strong>Markham</strong>’s growth issues in a comprehensive manner, clearly expressing<br />
the role <strong>of</strong> land use in meeting greenhouse gas reduction targets through<br />
integrated defensible analysis (land and water consumption, vehicle miles<br />
traveled, air pollution, infrastructure costs and building-related energy and water<br />
use and cost).<br />
Connect provincial and national goals for energy independence, energy<br />
efficiency, and green job creation to land use and transportation investments.<br />
Connectivity:<br />
Bounded by Highway 7 and the 407ETR, and served by a network <strong>of</strong> local<br />
streets, <strong>Markham</strong> Live is easy to access and parking will be available for 6,000<br />
cars. A system <strong>of</strong> interconnected transit service converging at the on-site<br />
Unionville Go-Train Station will provide easily accessed and rapid service to<br />
and from <strong>Markham</strong> Live, including the 407 Transitway connecting to seven Go-<br />
Transit lines, four light rail lines and the Yonge and Spadina subway lines.<br />
407 Transitway is the GTA’s Mega-Region Economic Alternative:<br />
Emergence <strong>of</strong> rail-connected nodes or hubs along the 407 Economic Corridor<br />
throughout the GTA Mega-Region will spark a new economic opportunity for<br />
development and intensification that cannot be ignored or allowed to proceed<br />
piecemeal. The Mega-Region has outgrown traditional transit migration via bus<br />
ways. Population and densities being planned and their implementation along<br />
the 407 corridor support the move now to the ultimate solutions ... light and<br />
heavy rail. <strong>Markham</strong> Live will be one <strong>of</strong> the major nodes in this 407 Corridor.<br />
Running in its own elevated, grade-separated track, the 407 Transitway will<br />
provide high speed service across the GTA Region enabling direct point-topoint<br />
travel between Oshawa and Burlington in under 60 minutes.<br />
The Public Realm - Pedestrian Friendly:<br />
Retail will be well-designed and appropriately integrated into <strong>Markham</strong> Live<br />
so that residents, tourists and shoppers can meet their daily needs through<br />
walking, cycling and transit.<br />
7
8<br />
Greater Toronto and Hamilton Area<br />
M - Milton Go Transit<br />
G - Georgetown Go-Transit<br />
B - Proposed Bolton Go-Transit<br />
BB - Bradford/Barrie Go-Transit<br />
RH - Richmond Hill Go-Transit<br />
U - Uxbridge Go-Transit<br />
H - Peterborough - Havelock Go-Transit<br />
B - Bloor Subway Line<br />
Y - Yonge Subway Line<br />
S - Spadina Subway Line<br />
H - Hurontario Light Rail Transit<br />
J - Jane Light Rail Transit<br />
DM - Don Mills Light Rail Transit<br />
M<br />
G<br />
B<br />
BB<br />
R<br />
U<br />
H
Rise <strong>of</strong> the Mega-Region<br />
Mega-regions range in size from 5 million to more than <strong>10</strong>0 million people. They<br />
produce hundreds <strong>of</strong> billions - sometimes trillions <strong>of</strong> dollars - in economic output.<br />
They harness human creativity on a massive scale and are responsible for most <strong>of</strong><br />
the world’s scientific achievement and technological innovations.<br />
Cities have always been the natural economic units <strong>of</strong> the world. But during the<br />
past several decades, cities with central cores surrounded by rural villages and<br />
later by suburbs, have grown into mega-regions composed <strong>of</strong> two or more cityregions,<br />
such as Boston-New York-Washington corridor. Mega-regions are more<br />
than just a bigger version <strong>of</strong> a city. In the way that a city is composed <strong>of</strong> separate<br />
Mega-Region Population GDP2000 GDP2009 GDP2031<br />
1. Greater Tokyo 55 million people $2.5 trillion<br />
2. Boston New York Washington 54 million people $2.2 trillion<br />
3. Chicago to Pittsburgh 46 million people $1.6 trillion<br />
4. Amsterdam Brussels Twerp 60 million people $1.5 trillion<br />
5. Osaka Nagoya 36 million people $1.4 trillion<br />
6. London Leed Chester 50 million people $1.2 trillion<br />
7. Rome Milan Turin 48 million people $1.0 trillion<br />
8. Charlotte Atlanta 22 million people $730 billion<br />
9. Southern California 21 million people $7<strong>10</strong> billion<br />
<strong>10</strong>. Frankfurt Stuttgart 23 million people $630 billion<br />
The top twenty mega-regions in terms <strong>of</strong> economic activity account for <strong>10</strong> percent<br />
<strong>of</strong> the world’s population, 57% <strong>of</strong> economic activity, 76% <strong>of</strong> patented innovations,<br />
and 76% <strong>of</strong> the most-cited scientists. The Ontario Government, GTHA Region<br />
and <strong>Markham</strong> must develop a competitive transportation system that includes a<br />
high speed rail transit network, seamlessly integrating high density nodes where<br />
heavy rail crosses heavy rail, density around anchor transit hubs, and major transit<br />
interchange gateways, and other rail transit stops.<br />
neighbourhoods, a new natural economic unit is emerging that results from cityregions<br />
growing upward, becoming denser, and growing outward and into one<br />
another.<br />
The mega-regions <strong>of</strong> today perform functions that are somewhat similar to those<br />
performed by the great cities <strong>of</strong> the past --- massing together talent, productive<br />
capability, innovation, and markets. But mega-regions do so on a far larger scale.<br />
Cities now compete on a global terrain. That means that bigger and more competitive<br />
economic units -- mega regions -- have super ceded cities as the real engines <strong>of</strong><br />
the global economy.<br />
2000 - World’s top 20 Mega-Regions cited in Richard Florida’s – “Who’s Your City?”<br />
Mega-Region Population GDP2000 GDP2009 GDP2031<br />
<strong>11</strong>. Barcelona Lyon 25 million people $6<strong>10</strong> billion<br />
<strong>12</strong>. Toronto Buffalo Ottawa Montreal 22 million people $530 billion<br />
13. Seoul-San 46.1 million people $500 billion<br />
14. Northern California <strong>12</strong>.8 million people $470 billion<br />
15. Southern Florida 15.1 million people $430 billion<br />
16. Fuku-kyushu 18.5 million people $430 billion<br />
17. Paris 14.7 million people $380 billion<br />
18. Dallas-Austin <strong>10</strong>.4 million people $370 billion<br />
19. Houston-Orleans 9.7 million people $330 billion<br />
20. Mexico City 45.5 million people $290 billion<br />
In order to ensure that we have a competitive economy, we must have a competitive<br />
rail transit network. Metrolinx, the regions and the communities that have major<br />
transit hubs must do proper Transit Oriented Development planning to ensure<br />
the success <strong>of</strong> its portion <strong>of</strong> the rail transit network. We should be able to work<br />
where we want to work, live where we want to live and play where we want to play.<br />
Proper connectivity produces choice, not congestion.<br />
9
<strong>10</strong><br />
<strong>Markham</strong>: Located at the Center <strong>of</strong> the Greater Toronto Area
Population Projections: York Region and Surrounding Area<br />
Estimated Greater Toronto Area Hamilton (GTAH) Population<br />
Region 2009 2031 2050<br />
Toronto 2,700,000 3,250,000 3,700,000<br />
Hamilton 500,000 650,000 800,000<br />
Durham 650,000 900,000 1,250,000<br />
Halton 493,500 750,<strong>10</strong>0 1,150,000<br />
Peel 1,400,000 1,800,000 2,300,000<br />
York 1,016,000 1,650,000 2,300,000<br />
Total - GTA 6,759,500 9,000,000 <strong>11</strong>,500,000<br />
Other Regions Surrounding GTA Population<br />
Simcoe County 450,000 700,000 1,000,000<br />
City <strong>of</strong> Barrie 130,000 2<strong>10</strong>,000<br />
Grey County <strong>10</strong>4,063<br />
Durham County 200,425<br />
Wellington County 92,6<strong>12</strong> 97,676<br />
Region <strong>of</strong> Waterloo 539,000 750,500<br />
Oxford County <strong>10</strong>5,000<br />
Brant County 34,415<br />
Halimand County 48,000 56,000<br />
Region <strong>of</strong> Niagara 442,<strong>12</strong>1 545,<strong>10</strong>0<br />
Victoria County 76,000 <strong>10</strong>0,000<br />
Peterborough County 134,000 156,568<br />
Northumberland County 87,000<br />
York Region Top <strong>10</strong> Employers<br />
Rank Company Name Location Total Employees<br />
1 Magna International Inc. York Region 9,600<br />
2 IBM Canada Ltd. <strong>Markham</strong> 8,737<br />
3 American Express <strong>Markham</strong> 4,<strong>10</strong>0<br />
4 Canada’s Wonderland Vaughan 3,600<br />
5 AMD Technologies <strong>Markham</strong> 2,200<br />
6 CGI Information <strong>Markham</strong> 2,050<br />
7 United Parcel Services Ltd. Vaughan 1,900<br />
8 The Miller Group <strong>Markham</strong> 1,700<br />
9 The TD Financial Group <strong>Markham</strong> 1,630<br />
<strong>10</strong> Con Drain Co. (1983) Vaughan 1,600<br />
Municipalities in York Region 2001 Pop 2009 Pop Est 2031 Pop<br />
Aurora 41,595 52,274 70,400<br />
East Gwillimbury 21,197 23,235 88,000<br />
Georgina 40,979 46,889 70,700<br />
King 18,994 20,501 35,<strong>10</strong>0<br />
<strong>Markham</strong> 217,150 300,141 485,900<br />
Newmarket 68,<strong>11</strong>6 82,479 97,300<br />
Richmond Hill 137,857 185,444 277,800<br />
Vaughan 190,573 272,006 463,800<br />
Whitchurch-Stouffville 22,859 33,991 60,800<br />
York Region 759,320 1,016,960 1,650,400<br />
<strong>11</strong>
<strong>12</strong><br />
Mega-Region - Benchmarks for Success<br />
Legend<br />
Anchor Hub<br />
Urban Growth<br />
Centre<br />
Hamilton<br />
Milton<br />
Population Growth GTHA<br />
4 million people over the next 25 years<br />
8 million people over the next 50 years<br />
Year Expected World Population<br />
2008 6,500,000,000<br />
20<strong>10</strong> 6,900,000,000<br />
2031 8,400,000,000<br />
2050 9,500,000,000<br />
Georgetown<br />
407 Transitway Electrification Station<br />
Bolton<br />
MARKHAM<br />
Barrie<br />
North Richmond Hill<br />
Oshawa<br />
Peterborough<br />
• Seamless Integration and Connectivity between hubs<br />
• Equity in Geography in moving between regions/municipalities<br />
• Development/Intensification are drivers for aligning rail transit decisions<br />
Bus Rapid Transit does not change land use<br />
Rail Transit and density inextricably linked<br />
• Transit + Investment in a sustainable way<br />
( Integrating natural, built & socioeconomic environment)<br />
• Rail Transit Backbone Network • Solar/wind - electrification • (re-economy – re wealth)<br />
• Bus Rapid Transit • Fossil Fuel Based • (de-economy – de wealth)<br />
Uxbridge<br />
Brooklyn<br />
That the Government <strong>of</strong> Ontario through the Growth Secretariat undertake a<br />
comprehensive Transit Oriented Development study along the 407 corridor for the<br />
purpose <strong>of</strong> identifying the real development potential, to optimize ridership and<br />
based on the best high-speed rail transit network solutions being implemented<br />
(Utilizing 50 year and beyond horizon)<br />
Port Hope
Power <strong>of</strong> The Grid<br />
In 1954 the political leaders <strong>of</strong> the City <strong>of</strong> Toronto and the Province <strong>of</strong> Ontario recognized that<br />
Toronto was growing north along the Yonge Street corridor and built Canada’s first subway.<br />
During the past 50 years there have been many extensions to the Yonge Street Subway. The<br />
Provincial Environmental Assessment has been completed for the extension <strong>of</strong> the Yonge<br />
Street subway to Highway 7.<br />
The Province has recognized that the Greater Toronto Area is now growing at a much faster<br />
rate than in 1954; however the direction <strong>of</strong> growth is now east/west along the path <strong>of</strong> the<br />
Highway 407 from Hamilton/Kitchener to Oshawa. The Province has also recognized that<br />
population and jobs are greater in the suburbs than the City <strong>of</strong> Toronto. The automobile traffic<br />
in and out <strong>of</strong> the city is about equal at rush hour. Therefore, the Province has initiated the<br />
Environmental Assessment Process for the most important and vitally strategic transit system<br />
since 1954, a high speed separated rail transitway along the 407, joining all the radial lines<br />
(subways, GO Trains, light rail transit, buses and local systems) from the core <strong>of</strong> Toronto.<br />
This will allow people to take transit from their homes in Toronto to their Jobs in the cities and<br />
towns along the 407 corridor and vice versa.<br />
The current economic crisis and the reality <strong>of</strong> global climate change require us to work hard<br />
at getting the most out <strong>of</strong> our existing and planned infrastructure. Imagine boarding the 407<br />
Rapid Rail Transit Express. Imagine whisking through towns at speeds higher than 130-150<br />
kilometres an hour, walking only a few steps to other public transportation or ending up just<br />
blocks from your destination. Imagine what a great asset an integrated 407 high-speed rail<br />
transit system would be to our mega-region.<br />
City cores alone cannot handle the growing demand for urban living, leaving only one practical<br />
choice – urbanization <strong>of</strong> the suburbs.<br />
The systematic development <strong>of</strong> suburban sprawl was the big architectural project <strong>of</strong> the past<br />
50 years. The redevelopment <strong>of</strong> sprawl into more urban, more connected, more sustainable<br />
places is the big project for this century.<br />
It’s a simple idea which requires out <strong>of</strong> the box thinking. Then, there is the catch-22 <strong>of</strong> density,<br />
destinations and transit. Studies show that those willing to live in retr<strong>of</strong>itted suburbs want<br />
good high-speed rapid transit more than anything else. Without convenient high-speed transit<br />
and seamlessly integrated destination stops, it’s difficult to get buyers for condos or tenants<br />
to fill up apartments. But without density and destinations, it’s extremely hard to persuade<br />
government authorities to create the rail transit lines.<br />
Rail transit and density are inextricably linked. Any solution to this problem virtually requires<br />
an “if we build it, they will come” mentality. There’s evidence that this can work, most notably<br />
in Arlington County, Virginia, just outside Washington, District <strong>of</strong> Columbia. Decades ago,<br />
Arlington opted for rail stations along a faded and underused corridor <strong>of</strong> the county. This<br />
investment paid few dividends for many years. But development eventually took <strong>of</strong>f, and rail<br />
transit is the main reason. Unlike Arlington, the more than twenty four planned rail transit<br />
stops or the milk-run approach <strong>of</strong> more than 45 stops along the 407 corridor will direct where<br />
intensification will and should occur. Unlike Arlington, intensification will quickly happen.<br />
The connection ultimately drawn from “Retr<strong>of</strong>itting GTA’s Suburbia” is a bit paradoxical.<br />
Retr<strong>of</strong>its have to be really big to work. Piecemeal conversion tends to fade out before it can<br />
make a significant change in the life <strong>of</strong> a community. On the other hand, piecemeal conversion<br />
is pretty much where we are at this point. If we settle for this, we will not be able to build<br />
ourselves out <strong>of</strong> this situation.<br />
High-density integrated development and a rapid rail transit network are important tools in<br />
combating sprawl, climate change, and are key to achieving the critical mass that makes<br />
vital, walkable Transit Oriented Development communities possible.<br />
Approximately, 150,000 people move to the Greater Toronto Area each year. What is<br />
needed is to redirect some <strong>of</strong> that growth to the high speed 407 Rail Transitway corridor<br />
to help jump start the building <strong>of</strong> this critical and strategic piece <strong>of</strong> Transit infrastructure<br />
and thereby guaranteeing instant transit ridership success when the 407 Rail Transitway<br />
is completed. These fully integrated and complete communities need to be architected so<br />
as to accomplished an 75-85 percent modal split in flavor <strong>of</strong> rapid transit and lessen the<br />
dependency on the automobile. This will help reduce CO2 emission thereby reducing the<br />
carbon footprint and helping Canada and Ontario to attain our goals in lessening global<br />
warming and climate change challenges.<br />
The Ontario Government needs to bury the hydro lines to free up the lands for the building<br />
<strong>of</strong> high density transit dependence development within a one kilometre radius <strong>of</strong> these<br />
planned major 407 Transit nodes. The site densities have to be developed at a minimum <strong>of</strong><br />
700-<strong>10</strong>00 people or jobs per hectare.<br />
These major nodes need to be developed as destinations for <strong>of</strong>fice, commercial, jobs, retail,<br />
recreation, entertainment and residential.<br />
That is why we have developed <strong>Markham</strong> Live. It’s the right idea at the right time … we<br />
invite the private sector, federal and provincial governments to be a part <strong>of</strong> it.<br />
Running the GTA economy is complicated, so leaders seek simplicity. This is one reason<br />
they latch onto prepacked solutions that are easy to communicate. The problem with the<br />
Metrolinx plan is that it lacks vision, and a strategic direction. The Metrolinx plan is Lakeshore<br />
centric, City <strong>of</strong> Toronto centric and basically a Go-Transit connectivity and maintenance plan.<br />
Even the Places To Growth act doesn’t really address a strategic architecture blueprint and<br />
implementation strategic plan that addresses support for a rail transit spine. The next 20<br />
years the development industry could build approximately 5,000 - <strong>10</strong>,000 high-rise condo<br />
buildings within the GTA, but they probably will not solve the grid-lock challenge because they<br />
were not strategically situated in a transit environment.<br />
13
14<br />
High-Speed 407 Transitway - The Strategic Missing Link<br />
We need to take a balanced approach to rail-based mobility -<br />
from mass transit to regional to main-line services for people<br />
and goods.<br />
Mega-Cities & Urban Transportation:<br />
Especially critical to the economic success and the future <strong>of</strong><br />
urban centers is the rail transit spine network. The development<br />
<strong>of</strong> competitiveness, quality <strong>of</strong> life and environmental protection<br />
in urban areas is unachievable without a functioning mass rail<br />
transit service.<br />
We need to:<br />
• Connect congested urban areas<br />
• Make it easy for people to transfer to other attractive means <strong>of</strong><br />
transportation<br />
• Provide attractive services that <strong>of</strong>fer reliability and security in the<br />
vehicles, in the stations and on the lines.<br />
• Improve passenger information<br />
• Increase the transport capabilities and the availability <strong>of</strong> rail vehicles<br />
• Install fully automated systems that can adjust more flexibly to<br />
changing demand.<br />
• Need to create major rail 407 Transitway spine to grid up the rail transit<br />
network.<br />
• Need to redirect growth to the 407 Rail Transitway corridor to jump<br />
start the building <strong>of</strong> the most critical and strategic Transit infrastructure.<br />
Thereby guaranteeing instant transit ridership success when the 407<br />
Rail Transitway is completed in 5-7 years.<br />
• Need to design and build fully integrated complete communities to<br />
meet the requirement <strong>of</strong> an 80 - 90 percent modal split in flavor <strong>of</strong> rapid<br />
transit and therefore lessen the dependency on the automobile.<br />
Economic Generator:<br />
The 407 Transitway is a true economic generator for the<br />
Greater Toronto area if it is incorporated with the planning <strong>of</strong><br />
Transit Dependent Development around the major rail transit<br />
stops.<br />
During the next 50 years, it is estimated that the world population<br />
will increase by forty-six percent or 3 billion people; eight million<br />
more people will call the GTA mega-region home. More than<br />
84% <strong>of</strong> these people will settle within 15 kilometres on either<br />
side (green shaded area) <strong>of</strong> the proposed 407 transitway<br />
corridor from Oshawa to Hamilton rather than settling within the<br />
City <strong>of</strong> Toronto or along the Lakeshore corridor (pink shaded<br />
area) from Oshawa to Hamilton.<br />
It is estimated that the 407 corridor has approximately 1<br />
trillion dollars <strong>of</strong> economic development potential if the proper<br />
transit dependent development solution is designed, planned<br />
and implemented. If we continue down our present path <strong>of</strong><br />
connecting the northern part <strong>of</strong> the GTA with bus, it will be a<br />
fraction <strong>of</strong> its potential.<br />
Taking four years to do an environmental assessment for<br />
just 23 kilometres <strong>of</strong> 407 transitway and especially for bus is<br />
absurd. The 407 transitway should be designed for speed,<br />
operational efficiency and transit ridership convenience. The<br />
best route should be selected and engineered, then mitigate<br />
the environment. Need to think <strong>of</strong> burying hydro lines,<br />
building over the 407 Highway to bridge hostile interfaces and<br />
development compact, intense integrate communities around<br />
major transit nodes instead <strong>of</strong> marginalizing the province’s $8-<br />
15 billion investment in the 407 Transitway and the harm it<br />
could have on the GTA economy.<br />
The Premier get involved in the transformation <strong>of</strong><br />
the 407 Transitway Corridor<br />
Premier instruct all the ministries, agencies, crown corporations,<br />
407ETR and Hydro One to work together for the good <strong>of</strong> the GTA<br />
meg-region economy and premier police this initiative to ensure that<br />
this is happening on a on-going basis<br />
MTO, PIR, Finance, Metrolinx, Hydro One, 407ETR, Minister <strong>of</strong><br />
Environment, should become part <strong>of</strong> the Can Do Team versus being<br />
the Can’t Do Team<br />
Places to Grow - 407 Transitway Corridor will<br />
contribute Up to $1 trillion dollars in economic development<br />
opportunity, home for approximately 2 million people, 840 -800,000<br />
jobs, <strong>12</strong>5,000,000 square feet <strong>of</strong> <strong>of</strong>fice/commercial and 750,000-<br />
1,000,000 transit trips a day when fully build-out<br />
Eliminate 15 million tons <strong>of</strong> CO2 emissions a year with a savings <strong>of</strong><br />
$3,000,000,000 a year<br />
Help eliminate Gridlock with a savings <strong>of</strong> $<strong>10</strong>-15 billion dollars a year<br />
in lost productivity.<br />
Eliminate 350,000,000,000 vehicle miles travelled a year in the GTA,<br />
saving 42,<strong>12</strong>5,000,000 litres <strong>of</strong> fuel a year<br />
Reduces health care costs because less pollutants going into the<br />
atmosphere with an estimate savings <strong>of</strong> $2-3 billion a year<br />
TDD - 1,000,000 cars <strong>of</strong>f the road - An additional 1,000,000 people<br />
will be taking transit on a daily basis over time - as 407 corridor get<br />
build-out<br />
That the Government <strong>of</strong> Ontario through the Growth<br />
Secretariat undertake a comprehensive Transit Dependent<br />
Development (TDD) Corridor Study along the 407 corridor<br />
for the purpose <strong>of</strong> identifying the real development potential,<br />
to optimize transit ridership and design and based on the best<br />
high-speed rail transit network solution (utilizing a 50 year<br />
horizon and beyond).
