February-March Consultation Report

Scarborough Subway Extension Project Assessment February/March, 2016 Public Consultation Report

Contents Scarborough Subway Extension Project Assessment ......................................................................... 1

Background ............................................................................................................................................... 1

Overview ................................................................................................................................................... 2

Approach to Public Consultation .......................................................................................................... 2

Public Meeting Details .......................................................................................................................... 3

Presentation Materials ......................................................................................................................... 4

Feedback ................................................................................................................................................... 4

1

Background Since the start of the Scarborough Subway Extension Project Assessment (SSEPA), the context for the project has changed:

planned GO Regional Express Rail expansion the introduction of SmartTrack a pause in the development of the Sheppard East LRT

These changes present new opportunities for enhanced connectivity and improved accessibility to better address the transit needs in Scarborough. Two key priorities for transit in Scarborough provide strategic direction to guide decision-making. The key transit priorities in Scarborough are:

1. Support the development of Scarborough Centre as a vibrant regional urban centre.

2. Support the local development of Scarborough by improving access to transit and better serving existing transit riders.

On January 28, 2016, the City's Executive Committee endorsed a report on these priorities as well as a proposed transit solution to address them (EX11.5 Scarborough Transit Planning Update). The proposed solution is to optimize the Scarborough Subway Extension, and to invest the savings into other rapid transit services that would be accessible to more Scarborough residents. Key features:

Optimize the Scarborough Subway Extension as an express subway serving Scarborough Centre;

Optimize the Scarborough-Malvern LRT as an eastern extension of the Eglinton Crosstown (Crosstown East);

Include SmartTrack station at Lawrence Avenue East as well as potential new stations at Ellesmere Road and Finch Avenue East; and

Determine a rapid transit solution on the Sheppard East Corridor This solution is shown in Figure 1 and would:

Bring rapid transit within walking distance to more people and more jobs Bring rapid transit stations to areas with greater development potential Increase the number of jobs and other destinations that people in Scarborough

could access on transit

http://app.toronto.ca/tmmis/viewAgendaItemHistory.do?item=2016.EX11.5

http://app.toronto.ca/tmmis/viewAgendaItemHistory.do?item=2016.EX11.5

2

Increase the number of people who could reach Scarborough Centre, the Financial District, University of Toronto – Scarborough Campus and Centennial College via transit

Figure 1 - Recommended solution including express subway extension and Eglinton East LRT

Overview In February and March, 2016, stakeholders and the public had the opportunity to learn more about and provide feedback on the express extension of Line 2 from Kennedy Station to Scarborough Centre, as well as the extension of the Crosstown LRT.

Approach to Public Consultation Community input is an essential part of the SSEPA. People care about how transit is planned and developed, and the City of Toronto is committed to engaging the public in a way that is transparent, collaborative, inclusive and authentic. In order to make it easy for the public to get involved and provide feedback the following engagement tools were used:

1. Advertising was used to inform people about consultation opportunities;

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2. An e-newsletter was used to inform those on the project contact list about the express subway and consultation opportunities;

3. The project website was used to provide useful information about the express subway and consultation opportunities;

4. Online consultation was used through the project website, giving community members the opportunity to provide comments and feedback online;

5. A Stakeholder Advisory Group (SAG) meeting was held to provide SAG members the opportunity to learn about and provide feedback on the express subway; and

6. Seven public consultation events were held across Toronto, including two locations (Jean Vanier Catholic Secondary School and Scarborough Civic Centre) within the study area, giving community members an opportunity to discuss the project with the team and provide comments.

Public Meeting Details Public meetings were focused on coordinated transit planning across Toronto. Metrolinx co-hosted these public meetings with the City of Toronto, presenting information about GO RER including electrification, and Fare Integration.

• February 16 - Jean Vanier Secondary School

• February 20 - Richview Collegiate

• February 24 - Metro Toronto Convention Centre

• February 25 - Riverdale Collegiate

• February 27 - Scarborough Civic Centre

• March 9 - Lakeshore Collegiate

• March 22 - Nelson Mandela Park Public School

Several other meetings and information sessions were also hosted by local Councillors and Mayor Tory. The print advertisement of these meetings is found in Appendix A. Variations of this advertisement appeared in several newspapers:

Publication Date Newspaper

February 2 Metro News

February 4 Beaches Mirror Bloor West Villager City Centre Mirror East York Mirror Etobicoke Guardian North York Mirror Parkdale Liberty Villager Scarborough Mirror York Guardian

4

Publication Date Newspaper

February 9 L'Express

February 19 Corriere Canadese El Popular Ming Pao Senthamarai Sing Tao Sol Portuguese

Presentation Materials Clear, easy-to-understand and engaging materials (including notices, information boards, PowerPoint presentations and web content) were to explain the refined transit priorities for Scarborough, and the details of the proposed solution. The presentation slides are found in Appendix B. The presentation panels used at public meetings are found in Appendix C.

Feedback Comments on the express subway extension were received over the consultation period during February and March. Comments were submitted at public meetings, through the project website, by email and phone. All comments received are documented in Appendix D.

A-1

Appendix A

Public Meeting Advertisement

The City of Toronto and TTC together with Metrolinx and GO Transit are working to bring more transit to communities across the city with connections throughout the Greater Toronto and Hamilton Area.

During February and March we have organized several meetings for you to learn more about integrated transit planning and provide your feedback on key projects and studies underway.

SMARTTRACK

Tuesday, February 16Jean Vanier Catholic Secondary School959 Midland Ave6:30 p.m. – 8:30 p.m.

Saturday, February 20Richview Collegiate1738 Islington Ave9:30 a.m. – 11:30 a.m.

Wednesday, February 24Metro Toronto Convention CentreNorth Building Room 203255 Front St. West 6:30 p.m. – 8:30 p.m.

Thursday, February 25Riverdale Collegiate1094 Gerrard St. East6:30 p.m. – 8:30 p.m.

Saturday, February 27Scarborough Civic Centre150 Borough Dr.9:30 a.m. – 11:30 a.m.

Wednesday, March 9Lakeshore Collegiate Institute350 Kipling Ave.6:30 p.m. – 8:30 p.m.

Tuesday, March 22Nelson Mandela Park Public School440 Shuter St. 6:30 p.m. – 8:30 p.m.

SCARBOROUGH SUBWAY EXTENSION

RELIEF LINE

ELECTRIFIEDGO SERVICE

NEW STATIONS ON THE GO RAIL NETWORK

INTEGRATEDTRANSIT FARES

REGIONALTRANSPORTATIONPLAN REVIEW

JOIN US AT ANY OF THESE MEETINGS TO LEARN MORE. YOU CAN ALSO PARTICIPATE ONLINE.

• SmartTrack: Toronto City Planning and Metrolinx are working together on integrating SmartTrack and GO Regional Express Rail to improve transit across Toronto.

• Relief Line: Toronto City Planning and TTC will present the preferred corridor and next steps to select the preferred alignment and stations.

• Scarborough Subway Extension: Toronto City Planning and TTC will present plans for Scarborough Subway Extension and optimized transit in Scarborough.

• Electrified GO Network: Electrification of Metrolinx-owned rail corridors will enable more frequent and faster train service.

• New Stations on the GO Rail Network: Today 64 GO train stations serve thousands of customers and six more are under way. We would like to add even more stations so more people can access transit.

• Integrated Transit Fares: We want to make crossing municipal boundaries and switching between transit systems simple and hassle-free.

• Regional Transportation Plan Review: Metrolinx is launching the formal review process for the Regional Transportation Plan, which guides the work being done to transform the transportation network in the GTHA.

H E LP PLAN TRAN S IT I N TORONTO

Connect with Metrolinx by:• Visiting metrolinx.com/RER• Emailing: [email protected] or by calling 416-202-5589

Connect with the City of Toronto by:• Visiting toronto.ca/TransitTO• Emailing: [email protected] or by calling 416-338-2848

Metrolinx, an agency of the Province of Ontario, is working to transform the way the region moves by building a seamless, convenient and integrated transit network across the Greater Toronto and Hamilton Area (GTHA).

• Meetings are wheelchair accessible • Contact us if you require other accessibility accommodations

B-1

Appendix B

Presentation Slides

Coordinated Transit Planning in Toronto

Public Information Centres

February 2016

Transportation Planning Section | City Planning Division Toronto Transit Commission

SmartTrack | GO RER

Scarborough | Relief Line | Waterfront Transit

Today’s Meeting

At today’s meeting, information is available on how our transit network is being developed.

Featured projects:

– GO RER/SmartTrack

– Relief Line

– Scarborough Transit Planning

– Waterfront Transit ‘Reset’

– GO Rail Network Electrification

– GO Rail Network New Stations

– Transit Fare Integration

– Regional Transportation Review

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Meeting Format (Weekday Evenings)

6:30 – 7:00 Open House

7:00 – 8:00 Presentation/Q&A

8:00 – 8:30 Open House

Meeting Format (Saturday Mornings)

9:30 – 10:00 Open House

10:00 – 11:00 Presentation/Q&A

11:00 – 11:30 Open House

Scarborough Optimized Transit

Our Coordinated Approach The City, Metrolinx and the TTC are working together on integrated transit planning within Toronto.

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• Rapid transit projects design/ construction underway: − Toronto-York Spadina Subway Extension (TYSSE)

− Eglinton Crosstown LRT

− Finch West LRT

− Sheppard East LRT

• Rapid transit joint planning underway: − GO RER and SmartTrack

• Rapid transit planning underway and being prioritized through the Feeling Congested? evaluation framework: − GO RER and SmartTrack

− Scarborough Subway

− Relief Line

− Waterfront Transit Reset

Our Rapid Transit Network Today

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Our Rapid Transit Network Being Built Within the Next 6 Years

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Our Rapid Transit Network Recommended To Be Built Within the Next 15 Years

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Our Rapid Transit Network Recommended To Be Built Within the Next 15 Years

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SmartTrack/GO RER

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GO RER is Foundation for SmartTrack SmartTrack / GO RER

• The City, the TTC and Metrolinx are assessing the opportunities to integrate SmartTrack with GO RER.

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• 5 new stations – Locations to be finalized through

GO RER new stations analysis and discussions between Metrolinx and the City

– Stations tested include Gerrard, Unilever, Bathurst-Spadina, Liberty Village, St. Clair West

• Kitchener and Stouffville through service

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Integrated GO RER/SmartTrack Scenarios Being Tested

Option B Option A 4-6 Minute Frequency in the Peak Period 7.5 Minute Frequency in the Off-peak

20 Minute Express Service at Existing Stations

20 Minute All Stop Service

• 8 new stations ‒ Locations to be finalized through GO

RER new stations analysis and discussions between Metrolinx and the City

‒ Stations tested include St. Clair, Liberty Village, Bathurst-Spadina, Unilever, Gerrard-Carlaw, Ellesmere, Lawrence, and Finch


11

Integrated GO RER/SmartTrack Scenarios Being Tested

Option D Option C

• 7 to 8 new stations – Locations to be finalized through GO


– Stations tested include St. Clair, Liberty Village, Unilever, Gerrard-Carlaw, Ellesmere, Lawrence, and Finch


• 4 to 5 new stations – Locations to be finalized through GO


– Stations tested include St. Clair, Liberty Village, Unilever, Gerrard-Carlaw, Lawrence


6 Peak Hour Trains Stopping (Every 10 mins)

7 Peak Hour Trains Stopping (Every 8.6 mins)


6 Peak Hour Trains Stopping (Every 10 mins)



SmartTrack Western Corridor Feasibility Study Findings • Study considered feasibility of SmartTrack

corridor options connecting Mount Dennis Station and the Mississauga Airport Corporate Centre

• Heavy rail would need to be grade-separated from other traffic and pedestrians (tunneled or elevated)

• Heavy rail on Eglinton would have significant community impacts

– Disruptions to Eglinton Flats and Black Creek

– Extensive property takings

– Impacts to municipal roads and bridges

• New infrastructure/tracks would be needed along Eglinton and Kitchener GO Corridor

• Costs:

12

Heavy Rail - Northern Corridor $2.7 - $4.8 Billion

Heavy Rail - Eglinton Corridor $3.7 - $7.7 Billion

Light Rail - Eglinton Crosstown Extension $1.3 - $1.4 Billion

SmartTrack Western Corridor Feasibility Recommended Direction

• Further due diligence on heavy rail option for the SmartTrack Western Corridor is not advised:

– Significant community impact

– Higher cost

– Lower projected ridership compared to the LRT

• Extending Crosstown LRT along Eglinton to Mississauga Airport Corporate Center and Pearson Airport would provide excellent rapid transit service for this part of the City.

• City staff are recommending the LRT option (Crosstown West)

– Requesting further direction from Council to collaborate with Metrolinx on an optimized LRT extension (to be referred to as Crosstown West).

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Relief Line

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Relief Line Corridor Evaluation

B1 B2

D2 D1

CORRIDOR C CORRIDOR A

CORRIDOR B

CORRIDOR D

Broadview Broadview

Pape

Pape

Queen

King Queen

King

Pape

Pape

Queen

King

Queen / Broadview

Queen / Broadview Unilever

Unilever

• Potential corridors have been evaluated to identify which would best address project objectives and city-building criteria.

• Each corridor diverts a similar number of riders from the Yonge subway, south of Bloor.

• The corridors that connect from Pape station (B and D) perform best.

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Relief Line Preferred Corridor

• Corridor B1 (Pape Station to Downtown via Queen/Richmond) has emerged as the Preferred Corridor

• Next Step is to develop and evaluate refined alignment options

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Pape

Queen

Creates Dynamic Multi-Modal Hub in the Core

Opportunity to create interchange station in the psychological centre of the city (Nathan Phillips Square at City Hall)

Supported with strong pedestrian connections to Queen and Osgoode Stations on Line 1 and to the Financial District via PATH network

Fills Rapid Transit Void in the Core

Improves rapid transit connections to northerly areas of the core (between Union Station and Yonge-Bloor Station)

Recognizes That Downtown is Not Just 9-5

Provides alternative route for people to access jobs in the Financial District

Best for full array of daily travel needs and destinations, such as universities, hospitals and public institutions

Spreads Out Pedestrians

Does not add more pedestrian congestion to Union Station area

Supports more options for people to access jobs throughout the downtown

Performs Well with Other Transit Initiatives

Complements SmartTrack / GO RER connections into Union Station

Complements planned transit priority corridor along King Street

Connects to #6 Bay bus and bus lanes for onward connections north and south

Bike Station under Nathan Phillips Square to open soon

Supports Social Equity

Closest to Regent Park Neighbourhood Improvement Area (5 minute walk)

Closest to Moss Park at Queen & Sherbourne

Lowest Projected Cost

Avoids costly soil stabilization needs for crossing Don River south of Queen

Requires a shorter crossing of the Don River

Relief Line Main Advantages of Corridor B1

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Waterfront Transit ‘Reset’

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Waterfront Transit ‘Reset’ Background

• In November 2015 City Council directed staff to work with TTC and Waterfront Toronto to review waterfront transit options and report back early 2016

• Why Waterfront Transit ‘Reset’?

– A comprehensive transit network approach is needed, rather than the incremental approach of the past

– Significant new development has been taking place along the Waterfront corridor with the promise of public transit

– These developments have been built, but public transit has not yet materialized.

– In the context of the Gardiner Expressway Environmental Assessment, the need for improved Waterfront transit was raised repeatedly

– Appropriate transit services need to be developed to reflect existing and projected demand

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Waterfront Transit ‘Reset’ Current Work

• Phase 1 Study starting up now to develop a Vision and Strategy for integration and implementation of a waterfront transit network

• City Planning’s “Feeling Congested?” Official Plan Review preliminary analysis has identified both the Waterfront West and Waterfront East Light Rail Transit Projects as within the “Top 5 performing but unfunded transit projects.”

• Need to coordinate with directions emerging from SmartTrack/GO RER and Relief Line studies.

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Progress Milestones

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February 2016 • Public and stakeholder consultation on all City and Metrolinx transit planning initiatives.

March 2016 • Report to City Executive Committee and Council with update on progress on developing priority transit network improvements:

− GO RER/SmartTrack integration scenarios and SmartTrack Western Corridor Feasibility Review results and recommendations

− Updates on Scarborough transit, Relief Line and Waterfront Transit ‘Reset’

February-April 2016

• Further analysis on each of the projects to develop recommended solutions.

