Professional Documents
Culture Documents
TABLE OF CONTENTS
Reasons for I-Metro-E and Re-Wealth Intergrated Stouffville GO-Transit Line Resolution I-Metro-E Imperatives Making Transit Useful Station Riderships Station Riderships - Base First vs. Peak First Plan my Trip: From Each Station to Union Station Plan my Trip: From Each Station to Stouffville All About Metros Strategic System Network Grid Blueprint Torontos Downtown Relief Merge the Go-Transit and TTC Rail Transit Networks I-Metro-E Fact Sheet Proposed Stations & Timings The Power and Efficiency of the Grid GTA/Toronto Grid Network GTA/Toronto Gridded Backbone Network GTA/Toronto Sphere of Influence The Rail Network is the Economy Greater Toronto and Hamilton Area Station Profiles Population and Employment Business Model Revenue Model Capital Model Line and Station Profile Alternatives Financing Housing, Populations Intergrated Sustainable City System Oil Rich Abu Dhabis Masdar City Importance of Urban Design Design Matters Urban Design Over-Arching Principles Urban Typologies I-Metro-E Network of Urban Typologies Environmental Green Initiatives Standards Try to Leave Everything Better than What We Inherited Train Technologies: Intergrated Communities Train Technologies: Electrification Train Technologies: Maglev A Solution for The Last Mile: Personal Rapid Transit (PRT) Reasons for a Public Private Partnership (P3) Federal Position on P3s (PPP Canada) Why I-Metro-E should it be a P3 Financial Considerations Madrid Subway Experience Train Technologies: Siemens CityVal Next Steps Things to Consider
4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 50 51 52 53 54 55 56 57 58 59 60 61 62 64 65 68 69 70 72 74 75 76 77 78 79 80 81
STATION PROFILES
Stouffville Station Major Mackenzie Station Mount Joy Station 16th Avenue Station Mainstreet Markham Station Centennial Station Highway 7 Station Markham Centre Station 14th Avenue Station Denison Street Station Steeles Station McNicoll Station Finch Station Sheppard Station Ellesmere Station Lawrence Station Kennedy Station Scarborough Station Warden-Danforth Station Danforth Station Pape-Gerrard Station Queen East Station Docklands Foot of Don Valley Parkway West Don Lands Station Union Station
24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 48 49
Compact, seamlessly integrated TDD with a strategy for net zero energy, waste and emissions for our I-METRO-E station communities means: less air pollution: fewer respiratory diseases, less water consumption, efficient local infrastructure, lower costs to local governments lower insurance costs less energy dependants from the grid less crime When these savings are combined with other transportation and energy savings, households could save close to $15,000 per year. Compact TDD communities require: 80-90% less land used saving prime farmland, open space and less temptation to use the Greenbelt eliminate billions of tonnes of CO2 emissions into the atmosphere The 400 series of highways helped build the modern suburb, the I-METRO-E high-speed rail would energize a new generation urban community building, one that fits our current environmental and economic needs. In the Year 2037 Quality of Life - Saving 50,000,000,000 travel hours 1,200,000 Transit passengers per day 395,000,000 passengers per year
AN INVESTMENT WE CANNOT AFFORD TO MAKE DEVELOPING A COMPETITIVE ECONOMY AND THE CREATIONS OF JOBS.
Toronto and Markham need to plan the I-METRO-E corridor together to reach our economic, transit, TDD and environmental goals. Creating a predicable environment for change guarantees a successful outcome for TDD. Transit, TDD and the Environment are inextricably linked. The future I-METRO-E integrated TDD Communities should be planned for full build out.
We need a transit system that delivers connectivity, span of service, frequency, reliability, comfort, security, availability, speed and cost efficiency. For these reasons, I proposed the following resolution.
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I-METRO-E - DRAFT
Notice on Motion: Markham East Toronto Rapid Ontario-Electric All Day Train Service Moved by: Regional Councillor Jim Jones Seconed by: Ward V Councillor Colin Campbell
RESOLUTION
Whereas the Metrolinx Regional Transportation Plan 2009 (The Big Move 2020) identifies full day, 2-way service on the Stouffville line from Mount Joy to Torontos Union Station as part of the 15 year plan for Regional Rapid Transit; and Whereas GO Transit will be undertaking an Environmental Assessment (EA) study on the Stouffville line for future infrastructure improvements in Markham and Toronto to provide for the planned full day, 2-way service, to be operational between Markham Center and Torontos Union Station by 2014; and Whereas Metrolinx in 2013 is reviewing and updating its Regional Big Move 2020 Transportation Plan.The Stouffville Go Line should be considered for electrification in its entirety; and Whereas during the environmental assessment process for the Stouffville rail corridor, opportunities exist for alternative technologies to be considered.These alternative technologies include MagLev which is currently used in major centers and is extremely quiet, affordable, efficient and fast; and Whereas smaller, more cost effective diesel-electric multiple unit (DEMU), trains that are used throughout Europe, in use today in Ottawa on their O-Train line, and is currently being implemented between Toronto Pearson Airport and Union Station; and Whereas consideration should be given to go directly to Electric Train Technology for the Stouffville GO Line; and Whereas the electric technology will enable more frequent, lower cost service, with a greater number of new stations stops along the route and improve travel time to our transit riders; and Whereas the electric trains technology could carry a similar or larger number of transit riders than subway service; and Whereas the Markham East Toronto Rapid Ontario-Electric (I-METRO-E) concept would enable more frequent headways, and more frequent transit stops along this approved north-south rapid transit corridor between Stouffville and Union Station; and Whereas this north-south corridor will also interconnect with a number of existing and planned east-west transit corridors, including VIVA bus rapid transit, 407 Rail Transitway, Steeles BRT/LRT. Finch BRT/LRT, Sheppard, Eglinton-Crosstown, and Bloor-Danforth Subway, and Lakeshore East GO; Peterborough Go-Transit. Scarborough SRT; and Whereas the I-METRO-E would stimulate transit dependant development (TDD) and redevelopment along I-METRO-E transit corridor; and
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I-METRO-E IMPERATIVES
Grid up all major bus lines and Rail Lines from Major MacKenize to Union Station Buses should never leave their street route Go directly to Electric train technology as this line doesnt have freight on it Plan Sustainable Transit Dependant Development Communities in the corridor to realize its greatest economic opportunity (Replace GO-Trains with electric trains) Plan maximum use of transit infrastructure Develop energy, emissions and waste net zero TDD communities Focus on the 2,000,000 potential transit riders mobility, flexibility and competitiveness Focus on green and smart technology Engineer all the inefficiencies out of the I-METRO-E rail transit system Eliminate municipal boundaries and develop a truly integrated grid transit system Standardize rail track, train technology, fare collection, intelligent transit systems ENVIRONMENTAL ASSESSMENT SHOULD INCLUDE: Cost justification and best optimum solutions New role of the Stouffville GO Line (I-METRO-E) Line Report to a political/citizen steering committee on a regular basis The design interfaces of all I-METRO-E stations Elevated track for greater TDD community integration Elevate the track to eliminate ugly grade separations and maximize land use Ensure maximum connectivity from end-to end of the I-METRO-E Line Train technology to be used & Twinning the tracks Incorporate all transit automation as possible for an P3 opportunity E/A Design Documentation P3 Bidding for financing the I-METRO-E Eliminate redundancy in track, share when possible, properly mission each transit line through proper transit planning Eliminate transit turf - create the most efficient and versatile/flexible system from operation to meeting ridership requirements Regular Town hall meetings with subject matter experts 1st phase of the downtown relief line (est cost is $5.9 billion) Educate the public to change Creating the Future for a competitive megacity economy Financial models based on citizens mobility, connectivity, span of service, predictability, ridership, affordability, flexibility, development opportunity, creative designs and business solutions Leave no ecological footprint behind communities, rail transit trains and infrastructure must be carbon neutral Next 3 Federal & 3 Provincial bldgs should be locate on the I-METRO-E station communities.