407 High-Speed Rail Transitway - Strategic GTAH Economic Generator<br />
The 407 Transitway is the “economic engine” for the Greater Toronto Area/Hamilton (missing in the<br />
Metrolinx’s 15 year plan ... probably the most important <strong>of</strong> all the transit initiatives.<br />
<strong>Markham</strong>’s intensification and transportation objectives are as follows:<br />
• Reducing Gridlock<br />
• Comprehensive Transit and Land Use Planning “The Power <strong>of</strong> Place”<br />
• Improving the modal split “Smart Growth”<br />
• Private sector investment<br />
• Economic Growth<br />
• Initial evaluation track be installed between Cornell/<strong>Markham</strong> and Highway 403/407<br />
80 to 84% <strong>of</strong> the growth within the mega region over the next fifty years will occur within 15 km <strong>of</strong> the 407<br />
Transitway Corridor.<br />
407 Transitway is a high-speed grade separated (should be elevated and electrified) rail transit facility paralleling<br />
407 Highway.<br />
407 Transitway extends from Burlington to Oshawa – 140-160 km<br />
Central Section - Highway 403/407 to <strong>Markham</strong> Road 71 km 29 Stations $3.85 Billion<br />
East Partial Section - <strong>Markham</strong> Road to Brock Road <strong>11</strong> km 4 Stations $0.45 Billion<br />
East Completion - Brock Road to Regional Road 34 28 km 9 Stations $1.04 Billion<br />
West Section - Freeman Interchange to Hwy 403/407 30 km 7 Stations $1.35 Billion<br />
Rail/Electrify – approximately – <strong>10</strong> million per km<br />
• MTO/Go-Transit 407 Transitway<br />
140km<br />
160km<br />
30+Stations<br />
$1.40 Billion<br />
$8 - 15 Billion<br />
First Section to be completed <strong>of</strong> 407 Transitway<br />
Vaughan Corporate Centre to <strong>Markham</strong> Centre 23km 7 Stations $1.40 Billion<br />
Rail and Electrification/ $<strong>10</strong> million per km 23km $.230 billion<br />
Total $1.630 billion<br />
99% <strong>of</strong> 407 Transitway Lands are in public ownership<br />
Dedicated Funding for 8-<strong>10</strong> Year construction – approximately $1.3 billion per year<br />
Planned stops – 1st phrase <strong>of</strong> 407 transitway<br />
1. Jane Street<br />
2. Go-Barrie – Bradford Line<br />
3. Bathurst Street<br />
4. Yonge Street – Richmond Hill/Langstaff<br />
5. Leslie Street – LRT<br />
6. Woodbine Avenue/Rodick Road<br />
7. Kennedy Road (<strong>Markham</strong> Centre)<br />
7 Go Lines cross the 407 Transitway ( 2 are new)<br />
1. Georgetown Go-Transit Line<br />
2. Milton Go-Transit Line<br />
3. Bolton (new) Go-Transit Line<br />
4. Bradford (Barrie/Newmarket) Go-Transit Line<br />
5. Richmond Hill/Langstaff Go-Transit Line<br />
6. Stouffville Line (<strong>Markham</strong> Centre) Go-Transit Line<br />
7. Havelock -Peterborough, <strong>Markham</strong>’s Cornell) Go-Transit Line (new)<br />
Two subway lines (Yonge & Spadina) will cross the 407 Transitway<br />
Three LRT Lines will cross 407 Transitway (Don Mills Road, Jane Street and Hurontario Street)<br />
That the Expert Panel prepare a methodology for Expressions <strong>of</strong> Interest to Design, Build, Finance,<br />
Administrate and Operate the 407 Transitway for a 50 years and beyond timeframe and,<br />
That the Expression on Interest include consideration <strong>of</strong>:<br />
• Design the 407 Transitway for maximum speed/efficiency and then mitigate for the environment<br />
• Local - Oshawa to Burlington - 200 kilometers an hour<br />
• Express - Montreal-Toronto-Windsor - 400-500 kilometers an hour<br />
• Options that could include an elevated track<br />
• Station located that generally be not less than 4 kilometers apart<br />
• Major anchor hubs that incorporate Transit Oriented Development<br />
• That the railbed be as direct as possible and not incorporate Texas T<br />
• Engineering the most direct route and then mitigate the environment<br />
• That the railbed shall be environmentally friendly and practical<br />
• Buses come to trains, not trains going to buses<br />
• The 407 Transitway being the highest order <strong>of</strong> transit and generally remain in the 407 right-<strong>of</strong> way<br />
• Electrified 407 Transitway (renewable energy based)<br />
• Evaluate building 407 Transitway stations on top <strong>of</strong> the ETR 407<br />
• The 407 Transitway Design options integrate with the Windsor/Montreal high-speed train<br />
That the Environmental assessment should be based on a transit solution that extends 50 years and<br />
beyond. That an initial transitway be installed between Cornell/<strong>Markham</strong> and Highway 403/407.<br />
15
16<br />
407 Transitway - The Green Economy Express<br />
Cost <strong>of</strong> Gridlock<br />
The cities <strong>of</strong> the world are being overwhelmed by traffic. From Paris to Jakarta, urban residents and<br />
commuters are confronting traffic conditions that are becoming increasingly unbearable. The average<br />
speeds <strong>of</strong> road travel in many cities aren’t much greater today than they were in the days <strong>of</strong> horse<br />
drawn vehicles <strong>of</strong> the 19th century. For hours each day, many motorways and main thoroughfares<br />
resemble car parks more than roadways.<br />
Without radical reforms, this situation will only get worse. In the GTA, for instance, it is forecast that<br />
gridlock will rise 188 percent on urban roads by 2014.<br />
Congestion imposes huge costs on the economy. These costs include unpredictable travel times,<br />
environmental damage, property damage, stress, delays, lost production and lost jobs to other<br />
world jurisdictions. Congestion in the GTHA has an estimated economic cost in excess <strong>of</strong> $6 billion<br />
annually.<br />
Global Warming/Climate Change<br />
Climate change is caused by the emission <strong>of</strong> heat-trapping gases – mostly carbon dioxide (CO2)<br />
– from vehicles, industry, power plants and deforestation. As these gases build up, they act like a<br />
thick blanket, overheating the planet, changing our climate, and threatening our health, economy and<br />
natural environment.<br />
If we can give residents greater choice among energy-efficient and environmentally friendly travel<br />
options, we can make the transportation system more effective in the face <strong>of</strong> climate and energy<br />
risks while also moving closer to other social, economic and environmental goals. It is estimated<br />
that <strong>10</strong>-15 million tonnes (Carbon tax <strong>of</strong> $200 a ton) <strong>of</strong> CO2 emissions can be eliminated from going<br />
into our atmosphere each year – savings in excess <strong>of</strong> $3 billion a year (assuming a carbon tax).<br />
Transportation plans must also address unpredictable challenges related to the global environment.<br />
It likely seems that national and international efforts to reduce fossil fuel use will eventually require<br />
the adoption <strong>of</strong> more energy-efficient transportation patterns across the GTA. Significant emission<br />
reductions would require major changes in transportation behaviour.<br />
Ideally, decisions on transportation projects should take into account the total costs, energy consumption<br />
and emissions for these projects over their entire life cycle.<br />
GTHA’s 407 Rapid (Rail) Transitway - “economic gold” - Creates a level playing field<br />
• High-speed, fully grade-separated, intelligence transportation systems (ideally elevated & electrified) on a<br />
separate right-<strong>of</strong>-way paralleling Highway 407<br />
• Transitway extends from Burlington to Oshawa – 140km - 35+stations, park & ride & transit interface facilities<br />
• Our rail transit network, nodes and development must be planned to achieve a 60-80% modal split<br />
• Seven Go-Transit Lines will interface and cross the 407 Transitway<br />
• Two subway lines (Yonge & Spadina) will interface and cross with 407 Transitway<br />
• Three LRT Lines will interface and cross 407 Transitway (Don Mills Road, Jane Street and Hurontario Street)<br />
• 99% <strong>of</strong> Transit Lands are in public ownership<br />
• Plan Transit Dependent Development (TOD) Land use to your maximum transit system not to your road capacity<br />
• Rail transit networks changes land use, buses do not<br />
• Plan for average speeds <strong>of</strong> 130-200km for local and 300-500km an hour for high-speed long distance<br />
• Flexibility in design, transit system should be automated/ programmed to ridership needs<br />
• Keep high speed rail transit lines straight - use branches instead <strong>of</strong> circuitous routes<br />
• Create wide route spacing - lower construction costs, higher service frequency and longer access distance<br />
Gridlock cost GTHA economy approx $5-<strong>10</strong> billion a Year<br />
Eliminate 15 million tonnes <strong>of</strong> CO2 Emissions a year with<br />
savings in $3 billion a year<br />
Climate Change – End <strong>of</strong> Peak Oil - It could go to $500 a<br />
barrel in 20 years. So why install fossil fuel based systems?<br />
Environment<br />
Global Warming<br />
Climate Change<br />
End <strong>of</strong> Peak Oil<br />
Greenhouse Gas (CO2) Emission<br />
Health Care Costs because <strong>of</strong> bad air 2.2 billion yearly<br />
Economy<br />
Jobs<br />
Competitiveness<br />
Transit Oriented Development<br />
Cost <strong>of</strong> Gridlock<br />
Insurance Costs<br />
Productivity<br />
People<br />
Quality <strong>of</strong> Life<br />
Travel Time<br />
Health <strong>of</strong> Citizens<br />
Urban Centres<br />
Safety/Security<br />
Cost <strong>of</strong> Ownership<br />
LRT versus BRT*<br />
<strong>10</strong>0+ years Infrastructure<br />
Eliminate need for road widening<br />
Eliminate need for new roads<br />
Investment versus costs<br />
Rail Network & Stations Seamlessly Integrated<br />
Return on Investment<br />
Parking Lots<br />
GTA Green Transit Express Business Case<br />
Rapid Rail Transit versus Bus Rapid Transit*<br />
Return on Investment – 25 Year Plan<br />
In excess <strong>of</strong> <strong>10</strong> Billion a Year Savings for<br />
GTA Economy<br />
This is not a technical problem<br />
This is an economic problem
Integrating High Speed Rail Transit System with Transit Oriented Development<br />
Power <strong>of</strong> Seamless Integration: Light Rail/Subway moves <strong>10</strong>,000 to<br />
90,000 people per hour in both directions. Need 7 - 30 Trains an hour<br />
in each direction.<br />
407 Transitway plus GO-Transit Lines integrated into Transit City. This<br />
would eliminate the need for 50 lanes <strong>of</strong> highway, region and local<br />
Roads because transit use would increase <strong>10</strong> fold.<br />
Transit Oriented Development (TOD) eliminates the need to develop<br />
thousands <strong>of</strong> acres <strong>of</strong> farmland. We need to plan, develop and<br />
implement intensification around major rail transit nodes.<br />
TOD Langstaff 15,000 units 16,000 jobs 47 ha<br />
Auto-Oriented Queensville<br />
Development<br />
<strong>10</strong>,000 units 14,000 jobs 1,187 ha<br />
Light Rail/Yonge Subway – eliminates the need to build 26 lanes <strong>of</strong> highway<br />
The “Power <strong>of</strong> the Grid” <strong>of</strong>fers more flexibility, ridership capacity, line load<br />
balancing, redundancy and travel alternatives for the average transit riders.<br />
It allows the service providers to design, implement and operate a more<br />
efficient automated rail transit network.<br />
The network above is lopsided and basically services the downtown<br />
Toronto central business district. It encourages building more <strong>of</strong>fice<br />
towers downtown and adding more G0 Trains to service the central core.<br />
Approximately 3.5 plus million people today live within 15 kilometers <strong>of</strong> the<br />
proposed 407 Transitway while 3 million people live along the Lakeshore<br />
line. The dark blue line going east west is the 407 Transitway. The Federal/<br />
Ontario Government must start today to build the 407 Transitway to create a<br />
more balanced high-speed rail transit network and a level playing field for a<br />
competitive GTA mega-region.<br />
Nine GO-Transit lines serve the Union Station hub plus the 130km<br />
Lakeshore G0 Line from Hamilton to Oshawa. Seven <strong>of</strong> these Go-lines fan<br />
out from Union Station across the northern part <strong>of</strong> the GTA and cross the<br />
proposed 407 Transitway. Also, the Yonge/Spadina subway lines and 3 LRT<br />
transit lines will also interface and cross the proposed 407 Transitway.<br />
During the next 50 years, immigration will add approximately 8 million more<br />
people to the GTA population. Eighty-four percent <strong>of</strong> these people will<br />
settle within the 407 Transitway corridor. The current proposed method <strong>of</strong><br />
interconnecting all these rail transit options going north and south from an east<br />
west perspective is by bus. It doesn’t help when the 407 Transitway ridership<br />
modelling exercise was done using outdated <strong>of</strong>ficial plan population numbers.<br />
It is very important that the province does a Transit Oriented Development<br />
study for the 407 Transitway and use these numbers.<br />
This represents very poor planning for sustaining a competitive GTA megaregion.<br />
Within 3-5 years <strong>of</strong> completion <strong>of</strong> the 407 Transitway will surpass the<br />
Lakeshore line’s daily transit ridership.<br />
Transit Oriented Development (TOD is the exciting fast-growing trend<br />
in creating vibrant, livable communities. It creates compact, walkable<br />
communities centred around high quality train/subway systems. This makes<br />
it possible to live a higher quality <strong>of</strong> life without complete dependence on a<br />
car for mobility and survival.<br />
Factors Driving the Trend toward TOD.<br />
• Rapidly growing, mind-numbing traffic congestion<br />
• Distaste for suburbia and fry-pit strip development<br />
• Growing desire for quality urban lifestyle and<br />
• For more walkable lifestyles away from traffic<br />
• Change in family structures: more singles, empty-nesters<br />
• National support for smart growth<br />
Components <strong>of</strong> TOD<br />
• Walkable design with the pedestrian as the priority<br />
• Train/Subway Station as prominent feature <strong>of</strong> the area<br />
• A regional node containing in close proximity: <strong>of</strong>fice, residential, retail,<br />
and civic uses<br />
• High-density, high-quality development within <strong>10</strong>-minute walk circle<br />
surrounding train/subway station<br />
• Collector support transit systems including streetcar, light rail, and buses<br />
• Designed to include the easy use <strong>of</strong> bicycles, scooters, and rollerblades<br />
as daily support transportation systems<br />
• Reduced and managed parking inside <strong>10</strong>-minute walk circle around transit<br />
centre/ train/subway station<br />
Benefits<br />
• Higher quality <strong>of</strong> life<br />
• Better places to live, work and play<br />
• Greater mobility with ease <strong>of</strong> moving around<br />
• Increased transit ridership<br />
• Reduced traffic congestion and driving<br />
• Reduced car accidents and injuries<br />
• Reduced household spending on transportation, resulting in more<br />
affordable housing<br />
• Healthier lifestyle with more walking and less stress<br />
• Higher, more stable property values<br />
• Increased foot traffic and customers for area businesses<br />
• Greatly reduced dependence on foreign oil<br />
• Greatly reduced pollution and environment destruction<br />
• Reduced incentive to sprawl; increased incentive for compact development<br />
• Less expensive than building roads and sprawl<br />
• Enhanced ability to maintain economic competitiveness<br />
17
18<br />
Update map to come<br />
Roger Burelle
<strong>Markham</strong> – The Power <strong>of</strong> Place<br />
Location: <strong>Markham</strong> is 20 minutes from the shores <strong>of</strong> Lake Ontario, one <strong>of</strong> the five Great<br />
Lakes. Our location and geography play a key role in our economic success. <strong>Markham</strong> is<br />
less than a day’s drive from more than 135 million customers in Canada and the United<br />
States. With the North American Free Trade Agreement facilitating access, <strong>Markham</strong> and<br />
the Greater Toronto Area are a major gateway to the entire continent for trade and tourism<br />
– a market <strong>of</strong> more than 440 million people, with a combined GDP <strong>of</strong> more than $16 trillion.<br />
<strong>Markham</strong>, strategically located in the Greater Toronto Area, one <strong>of</strong> the fastest growing<br />
municipalities in Canada with more than 300,000 people; 400 corporate head <strong>of</strong>fices<br />
and 900 high tech/life science companies are located here. Some 31,000 people, or<br />
almost a quarter <strong>of</strong> <strong>Markham</strong>’s total employment <strong>of</strong> 137,000 jobs, work in these two<br />
sectors. High quality facilities, a highly educated and diverse work force, and probusiness<br />
environment are among the attributes that attract world-renowned corporations<br />
to <strong>Markham</strong>.<br />
<strong>Markham</strong> is Canada’s High Tech Capital leader in information and communications<br />
technologies, biotechnology, culture and entertainment, and financial services. We are<br />
poised for tremendous growth in the future.<br />
Diversity: One <strong>of</strong> <strong>Markham</strong>’s strengths is the diversity <strong>of</strong> our population. People from<br />
every part <strong>of</strong> the world call <strong>Markham</strong> home; as an example, 30% <strong>of</strong> our population is<br />
Chinese origin. This diversity plays to our economic strength, because <strong>of</strong> the access<br />
we have a broad range <strong>of</strong> ideas and innovations. As a result, <strong>Markham</strong> is becoming a<br />
centre for creative industries, making us a hub for everything from medical devices to<br />
s<strong>of</strong>tware development to multimedia.<br />
<strong>Markham</strong>’s diversified economy is comprised <strong>of</strong> a number <strong>of</strong> important sectors. With<br />
approximately 900 high technology companies, <strong>Markham</strong> is a centre for Information<br />