April 2016 • Public consultations on findings of this further analysis

May/June 2016

• Report to City Executive Committee and Council on recommendations regarding the priority transit network improvements

• Metrolinx Board meeting to discuss GO RER and SmartTrack integration

Next Steps • Launch environmental assessment processes as required

• Subject to Council approval, proceed with Phase 2 of the Waterfront Transit ‘Reset’ Study

Scarborough Transit

Expansion

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Scarborough Transit Expansion Background

Since June 2015

• McCowan corridor emerging as preferred based on – Distance from SmartTrack

– Lawrence East Station location

• Further work on station concepts – Sheppard East

– Scarborough Centre

– Lawrence East

– Brimley/Eglinton (Provisional station)

• Modelling – Accessibility

– Travel demand

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Scarborough Transit Expansion Changing Context

• Contextual changes have occurred:

– Development of GO RER

– Introduction of SmartTrack

– Delay of the Sheppard East LRT

• Therefore we needed to re-examine how best to address the rapid transit needs of Scarborough

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Scarborough Transit Expansion Refined Transit Priorities

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Priority 1: Regional Connectivity

Support development of Scarborough Centre as a vibrant urban area

• Use transit to better connect Scarborough Centre

– Encourage employment and residential growth in the centre

– Link Scarborough Centre with key destinations across the city and beyond

• Building transit is an ambitious investment whose long-term return is private development and economic prosperity

• This ambition for Scarborough Centre has been part of the Official Plan since 1968

– Excellent internal and external public transit links are crucial to improving the accessibility and livability of Scarborough Centre

Scarborough Transit Expansion Optimized Transit Network – Subway

Scarborough Subway is best project to achieve this priority objective

• McCowan Road is emerging as the preferred alignment based on the previously proposed concept

• An optimized plan requires express subway to Scarborough Centre

• Alignment of an optimized subway extension will be confirmed through further study

Previously Proposed Concept Optimized Concept

Alignment to be confirmed 26

Scarborough Transit Expansion Refined Transit Priorities

27

Priority 2: Local Access

Support development of complete communities along the ‘Avenues’ and improve local accessibility in Scarborough

• Use transit to improve accessibility of local destinations

– Connect people to the places they need to go every day

– Improve the quality of life for Scarborough residents

• Improving transit accessibility for neighbourhoods by investing in transit service along the Avenues and major streets:

– Reduces auto dependency and provides transportation choice

– Increases opportunity in disadvantaged neighbourhoods

– Supports local businesses

Scarborough Transit Expansion Optimized Transit Network – Crosstown East LRT

• 2009 Environmental Assessment for 12 km/19 station LRT along Eglinton/Kingston/Morningside to Sheppard (Scarborough-Malvern LRT)

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• Detailed analysis of opportunities required to optimize the project, including spacing of stations and service concept

• Optimized LRT may:

‒ Reduce costs

‒ Increase benefits

– Connect with Crosstown LRT at Kennedy Station

– Collaborate with University of Toronto master planning process

Scarborough Transit Expansion Optimized Transit Network

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Scarborough Transit Expansion Next Steps

Scarborough Subway Extension

• Confirm final alignment

• Develop Scarborough Centre Station & Bus Terminal design

Crosstown East

• Full integration with Eglinton Crosstown – Connection at Kennedy Station

– Maintenance & Storage Facility

• Integration with UTSC

• Review of existing approved project including traffic impacts and road cross-sections

SmartTrack

• Evaluation and phasing of Scarborough stations

Sheppard East Corridor

• Evaluation of short-term rapid transit options

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A detailed assessment of

costing, ridership and

accessibility will be

completed for all projects

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Questions?

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C-1

Appendix C

Public Meeting Presentation Panels


Line 3 (SRT) opened in 1985 and is approaching the end of its normal lifespan. It is overcrowded, slow, unreliable and inconvenient.

In 2013, City Council confirmed its support for the Scarborough Subway Extension – the extension of the Bloor Danforth Subway from Kennedy Station to Sheppard Avenue through Scarborough Centre to replace the existing Scarborough RT. The project assessment has been underway to determine the alignment and station locations.

Since 2013 there have been significant changes to related transit projects that impact the Scarborough Subway Extension:

Transit Planning Landscape in Scarborough

Sheppard LRTdelayed in 2015

Regional Epress Rail introduced in 2014

SmartTrack introduced in 2014

Line 2 - Bloor-Danforth Subway

Sheppard LRT

Line 5 - under construction

GO / Regional Express Rail

SmartTrack

Employment Districts

Green Space System

Centres

Avenues

Mor

ning

side

Ave

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Kingston Rd

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Sheppard Ave E

Ellesmere Rd

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owan

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Lawrence Ave E

Finch Ave E

Eglinton Ave E

Danf

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St Clair Ave E

Kingston Rd

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Ellesmere Rd

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Lawrence Ave E

Finch Ave E

Eglinton Ave E

Danf

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St Clair Ave E

Kingston Rd

• Introduction of SmartTrack

• Introduction of GO Regional Express Rail

• Pause on the Sheppard East LRT

The changes present opportunities to better address the transit needs of Scarborough residents.


Flowing out of the Scarborough Subway Extension assessment work to define the alignment and station locations, we have examined and refined transit service priorities for Scarborough and are studying how to best achieve these objectives.

Transit Priorities for Scarborough: 1. Support the development of Scarborough Centre as a vibrant urban node.

2. Support the development of complete communities along the Avenues and improve local accessibility.

Transit Planning Priorities for Scarborough

Oakridge

Ionview

Woburn

Scarborough Village

Morningside

Westhill

Eglinton East

KennedyPark

Scarborough Village

Morningside

Westhill

Eglinton East

Oakridge

Ionview

Woburn

KennedyPark

NeighbourhoodImprovement Areas

Scarborough CentreScarborough Centre

Avenues


Green Space System

Centres

Avenues

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Ellesmere Rd

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Lawrence Ave E

Finch Ave E

Eglinton Ave E

Steeles Ave E

Danf

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St Clair Ave E

Danforth Ave

Kingston Rd

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Ellesmere Rd

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Lawrence Ave E

Finch Ave E

Eglinton Ave E

Steeles Ave E

Danf

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St Clair Ave E

Danforth Ave

Kingston Rd

Designated Growth Areas in Toronto’s Official Plan


The Optimized Transit Plan for ScarboroughGiven the two priorities for Scarborough, the proposed transit solution creates an enhanced rapid transit network for Scarborough.

Key features of the optimized Scarborough Rapid Transit Network include:

• Optimizing the Scarborough Subway Extension as an express subway serving Scarborough Centre;

• Optimizing the Scarborough-Malvern LRT as an eastern extension of the Eglinton Crosstown (Crosstown East);

• SmartTrack stations to intercept east-west routes; and

• Rapid transit on the Sheppard East Corridor connecting the Line 4 (Sheppard) and Scarborough Centre

This optimized solution would:

• Bring rapid transit within walking distance to more people and more jobs

• Bring rapid transit stations to areas with greater development potential

• Increase the number of jobs and other destinations that people in Scarborough could access on transit

• Increase the number of people who could reach Scarborough Centre, the Financial District and all of Downtown, and University of Toronto – Scarborough Campus

• Directly serve five Neighbourhood Improvement Areas instead of one.

Bloor-Danforth Subway

Better Transit for Scarborough

Warden

Ellesmere

Agincourt

Finch

Milliken

Kennedy

Lawrence

Ionview

Birchmount

Golden Mile

Main Street

Scarborough GO

Eglinton GO

Guildwood GO

Scarborough Centre

UTSC

Victoria Park

Crosstown LRT

Interchange Station

SmartTrack

GO RER

5

5

2

2


The Scarborough Rapid Transit Network better connects Scarborough Centre by:

• Encouraging employment and residential growth in the Centre; and

• Linking Scarborough Centre and key destinations in the Toronto city region.

Over time, the Centre will continue to develop as a meeting place: a location for cultural facilities, public institutions and major services for people from across Scarborough and neighbouring districts and municipalities.

Providing a convenient, high speed rapid transit connection to this urban growth centre will ensure that Scarborough has the same opportunities that exist in other urban centres. This is a key principle of the City’s Official Plan and is supported by other local and provincial planning policies.

Other improvements are needed to enable Scarborough Centre to reach its potential and will be identified through further planning work such as the upcoming Transportation Master Plan study.

Understanding Priority #1 Support the Development of Scarborough Centre as a Vibrant Urban Node

Scarborough Centre in the context of Urban Growth Centres across the region. Image adapted from the Growth Plan for the Greater Golden Horseshoe, 2006, Office Consolidation 2013.

Example of downtown urban form that could develop in Scar-borough Centre

Scarborough CentreScarborough Centre


The Scarborough Rapid Transit Network improves accessibility to local destinations by:

• Better connecting people to everyday places;

• Making transit an attractive option for more journeys;

• Attracting new transit riders; and

• Improving the quality of life for residents of Scarborough.

Investment in better transit, particularly along the designated Avenues and major streets, contributes to the creation of more complete, walkable communities – communities that meet people’s needs for daily living, provide transportation choice, increase connectivity in disadvantaged neighbourhoods and reduce auto dependency. This is supported by the Official Plan.

Understanding Priority #2 Support the Development of Complete Communities along Scarborough Avenues

Eglinton Avenue East (the Golden Mile) today

Artists’ rendering depicting how Eglinton Avenue East could develop after the introduction of the Crosstown LRT.

Example of mid-rise urban form along a transit corridor that could develop along Eglinton Avenue East and Kingston Road


Revisiting the Three-Stop Scarborough Subway Extension

Technical analysis and feedback received during June 2015 public consultation for the three-stop Scarborough Subway Extension shows the McCowan corridor as the emerging preferred alignment:

• Provides fast service• SRT remains operational during

construction• Central location for the Scarborough

Centre station• Received strong public support

While stations at Lawrence Avenue East and Sheppard Avenue East are important, they are not critical to serving Scarborough Centre. They have limited:

• Walk-in ridership due to the low densities in the surrounding area;

• Development potential


The Scarborough Rapid Transit Network solution would involve optimizing the Scarborough Subway Extension as an express subway by:

• Removing intermediate stations between Kennedy Station and Scarborough Centre;

• Reducing the length of the subway extension by ending at Scarborough Centre rather than Sheppard Avenue East; and

• Re-routing buses to the potential Lawrence East SmartTrack station and Kennedy Station

These changes to the Scarborough Subway Extension would result in a significant reduction in construction and operating cost with only a small reduction in transit accessibility.

Optimization of the Scarborough Subway Extension

Warden

Victoria Park

Scarborough Centre UTSCUTSCScarborough Centre

Lawrence

Ellesmere

Lawrence

Ellesmere

Finch

Kennedy

Agincourt

Scarborough

Finch

Kennedy

Agincourt

Scarborough

Eglinton

Guildwood

Rouge Hill

Eglinton

Guildwood

Rouge Hill

Warden

Victoria Park


Line 2 Extension - McCowan Corridor

Line 5 - Eglinton LRT


SmartTrack

East - West Bus Routes


Green Space System

Scarborough Centre

Avenues

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Sheppard Ave E

Ellesmere Rd

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Lawrence Ave E

Finch Ave E

Eglinton Ave E

Steeles Ave E

Danf

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St Clair Ave E

Danforth Ave

Kingston Rd

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Sheppard Ave E

Ellesmere Rd

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Lawrence Ave E

Finch Ave E

Eglinton Ave E

Steeles Ave E

Danf

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St Clair Ave E

Danforth Ave

Kingston Rd


A transit environmental assessment known as TPAP was completed in 2009 for the Scarborough-Malvern LRT, a 12km LRT along Eglinton Avenue East, Kingston Road, Morningside Avenue, through University of Toronto Scarborough Campus (UTSC), and north to Sheppard Avenue East.

The Scarborough Rapid Transit Network solution includes a proposal to optimize this as an eastern extension of the Eglinton Crosstown LRT, creating the Crosstown East.

Addition of Crosstown East

Scarborough Village

Morningside

Westhill

Eglinton East

KennedyPark

Scarborough Village

Morningside

Westhill

Eglinton East

KennedyPark

Neighbourhood Improvement AreasNeighbourhood Improvement Areas

Finch

Kennedy

Agincourt

Scarborough

Lawrence

Ellesmere

EglintonGuildwood

Rouge Hill

Warden

Main Street

Victoria Park

Lawrence

Ellesmere

Finch

Kennedy

Agincourt

Scarborough

EglintonGuildwood

Rouge Hill

Warden

Main Street

Victoria Park

UTSCUTSC


Line 5 - Eglinton Crosstown


SmartTrack

Line 5 - Crosstown East


Green Space System

Scarborough Centre

Avenues

Mor

ning

side

Ave

Kenn

edy

Rd

War

den

Ave

Brim

ley

Rd

Kingston Rd

Vict

oria

Par

k Av

e

Mar

kham

Rd

Mid

land

Ave

Sheppard Ave E

Ellesmere Rd

Birc

hmou

nt R

d

McC

owan

Rd

Lawrence Ave E

Finch Ave E

Eglinton Ave E

Steeles Ave E

Danf

orth

Rd

Mor

ning

side

Ave

St Clair Ave E

Danforth Ave

Kingston Rd

Mor

ning

side

Ave

Kenn

edy

Rd

War

den

Ave

Brim

ley

Rd

Kingston Rd

Vict

oria

Par

k Av

e

Mar

kham

Rd

Mid

land

Ave

Sheppard Ave E

Ellesmere Rd

Birc

hmou

nt R

d

McC

owan

Rd

Lawrence Ave E

Finch Ave E

Eglinton Ave E

Steeles Ave E

Danf

orth

Rd

Mor

ning

side

Ave

St Clair Ave E

Danforth Ave

Kingston Rd

Benefits of the Crosstown East:

• Provides a single ride across the City - continuous service from eastern Scarborough to Toronto’s Pearson International Airport

• Includes 18 stops providing fast and frequent local transit service in Scarborough

• Provides rapid transit along 8 km of designated Avenues

• Serves five Neighbourhood Improvement Areas including Eglinton East, Kennedy Park, Morningside, Scarborough Village and West Hill

• Serves the University of Toronto Scarborough Campus

• Connects to Durham Region Transit’s PULSE Bus Rapid Transit (BRT)

• Connects to two GO stations - Eglinton and Guildwood - on the Lakeshore East line


Next StepsFinal recommendations related to the Scarborough transit solution will be brought to the City’s Executive Committee in May, and City Council in June. These recommendations will relate to work on the following:

Scarborough Subway Extension (optimized/ express)

• Confirmation of the corridor and evaluation of alternative alignments

• Scarborough Centre Station & Bus Terminal design

Crosstown East

• Full integration with Eglinton Crosstown

• Connection at Kennedy Station

• Maintenance & Storage Facility

• Integration with University of Toronto Scarborough Campus Master Planning

• Review of the existing approved project including traffic impacts and road cross-sections

SmartTrack

• Evaluation and phasing of Scarborough stations

Sheppard East Corridor

• Evaluation of short-term rapid transit options

A detailed assessment of costing, ridership and accessibility will be included for all projects.

Further public consultation will be undertaken in Spring, 2016.

Bloor-Danforth Subway

Better Transit for Scarborough

Warden

Ellesmere

Agincourt

Finch

Milliken

Kennedy

Lawrence

Ionview

Birchmount

Golden Mile

Main Street

Scarborough GO

Eglinton GO

Guildwood GO

Scarborough Centre

UTSC

Victoria Park

Crosstown LRT

Interchange Station

SmartTrack

GO RER

5

5

2

2

D-1

Appendix D

Comments Received

D-2

This makes total sense!! Especially with the smart track in place. Let's get the shovels in the ground already! :)

-------------- Elimination of the subway extension and redirection of those fund to an LRT would dramatically increase transit accessibility with no impact or further reductions in operating costs.

-------------- It was always an overpriced solution. LRT would have served more local users across a longer distance. That said, removing the Lawrence station is short-sighted. Traffic to subways is rarely foot traffic. Most people get there by bus, and with a station gone, buses will need to travel to STC or Kennedy to connect, or people will need to transfer to connecting buses. If it "must" be built, do it right. Or at least build it with a break-wall so that the station can be built later, like North York Centre. And another option, oft overlooked, is to simply refurb the SRT, updating if necessary to take the newer cars that the Skytrain uses.

-------------- I agree with eliminating the Sheppard subway stop but however feel that the Lawrence East station should be retained. I feel that the costs for this station could be reduced by eliminating the bus loop and instead having bus connections on the street similar to the Dufferin station. This station should not be dropped as the Scarborough General Hospital is a major trip generator and improving transit to the main hospital for Central Scarborough would significantly improve transit options for the elderly, sick, nurses, and patients.

The expenses for this station could be paid for by optimizing the Crosstown East extension and eliminating stops that are too close together such as the stops proposed at Kingston Road and Scarborough Golf Club Road. The Scarborough Golf Club Road stop should be eliminated as it is in close proximity to both Kingston Rd and Guildwood Dr. Furthermore as the Sheppard East LRT is dead due to political and local opposition the Crosstown East LRT can stop at UTSC and save on the costs of extending to Sheppard.

--------------

Excellent idea! Don't waste money building stations if they're not needed.

-------------- Agree

--------------

D-3

Its a great solution and it covers the SRT stops of Ellesmere and Lawrence (with the GO corridor). Will take the one stop to STC over the previous 3 stop subway as it lowers costs and ensures transit is built. Its a win win. Just start it already. You can not make everybody happy. The STC would turn into a bigger transit hub and the lower ridership will still have a GO Corridor rail line. Please start digging (Just Do IT!!)

-------------- Inexpensive access and convenience to downtown along the bloor line is desperately needed for Scarborough. The subway extension is a good thing. But you should not remove the stop at Lawrence. It makes no sense to build expensive subway (the most expensive form of transit) without appropriately convenient stops.