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I-METRO-E - DRAFT
SEVEN DEMANDS AND HOW TRANSIT SERVICES THEM HUMAN TRANSIT BY JARRETT WALKER
Demand 1
It takes me where I want to go. The location of stops and stations determines how close transit service comes to each place that anyone might want to come from or go to. Connectivity is a measure of whether links the place you want to go (your destination) with the place you are now (your origin) It takes me when I want to go. Whether transit runs at all when you need it; the answer to this is the span of service. Span of service is indicated by the scheduled time of the first and last trip in each direction. Whether the service runs often enough that you can leave when you really want to go. Frequency is the number of minutes between consecutive trips. It is good use of my time. Includes all the ways of making travel time useful to the passenger. We want travel time to be short. It is a good use of my money. People compare the cost of using transit with the cost of getting somewhere in some other way and this can strongly influence their decision. It respects me in the level of safety, comfort, and amenity it provides. Whether the rider feels valued as a customer, as a citizen and as a human being. Shared values unrelated to travel time or cost such as comfort, cleanliness, courtesy, safety, security and amenities that give value to our time. I can trust it. Our ability to trust operation is called reliability, though frequency is also an important aspect of trust because it reduces our dependence on the reliability of any single transit vehicle. It gives me freedom (to change my plans). Freedom is a crucial sensation, and in most places it is the private cars crowning virtue. When limited transit schedules interfere with peoples lives forcing them, for example, to decline a last-minute dinner invitation or cut short the familys day at the zoo we see why transit is not the mode of choice for more of the trips we make. The real test of freedom is spontaneity. I can change my plans suddenly? Can I change my plans suddenly? Can I get home if I need to, or go to my childs school if something came up? Can I simply move freely around my city, following whatever impulse I may feel at the moment? A transit system offers freedom if it offers frequency and span of service (so that there is service whenever you suddenly need it) and a reasonable average speed compared to your alternatives.
Demand 2
Demand 3
Demand 4
Demand 5
Demand 6
Demand 7
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STATION RIDERSHIPS
Major Mackenize
Markham Centre
Milliken Steeles
5:00 AM 6:00 AM 7:00 AM 8:00: AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM 12:00 AM
100 300 200 200 100 100 100 100 100 100 300 100 100 100 100 100 100 100 50 50 2,500
200 300 300 300 100 100 100 100 100 100 300 200 200 100 100 200 100 100 50 50 3,100
300 500 500 500 100 200 200 200 200 200 300 200 500 300 200 200 100 200 100 100 5,100
100 200 300 300 100 100 100 100 100 100 200 200 300 300 200 200 100 200 100 100 3,400
100 200 200 200 50 100 100 100 100 100 100 100 200 100 200 200 100 100 100 100 2,550
0 300 500 500 100 500 400 200 200 200 400 500 500 500 500 500 200 400 300 200 6,900
300 800 800 800 300 300 300 300 300 300 300 800 800 800 800 500 300 400 400 200 9,800
300 800 800 800 500 500 500 500 500 500 500 800 800 800 800 800 300 1000 500 300 12,300
100 100 200 300 100 100 300 100 100 100 300 300 200 200 200 200 100 200 100 50 3,350
200 300 400 400 200 200 300 200 200 200 300 500 400 400 400 200 200 400 200 100 5,700
200 600 1000 1000 400 500 500 500 500 500 500 1000 1000 1000 1000 500 500 500 500 300 12,500
100 300 300 300 200 200 300 200 200 200 200 300 300 300 300 200 200 200 200 200 4,700
100 500 500 500 200 200 300 200 200 200 300 500 500 500 300 200 200 200 200 200 6,000
200 500 500 500 200 200 500 500 500 500 500 500 500 500 500 500 500 500 300 300 8,700
100 500 500 500 200 200 300 200 200 200 200 500 500 500 500 200 200 200 200 200 6,100
200 500 500 500 200 200 300 200 200 200 200 500 500 500 500 200 200 200 200 200 6,200
400 500 500 500 200 200 300 500 500 500 500 500 500 500 500 500 500 500 300 300 8,700
100 300 300 300 200 200 200 200 200 200 200 300 200 200 200 200 200 200 200 200 4,300
100 300 300 300 200 200 200 200 200 200 200 300 200 200 200 200 200 200 200 200 4,300
100 300 300 300 200 200 200 200 200 200 500 500 300 200 200 200 200 200 100 200 4,800
100 300 300 300 200 200 200 200 200 200 200 300 200 200 200 200 200 200 200 200 4,300
100 500 500 500 200 200 200 200 200 200 200 1000 500 200 200 200 200 200 200 200 5,900
100 100 200 200 200 200 500 500 500 500 500 500 1000 1000 1000 500 500 500 500 500 9,500
100 500 500 500 200 200 200 200 200 200 500 500 500 500 200 200 200 200 200 200 6,000
200 500 1000 1000 500 500 500 500 500 500 500 1000 1000 1000 500 500 500 500 500 300 12,000 161,150
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I-METRO-E - DRAFT
Union Station
Queen Street
16th Avenue
14th Avenue
Scarborough
I-METRO=E Schedule
Mainstreet Markham
Centennial McCowan
Mount Joy
Highway 7
Docklands
Stouffville
Ellesmere
Agincourt Sheppard
Lawrence
Warden Danforth
Danforth
McNicoll
Distillery
Denison Kennedy
Kennedy
Pape Gerrard
Finch
BASE-FIRST Think of the pattern of service that runs all the time as your most fundamental product and of the service added on the peak as your supplemental product.
PEAK FIRST Think of the peak service as your most fundamental product and of the other times of day as secondary or supplemental product.
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Main Street, Stouffville Major MacKenize Mount Joy 16th Avenue Mainstreet Markham Centennial (McCowan) Highway 7 Markham Centre 14 Avenue Denison Road Milliken (Steeles East) McNicoll Finch Sheppard (Agincourt) Ellesmere Lawrence Kennedy (Eglinton) Scarborough (St Clair) Warden-Danforth Danforth Pape-Gerrard Queen Street (East) Docklands (Eastern Ave) Distillery District (Front St) Union Station
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10
Union Station Distillery District (Front St) Docklands (Eastern Ave) Queen Street (East) Pape-Gerrard Danforth Warden-Danforth Scarborough (St Clair) Kennedy (Eglinton) Lawrence Ellesmere Sheppard (Agincourt) Finch McNicoll Milliken (Steeles East) Denison Road 14 Avenue Markham Centre Highway 7 Centennial (McCowan) Mainstreet Markham 16th Avenue Mount Joy Major MacKenize Main Street, Stouffville
(20:00 minutes) (45:00 minutes) (43:00 minutes) (47:00 minutes) (46:51 minutes) (47:00 minutes) (53:37 minutes) (61:00 minutes) (61:00 minutes) (64:00 minutes) (59:00 minutes) (49:00 minutes( (65:00 minutes) (44:00 minutes) (86:00 minutes) (59:00 minutes( (58:00 minutes) (74:00 minutes) (53:00 minutes) (42:00 minutes) (28:00 minutes) (31:00 minutes) (21:00 minutes) (32:00 minutes) (0:00 minutes)
11
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Calculations produced show that, in order to transport 50,000 passengers per hour per direction, metro needs a right-of-way measuring 9 metres in width whereas a bus would require 35 metres, and cars 175 metres. The same projections show that one kgEP (kg equivalent petrol) will allow a single person to travel more than 48 km by metro or 38 km by bus, but no more than 19 km by car. Similarly, advances in terms of traction now make it possible for the metro to recover energy during braking, producing a significant drop in energy consumption. Moreover, the metro does not produce any local pollutant emissions or greenhouse gases. Its contribution to climate change is confined to the effects linked to electricity production. Finally, as a transport mode that runs mostly underground or on an elevated guideway, metro frees surface space for developments that allow the quality of urban life to be vastly improved.
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13
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MERGE THE GO-TRANSIT AND TTC RAIL TRANSIT NETWORKS (EXCLUDING STREETCARS AND SLOW LRTS) IN BACKBONE NETWORK TORONTO TRANSIT COMMISSION
GO-TRANSIT
Network Backbone High Order Architecture
1. Very High Speed - Quebec City to Windsor 250-400kms 2. GTA High Speed - Transit Inter-Regional 100-130kms Lakeshore GO 100km an hour 407 Rail Transitway 130 km Stouffville GO (I-METRO-E) ... 80-100 km 3. Commuter Highest Order GO-Transit Line 40-60 kms Peterborough GO Richmond Hill GO Barrie GO Bolton GO Georgetown GO Milton GO GO-Transit - Bus 4. Urban High Speed Urban - Subways 30-32 kms Yonge Subway Spadina Subway Bloor Danforth Subway Sheppard Subway Eglinton Crosstown (18-30 kms) 5. Low - Medium Speed LRT /BRT 15-24 km Sheppard LRT VIVA BRT Hurontario LRT Sheppard LRT 6. Local - Low Streetcar Local Bus
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I-METRO-E: AN OPPORTUNITY TO :
get us around faster: In its first stage, I-METRO-E will provide a fast transit service, traveling
from Stouffville Station to Torontos Union Station in just over 43 minutes. Unimpeded by traffic congestion within its own corridor, I-METRO-E will run reliably and provide a truly competitive travel choice. I-METRO-E would reduce the time we spend in traffic so we can get to work and home sooner.
connect regional transit systems and regional centres in a seamless fashion: While existing
transit plans are focused on east-west and downtown connections, I-METRO-E will create a new north-south connection between Markham and Toronto. The line will make essential connections with VIVA Bus Rapid Transit, 407 Rail Transitway, Sheppard Subway, Eglinton-Crosstown LRT, Bloor subway and Lakeshore East GO, Union Station, which serve many of the regions main centres. I-METRO-E would also provide connections to high frequency, limited stop rocket bus services on Major MacKenize, 16th Ave, Hwy 7, 14th Ave, Denison, Steeles Avenue, McNicoll, Finch Avenue, Ellesmere, Lawrence, St. Clair, Danforth, Queen Street, Docklands, PAN AM Village and in Toronto to link to Scarborough Town Centre, Eglinton Centre, Bloor Street Centre, Queen Street Centre and North York Centre.