Technology, Life Sciences, headquarters, and screen-based industries. The new<br />
National Centre for Medical Device Development is the latest example <strong>of</strong> leadership<br />
in knowledge-based business and industry. <strong>Markham</strong> is home to several Fortune 500<br />
companies including the Canadian headquarters <strong>of</strong> IBM, AMD, Apple, Motorola, Phillips,<br />
Sun Microsystems, American Express, and Johnson & Johnson. We are also home to<br />
renowned ICT companies such as Huawei Technologies and CGI.<br />
Business_Climate: Our global business community is fully engaged in the knowledgebased<br />
economy. Our traditional focus on Information/Communication Technologies<br />
ICT and Life Sciences has evolved to include: Finance/Insurance; Design and Infotech/<br />
Culture/Entertainment. <strong>Markham</strong> is focusing on research, innovation and successful<br />
commercialization as they are the new foundations <strong>of</strong> prosperity.<br />
Each <strong>of</strong> our leading economic sectors from biotechnology to information technology,<br />
from culture and entertainment to financial services, relies upon the talent and skills<br />
<strong>of</strong> our well-educated labour force. Approximately 60 percent <strong>of</strong> <strong>Markham</strong> residents<br />
possess a post-secondary education. Compared with other parts <strong>of</strong> the GTA and<br />
Canada, <strong>Markham</strong> has the highest number <strong>of</strong> residents with a university education.<br />
Recent immigrants to <strong>Markham</strong> have comparable education levels to non-immigrants.<br />
The region’s five universities and six colleges make initial training and regular upgrading<br />
convenient and accessible for <strong>Markham</strong>’s work force.<br />
The <strong>Town</strong> <strong>of</strong> <strong>Markham</strong> makes it a priority to ensure businesses have what they need to<br />
grow and prosper. We continue to be serious about doing business.<br />
International_Investment,_Transit_Links_and_Market_Reach: <strong>Markham</strong> is<br />
strategically located at the intersection <strong>of</strong> Ontario’s major transportation and transit<br />
links. The Province <strong>of</strong> Ontario’s transportation and transit planner – Metrolinx -- has<br />
identified <strong>Markham</strong>’s three major transit hubs as Langstaff, <strong>Markham</strong> Centre, Cornell<br />
Havelock.<br />
Rapid transit improvements and a completely integrated transit development will put<br />
<strong>Markham</strong> at the centre <strong>of</strong> our emerging mega-region. More than 1.4 million residents<br />
within 15 kilo meters <strong>of</strong> <strong>Markham</strong>, more than 4.0 million residents within 30 kilometres<br />
and 5.5 million residents within 50 kilometres <strong>of</strong> the town.<br />
<strong>Markham</strong>’s_Vision_for_ the_Future: <strong>Markham</strong> is positioning itself for a worldclass<br />
sports, entertainment, <strong>of</strong>fice and world class retail complex unlike anything else<br />
in Canada. The vision incorporates: five-star hotels, convention centre, performing arts<br />
centre, class A <strong>of</strong>fice commercial, residential, a world-class sports and entertainment<br />
complex, pr<strong>of</strong>essional (NHL) arena and a premier retail shopping centre on top <strong>of</strong> an<br />
integrated Metrolinx transit hub.<br />
19
20<br />
<strong>Markham</strong>’s Fields <strong>of</strong> Green
Vision – <strong>Markham</strong>’s Fields <strong>of</strong> Green<br />
<strong>Markham</strong> Live showcases a broad range <strong>of</strong> leading-edge and innovative ‘green’ initiatives that<br />
benefit the environment, including improved sustainability in community design and practices<br />
to achieve ecological biodiversity. Strategies that maintain and improve watershed health and<br />
resilience within the context <strong>of</strong> climate change and urban intensification are at the core <strong>of</strong><br />
<strong>Markham</strong> Live.<br />
The Rouge River Valley is the green spine that connects <strong>Markham</strong>’s greenways and communitywide<br />
trails network. The parks system includes the existing Milne Park and a series <strong>of</strong> new<br />
public open spaces for <strong>Markham</strong>’s outdoor recreation facilities. Public urban spaces and<br />
natural greenspaces are the setting for the urban parts <strong>of</strong> our community.<br />
This ‘green’ framework covers a broad range <strong>of</strong> sustainable themes including:<br />
Clean Healthy Environment:<br />
We are developing a connected greenspace system by restoring the Rouge River watershed<br />
with a range <strong>of</strong> public open space amenities woven through the community.<br />
Our objectives are to:<br />
• Reduce greenhouse gas emission<br />
• Achieve zero-carbon goals<br />
• Increase use <strong>of</strong> renewable and district energy<br />
• Build green ro<strong>of</strong>s<br />
• Green the public realm<br />
• Encourage urban agriculture<br />
• Manage wet weather flow<br />
Vibrant Stronger Communities:<br />
We encourage a complete community with local jobs, local food and services, inclusive social/<br />
cultural interaction, improved recreation space and the engagement <strong>of</strong> the public in shaping<br />
the community.<br />
Cultural Awareness and Activities:<br />
We focus on collective and individual heritage, on site public art, aesthetic qualities <strong>of</strong> buildings<br />
and landscape.<br />
Enhanced Economic Activity:<br />
The planning for <strong>Markham</strong> Live underscores the need for improved sustainability in community<br />
design and improved practices to achieve a healthier and more resilient built environment.<br />
We can raise ecological awareness and implement greening projects as part <strong>of</strong> <strong>Markham</strong><br />
Live by:<br />
• Improving the ecosystem <strong>of</strong> the Rouge River and other natural heritage features<br />
• Expanding the urban forest canopy<br />
• Creating ‘complete streets’<br />
• Providing a contiguous trails system beyond <strong>Markham</strong> Centre<br />
• Providing walking access to parks and urban squares<br />
• Enhancing existing parks and expanding programming<br />
• Integrating storm water management to contribute to the public realm<br />
• Creating a network <strong>of</strong> safe, walkable, pleasing streetscapes<br />
21
The Rail Network is the Economy<br />
Transportation<br />
Mode<br />
Capacity<br />
People<br />
Average<br />
Speed<br />
Cost per<br />
Vehicle<br />
Life<br />
Cycle<br />
Bus 20-70 <strong>10</strong>-<strong>12</strong>km $700,000 <strong>12</strong>yrs<br />
BRT (VIVA) 50-70 18-24km $850-1.5m <strong>12</strong>yrs<br />
LRT <strong>10</strong>0-400 18-24km $7m per car 40yrs<br />
Subway Trains <strong>12</strong>00-1500 30-32km $17-24m 40yrs<br />
GO Transit Trains 3000-3600 40-50km $60m 40yrs<br />
Lakeshore GO 3000-3600 60-<strong>10</strong>0km $2-3m 40yrs<br />
407 Transitway 1500-3600 <strong>12</strong>0-200km $2-3m 40yrs<br />
Vial Rail - M-T-W 1600-3000 270-450km $2-3m 40yrs<br />
M- Milton Go-Transit<br />
G - Georgetown Go-Transit<br />
B - Proposed Bolton Go-Transit<br />
BB - Bradford/Barrie Go-Transit<br />
RH - Richmond Hill Go-Transit<br />
U - Uxbridge Go-Transit<br />
H - Peterborough - Havelock Go-Transit<br />
B - Bloor Subway Line<br />
Y - Yonge Subway Line<br />
S - Spadina Subway Line<br />
H - Hurontario Light Rail Transit<br />
J - Jane Light Rail Transit<br />
DM - Don Mills Light Rail Transit<br />
LS - Lakeshore GO-Transit<br />
407 - 407 Transitway<br />
Via - Montreal-Toronto-Windsor<br />
G<br />
M<br />
Georgetown<br />
1<br />
2<br />
3<br />
H<br />
B<br />
Vaughan<br />
4<br />
Barrie<br />
BB<br />
5<br />
J<br />
6<br />
U<br />
S<br />
7<br />
Y<br />
RH<br />
8<br />
Langstaff<br />
Richmond Hill<br />
DM<br />
B<br />
<strong>Markham</strong><br />
9<br />
Cornell<br />
LS<br />
P<br />
<strong>10</strong> <strong>11</strong><br />
Seaton<br />
Uxbridge<br />
U<br />
407<br />
Brooklin<br />
<strong>12</strong><br />
Anchor Hubs/407 Units Population<br />
Port Hope<br />
Commercial SF Jobs<br />
1<br />
Milton Go-Transit/403/407 20,000 35,000 2,000,000 <strong>10</strong>,000<br />
2<br />
Brampton - Hurontario LRT 20,000 35,000 2,000,000 <strong>10</strong>,000<br />
3<br />
Georgetown Go-Transit/407 20,000 35,000 2,000,000 <strong>10</strong>,000<br />
4<br />
Bolton Go-Transit/407 20,000 35,000 2,000,000 <strong>10</strong>,000<br />
5<br />
5<br />
Vaughan Corporate Centre/407 40,000 <strong>10</strong>0,000 20,000,000 50,000<br />
6<br />
6<br />
Bradford Go-Line/407 20,000 35,000 2,000,000 <strong>10</strong>,000<br />
7<br />
7<br />
Langstaff Richmond Hill 25,000 70,000 <strong>10</strong>,000,000 40,000<br />
8<br />
8<br />
<strong>Markham</strong> Centre 30,000 80,000 15,000,000 50,000<br />
9<br />
9<br />
Cornell Centre 15,000 35,000 2,000,000 <strong>10</strong>,000<br />
<strong>10</strong> Seaton 35,000 75,000 5,000,000 35,000<br />
<strong>10</strong><br />
<strong>11</strong> Duffin Heights <strong>10</strong>,000 25,000 2,000,000 <strong>10</strong>,000<br />
<strong>11</strong><br />
<strong>12</strong> Brooklin <strong>10</strong>,000 25,000 2,000,000 <strong>10</strong>,000<br />
<strong>12</strong><br />
Total 215,000 585,000 66,000,000 255,000<br />
23
24<br />
Anchor Hubs in <strong>Markham</strong> - The Metrolinx Model<br />
Langstaff/Richmond Hill Gateway - Study done by Peter Calthorpe<br />
Richmond Hill<br />
Aurora Road<br />
Vandorf<br />
Bloomington Road<br />
Stouffville Road<br />
Elgin Mills<br />
Major Mackenzie<br />
16th Avenue<br />
Langstaff/Richmond Hill Gateway<br />
John Street<br />
Steeles Ave - <strong>Markham</strong>/Toronto - Steeles Bus Rapid Transit<br />
Toronto<br />
Link with all Transit City (East/West) TTC Rail Transit Lines<br />
<strong>Markham</strong> Centre Gateway - Study done by Andres Duany - <strong>Markham</strong><br />
- <strong>Markham</strong> Live Study by Peter Calthorpe<br />
Uxbridge<br />
Stouffville<br />
<strong>Markham</strong><br />
Bur Oak<br />
Main Street <strong>Markham</strong><br />
Centennial<br />
<strong>Markham</strong> Centre<br />
Steeles - <strong>Markham</strong> Village/Splendid China<br />
Toronto<br />
Link with all Transit City (East/West) TTC Rail Transit Lines<br />
Havelock Cornell Gateway - Study approved by Council - to be done yet<br />
Peterborough<br />
Pickering Airport<br />
Seaton<br />
<strong>Markham</strong><br />
Cornell/Havelock Gateway<br />
Steeles / Havelock<br />
Toronto<br />
Link with all Transit City (East/West) TTC Rail Transit Lines
Langstaff/Richmond Hill Anchor Hub Massing Plan<br />
The Langstaff Gateway Site has been identified as a critical urban infill redevelopment site, with<br />
ramifications far beyond the Greater Toronto Area. Designated a major regional centre and a major<br />
anchor mobility hub, it is a key connection point between north and south York Region and a<br />
gateway to both <strong>Markham</strong> and Richmond Hill, two <strong>of</strong> the region’s largest municipalities.<br />
The Langstaff Site enjoys an unprecedented level <strong>of</strong> planned and existing transit service. Locating<br />
people, jobs and other amenities here will increase transit ridership; decrease dependency on cars,<br />
roads and parking; and create a more even jobs-housing balance. It will provide the larger community<br />
with access to the Langstaff Site: a new, pedestrian-oriented neighbourhood <strong>of</strong> jobs, shops, schools,<br />
open space, and community services, linked by walkable streets, public transit, and bike paths. The<br />
vibrant mix <strong>of</strong> uses will help people to accomplish daily tasks by foot, bicycle, or transit, as well as<br />
by car.<br />
The west (Langstaff TTC Subway station) and east (GO Train platform and Richmond Hill Transit<br />
Terminal) transit nodes are the primary hubs <strong>of</strong> activity for the community. The greatest densities <strong>of</strong><br />
retail, high-rise residential, and <strong>of</strong>fice are around these transit-rich areas.<br />
Fully 25 percent <strong>of</strong> the 48 hectares site is publicly accessible open space; 15 percent is parkland.<br />
The site is connected east to west with a linear open space network <strong>of</strong> public parks and plazas.<br />
Mixed-use buildings with ground floor community-oriented uses face the central open space spine.<br />
This Transit Dependent Development (TOD) will demonstrate, to North America and the world,<br />
that combining targeted residential densities with integrated transit infrastructure in a mixed-use,<br />
ecologically designed community will lead to dramatic reductions in the environmental footprint<br />
<strong>of</strong> urban development. Residential density is the critical ingredient for a true quantum leap<br />
in sustainability. Only at larger increments <strong>of</strong> development are resource-efficient systems like<br />
cogeneration, anaerobic digesters and personal rapid transit (PRT) systems viable and effective.<br />
Only a significant concentrated residential population can support the shops, <strong>of</strong>fices, and civic<br />
services that make a community balanced and livable.<br />
The Last Mile Problem: Personal Rapid Transit is a concept that provides direct point-to-point,<br />
demand-responsive transit service to individuals and small parties. An automated control systems<br />
routes small vehicles along a grade-separated guideway system allowing passengers to reach<br />
a selected destination. Similar to automated guided transit (AGT), intervals between vehicles<br />
are very short. Ultra (Urban Light Transit) System is an electric, battery-powered, <strong>10</strong>0-miles per<br />
gallon equivalent, elevated personal rapid transit (PRT)system with many 5-person vehicles.<br />
First “revenue service” for the Ultra system is scheduled for London Heathrow Airport in Q4<br />
2009, to serve Heathrow’s new Terminal 5. Working as circulator transit for <strong>of</strong>fice parks, airports,<br />
universities, and other major activity centers, Ultra is faster than a car. In these applications, Ultra<br />
makes carpooling and transit more effective, by solving the “last mile problem.”<br />
25
26<br />
<strong>Markham</strong>’s New Downtown<br />
<strong>Markham</strong>’s New Downtown is under Construction<br />
<strong>Markham</strong> Centre, occupying approximately 1,000 acres, bounded by Rodick Road and Kennedy Road, and Highway 7 East and<br />
Highway 407, is the <strong>Town</strong>’s new city centre. The site is designated a major regional centre and a major anchor mobility hub, a key<br />
connection between Uxbridge in the north and Toronto’s Union Station in the south, and gateway for east and west traffic on the 407<br />
Transitway.<br />
A host <strong>of</strong> challenges and opportunities face the 21st century city builders. While each urban area is a cohesive network, it is<br />
also one node in a comprehensive network <strong>of</strong> global cities. <strong>Markham</strong> is committed to reshaping the urban future according<br />
to uncompromising environmental principles. We seek to design node that process, as part <strong>of</strong> their design DNA, a transitcentric<br />
density, a thriving, culturally distinctive environment, a secure infrastructure and sensible settlement patterns that enable<br />
sustainable growth.<br />
<strong>Markham</strong> Center is designed according to carefully developed principles addressing quality <strong>of</strong> life and quality <strong>of</strong> place. Quality <strong>of</strong><br />
place depends on the adoption <strong>of</strong> flexible planning frameworks that are scalable and adaptable over time, while incorporation <strong>of</strong><br />
natural features and smart infrastructure can yield environmentally sound development. Along with environmental sustainability<br />
and flexible planning in city building, we must understand the human scale <strong>of</strong> development and contribute to the creation <strong>of</strong><br />
pedestrian orient areas imbued with the vitality that characterize all great places.<br />
“A great city anywhere in the world should be beautiful, culturally rich and generally<br />
shining with the human energy that courses through its street and public places”.<br />
There will be space for congregation, celebration, work and commerce, as well as space for repose and retreat. <strong>Markham</strong> Live<br />
will be designed and build to be a source <strong>of</strong> pride for its residents and <strong>of</strong>fer a sense <strong>of</strong> wonder and comfort for visitors and resident<br />
alike.<br />
The design criteria for <strong>Markham</strong> Live:<br />
Restore the land and natural setting<br />
Establish an economically viable plan that can be sustained for future generations<br />
Create a new generation <strong>of</strong> unique, dynamic neighborhoods<br />
Define walkable neighborhoods with easy access to schools, churches and community services<br />
Explore small, pedestrian friendly blocks that allow for a variety <strong>of</strong> uses and building types<br />
Develop a strong relationship between all neighbourhoods<br />
Integrate new neighbourhoods with established communities<br />
Allow for a broad range <strong>of</strong> housing types<br />
Provide new amenities and resources for residents and the larger community<br />
Design streets that are green and walkable<br />
Explore alternative transit modes<br />
Build a new generation <strong>of</strong> neighbourhood parks<br />
Create exciting centers for entertainment, shopping and living<br />
Create centers for continued learning and discovery<br />
Provide space for play<br />
Employ energy efficiency in everything we do<br />
Respond to the local climate<br />
Understand additional benefits to the community and the region<br />
Respect the heritage and spirit <strong>of</strong> place<br />
These point, among others, will allow millennium cities to become a means for billions <strong>of</strong> people to live in harmony with<br />
the environment on this earth. <strong>Markham</strong>’s goal is nothing less than to find the clear path to what we believe is the 21st<br />
century urban destiny.