I was at the meeting today in Scarborough and heard the arguments for not putting the Lawrence stop in. I disagree with those arguments - they are too short term thinking - they do not see the long term benefit and potential. As well, these are other reasons I believe a stop at Lawrence needs to go in.

1. Lost convenience (for people living along the Lawrence corridor and east of Brimley to get to the subway faster. Particularly the Bloor line without having to transfer. Again, without having to transfer.

2. Removes congestion from Scarborough town center and Kennedy stations by having another convenient access point to the Bloor line.

3. It is okay to keep the Smart track stop at Lawrence, but not at the expense of the Lawrence subway stop. This is akin to having a half-baked subway system at great expense. I am not against Smart Track or LRT (although, until I see LRT in action I reserve the right to change my mind)

4. Distance between subway stops would set some kind of world record likely. Is this what you want? Just to be able to build out some other parts a bit sooner - because of funding? No. You need to build the subway extension properly, with appropriate stops. Projections for lack of current population/planning cannot be argued, because that same argument can be applied to existing stops. It is about Convenience and more points of access! Build it right! Lobby for extra funding for this stop, but do not cancel it.

5. If you don't build it right now, it will have been a huge lost opportunity. You can't fix this later. It won't work. Either build it now or it becomes lost forever.

--------------

The new proposal offers Scarborough East residents with greater access to rapid transit via the Crosstown East LRT will providing residents in northern Scarborough with a direct connection to the Bloor-Danforth subway at Scarborough Town Centre, all the while providing future growth along Sheppard via subway/LRT in the future. I'm a supporter of the development of an LRT network along Sheppard that could be integrated at the Town Centre and with the Crosstown East LRT at Scarborough U of T. I must congratulate the transit planners for a productive plan. Let's get moving on making this a reality!

D-4

-------------- More stops to serve more riders by using light rail is the correct way.

--------------

There is no assurances that the Metrolinx / Smart track will resolve; the fare , 5 min -15 min time, or track issues. Diverting TTC passengers to Metrolinx along the Lawrence E 54 bus route could be a blunder for Toronto Tax payers. The subway should replace RT line. Ridership pays for upkeep. A Lawrence East Station is necessary.

-------------- Consider using a single bore tunnel. It was used in Barcelona. http://www.skyscrapercity.com/showthread.php?t=1866842 Construction may be easier and you can build station platforms into the tunnel after it opens. A station can be protected at McCowan and Lawrence or Brimley and Eglinton for that purpose.

-------------- Removing an intermediate stop at Eglinton & Danforth Road, plus Lawrence & McCowan is ludicrous. Not extending to Sheppard probably the most expensive stop of all is understandably excluded. It is a long way from a Northbound LRT on Lawrence to McCowan never mind all the way out past Bellamy, Markham, Kingston Road to eventually Port Union. So in conclusion at minimum a stop at Lawrence should be considered.

With regards to the Eglinton LRT sending it up Kingston Road to Morningside then to U of T campus would seriously compromise traffic flow in and out of East Toronto. A better route would be Markham up past Centennial College then along Ellesmere past Centennial Hospital to U of T campus. These routes would service all the major public hubs in Scarborough. Ridership flow will change significantly as the public settles into new routes and development is added along these routes, so numbers presented are skewed.

If we look at the stops along the Bloor Danforth Subway it is easy to understand that a one stop subway solution from Eglinton & Kennedy to Ellesmere and McCowan is a poor solution for Scarborough. The Smart Track LRT integration below Kennedy & Eglinton has an issue of single track level crossing at Midland and Danforth Road. In the long term future Subway extensions both ways along Sheppard connecting into both ends should be considered.

--------------

This project makes even less sense now. Development potential is just as low at Scarborough Centre and this project will not change that. The only universe in which this project makes sense is one with 5 minute service on Smart Track with stations at Lawrence, Ellesmere, Sheppard and Finch, which is not even being studied by the City.

D-5

Instead Smart Track is being proposed to have 9 minute service in Scarborough, and quite possibly with no additional stations built whatsoever (Option D). You need to release studies showing how this project fares vis-a-vis the actual Smart Track project being pursued, and long DRL, with the Crosstown East, in various combinations so we can fairly judge the best way to proceed

-------------- You need a stop at the Scarborough General Hospital. It's very important.

-------------- Absolutely disagree!!!!!!!! I am a huge proponent of subways for Scarborough, but this statement in 2013 by then TTC head Andy Byford was (and still is) right on the money “Let's slow down, use our heads” (because they have it all wrong right now), “and do it right”! - The correct solution and sequence for transit in the east part of the city is as follows: STOP AND THINK - Take the time to rethink the current transit proposal for Toronto for now [because you have it wrong (let’s not make another mistake like the gas plants scandal!)] - Let's not rush into it (just because John Tory is trying to save face because he promised to deliver), and make sure we get it right DOWNTOWN SUBWAY RELIEF LINE and McCOWAN (SCARBOROUGH) SUBWAY - Plan and build the Downtown Toronto Relief Line, and Three-stop Scarborough (McCowan) Subway Extension, first (If something has to be sacrificed; it is the SmartTrack that should be sacrificed - There already is an existing GO train along that route for fast and express service) Although I'm a staunch supporter of having the Scarborough (three-stop) subway extension built, the Downtown Relief Line should be built first – This not just good planning; it’s common sense – Building the Crosstown East LRT extension to the Scarborough UofT campus years ago would have taken pressure off of Scarborough for a few years and given them time to scratch up the dough for a proper three-stop subway, but the city has left it too late; the existing Scarborough RT is at the end of its life and will cost 100s of millions of dollars just to stretch its life long enough to build the subway – The city knows this, and are now scrambling to do something, even at the risk of getting it wrong – The city was on the right track with the proposal for the three-stop Scarborough subway extension along McCowan Road – The city has veered off and is heading down the wrong track again – Also; the DRL is needed to relieve pressure off the Bloor-Danforth line and the Yonge and Bloor subway station before the Scarborough subway extension comes on line – The Scarborough subway should be extended from Kennedy and Eglinton diagonally to McCowan and Lawrence and then along McCowan Road to McCowan and Sheppard (consisting of 3 stops) - The McCowan subway could later be extended north one stop at a time towards McCowan and Steeles Avenues, the Town of Markham, and Markville Shopping Centre as the demand and population density requires it - The Three-stop Scarborough Subway Extension and the DRL need to be built concurrently, with the DRL opening first SMARTTRACK - If required; build SmartTrack later, with stops at Kennedy and Eglinton, Ellsmere, Sheppard, Finch, and Steeles - A Kennedy and Lawrence stop would be optional - Ellesmere buses could stop at Scarborough Centre and continue

D-6

through to and from Kennedy and Ellesmere from there HIGH-CAPACITY PARKING NODE - Build a high-capacity parking node at McCowan and Sheppard (See my blog page entitled "LRT vs SHEPPARD AVENUE SUBWAY EXTENSION" at www.TorontoTransitBlog.com for more information on my proposal for a high density parking node at McCowan and Sheppard) SCARBOROUGH TO SHEPPARD SUBWAY CONNECTION - Have the McCowan subway branch off at McCowan and Sheppard and loop back to connect the Sheppard subway to the Scarborough Centre including a high-capacity subway station at McCowan and Sheppard * - This extension would add at least 3 new stops and require a retrofit of the existing Don Mills and Sheppard subway station - The cost to retrofit the Don Mills and Sheppard subway station would actually be far less than the cost of building a transitional station if an LRT were to be built [My guesstimate would be $150 to $250 million for a subway retrofit versus almost $1 billion for a transitional LRT station

-------------- I do not agree - Scrap SmartTrack if you have to; but build us our subway - We need stops at McCowan and Lawrence, Scarborough Centre, and McCowan and Sheppard; and then the line should be returned west to connect with the Sheppard subway at Don Mills Road and Sheppard Avenue; and also be carried north to Markham

-------------- I support the elimination of the Sheppard / McCowan station. The Lawrence Ave Station I believe would have sufficient potential to receive passengers arriving by bus as is common for suburban stations so development potential within walking distance is less critical, although more development potential can be identified at Bellamy/Lawrence than McCowan/Lawrence.

I Think it would be a huge blunder to pass by Lawrence without stopping. Even more important than a Lawrence station is a station at Eglinton and Bellamy that would connect to the Lakeshore East GO line so that Scarborough centre would be connected by transit from not just the south west but the east to fast growing Durham Region. In future phases the Scarborough subway could be extended west from Scarborough centre along the existing RT route to Agincourt GO station for connection to the north and further west to connect with the existing Sheppard subway in a transfer free loop.

A Sheppard Subway westerly extension from Yonge to Downsview Station on the Spadina Line would further the continuous connective benefits. West of Downsview a BRT along Sheppard Ave W to the Rexdale Hydro corridor joining the Mississauga BRT before heading and down the 427 and Browns Line would complete the city wide loop that would connect all GO and subway lines with each other for suburb to suburb travel without sending people downtown unnecessarily. When you consider the 2011/2012 transportation tomorrow survey that concluded that 45% of commuters in the GTHA are destined for Toronto, but only 13% are headed downtown it suggests a real need for a downtown bypass as part of our downtown relief strategy.

--------------

D-7

Instead of building a tunnel, a branch of the Smart Track RER could run east from the current alignment north of Ellesmere to Scarborough Centre, providing an even faster link to downtown. In conjunction, a branch of the Crosstown East LRT could go north on McCowan to Scarborough Centre, providing internal connectivity within the community. This would be much less expensive than extending the subway, while providing ample capacity and allowing for earlier funding of other projects.

-------------- I still think the LRT would be a smarter option for the Scarborough Centre. STC is divided in 3 precincts that go from east to west and the location of the subway inbetween the mall and the McCowan district leaves the Brimley district and its condos in the dark. If we are to ignore that, then, yes, I prefer this option over a 3 or 4 stop subway. RER will be more than enough to service people traveling North-South from Markham and Scarborough into downtown.

-------------- remove station at Lawrence is ok. keep the station at Shepperd and extend subway line there.

-------------- Please add a Lawrence subway stop & an extra stop around STC. Please get moving on both projects.

-------------- Since you are building it anyway you might as well include the intermediate stops. It is senseless to build a tunnel with no stops. People who live along the line will demand it anyway and in that case in-filling will be more expensive.

A better solution might be to branch of SmartTrack, One branch turns east along the old RT corridor till Scarborough Centre and beyond while the other continue North till Unionville

--------------

Seriously. Why is there only one stop? There is more justification for multiple stops at Lawrence & STC than the majority of stops in the current subway system. Even more so when looking at ridership at the time they were built. The proposed Lawrence stop is 2km from the SmartTrack stop & would serve the hospital and one of the busiest stretches in the heart of Scarborough

Please put an end to this non-inclusive transit building in this City. The disrespect for Scarborough truly doesn't end. This change seems more like an excuse to do nothing once again otherwise is a joke of all designs to only have 1 stop. Thank you

D-8

--------------

This is nonsense. Quit playing games & start digging

--------------

Hi All,

I would like to comment further on the proposed rapid transit network for Scarborough.

We are being thrown a bone (the extension of the Eglington LRT to Malvern) and we are going for it

It's all smoke and mirrors - The current study and report showing that this is the best option for Scarborough merely twists recent studies to sell Scarborough on the idea that Tory is keeping his campaign promise (to provide Smart Track and a subway) to provide Scarborough with the long overdue transit improvements it needs - Let's look at each aspect of the proposed new plan: EGLINTON LRT EXTENSION The extension of the Eglington LRT to Malvern is a huge boost for those living and working in those parts of Scarborough, but it adds very little improvement for most people in the rest of Scarborough PROS - Faster service for those within walking distance of a new LRT stop - Faster service once on a new LRT line CONS - Longer distances between LRT stops than existing bus stops - This will necessitate maintaining existing bus stops and routes along new LRT lines to avoid lower quality of service for many of those that are not within reasonable walking distance of an LRT stop - These existing bus routes by necessity will likely have less frequent service, so much of the gain made with the LRT will be offset by the less frequent bus service and lost time transferring between the two services - An extra transfer and lost time for most users of the Warden and Kennedy subway stations [i.e., forced transfers between bus and LRT routes (unless existing bus routes directly to and from the stations is maintained)] - Again, by necessity; these existing direct bus routes would likely have less frequent service and would result in poorer service for many riders SMARTTRACK Smart Track adds two new good stops for Scarborough (which are partially offset by the loss of two mediocre stops along the existing Scarborough RT line), but it is a poor substitute for the Scarborough subway

D-9

PROS - Faster service for those within walking distance of a new Smart Track stop - Lower rates than the existing GO services CONS - Follows an existing rail corridor which is already serviced by GO - A significant improvement over the GO service, but; not a really a new route for Scarborough with the exception of the two added stations - Reduced services for those within walking distance of the existing Midland and McCowan Scarborough RT stations - Reduced services to and from Scarborough Town Centre for those within walking distance of most of the existing Scarborough RT stations ONE STOP SCARBOROUGH SUBWAY EXTENSION A sad compromise just so that Tory can say that he kept his promise to provide Scarborough with it's long overdue subway PROS - Better and faster access for most users to and from the Scarborough town centre - The sacrifice of the McCowan and Sheppard subway station and required tunnel (with a savings of about $700 million) with funding going towards the Malvern LRT extension is a reasonable compromise and does provide the biggest bang for the buck (as long as the subway is eventually extended) CONS - Reduced services to and from Scarborough Town Centre for those within walking distance of an existing Scarborough RT station - The savings of approximately $300 million gained by eliminating the Lawrence East subway station is simply not worth it - The Lawrence Avenue East subway station would be the only really new and significant change to transit improvements Scarborough NOTES: - The Scarborough RT was a mistake and dead ended the chance of extending the subway for the last 35 or 40 years - Let's not make another mistake by dead ending the subway at the Scarborough Town Centre again THREE STOP SCARBOROUGH SUBWAY EXTENSION (What was promised) PROS - Faster service for those within walking distance of a new subway stop - Faster service once on the new subway line - Better and faster access for most users to and from the Scarborough town centre - The Lawrence Avenue East station would eliminate the need for many of the existing direct bus routes to and from the Warden and Kennedy subway stations,

D-10

and the forced transfers between buses and the LRT along many of the routes that the latest LRT/ONE STOP SCARBOROUGH SUBWAY EXTENSION will create (if existing direct bus routes to and from the Warden and Kennedy subway stations are not maintained) CONS - Reduced services to and from Scarborough Town Centre for those within walking distance of an existing Scarborough RT station NOTE: - The notion that the Lawrence Avenue East subway station will cannibalize Tory's new Smart Track system is overly exaggerated, as the new Lawrence Smart Track station will be replacing the existing Lawrence Scarborough RT station (which has its own existing ridership), and again; the new Smart Track system will not be a significant improvement over existing transit services in this area PROPOSED LRT EXTENSION TO THE SHEPPARD AVENUE SUBWAY The reason that the existing Sheppard Avenue subway is underused is that it doesn't go to or from anywhere - An extension of the existing Sheppard subway [east to at least McCowan and Sheppard (together with the new Finch LRT and an LRT or subway connection between the Finch LRT and the Sheppard subway line), would: create a real purpose for the existing Sheppard subway; tie everything together; minimize the number of different modes of transit and wasteful transfers between them; provide rapid public transit east to west for all of East York, North York, and Scarborough north of the 401; and would provide some relief to the Bloor Danforth line - High capacity parking nodes at the east terminus of the Sheppard subway line at McCowan and Sheppard, and at the west terminus of the Finch LRT, would be the biggest game changer; relieving traffic on the 401, and making the Sheppard Avenue subway line relevant - The high capacity parking node at McCowan and Sheppard could also service the Scarborough subway line if the Scarborough subway were to be extended up to Sheppard Avenue - In my mind; to do anything less keeps us in the dark ages when compared to other major cities in the world, which is where Toronto has been for the last 50 years - It should also be noted that when presenting the comparison between the $1 billion cost of building a Sheppard LRT and the $3 billion cost of extending the existing Sheppard subway line, the hidden $1 billion cost of building a new transitional station to connect the existing Don Mills and Sheppard subway station to a new Sheppard LRT was never fully disclosed or properly take into consideration - The real cost of building a Sheppard LRT would have been $2 billion dollars) - To exclude the options of planning for the possibility of extending the Sheppard Avenue subway to the new Sheppard Smart Track station and to McCowan and Sheppard in the current plans would be foolhardy to say the least, but nothing would surprise me

D-11

ALTERNATE SOLUTION We could all live and work at Union Station Regards, Concerned Citizen and Wannabe Urban Planner

-------------- Hi All,

The Scarborough Transit Planning Update to the Executive Committee dated January 21, 2016, seriously contradicts itself when it states that ""the elimination of this potential in-line station [The Lawrence Avenue East Station at McCowan and Lawrence] does not preclude its later consideration".

The report (and all previous reports) recognizes that The Scarborough Hospital General Campus is one of eleven key destinations in Scarborough that need to be taken into consideration when planning future transit for Scarborough. The original three-stop subway extension connects three of those key destinations (The Kennedy Mobility Hub at Kennedy and Eglinton, The Scarborough Hospital General Campus, and Scarborough Centre). The new one-stop subway proposal connects just two of those points (neither of which are really new stations as they are already connected by rapid transit to the existing subway via the Scarborough RT). The new one-stop subway proposal adds nothing new to this area of Scarborough other than a faster service between Scarborough Centre and the Bloor/Danforth subway line.