Markham and East Torontos urban growth centres, including Markville, Mount Joy, Highway 7, McNicoll, Progress, Ellesmere, Eglinton, Docklands and Scarborough Centre, both targeted for intensification in both jobs and residents over the next 25 years. It would also promote the redevelopment of areas around proposed stations.
BENEFITS
While the Georgetown Rail improvements, Air Rail Link, and Spadina Subway Extension are improving north-south transit in west Toronto and Brampton to downtown Toronto, I-METRO-E will connect East Toronto and Markham and ultimately to Stouffville and Uxbridge to downtown Toronto.
reduce energy consumption and promote green technologies: I-METRO-E would reduce the
need to drive, reducing energy consumption, carbon footprint, vehicle kilometers travelled and emissions. It would serve as a showcase for green technologies by introducing a new way of travel to the GTA/Toronto region.
I-METRO-E is feasible to implement today. Metrolinx owns the rail corridor, already has diesel-multiple units on order, and capital costs are low. Recent study by Metrolinx/GO Transit estimated off-peak service could be implemented for $130M. I-METRO-E could be operational by 2015 and serve as showcase for Pan Am Games if Distillery District station can be accessed and as a replacement service for the SRT which needs to be replaced between 2015 and 2019 and alternative rapid transit is needed. I-METRO-E will connect existing nodes, emerging nodes, and future nodes, including Markham Centre, Milliken, McNicoll, Centennial, Historic Unionville, Highway 7. Kennedy Station Mobility Hub, Scarborough Centre, Ellesmere, Lawrence, Warden-Danforth, Docklands, Pape-Gerrard and Distillery District. Build up of these nodes will stimulate in other areas including Agincourt and 14th Avenue. I-METRO-E will develop the Stouffville Corridor as the Yonge Street of the East centered on the rail corridor in terms of transit-dependent development potential.
WHAT IS I-METRO-E?:
I-METRO-E stands for Markham East Toronto Rail Ontario-Electric. It is a 46.7 kilometre northsouth rapid transit link between eastern sections of Markham and Toronto, providing a high quality, two-way, all-day rapid rail service that dramatically improves transit access for the ridership in this area of the region. It greatly enhances or replaces the existing GO Transit commuter service that operates in the Stouffville Rail corridor by providing service in both directions, more frequently, more flexibility, more connectivity, more span of service, more mobility, more transit freedom throughout the day while focusing on all destinations including downtown Toronto by providing numerous and seamless connections to south east Toronto, downtown Toronto and GTA regional transit networks and more destination nodes.
I-METRO-E is envisioned as a subway like quick-start rapid transit system that will offload Yonge Subway line, provide a Toronto downtown relieve line and will temporary use diesel-electric multiple unit (DEMU) trains that are popular throughout Europe. DEMU trains are in use today in Ottawa on their O-Train line. DEMUs are also planned for use on the Air Rail Link currently under construction between Toronto Pearson Airport and Union Station. These trains are smaller than the high capacity trains currently in use on the Stouffville Line but are lower in cost to run, allowing for more economical all-day, two-way service. In the not too distance future, I-METRO-E will be totally electrified, elevated, automated and operated similar to an above and underground
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I-METRO-E - DRAFT
16
I-METRO-E
Union Station Distillery Docklands Queen East Pape-Gerrard Danforth Warden-Danforth Scarborough Kennedy Lawrence East Ellesmere Sheppard East Finch East McNicoll Steeles East Denison Street 14th Avenue Markham Centre Highway 7 Centennial Mainstreet Markham 16th Avenue Mount Joy Major MacKenize Stouffville
0.0 2.4 0.6 0.6 2.5 2.5 3.2 3.2 2.2 2.0 2.3 1.8 2.1 1.3 1.3 1.4 0.8 1.2 2.0 3.0 2.4 1.2 0.8 1.4 6.0
0 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30
0:00 2:06 0:57 0:57 2:15 2:15 2:01 2:01 1:58 1:50 2:19 2:07 1:54 1:29 1:29 1:33 1:06 1:24 2:15 3:10 2:06 1:24 1:06 1:33 4:00
6:00:00 AM 6:02:06 AM 6:03:03 AM 6:04:00 AM 6:06:15 AM 6:08:16 AM 6:10:17 AM 6:12:18 AM 6:14:16 AM 6:16:06 AM 6:18:25 AM 6:20:32 AM 6:22:26 AM 6:23:55 AM 6:25:24 AM 6:26:57 AM 6:28:03 AM 6:29:27 AM 6:31:42 AM 6:34:52 AM 6:36:58 AM 6:38:22 AM 6:39:28 AM 6:41:01 AM 6:45:01 AM
6:43:54 AM 6:41:48 AM 6:40:51 AM 6:39:54 AM 6:37:39 AM 6:35:24 AM 6:33:23 AM 6:31:22 AM 6:30:04 AM 6:28:54 AM 6:26:35 AM 6:24:28 AM 6:23:14 AM 6:22:25 AM 6:21:36 AM 6:20:03 AM 6:19:37 AM 6:18:13 AM 6:16:38 AM 6:13:28 AM 6:11:22 AM 6:10:38 AM 6:09:32 AM 6:08:39 AM 6:04:39 AM
16.1
7:04:00 AM
6.1
6:45:00 AM
4.7
6:38:00 AM
3.4
6:32:00 AM
6:32:36 AM 6:29:36 AM 6:22:00 AM 6:17:35 AM 6:14:24 AM 6:11:24 AM 6:08:00 AM 6:00:00 AM Assumptions: Fully Grade Separated or Elevated at road crossings Speeds Under 2 Kms Stn Spacing-80km 2kms & Over Stn Spacing-90km Totally Electrified
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THERE IS A CONSTRAINED DEMAND BY OUR CITIZENS IN THE GTA TO USE TRANSIT BUT THE NETWORK FLEXIBILITY JUST ISNT THERE. A PROPER GRID TRANSIT SYSTEM NETWORK WOULD ALLEVIATE THESE CONSTRAINTS AND ELIMINATE THE LOSS PRODUCTIVITY DEFICIT. GRID UP ALL THE GO-LINES WITH THE SUBWAY, LRT AND BUS LINES INCREASE RIDERSHIP 300-400%
19
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I-METRO-E Line Caption Area 2012 Population 2,000,000 2037 - Population - 3,000,000
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23
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STOUFFVILLE GO-LINE
STOUFFVILLE STATION
Stouffville Station Profile - TDD Stouffville Land Area - 13.81 Hectares Population (people) Employment (jobs)
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I-METRO-E - DRAFT
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STOUFFVILLE GO-LINE
25
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STOUFFVILLE GO-LINE
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I-METRO-E - DRAFT
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STOUFFVILLE GO-LINE
16
TH
AVENUE STATION
16th Avenue Station Profile - TDD 16th Avenue Land Area - 13.22 Hectares Population (people) Employment (jobs)
27
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STOUFFVILLE GO-LINE
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I-METRO-E - DRAFT
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STOUFFVILLE GO-LINE
CENTENNIAL STATION
Centennial Station Profile - TDD Centennial Land Area - 106.88 Hectares Population (people) Employment (jobs)
29
I-METRO-E - DRAFT
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STOUFFVILLE GO-LINE
HIGHWAY 7 STATION
Highway 7 Station Profile - TDD Highway 7 Land Area - 75.88 Hectares Population (people) Employment (jobs)
JULY 2012
I-METRO-E - DRAFT
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STOUFFVILLE GO-LINE
Markham Centre Station Land Area - 251.05 Hectares Population (people) Employment (jobs)
31
I-METRO-E - DRAFT
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STOUFFVILLE GO-LINE
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I-METRO-E - DRAFT
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33
I-METRO-E - DRAFT
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STOUFFVILLE GO-LINE