Cornell Havelock <strong>Markham</strong>’s Eastern Gateway<br />
• Metrolinx and the <strong>Town</strong> <strong>of</strong> <strong>Markham</strong> have identified a third Mobility Hub opportunity in <strong>Markham</strong> –<br />
the “Havelock/Cornell Centre” eastern gateway, at the intersection <strong>of</strong> the planned Hwy 407 transitway<br />
and the CPR Havelock Rail Line. The Havelock Line will run from Peterborough in the northeast and<br />
dissect the new proposed Pickering International Airport to Toronto’s Union Station in the south and be<br />
a gateway for east and west traffic on the 407 Transitway.<br />
• The eastern gateway includes lands beside Hwy 407, in the Box Grove and Cornell Secondary Plans.<br />
Both approved Secondary Plans identify opportunities for high quality employment lands near Highway<br />
407 and the Donald Cousens Parkway.<br />
• The Box Grove Secondary Plan specifically identifies the Business Park lands bounded by the Donald<br />
Cousens Parkway, Highway 407, Reesor Road and the CPR Havelock Line as a “Regional Gateway”,<br />
as a future site for a transfer point among various modes <strong>of</strong> local, regional and interregional transit<br />
facilities.<br />
• The Cornell Secondary Plan identifies lands immediately north <strong>of</strong> Hwy 407 as “Cornell Centre” – a<br />
mixed use district to be developed as a compact, high-intensity, pedestrian-friendly, transit supportive<br />
urban node incorporating a balance <strong>of</strong> live/work opportunities. The Cornell Centre area will provide<br />
for:<br />
• Development <strong>of</strong> Avenue Seven as a high quality urban boulevard and major mixed use spine<br />
incorporating a regional transitway and characterized by higher density, multi storey buildings and<br />
retail/residential<br />
• Redevelopment and expansion <strong>of</strong> the <strong>Markham</strong> Stouffville hospital, and integration with surrounding<br />
“wellness” and community uses, including the new East <strong>Markham</strong> Community Centre<br />
• Regional employment focus at the eastern gateway to <strong>Markham</strong>, where local, regional and provincial<br />
roads and transit corridors intersect serving as a gateway to the proposed future Pickering Airport<br />
• An eastern terminus for the Avenue Seven regional rapid transit system and connections to future<br />
rapid transit along Highway 407 Transitway and CPR Havelock Line (future GO service)<br />
• Use <strong>of</strong> green infrastructure technologies and practices, environmental sustainability, energy efficiency<br />
and conservation, and efficient waste management practices.<br />
• Metrolinx has approved this eastern gateway for a future “Mobility Hub” and convergence point for<br />
future GO Rail service (CPR Havelock Line), Highway 407 Transitway, and York Region rapid transit<br />
services along Highway 7.<br />
• The Development Services Committee and Council <strong>of</strong> the <strong>Town</strong> <strong>of</strong> <strong>Markham</strong> recently authorized <strong>Town</strong><br />
staff to engage a multi-disciplinary consultant team to undertake a Land Use, Transportation and Urban<br />
Design Study for the Havelock / Cornell Centre Mobility Hub area.<br />
27
28<br />
View looking West along 407 Highway
View Looking West along Garden Avenue<br />
29
30<br />
<strong>Markham</strong> “Live”
<strong>Markham</strong> Live - Introduction<br />
<strong>Markham</strong> Live is an 6.0 - <strong>10</strong>.0 million square feet mixed-use complex that will<br />
be built at an estimated cost <strong>of</strong> three to five billion dollars. It will be <strong>Markham</strong>’s<br />
competitive edge in the worldwide competition for jobs.<br />
The project goals are to:<br />
• Make <strong>Markham</strong> the centre <strong>of</strong> Canada’s largest mega region<br />
• Create connectivity, using the 407 Transitway and Unionville Go-Transit Line<br />
Venue # <strong>of</strong> Seats Sq. Ft. Est. Capital Cost Partnership<br />
20,000 Seat NHL Arena 20,000 839, 793 $362,987,000<br />
3,300 Seat Performing Arts Centre 3,300 ????? ?????<br />
5,000 Seat National Aquatic Centre 5,000 164,000 $141,459,500<br />
National Olympic Training Centre 2,000 150,000 $84,560,500<br />
4 Community Arenas 1,000 153,500 $73,031,553<br />
6,000 Seat Trade/Field House Centre 6,000 200,000 $<strong>11</strong>1,232,000<br />
Condominiums/Apartments 8-15,000 18,000,000<br />
Private Sector Public Sector Ontario Government<br />
Many opportunities arise from the design <strong>of</strong> this ambitious project. They include<br />
knitting a large-scale project into a community with finer grain scaling and massing.<br />
We propose to achieve this balance by aligning the major part <strong>of</strong> the project along<br />
the north side <strong>of</strong> Highway 407. This achieves two things. The community is buffered<br />
from the highway by large scale buildings. It also benefits from a complex that is<br />
lively, urbane and socially animated.<br />
The 407 side <strong>of</strong> the development is designed as a large scale series <strong>of</strong> walls<br />
that the facility, and the <strong>Town</strong> <strong>of</strong> <strong>Markham</strong>, can promote events with large-scale<br />
graphics. The north side will include a green pedestrian road lined with trees,<br />
cafes, restaurants and other entertainment amenities, within the complex and on<br />
the opposite side <strong>of</strong> the proposed street.<br />
• Develop <strong>Markham</strong> as a green and sustainable environment<br />
• No building backing on to the Rouge River Parkland<br />
• Intensify development around rail transit hubs and stations<br />
• Make <strong>Markham</strong> Live the kind <strong>of</strong> community that attracts the best and brightest<br />
talent for the knowledge economy<br />
• No single story retail buildings in the downtown<br />
Venue # <strong>of</strong> Seats Sq. Ft. Est. Capital Cost Partnership<br />
Twin Towers - Five Star Hotel 600 - 800<br />
rooms<br />
2,204,760 $900,000,000<br />
Major Convention Centre 2,000 seats 300,000 ?????<br />
Metrolinx Anchor Hub ??????? ?????<br />
Major Retail on top <strong>of</strong> the hub 1.8 to 2 million ?????<br />
Major Office/Retail Centre 4-8 million ?????<br />
Multimedia Entertainment Centre <strong>12</strong>0,000 ?????<br />
As a regional transit hub, <strong>Markham</strong> Live can connect the lines <strong>of</strong> at least four<br />
different transit groups, loading and unloading up to <strong>10</strong>0,000 people a day from<br />
the time it is completed in 2013. It then can grow to a projected 200,000 – 250,000<br />
a day within five years. <strong>Markham</strong> Live will be a hub <strong>of</strong> social activity for our<br />
community and an important global centre. In concert with <strong>Markham</strong>’s Sports<br />
Complex, Class A Office Commercial, World Class Retail, Performing Arts Centre,<br />
and the Five Star Hotels and Convention Centre, <strong>Markham</strong> Live will redefine<br />
<strong>Markham</strong> and the GTA.<br />
31
32<br />
Proposed Facilities: Plan View<br />
Longitudinal Section
<strong>Markham</strong> Live “View from Kennedy Road Looking West”<br />
<strong>Markham</strong> Live “Master Plan”<br />
33
34<br />
Multi-Purpose Entertainment Centre: Pr<strong>of</strong>essional Hockey<br />
This 20,000 seat multi-purpose arena is a venue designed to<br />
accommodate a number <strong>of</strong> different functions. It will be designed<br />
to both NHL, Olympic and NBA standards for pr<strong>of</strong>essional and<br />
Olympic hockey and basketball respectively.<br />
Along with the arena and support functions, it will also house<br />
restaurants, bars and administration <strong>of</strong>fice space.<br />
The Facility will be equipped with state <strong>of</strong> the art change rooms,<br />
sports clinics and massage and fitness space. Abundant box<br />
seating will be provided as a source <strong>of</strong> revenue generation. World<br />
class facilities for the press will be available as well.<br />
It will be also be capable <strong>of</strong> hosting both NHL and NBA level events<br />
but will also program large music concerts. The facility will also<br />
be able to transform to a “concert bowl” for smaller performances<br />
as well. We are expecting to host everything from Canadian acts<br />
Neil Young and Autorickshaw to Cirque de Soleil and Stars on<br />
Ice in either centre stage or end stage arrangements. A world<br />
class entertainment company has express interest in being a<br />
major tenant in <strong>Markham</strong>’s Multi-Purpose Entertainment Centre<br />
The home <strong>of</strong> the future NHL “<strong>Markham</strong> Coyotes”, will be the<br />
feature building <strong>of</strong> the overall <strong>Markham</strong> Live Sport Complex and<br />
occupy the most visible part <strong>of</strong> the site at Kennedy Road and<br />
Highway 407. This will in effect make it a gateway project to the<br />
<strong>Town</strong> <strong>of</strong> <strong>Markham</strong> announcing emphatically <strong>Markham</strong>’s efforts to<br />
acknowledge its higher pr<strong>of</strong>ile status as a regional transit hub.<br />
Community Arenas for Olympic Ice Training Facilities<br />
Training facilities will be used for Olympic winter sports like ice<br />
hockey, figure skating, short track speed skating, and area and<br />
community ice hockey leagues and training.<br />
4 - Training and Hockey Ice Pads 165,500 square feet<br />
2 - Olympic Size Ice Pads<br />
2 - NHL Size Ice pads<br />
NHL Arena (20,000 seats) GFA (sf)<br />
Site Development:<br />
Parking/Retail/Ticket booth<br />
82 suites (<strong>12</strong>-36 seat capacity)<br />
Arena (20,000) (NHL - 20,000/NBA - 21,000)<br />
139,793 sq. ft.<br />
700,000 sq. ft.<br />
Sub-Total: 839,793 sq. ft.<br />
Construction Costs $223,870,000<br />
Construction Contingency<br />
Allowance (post contract) $8,694,000<br />
Fees, Permits, Development<br />
FF&E<br />
Charges, miscellaneous – 25% $43,468,000<br />
Allowance $86,955,000<br />
Total Project Costs excluding<br />
Land Costs, financing/ Legal / GST<br />
Contaminated material<br />
Retail and corporate box fit-out<br />
Escalation contingency<br />
Total $362,987,000<br />
Olympic Hockey, Figure Skating,Short Track Speed Skating Centre<br />
4 - Training and Hockey Ice Pads 165,000 square feet<br />
4 - Community Arenas $ 40,909,577<br />
Site Preparation $ 3,000,000<br />
S<strong>of</strong>t Costs $ 7,943,260<br />
FF&E $ 15,889,991<br />
Construction Contingency $ 1,588,725<br />
Area Specific Infrastructure $ 3,700,000<br />
Total with Parking $ 73,031,553<br />
Programs and costing details information will be done in the<br />
<strong>Markham</strong> Live master plan design planning process.
National Olympic Aquatic Centre<br />
This Facility will be an Olympic Level venue complete with a 50 metre ten lane competitive pool as well as<br />
a 50 metre ten lane training pool and a <strong>10</strong> metre competitive diving tank. Competition at both the ten lane<br />
competitive pool and the diving tank will be able to be seen by 5000 seated spectators.<br />
The pool will be about a metre deeper than most Olympic size pools to minimize turbulence and promote<br />
speed. Special gutters are designed to siphon <strong>of</strong>f water from waves created by swimmers themselves.<br />
The Facility will be supported by full shower and dressing rooms, therapeutic saunas and steam baths.<br />
As an indoor facility it will have the highest level mechanical systems to deal with the special concerns <strong>of</strong><br />
humidity but will also be designed with high performance glass to allow non-glare natural light to flood the<br />
room. The principle assumption <strong>of</strong> this design relies on the evidence based notion that access to natural<br />
light increases both well being and performance.<br />
This building is designed to yield the best performance possible from the athlete.<br />
1 - 50 metre Competitive Pool with sliding bulkhead<br />
1 - 50 metre warm up pool with sliding bulkhead<br />
<strong>10</strong> metre dive tank and tower<br />
Electronic scoring, full media communication systems<br />
Aquatic therapeutic Centre - whirlpool and hot tubs, learn to swim pool<br />
Permanent Seating 5,000 seats , Temporary Seating 5,000 seats<br />
Change room facilities<br />
National Olympic Aquatic Centre GFA (sq. ft.) Costs<br />
Hard Construction Costs 164,000 $ 68,552,000<br />
Site $ 4,000,000<br />
S<strong>of</strong>t Costs (30%) $ 25,975,500<br />
FF&E<br />
Land<br />
$ 7,000,000<br />
Construction Escalation $ 3,<strong>12</strong>6,000<br />
Construction Contingency All<br />
Tenant Improvements<br />
$ 3,907,000<br />
Total W/O Parking $ <strong>11</strong>2,560,500<br />
Parking (600) Spaces - Go-Transit Partnership 313,875 $ 22,599,000<br />
Parking (1,000) Surface $ 2,500,000<br />
Area Specific Infrastructure $ 3,800,000<br />
Total 477,875 $ 141,459,500<br />
Programs and costing details information will be done in the <strong>Markham</strong> Live master plan design<br />
planning process.<br />
35
National Olympic Training Centre - Fieldhouse 1<br />
The vision behind the National Olympic Training Centre is to provide a facility dedicated to<br />
the promotion and development <strong>of</strong> athletes. It will house a state <strong>of</strong> the art sport medicine<br />
clinic and training program, a fitness centre for both Olympic and Paralympic athletes as<br />
well as a sport psychology clinic.<br />
In addition the project will also house venues for world class level smaller, indoor sport<br />
such as Basketball, Volleyball, Badminton, Gymnastics, Table Tennis, Combative Sport<br />
such as Judo, Boxing, and Wrestling, Fencing and Tai Kwon Duo<br />
Administration <strong>of</strong>fices for the promotion <strong>of</strong> athletes and athletic programs as well as the<br />
overall business unit <strong>of</strong> the entire <strong>Markham</strong> Live Sport Complex will be housed in this<br />
150,000 square feet integrated Olympic Training facility<br />
.<br />
4 Full Size International Standard gymnasiums (<strong>12</strong> Volleyball Courts)<br />
Combative Sports Area<br />
Artistic & Rhythmic Gymnastics Area<br />
Dry Land Training Area<br />
Badminton and Table Tennis Area<br />
Fitness Centre<br />
Health and Wellness Centre<br />
Field house 1 (Olympic Training Centre) GTA (sq. ft.) Costs<br />
Hard Construction Costs 150,000 sq ft $ 38,400,000.<br />
Site Preparation $ 4,000,000<br />
S<strong>of</strong>t Costs (30%) Field house $15,168,000<br />
FF&E $3,000,000<br />
Land Costs TBD<br />
Construction Contingency $2,867,000<br />
Construction Escalation (4-5%) $2,293,000<br />
Total W/O Parking 150,000 65,728,000<br />
Parking Spaces (500) 261,562 $ 18,832,500<br />
Total 4<strong>11</strong>,562 $ 84,560,500<br />
Programs and costing details information will be done in the <strong>Markham</strong> Live master<br />
plan design planning process.<br />
36
Trade Centre/Fieldhouse - 2 - GO Transit Underground<br />
This component <strong>of</strong> the development is intended to have built in flexibility<br />
to aid in accommodating other activities to ensure the facility is able to<br />
be programmed between events. The intention here is to be able to accommodate<br />
larger more complex trade shows over the athletic surface<br />
above.<br />
The principle athletic program here is an indoor 400 metre track able to<br />
accommodate indoor track and field training for both Olympic and Paralympic<br />
athletes. It will be able to seat 3000 permanent and 3000 temporary<br />
seats for yet greater flexibility.<br />
Indoor soccer, fieldhockey, track and field and other tracking facilities<br />
It is planned adjacent to the convention centre hotel which affords it further<br />
flexibility and efficiencies with shared loading.<br />
Field house 2 / Trade Centre GFA (sq. ft.) Costs<br />
Hard Construction Costs 194,000 $ 69,7<strong>10</strong>,998<br />
Site Preparation $ 4,000,000<br />
S<strong>of</strong>t Costs (30%) $ 26,316,899<br />
FF&E $ 4,000,000<br />
Construction Escalation $ 4,450,000<br />
Construction Contingency $ 5,562,000<br />
Land Costs TBD<br />
Total W/O Parking $ <strong>11</strong>4,039,898<br />
Parking Spaces (1,<strong>10</strong>0) 523,<strong>12</strong>5 $41,431,500<br />
Area Specific Infrastructure $ 4,400,000<br />
Sub-total before Go-Transit Funding $ 159,871,398<br />
Parking Funded by Go-Transit ($ 41,431,500)<br />
Total 717,<strong>12</strong>5 $<strong>11</strong>8,439,898<br />
Programs and costing details information will be done in the <strong>Markham</strong><br />
Live master plan design planning process.<br />
37
38<br />
Twin Towers - Five Star Hotel<br />
A modern five star hotel, Grand Hyatt <strong>Markham</strong> <strong>of</strong>fers the best <strong>of</strong> both<br />
world - a subtle blend <strong>of</strong> western and oriental traditions encompassing<br />
contemporary hotel design and world-class standards <strong>of</strong> service.<br />
This luxury hotel will punctuate the full development and act as an anchor<br />
to support the array <strong>of</strong> sporting, trade show and other events anticipated.<br />
It will have 600 - 800 rooms and include executive and elite suites.<br />
It will further be supported by a 3,000 seat ballroom, business centre,<br />
conference centre and home to award winning restaurants, including<br />
club Oasis Spa and a resort-style indoor pool. A soaring sky garden<br />
will look back to the skyline <strong>of</strong> Toronto and out over Lake Ontario on the<br />
South and pastoral <strong>Markham</strong> beyond <strong>Town</strong> Centre to the North.<br />
Convention Centre/Hotel<br />
Hard Construction Costs GFA (sq. ft.) Costs<br />
Hotel 1,190,498 $239,290,000<br />
Lobby (one storey) 79,406 $ 24,298,000<br />
Conference Centre 99,696 $ 25,821,000<br />
Restaurant / Retail 50,472 $ 14,485,000<br />
Parking (1,500) 784,688 $ 56,498,000<br />
Sub-Total: 2,204,760 $378,256,000<br />
Escalation All (<strong>12</strong> mos - 4%) $ 15,130,000<br />
Construction Contingency $ 18,913,000<br />
Project S<strong>of</strong>t Costs (fees, permits, misc 25%) $ 94,564,000<br />
FF&E / Equipment budget (allowance) $ 27,000,000<br />
Total Project Cost excluding TBD<br />
Land / Financing / Legals TBD<br />
GST /PST / Contaminated Soils TBD<br />
Retail & Corporate Fit-Out TBD<br />
Construction Escalation (4-5%) TBD<br />
Total $533,863,000<br />
Programs and costing details information will be done in the <strong>Markham</strong><br />
Live master plan design planning process
40<br />
Convention Centre<br />
The convention centre will make available 300,000 square feet <strong>of</strong> floor area<br />
comparable to the upcoming Ottawa Congress Centre. It will house <strong>10</strong>0,000<br />
square feet <strong>of</strong> break out area and will have 35 foot high clearance to the lowest<br />
portion <strong>of</strong> any ceiling.<br />
This Facility will also have kitchen, servery and catering service to accommodate<br />
everything from concessions to full dining capability.<br />
Equipped to meet the needs <strong>of</strong> any-sized gathering, <strong>Markham</strong>’s Convention<br />
Centre will be a sleek, modern facility that can accommodate groups<br />
ranging in size from 40 to 6,000 people, and its 300,000 square feet <strong>of</strong> flexible<br />
exhibit space will be able to accommodate a wide range <strong>of</strong> floor plan<br />
configurations. In addition, the centre will be designed with 50 furnished<br />
meeting rooms encompassing 75,000 square feet and two multi-purpose<br />
carpeted ballrooms that cover 50,000 square feet and include high ceilings,<br />
upgraded features and flexible lighting.<br />
Convention Centre GFA (sq. ft.) Costs<br />
Hard Construction Costs<br />
Parking (1,000)<br />
S<strong>of</strong>t Costs (30%)<br />
Sub-Total:<br />
FF&E<br />
Construction Contingency<br />
Land Costs<br />
Construction Financing<br />
GST<br />
Financing / Legals<br />
Associated Transit Costs<br />
Site Development<br />
Construction Escalation (4-5%)<br />
Total<br />
Programs and costing details information will be done in the <strong>Markham</strong><br />
Live master plan design planning process.
42<br />
Office Commercial at the Hub<br />
<strong>Markham</strong> has been designated by Metrolinx as a “Regional Transit Hub.” This has specific language<br />
and expectations associated with it. For example, the following text from Metrolinx’s own<br />
definition: “Regional transit hubs are major transit station areas with significant levels <strong>of</strong> transit<br />
service planned for them in the Regional Transportation Plan, high development potential, and a<br />
critical function in the regional transportation system as major trip generators. They are places <strong>of</strong><br />
connectivity where different modes <strong>of</strong> transportation — from walking to high-speed rail — come<br />
together seamlessly and where there is an intensive concentration <strong>of</strong> employment, living, shopping<br />
and/or recreation. In addition to serving as places to arrive, depart and wait for transit, successful<br />
mobility hubs have the potential to become vibrant places <strong>of</strong> activity and destinations in<br />
themselves.”<br />
The Tower <strong>of</strong>fice comprise <strong>of</strong> eight world-class grade A <strong>of</strong>fice buildings, all located in <strong>Markham</strong><br />
Live’s Transit Hub, - the multi-function developments that commands a total area <strong>of</strong> approximately<br />
400,000-800,000 square metres. The Tower <strong>of</strong>fices will be home to a multitude <strong>of</strong> world renowned<br />
tenants, many <strong>of</strong> which are listed on the Fortune 500 or are leading firms in their respective<br />
industries spanning the areas <strong>of</strong> high-tech, investment/securities, finance/banking, insurance,<br />
accounting, law, pharmaceuticals, media and advertising, luxury goods, provincial and federal<br />
government ministries. The typical floor plate for the Tower <strong>of</strong>fices is 3,000 square metres making<br />
it the perfect place for large corporate headquarters while <strong>of</strong>fering flexibility for subdivision into<br />
smaller operations.<br />
Office Commercial GFA (sq. ft.) Costs<br />
Hard Construction Costs 8,000,000<br />
Parking (1,000)<br />
S<strong>of</strong>t Costs (30%)<br />
Sub-Total:<br />
FF&E<br />
Construction Contingency<br />
Land Costs<br />
Construction Financing<br />
GST<br />
Financing / Legals<br />
Associated Transit Costs<br />
Site Development<br />
Construction Escalation (4-5%)<br />
Total<br />
Programs and costing details information will be done in the <strong>Markham</strong> Live master plan<br />
design planning process.