SmartTrack directly connects two of those key destinations [The Kennedy Mobility Hub, and the Kennedy-Steeles Corridor (both of which are again not completly new stations, as they are already serviced by existing GO train stations)]. The latest transit proposal adds nothing new for Scarborough other than an upgrade to existing services and the new LRT to Malvern. The only significant improvement over existing services would have beeen the Lawrence Avenue East and Sheppard Avenue East subway stations in the three-stop subway extension proposal.

If the Sheppard East subway station needs to be sacrificed in order to meet budget constraints, so be it for now. My guess is that the Sheppard East station (with the associated track and tunneling required) represents about $700 million of the $1 billion savings. No problem; we can build it for over $1 billion later.

However; the savings gained by removing the $300 million Lawrence East Station from a $3.56 billion project is a very bad idea. When the report says "optimized subway extension" with regard to the Lawrence East station, it is implying that it makes sense to save 10% by removing the only completely new key destination in that area of Scarborough.

The trouble with this is that if it isn't built now, it is unlikely that it'll ever be practical to build it later, because the cost to do so will be prohibitive. Remember; the update states that "the elimination of this potential in-line station [The Lawrence Avenue East Station at McCowan and Lawrence] does not preclude its

D-12

later consideration". But; the report also states that "There are significant challenges to constructing a station in the Lawrence/McCowan area", "Tunnelling deep enough to pass below the West Highland Creek valley (on the north side of Lawrence) results in a station that is extremely deep and costly, and "the configuration of the Gatineau Hydro Corridor and Bendale Park significantly restrict the possibility of the subway passing over top of the creek".

If this is the case; then it is obvious that the new plan is to build a shallow tunnel (otherwise the full $1 billion savings will not be met), and it will never be possible to build a Lawrence East station because the tunnel won't be deep enough.

The plans for the two natural gas power plants in Mississauga and Oakville were a $950 million mistake. Let's not make make another $950 million mistake. Regards,

-------------- Hi All,

I would like to weigh in on the proposed rapid transit network for Scarborough.

I agreed with John Tory’s position prior to the last election that both modes of rapid transit (SmartTrack and subway extension) were required for Scarborough, and was pleased with his campaign promise that both would be built.

Although I do recognize the positive aspects of extending the Eglinton LRT to Mavern and to the UofT Scarborough Campus, I strongly feel that eliminating the two Scarborough subway stops at McCowan and Lawrence, and at McCowan and Sheppard are mistakes. The correct option for the subway is to extend the Bloor/Danforth subway along McCowan Road. In the long run, the shortest most direct route is best. The decision to cut it short at the Scarborough Town Centre is unfortunate. It should continue on to McCowan and Sheppard (and eventually north to Markville Shopping Centre in Markham). Although there may be some cannibalism between the new subway and the proposed SmartTrack system, technically, SmartTrack is not a new line. For the most part SmartTrack follows the existing Stouffville GO Train line; adds three new stops for Scarborough; and the fares are supposed to be lower than current Go Train rates. SmartTrack should be considered to be an upgrade of the existing GO lines with its own existing ridership, and not an entirely new service. Although the three new Scarborough SmartTrack stops will help offset the concern some had that the proposed three-stop McCowan subway did not have enough stops; other than the three new Scarborough SmartTrack stops; the subway extension into Scarborough is the only really significant addition to existing services.

Rapid transit is far overdue for Scarborough. Upgrading existing GO lines to a SmartTrack without also providing a fully functional and properly accessible subway in Scarborough is simply not adequate. I strongly feel that the roughly $1 billion dollars savings on the $3.56 billion total cost for the three-stop subway is

D-13

short-sighted. A ballpark estimate for the two stations would be $250 million for the Lawrence Avenue station, and $750 million for the McCowan and Sheppard station and required tunnel. Having worked on the design and construction of Ontario Hydro power stations back in the late seventies, and having followed Ontario government power generation plans and proposals in the early eighties, I have first-hand knowledge and experience with $40 to 45 million scrubbers being scrapped during the design stage of coal-fired generating stations, only to be proposed as a retrofit to the same station (“Atikokan”) several short years later at a cost of over $200 to 250 million. Just ask the Ontario Government. I know it to be true. Everyone knows that the cost to retrofit will far exceeds the cost of doing all of the work at once. The ideas of adding stations at McCowan and Lawrence and at McCowan and Sheppard would be foolhardy. If the costs to add the $250 million Lawrence Avenue station and the $750 million McCowan and Sheppard station and required tunnel were to be done later, and the costs were to increase at a similar rate to the inflated cost of the scrubbers, the costs of these stations could be as high as $1.5 billion for a retrofit to add a Lawrence several years later, and something less than $3.75 billion for the extension, tunnel, and station at McCowan and Sheppard.

Having said all this; I would like to add my support to Counsillor Karygiannis' proposal last year to reopen the Sheppard subway debate, and to build an extension to the existing Sheppard Avenue subway.

The existing Scarborough RT line was a mistake. Let's not make another mistake. The reason the Sheppard subway is underused is because it doesn't go anywhere. Tagging an LRT extension on to the end of it, forcing passengers to get off one mode of transit and on the to another, isn't going to help matters any. Also the cost difference between the two modes of transportation is greatly exaggerated. My understanding is that a transitional station between the two systems at Don Mills and Sheppard would cost at least $500 million, and possibly much more. This extra cost for the Don Mills and Sheppard LRT/subway transition station does not seem to have been taken into account when the powers to be were doing their cost comparisons and making their decision in favour of an LRT.

I am not in favour of having the Sheppard subway extension terminate at the Scarborough Town Centre. We need to keep the bigger picture in mind. The correct option for the Sheppard subway line is to extend it east to a new station at McCowan and Sheppard [and eventually (long term) further east towards Pickering, connecting with Malvern Town Centre and the Metro Toronto Zoo along the way]. This extension of the Sheppard subway would make the zoo more accessible to all Toronto residences, and generate a huge volume of traffic from an untapped market (i.e., Toronto and North York to the zoo in Scarborough), thus giving a huge boost to the Metro Toronto Zoo.

Those in favor of LRT's in lieu of subways should understand that LRTs are not like streetcars or buses. The LRT stops will not be as closely spaced as streetcar or bus stops.

Buses will still likely be required along Sheppard Avenue, McCowan Road, and Eglinton Avenue regardless if it’s LRTs or subways that are built.

I am comfortable that my proposals are solid.

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P.S. – I have included an e-mail chain including some of my previous correspondence with the powers that be Right Honourable Justin Trudeau – I am/will be sending this to the media and every Politian that may have even a remote interest in the subject. You promised to spend billions on new infrastructure for the country. Scarborough needs these two stations. If not now; something will eventually have to be done to connect the Scarborough subway extension to north of the 401 highway. I strongly believe that the McCowan and Lawrence station will be required sooner than later, and should be built now. We should have had all of this by now, but if we are finally going to do it, let's get it right! I would like to see the federal government cough up the $1 billion to prevent this misguided and temporary compromise solution for Scarborough. Regards, Hi Eric, I fully agree with your statement that an election campaign is not be the best time to debate the merits of new transit infrastructure. Please see my messages to various parties below. Regards, Hi All,

Below are copies of a couple of messages that I sent to various parties including the media as well as various government departments and representatives.

I don’t want taxpayers to be tricked into thinking that SmartTrack is the solution to the city’s traffic woes. As I indicated below, SmartTrack is not a new line. It is merely a glorified replacement and upgrade of existing GO lines and stations. For those that are not currently making use of the existing GO trains along those routes, SmartTrack will not make that much difference to far too many transit users.

Proper rapid transit is long overdue for Scarborough. Upgrading existing GO lines to a SmartTrack without first extending the subway into Scarborough is simply not acceptable.

If funding is limited and they have to set priorities; the existing GO lines should remain as is for now; and the Bloor/Danforth relief line, and the Scarborough subway, should take precedence.

I am writing in the hope that I can make a difference; even its just a matter of swaying one vote. Regards,

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Hi All, Further to my previous message, I would like to weigh in on the Scarborough

Subway/SmartTrack debate. First of all; this city is sick and needs a quadruple by-pass. I agree with John

Tory that both modes of rapid transit are required for Scarborough. Again, as I indicated in my previous message; the correct option for the

Bloor/Danforth subway is to extend it along McCowan Road to McCowan and Sheppard (and eventually north to Markville Shopping Centre in Markham). Although there of course will be some cannibalism between the new subway and the proposed SmartTrack route, technically, SmartTrack is not a new line. For the most part SmartTrack will follow and replace two existing GO Train lines with some changes and new alignments. To quote John Tory’s own website; “Approximately 90% of its length will be on existing GO trackage”. Having said this; the proposed SmartTrack should be primarily considered to be an upgrade and replacement of the existing GO lines with its own existing ridership, and the subway extension into Scarborough is the only real addition to existing services.

Rapid transit is so far overdue for Scarborough. Upgrading existing GO lines to a SmartTrack without extending the subway into Scarborough will simply not be adequate.

With regard to the proposed routes for the subway extension, the best option is the McCowan Road route, for the reasons I outlined in my previous message. The estimated $1 billion dollars to push the line further east is simply not worth the added cost, just to make the SmartTrack option appear slightly more viable. In the long run, the shortest most direct route is best.

And finally; one last point is that the SmartTrack line will help offset the concern by some that the proposed McCowan subway does not have enough stops.

Please read my previous message below with other perspectives on proposed transit solutions for Scarborough. Regards, Hi David,

With regard to your April 30th article in the Scarborough Mirror regarding Counsillor Karygiannis' proposal to reopen the Sheppard subway debate, I would like to add my support for a Sheppard subway extension.

The reason the Sheppard subway is underused is because it doesn't go anywhere. Tagging an LRT extension on to the end of it, forcing passengers to get off one mode of transit and on the to another, isn't going to help matters any. Also the cost difference between the two modes of transportation is greatly exaggerated. My understanding is that a transitional station between the two systems at Don Mills and Sheppard would cost at least 500 million dollars, and possibly much more. This extra cost for a Sheppard LRT does not seem to have been taken into account when the powers to be were doing their cost comparisons and making their decisions.

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The correct option for Scarborough is to extend the Sheppard subway to McCowan Road (and eventually further east towards Pickering), and have the Bloor and Danforth subway extended along McCowan Road to McCowan and Sheppard (and eventually north to Markville Shopping Centre in Markham).

Stations long the McCowan route would include the Scarborough General Hospital and Scarborough Town Centre. The Sheppard route towards Pickering could eventually be aligned to include Malvern Town Centre and the Metro Toronto Zoo.

This extension of the Sheppard subway would make the zoo more accessible to all Toronto residences, and generate a huge volume of traffic from an untapped market (i.e., Toronto and North York to the zoo in Scarborough), thus giving a huge boost to the Metro Toronto Zoo.

Please note; I am not in favour of having the Sheppard subway extension terminate at the Scarborough Town Centre. The McCowan Road station should be at McCowan and Sheppard. We need to keep the bigger picture in mind and eventually extend it towards Pickering.

A couple of the issues about the proposed McCowan subway are the number of stops, and the distances between stops. These should not be considered issues because buses will still need to be an integral part of the total transit network. It should not be expected that the stops will be close enough together that everyone will be able to walk from one subway station to another as it is along the downtown portions of the Yonge Spadina and Bloor Danforth lines. The lower density of the suburbs just does not support the cost of that many stations. Stations are only required at the intersections of the main arterial roads, and at key destinations such as the Scarborough Town Centre.

Those in favor of LRT's in lieu of subways should understand that LRTs are not like streetcars or buses. The distance between LRT stops will not be as close as streetcar or bus stops, and buses will still likely be required along Sheppard, McCowan Road, and Eglinton Avenue even after LRTs are built. P.S. - The existing Scarborough RT line was a mistake. Let's not make another mistake.

I could go on. The city planners and the TTC know that my statements and conclusions

are correct. We should have had all of this by now, but if we are finally going to do it,

let's get it right! Regards,

-------------- Message: You need a stop at Lawrence at the very least. I know it costs a lot of money to build a station, but without stations, it defeats the whole purpose of building expensive subway lines. The Lawrence station would be used to get people along and near Lawrence to the town centre for shopping, civic offices,

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etc.. and would get them downtown or to other connecting lines easier. It would service a large constituent of riders near and east of McCowan along the Lawrence-Ellesmere corridor right out to the east portion of Scarborough. It would also service Scarborough General hospital and revitalize the commercial development along Lawrence.

-------------- Hi All,

First of all, I would like to comment and express my opinion on the editorial by Royson James published in today’s Toronto Star.

I agree that the Tory government is on the wrong track, but I don't agree that more LRTs are the way to go. We need to keep the number of different modes of transit to a minimum.

Scarborough is long overdue for a direct connection to the existing subway system. The Scarborough RT was a mistake and has dead-ended any chance of an extension to the subway for the last 35 years. The subway is already there. All we have to do is connect and make better use of it, and it is important to have as many stops as possible. As a long-time resident and user of transit along Lawrence Avenue, Smart Track just does not cut it on its own. A subway stop at McCowan and Lawrence is crucial to improving transit in Scarborough

I do agree that an extension of the Crosstown East LRT along Eglington and Morningside to Malvern is a huge benefit to Scarborough, but I strongly believe that the subway needs to be built as well. If the subway needs to be terminated at Scarborough Centre for now, I do believe the Eglington Morningside LRT to Malvern is worth the sacrifice, but the subway should eventually be carried all the way through to at least McCowan and Sheppard and even be looped back along Sheppard to connect with the existing Sheppard subway line at Don Mills and Sheppard. The Crosstown East LRT could later be run to Malvern and then double back (possibly through Centennial College and then) to Scarborough Centre or McCowan and Sheppard from there.

I do agree that Smart Track should eventually go to Stouffville. I just think it should go straight north through Markham and then swing back towards Stouffville at some other point further north that makes sense. PROPOSED LRT EXTENSION TO THE SHEPPARD AVENUE SUBWAY LINE The idea of extending the existing Sheppard Avenue subway with an LRT is a very bad idea. The reason that the existing Sheppard Avenue subway is underused is that it doesn't go to or from anywhere. A subway extension of the existing Sheppard Avenue subway from Don Mills and Sheppard, to McCowan and Sheppard, and then south to Scarborough Centre, is the best long-term solution. It would increase use of the existing Sheppard subway dramatically.

Together with the new Finch LRT and an LRT or subway connection between the Finch LRT and the Sheppard subway line, a subway extension would: better tie everything together; minimize the number of different modes of transit and wasteful transfers between them; provide rapid public transit east to west for

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all of East York, North York, and Scarborough north of the 401; and would provide some relief to the Bloor Danforth line. High capacity parking nodes could be provided at the east terminus of the Sheppard subway line at McCowan and Sheppard, and at the west terminus of the Finch LRT. These would be a big game changer; relieving traffic on the 401, and making the Sheppard Avenue subway line relevant. The high capacity parking node at McCowan and Sheppard could also service the Scarborough subway line if the Scarborough subway were to be extended up to Sheppard Avenue, or even better looped back to connect with the Sheppard subway.