STEELES STATION
Steeles Station Profile - TDD Steeles Land Area - 96.51 Hectares Population (people) Employment (jobs)
JULY 2012
I-METRO-E - DRAFT
34
STOUFFVILLE GO-LINE
MCNICOLL STATION
McNicoll Station Profile - TDD
35
I-METRO-E - DRAFT
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STOUFFVILLE GO-LINE
FINCH STATION
Finch Station Profile - TDD Finch Land Area - 48.56 Hectares Population (people) Employment (jobs)
JULY 2012
I-METRO-E - DRAFT
36
STOUFFVILLE GO-LINE
SHEPPARD STATION
Sheppard Station Profile - TDD Sheppard Land Area - 146.22 Hectares Population (people) Employment (jobs)
37
I-METRO-E - DRAFT
JULY 2012
STOUFFVILLE GO-LINE
ELLESMERE STATION
Ellesmere Station Profile - TDD Ellesmere Land Area - 263.52 Hectares Population (people) Employment (jobs)
JULY 2012
I-METRO-E - DRAFT
38
STOUFFVILLE GO-LINE
LAWRENCE STATION
Lawrence Station Profile - TDD Lawrence Land Area - 130.86 Hectares Population (people) Employment (jobs)
39
I-METRO-E - DRAFT
JULY 2012
STOUFFVILLE GO-LINE
KENNEDY STATION
Kennedy Station Profile - TDD Kennedy Land Area - 43.35 Hectares Population (people) Employment (jobs)
JULY 2012
I-METRO-E - DRAFT
40
STOUFFVILLE GO-LINE
SCARBOROUGH STATION
Scarborough Station Profile - TDD Scarborough Land Area - 43.36 Hectares Population (people) Employment (jobs)
41
I-METRO-E - DRAFT
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STOUFFVILLE GO-LINE
WARDEN-DANFORTH STATION
Warden-Danforth Station Profile - TDD Warden-Danforth Land Area Population (people) Employment (jobs)
2012
2037
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I-METRO-E - DRAFT
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STOUFFVILLE GO-LINE
DANFORTH STATION
Danforth Station Profile - TDD
43
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STOUFFVILLE GO-LINE
PAPE-GERRARD STATION
Pape-Gerrard Station Profile - TDD Pape-Gerrard Land Area Population (people) Employment (jobs)
2012
2037
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I-METRO-E - DRAFT
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STOUFFVILLE GO-LINE
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I-METRO-E - DRAFT
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I-METRO-E ALTERNATIVE:
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I-METRO-E ALTERNATIVE:
47
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STOUFFVILLE GO-LINE
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I-METRO-E - DRAFT
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STOUFFVILLE GO-LINE
UNION STATION
Union Station Profile - TDD Union Station Land Area - 61.91 Hectares Population (people) Employment (jobs)
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EMPLOYMENT Within 4,000m Within 1,000m People 2037 413,454 188,500 94,000 65,963 67,403 68,032 77,777 76,500 104,075 88,392 48,290 58,124 81,522 71,351 25,064 69,600 59,504 80,004 47,255 27,560 51,920 35,480 82,000 2,046,970 614,091 Jobs 2012 46,188 2,000 3,000
-
Within 1,000m TOD 2037 (units) 5,000 5,000 5,000 5,351 6,102 5,839 6,474 7,000 7,770 3,489 5,572 5,000 5,399 7,232 1,000 5,122 5,255 5,497 5,788 2,500 3,360 1,372 10,500 170,081 17,008 1,000 5,000 5,000 5,000 10,000 20,000 20,000 3,000 15,000 21,000 16,000 3,000 25,000 14,000 15,000 1,000 3,000 15,000 15,000 1,000 234,000 People 2037 45,959 25,500 15,000 7,451 16,602 16,339 16,974 28,000 49,770 45,489 11,872 36,500 49,499 40,832 7,300 57,622 34,655 36,997 7,888 8,800 34,860 32,872 12,600 662,981 198,894 People 2012 350,454 157,000 10,000
-
Within 4,000m Jobs 2037 299,914 27,373 10,000 2,529 3,679 954 86,420 81,219 15,905 14,059 1,181 7,833 26,753 7,270 7,505 77,300 6,802 35,000 1,234 10,254 7,583 7,343 9,843 763,895 229,168 Jobs 2012 163,448 4,537 5,000
-
TOD 2037 (Units) 30,000 15,000 40,000 6,500 10,000 10,000 10,000 15,000 25,000 15,000 5,000 17,500 22,000 17,500 4,500 26,000 12,000 17,000 3,000 3,600 10,000 10,000 20,000 356,600
Off/Retail (sq. M) 10,000,000 1,000,000 1,500,000 25,000 100,000 25,000 250,000 50,000 500,000 500,000 10,000 250,000 1,000,000 250,000 250,000 3,000,000 250,000 2,000,000 25,000 10,000 250,000 250,000 250,000 22,255,000
Off/Retail (sq. M) 15,000,000 3,250,000 11,000,000 25,000 250,000 250,000 1,906,504 1,700,000 1,500,000 2,167,000 100,000 644,120 1,788,267 644,120 1,000,000 7,000,000 1,250,000 2,500,000 50,000 100,000 472,872 644,120 709,426 55,976,757
Jobs
2037 544,037 86,998 40,000 6,709 10,325 7,626 50,222 123,083 48,289 59,062 5,464 20,275 48,893 20,153 28,767 181,662 34,037 47,000 2,541 7,791 12,791 16,796 20,000 1,524,910 457,473
Queen East
Warden-Danforth
52,313
-
1,895
-
6,075
-
Danforth Scarborough Kennedy Lawrence East Ellesmere Sheppard East Finch East McNicoll Steeles East Denison Street 14th Avenue Markham Centre Highway 7 Centennial Mainstreet Markham 16th Avenue Mount Joy Major MacKenize Stouffville Total Modal Split
46,403 47,032 56,777 45,000 51,575 56,892 37,790 21,374 35,322 34,601 15,614 15,000 34,304 44,304 40,955 20,000 30,920 14,480 40,000 1,298,110 129,811
1,142 320 80,077 79,950 3,219 1,373 927 1,490 1,380 927 1,162 1,182 459 867 600 10,000 1,240 1,000 3,500 246,898 24,690
3,982 1,283 1,849 79,950 10,230 4,080 2,927 3,932 3,520 3,810 3,394 4,054 2,321 3,966 1,272 5,254 793 453 2,000 369,130 36,913
Assumptions
PPU Average Sq.M. Per Employee Modal Split 2012 Pop 2.1 39.41 10% Modal Split 2012 Office Modal Split 2037 Pop Modal Split 2037 Office Downtown Model Split Pop Downtown Model Split Office 10% 30% 30% 15% 15%
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REVENUE MODEL
Station No. Go Transit Stations Parking Revenue Jobs & Population 4 kms 2037 957,491 275,498 100,000 72,672 77,728 75,658 127,999 199,583 152,364 147,454 53,754 78,399 130,415 91,504 53,831 251,262 93,541 127,004 49,796 35,351 64,711 52,276 102,000 3,537,880 Ridership Daily 1km 2012 51,390 16,154 3,000 5,839 5,039 4,832 5,863 12,495 6,181 6,097 4,072 2,531 3,884 3,841 1,901 1,905 3,663 4,827 4,223 2,525 3,171 1,493 4,200 168,224 61,401,760 Ridership Daily 4 km 2037 143,624 41,325 20,100 21,802 23,318 22,697 38,400 59,875 45,709 44,236 16,126 23,520 39,125 27,451 16,149 75,379 28,062 38,101 14,939 10,605 19,413 15,683 30,600 866,516 316,278,248 Ridership Revenue 1km 2012 $256,951 $80,769 $250,000 $29,194 $25,193 $24,158 $29,313 $62,475 $30,903 $30,486 $20,359 $12,653 $19,421 $19,206 $9,504 $9,527 $18,313 $24,135 $21,114 $12,627 $15,857 $7,467 $21,000 $1,076,120 $392,783,800 Ridership Revenue 4 km 2037 $718,118 $206,624 $300,000 $109,008 $116,592 $113,487 $191,999 $299,375 $228,546 $221,182 $80,631 $117,599 $195,623 $137,256 $80,746 $376,893 $140,311 $190,506 $74,693 $53,027 $97,067 $78,414 $153,000 $4,532,079 $1,654,208,740 $35,500,000 Advertising Per Station Per Year $4,000,000 $2,500,000 $2,000,000 $2,000,000 $1,500,000 $500,000 $500,000 $500,000 $1,500,000 $1,500,000 $1,500,000 $2,000,000 $500,000 $1,000,000 $3,100,000 $500,000 $200,000 $5,000,000 $1,000,000 $2,500,000 $100,000 $200,000 $1,100,000 $1,100,000 $100,000
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Union Station Distillery Dockland Pape-Gerrard Queen East Warden-Danforth Danforth Scarborough Kennedy Lawrence East Ellesmere Sheppard East Finch East McNicoll Steeles East Denison Street 14th Avenue Markham Centre Highway 7 Centennial Mainstreet Markham 16th Avenue Mount Joy Major MacKenize Stouffville Total Daily Total Annual