44<br />
Retail World at Class the Retail Hub at the Hub<br />
<strong>Markham</strong> has been designated by Metrolinx as a “Regional transit Hub.” It will be a hub <strong>of</strong> activity for <strong>Markham</strong><br />
and a regional centre that is anticipated to grow proportionally faster than the city <strong>of</strong> Toronto for the next <strong>10</strong> years.<br />
In concert with the <strong>Markham</strong> Sport Complex and the <strong>Markham</strong> Hotel and Convention Centre, <strong>Markham</strong> Live will<br />
simply redefine <strong>Markham</strong> and York Region.<br />
The malls occupying a total area <strong>of</strong> 180,000 sq.m. are an integral part <strong>of</strong> the Metrolinx’s Transit Hub spacing - one<br />
<strong>of</strong> the largest commercial complexes in Canada. Situated in the heart <strong>of</strong> <strong>Markham</strong>’s Central Business District and<br />
the GTA, the complex is located between the 407 Highway, Kennedy Road, Warden Avenue and Highway 7. The<br />
malls will be one <strong>of</strong> the most popular shopping destinations in the GTA for locals and visitors alike.<br />
The malls - a flagship store pooling the world’s top products, department stores and national restaurants and comprised<br />
<strong>of</strong> six theme shopping malls - together, they <strong>of</strong>fer world-class shopping, dining and entertainment facilities<br />
never seen before in the GTA.<br />
• Zone 1 is a family oriented section that boasts a bright and spacious environment filled with activities<br />
• Zone 2 is a flourishing section that captures the upbeat spirit and contemporary lifestyle <strong>of</strong> <strong>Markham</strong><br />
• Zone 3 is located in the middle <strong>of</strong> the mall and connects with the 5 star hotel-featuring international top brands<br />
• Zone 4 embodies elegance and sophistication<br />
• Zone 5 is a fun-filled area focused on entertainment<br />
• Zone 6 will a delectable range <strong>of</strong> fine dining options, presenting a multitude <strong>of</strong> world-class restaurants.<br />
Hard Construction Costs GFA (sq. ft.) Costs<br />
Go-Transit Hub 77,275 $29,055,000<br />
Retail (400,000 sq. ft.) 400,000 $80,000,000<br />
Restaurants<br />
Parking (1500 spaces) 747,000 $65,736,000<br />
Site Dev (25% <strong>of</strong> total) 358,046 $17,864,000<br />
Sub-Total: 1,224,275 $192,655,000<br />
Escalation Allow ( <strong>12</strong>mos – 4%) $7,706,000<br />
Construction Contingency – Post contract (5%) $9,632,000<br />
Proj S<strong>of</strong>t Costs (Fees, Permits, Misc) $48,164,000<br />
Furniture / Equipment Budget Allowance $5,000,000<br />
Sub-Total $70,502,000<br />
Other Costs:<br />
Land/ Financing/Legals/GST, Development Charges by <strong>Markham</strong><br />
Associated Transit Costs (GO,MTO,YRT/VIVA etc)<br />
Retail Fit-Out, Contaminated material, Escalation contingency<br />
Total Estimated Project Costs $263,158,000<br />
Programs and costing details information will be done in the <strong>Markham</strong> Live master plan design<br />
planning process.
Retail on top <strong>of</strong> Hub<br />
Retail Underground<br />
Retail on the Street<br />
45
46<br />
Residential at the Transit Mobility Hub<br />
The Oriental Plaza is a unique city-within-a-city in the heart <strong>of</strong> <strong>Markham</strong> Live. Commanding a<br />
prime <strong>10</strong>0,000 square metre site area and spanning a total floor area <strong>of</strong> 800,000 sq. m., Oriental<br />
Plaza represents one <strong>of</strong> the largest commercial and residential complexes in Canada.<br />
With a first-class location in <strong>Markham</strong> Live, Oriental Plaza is unrivalled in the GTA for the sheer<br />
scope and quality <strong>of</strong> its services and facilities.<br />
Boasting such extraordinary scale, a highly efficient and hi-tech <strong>of</strong>fice concept, a superb range <strong>of</strong><br />
serviced apartments and an endless array <strong>of</strong> shopping and leisure <strong>of</strong>ferings, Oriental Plaza is the<br />
realization <strong>of</strong> a grand vision, <strong>Markham</strong> Live’s new era <strong>of</strong> business and lifestyle choices.<br />
In the very heart <strong>of</strong> <strong>Markham</strong> Live, at Oriental Plaza, the epitome <strong>of</strong> elegant living awaits. The<br />
Tower Apartments <strong>of</strong>fer the utmost in comfort and convenience and present the preferred choice<br />
for modern living.<br />
The Tower Apartments at Oriental Plaza are composed <strong>of</strong> two luxurious blocks: Millennium<br />
Heights and Centennial Heights . Designed with meticulous care and uncompromising attention<br />
to quality, the apartments are a luxurious place to call home. Fabulous choice <strong>of</strong> layout configurations<br />
with sizes ranging from 70 square metre to 500 square metre.<br />
Residentail GFA (sq. ft.) Costs<br />
Hard Construction Costs<br />
Parking (4,000)<br />
S<strong>of</strong>t Costs (30%)<br />
Sub-Total:<br />
FF&E, Land Costs, GST<br />
Construction Contingency<br />
GST<br />
Financing / Legals<br />
Associated Transit Costs<br />
Site Development<br />
Construction Escalation (4-5%)<br />
Total<br />
Programs and costing details information will be done in the <strong>Markham</strong> Live master plan<br />
design planning process.
Residential at the Transit Mobility Hub<br />
47
48<br />
Performing Arts Centre<br />
<strong>Markham</strong> Performing Arts Centre will consist <strong>of</strong> one 1800 seat<br />
proscenium theatre, one flexible 800 seat theatre with a thrust stage<br />
and a 500 seat Black Box Theatre for contemporary theatre and theatre<br />
workshops.<br />
The 1800 seat theatre will be equipped with a fly-tower, an orchestra<br />
pit and a trap room. There will be two balconies carrying <strong>10</strong>00 <strong>of</strong> those<br />
seats.<br />
The Thrust Stage Theatre will be able to be transformed to a theatre<br />
in the round for 500 seats. The Black Box Theatre is designed for<br />
experimental theatre and for local groups and Theatre Schools to stage<br />
smaller productions as well as to accommodate theatre workshops.<br />
The grouping will be organized around a courtyard which can be used<br />
for outdoor theatre as well.<br />
Performing Arts Centre GFA (sq. ft.) Costs<br />
Hard Construction Costs<br />
Parking (1,000)<br />
S<strong>of</strong>t Costs (30%)<br />
Sub-Total:<br />
FF&E<br />
Construction Contingency<br />
Land Costs<br />
Construction Financing<br />
GST<br />
Financing / Legals<br />
Associated Transit Costs<br />
Site Development<br />
Construction Escalation (4-5%)<br />
Total<br />
Programs and costing details information will be done in the <strong>Markham</strong><br />
Live master plan design planning process.
Multimedia Entertainment Centre<br />
Exquisite style flows through <strong>Markham</strong> Entertainment Centre’s public<br />
and private areas with custom pieces such as carpet, furniture,<br />
lamps and fine artwork hand-chosen by a top-notch design team.<br />
These pieces intermingle with tasteful and spectacular horticulture,<br />
making <strong>Markham</strong>’s Entertainment Centre a living piece <strong>of</strong> art. Natural<br />
light permeates the 40,000-square-foot atrium at the hotel’s strip<br />
entrance, where more than one chirping bird has been spotted flying<br />
between the live trees.<br />
After the show, the Revolution Lounge and adjoining Abbey Road Bar<br />
keep the Beatles vibe going strong. The nightclub experience is in full<br />
force at Jet, which appeals to a wide crowd with its three distinctive<br />
rooms, featuring different music and atmospheres.<br />
Multi-media Entertainment<br />
Centre<br />
Hard Construction Costs<br />
Parking (1,000)<br />
S<strong>of</strong>t Costs (30%)<br />
Sub-Total:<br />
FF&E<br />
Construction Contingency<br />
Land Costs<br />
Construction Financing<br />
GST<br />
Financing / Legals<br />
Associated Transit Costs<br />
Site Development<br />
Construction Escalation (4-5%)<br />
Total<br />
GFA (sq. Ft.) Costs<br />
Programs and costing details information will be done in the<br />
<strong>Markham</strong> Live master plan design planning process.<br />
49
50<br />
Spanning the 407 Highway as a Hub Integrator<br />
Image joining Richmond Hill/Langstaff Gateway or the divided <strong>Markham</strong> Centre (Provincial<br />
Growth Centres) by innovations, such as creating useable urban space over the 407 Highway<br />
which is an urban separator today.<br />
Access and mobility are essential elements <strong>of</strong> good mega-region building. The interconnection<br />
and balance <strong>of</strong> multiple modes <strong>of</strong> transportation must be achieved in order to provide access<br />
to global and regional economies, reduce traffic congestion, air pollution and enable healthy<br />
lifestyles that encourage walking and cycling. Strong transportation links to regional employment<br />
centers and other popular destinations reduce a community’s reliance on cars, which, in turn,<br />
reduces impacts on the environment.<br />
Great cities have vibrant urban districts. These exist at a variety <strong>of</strong> scales that range from very<br />
dense downtown core areas, to medium density mixed-use districts focused around commuter<br />
transit facilities, to more traditionally-scaled urban neighborhoods distinguished by corner stores,<br />
beautiful residential blocks and pocket parks.<br />
The design <strong>of</strong> urban districts is an art form. It involves the skillful blending <strong>of</strong> streets, transit,<br />
parking, retail, entertainment and access with a rich variety <strong>of</strong> building typologies to provide<br />
choices in housing, commerce together with parks schools and other public facilities.<br />
Vibrant urban districts are memorable and provide a rich mix <strong>of</strong> opportunities for diverse groups<br />
<strong>of</strong> people. In this regionally significant transit node connecting both sides <strong>of</strong> the freeway is<br />
critical. Access to the multi modal centre and the destinations at <strong>Markham</strong> Live can be improved<br />
by developing a seamless connection to lands south <strong>of</strong> the 407 in <strong>Markham</strong> Live’s case.<br />
This may be accomplished by developing the ‘air rights’ over the freeway with buildings, transit<br />
hub, parking facilities or parks. A notable example <strong>of</strong> this approach is in downtown Seattle where<br />
its convention center and parks spans Interstate 5. This provides a key connection across the<br />
freeway and allows for additional development.<br />
Given the significant investment that is going to be made in the 407 Transitway, it makes sense<br />
to spend the money in a way that will maximize benefits to the surrounding community. The<br />
most significant such benefit for communities along the 407, such as Langstaff/Richmond Hill<br />
Gateway and <strong>Markham</strong> Centre, would be to remedy the divide created by the 407 Highway itself<br />
by spanning the highway with high quality public space and transit station infrastructure. This<br />
approach will not only allow the 407 Transitway to stay in its linear highway alignment but will<br />
literally stitch divided communities back together. Transit infrastructure will be a bridge between<br />
the areas to the north and the south <strong>of</strong> the 407 highway.<br />
Components - <strong>Markham</strong> Centre Estimated Costs Savings<br />
Eliminate MTO Crossing 407 and back and forth $150,000,000<br />
Eliminate dedicated Simcoe Promenade for Viva $ 80,000,000<br />
Parking on South Side <strong>of</strong> 407 - Cheaper/Easier to construct<br />
407 Rail Transitway - Straighter alignment<br />
Hub Station - Most efficient design<br />
MTO - Free up <strong>12</strong> acres $ 24,000,000<br />
<strong>Markham</strong> Centre Hub - Easier transition to integrate <strong>Markham</strong> Live<br />
Need to design the 407 Transitway and hubs efficiently from both an operations and ridership<br />
interface standpoint. Need the transit carriers like VIVA and MTO Transitway Projects to think<br />
<strong>of</strong> the big picture. The 407 corridor is the highest transit priority and has the greatest impact on<br />
the GTA economy. Need to use where possible the 407 real estate for transit hubs, etc. Need<br />
the 407ETR and MTO to work cooperatively and seamlessly to ensure the best 407 Transitway<br />
interfaces possible. A competitive economy is the key fundamental driver.
52<br />
Proposed Work Plan - Next Steps & Challenges<br />
1. Entertainment Venue Determination (Investors)<br />
2. Multi-Media Entertainment Centre Current Provincial Climate (Investors)<br />
3. Memorandum <strong>of</strong> Understanding (Landowners Group)<br />
• <strong>Markham</strong> Live Land Ownership Group<br />
4. <strong>Markham</strong> Live Consortium “Memorandum <strong>of</strong> Understanding (Investors - Syndication)<br />
• Master Plan Study – 172 acres in the <strong>Markham</strong> Live boundaries<br />
• Agreement with Landowners involved<br />
• Finance Master Plan<br />
5. <strong>Markham</strong> Downtown Master Plan (incorporating <strong>Markham</strong> Live)<br />
– 172 – 240 acres (Investors/Landowners)<br />
• Master Planning (e.g. Peter Calthorpe)<br />
• Master Plan Architects (e.g. B+H Architects)<br />
• Landscape and Open Space (e.g. Dillon Consulting Limited)<br />
• Official Plan Document (Bousfields Inc.)<br />
• Consortium Lead Planner (e.g Steve Wynn)<br />
• Traffic Planning (e.g. IBI)<br />
6. Secure private sector Investors and involvement strategy<br />
(e.g. Investors - Syndication)<br />
• How investors participate in ownership<br />
7. Pr<strong>of</strong>essional Arena and Hockey Franchise (Owner/Investors)<br />
• NHL Franchise (Team) Ownership Group<br />
• Arena Potential Owners Group<br />
• AEG – Entertainment<br />
8. Other (All)<br />
• Funding – Master Plan and Communication Activities<br />
• Explore Development Permitting with Province<br />
• Explore Tax Increment Financing<br />
9. Review <strong>of</strong> various destination locations –<br />
<strong>Town</strong>/Landowners/Consortium<br />
<strong>10</strong>. Investing Financing Opportunities - China<br />
(i.e. Beijing, Nanjing, Shanghai, Zhengchou, Macau, Taiwan)<br />
<strong>11</strong>. Pursuing 407 Transitway – advancing construction/financing (Metrolinx / Fed Gov’t / Prov Gov’t)<br />
<strong>12</strong>. Funding for <strong>Markham</strong> Sports Complex (All Levels <strong>of</strong> Government)<br />
• National Aquatic Centre<br />
• National Olympic Training Centre<br />
• Indoor Field house/Trade Centre<br />
13. Prepare for a “shovel ready” <strong>Markham</strong> Sports Complex”<br />
(e.g. B+H Architects)<br />
• National Aquatic Centre<br />
14. Visual Preference Survey
<strong>Markham</strong> Live – P3 Expression <strong>of</strong> Interest<br />
P3 MOU and Verbal – Expression <strong>of</strong> interest<br />
• Jiangsu Province Jianxin Group<br />
• Baiquan (U.S.A.) Investment Group Co. Ltd.<br />
• Shanghai Construction Co.<br />
• Zhengdao Industry Company, Limited, Henan, China<br />
• Nanjing Jinling Chamber <strong>of</strong> Commerce<br />
• Hong Kong Construction Company<br />
• South China Railway Company<br />
• Maylink Investment Inc.<br />
Landowners Letters <strong>of</strong> Support<br />
• The Remington Group<br />
• Times Development Group<br />
• <strong>Markham</strong> Development Corporation<br />
• GPMA Real Property<br />
Government Letters <strong>of</strong> Support<br />
• Go-Transit/ MTO/ORC / • PIR<br />
• York Region<br />
• Pubic and Separate School Boards<br />
53
54<br />
Land Owners<br />
Id No Registered Owner Name Company Contact Title Bus Telephone Email Acreage<br />
5A* Ruland Properties The Remington Group Rudy Bratty President & CEO 905-760-2600 (215) rbratty@bratty.com 46.04<br />
5B Ruland Properties The Remington Group Rudy Bratty President & CEO 905-760-2600 (215) rbratty@bratty.com 63.82<br />
7A* Ruland Properties The Remington Group Rudy Bratty President & CEO 905-760-2600 (215) rbratty@bratty.com 18.77<br />
7B Ruland Properties The Remington Group Rudy Bratty President & CEO 905-760-2600 (215) rbratty@bratty.com 31.37<br />
8 G0-Transit (Metrolinx) Metrolinx Gary McNeil Executive V.P. & G.M. 416-869-3600 (5367) garym@gotransit.com <strong>10</strong>.09<br />
9 Ontario Realty Corp Ontario Government David Livingston President & CEO 416-327-3933 4851) david.livingston@infrastructureontario.ca <strong>12</strong>.26<br />
<strong>10</strong> YMCA <strong>of</strong> Greater Toronto YMCA <strong>of</strong> Greater Toronto Madhmedhat Mahdy President 416-413-<strong>10</strong>20 (2348) madhmedhat.mahdy@ymcagta.org 4.00<br />
<strong>11</strong> The <strong>Town</strong> <strong>of</strong> <strong>Markham</strong> <strong>Town</strong> <strong>of</strong> <strong>Markham</strong> Andy Taylor Chief Administrative Officer 905-477-4705 ataylor@markham.ca <strong>10</strong>.37<br />
<strong>12</strong> <strong>Markham</strong> Centre Development <strong>Markham</strong> Centre Development Charlie Moon President & CEO 416-923-2300 (222) Moon@yorkvillecorporation.com 6.54<br />
Corporation<br />
Corporation<br />
13 GPMA Real Property <strong>Town</strong> Of <strong>Markham</strong> Andy Taylor Chief Administrative Officer 905-477-4705 ataylor@markham.ca <strong>12</strong>.96<br />
14 The <strong>Town</strong> <strong>of</strong> <strong>Markham</strong> <strong>Town</strong> <strong>of</strong> <strong>Markham</strong> Andy Taylor Chief administrative Officer 905-477-4705 ataylor@markham.ca 2.03<br />
16 <strong>Markham</strong> Centre Development <strong>Markham</strong> Centre Development Charlie Moon President & CEO 416-923-2300 (222) moon@yorkvillecorporation.com 5.<strong>12</strong><br />
Corporation<br />
Corporation<br />
17 Sylmatt Sylmatt Mike Kopansky President 905-475-6397 (5269) mike.kopansky@millergroup.ca 5.00<br />
37 Trak’s Communications Ltd. <strong>Markham</strong> Honda Kap Dilawri President 905-762-7300 J_kirshner@dilawrigroup.com 6.00<br />
* Not to be included in <strong>Markham</strong> Live but will be planned for integration into the project/area<br />
<strong>Markham</strong> Live Total Land Area 169.56
Proposed Action Plan & Budget<br />
– “<strong>Markham</strong> Live” City Centre<br />
<strong>Markham</strong> Live Master Plan – Retail/Entertainment/Hospitality/Sports<br />
$????? Programming / Planning – National Aquatic Centre<br />
$????? Develop a Master-Plan for <strong>Markham</strong> Live<br />
• National Aquatic Centre / NHL Arena / Field House 2 (200m Track – Trade Centre)<br />
• Fieldhouse 1 (gymnastics, basketball, volleyball, badminton, table tennis and combative Sports,<br />
structure parking<br />
• Transit hub including facilities for GO Transit, 407 Transitway, VIVA/YRT/TTC, major retail (i.e.<br />
Eaton Centre), food services, structure parking<br />
• Fitness Centre, Health Sciences Research Centre, Sports Club Offices, Meeting Rooms and<br />
Wellness Centre<br />
• Accommodation for a 5 Star Hotel and Convention Centre<br />
• Market Strategy for Office/ Commercial and Strategy for Retail tying into hub<br />
• Strategy for culture (i.e. Performing Arts Centre)<br />
Modeling, Marketing, Quantity Surveying, Updated Presentation Material/Application Ready<br />
Costing<br />
$????? 3D Presentation Material<br />
• Modeling – Calthorpe’s Langstaff – <strong>Markham</strong> Centre – Hub/Retail Destination<br />
• Drawings – <strong>of</strong> Reconfigured Site Arrangement and suggested layouts<br />
• Capital Costing Information and who pays for what<br />
• Renderings<br />
• Animation<br />
• Physical Model<br />
$????? Investor and government Relationships<br />
• Presentation / Investment Prospectus / Lobbying NHL / Investors / Governments / Communication<br />
System – Collaboration Tools and Website (Intranet and Internet)<br />
• NHL Lobbying<br />
$????? Contingency<br />
$????? Preparation <strong>of</strong> Revised City Centre “<strong>Markham</strong> Live” Master Plan<br />
__________<br />
$??????<br />
Shovel Ready Action Plan – National Aquatic Centre<br />