Provision could be made for options to: extend the Scarborough subway north to Markham and Markville Shopping Centre; and extend the Sheppard subway towards Malvern, the Metro Toronto Zoo, and further east towards Pickering. This extension of the Sheppard subway would make the zoo more accessible to the rest of Toronto, thus giving a huge boost to the Metro Toronto Zoo. The proposed new LRT to Malvern could be connected to the Sheppard subway at Sheppard and Neilson, and north to Malvern Centre, and or double back to Scarborough Centre. This would give Malvern residents a rapid option for travelling directly west towards Scarborough Centre and North York, as well as south and west towards Bloor-Danforth and downtown Toronto. I realize that the ridership is not there at this time, and that the costs are not practical. I am thinking about the long-term here (about 50 years out), but; we should plan for it now. Think about the foresight of Commissioner of Public Works R.C. Harris incorporating a subway platform into the Bloor Viaduct almost 50 years before the construction of Bloor-Danforth subway line. The Bloor-Danforth subway was almost built along Queen Street before the Bloor Viaduct was opened. The Scarborough Transit Planning Update to the Executive Committee dated January 21, 2016, states that “Good transit planning is guided by priorities which reflect the policy context in which decision making must occur. In Scarborough, the priorities are: Priority 1: Support the development of Scarborough Centre as a vibrant urban node Priority 2: Support the development of complete communities along the Avenues and improve local accessibility An LRT extension from Don Mills and Sheppard to Scarborough Centre is far inferior solution to a subway extension of the existing Sheppard Avenue subway from Don Mills and Sheppard, to McCowan and Sheppard, and then south to Scarborough Centre, in meeting these priorities. PROS AND CONS – DIFFERENCE BETWEEN SHEPPARD LRT AND SUBWAY EXTENSION LRT from Don Mills and Sheppard to Scarborough Centre

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PROS - Lower capital cost - More stops (intermediate stops) - Faster and more convenient only for those within walking distance one of the extra intermediate LRT stops CONS - Lower speeds than a subway - Extra transfer and lost time for users of the Sheppard LRT extension and transitional station at Don Mills and Sheppard - Extra transfer and lost time for users of the Sheppard LRT extension and the Scarborough subway when changing modes of transit at Scarborough Centre Sheppard Avenue subway extension from Don Mills and Sheppard, to McCowan and Sheppard, and then south to Scarborough Centre PROS - Better connects Scarborough Centre to the rest of Toronto and surrounding regions - No transfers between LRTs and subways along the Scarborough and Sheppard routes (Time savings of about 18 minutes between subway and LRT for those transferring to and from LRT to subway at both Yonge and Sheppard, and Scarborough Centre) - Faster and more convenient (especially for those within walking distance of a subway stop) CONS - Higher capital cost It should also be noted that when presenting the comparison between the $1 billion cost of building a Sheppard LRT and the $3 billion cost of extending the existing Sheppard subway line, the hidden $1 billion cost of building a new transitional station to connect the existing Don Mills and Sheppard subway station to a new Sheppard LRT was never fully disclosed or properly take into consideration. The real cost of building a Sheppard LRT is more like $2 billion dollars. My strategy in all this is to: - Point out that the new proposal for Scarborough is not a major improvement over what it is now when you take into account the number and location of new stations verses existing stations – Remember we are losing the Scarborough RT, and the new Smart Track and subway extension to Scarborough Centre barely make up for it - Make sure politicians and planners are accountable for their actions - If you examine the current plan and follow the progression of planning over the past

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decade or two, you will find that the latest report has been skewed to make it look like Scarborough is getting what John Tory promised us, when in fact (except for the newly proposed extension to the Crosstown East LRT), it is barely status quo - Try and ensure that the Lawrence East subway station is not dropped from the plan - It will not cannibalize Tory's Smart Track (there is already an RT station at Kennedy and Lawrence) - Other than the newly proposed extension to the Crosstown East LRT, the subway station at McCowan and Lawrence would be the only other major improvement to the existing transit system - Encourage planners and politicians to look further ahead and not make rash decisions even though there is a great deal of pressure on all parties to make a final decision and get started - I want them to make the right decisions - Even though I will never know, I will be satisfied if my persistence sways just one vote Regards

-------------- P.S. - Right Honourable Justin Trudeau - You promised to spend billions on infrastructure - It's just $300 million for the McCowan and Lawrence subway station - And, if you can manage it; it's about another $700 million to add the McCowan and Sheppard station and required track and tunnel - Finally; I think is important that they plan for turning the subway back west to connect by subway along Sheppard Avenue, and plan for an eventual extension of the Scarborough subway north to Markham as well - It would be a hell of a trip from Markham to downtown Toronto by subway, but; the Sheppard subway extension, and the Markham extension, would be more for local along the north part of the city and between Scarborough and Markham - The existing GO train and the proposed SmartTrack would be more suitable for long distance trips to the city - Of course it can all be done in stages, but the cost to do the McCowan and Lawrence subway station, and the McCowan and Sheppard station later will be at least double the cost of doing it now NOTE: Planning for a subway double back to Don Mills and Sheppard from the McCowan and Sheppard station will probably add at least another $50 million to the McCowan and Sheppard station cost now, and the Sheppard subway extension itself was costed out at about $3 billion a few years ago, but, if you read my comments through the message chain below, the cost comparison between an LRT extension and a subway extension was skewed in favour of the LRT - The LRT cost of $1 billion did not include the approximate cost of $1 billion for a transitional station at Don Mills and Sheppard - Based on this cost; the of a transitional station between the LRT and the new Scarborough subway at Scarborough Centre could also be as high as $1 billion - If my numbers are

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reasonably accurate; the cost of subway to subway verses subway to LRT back to subway, based on these numbers (which are only a few years old), would be the almost the same at $3 billion - If we plan for this now, the savings could be in the $100s of millions Toronto Star Today - ""Scarborough subway won’t necessarily carry jobs - Developers could still ride SmartTrack right past Scarborough to York Region, warns one expert"" – NOT IF WE INCLUDE THE McCOWAN AND LAWRENCE STATION, AND THE McCOWAN AND SHEPPARD STATIONS AND EVENTUALLY CONNECT SCARBOROUGH CENTRE TO DON MILLS AND SHEPPARD WITH A SUBWAY – SAVINGS OF UP TO ABOUT 18 MINUTES vs LRT Toronto Star - ""New Scarborough transit plan ‘buys peace in the land’ - Under a new plan, the Scarborough subway extension would run directly from Kennedy Station to the Scarborough Town Centre freeing up money for 12-kilometre LRT"" – THE PROPOSED LRT EXTENSION IS GREAT, BUT; THE McCOWAN AND LAWRENCE STATION SHOULD NOT BE SACRIFICED AT THIS TIME Toronto Star - ""Here come the hybrid transit plans: Editorial - Hybrid solutions to expanding transit in Scarborough and replacing the Gardiner Expressway have emerged at Toronto city hall - Could a hybrid SmartTrack be next?"" – PLEASE NO! – WE WERE ON THE RIGHT TRACK WITH SMARTTRACK AND THE THREE-STOP SUBWAY – INCLUDE PLANS FOR A FUTURE SHEPPARD SUBWAY EXTENSION TO SCARBOROUGH CENTRE, THROW IN THE EXTENSION TO THE CROSSTOWN EAST LRT, AND WE’RE GOOD FOR 15 OR 20 YEARS Toronto Star - ""Raccoon hops subway at morning rush hour - Subway commuters were in for a surprise this morning when a raccoon boarded the TTC"" – IT WILL BE FASTER AND MORE CONVENIENT FOR THE RACOON TOO! Regards,

-------------- Hi All, See attached - Also; GTA ACCESS BETWEEN EAST AND WEST AND THE PROPOSED LRT EXTENSION TO THE SHEPPARD AVENUE SUBWAY This city is sick and needs a quadruple bypass – The Ontario Government stopped expressway construction in the early 70s and look where we are now - Cars have not gone away and they are not going away anytime soon - The existing transit system provides very few options for those travelling between the

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east and west areas of the city – The rapid options are the Bloor-Danforth subway, Go Train service through Union Station, or by car using the 401 – The latest transit plans for the city do address the issue reasonably well, but don’t go far enough – The reason that the existing Sheppard Avenue subway is underused is that it doesn't go to or from anywhere - An extension of the existing Sheppard subway [east to at least McCowan and Sheppard (together with the new Finch LRT and an LRT or subway connection between the Finch LRT and the Sheppard subway line), would: create a real purpose for the existing Sheppard subway; tie everything together; minimize the number of different modes of transit and wasteful transfers between them; provide rapid public transit east to west for all of East York, North York, and Scarborough north of the 401; and would provide some relief to the Bloor-Danforth line - High capacity parking nodes at the east terminus of the Sheppard subway line at McCowan and Sheppard, and at the west terminus of the Finch LRT, would get people out of their cars, relieve traffic on the 401, and make the Sheppard Avenue subway line relevant - The high capacity parking node at McCowan and Sheppard could also service the Scarborough subway line if the Scarborough subway were to be extended up to Sheppard Avenue - The number of different modes of transit and transfers must be minimized – The Don Mills and Sheppard subway station should be connected by a subway to Scarborough Centre via McCowan and Sheppard, not an LRT – Even if we have to wait for it, it will be worth the wait – Agreed that the Scarborough subway, Crosstown East LRT, and SmartTrack need to be built first, but we should make up our minds and plan for it now – If you build it, they will come - It should also be noted that when presenting the comparison between the $1 billion cost of building a Sheppard LRT and the $3 billion cost of extending the existing Sheppard subway line to Scarborough Centre was made public, there was a hidden $1 billion cost of building a new transitional station to connect the existing Don Mills and Sheppard subway station to the new Sheppard LRT – This cost was never fully disclosed or properly take into consideration - The real cost of building a Sheppard LRT would have been $2 billion – Having said this, how many 100s of millions will it cost to build a transitional station to connect the new Sheppard LRT to the new Scarborough subway? – Not to mention the extra 18 minutes it would take to transfer from subway to LRT back to subway again - The subway is looking like a better deal every time you look at it CROSSTOWN EAST LRT The extension of the Crosstown East LRT along Eglinton and Morningside to Malvern is a huge benefit to Scarborough - The Crosstown East LRT could one day be run to Malvern and then double back (possibly through Centennial College and then) to Scarborough Centre or McCowan and Sheppard from there – Routing it through Centennial College would be a bit of a trick, but if it could be done, it could continue through Scarborough Centre and connect with SmartTrack at

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Progress Avenue or Ellesmere – Either way it would provide faster and more convenient service, get people out of their cars, and feed (provide increased ridership for) the new Scarborough and Sheppard subways and SmartTrack FUTURE LOCAL RAPID TRANSIT FROM SCARBOROUGH CENTRE TOWARDS MARKHAM Not asking for this now, let’s just plan for it – The subway station at McCowan and Sheppard should be oriented so that it can connect to some form of local rapid transit between Scarborough Centre and Markham in the future – No cost; just dotted lines on your little drawings for now LET’S GET IT RIGHT! Let’s get it right the first time – Kathleen Wynne should appreciate the consequences of getting it wrong and the costs of making changes later Sorry; I realize I’m not being very diplomatic and may have bent a few noses out of joint, but that’s why I’m not a politician – Also not an urban planner; the politics involved would make me sick P.S. - See my attachments Regards,

-------------- P.S. - Right Honourable Justin Trudeau - You promised to spend billions on infrastructure - It's just $300 million for the McCowan and Lawrence subway station - And, if you can manage it; it's about another $700 million to add the McCowan and Sheppard station and required track and tunnel - Finally; I think is important that they plan for turning the subway back west to connect by subway along Sheppard Avenue, and plan for an eventual extension of the Scarborough subway north to Markham as well - It would be a hell of a trip from Markham to downtown Toronto by subway, but; the Sheppard subway extension, and the Markham extension, would be more for local along the north part of the city and between Scarborough and Markham - The existing GO train and the proposed Smart Track would be more suitable for long distance trips to the city - Of course it can all be done in stages, but the cost to do the McCowan and Lawrence subway station, and the McCowan and Sheppard station later will be at least double the cost of doing it now NOTE: Planning for a subway double back to Don Mills and Sheppard from the McCowan and Sheppard station will probably add at least another $50 million to the McCowan and Sheppard station cost now, and the Sheppard subway extension itself was cost out at about $3 billion a few years ago, but, if you read

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my comments through the message chain below, the cost comparison between an LRT extension and a subway extension was skewed in favour of the LRT - The LRT cost of $1 billion did not include the approximate cost of $1 billion for a transitional station at Don Mills and Sheppard - Based on this cost; the of a transitional station between the LRT and the new Scarborough subway at Scarborough Centre could also be as high as $1 billion - If my numbers are reasonably accurate; the cost of subway to subway verses subway to LRT back to subway, based on these numbers (which are only a few years old), would be the almost the same at $3 billion - If we plan for this now, the savings could be in the $100s of millions Toronto Star Today - ""Scarborough subway won’t necessarily carry jobs - Developers could still ride Smart Track right past Scarborough to York Region, warns one expert"" – NOT IF WE INCLUDE THE McCOWAN AND LAWRENCE STATION, AND THE McCOWAN AND SHEPPARD STATIONS AND EVENTUALLY CONNECT SCARBOROUGH CENTRE TO DON MILLS AND SHEPPARD WITH A SUBWAY – SAVINGS OF UP TO ABOUT 18 MINUTES vs LRT Toronto Star - ""New Scarborough transit plan ‘buys peace in the land’ - Under a new plan, the Scarborough subway extension would run directly from Kennedy Station to the Scarborough Town Centre freeing up money for 12-kilometre LRT"" – THE PROPOSED LRT EXTENSION IS GREAT, BUT; THE McCOWAN AND LAWRENCE STATION SHOULD NOT BE SACRIFICED AT THIS TIME Toronto Star - ""Here come the hybrid transit plans: Editorial - Hybrid solutions to expanding transit in Scarborough and replacing the Gardiner Expressway have emerged at Toronto city hall - Could a hybrid Smart Track be next?"" – PLEASE NO! – WE WERE ON THE RIGHT TRACK WITH SMARTTRACK AND THE THREE-STOP SUBWAY – INCLUDE PLANS FOR A FUTURE SHEPPARD SUBWAY EXTENSION TO SCARBOROUGH CENTRE, THROW IN THE EXTENSION TO THE CROSSTOWN EAST LRT, AND WE’RE GOOD FOR 15 OR 20 YEARS Toronto Star - ""Raccoon hops subway at morning rush hour - Subway commuters were in for a surprise this morning when a raccoon boarded the TTC"" – IT WILL BE FASTER AND MORE CONVENIENT FOR THE RACOON TOO! Regards,

-------------- attn: Teams working on SMARTtrack, Scarborough Subway Extension, GO integration, etc. To whom it may concern,

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I'll preface this message by saying, I don't live in Toronto, I live in Kitchener, but I do take transit in the city of Toronto more than a few times a year.

I have have an intense personal interest in and have been following transit developments in Toronto for a number of years in addition to advocating for the ION and other active transportation initiatives in the Region of Waterloo locally as part of TriTAG (Tri-Cities Transport Action Group) since 2009.

Given recent news related to truncating Smart Track to Mt Dennis in the west and news of a one-stop express subway extension to STC, I'd like to share another option.

SmartTrack in my opinion too-closely mirrors GO RER; it essentially is a competing RER service. The Scarborough Subway Extension at 5.8 km also has spacing that is appropriate for RER-type service.

Meanwhile, on the west side of the city, the relatively underused UP Express is an already-constructed dedicated right-of-way through Etobicoke that I feel could be put to better use to serve local transit needs while express trips to and from Pearson could be shifted to to the GO mainline.

So, given the above, I'd like present an alignment I'd like to call SUPERtrack! Scarborough Union Pearson Express Rail track supplants both the UP

Express and SmartTrack with a similar electrified RER corridor. A new heavy rail tunnel (through city-owned property) and elevated spur would need to be built to connect the Stouffville GO line to STC, but doing so would be less expensive than building a competing subway tunnel under city streets.

SUPERtrack operates two tiers of transit service. More-frequent local service (about every 5 minutes) combined with less-frequent express service (about every 15-30 minutes). The location and frequency of local stations should be up for professional planners to take a closer look at and local residents and politicians to debate as it will effect both ridership and travel time.

SUPERtrack would also need to co-exist peacefully with other service on the GO-owned rail lines which include either electrified or diesel variants of GO, VIA, and potentially High(er) Speed Rail services. It's imagined that SUPERtrack would also co-exist with some variant of the Relief Line, so station through downtown would depend on proximity of Relief Line stations.

The key component of SUPERtrack are the express stations and network. Express operations would use GO Right-of-Way and have similar schedules and operations as GO RER. Express stations are envisioned at key transfer nodes and connect to local services at Pearson, Highway 27, Mt Dennis, Bloor, Gerrard Square, Kennedy, and STC.

SUPERtrack (like SMARTtrack operates under the assumption that running service with 5 minute freqency along the Union Station Rail Corridor is feasible in its current form

Politically, one main obstacle to SUPERtrack is the Province's sunk cost in the recently-completed UP Express. As it stands now, trains running between Pearson and Union are largely empty. It may take a few more years of trains running largely empty for Ontario/Metrolinx to move past their sunk costs and consider the possibility of providing more local service on the UPX as a way of both reducing the fare and increasing the ridership. Ultimately, a parallel express

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service between Pearson and Union will still be warranted, and would fit nicely into GO's proposed service. Ultimately, I'd like to see the UPX corridor be put to better use I'd like to see money saved on an express connection I'd like SmartTrack to not directly compete with GO RER service I'd like there to be leftover rail to capacity in the Kitchener corridor GO for me get to Union Station from Kitchener in an hour (I'm certainly not the only one in Kitchener with this dream). In all seriousness, I hope you consider this feedback as you move forward with plans for the Scarborough Subway, SUPERTrack, along with other related projects; I appreciate the rational review Toronto's Planning has done behind-the-scenes to make sense of Scarborough's and I look forward to more as plans come to fruition. Thank-You! Duncan Clemens 802-310 Queen St S, Kitchener, ON

-------------- Hi Mike,

Congratulations on the the new transit plan for Scarborough! I noticed that there doesn't appear to be a representative from U of T

Scarborough in the Stakeholder Advisory Group. In light of the fact that the Crosstown East LRT will be serving students and

staff at this campus, would you consider inviting them to send someone, say from the student body and/or the administration?

Kind regards,

-------------- Since I will not be able to attend the upcoming public consultations about public transit, I take this opportunity to express my great concerns about the current plans. The current plans cover large areas, but except for 1 subway stop extension, all of the transit is slow-moving and in the case of LRTs traffic-impeding. This does not solve the transit problem unless one is travelling a very short distance. However, in Toronto most people are not travelling short distances. For this reason, it will be a complete waste of money. People in the inner suburbs (Rexdale, Etobicoke, Scarborough, etc) would be better off moving out of the city close to a Go train line.