1,000 1,500 500 750 2,250 3,750 3,750 3,750 3,750 3,750 3,750 3,750 7,500 1,500 1,500 11,250 1,500 3,750 1,500 1,500 11,250 11,250 2,250 $90,825 $33,151,125
Assumptions
PPU Average Sq.M. Per Employee Modal Split 2012 Pop Modal Split 2012 Office 2.10 39.41 10% 10% Modal Split 2037 Pop Modal Split 2037 Office Average Ticket Price Parking Rate (Daily) Parking Turnover Rate Downtown Model Split Pop Downtown Model Split Office 30% 30% $ 5.00 $ 5.00 1.50 15% 15%
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Metro Stations Distance Between Stops - KMs 0 2.4 0.6 0.6 0.6 5.0 0.6 5.3 2.2 2.0 2.0 1.5 2.1 1.3 1.3 1.4 0.8 1.2 1.0 2.5 2.4 1.2 0.8 1.4 6.0 Parking Spaces 0 200 200 100 100 300 300 500 500 500 500 500 500 500 1,000 200 200 1,500 100 500 200 200 1,500 1,500 300
CAPITAL MODEL
Stouffville Transitway Station Construction Costs (incl Parking 0 10,000,000 15,000,000 10,000,000 10,000,000 10,000,000 10,000,000 10,000,000 10,000,000 10,000,000 10,000,000 25,000,000 10,000,000 5,000,000 10,000,000 10,000,000 10,000,000 25,000,000 10,000,000 10,000,000 10,000,000 10,000,000 10,000,000 10,000,000 10,000,000 Grade Separations Twinning the Track Electrication Re-development Acres (DC $) 0 5,000,000 5,000,000 6,000,000 6,000,000 25,000,000 25,000,000 25,000,000 12,000,000 10,000,000 10,000,000 7,500,000 10,500,000 6,500,000 6,500,000 7,000,000 4,000,000 6,000,000 5,000,000 12,500,000 12,000,000 6,000,000 6,000,000 7,000,000 30,000,000 75,000,000 200,000,000 50,000,000 50,000,000 50,000,000 50,000,000 50,000,000 50,000,000 75,000,000 125,000,000 75,000,000 25,000,000 87,500,000 110,000,000 87,500,000 22,500,000 130,000,000 60,000,000 85,000,000 15,000,000 18,000,000 50,000,000 50,000,000 100,000,000 # of Units
Station NO.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Union Station Distillery Dockland Pape-Gerrard Queen East Warden-Danforth Danforth Scarborough Kennedy Lawrence East Ellesmere Sheppard East Finch East McNicoll Steeles East Denison Street 14th Avenue Markham Centre Highway 7 Centennial Mainstreet Markham 16th Avenue Mount Joy Major MacKenize Stouffville
0 25,000,000 25,000,000 25,000,000 25,000,000 25,000,000 25,000,000 25,000,000 22,000,000 20,000,000 20,000,000 15,000,000 15,000,000 50,000,000 45,000,000 25,000,000 15,000,000 25,000,000 25,000,000 25,000,000 15,000,000 25,000,000 30,000,000
0 10,00,0000 10,000,000 12,000,000 12,000,000 50,000,000 50,000,000 50,000,000 22,000,000 20,000,000 20,000,000 20,000,000 22,000,000 13,000,000 13,000,000 14,000,000 10,000,000 10,000,000 15,000,000 24,000,000 12,000,000 8,000,000 14,000,000 80,000,000
30000 15,000 40,000 10,000 10,000 10,000 10,000 10,000 10,000 15,000 25,000 15,000 5,000 17,500 22,000 17,500 4,500 26,000 12,000 17,000 3,000 3,600 10,000 10,000 20,000
Assumptions
PPU Average Sq.M. Per Employee Modal Split 2012 Pop Modal Split 2012 Office 2.10 39.41 10% 10% Modal Split 2037 Pop Modal Split 2037 Office Average Ticket Price Downtown Model Split Pop Downtown Model Split Office 30% 30% $5.00 15% 15%
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Union Station Distillery Dockland Pape-Gerrard Queen East Warden-Danforth Danforth Scarborough Kennedy Lawrence East Ellesmere Sheppard East Finch East McNicoll Steeles East Denison Street 14th Avenue Markham Centre Highway 7 Centennial Mainstreet Markham 16th Avenue Mount Joy Major MacKenize Stouffville
0 200 500 100 100 300 300 500 500 500 500 500 500 500 1,000 200 200 1,500 200 500 200 200 1,500 1,500 300 12,300
61.91 44.19 1,000.22 7.39 108.27 104.44 43.36 130.88 263.52 146.22 48.56 148.73 96.503 38.827 58.154 251.705 75.886 106.878 5.236 13.224 48.467 90.283 13.81 3022.863
250,000
250,000
250,000 1,500,000 1,500,000 1,500,000 1,500,000 300,000 844,000 1,825,000 644,120 1,000,000 7,000,000 1,250,000 2,500,000 50,000 100,000 600,000 644,120 709,426 45,831,666
Assumptions
PPU Average Sq.M. Per Employee Modal Split 2012 Pop Modal Split 2012 Office
Modal Split 2037 Pop Modal Split 2037 Office Average Ticket Price Parking Rate (Daily) Parking Turnover Rate Downtown Model Split Pop Downtown Model Split Office
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ALTERNATIVES FINANCING
Station No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 Go Transit Stations Union Station Distillery Dockland Pape-Gerrard Queen East Warden-Danforth Danforth Scarborough Kennedy Lawrence East Ellesmere Sheppard East Finch East McNicoll Steeles East Denison Street 14th Avenue Markham Centre Highway 7 Centennial Mainstreet Markham 16th Avenue Mount Joy Major MacKenize Stouffville Total Daily Condos Units (Km & 2037) 20,000 15,000 40,000 6,500 6,500 10,000 10,000 10,000 10,000 15,000 25,000 15,000 5,000 17,500 22,000 17,500 4,500 26,000 12,000 17,000 3,000 3,600 10,000 10,000 20,000 DCs 100,000,000 75,000,000 200,000,000 32,500,000 32,500,000 50,000,000 50,000,000 50,000,000 50,000,000 75,000,000 125,000,000 75,000,000 25,000,000 87,500,000 110,000,000 87,500,000 22,500,000 130,000,000 60,000,000 85,000,000 15,000,000 18,000,000 50,000,000 50,000,000 100,000,000 TIFs (20 yrs) 291,060,000 218,295,000 291,060,000 94,594,500 94,594,500 145,530,000 145,530,000 145,530,000 145,530,000 218,295,000 363,825,000 218,295,000 72,765,000 254,677,500 320,166,000 254,677,500 65,488,500 378,378,000 174,636,000 247,401,000 43,659,000 52,390,800 145,530,000 145,530,000 291,060,000 Section 37 50,000,000 37,500,000 100,000,000 16,250,000 16,250,000 25,000,000 25,000,000 25,000,000 25,000,000 37,500,000 62,500,000 37,500,000 12,500,000 43,750,000 55,000,000 43,750,000 11,250,000 65,000,000 30,000,000 42,500,000 7,500,000 9,000,000 25,000,000 25,000,000 50,000,000 HST $520,000,000 $390,000,000 $500,020,000 $169,000,000 $169,000,000 $260,000,000 $260,000,000 $260,000,000 $260,000,000 $390,000,000 $650,000,000 $390,000,000 $130,000,000 $455,000,000 $572,000,000 $455,000,000 $117,000,000 $676,000,000 $312,000,000 $442,000,000 $78,000,000 $93,600,000 $260,000,000 $260,000,000 $520,000,000
Assumptions
DC Condo Rate TIF (Average unit Cost) TIF (# of Years) $5,000 $600,000 20 TIF (Education rate) Section 37 Rate 0.231% $2,500
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HOUSING, POPULATION
Metro Stations
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 Singles/Semis 63,147 63,973 64,810 65,658 66,517 66,739 66,962 67,185 67,409 67,634 67,717 67,801 67,884 67,968 68,052 68,086 68,119 68,153 68,186 68,220 Row/Other Multiples 11,012 11,332 11,661 11,999 12,347 12,722 13,108 13,505 13,915 14,337 14,531 14,729 14,928 15,131 15,336 15,454 15,572 15,691 15,812 15,933 Apartments 18,160 18,945 19,763 20,617 21,508 22,088 22,684 23,296 23,924 24,569 25,701 25,584 25,107 26,640 27,185 27,594 28,010 28,431 28,860 29,294 PPU in All Units 3.27 3.26 3.24 3.23 3.21 3.20 3.18 3.17 3.15 3.14 3.13 3.12 3.11 3.10 3.09 3.08 3.07 3.07 3.06 3.05
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Intergrated Communities:
Rapid Rial Transit & Transportation conectivity, predictable, span of service, affordable
Sustainable Cities
P3 - The public private partnership model is gaining acceptance as it is realized that P3s are the most effective to handle big infrastructure projects. Government needs to involve the private sector to fund critical infrastructure development in several areas energy, environment, rail transit, transport and social infrastructure. P3 lending in public infrastructure has increased tremendously over the last 10 years.