<strong>Markham</strong> Sports Complex Master Plan<br />
Programming / Planning – National Aquatic Centre<br />
Development a Master-Plan for the <strong>Markham</strong> Sports Complex<br />
• Aquatic Facility / Arena Centre / Field House (400m Track)<br />
• Fieldhouse 2 (gymnastics, basketball, volleyball, badminton, table tennis and combative Sports<br />
• Transit hub including facilities for GO Transit, 407 Transitway, VIVA/YRT/TTC, retail, food services,<br />
Provincial and Federal Association Offices and structure parking<br />
• Fitness Centre, Health Sciences Research Centre, Sports Club Offices, Meeting Rooms and<br />
Wellness Centre<br />
• Accommodation for a hotel and convention centre<br />
Architectural Drawing & Fee for Phrase 1, the Aquatics Centre with the schedule milestone<br />
challenge <strong>of</strong> being “shovel” ready in four months<br />
$650,000 Schematic Design (<strong>12</strong>.5 total basic Architectural Service Fees)<br />
$650,000 Design Development (2.5 basic Architectural Service Fees)<br />
$2,600,000 Construction Documents and bidding and Approvals including the following:<br />
• Design Start Date Dec 1st, 2009<br />
• Tender 1 Rough Excavation April 15th, 20<strong>10</strong><br />
• Tender 2 Finish Excavation and Foundation May 3rd, 20<strong>10</strong><br />
• Tender 3 Super Structure June 24, 20<strong>10</strong><br />
• Tender 4 Envelope June 30, 20<strong>10</strong><br />
• Tender 5 Interiors July 8, 20<strong>10</strong><br />
• Tender 6 FF&E July 16, 20<strong>10</strong><br />
Opening Ceremonies Oct 1st, 20<strong>11</strong><br />
55
56<br />
407 Transitway Public Private Partnership<br />
P3 Definition: A public-private partnership is, “A cooperative venture between the public and private sectors,<br />
built on the expertise <strong>of</strong> each partner, that best meets clearly defined public needs through appropriate<br />
allocation <strong>of</strong> resources, risks and rewards.” There must be a transfer <strong>of</strong> risk evident in the arrangement.<br />
A contribution from the private sector in kind or risk evident in the arrangement. A contribution from the<br />
private sector in kind or actual payment (a sponsorship for example), with no risk obligation would not meet<br />
the test in our organization’s definition.<br />
- Jane Peatch, Executive Director, Canadian Council for Public-Private Partnerships<br />
Without the risk factor, such deals are just privatization <strong>of</strong> public assets, which <strong>of</strong>ten creates effective<br />
monopolies. This is ironic for two reason: (1) most government procurement processes emphasize<br />
competitive bidding, and (2) companies specializing in the privatization <strong>of</strong> public utilities claim they will be<br />
more efficient because <strong>of</strong> the competitive pressures that typify the private sector. The effect <strong>of</strong> these abusive<br />
contracts, unfortunately is usually to shield the winner from competitive pressures, thus neutralizing both <strong>of</strong><br />
those factors. Partnering is always needed when risk needs to be transferred to the private sector.<br />
What is Design-Build? Design-build is an integrated delivery process that has been embraced by the<br />
world’s great civilizations. In ancient Mesopotamia, the Code <strong>of</strong> Hammurabi (1800 BC) fixed absolute<br />
accountability upon master builders for both design and construction. In the succeeding millennia, projects<br />
ranging from cathedrals to cable-stayed bridges, from cloisters to corporate headquarters, have been<br />
conceived and constructed using the paradigm <strong>of</strong> design-build.<br />
Return to the time-honored approach <strong>of</strong> the Master Builder, where a single source has absolute accountability<br />
for both design and construction. When the citizens <strong>of</strong> classical Greece envisioned their great temples, public<br />
buildings and civil works, master builders were engaged to both design and construct these monumental<br />
structures. Master builders accepted full responsibility for integrating conceptual design with functional<br />
performance. To assume anything less than complete accountability for delivering a project was unthinkable.<br />
Throughout each massive logistical undertaking, they commanded skilled craftsmen, procured time-tested<br />
materials, and controlled every aspect <strong>of</strong> the project. A master builder was the chief architect, engineer<br />
and builder molded into one. Enduring structures such as the Parthenon and the Theatre <strong>of</strong> Dionysus are<br />
testimony to an age and a process that are greatly admired, though the process was thought to be virtually<br />
abandoned by modern designers and constructors.<br />
Today, however, there is a resurgence <strong>of</strong> the master builder’s approach in the new world. Informed owners<br />
have begun asking practitioners to take more than just an artistic (and more than simply a means and<br />
methods) interest in their facilities. Steeped in the work ethic exemplified by the ancient master builders,<br />
today’s design-build process <strong>of</strong>fers reassurance that the design and construction industry can deliver<br />
comprehensive services. This valued assurance can only be provided by a singular source.<br />
Design-builders want full accountability for architecture, engineering and construction. In fact, like the<br />
ancient Greek master builder, they insist on it. By knowledgeably pursuing design quality, and by effectively<br />
controlling costs and schedule, a design-builder makes certain that concept-to-completion is more than idle<br />
discourse. It is a reality carved in stone.<br />
For more info: http:www.cdbi.org - Source: Canadian Design Build Institute<br />
Yonge Street Request For Proposal (DBFM)Motion<br />
(Design Build Finance Maintain)<br />
Moved by: Regional Councillor Jim Jones<br />
Seconded by: Mayor Frank Scarpitti<br />
Subject: Yonge Subway Resolution to the Premier, Ministers <strong>of</strong> Public Infrastructure Renewal/Energy and<br />
Transportation<br />
Whereas on June 15th 2007, the Honorable Dalton McGuinty Premier <strong>of</strong> the Province <strong>of</strong> Ontario and the Honorable Donna Cansfield then Minister <strong>of</strong><br />
Transportation made a joint Announcement”Move Ontario 2020”, and<br />
Whereas this joint announcement stated “ The Ontario Government is launching a multi-year $17.5 billion rapid transit action plan for the Greater Toronto<br />
Area and Hamilton that will deliver jobs and investment by reducing congestion”, and<br />
Whereas the Premier also stated “Tackling gridlock is one <strong>of</strong> the most important things we can do to build a strong and prosperous economy” and<br />
“Building a modern rapid transit system that moves people and goods quickly and efficiently will ensure we can attract and keep thousands <strong>of</strong> good highpaying<br />
jobs”, and<br />
Whereas the Premier also stated “The time to make this sort <strong>of</strong> ambitious but realistic investment is now. Our economy demands it” and<br />
Whereas the Premier went on to say “What is more, our families deserve it, because gridlock not only saps strength out <strong>of</strong> our economy, it steals time<br />
from our families” and<br />
Whereas the projects listed as priorities in the Premier’s announcement included the extension <strong>of</strong> the “Yonge Subway line to Highway 7”, “Expanded<br />
express bus service across Highway 407” and Toronto’s Transit City vision for light rail across the city, and<br />
Whereas Transportation Minister Donna Cansfield said the projects will be built over the next <strong>12</strong> years and financed over 50 years, and<br />
Whereas the Premier stated that “The GTA is one <strong>of</strong> the fastest growing regions in North America, increasing its population by approximately <strong>10</strong>0,000<br />
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<br />
cost <strong>of</strong> congestion in the GTA is $6 billion per year, this will rise to $15 billion in <strong>12</strong>-15 years if action is not taken now”, and<br />
Whereas recent transit initiative announcements by the Premier go a long way to achieving the Move Ontario 2020 vision, and<br />
Whereas the Region <strong>of</strong> York immediately after the June 15th 2007 Move Ontario announcement began the Environment Assessment for the Yonge<br />
Subway Extension at its cost to assist the Province in meeting its defined needs, and<br />
Whereas the Minister <strong>of</strong> the Environment has approved the Environment Assessment, leaving the Subway extension virtually shovel-ready, and<br />
Whereas the <strong>Town</strong> <strong>of</strong> <strong>Markham</strong> has completed a Transit Oriented Secondary Plan calling for in excess <strong>of</strong> 1,000 people and jobs per hectare (15,000<br />
dwelling units and 20,000 full time jobs on 45 hectares) and the <strong>Town</strong> <strong>of</strong> Richmond Hill is completing a Secondary Plans for a major Transit Oriented<br />
Development, both at the Richmond Hill/Langstaff Gateway, and<br />
Whereas a platform capacity problem has been identified at the Bloor Yonge Subway Stations and whereas the large building slated for development on<br />
the Southeast Corner <strong>of</strong> Yonge and Bloor has been put on hold, this would be an ideal time to begin construction to expand the capacity <strong>of</strong> the stations,<br />
and<br />
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<br />
Subway extension, which leaves buses in mixed traffic and gridlock from Highway 7 to Finch Ave, and<br />
Whereas the Province <strong>of</strong> 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<br />
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<br />
are Ontario engineers, Ontario architects can design all stations and this province has some <strong>of</strong> the best contractors in the world.<br />
Now, Therefore be it resolved that the Honorable Dalton McGuinty, Premier <strong>of</strong> Ontario be requested to initiate the public process to implement the<br />
alternate financing method for the immediate Finance, Design, Build for the Yonge Subway Extension and the Yonge Bloor platform modification project<br />
and implement value engineering to study cost reductions, and<br />
Further that the environmental assessment be modified to leave the subway alignment on Yonge Street at Richmond Hill Centre and that consideration<br />
be given to a 1.0 kilo meter extension to 16th Avenue and Yonge Street.<br />
.cc : Ontario Minister <strong>of</strong> Energy and Public Infrastructure Renewal<br />
Ontario Minister <strong>of</strong> Transportation Ontario Minister <strong>of</strong> Environment Ontario Minister <strong>of</strong> Finance<br />
Metrolinx <strong>Town</strong> <strong>of</strong> Richmond Hill City <strong>of</strong> Vaughan
407 Transitway Express <strong>of</strong> Interest RFP Proposal (DBFAOM) Motion<br />
(Design Build Finance Administrate Operate Maintain)<br />
Moved by: Regional Councillor Jim Jones<br />
Seconded by: Councillor Alex Chiu<br />
Motion: That the Premier create a panel <strong>of</strong> world class transportation and economic experts to determine the best<br />
High-Speed Technology to be used for the 407 Transitway (i.e Iron Wheel or MegLev etc) and,<br />
That the Expert Panel prepare a methodology for Expressions <strong>of</strong> Interest to Design, Build, Finance, Administer,<br />
and Operate the 407 Transitway for 50 years horizon and beyond; and,<br />
That the Expression <strong>of</strong> Interest include, consideration <strong>of</strong>:<br />
Design <strong>of</strong> the 407 Transitway for maximum speed and efficiency<br />
z Local Oshawa to Burlington - 200 kilometers an hour<br />
z Express Montreal-Toronto-Windsor - 500 kilometers an hour<br />
Options that could include an elevated track<br />
Station locations that generally be not less than 4 kilometers apart<br />
Major anchor hubs that incorporate Transit Oriented Development, minimum standards in accordance with Growth<br />
Secretariate Plans and Studies<br />
That the railbed be as direct as possible and not incorporate Texas T’s<br />
z Engineering the most direct route and then mitigate the environment<br />
That the railbed shall be environmentally friendly and practical (should be elevated for cost efficiency and speed)<br />
The 407 Transitway being the highest order <strong>of</strong> transit and remain in the 407 right-<strong>of</strong>-way<br />
Electrified transit rail (renewable energy based)<br />
Dwell Time be 30 seconds at each station<br />
Planned speed between stations should be 130-150 km per hour (same as BART Transit System in San Francisco)<br />
No stops at only parking lots<br />
Planned journey from Burlington (Freeman Interchange) to Oshawa (Harmony) (roughly <strong>12</strong>0 km) should be<br />
approximately 1 hour<br />
407 Transitway should be design for high-speed Rail Transit (forget bus) and never leave the 407’s Right <strong>of</strong> Way<br />
(ROW)<br />
The 407 Transitway Design options to considering the integration with the Windsor/Montreal high-speed train<br />
That the Environment assessment be undertaken for the entire planned Highway 407 Transitway, and be based on a<br />
transit solution that extends 50 years and beyond; and,<br />
That an initial transitway line be installed between Cornell/<strong>Markham</strong> and Highway 403/407 and be implemented as a<br />
prototype for clean, high speed technology. (This corridor crosses five GO-Transit lines and two planned Go-Transit lines,<br />
three planned light rail lines (LRT) and two planned subway lines); and further,<br />
That the Honorable Dalton McGuinty, Premier <strong>of</strong> Ontario be requested to initiate a process to expedite the planning, design,<br />
implementation and construction <strong>of</strong> the 407 Transitway, which is the most strategic transit infrastructure joining all communities<br />
in the GTA mega-region. This will give access to the <strong>10</strong>0s <strong>of</strong> thousands <strong>of</strong> jobs and residences in the 407 corridor.<br />
cc: Ontario Minister <strong>of</strong> Energy and Public Infrastructure Renewal<br />
Federal Minister <strong>of</strong> Finance Federal Minister <strong>of</strong> Environment Federal Minister <strong>of</strong> Transportation<br />
Ontario Minister <strong>of</strong> Transportation Ontario Minister <strong>of</strong> Environment Ontario Minister <strong>of</strong> Finance<br />
Peel Region Halton Region Metrolinx York Region<br />
<strong>Town</strong> <strong>of</strong> Richmond Hill City <strong>of</strong> Vaughan City Brampton Simcoe County<br />
<strong>Town</strong> <strong>of</strong> Milton City <strong>of</strong> Burlington City <strong>of</strong> Oakville Durham Region<br />
City <strong>of</strong> Pickering City <strong>of</strong> Ajax <strong>Town</strong> <strong>of</strong> Whitby City <strong>of</strong> Oshawa<br />
407 Corridor Transit Oriented Development Study Motion<br />
Moved by: Regional Councillor Jim Jones<br />
Seconded by: Councillor Alex Chiu<br />
That the Government <strong>of</strong> Ontario through the Growth Secretariat undertake a comprehensive<br />
Transit Oriented Development (TOD) study along the 407 corridor for the purpose <strong>of</strong> identifying<br />
the real development potential, to optimize transit ridership and based on the best high-speed rail<br />
transit network solutions (Utilizing a 50 year horizon and beyond) and,<br />
That the study be undertaken by an world-class expert team selected by the province and,<br />
That the study include the following:<br />
• All planned 407 Rail Transit Stops<br />
• All GO-Transit stops upstream and downstream from the 407 Transitway<br />
• All Light Rail Transit (LRT) lines that cross the 407 Transitway and include all their<br />
upstream and downstream station stops<br />
• All Subway extensions that cross the 407 Transitway and include all planned station stops<br />
• Transit Oriented Development potential within walking radius <strong>of</strong> each station and <strong>of</strong> each<br />
feeder station<br />
• Looking at burying line within a km radius <strong>of</strong> the 407 Transitway Hubs or Gateway Stations<br />
• Building concourses across the 407 linking divided communities or isolated by the 407<br />
Highway<br />
• Using TIF’s - don’t encourage sprawl<br />
• The Premier instruct all the ministries, agencies, 407ETR and Hydro One to work together for<br />
the good <strong>of</strong> the economy and make it happen<br />
That the study be based on the economic development potential for the 407 corridor for a 50 year<br />
time horizon and beyond and not the current 20 year community plans and,<br />
That the Province takes the lead on Transit Oriented Development (TOD) and Transit Dependent<br />
Development (TDD)<br />
That the Honorable Dalton McGuinty, Premier <strong>of</strong> Ontario be requested to immediately commence and<br />
complete the 407 Corridor Transit Orientated Development Study.<br />
cc : Ontario Minister <strong>of</strong> Energy and Public Infrastructure Renewal<br />
Federal Minister <strong>of</strong> Finance Federal Minister <strong>of</strong> Environment Federal Minister <strong>of</strong> Transportation<br />
Ontario Finance Minister Ontario Minister <strong>of</strong> Environment Ontario Minister <strong>of</strong> Transportation<br />
Peel Region Halton Region York Region <strong>Town</strong> <strong>of</strong> Richmond Hill City <strong>of</strong> Vaughan<br />
City Brampton Durham Region Metrolinx <strong>Town</strong> <strong>of</strong> Milton City <strong>of</strong> Burlington<br />
City <strong>of</strong> Oakville City <strong>of</strong> Oshawa City <strong>of</strong> Ajax <strong>Town</strong> <strong>of</strong> Whitby City <strong>of</strong> Pickering<br />
57
58<br />
407 Rail Transitway With Its Own ROW - Yonge<br />
Subway on Yonge Street, Go-Transit stays put<br />
Capital Costs<br />
Land Expropriation Costs $ 0<br />
Business Expropriation Costs $ 0<br />
Construction Costs<br />
Subway $ 75,000,000<br />
Go-Transit $ <strong>10</strong>,000,000<br />
407 Transitway $ 30,000,000<br />
Bury the Hydro Lines $ <strong>10</strong>0,000,000<br />
Bus Terminal Relocation $ <strong>10</strong>,000,000<br />
Economy Costs - <strong>10</strong>0 years<br />
Lost Time Costs - Citizens 0<br />
Land Reclaimed - <strong>10</strong>0 acres $ 250,000,000<br />
Operation/Maint Costs-Trains $ 0<br />
Improved Bus Circulation $ 250,000,000<br />
Reclaim Land - Developable $ 5,000,000,000
Langstaff 407 Transitway Alternatives<br />
Designer Dwell Times Cost to Build Lost Citizen time<br />
407 ROW<br />
.30 50m 0m a yr<br />
Viva PCA 1.00 <strong>10</strong>m 0m a yr<br />
MTO 1 3.00 500m 200m a yr<br />
MTO 2 3.00 500m a yr<br />
Viva MTO 5.00 50m <strong>10</strong>0m a yr<br />
Taking 407 Rail Transitway to the Local Viva Bus Terminal<br />
Estimates are not MTO’s<br />
Capital Costs<br />
Land Expropriation Costs $ 150,000,000<br />
Business Expropriation Costs $ <strong>10</strong>0,000,000<br />
Construction Costs<br />
Subway $ 200,000,000<br />
Go-Transit $ 20,000,000<br />
407 Transitway $ 300,000,000<br />
Economy Costs<br />
Lost Time Costs - Citizens $ 1,000,000,000<br />
Operation/Maint Costs-Trains $ 1,000,000,000<br />
Reclaim Land - bury hydro $ 5,000,000,000<br />
59
60<br />
Cost To Bury Hydro Lines<br />
Per Line - 8-<strong>11</strong> million per km<br />
Tunnel - 2.5 Million a km
407 Transitway Integrated Communities Environment Green InitiativesStandards<br />
61
Highway 407 Transitway Green Corridor - “The Golden River” - GTA Mega-Region’s Economic Generator<br />
407 Transitway - “Levels the Playing Field”<br />
407 Transitway Corridor Design Imperatives<br />
Ensure the 407 Transitway has instant ridership success day one<br />
The aim is to design and build the 407 Transitway to move people as efficient and timely as possible<br />
The goal would be to achieve a 80% modal split by creating great Transit Dependent Development Nodes<br />
Can’t get 407 Rail Transit without Density and Can’t have Density without Rail Transit (conundrum)<br />