Please do NOT expand the Eglinton LRT further west unless it is underground.

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Thank you.

-------------- Re: Getting To Campus Even Faster On January 25, the Toronto Star ran a story on commute times for students traveling to Centennial College in Scarborough, and to the University of Toronto Scarborough Campus. Two examples were described.

I compared travel times using the current TTC system, and what it would be using the latest proposal to build the SSE and the ‘Crosstown East’ LRT. I then compared those to what the travel times would be using the 401RT proposed by the Sustainable Urban Development Association in it’s Mission Critical report.

In both cases, the 401RT was very significantly better, as the following estimates show. In the case of Hassan Mohamud, the time savings were 50% using the 401RT. He would be delighted. Time savings would also be highly significant for literally thousands of students and university staff from all across the GTA to access York University, the downtown UT campus, and Humber College. Nisareg Shukla:

• Currently: To Centennial College in Scarborough, from Keele & Lawrence. 6 km bus to Bloor subway, 18 minutes; 21 km subway, 36 minutes (per TTC table); 8 km SRT, 10 minutes. Total time 64 minutes + 3 4-minute waits = 76 minutes total plus walk times. (Claim quoted in Star is 45 minutes; not possible)

• Using Eglinton LRT & SSE: 2km bus to Eglinton LRT, 6 minutes; 23 stops & 21 km ELRT to Kennedy, 35 minutes?; 5.8 km SSE to STC, 4 minutes?; 2 km Progress bus to Centenial College, 10 minutes?. Total time 55 minutes, + 4 4-minute waits = 71 minutes Total, plus walk times.

• Using 401RT: high-frequency bus 1.5 km to 401, 5 minutes; 15 401RT stops to Markham station, 30 minutes; shuttle bus 0.5 km to campus, 5 minutes; 10 minutes wait ties; Total 50 minutes, plus walk times.

Hassan Mohamud:

• Currently: York Mills subway station to Bloor subway – 8 km 7 stops, 14 minutes ; 12.5km subway to Kennedy, 10 stops, 22 minutes (per TTC); 4 km SRT to Ellesmere, 2 stops, 6 minutes; 7-km Ellesmere bus to UTSC, 21 minutes; total 63 minutes + 4 4-minute waits = 79 minutes, plus walk times).

• Using Eglinton Crosstown LRT & Crosstown East: 4 km York Mills stn to Eglinton/Yonge subway, 6 minutes; 12.5 km & 15 stops Eglinton LRT, 30 minutes (slower than subway); 18 minutes Crosstown East LRT. Total 54 minutes plus 3 3-minute waits = 59 minutes , plus walk times.

• Using 401RT: York Mills to Yonge/Sheppard, 3 minutes; km 401RT to Morningside, 12 stops, 24 minutes; 1 km shuttle bus to UTSC, 5 minutes(?). Total 32 minutes, plus walk times.

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These students are but a single example. Many tens of thousands of other trips in Toronto (and Mississauga and Pickering) would also benefit. The impact on road congestion and the lives of people from modal shifts to transit would be huge. I urge you to read SUDA’s Mission Critical report, and the lists of benefits for its component initiatives.

SUDA requests to meet with you, either individually or in a group, to present the Mission Critical proposal. It’s doable, and affordable.

Please contact SUDA at 416-400-0553 or via email. Thank you for your consideration and, hopefully, interest. John Stillich Director, SUDA

-------------- Good morning Team,

Can you point me to the source for the ridership numbers used in the slide last night? Specifically, the slide which showed subway station ridership at the terminal stations only?

I have the all day ridership, but I remember the numbers were smaller so maybe they were peak hour only. Thanks in advance,

-------------- Bloor (Prince Edward) Viaduct - Foresight! The foresight demonstrated by early planners and politicians in the City of Toronto in planning and building the the Bloor Viaduct so that is was capable of carrying a subway, that would not be built until 48 years later, was one of the greatest achievements for this city. The density was not there when Toronto first starting talking between 1910 and 1912 about the possibility of building a bridge to span the Don Valley between Bloor Street and Danforth Avenue [Later called the Prince Edward Viaduct (now commonly referred to as the Bloor Viaduct)] - Consultants suggested that the Prince Edward Viaduct include a lower deck for a future subway - The lower deck was built, but the first plan for a line to use it was not made until June 15, 1933, when the TTC published a report which suggested the construction of a subway along Bloor Street and Danforth Avenue – Includes excerpts from Wikipedia at https://en.wikipedia.org/wiki/Line_2_Bloor%E2%80%93Danforth#Pre-subway_era BRIEF HISTORY – Bloor (Prince Edward) Viaduct - 1910 and 1912 - The first serious record of discussions for a bridge with a lower deck spanning the Don Valley for a possible future subway * - 1914 – Planning begun - 1918 – Bloor Viaduct opened - 1919 – Final completion of construction - 1966 – Bloor-Danforth subway opened * * Now THAT is foresight!!! - It’s too bad today’s politicians have

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no foresight and don’t listen to their planners and other consultants See also: http://www.blogto.com/city/2011/09/the_birth_of_the_bloor_viaduct/

-------------- First I should like to commend those involved for having developed a reasonable solution to replacing the Scarborough Rapid Transit line. I have long believed that it was critical to connect the Bloor-Danforth subway line to Scarborough Town Centre (STC), because STC is such a huge transit hub with a large number of bus routes (TTC and others) originating from there. I believe that this project will encourage greater use of transit and will significantly increase the convenience for current users.

While I appreciate that current planning and transit criteria may not support building an intermediate station between Kennedy/Eglinton and STC, I would strongly urge you to provide for the future construction of such a station when constructing the extension to STC. There is a wonderful precedent for this. The Yonge Street subway was extended to York Mills station by March 30, 1973, and then to Finch station by March 29, 1974, by-passing the North York Centre station. The North York Centre station was constructed much later, opening only on June 18, 1987, thirteen years later. I am suggesting that the same “back-fill” approach could be used on the Scarborough Subway Extension.

I am not close enough to the planning process to be able to recommend any particular location of the intermediate station. Before the alignment is finalized, though, the Planning Department and the TTC should conduct all necessary land use and traffic studies to determine the best location for a future intermediate station. The extension’s design and construction should then provide for the future construction of just such a station, just as was done for the North York Centre station. It would be a huge strategic error to permanently foreclose the possibility of adding that intermediate station in the future. The subway will be in use for decades, and the design should take that into account. Thank you for your attention. Regards,

-------------- Hi Glenn/Subway Extension Team:

I was unfortunately unable to attend the Public Consultation this evening at Vanier and would like to raise my points to keep the planned subway station at Lawrence Av. E. There are numerous advantages to keeping this station in-scope to the benefit of all residents of Scarborough.

1. McCowan & Lawrence has Ridership to Justify a Station • There are 3 Senior’s Residences within walking distance along

with countless doctor’s and professional offices.

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• Every major hospital campus in Toronto near a subway has a station. It simply doesn’t make sense to build a subway less than 100ft away and deny the hospital subway access.

• Even without the hospital, McCowan & Lawrence has more than sufficient traffic and ridership using the existing bus stops to justify a subway station. Next to Scarborough Town Center, the Lawrence RT station has the highest usage on the RT line.

• The Bessarion station on the Sheppard Line services less ridership than McCowan & Lawrence and was built anyways according to subway engineering coverage best practices.

2. The City Already owns enough Property for a Station

• There is sufficient City-owned property to accommodate a subway station with re-purposing the existing Bendale Library property.

• This library is old, under-utilized and sitting on a large swath of prime real estate. There are no schools nearby and is no longer needed with the renovations to the Cedarbrae library and newly-built library at the Civic Centre.

3. Smart Track Plans End at Kennedy

• The Start Track plans end at Kennedy Station, there is no budget or engineering/environmental assessment done to extend it up to Lawrence Av.

• Smart Track to Kennedy is heavy rail and it simply doesn’t make engineering sense to build another heavy rail station less than 1 mile away at Lawrence. Heavy rail needs long distances between stations to be efficient.

• The 40 sec documented ‘time savings’ by eliminating the Lawrence subway station would add minutes to the Smart Track commute.

• A new station, appropriation of property, and all switch-back equipment would need to be built. Once again there is no design or cost estimate done for this so how can the new proposal say eliminating the subway station is cheaper?

• Smart Track utilization in lieu of the subway hinges on fare integration with the TTC. Riders will simply not use it if they cannot pay a single TTC fare on the bus to get to the Smart Track station, get on Smart Track and then transfer back onto the TTC downtown. We will end up with another UP Express of “build it and they won’t come”.

4. Relief of North-South Bus Routes

• Just yesterday it was announced that there will be increased service on the north-south bus routes of 57 Midland, 21 Brimley, 16 McCowan and 102 Markham Rd. This obviously indicates

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overcrowding and service issues which is nothing new to anyone in Scarborough who has to rely on these routes. A subway station at Lawrence Av would provide much-needed relief on these routes and save the added costs of increased service.

• If you look at a map of these routes, they all run from Kennedy or Warden Station to Scarborough Town Centre with the exception of the 102 Markham Rd. The Lawrence subway station coverage area would cover all of them.

5. Eliminating Lawrence Station Goes Against Subway Design Best Practices

• There is a well-documented science of subway design that all major cities follow with station spacing and overlapping “coverage areas”. No station at Lawrence leaves enormous coverage gaps and best practices would dictate a station as originally planned at Lawrence.

6. Possible Mechanical Issues with Trains due to Distance Between Stations

• With no station at Lawrence Av, the distance between Kennedy and Scarborough Town Centre would be the longest stretch between stations on the entire TTC. Once again this goes against subway design best practices.

• Subway cars are not designed for long distances running at full power/speed. The sheer distance up to Scarborough Town Centre and necessary turns along the route may create mechanical issues with the trains, rails and switching equipment. For example look at the abandoned RT turn back loop at Kennedy, the original design had the RT trains turning around this way and in practice the tight turning radius actually broke the RT undercarriages. The switch-back had to be reengineered and built to the current Y-configuration. It might look OK on paper to an engineer but real life is different. Has Bombardier tested their subway cars for such long distances between stopping for possible mechanical impact?

I hope that my feedback can provide some insight into rethinking the

proposed changes to the subway extension to put the Lawrence Station back on the map.

Thank you for the consideration and please feel free to contact me at any time. Regards,

--------------

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I was at the meeting today in Scarborough. I like all the plans for transit in Scarborough but have a few reservations. I am for more transit. So more is better. I prefer subway to LRT, but will reserve judgement on the LRT until I see it in action. The Scarborough subway extension is way overdue. Here is my main concern: A subway stop at Lawrence needs to be put back into the plan. Here are my reasons- by having a stop at Lawrence you have:

1. More convenience for access to Bloor-Danforth line (busiest and most in demand line) for all residents along Lawrence corridor east of Brimley to eastern edge of Scarborough (LRT connection at Lawr. and Kingston will be too slow to get to Kennedy)

2. Reduced traffic congestion at Scar. Town Centre (especially at peak times) 3. Reduced congestion to get in and out of Kennedy station (especially with new

LRT and Smart track links coming on board). 4. It does not make sense to build the most expensive type of transit without

convenience of stops (access points). At minimum, a stop at Lawrence makes sense. The only reason the plan is changing is to build out LRT sooner to UTSC. This is not a good enough reason for not putting a stop in at Lawrence if you are going to the trouble of building a subway to STC.

5. The argument for the smart track stop at Lawrence does not address convenience to access Bloor line directly for those on the Lawrence corridor east of Brimley. You have to travel by bus that much further, you have to get on, then off, then back on (similar to the existing poor service).

6. Concern that Smart Track will raise the cost of TTC service or that integrated fare system will increase the cost of use from current TTC fare rates.

7. Concern that Presto system will eliminate affordable single fare cost model. 8. If you are building a subway to Scar. Town, it makes sense to put in the stop while you are building it, not later. 9. Current plan without the Lawrence stop is short term thinking. Not long term thinking.

-------------- Hi All,

I would like to weigh in on the proposed rapid transit network for Scarborough. I agreed with John Tory’s position prior to the last election that both modes of

rapid transit (Smart Track and subway extension) were required for Scarborough, and was pleased with his campaign promise that both would be built.

Although I do recognize the positive aspects of extending the Eglington LRT to Malvern and to the UofT Scarborough Campus, I strongly feel that eliminating the two Scarborough subway stops at McCowan and Lawrence, and at McCowan and Sheppard are mistakes. The correct option for the subway is to extend the Bloor/Danforth subway along McCowan Road. In the long run, the shortest most direct route is best. The decision to cut it short at the Scarborough Town Centre is unfortunate. It should continue on to McCowan and Sheppard (and eventually north to Markville Shopping Centre in Markham). Although there may be some cannibalism between the new subway and the proposed Smart Track system, technically, Smart Track is not a new line. For the most part Smart Track follows the existing Stouffville

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GO Train line; adds three new stops for Scarborough; and the fares are supposed to be lower than current Go Train rates. Smart Track should be considered to be an upgrade of the existing GO lines with its own existing ridership, and not an entirely new service. Although the three new Scarborough Smart Track stops will help offset the concern some had that the proposed three-stop McCowan subway did not have enough stops; other than the three new Scarborough Smart Track stops; the subway extension into Scarborough is the only really significant addition to existing services.

Rapid transit is far overdue for Scarborough. Upgrading existing GO lines to a Smart Track without also providing a fully functional and properly accessible subway in Scarborough is simply not adequate. I strongly feel that the roughly $1 billion dollars savings on the $3.56 billion total cost for the three-stop subway is short-sighted. A ballpark estimate for the two stations would be $250 million for the Lawrence Avenue station, and $750 million for the McCowan and Sheppard station and required tunnel. Having worked on the design and construction of Ontario Hydro power stations back in the late seventies, and having followed Ontario government power generation plans and proposals in the early eighties, I have first-hand knowledge and experience with $40 to 45 million scrubbers being scrapped during the design stage of coal-fired generating stations, only to be proposed as a retrofit to the same station (“Atikokan”) several short years later at a cost of over $200 to 250 million. Just ask the Ontario Government. I know it to be true. Everyone knows that the cost to retrofit will far exceeds the cost of doing all of the work at once. The ideas of adding stations at McCowan and Lawrence and at McCowan and Sheppard would be foolhardy. If the costs to add the $250 million Lawrence Avenue station and the $750 million McCowan and Sheppard station and required tunnel were to be done later, and the costs were to increase at a similar rate to the inflated cost of the scrubbers, the costs of these stations could be as high as $1.5 billion for a retrofit to add a Lawrence several years later, and something less than $3.75 billion for the extension, tunnel, and station at McCowan and Sheppard.

Having said all this; I would like to add my support to Councillor Karygiannis' proposal last year to reopen the Sheppard subway debate, and to build an extension to the existing Sheppard Avenue subway.

The existing Scarborough RT line was a mistake. Let's not make another mistake. The reason the Sheppard subway is underused is because it doesn't go anywhere. Tagging an LRT extension on to the end of it, forcing passengers to get off one mode of transit and on the to another, isn't going to help matters any. Also the cost difference between the two modes of transportation is greatly exaggerated. My understanding is that a transitional station between the two systems at Don Mills and Sheppard would cost at least $500 million, and possibly much more. This extra cost for the Don Mills and Sheppard LRT/subway transition station does not seem to have been taken into account when the powers to be were doing their cost comparisons and making their decision in favour of an LRT.

I am not in favour of having the Sheppard subway extension terminate at the Scarborough Town Centre. We need to keep the bigger picture in mind. The correct option for the Sheppard subway line is to extend it east to a new station at McCowan and Sheppard [and eventually (long term) further east towards Pickering, connecting with Malvern Town Centre and the Metro Toronto Zoo along the way]. This extension of the Sheppard subway would make the zoo more accessible to all Toronto residences,

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and generate a huge volume of traffic from an untapped market (i.e., Toronto and North York to the zoo in Scarborough), thus giving a huge boost to the Metro Toronto Zoo.

Those in favor of LRT's in lieu of subways should understand that LRTs are not like streetcars or buses. The LRT stops will not be as closely spaced as streetcar or bus stops.

Buses will still likely be required along Sheppard Avenue, McCowan Road, and Eglington Avenue regardless if it’s LRTs or subways that are built.