Re-Wealth I-METRO-E Corridor is worth $100s of billions of Economic Opportunity plus an excellent contribution to our people and environment. Plan, Design and build for the ground up around the I-METRO-E Transit Line
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OIL RICH ABU DHABIS MASDAR CITY PLANNING FOR THE END OF OIL
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TRANSIT-DEPENDENT DEVELOPMENT
Transit-dependent development is defined as a walkable, densely-developed, horizontal and vertical mix of residential space, commercial activity, entertainment facilities, and public open spaces within a 5 to 10-minute walk of public transit. Transit use connects the development to other places, thereby reducing the areas dependency on automobiles.
I-METRO-Es role in transit-dependent development will be laid out explicitly in the mission statement developed by Toronto and Markham: To build, establish and operate a safe, efficient, and effective transportation system within the I-METRO-E corridor, provides mobility, improves the quality of life and creates exceptional economic development opportunities.
Today, older and newer cities alike are turning to rapid rail transit and TDD as an alternative to sprawl, and as a way to encourage urban economic revitalization, community diversity, equity and travel alternatives.
BUSES DONT CHANGE LAND USE, HIGH SPEED RAPID TRANSIT TRAINS DO
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DESIGN MATTERS
WHY DESIGN MATTERS
The way we perceive our communities is in large part due to the design of the built environment and the degree to which it fosters a livable city. Design choices not only affect our perception of place but also the way we use it. While opinions of aesthetics vary from person to person, there are some core design strategies that promote vibrant neighborhoods and livable cities regardless of the chosen style and or aesthetic. Understanding that cities and neighborhoods will approach the design aesthetic of I-METRO-E stations communities differently outlines the system-wide design standards and goals that instill a high level of design quality and consistency throughout the I-METRO-E system . The design goals of stations and the larger station areas as more than transition spaces, but as vibrant places in themselves. There is a huge opportunity for I-METRO-E to design stations as local landmarks and/or gateways to the cities and neighborhoods that they service. Transit stations move travelers from undefined space through a portal to vibrant city streets. Hence, they provide travelers with their first impression of the city, district, or neighborhood to which they are arriving. It is essential that the stations be visible, attractive, and well-integrated into the urban fabric of the area. Community Pride & Social Cohesion: Boosting civic pride by revitalizing urban heritage Enhancing the sense of safety and security Delivering better public realm and services Returning inaccessible or run down areas and amenities to beneficial public use Promoting equality Creating well connected, inclusive and accessible new places Economic Development: Producing high returns on investments (good rental returns and enhanced capital values) Placing developments above the competition in their local markets Reducing management, maintenance, energy and security costs Raising confidence in development opportunities and attracting high quality investments Reducing the cost of rectifying urban design mistakes
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MAKE STATION EASY TO FIND Stations should use common Metro elements and assure the station entrance is visible to help both new and returning riders find the station.
CONNECT TO PATHWAYS, LINKAGES & VIEWS Station areas should use directional and informational signage, landscaping, special paving, and art features to indicate key locations and draw pedestrians in particular directions.
GIVE THE STATION CHARACTER Design each station site thoughtfully, with consideration for the geographical and local narratives of the area. Preserve cultural resources at and near the station site, and include different forms of public art at Each station site. Use innovative materials and finishes that are place-specific.
MAINTAIN SAFE AND ATTRACTIVE ENVIRONMENT Employ natural surveillance techniques, such as transparent station portals designed to be visible from the street and assure maintenance of the station site to upkeep landscaping and lighting features. Auxiliary functions, such as vent shafts and fresh air intakes should be clustered in one area and screened so that they are not visually obtrusive. MAKE DEVELOPMENT TRANSIT SUPPORTIVE Zone for and incentivize transit-supportive uses around station area such as mixed-use buildings with ground floor retail and Flex spaces that can change over time. Reduce parking supply In the area and build new development to be humanscaled, so that it is more friendly to pedestrians. Mid-block crossings and pedestrian passes through blocks also support a transit-friendly station area.
There are over twenty four proposed stations along the I-METRO-E, some of which could have more than one design option for station location and portal entrance(s). The urban planner will developed typologies and indicators for each station areas during the design and planning stage in order to tailor design concepts for all stations local context as it varies along the I-METRO-E. The urban typologies seek to describe the degree of urbanity of the built environment based on density and scale. The activity indicators help explain how the station is used and by whom. Together, the urban typologies and activity indicators work to give future designers, city planners, developers, and community groups a better idea of how to design the station sites and larger station areas.
DESIGN A WELCOMING STATION Design station areas that have pedestrianfriendly uses on ground floors (e.g. retail) with large transparent windows, along with street vendors and micro-Businesses, areas with ample shade, various amenities, and queuing and waiting areas, where appropriate so that people feel welcome and comfortable.
DESIGN FOR THE FUTURE Choose materials and designs that are sustainable and long-lasting in recognition of the permanence of the subway line. Build knock-out panels along the station box to accommodate future station portals. Assure that station and tracks are of sufficient depth and that auxiliary features are appropriately clustered so they do not preclude future development. Consider the role of the station area being designed, in the larger transit system. Not all station areas need the same amenities and land uses, etc.
MAKE ALTERNATIVE TRANSPORTATION ATTRACTIVE BY OFFERING CHOICES Assure that station is located near and is connected to bus stops shuttle stops, and bike lanes and that it offers ample amenities for bike riders, including racks, lockers, and bike facilities. Where appropriate, other forms of alternative transportation should be accommodated, including parking for car-shares, electric car charging stations, and taxi queuing area
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URBAN TYPOLOGIES
URBAN TYPOLOGIES
Building mass and scale help shape the built environment and thereby influence the role of transit in a particular area. To better understand the way the new stations fit within the larger I-METRO-E, the urban designer created station area typologies based on a matrix of the existing density (described as the number of dwelling units per acre), scale (as described by the floor area ratio (FAR) for development) and building heights. The station area typologies inform the design process by recommending appropriate portal orientation and design. An example for station area typologies for the I-METRO-E could include:
Density/Scale FAR 6.0, 100 DUA Building Height High-rise ( 240) Mid/High-rise (75-239) Mid-rise (51-74)
Density/Scale High density along corridor (FAR 6.0, 100 DUA) Low/Mid density adjacent (FAR= 1-2.4, 20-39 DUA) Building Height Mid/High-rise along the corridor Mid-rise adjacent
high-rise buildings. The area is a central urban place and a regional destinations for residents and visitors.
the transit corridor and lower density and scale away from the street
Density/Scale Mid (FAR = 2.5-5.9, 40-99 DUA) Low /Mid (FAR=1-2.4, 20-89 DUA) Building Height Mid/High-rise (75-239) Mid-rise (51-74)
and scale. Area is mainly inhabited by people who live and work in the area and is local in character.
Density/Scale Low/Mid (FAR = 1-2.4, 20-39 DUA) Low (FAR = .5-.9, 8-19 DUA) Building Height Mid-rise (51 - 74) Low-rise ( 50)
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GREEN ROOFS
Consistent with the vision for environmentally-conscious development, METRO communities will showcase world-class green roofs. Among the many benefits provided by a green roof are Its capacity to improve environmental integrity, regulate building temperatures, reduce its interior noise levels and provide additional open space for public enjoyment.