Bury the hydro lines where it is economical around major transit nodes and reclaim the land for TOD transit dependent development<br />
(eliminate the blight - return the earth to be more environmentally friendly and humane )<br />
Design, Build and Integrated, rail transit dependent complete communities (retail, <strong>of</strong>fice, residential, entertainment, recreation,<br />
institutional parks and the public realm)<br />
Transit Oriented Development Built Form at <strong>10</strong>-<strong>12</strong> times FSI - 700-<strong>10</strong>00 jobs or people per hectare<br />
Build concourses, atriums, convention centre, sports facilities and fieldhouses over the 407 Transitway to link both sides <strong>of</strong> the 407<br />
when and where appropriate<br />
Redirect the population growth to the 407 Transitway’s integrated Transit Dependent Development Nodes along the 407 corridor<br />
Use the 407 Corridor Lands efficiently - create a great pubic realm<br />
No surface parking - underground and structured paid parking only<br />
Design 407 rail transitway for <strong>10</strong>,000 - <strong>10</strong>0,000 transit riders per hour<br />
407 Rail Transitway should never leave the 407’s Right-<strong>of</strong>-Way (ROW)<br />
Harness the Power <strong>of</strong> the Grid - create a versatile competitive network for the people living in the GTA Mega-Region - 8 Go-Transit<br />
Lines, 4 LTRs and 2 Subway Line plus <strong>10</strong>-20 Bus Transit lines interfacing at station stops and will stimulate more north/south LRTs<br />
No station stops should be planned just for parking<br />
All station platforms are 200-300 metres long - to accommodate trainsets <strong>of</strong> 200 metres plus<br />
Create the Mega-Region’s 407 Rail Transitway spine (the 407 TransitwayNetwork should be the Metrolinx Board’s highest priority<br />
If a 53 Station 407 Transitway (milk-run) station design is needed, then design for 4 tracks instead <strong>of</strong> just two tracks<br />
Rail Transit Network should be design to be an synchronous network versus an asynchronous networks we currently have<br />
407 Transitway E/A should be designed for high-speed Rail Transit (forget bus - obsolete business plan)<br />
Current Environment Assessment (E/A) Process is obsolete for Rail Transit - should be based on cost to build , operate and<br />
efficiency for both the transit rider and transit operations and then mitigate the environment<br />
GTA Economy Productivity: The 407 Rail Transitway should be designed and planned for a total <strong>of</strong> one hour trip across the GTA<br />
which includes travel and dwell time from Burlington (Freeman Interchange) to Oshawa (Harmony) roughly 140km<br />
The design and build for the 407 Rail Transitway should be grade separated and elevated tracks only<br />
Design, Build & Integrate the TOD (TDD) Development along the 407 Transitway<br />
Solarize the 407 Highway Corridor - 407 - “The Green 407 Corridor”<br />
Design the 407 Rail Transitway for speeds <strong>of</strong> 200 km per hour for local transit and 500 for high-speed from Montreal to Windsor<br />
Design speed <strong>of</strong> 130-150km per hour between 4km station stops - faster for express or longer distances<br />
Dwell time at all stations stops - 30 seconds - 407 Transitway is highest level <strong>of</strong> transit<br />
Design an grade-separated, elevated, straight as possible, electrified 407 Rail Transitway<br />
Eliminate Rupe Goldberg Interfaces - it seriously marginalizes 407 Transitway Investment - quite frankly it is an insult to the<br />
engineering pr<strong>of</strong>ession<br />
Design the 407 Transitway Corridor to reduce the Carbon Footprint significantly<br />
Design, Build & Integrate as efficient and as tightly integrated as possible from the ground up an TDD & 407 Transitway Environment<br />
Should 62 be designed with automated train control<br />
Train Frequencies - <strong>12</strong> trains an hour in peak times and 6 Trains in <strong>of</strong>f peak times (6 car trains initially expandable to <strong>12</strong> car trains)<br />
Financial and Economy Consideration<br />
407 Transitway - Key Economy Generator - Helps Establishes a Worldwide Competitive GTA Mega-Region for jobs and investments<br />
Develop a Competitive P3 and ensuring it is win for all parties<br />
Create a Re wealth, Re-Development versus De wealth, Development Environment<br />
Create special development tools for the 407 TDD Transitway project<br />
Fares - basic & distance<br />
Work with MCAP to not tax underground parking and structure parking in the 407 Corridor but tax surface parking<br />
Automatic Collection method - RFID - eliminate cash<br />
Using TIF’s - should ensure it discourage sprawl<br />
Re Wealth the 407 Transitway Corridor spine and Environment - Up to $1 Trillion opportunity - after development it should be a<br />
great place to live and truly transit dependent development<br />
Involved the Pension Funds - P3 or Alternative Financing Method - Develop a comprehensive holistic financial development solution<br />
Encourage larger size apartment/condo units - maybe development charges are the same for all unit sizes /reduce property tax<br />
Investigate the possibility that the tracks in the evening <strong>11</strong>pm - 5 pm could be used for freight<br />
The Premier become involved in the transformation <strong>of</strong> the 407 Transitway Corridor<br />
Premier instruct all the ministries, agencies, crown corporations, 407 ETR and Hydro One to work together for the good <strong>of</strong> the GTA<br />
meg-region economy and premier police this initiative it to ensure that it is happening on a on-going basis<br />
MTO, PIR, Finance, Metrolinx, Hydro One, 407ETR, Minister <strong>of</strong> Environment, should become part <strong>of</strong> the Can Do Team versus being<br />
the Can’t Do Team<br />
Places to Grow - 407 Transitway Corridor will contribute Up to $1 trillion dollars in economic development<br />
opportunity, home for approximately 2 million people, 840 -800,000 jobs, <strong>12</strong>5,000,000 square feet <strong>of</strong> <strong>of</strong>fice/commercial and 750,000-<br />
1,000,000 transit trips a day when fully build-out<br />
Eliminate 15 million tons <strong>of</strong> CO2 emissions a year with a savings <strong>of</strong> $3,000,000,000 a year<br />
Help eliminate Gridlock with a savings <strong>of</strong> $<strong>10</strong>-15 billion dollars a year<br />
Eliminate the need for <strong>10</strong>,500,000,000 gallons <strong>of</strong> fuel a year<br />
Eliminate 350,000,000,000 vehicle miles travelled a year in the GTA, saving 42,<strong>12</strong>5,000,000 litres <strong>of</strong> fuel a year<br />
Reduces health care costs because less pollutants going into the atmosphere<br />
TDD - 1,000,000 cars <strong>of</strong>f the road - 1,000,000 people will be taking transit on a daily basis over time - as 407 corridor get build-out<br />
York Region 407 Transitway Hubs - Approximately 4km spacing<br />
Municipality YR Anchor & Gateway Hubs Hydro Costs Acres Units Pop Office sq ft. Jobs<br />
Vaughan Martin Grove/Kipling - Hwy 27 52,000,000 <strong>10</strong>0 20,000 35,000 2,000,000 <strong>10</strong>,000<br />
Bolton Go-Transit 35,000,000 <strong>10</strong>0 20,000 35,000 2,000,000 <strong>10</strong>,000<br />
Vaughan Corporate Centre 71,000,000 700 60,000 <strong>12</strong>5,000 20,000,000 <strong>10</strong>0,000<br />
Bradford Go-Transit 35,000,000 <strong>10</strong>0 20,000 35,000 2,000,000 <strong>10</strong>,000<br />
Bathurst Street 35,000,000 20 5,000 2,500 1,000,000 5,000<br />
<strong>Markham</strong> Langstaff/Richmond Hill <strong>10</strong>0,000,000 400 30,000 70,000 <strong>10</strong>,000,000 40,000<br />
Leslie Street 35,000,000 <strong>10</strong>0 <strong>10</strong>,000 25,000 2,000,000 <strong>10</strong>,000<br />
Woodbine Avenue 35,000,000 <strong>10</strong>0 <strong>10</strong>,000 25,000 2,000,000 <strong>10</strong>,000<br />
<strong>Markham</strong> Centre <strong>12</strong>0,000,000 500 35,000 80,000 15,000,000 60,000<br />
<strong>Markham</strong> Road - Hwy 48 55,000,000 <strong>10</strong>0 <strong>10</strong>,000 25,000 1,000,000 5,000<br />
Havelock / Don Cousen Pky 150 <strong>10</strong>,000 25,000 2,000,000 <strong>10</strong>,000<br />
York Region $573,000,000 2,370 230,000 482,5000 59,000,000 270,000
Station<br />
No<br />
Transit Station Distance<br />
Between<br />
Dwell<br />
Time<br />
Timings<br />
Between<br />
Design and Build Integrated 407 Communities within the 407 Transitway Corridor<br />
Parking<br />
Spaces<br />
Station<br />
Costs<br />
Parking<br />
Revenue<br />
Stops -<br />
KMs<br />
Seconds Stops<br />
Costs<br />
Freed Up<br />
1 Burlington Freeman Interchange /407 5.8 300 3.30 1500 $25,000,000 $3,750,000 290,000,000 50 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
Section<br />
Construction<br />
Hydro Line<br />
Buried-Km<br />
Hydro Costs Number<br />
<strong>of</strong> Acres<br />
# <strong>of</strong> Units Est.<br />
Population<br />
Ridership<br />
Daily<br />
Ridership<br />
Revenue<br />
Office SF Jobs<br />
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<br />
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<br />
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<br />
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<br />
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<br />
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<br />
8 Britannia / 407 3.0 60 1.46 <strong>10</strong>00 $15,000,000 $2,500,000 150,000,000 150 25,000 60,000 24,000 240,000, 3,000,000 15,000<br />
9 Darry / 407 1.3 60 .68 <strong>10</strong>00 $15,000,000 $2,500,000 65,000,000 150 25,000 60,000 24,000 240,000 3,000,000 15,000<br />
<strong>10</strong> Milton Go-Transit Line / 407 - CP Galt 3.3 60 2.01 <strong>10</strong>00 $25,000,000 $2,500,000 165,000,000 150 25,000 60,000 24,000 240,000 3,000,000 15,000<br />
<strong>11</strong> 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 <strong>10</strong>,000<br />
<strong>12</strong> Mississauga Road / 407 3.1 60 1.38 <strong>10</strong>00 $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 <strong>10</strong>,000<br />
13 Mavis / 407 2.1 60 1.13 <strong>10</strong>00 $15,000,000 $2,500,000 <strong>10</strong>5,000,000 1.0 35,000,000 50 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 3,000,000 15,000<br />
14 Brampton/Hurontario/407 2.0 60 1.19 800 $25,000,000 $2,000,000 <strong>10</strong>0,000,000 1.0 35,000,000 50 15,000 35,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
15 Highway 4<strong>10</strong> /407 2.9 60 1.22 800 $15,000,000 $2,000,000 145,000,000 1.5 52,000,000 50 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
16 Dixie Road / 407 2.4 60 1.22 800 $15,000,000 $2,000,000 <strong>12</strong>0,000,000 1.5 52,000,000 50 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
17 Georgetown Go-Transit/407 -Torbram/Bramalea 2.4 60 1.22 1500 $25,000,000 $3,750,000 <strong>12</strong>0,000,000 1.0 35,000,000 50 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>,000 2,000,000 <strong>10</strong>,000<br />
18 Airport Road /407 1.3 60 .68 <strong>10</strong>00 $15,000,000 $2,500,000 65,000,000 1.0 35,000,000 50 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
19 Goreway Road / 407 2.1 60 1.20 <strong>10</strong>00 $15,000,000 $2,500,000 <strong>10</strong>5,000,000 1.5 52,000,000 50 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
20 Highway 50 / 407 - 60 700 $15,000,000 $1,750,000 1.0 35,000,000 50 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
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 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
22 Martin Grove / 407 / Kipling 2.1 60 1.<strong>10</strong> 700 $15,000,000 $1,750,000 <strong>10</strong>5,000,000 1.0 35,000,000 50 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>,000 2,000,000 <strong>10</strong>,000<br />
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 <strong>10</strong>,000 35,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
2424 Pine Valley / 407 1.9 60 1.<strong>12</strong> 800 $15,000,000 $2,000,000 95,000,000 1.0 35,000,000 50 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
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 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
26 Vaughan Corporate Centre/407/Jane LRT 2.3 60 1.20 2500 $30,000,000 $6,250,000 <strong>11</strong>5,000,000 1.0 35,000,000 80 50,000 <strong>12</strong>5,000 14,000 <strong>10</strong>0,000 20,000,000 <strong>10</strong>0,000<br />
27 Keele Street / 407 .9 60 .39 800 $15,000,000 $2,000,000 45,000,000 1.0 35,000,000 50 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
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 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
29 Dufferin / 407 2.0 60 1.<strong>10</strong> <strong>10</strong>00 $15,000,000 $2,500,000 <strong>10</strong>0,000,000 1.0 35,000,000 50 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 1,000,000 5,000<br />
30 Bathurst Street / 407 2.3 60 1.22 <strong>10</strong>00 $15,000,000 $2,500,000 <strong>11</strong>5,000,000 1.0 35,000,000 25 5,000 <strong>12</strong>,500 5,000 50,000 0 0<br />
31 Langstaff/Richmond Hill Go-Transit - Yonge Street /407 2.0 60 1.<strong>10</strong> 2500 $50,000,000 $6,250,000 <strong>10</strong>0,000,000 3.0 <strong>10</strong>0,000,000 <strong>10</strong>0 30,000 75,000 30,000 300,000 <strong>10</strong>,000,000 40,000<br />
32 Bayview Avenue / 407 1.5 60 .59 <strong>12</strong>00 $15,000,000 $3,000,000 75,000,000 .5 18,000,000 25 3,000 7,500 3,000 30,000 0 0<br />
33 Leslie Street LRT/407 2.1 60 1.<strong>10</strong> <strong>10</strong>00 $15,000,000 $2,500,000 <strong>10</strong>5,000,000 1.0 35,000,000 70 <strong>10</strong>,000 15,000 6,000 60,000 2,000,000 <strong>10</strong>,000<br />
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 <strong>10</strong>,000<br />
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 <strong>12</strong>,500 5,000 50,000 1,000,000 5,000<br />
36 <strong>Markham</strong> Centre /407 2.0 60 1.09 2500 $30,000,000 $6,250,000 <strong>10</strong>0,000,000 3.5 <strong>11</strong>5,000,000 1<strong>10</strong> 35,000 80,000 32,000 320,000 15,000,000 60,000<br />
37 McGowan Road / 407 2.0 60 .59 700 $15,000,000 $1,750,000 <strong>10</strong>0,000,000 1.0 35,000,000 50 3,000 7,500 3,000 30,000 0 0<br />
38 <strong>Markham</strong> Road-Highway 48 / 407 1.9 60 1.3 <strong>10</strong>00 $15,000,000 $2,500,000 95,000,000 1.5 52,000,000 70 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
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<br />
40 Havelock Go-Transit / 407 2.7 60 1.35 1500 $30,000,000 $3,750,000 135,000,000 <strong>10</strong>0 15,000 35,000 14,000 140,000 3,000,000 15,000<br />
41 York Durham Line 2.2 60 1.<strong>11</strong> 500 $15,000,000 $1,250,000 1<strong>10</strong>,000,000 150 15,000 25,000 <strong>10</strong>,000 <strong>10</strong>0,000 2,000,000 <strong>10</strong>,000<br />
42 Whites Road - Seaton/Pickering Airport / 407 2.2 60 1.21 500 $15,000,000 $1,250,000 1<strong>10</strong>,000,000 150 <strong>10</strong>,000 25,000 <strong>10</strong>,000 <strong>10</strong>,000 6,000,000 30,000<br />
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 <strong>12</strong>,500<br />
44 Brock Road / 407 Duffin Heights / 407 60 <strong>10</strong>00 $15,000,000 $2,500,000 150 20,000 50,000 20,000 200,000 2,500,000 <strong>12</strong>,5000<br />
45 Westney / 407 60 500 $15,000,000 $1,250,000 150 20,000 50,000 20,000 200,000 2,500,000 <strong>12</strong>,500<br />
46 Lakeridge /407 60 500 $15,000,000 $1,250,000 150 20,000 50,000 20,000 200,000 2,500,000 <strong>12</strong>,500<br />
47 Highway <strong>12</strong> - Brooklin / 407 60 800 $15,000,000 $2,000,000 150 20,000 50,000 20,000 200,000 2,500,000 <strong>12</strong>,500<br />
48 Thickson /407 60 800 $15,000,000 $2,000,000 150 20,000 50,000 20,000 200,000 2,500,000 <strong>12</strong>,500<br />
49 Simcoe / 407 60 800 $15,000,000 $2,000,000 150 20,000 50,000 20,000 200,000 2,500,000 <strong>12</strong>,500<br />
50 Harmony /407 - Oshawa 60 <strong>10</strong>00 $15,000,000 $2,500,000 150 20,000 50,000 20,000 200,000 2,500,000 <strong>12</strong>,5000<br />
51 Courtice /407 - Highway <strong>11</strong>5/35 300 500 15,000,000 150 20,000 50,000 20,000 200,000 2,500,000 <strong>12</strong>,500<br />
Total 50,850 $9<strong>10</strong>,000,000 $<strong>12</strong>7,250,000 6,000,000,000 5,000 880,000 1,920,000 71,000,000 290,000<br />
63
Try to Leave Everything Better than What We Inherited: Excerpts From $20 Per Gallon by Christopher Steiner<br />
Economy: In the not-too-distant future, whether we like it or not, the price <strong>of</strong> gasoline will begin a rise that will continue for<br />
decades. It will increase so much, in fact, that many aspects <strong>of</strong> everyday life will be dramatically altered and altered in ways that<br />
most <strong>of</strong> us wouldn’t necessarily anticipate. For example, we envision a future where we travel by train, not by plane. One where<br />
today’s distant suburbs gradually become ghost towns. I have gone through the different scenarios when gasoline reaches these<br />
price levels. What is the provincial and federal government doing to insulate the public in the event this happen? The consensus<br />
is that we have reached peak oil and any oil we find will be expensive and won’t be the big oil fields <strong>of</strong> the pass.<br />
$4 The Road to $20 Oil & Civilization Renovation: Consider this: The United States has 750 cars for every 1,000 people.<br />
China, on the other hand, has 4 cars for every 1,000 people. If China gets to only half the ownership rate <strong>of</strong> the United States, it means<br />
an additional 400 million cars on the road, looking for gasoline. That’s almost like adding another two United States’ worth <strong>of</strong> cars to<br />
the world. Moreover, even if the price <strong>of</strong> oil gets so high that it creates serious demand destruction in places like the United States and<br />
Europe, the use <strong>of</strong> oil will still increase in economics such as China’s which is growing a <strong>10</strong>% clip. Growth that size doesn’t evaporate<br />
overnight. And Economies, especially China’s, need oil and energy to grow.<br />
The world’s total population will jump by 1 billion people in the coming <strong>11</strong> years, but the middle class will add 1.8 billion to its ranks,<br />
600 million <strong>of</strong> them in China alone. Middle class will comprise 52% <strong>of</strong> the earth’s total population by 2020. China’s middle class will<br />
be the world’s largest in 2025 and India’s will be ten times its current size.<br />
The following two statements, in most sane circles, are accepted as fact:<br />
z The demand for oil will gradually increase and will continue to increase as the global middle class expands<br />
z The oil that remains in the earth, will be more and more expensive to locate and extract<br />
Leads to the conclusion that price <strong>of</strong> gas will climb far past where we’re at right now and will continue to climb.<br />
There remains little easy-to-get oil. After 147 years <strong>of</strong> almost uninterrupted supply growth to a record output <strong>of</strong> some 81-82 million<br />
barrels/day in the summer 2006, crude oil production has since entered its irreversible decline. This exceptional reversal alters the<br />
energy supply equation upon which life on our planet is based. It will come to place pressure upon the use <strong>of</strong> all other sources <strong>of</strong><br />
energy - be it natural gas, coal, nuclear power, and all type <strong>of</strong> sundry renewable especially bi<strong>of</strong>uels. It will come to affect everything<br />
else under the sun.<br />
$6 Society Change and the Dead SUV At $4 a gallon, North Americans cut back their driving by billions <strong>of</strong> miles. SUV plants<br />
were shut down, hybrid cars became best sellers. New Car sales lots became lonely places. Families cut back on vacations, rationed<br />
car use and left their 4runners and Explorers in the garage in favor <strong>of</strong> driving their sedans.<br />
At $6.00, our lives , our businesses, our families, will all be caught, unready for the coming cavalcade <strong>of</strong> evolution and adaptation that<br />