I am comfortable that my proposals are solid. P.S. – I have included an e-mail chain including some of my previous correspondence with the powers that be Right Honourable Justin Trudeau – I am/will be sending this to the media and every Politian that may have even a remote interest in the subject. You promised to spend billions on new infrastructure for the country. Scarborough needs these two stations. If not now; something will eventually have to be done to connect the Scarborough subway extension to north of the 401 highway. I strongly believe that the McCowan and Lawrence station will be required sooner than later, and should be built now. We should have had all of this by now, but if we are finally going to do it, let's get it right! I would like to see the federal government cough up the $1 billion to prevent this misguided and temporary compromise solution for Scarborough. Regards,

-------------- His Worship John Tory,

Attached are files with my proposal for transit in Scarborough - I have not addressed the GTA as a whole because, as a long time resident of Scarborough (now living in Brampton ON), I am more familiar with the traffic and transit issues here than in the rest of the city - Please excuse any typos, I am somewhat rushed, but I am sure you will find my proposal very interesting - FYI; ************* is an alias, not my real name, as I don't want to draw any attention to myself

I will be posting this and promoting my ideas online as ******************* Please note; I have not had time to get into great detail (such as the number and

orientation of stations), because I see you and the planning department are moving very quickly and making changes on the fly, and I want to get this out before you make any firm commitments

I do have more to say - I will get back to you again later My main concern is that the number of different modes of transit used, and

transfers, be kept to a minimum - I am pro subway, but you will see that my plans make good use of various forms of transit while keeping things efficient and effective

I do not believe that we need the Smart Track - I think the electrification of the GO Train system and the increase in capacity and frequency that was being planned for previously will serve the area north of the GTA for quite some time - I can imagine that

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the logistics of incorporating a Smart Track with the existing GO system must be very challenging and costly

Please review and give my plan due consideration, and have your team test it; as I will be plastering it all over the internet starting very quickly I do realize that my dates are too aggressive, so I understand if most of my ideas need to be pushed out five or ten years, but the important thing is to know where you want to go with this now, so that things are built with a future plan and options in mind - This will ensure that the cost to build and expand later will be reasonable and without waste P.S. - I have also attached a very rough draft of my proposal for the McCowan and Sheppard High-capacity Subway/LRT Station and High-capacity Parking Node - I did it in "Paint" but I can't get the station to run parallel to McCowan Road, so I can't align my station and tracks properly (but you should get the picture) - My daughter will be clearing it up for me (in between baby and work) - The red Lines represent subways, and the yellow line follow your planning departments convention of using yellow for LRTs

One of the planners at one of the public meetings mentioned that there would have to be some form of a main station (near but away from Scarborough Centre) - I am sure they have looked at it, but the obvious choice is McCowan and Sheppard (due to the low density there at the moment) Regards,

-------------- Hi All – The first draft of my proposal for public transit in Scarborough and the surrounding area is ready – I have called it “SmarterTracks” – You can find it at www.TorontoTransitBlog.com – Please be sure to leave your own comments and ideas – I have also attached a PDF of the maps – You can scroll through the maps and see the progression of the various phases

Please excuse any inaccuracies with regard to costs - My information is based on planning reports and information available from the media, but; I have done my best to check and be as accurate as possible Regards,

-------------- Hello all,

First off, I appreciate all the work the city and Metrolinx are doing in regards to planning the imminent expansion of transit in our city. I am a Toronto resident living the Upper Beaches area, but have previously lived on the Danforth and in Richmond Hill. I have a couple of observations from today’s presentation. While many of these are in the form of questions, I am not expecting direct responses from you guys, just suggesting a few things to consider.

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1. While some of us are excited about what is to happen in Scarborough and beyond, there exists a well founded level of cynicism that isn’t being sufficiently countered. We’ve seen many great ideas on paper that never fully materialize. It’s one thing to hope for something that never happens, it’s another to give up something you have while placing that bet. Simply, people are wary of giving up stations on the RT when there is no guarantee everything will be built to replace them. And while the intentions are good, there is no guarantee of fare integration making Smart Track stations a reasonable alternative. The shakiness of the discussion about the Sheppard LRT did not instil any confidence either.

It seems increasingly clear that providing for a Line 2 station Lawrence is paramount to getting the public’s support on the Subway+LRT plan. While I agree spending money on the eastern extension of the Crosstown LRT is the most pragmatic choice for the area, people will not appreciate it until they can ride it. Frankly, Scarborough was sold a lemon in the form of the SRT and they haven’t forgotten that. Even as a long LRT proponent, I can’t blame them on this.

2. If a Relief Line station were to be built at Bay, there would likely be no “paid

fare area” connections to adjacent Line 1 stations. Would Presto negate the need for such areas?

3. On a more local-to-me note, are there any plans to improve the Danforth GO

connection to Main Street station as part of the RER studies? Or at the very least better connections to the 506 and bus routes that pass the station?

4. I noticed the GO RER plan for potential new stations includes 16th Ave on the

Richmond Hill line. While I have a few relatives who would welcome such a thing, if the Richmond Hill line is not a candidate for electrification, how can that station exist so close to Langstaff? However, the Yonge & 16th node is becoming increasingly densified with multiple condo projects at that intersection and a giant plaza soon to be redeveloped as well. Seems like a good place for higher order transit connections.

Anyways, thanks for taking the time to share your plans with us. The entire presentation was very informative and I look forward to the next round! Thanks,

-------------- Attached is an interactive PDF with the phasing of my proposal for the future of public transit in Scarborough - After downloading; you can scroll through the pages to see the progression of the various phases

Visit "www.SmarterTracks.com" for further details regarding this proposed plan - Please have Tory's team test this plan with GO electrification but without SmartTrack Hi All – The first draft of my proposal for public transit in Scarborough and the surrounding area is ready – I have called it “SmarterTracks” – You can find it at

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www.TorontoTransitBlog.com – Please be sure to leave your own comments and ideas – I have also attached a PDF of the maps – You can scroll through the maps and see the progression of the various phases

Please excuse any inaccuracies with regard to costs - My information is based on planning reports and information available from the media, but; I have done my best to check and be as accurate as possible Regards,

-------------- Attached is an interactive PDF with the phasing of my proposal for the future of public transit in Scarborough - After downloading; you can scroll through the pages to see the progression of the various phases

Visit ""www.SmarterTracks.com"" for further details regarding this proposed plan - Please have Tory's team test this plan with GO electrification but without SmartTrack

-------------- I still feel that the original LRT plan for Scarborough was the best option and the smartest use of our tax dollars. Despite this obvious $2B political-based decision, I'm very happy to see an LRT extension proposal to UTSC, my alma mater. If we must insist on a subway connection to The SCC, then this plan is much better than a 3 stop subway through a low-density and almost undevelopable part of our city. GO RER (smarttrack) will service the existing N-S SRT corridor with new stops north of the 401, a connection to UTSC, intensification, and urbanization of Kingston rd and a transit plan that will service a lot more people than the previous plan.

-------------- Hi - So apparently, I inadvertently and inevitably connected with a representative from your group at the public meeting on transit at Scarborough Centre yesterday – I would be very pleased to join and participate with your group – I have been advocating for subways for Toronto for many years, but only starting really getting into it a few years ago – I have been sending e-mails to various parties over the past few years to no avail, so; as the doors are about to close on the latest city plans to mess it up, I created a couple of blogs this month in a last ditch effort to try and convince them to nor make another multi-billion dollar blunder - Attached is a PDF with my ten phase proposal for the future of transit in Scarborough and connections with the surrounding area - After downloading, you will be able to scroll through the maps and see the progression of the various phases - Similar solutions can be applied elsewhere within the GTA now that SmartTrack is being reviewed and reconsidered for the west portion of the GTA - My intension is to propose a beltline subway for Finch and Sheppard Avenues in place of the Finch LRT and Sheppard LRTs - I do understand that this has been reviewed over the years and has been dismissed due to costs, however; if they scrap SmartTrack, focus on other projects like the Metrolinx electrification of the Go lines and the

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Crosstown East Extension to UTSC to address immediate issues in the short term, and use the funds designated for SmartTrack to build subways as proper long-term solutions, I think we could live waiting a little longer for the subways if it means getting right

-------------- The Toronto Belt Line Railway was a passenger service that was proposed, privately built, and failed in the 1890s – The route was intended “to service and promote new suburban neighbourhoods north of the city limits through the communities that eventually became Rosedale, Moore Park, Forest Hill and Swansea - The line was never profitable and it only ran for two years - Today, as part of a rails-to-trail project, the remaining part of the line is now the Beltline Trail” – Wikipedia – It was an idea that was over 125 years ahead of it’s time

You can view the full details of my plans and proposals, and comment or contribute, on my websites at www.TorontoTransitBlog.com, and www.SmarterTracks.com

I hope you don't mind - I have copied in a few of my recent contacts Regards,

-------------- Hi All - Sorry; apparently my new website was not fully active yet - You can now actually access it at www.SmarterTracks.com - You can view and discuss, comment, and contribute on the full details of/to my plans and proposals at www.TorontoTransitBlog.com

- Also; attached again is the PDF with the latest Jan 21'16 update of the City's Scarborough Transit Plan, plus the ten phases of my proposed SmarterTracks Plan - If you download and open the PDF, you can scroll through and see the progression of the various phases

--------------

I'm advocating for myself - Does that make me a lobbyist? P.S. - Again; the first draft of my proposal for public transit in Scarborough and the surrounding area is ready – I have called it “SmarterTracks” – My plan includes very good rapid transit solutions for the Centennial College campus at Markham Road - You can view my plans at www.SmarterTracks.com and www.TorontoTransitBlog.com - The proposed SmartTrack route along Kennedy is already serviced by a GO Train that Metrolinx has been planning to electrify and upgrade with greater capacity and frequency – Tory should leave well enough alone – The money can be better used elsewhere – Following is a link to a PDF with the latest Jan 21'16 update of the City's Scarborough Transit Plan, plus the ten phases of my proposed SmarterTracks Plan - https://ln.sync.com/dl/5ec1a8780#ym3t6fex-w53wsww8-gri2vks5-8dx6x7y7 - If you

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download and open the PDF, you can scroll through and see the progression of the various phases - Again; you can view my plans at www.SmarterTracks.com and www.TorontoTransitBlog.com – Please be sure to leave your own comments and ideas

Test this!!!

-------------- Hi All – I have completed the next draft of my ten (10) phase SmarterTracks Plan - The maps incorporate most of my key ideas and proposals for the future of transit in Scarborough and the surrounding regions - Attached is a PDF with a new version of my ten phase plan for the future of transit in Scarborough and connections with the surrounding area - After downloading, you will be able to scroll through the maps and see the progression of the various phases – Please be sure to visit my blogs and view the full details and comment or contribute on my websites at www.TorontoTransitBlog.com, and www.SmarterTracks.com - Be sure to like, follow, and comment; as I think those with the power that be, are starting to listen! - You can also find the maps at www.SmarterTracks.com, or download a PDF at https://ln.sync.com/dl/592315070#8gztui9r-73p78qmm-msdjyppq-c7k7zh75 – Again; the PDF is interactive - After downloading it; you can scroll through the pages and see the progression of the various phases of the plan

My plan services every one of the twelve (12) key destination in Scarborough identified by the City planners [including Centennial College (Progress Road Campus)] – The latest city plans do not – My plan includes an LRT along Markham Road as well as Lawrence Avenue which cover two corridors ripe for new development – The latest city plans do not

My plan eliminates SmartTrack, and finally completes the connection between the proposed McCowan Road and the Sheppard Avenue Subways in Scarborough – SmarterTracks includes provision for a future High-capacity Rapid Transit Line (HCRT) between Pickering/Ajax and Scarborough (possibly a mono-rail or other form of elevated RT), in place of the currently proposed BRT (Express bus line) - My plan services everything efficiently and effectively without SmartTrack, and uses the minimum number of differing modes of transit with the least number of transfers possible – SmarterTracks is a long term plan – If the City rushes into their plan without knowing what their long term plan is, they will incur huge and unnecessary costs down the road The City’s Scarborough Transit Proposal Update dated January 21’16, services: - The Kennedy-Steeles Corridor - Golden Mile - Kennedy Mobility Hub - University of Toronto Scarborough Campus (UTSC) - Scarborough Centre TBD (Not included in The City’s Scarborough Transit Proposal Update, but in the planning stages)

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- Malvern Centre My plan services all of the key destinations above, plus: - The Scarborough Hospital General Campus - The Scarborough Hospital Birchmount Campus - Rouge Valley Centenary Hospital - Consumers Business Park - Centennial College (Progress Road Campus) - Toronto Zoo As well as LRTs along Markham Road and Lawrence Avenue which cover two major corridors ripe for new development

Now, the City will tell you that they plan to address and service all of these key destinations eventually, but; when, at what cost, and how will it fit in with the current proposal – As it is now, even if expedited, the earliest anything new in the City’s current proposal will be ready for operation and use and is at least ten years from now – Connection of the remaining six destinations is likely to be decades further down the road SMARTERTRACKS HIGHLIGHTS

• Eliminates SmartTrack • Finally completes the connection between the McCowan Road (Line 2

Extension to Scarborough) and Sheppard Avenue Subways in Scarborough • Services Malvern Centre, The Scarborough Hospital General Campus, The

Scarborough Hospital Birchmount Campus, Rouge Valley Centenary Hospital, Consumers Business Park, Centennial College (Progress Road Campus), Toronto Zoo, plus all of the other key Scarborough destinations serviced by The City’s Scarborough Transit Proposal updated on January 21’16

• Includes an LRT along Markham Road as well as Lawrence Avenue which cover two corridors ripe for new development

• Includes a new Elevated HCRT Line between Scarborough and Pickering/Ajax

• If not planned for now; future developments could box them in and limit options – For example; land acquisitions could be too small, stations could be oriented incorrectly to accommodate future needs, retrofit costs would be higher, tunnels might not be deep enough to accommodate future stations, e.t.c. …..

See my websites at www.SmarterTracks.com and www.TorontoTransitBlog.com for further insight, and a place where you can comment on/contribute to my plan and other ideas on traffic and transit issues within the GTA and the surrounding region "Hi there just wondering if one of heard on the news so is the Scarborough subway plan dead for good or could they bring it back and it is the shepherd subway itself dead as

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well the guy keep that aboveground real thing going on and where would the stops before the relief line and for this my track in Scarborough

-------------- Mayor Tory, Councillors Colle, Debaeremaeker, Kelly, and Thompson, Mr. Byford, and Ms. Keesmaat:

I should like to open by commending you for having developed a reasonable solution to replacing the Scarborough Rapid Transit line. It is a welcome relief to see that things are moving forward at a steady pace.

I do have one concern and that is the notion of an express subway from Kennedy station to Scarborough Town Centre (STC).

While I understand that budgetary constraints have eliminated the possibility of any intermediate stations AT THIS TIME, it is imperative that the possibility of an intermediate station not be foreclosed for the FUTURE. The North York Centre station on the Yonge Street line should serve as an excellent example – it was constructed a full thirteen years after the subway was extended from York Mills to Finch. This was possible because, during the design phase of the extension up to Finch, the TTC had the foresight to design the tunnel in such a way as to provide the necessary excavation and foundations for the future NYC station. I believe that it is critical that the same approach be used on the Scarborough Subway.

Having considered several alternatives, I respectfully suggest that the best location for a future intermediate station is the intersection of Midland Ave. and Lawrence Ave. East. The importance and benefits of providing for a future subway station there, and the alignment choice that would be most appropriate, are highlighted below.

In closing, I respectfully urge you in the strongest possible terms to make the necessary provisions for a FUTURE station at Midland/ Lawrence when deciding upon the alignment of the Scarborough subway, as this will represent a significant and valuable contribution to addressing Scarborough’s current and future transit needs. Thank you for your attention. Regards.

-------------- Hi All - Further to my previous messages; any rapid transit proposal will require new railyards and maintenance facilities - Attached is a file with proposed railyards and facilities for my proposed transit network for Scarborough and the surrounding region – I have selected the Midland Avenue corridor for the railyards as most of the land is existing low-density industrial and much of the land is already used for rapid transit (Existing Scarborough RT and Go Train Lines)

If you haven't already; you can see the second DRAFT of my proposal for the future of rapid transit for Scarborough at www.SmarterTracks.com, and my ideas and thoughts behind the development of my plans at www.TorontoTransitBlog.com – Feel free to visit, comment and contribute - Following is a legend to go with the attached draft

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plan – My daughter doesn’t know it yet, but; I am going to be asking her to do up a more professional version (or teach me how to use Illustrator) – If there is anyone that would like to assist me with this project; I am looking for volunteers? LEGEND Subway Lines – Red - Subway Railyards o Surface – Orange o Tunnels – Purple LRT Lines – Hot Pink - LRT Railyards – Light pink HCERT(High-capacity Elevated Rapid Transit)/Monorail Lines - Blue - HCERT Railyards – Light blue NOTES: Plan B I do have a Plan B calling for the railyards and maintenance facilities to be located adjacent to my proposed high-capacity parking node at McCowan and Sheppard, but; this major intersection would be best suited for the parking node alone and the rest of the area set aside for future high-density development Centennial College-Scarborough Town Centre Shuttle My SmarterTracks plan calls for a shuttle along Progress Avenue between Centennial College and Scarborough Centre – This shuttle could be connected directly with Scarborough Town Centre and (as the distance is going to be significant) the shuttle could also serve as barrier-free transportation between the mall and the new Scarborough Centre Subway Station {Kids you’re going to have to give up your seats at Scarborough Centre] – The shuttle could eventually be extended west to connect with the GO Train station at Kennedy and Ellesmere [50 years from now, maybe?] – Save the space!!! P.S. - No need for SmartTrack (The electrified GO Train will do the job until the subway is extended up to Markham and north to 16th Avenue) - A Pickering/Ajax-Scarborough HCERT would be a SmarrtTrack P.S.S. – Agreed; we’re looking at least 50 years out now!! - How far out is the city thinking!!!