Environmental Integrity: The choice of vegetation used on rooftops will take into consideration
issues of irrigation, maintenance, and weight. The right rooftop materials will allow for maximum water harvesting. A proper plant palette will allow for a playful and colorful aesthetic as well as provide an improved air quality and microclimate. It can also encourage a diverse habitat where birds, butterflies and other insects are attracted. provides for a more comfortable atmosphere within the building. The natural processes of plant and soil matter absorb sunlight in summer months reducing the heat island effect, and also establishes a barrier to cold in winter months reducing energy demand for indoor climate control. over a buildings higher stories, green roofs have the capacity to give ordinary buildings extraordinary open spaces and creates new habitats. Their elevated position accommodates unique vistas and provides a more enjoyable rooftop aesthetic for surrounding buildings.
BUILDING SUSTAINABILITY
Employing green building standards to regulate new construction is an excellent way to guarantee A level of environmental integrity. By using creative strategies in architecture, engineering and urbanism, green buildings reduce the overall impact of the built environment on human health and the natural environment. While a Number of green building certification systems exist today (Canada green building councils leadership in energy and environmental design (LEED Canada) family of programs; energy star Canada; build it greens green point rated program; built Green; and many other national and local programs), all yield benefits. Using existing certification systems as a framework, I-METRO-E communities will join developments worldwide by establishing a set of green building standards. In addition to controlling a buildings geometry, size, materials and architecture, green standards stress the importance of an appropriate site for construction, proper building orientation on that site, connectivity to transit, and the efficiency of all building systems. Strategies such as climate-responsive design, passive solar, low-flow water fixtures and doubleglazed windows assure that the building will significantly reduce its demand on the environment over its lifespan. The benefits are noted not only in A green buildings reduced consumption, yet also in the health of all who use it. Among the benefits of a green building is its capacity to: Reduce Energy Consumption And Building Operating Costs Reduce Waste Streams Improve Water And Air Quality Improve Worker Productivity Enhance Comfort And Health Enhance And Protect Biodiversity And Ecosystems Minimize Strain On Local Infrastructure
Temperature Regulation: The plant and soil matter of a green roof create thermal insulation that
Open Space: Essentially bringing any open space displaced at ground level and draping it
CULTURAL SUSTAINABILITY
Programs training residents to optimize savings on energy and limit waste will lead to the development of a community-wide lifestyle of sustainability.
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ENVAC
or similar waste management systems, will highlight the I-METRO-Es commitment to environmental stewardship and the health of its human population. I-METRO-E communities will explore a number of sustainable waste collection options.
STORMWATER MANAGEMENT
Preserving freshwater resources is vital to the environmental sustainability of the GTA. As global climate change makes weather patterns more volatile, snow melt will become more abrupt, river flows less consistent, and freshwater retention more difficult. Although Canada's freshwater resources are abundant, the country is not exempt from concern. According to the organization for economic cooperation and development (OECD) in 2006, Canada ranks second worldwide in terms of annual per capita water consumption. In a world with scarce freshwater capacity, curtailing such consumption will contribute great societal benefit to the livelihood of future generations. Metro communities will set a precedent in the region with its unique commitment to water and water re-use. Opportunities will be explored for building rooftop controls and green roofs to collect rainwater, channeling into on-site storage tanks/retention cisterns located within each block to be re-used. In addition, larger end of pipe storage cisterns can be located underground to reduce the neighborhood impact of detention ponds. Water harvesting on site will reduce stormwater runoff; improve stormwater quality, reduce municipal water demand and support on-site vegetation.
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CONCLUSION
Auto-oriented sprawl has proven detrimental to our environment, our health, and our communities. In response to uncontrolled suburban growth, urban infill, density, and smart growth have emerged as the communities of the future. Every housing unit placed near a major transit node lowers the travel distances of those who live there and greatly reduces their carbon emissions. In the wake of global climate change, minimizing our carbon footprint that has become a high priority. We need development that is efficient, harmonious with our natural environment, and capable of meeting our human needs. Sustainable design is the natural choice. I-METRO-E communities will showcase an array of cutting-edge sustainable technologies and to demonstrate their benefits to the GTA and all of North America. Energy generation will come from on-site cogeneration facilities and renewable sources. Water recycling and drought-tolerant landscaping will reduce water consumption. Buildings will become more green through solar orientation and green roofs. Woodlot and creek restoration will enhance biodiversity and educate a generation of environmental stewards. In addition to the considerable environmental benefits, I-METRO-E residents will enjoy a diversity of housing, excellent transit connectivity, and economic savings from their triple bottom line communities for years to come.
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TRY TO LEAVE EVERYTHING BETTER THAN WHAT WE INHERITED: EXCERPTS FROM $20 PER GALLON BY CHRISTOPHER STEINER
ECONOMY:
In the not-too-distant future, whether we like it or not, the price of gasoline will begin a rise that will continue for decades. It will increase so much, in fact, that many aspects of everyday life will be dramatically altered and altered in ways that most of us wouldnt necessarily anticipate. For example, we envision a future where we travel by train, not by plane. One where todays distant suburbs gradually become ghost towns. I have gone through the different scenarios when gasoline reaches these price levels. What is the provincial and federal government doing to insulate the public in the event this happen? The consensus is that we have reached peak oil and any oil we find will be expensive and wont be the big oil fields of the pass. cities reinvent themselves again. When gas reaches $12 a gallon, Americans will feel themselves in a limbo of sorts, the nascent stage of electric vehicles slow takeover and gasoline prices so high that driving to the supermarket becomes an exercise of coasting through stop signs in neutral to save every precious drop of fuel.. The only thing real, the only thing proven to save us money and time and to stand the perseverance of market swings and real estate undulations, will be our cities great neighborhood and the infrastructure that supports them. Trains will overflow. New subway and heavy rail cars will be brought and manufacturing will revive on the back of this movement as the demand for light rail, urban electric trains and buses spikes to level unforeseen. The dream of one acre lots, four bedrooms homes, three car, and a suburb full of sparking big box stores will be shaken. The dream of America wont fail, but it will change. No city will reach New Yorks level of compression; but the densification of our cities is academic. It is a question of when energy prices and gas prices soar past $10 to $12.
AT $6.00,
Our lives , our businesses, our families, will all be caught, unready for the coming cavalcade of evolution and adaptation that rising gas prices will bring. Monthly gas stations bills for families that were $500 at $2.00 will be $1,500 at $6.00. $6.00 gas, though its-- specter may sound implausible, isnt too far away, says Jeffrey Rubin, a respected economist and the chief strategist and managing director of CIBC World Markets. Rubin say gasoline will likely cost $7.00 a gallon by 2010. As a Result, he says Over the next four years, we are likely to witness the greatest mass exodus of vehicles off Americas highways in history. By 2012, there should be some 10 million fewer vehicles on American roadways than there are today Of those 10 million vehicles that Rubin predicts will come off U.S. roads, many will be SUVs. For the first time in American history in 2008, higher gas prices compelled Americans to drive 100 billion fewer miles in 2008 than they did in 2007. Higher gas prices could mean a skinner North America, Fatness costs the Americans a lot of money: 117 billion per year in early mortality and extra medical expenses and 112,000 deaths related to complications and diseases stemming from obesity When gas hits $6.00, asphalt will be more expensive than ever.
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$8
The Skies will empty When gas inevitably climbs to $8, the airline carnage will be vast and it will come swiftly. To keep their testaments to human genius flying 500 mph at 40,000 feet, airlines use fuel thats classified as Ujet A1. Jet fuel is basically kerosene, and jet engines burn it like flash paper. A 737 burns about 13 gallons a minute. Plane people talk about fuel in pounds, not gallons, however, so thats 91 pounds a minute. A 737 flight from Chicago to Los Angeles burns about 25,000 pounds Jet fuel comes from the same oil-refining process that produces gasoline, diesel, and asphalt, so its price is a volatile as gasolines. With $8.00 gasoline, the American domestic network will contract to 50% of its current size. Planes burn an inordinate amount of fuel just getting up to cruising altitude, so shorter flights cost more per mile. Few people will pay $750 for a 200 miles flight, so major air service between cities in the same regions will cease. At $12 gas, trips less than 500 miles will be done by car, bus, or by rail. A standard coach ticket for a U.S.-European flight will cost $2,000 on the cheap end with sustained gas prices of $8.00 a gallon. Airline terminal that once stretched like monolithic petals from a giant airport stem will be closed. The U.S. airline business is a big one. When half of it vanishes, it will leave a crater. Losing half of the airline business will ground 2,800 planes, 200,000 jobs lost, 13,000 flights eliminated, and $67 billion of revenue gone. The above figures apply to job losses only at the airlines. Thousands more jobs will be lost throughout the structure that supports their light network, jobs at airports, maintenance shops, plane caterers, rental car companies, travel agencies, aircraft leasing companies, and even airport peripheral players such as taxi and shuttle drivers. The economic damage will be deep and pronounced. This will be the beginning of the destruction of a major piston in our economy. A lot of people will have been set loose without jobs and without hope of employment elsewhere in their industry.