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<br />
its specter may sound implausible, isn’t too far away, says Jeffrey Rubin, a respected economist and the chief strategist and managing<br />
director <strong>of</strong> CIBC World Markets. Rubin say gasoline will likely cost $7.00 a gallon by 20<strong>10</strong>. As a Result, he says “Over the next four<br />
years, we are likely to witness the greatest mass exodus <strong>of</strong> vehicles <strong>of</strong>f America’s highways in history. By 20<strong>12</strong>, there should be some<br />
<strong>10</strong> million fewer vehicles on American roadways than there are today Of those <strong>10</strong> million vehicles that Rubin predicts will come <strong>of</strong>f<br />
U.S. roads, many will be SUVs.<br />
For the first time in American history in 2008, higher gas prices compelled Americans to drive <strong>10</strong>0 billion fewer miles in 2008 than<br />
they did in 2007. Higher gas prices could mean a skinner North America, Fatness costs the Americans a lot <strong>of</strong> money: <strong>11</strong>7 billion per<br />
year in early mortality and extra medical expenses and <strong>11</strong>2,000 deaths related to complications and diseases stemming from obesity<br />
When gas hits $6.00, asphalt will be more expensive than ever<br />
$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<br />
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,<br />
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,<br />
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<br />
same oil-refining process that produces gasoline, diesel, and asphalt, so its price is a volatile as gasoline’s. With $8.00 gasoline, the<br />
American domestic network will contract to 50% <strong>of</strong> its current size. Planes burn an inordinate amount <strong>of</strong> fuel just getting up to cruising<br />
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<br />
same regions will cease. At $<strong>12</strong> gas, trips less than 500 miles will be done by car, bus, or by rail. A standard coach ticket for a U.S.-<br />
European flight will cost $2,000 on the cheap end with sustained gas prices <strong>of</strong> $8.00 a gallon. Airline terminal that once stretched like<br />
monolithic petals from a giant airport stem will be closed. The U.S. airline business is a big one. When half <strong>of</strong> it vanishes, it will leave<br />
a crater. Losing half <strong>of</strong> the airline business will ground 2,800 planes, 200,000 jobs lost, 13,000 flights eliminated, and $67 billion <strong>of</strong><br />
revenue gone. The above figures apply to job losses only at the airlines. Thousands more jobs will be lost throughout the structure<br />
that supports their light network, jobs at airports, maintenance shops, plane caterers, rental car companies, travel agencies, aircraft<br />
leasing companies, and even airport peripheral players such as taxi and shuttle drivers. The economic damage will be deep and<br />
pronounced. This will be the beginning <strong>of</strong> the destruction <strong>of</strong> a major piston in our economy. A lot <strong>of</strong> people will have been set loose<br />
without jobs and without hope <strong>of</strong> employment elsewhere in their industry.<br />
$<strong>10</strong> The car diminished but reborn It will require a mammoth amount <strong>of</strong> determination to change how and what we drive in this<br />
country. People won’t give up their SUVs and their sports cars without a reason so compelling they can no longer deny its fundamental<br />
honesty. Ten dollars gasoline will be a crescendo. It will tear down bulwarks to progress and technology. It will change how we<br />
think about travel. And most <strong>of</strong> all, $<strong>10</strong> gas will be the powerful force that nudges Americans away from their deep relationships with<br />
the automobile. 64 Most people know change is coming; they may bury their acknowledgement deep in their psyche, but they know.<br />
Gas prices <strong>of</strong> $<strong>10</strong> a gallon may seem far away but if you look at the fundamentals <strong>of</strong> the world’s supplies and the certainty <strong>of</strong> rising<br />
demands, it’s a number we will almost definitely see within the next 8-<strong>10</strong> years or less. Can we afford to gamble on the future?<br />
UPS said when gas approaches six and eight dollars a gallon, we’ll certainly be expediting the examination <strong>of</strong> their fleet and how they<br />
can move away from gasoline but at ten dollars a gallon, you can bet there will be real change.<br />
$<strong>12</strong> Urban Revolution and Suburban Decay In our current world, with our current attachment to individualized transportation,<br />
the New York city subway system, built anew, couldn’t happen. But the world <strong>of</strong> $<strong>12</strong> gas will be much different. In the world, subway<br />
systems will romp across our cities and course beneath our homes, rerouting America toward an urban ideal. As gas prices increase<br />
from $6 to $<strong>10</strong> to $<strong>12</strong> a gallon, the value <strong>of</strong> mass transit infrastructure will only increase, and more and more cities and their populations<br />
will think and want to behave as New York have been doing for decades. Taxes supporting new mass transit projects, taxes that would<br />
be outrageously unpopular in our current times, will pass with ease.<br />
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.<br />
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<br />
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<br />
<strong>of</strong> population as our fringe suburbs lose their value and our inner cities reinvent themselves again. When gas reaches $<strong>12</strong> a gallon,<br />
Americans will feel themselves in a limbo <strong>of</strong> sorts, the nascent stage <strong>of</strong> electric vehicles’ slow takeover and gasoline prices so high<br />
that driving to the supermarket becomes an exercise <strong>of</strong> coasting through stop signs in neutral to save every precious drop <strong>of</strong> fuel..<br />
The only thing real, the only thing proven to save us money and time and to stand the perseverance <strong>of</strong> market swings and real estate<br />
undulations, will be our cities’ great neighborhood and the infrastructure that supports them. Trains will overflow. New subway and<br />
heavy rail cars will be brought and manufacturing will revive on the back <strong>of</strong> this movement as the demand for light rail, urban electric<br />
trains and buses spikes to level unforeseen. The dream <strong>of</strong> one acre lots, four bedrooms homes, three car, and a suburb full <strong>of</strong> sparking<br />
big box stores will be shaken. The dream <strong>of</strong> America won’t fail, but it will change. No city will reach New York’s level <strong>of</strong> compression;<br />
but the densification <strong>of</strong> our cities is academic. It is a question <strong>of</strong> when energy prices and gas prices soar past $<strong>10</strong> to $<strong>12</strong>.<br />
$14 The Fate <strong>of</strong> Small <strong>Town</strong>s, U.S. Manufacturing Renaissance and our Material World There will be two things stemming<br />
from high gasoline prices that contribute to the obsolescence <strong>of</strong> big box stores that, in most cases, are located on the fringes <strong>of</strong> towns<br />
and suburbs rather than city cores. Electric cars will exist, yes, but cars and roads will not be the glue <strong>of</strong> society any longer. People<br />
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<br />
Target. The second and biggest reason for WalMart’s demise - will be the outrageous cost <strong>of</strong> maintaining the retailer’s vast distribution<br />
and product network. WalMart’s model works because <strong>of</strong> cheap gasoline. The company is able to leverage cheap labor in China to<br />
make many <strong>of</strong> its wares because <strong>of</strong> the low cost <strong>of</strong> getting those products back to the United States aboard giant cargo ships. Without<br />
gasoline at affordable prices, goods from China didn’t float in at mass quantities, choking a main Wal-mart Advantage. Flinging the<br />
goods around the country, from port to distribution centre to store, will be come prohibitively expensive.<br />
$16 The Food Web Deconstructed Reshuffling the world’s spidery and sometimes nonsensical food web will be one <strong>of</strong> the last<br />
tricks turned by rising gas costs. The giant lever awaits at $16 gasoline. Everything starting with farming, will change. The changes<br />
will ripple through to things like fish and livestock, then to dairy and other animal products. Our fertilizers, mostly imported and made<br />
straight out <strong>of</strong> fossil fuel will change. We will no longer eat oil. The price <strong>of</strong> everything will increase, But these price increase will enable<br />
one to grow locally. When gas reaches $16 a gallon, natural gas’s price will become exorbitant. To sustain life we must have ammoniabased<br />
fertilizers. We used to use water to make ammonia <strong>10</strong>0 years ago and we will once again. Harness the abundant wind power<br />
to use electrolysis to make ammonia from water and nitrogen.<br />
$18 Renaissance <strong>of</strong> the Rails The reason for our train system’s demise are numerous, but there’s one common stitch that<br />
binds all <strong>of</strong> that together: cheap oil. Cheap oil has enabled us to live where we want on our terms. Sprawling metros,<br />
enabled by cheap gasoline and the automobile, have pushed far away from centrally located train stations. The advent<br />
<strong>of</strong> a true high-speed train network will be the ultimate sign that our world has adapted to oil‘s Scarcity. Fire-breathing jet<br />
engines and carbon dioxide-sputtering cars will fade <strong>of</strong>f into history, part <strong>of</strong> another era <strong>of</strong> transportation for an evolving<br />
human race and civilization. In a world <strong>of</strong> $18 gasoline, high-speed rail is necessary to stay relevant to other world powers,<br />
some which have a large head start on electrically powered trains (150 for LRT High-speed and 400 km per hour for longer<br />
distances..<br />
$20 The Future <strong>of</strong> Energy There is no reason why North America can’t reestablish itself as a manufacturing heavyweight<br />
if we get smarter about how we use energy. We will need to, finally, orchestrate a comprehensive energy plan that secures<br />
our country’s supply <strong>of</strong> electrons far into the future. A big part <strong>of</strong> that plan will be not only finding new sources <strong>of</strong> supply,<br />
such as more wind and nuclear, but also shoring up the massive amounts <strong>of</strong> energy waste that take place every day. Every<br />
time you pass a paper mill or a power plant or a refinery <strong>of</strong> some type that is billowing steam or a flame into the air - and<br />
there are thousands across North America - you’re watching raw energy spewed into the atmosphere. All for the simple<br />
reason that buying additional energy supplied by fossil fuels has been the cheap and easy choice for these companies to<br />
make before energy prices began their climb. Our electrical grid in 19<strong>10</strong> operated at 65% efficiency, that means 65% <strong>of</strong><br />
the power we made eventually got into the hands <strong>of</strong> end users. From then until 1957, the efficiency <strong>of</strong> our national power<br />
grid eroded to 33%, which is where it is today/ Cheap energy, however, drew the world away from such efficiencies. By<br />
capturing waste heat at just the U.S. manufacturing levels will bring 65,000 megawatts back to the grid, enough for 50<br />
million homes. It is energy we’re already making and that comes cheaply-cheaper than wind, solar, nuclear, or even coal.<br />
The role <strong>of</strong> nuclear will have to increase in a world <strong>of</strong> higher gasoline and energy prices. Four pounds <strong>of</strong> enriched uranium<br />
has as much energy as a million gallons <strong>of</strong> gasoline. And there are no sooty nuclear emissions.<br />
Go Directly to High-Speed 407 Rail Transitway and By-Pass BRT<br />
Don’t Implement Fossil Fuel Systems - Electric Trains are Carbon Neutral
Station<br />
NO.<br />
The Most Strategic Asset the Ontario Government has and doesn’t know About<br />
407 Transitway<br />
Gateway and Anchor Hub Station<br />
Distance<br />
Between<br />
Dwell<br />
Time<br />
Timings<br />
Between<br />
Parking<br />
Spaces<br />
Design and Build Integrated 407 Communities within the 407 Transitway Corridor<br />
Station<br />
Costs<br />
Parking<br />
Revenue<br />
Stops-KMs Seconds Stops<br />
Costs<br />
Freed Up<br />
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 <strong>10</strong>,000<br />
2 Appleby / 407 <strong>11</strong>.3 30 3.93 <strong>10</strong>00 $15,000,000 $2,000,000 565,000,000 <strong>10</strong>0 15,000 50,000 2,000 20,000 3,000,000 <strong>12</strong>,500<br />
3 Neyagawa / 407 <strong>10</strong>.4 30 3.56 <strong>10</strong>00 $15,000,000 $2,000,000 520,000,000 <strong>10</strong>0 15,000 50,000 2,000 20,000 3,000,000 <strong>12</strong>,500<br />
4 Ridgeway / 407 8.3 30 2.51 2000 $25,000,000 $5,000,000 400,000,000 <strong>10</strong>0 15,000 50,000 2,000 20,000 3,000,000 <strong>12</strong>,500<br />
5 Milton Go-Transit Line / 407 - CP Galt 6.7 30 2.74 <strong>10</strong>00 $25,000,000 $2,500,000 335,000,000 <strong>10</strong>0 15,000 50,000 5,000 50,000 3,000,000 <strong>12</strong>,500<br />
6 Mississauga Road / 407 6.1 30 2.39 <strong>10</strong>00 $15,000,000 $2,500,000 305,000,000 2.0 km 71,000,000 <strong>10</strong>0 15,000 50,000 5,000 50,000 5,000,000 30,000<br />
7 Brampton/Hurontario/407 5.4 30 2.15 <strong>10</strong>00 $25,000,000 $2,000,000 270,000,000 1.0 km 35,000,000 <strong>10</strong>0 <strong>10</strong>,000 50,000 5,000 50,000 2,000,000 <strong>10</strong>,000<br />
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 <strong>10</strong>0 <strong>10</strong>,000 35,000 5,000 50,000 2,000,000 <strong>10</strong>,000<br />
9 Goreway Road 4.0 30 1.63 <strong>10</strong>00 $15,000,000 $2,500,000 200,000,000 1.5 km 52,000,000 <strong>10</strong>0 <strong>10</strong>,000 35,000 2,000 20,000 2,000,000 <strong>10</strong>,000<br />
<strong>10</strong> Martin Grove/Kipling - Highway 27 4.0 30 1.63 <strong>10</strong>00 $15,000,000 $1,750,000 200,000,000 1,5 km 52,000,000 <strong>10</strong>0 <strong>10</strong>,000 35,000 2,000 20,000 2,000,000 <strong>10</strong>,000<br />
<strong>11</strong> 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 <strong>10</strong>0 <strong>10</strong>,000 35,000 3,000 30,000 2,000,000 <strong>10</strong>,000<br />
<strong>12</strong> 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 <strong>10</strong>0 50,000 <strong>12</strong>5,000 8,000 80,000 20,000,000 <strong>10</strong>0,000<br />
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 <strong>10</strong>0 <strong>10</strong>,000 35,000 2,500 25,000 2,000,000 <strong>10</strong>,000<br />
14 Bathurst Street / 407 4.3 30 1.75 <strong>10</strong>00 $15,000,000 $2,500,000 215,000,000 1.0 km 35,000,000 55 <strong>10</strong>,000 25,000 1,000 <strong>10</strong>,000 1,000,000 5,000<br />
15 Langstaff/Richmond Hill Go-Transit - Yonge Street 2.5 30 1.02 2500 $50,000,000 $6,250,000 <strong>12</strong>5,000,000 3.0 km <strong>10</strong>0,000,000 <strong>10</strong>0 35,000 70,000 8,000 80,000 <strong>10</strong>,000,000 40,000<br />
16 Leslie Street LRT/407 3.6 30 1.47 <strong>10</strong>00 $15,000,000 $2,500,000 180,000,000 1.0 km 35,000,000 <strong>10</strong>0 <strong>10</strong>,000 15,000 3,000 30,000 2,000,000 <strong>10</strong>,000<br />
17 Woodbine Roddick/407 2.4 30 1.00 <strong>10</strong>00 $15,000,000 $2,000,000 <strong>12</strong>0,000,000 1.5 km 35,000,000 <strong>10</strong>0 15,000 25,000 2,000 20,000 2,000,000 <strong>10</strong>,000<br />
Section<br />
Construction<br />
Hydro Line<br />
Buried-Km<br />
Hydro Costs Number<br />
Of Acres<br />
# Of Units Est.<br />
Population<br />
Ridership<br />
Daily<br />
Ridership<br />
Revenue<br />
Office SF Jobs<br />
18 <strong>Markham</strong> Centre /407 2.9 30 1.18 2500 $30,000,000 $6,250,000 145,000,000 3.5 km <strong>12</strong>0,000,000 150 35,000 80,000 6,000 60,000 15,000,000 60,000<br />
19 <strong>Markham</strong> Road-Highway 48 / 407 4.5 30 1.84 <strong>10</strong>00 $15,000,000 $2,500,000 225,000,000 1.5 km 55,000,000 <strong>10</strong>0 <strong>10</strong>,000 20,000 3,000 30,000 2,000,000 <strong>10</strong>,000<br />
20 Havelock Go-Transit / 407 3.8 30 1.55 1500 $30,000,000 $3,750,000 190,000,000 <strong>10</strong>0 15,000 35,000 3,000 30,000 2,000,000 <strong>10</strong>,000<br />
21 Whites Road - Seaton/Pickering Airport / 407 4.8 30 1.96 <strong>10</strong>00 $15,000,000 $1,250,000 240,000,000 <strong>10</strong>0 15,000 80,000 2,000 20,000 6,000,000 30,000<br />
22 Brock Road / 407 Duffin Heights / 407 4.5 30 1.84 1500 $15,000,000 $2,500,000 225,000,000 <strong>10</strong>0 15,000 25,000 2,000 20,000 2,500,000 <strong>12</strong>,500<br />
23 Highway <strong>12</strong> - Brooklin / 407 <strong>10</strong>.0 30 4.<strong>10</strong> <strong>10</strong>00 $15,000,000 $2,000,000 500,000,000 <strong>10</strong>0 15,000 25,000 2,000 20,000 2,500,000 <strong>12</strong>,500<br />
24 Harmony /407 - Oshawa 18.0 300 3.28 <strong>10</strong>00 $65,000,000 $2,500,000 900,000,000 <strong>10</strong>0 15,000 25,000 2,,000 20,000 2,500,000 <strong>12</strong>,500<br />
30 Train Sets - 200 metres long @$33,000,000 999,000,000<br />
Unusual Engineering 1,000,000,000<br />
Train Maintenance Facilities & Misc 1,000,000,000<br />
Electrification $<strong>10</strong>,000,000 km x <strong>12</strong>0km 1,200,000,000<br />
Contingency - 407 Transitway Station Costs $365,000,000<br />
Total <strong>12</strong>0.0 1320 49.00 32,500 $1,000,000,000 81,250,000 $<strong>10</strong>,954,000,000 22.5 km 556,000,000 2350 620,000 1,150,000 53,500 785,000 97,000,000 475,000<br />
65
66<br />
Transit Oriented Development
Mayor<br />
Frank Scarpitti<br />
April 15, 20<strong>10</strong><br />
Deputy Mayor<br />
Jack Heath<br />
Ward 1 Councillor<br />
Valerie Burke<br />
Ward 5 Councillor<br />
John Webster<br />
Regional Councillor<br />
Jim Jones<br />
Ward 2 Councillor<br />
Erin Shapero<br />
Ward 6 Councillor<br />
Dan Horchik<br />
Regional Councillor<br />
Gordon Landon<br />
Ward 3 Councillor<br />
Don Hamilton<br />
Ward 7 Councillor<br />
Logan Kanapathi<br />
Ward 1<br />
A-2006 21,902<br />
T-2031 41,800<br />
J-2031 57,800<br />
Regional Councillor<br />
Joseph Virgilio<br />
Ward 4 Councillor<br />
Carolina Moretti<br />
Ward 8 Councillor<br />
Alex Chiu<br />
Ward 2<br />
A-2006 25,431<br />
T-2031 27,000<br />
J-2031 31,000<br />
Mayor and Members <strong>of</strong> Council<br />
Ward 6<br />
A-2006 30,964<br />
T-2031 74,550<br />
J-2031 74,550<br />
Ward 3<br />
A-2006 31,062<br />
T-2031 55,900<br />
J-2031 72,900<br />
<strong>Town</strong> <strong>of</strong> <strong>Markham</strong>: Ward map<br />
Ward 4<br />
A-2006 32,275<br />
T-2031 71,750<br />
J-2031 71,750<br />
Ward 8<br />
A-2006 38,709<br />
T-2031 43,350<br />
J-2031 51,350<br />
Ward 7<br />
A-2006 38,442<br />
T-2031 45,250<br />
J-2031 53,750<br />
Ward 5<br />
A-2006 34,260<br />
T-2031 69,200<br />
J-2031 73.200<br />
Total Population<br />
A-2009 253,045<br />
T-2031 423,800<br />
J-2031 486,500<br />
67
68<br />
Mayor Frank Scarpitti<br />
<strong>Town</strong> <strong>of</strong> <strong>Markham</strong><br />
<strong>10</strong>1 <strong>Town</strong> Centre Boulevard<br />
<strong>Markham</strong>, Ontario L3R 9W3<br />
Bus:905-479-7775<br />
Email: fscarpitti@markham.ca<br />
www.markham.ca<br />
Jim Jones - Chair <strong>Markham</strong> Live<br />
Regional Councillor<br />
<strong>Town</strong> <strong>of</strong> <strong>Markham</strong><br />
<strong>10</strong>1 <strong>Town</strong> Centre Boulevard<br />
<strong>Markham</strong>, Ontario L3R 9W3<br />
Bus:905-479-7757<br />
Email: jjones@markham.ca<br />
www.markham.ca