-------------- Hi All – Tory’s SmartTrack is focused on those travelling to and from the downtown area – In fact, with the exception of the proposed Finch LRT, every mode of transit is focused on those travelling to and from the downtown area – The city’s own studies show that

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more than 75% of those using public transit want to travel elsewhere – What are they doing for the rest of us?

My latest proposal is for a Monorail connecting Pearson International Airport with Bowmanville in the east and Brampton in the west - The Monorail could run above the roads along Highway #7 from Bramalea City Centre to Airport Road and then Dixon Road to Wilson Avenue, York Mills, Ellesmere, and Highway #2, connecting with;

Bramalea City Centre, the Woodhill Industrial Area, Malton Go Station, The International Centre, Pearson International Airport and the UP Express, Toronto Congress Centre, Weston Go Station, Lawrence West Subway Station, Yonge and Lawrence Subway Station, York University Glendon Campus (or Yonge and York Mills Subway Station), Don Mills and York Mills DRL Subway Station, Ellesmere Go Station, Scarborough Town Centre, Scarborough Centre, Rough Valley Centenary Hospital, UTSC, Pickering, Ajax, and eventually Whitby, Oshawa, and Clarington/Bowmanville

It would be routed along Ellesmere then along Highway #2 from Kingston Road and Ellesmere Road in the east – It would cross the Rough Valley Park at Highway #2, so, other than beefing up the bridge at the Rough Valley, it would have very little impact on the park (other than making it more accessible to everyone)

The monorail eventually be extended along Highway #2 for use as local transit for each community along the route (e.g. Pickering, Ajax, Whitby, Oshawa) with bypasses for express service between communities

None of these roads are fully (densely) developed yet - I am thinking 30 to 50 years out - The proposed BRT will suffice for Alax/Pickering for now, so there is no urgency, other than to plan for it now - The reason we need to plan now is that the land needs to be reserved and current station plans need to be oriented properly for future development now – This could also be a mini-hyperloop if the technology is ready before that time

This plan works well as it covers areas in the GTA not covered by Tory’s SmartTrack!

I have also attached a copy of my Phase X plan for Scarborough, and another copy of my proposed rail and maintenance yards' for those who didn't get them the first time

Again; visit my websites at www.SmarterTracks.com and www.TorontoTransitBlog.com to view the rest of my plans and proposals, and for insight into my ideas and thoughts on the future of rapid transit for Scarborough and the rest of the GTA - Feel free to comment and contribute #SmarterTracks #PublicTransitTO #MonorailTO #TransitTO #TransitBrampton #TransitPickering #TransitAjax #Brampton #Malton #Pearson #Toronto #Etobicoke #NorthYork #ScarbTO #RougeValley #Centenary #RVCH #UTSC #MetroZoo #Pickering #Ajax #Whitby #Oshawa

-------------- Hi All, See attached - Also;

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ACCESS BETWEEN THE EAST AND THE WEST PARTS OF THE GTA, AND THE PROPOSED LRT EXTENSION TO THE SHEPPARD AVENUE SUBWAY This city is sick and needs a quadruple bypass – The Ontario Government stopped expressway construction in the early 70s and look where we are now - Cars have not gone away and they are not going away anytime soon - The existing public transit system provides very few options for those traveling between the east and the west areas of the city – The quickest options are the Bloor-Danforth subway, GO Train service through Union Station, or by car using the 401 – The latest public transit plans for the city do address the issue reasonably well, but don’t go far enough SHEPPARD AVENUE (SUBWAY) SUBWAY The reason that the existing Sheppard Avenue subway is underused is that it doesn't go to or from anywhere - An extension of the existing Sheppard subway [east to at least McCowan and Sheppard (together with the new Finch LRT and an LRT or subway connection between the Finch LRT and the Sheppard subway line), would:

- Create a real purpose for the existing Sheppard subway - Tie everything together - Minimize the number of different modes of transit and wasteful transfers between

them, and - Provide rapid public transit east to west for all of East York, North York, and

Scarborough north of the 401 - Would provide some relief to the Bloor-Danforth line

HIGH-CAPACITY PARKING NODE High capacity parking nodes at the east terminus of the Sheppard subway line at McCowan and Sheppard, and at the west terminus of the Finch LRT, would get people out of their cars, relieve traffic on the 401, and make the Sheppard Avenue subway line relevant - The high capacity parking node at McCowan and Sheppard could also service the Scarborough subway line if the Scarborough subway were to be extended up to Sheppard Avenue MINIMIZE TRANSFERS AND MODES OF TRANSIT The number of different modes of transit and transfers must be minimized – The Don Mills and Sheppard subway station should be connected by a subway to Scarborough Centre via McCowan and Sheppard; not an LRT – Even if we have to wait for it, it will be worth the wait – Agreed that the Scarborough subway, Crosstown East LRT, and SmartTrack need to be built first, but we should make up our minds and plan for it now – If you build it, they will come COST COMPARISON – LRT vs SUBWAY It should also be noted that when presenting the comparison between the $1 billion cost of building a Sheppard LRT and the $3 billion cost of extending the existing Sheppard subway line to Scarborough Centre was made public, there was a hidden $1 billion cost of building a new transitional station to connect the existing Don Mills and Sheppard

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subway station to the new Sheppard LRT – This cost was never fully disclosed or properly take into consideration – There would be an added cost to build a transitional station to connect the new Sheppard LRT to the new Scarborough subway - Together with the added cost of the second transitional station at Scarborough Centre; the real cost of building a Sheppard LRT would have been well over $2 billion; not to mention the extra 9 minutes for each transfer [18 minutes each way each day if transferring at both stations (Don Mills and Sheppard, and at Scarborough Centre); for an average total of an extra 36 minutes each day] – And you want and LRT extension? – We put up with the SRT for long enough! CROSSTOWN EAST LRT The extension of the Crosstown East LRT along Eglinton and Morningside to Malvern is a huge benefit to Scarborough - The Crosstown East LRT could be extending further to Malvern Centre and then double back (possibly through Centennial College and then) to Scarborough Centre or McCowan and Sheppard from there – Routing it through Centennial College would be a bit of a trick, but if it could be done, it could continue through Scarborough Centre and connect with SmartTrack at Progress Avenue or Ellesmere – Either way it would provide faster and more convenient service, get people out of their cars, and feed (provide increased ridership for) the new Scarborough and Sheppard subways and SmartTrack FUTURE LOCAL RAPID TRANSIT FROM SCARBOROUGH CENTRE TOWARDS MARKHAM Not asking for this now, let’s just plan for it – The subway station at McCowan and Sheppard should be oriented so that it can connect to some form of local rapid transit between Scarborough Centre and Markham in the future – No cost; just dotted lines on their little drawings for now RELIEF LINE I support the relief line first - The Scarborough and Sheppard subway expansions are meaningless without it! LET’S GET IT RIGHT! Let’s get it right the first time See the attachments; and visit my websites, at www.SmarterTracks.com and www.TorontoTransitBlog.com to view the rest of my plans and proposals and for insight into my ideas and thoughts on the future of rapid transit for Scarborough and the rest of the GTA - Feel free to comment and contribute #NorthYorkTO #ScarbTO

-------------- Hi All - My plan called for a shuttle along Progress Avenue between Centennial College and Scarborough Centre – This shuttle should be connected directly with Scarborough Town Centre and (as the distance is going to be significant) the shuttle could also serve as (barrier-free) transportation between the mall and the new Scarborough Centre

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Subway Station - The shuttle could eventually be extended west to connect with the GO Train station at Kennedy and Ellesmere – Above is a copy of my plans for the STC (Scarborough Town Centre) and Scarborough Centre Stations – See attached

See my websites at www.SmarterTracks.com and www.TorontoTransitBlog.com for insight, and a place where you can comment on/contribute to my plan and other ideas on traffic and transit issues within the GTA and the surrounding region

-------------- The proposed (revised) Scarborough subway extension doesn't make sense. While reducing the length (eliminating the portion north of the 401) is perfectly reasonable in the near-term (no decision on rapid transit on Sheppard, can always be done later etc.) Cutting Lawrence station is ridiculous. Here's Why The second-biggest trip generator on the route is Scarborough General Hospital; and the adjacent seniors residence. These are already high-density employers as well as having significant visitors traffic. While its true that the Hydro Corridor and open-space are limiting factors on intensification, the land at the south east corner of McCowan and Lawrence, one-story retail on a decent size foot print is well suited to intensification. Assuming the hospital site remains, large portions of it are decades old and due for complete redevelopment, this offers the opportunity for more hospital and potentially non-hospital density on that site, w/parking underground. The south-west corner of the intersection is low-density and would require assembly, but it should be feasible, can be unilaterally up-zoned, and if desirable the City could facilitate the process of land assembly, perhaps as part of a station development project. In addition to this, the Lawrence bus is very well used and a significant source of ridership. The notion that this isn't required, due to 'Smart Track' which we all know will operate at no-better than 15-minute headways, does not make sense. Further, where development of downtown 'Scarborough' is a significant public policy goal, this proposal would make it MORE difficult to access this area than current conditions. Providing no new station at Lawrence, presumably reduced bus service in the McCowan corridor; Smart Track, which would not follow the RT alignment, nor be as frequent. Infrastructure investment must logically co-ordinate w/public policy and planning objectives. This proposal would reduce service to needy areas, reduce access to downtown Scarborough, reduce access to Scarborough General Hospital and promote greater, not less car use. The debate on whether this route should have been a subway, seems foreclosed. That being the case, at least build a sensible, usable subway that fits public policy and planning objectives. The savings of not more than $200,000,000 by omitting this station are trivial in the context of the overall project cost; and the likely savings slimmer still, if construction providing for a roughed-in station box. If anything, there is a reasonable argument to be made for adding a further station at Eglinton/Danforth/Brimley. However, I would accept and argument that 'Crosstown East' could replace that need; subject to sufficiently frequent McCowan buses going north of Eglinton.

-------------- Councillor,

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I am seeking your support for a subway belt line that would travel around the perimeter of the city. It’s not a new concept. In fact; I believe the concept has been proposed many times, and there was an actual passenger rail belt line around the city in the late 1800s. The route was intended “to service and promote new suburban neighbourhoods north of the city limits through the communities that eventually became Rosedale, Moore Park, Forest Hill and Swansea - The line was never profitable and it only ran for two years - Today, as part of a rails-to-trail project, the remaining part of the line is now the Beltline Trail - The railway was built by railway entrepreneur James David Edgar” – Wikipedia. It was called The Toronto Belt Line Railway.

A belt line would be key to the success of public transit in Toronto. It would be in the same class as:

- The Bloor Viaduct (Prince Edward Viaduct) [Supporting one of the busiest subway lines in the world]

- R.C. Harris Water Treatment Plant (Almost 75 years old and still producing over 40% of Toronto’s and York Region’s drinking water)

- The 401 Highway (What can I say? – One of the busiest and most congested highways in the world)

- The CN tower (Iconic landmark recognized worldwide) It is my intention to write to every MP, every MPP, and every City Councillor within close proximity of the GTA that may have even a remote chance of affecting any decision made on the matter. I have already submitted most of my plans to over 100 different authorities and interested parties including: numerous politicians, city planners, the media, and other interested parties; as well as Mayor John Tory, Premier Kathleen Wynne, and Prime Minister Justin Trudeau.

It’s not really that difficult; 50% of it is already in place. The Bloor-Danforth Line (Line 2) is already in place as the south quarter. An extension of the Bloor-Danforth Line to McCowan Road and Sheppard Avenue East would be the east quarter [the planned extension of the Bloor-Danforth Line to Scarborough Centre will cover 90% of it (100% if the McCowan and Lawrence Station, and the McCowan and Sheppard Station are added back in to the current plans (last estimate roughly $1 billion more)]. About 30% of the north quarter (the Sheppard Subway) is already in place. And finally; the proposed Jane Street LRT could be a subway instead, covering the west quarter. The outstanding pieces are:

- A subway connecting the east end of the Sheppard Subway at Don Mills and Sheppard with McCowan and Sheppard, and with Scarborough Centre

- A subway connecting the west end of the Sheppard Subway at Yonge and Sheppard with the Jane Street Subway

Once it is built you will literally be able to “get around” in this city. James David Edgar was over 125 years ahead of his time.

My plans do include subway extensions to areas outside the GTA, but this belt line would be the key element in the entire network.

Attached is a file with my proposal. I have also attached a file with my ten phase plan for transit in Scarborough. I have not addressed the rest of the GTA to the same degree because, as a long time resident of Scarborough (now living in Brampton ON), I am more familiar with the traffic and transit issues in Scarborough than I am with the rest of the city.

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My main concern with LRTs is that the number of different modes of transit used, and transfers, need to be kept to a minimum. I am pro subway, but you will see that my plans make good use of various forms of transit while keeping things efficient and effective.

I do not believe that we need the SmartTrack. I think the electrification of the GO Train system and the increase in capacity and frequency that was being planned for prior to the election of John Tory will serve the area north of the GTA for quite some time. The logistics of incorporating a SmartTrack with the existing GO system must be very challenging and costly, and expansion of the subway network will do so much more for local transit.

Please note; I have not had time to get into great detail (such as the number, location, and orientation of stations) because the city’s planning department are moving at an “unprecedented pace” and making changes on the fly, and I want to get this out before any firm decisions or commitments are made.

I do realize that some of my proposed dates might be too aggressive, so I would understand if many of the dates had to be pushed out five or ten years from my proposed timelines, but the important thing is to know where we want to go with this now, so that things are built with a future plan and options in mind. This will ensure that the cost to build and expand later will be reasonable and without waste.

FYI; ************* is an alias, not my real name, as I don't want any publicity/or to draw any attention to myself. I will be posting this and promoting my ideas online as *************.

I do have more to add. I will be in touch again later. Regards

-------------- Sorry; I seem to have omitted an attachment of the original Toronto Belt Line Railway. See attached.

-------------- The line to Subway should be extended to north of Markham ON

-------------- Build the McCowan and Lawrence subway station

-------------- Connect the Sheppard Subway to Scarborough Centre with a Subway not an LRT

--------------

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Can you please advise if there is a station proposed at Lawrence Avenue. I’ve read in some places that it is to be an express between Kennedy and Scarborough Town Centre (no stops in between) and then in other places I have read that there would be a station at Lawrence Avenue. Can you please clarify this. Thank you. Sincerely, Response: Hello Andrea,

On January 28, 2016, the City's Executive Committee endorsed refined objectives for transit in Scarborough, as well as the further study of an express subway extension between Kennedy Station and Scarborough Centre and an easterly extension of the Eglinton Crosstown LRT to UTSC. More information can be found at http://scarboroughsubwayextension.ca/recommended-solution.html

On March 31, City Council endorsed the study of these projects (Report EX13.3). The project team is currently evaluating the potential alignments for the express subway extension. We will be consulting stakeholders and the public on the results of this analysis in May and will be making final recommendations to the Executive Committee in June.

-------------- Hi,

I support a subway system that connects the university of toronto scarborough campus to downtown. Currently it is very difficult for students to get between the campuses. It is impeding research and education. A subway connection would help immensely. Best,

-------------- How would you get one subway for GO trains?

Begin to add more parking by purchasing bormer Bob Johnson Cheu property which is right beside GO station.

Do not eliminate parking as it will be needed if the crosstown east concept goes through. Make access to south parking lo (by car and pedestrians)

Keep tracks going north and south. Underpasses are not needed as Galloway and Morningside trucks if electrifies line

is well above ground Level. I believe you are working on an aesthetic arch.

--------------

http://scarboroughsubwayextension.ca/recommended-solution.html

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Scarborough wanted subways not LRT's. We voted on it. MPP's supported it. "one stop" at the Town Centre is there now.

The LRT turns on Kingston Rd at Eglington the problems begin. What would you say to the homeowners who are effected? Kingston rd. is now 3 lanes. the LRT will reduce it 3 years ago it agreed that Elsmere would be better. Its wider. Goes to town

centre.

-------------- I support exisiting plans related to smart track, Scarbrough Extension, Crosstown east and the Relief Line as a responsible, cost-effective solution to improving public transit in Toronto and specifically for scarbrough.

The key to success must be fare integration that is fair. It is not unreasonable to me that fare is based on distanced travelled/

-------------- I believe the plan is reasonable solution to improving rapid transit for scarbrough. The key however is fare integration- this is a must. 2. Agree with the proposed optimization of the scarbrough subway extension on the premise that in addition to the benefits already stated (ie. reduction in cost/construction, etc.) that is supports future plans that include moving or construction of new scarbrough general hospital at the city centre. 3. This is a viable option to serving east Scarbrough but also connecting this area to downtown access via Kennedy Subway or Eglington Go.

-------------- If we are going to depend on East-West bus routes on Lawrence, Sheppard and Finich. Ellesmere at least upgrade them to LRT facilities similar to the dedicated row on eglington. 2. Probably Short: Should go from scarbrough centre to steeles/markham to servcies. The North East employment district. 3. Probably short- should continue to Finch-Morningside to service the residential north-east section.

February-March Consultation Report

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