The Fate of Small Towns, U.S. Manufacturing Renaissance and our Material World There will be two things stemming from high gasoline prices that contribute to the obsolescence of big box stores that, in most cases, are located on the fringes of towns and suburbs rather than city cores. Electric cars will exist, yes, but cars and roads will not be the glue of society any longer. People will walk or travel to stores less than two miles from their home, not five to ten miles people now do to make a visit WalMart, Meijer, or Target. The second and biggest reason for WalMarts demise - will be the outrageous cost of maintaining the retailers vast distribution and product network. WalMarts model works because of cheap gasoline. The company is able to leverage cheap labor in China to make many of its wares because of the low cost of getting those products back to the United States aboard giant cargo ships. Without gasoline at affordable prices, goods from China didnt float in at mass quantities, choking a main Walmart Advantage. Flinging the goods around the country, from port to distribution centre to store, will become prohibitively expensive.
$16
The Food Web Deconstructed Reshuffling the worlds spidery and sometimes nonsensical food web will be one of the last tricks turned by rising gas costs. The giant lever awaits at $16 gasoline. Everything starting with farming, will change. The changes will ripple through to things like fish and livestock, then to dairy and other animal products. Our fertilizers, mostly imported and made straight out of fossil fuel will change. We will no longer eat oil. The price of everything will increase, But these price increase will enable one to grow locally. When gas reaches $16 a gallon, natural gass price will become exorbitant. To sustain life we must have ammonia-based fertilizers. We used to use water to make ammonia 100 years ago and we will once again. Harness the abundant wind power to use electrolysis to make ammonia from water and nitrogen.
$18
$10
Renaissance of the Rails The reason for our train systems demise are numerous, but theres one common stitch that binds all of that together: cheap oil. Cheap oil has enabled us to live where we want on our terms. Sprawling metros, enabled by cheap gasoline and the automobile, have pushed far away from centrally located train stations. The advent of a true high-speed train network will be the ultimate sign that our world has adapted to oils Scarcity. Firebreathing jet engines and carbon dioxide-sputtering cars will fade off into history, part of another era of transportation for an evolving human race and civilization. In a world of $18 gasoline, high-speed rail is necessary to stay relevant to other world powers, some which have a large head start on electrically powered trains (150 for LRT High-speed and 400 km per hour for longer distances.
The car diminished but reborn It will require a mammoth amount of determination to change how and what we drive in this country. People wont give up their SUVs and their sports cars without a reason so compelling they can no longer deny its fundamental honesty. Ten dollars gasoline will be a crescendo. It will tear down bulwarks to progress and technology. It will change how we think about travel. And most of all, $10 gas will be the powerful force that nudges Americans away from their deep relationships with the automobile. Most people know change is coming; they may bury their acknowledgement deep in their psyche, but they know. Gas prices of $10 a gallon may seem far away but if you look at the fundamentals of the worlds supplies and the certainty of rising demands, its a number we will almost definitely see within the next 8-10 years or less. Can we afford to gamble on the future? UPS said when gas approaches six and eight dollars a gallon, well certainly be expediting the examination of their fleet and how they can move away from gasoline but at ten dollars a gallon, you can bet there will be real change.
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$12
Urban Revolution and Suburban Decay In our current world, with our current attachment to individualized transportation, the New York City subway system, built anew, couldnt happen. But the world of $12 gas will be much different. In the world, subway systems will romp across our cities and course beneath our homes, rerouting America toward an urban ideal. As gas prices increase from $6 to $10 to $12 a gallon, the value of mass transit infrastructure will only increase, and more and more cities and their populations will think and want to behave as New York have been doing for decades. Taxes supporting new mass transit projects, taxes that would be outrageously unpopular In our current times, will pass with ease. It is important to realize, too, that electric cars, though they will be swingingly popular, cant and wont stop our assimilation into cities. Getting an electric car will be possible, but it wont be cheap and wont be plentiful; and our thorough change over to electric cars will take decades. In the meantime, many people will be looking to drive less or not al all. This movement will give rise to a massive shift of population as our fringe suburbs lose their value and our inner
The Future of Energy There is no reason why North America cant reestablish itself as a manufacturing heavyweight if we get smarter about how we use energy. We will need to, finally, orchestrate a comprehensive energy plan that secures our countrys supply of electrons far into the future. A big part of that plan will be not only finding new sources of supply, such as more wind and nuclear, but also shoring up the massive amounts of energy waste that take place every day. Every time you pass a paper mill or a power plant or a refinery of some type that is billowing steam or a flame into the air - and there are thousands across North America - youre watching raw energy spewed into the atmosphere. All for the simple reason that buying additional energy supplied by fossil fuels has been the cheap and easy choice for these companies to make before energy prices began their climb. Our electrical grid in 1910 operated at 65% efficiency, that means 65% of the power we made eventually got into the hands of end users. From then until 1957, the efficiency of our national power grid eroded to 33%, which is where it is today/ Cheap energy, however, drew the world away from such efficiencies. By capturing waste heat at just the U.S. manufacturing levels will bring 65,000 megawatts back to the grid, enough for 50 million homes. It is energy were already making and that comes cheaply-cheaper than wind, solar, nuclear, or even coal. The role of nuclear will have to increase in a world of higher gasoline and energy prices. Four pounds of enriched uranium has as much energy as a million gallons of gasoline. And there are no sooty nuclear emissions. Go Directly to High-Speed 407 Rail Transitway and By-Pass BRT
GO DIRECTLY TO HIGH-SPEED ELECTRIC TRAINS PLAN TO REMOVE THE GOS DIESEL TRAINS DEVELOP NET ZERO ENERGY, WASTE AND EMISSIONS COMMUNITIES DEVELOP A NEW YONGE STREET CORRIDOR IN EASTERN TORONTO AND MARKHAM
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With 1,500 rail vehicles already running or on order, the Desiro platform has a proven track record in the UK. As a next generation solution, the Desiro City is based on highly reliable technology and incorporates experience gained over many years. It is designed for high capacities with frequent, irregular stops on diverse routes with the objective of achieving best-in-class service performance, low levels of failure, and intelligent equipment redundancy to allow maximum availability. In order to deliver trains that work straight out of the box, each train is fully tested to UK standards on Siemens unique test track in Wegberg-Wildenrath. In addition, intelligent use of onboard train management and monitoring systems permit optimized maintenance exam periods and overhaul intervals. For example, by using operational data with a robust optimization program maintenance control centres can operate balanced maintenance regimes alleviating the need to stop units for long time periods. This maximizes continued availability and operational revenue over the entire life of the train.
length to build units of up to 240 m in length without fearing that the performance is over- or undersized. Compared to conventional motor cars their performance is highly improved thus allowing ideal performance levels required for short dwell times in inner-city and suburban services. The result is a train that you can tailor precisely to your specific needs. Tailored for reliability, high capacity and short dwell times The Desiro City platform is a highly flexible concept, capable of running as an overhead electric or 750-V-third-rail or dual-mode train
Flexibility is crucial when it comes to future train formation changes, redeployment, or oute upgrades, as well as operational adjustments to actual passenger volumes. The Desiro City caters for both: It provides a high level of flexibility regarding train configuration, and interior layout. This is achieved by a Single Car Concept with each motor car being equipped with all necessary traction components. The result: Any train configuration and passenger capacity can be accurately dimensioned without jeopardizing dwell times. Wish to increase the number of seats or provide more bicycle stowage space? No problem, the entire interior design is modular and provides maximum flexibility regarding the saloon layout. For example, the floor areas are kept clear of under seat equipment, no electrical cabinets are located in passenger areas, and the number of interfaces between the interior components has been minimized. As a result, the entire interior layout can be tailored to your specific needs without long workshop hours allowing adjustments even at short notice.
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A study funded by the U.S. Federal Transit Administration found that over the next 25 years, 14.6 million households, which represent one-quarter of all new households, will likely be looking for housing in transit-dependent developments.
ECONOMICS
Electric Trains are feasible. Electrification costs $5 million per kilometer. The cost of electric rolling stock will not differ significantly from that of diesel, and there will be lower maintenance costs because the lighter equipment will cause less wear on infrastructure. Now is the ideal time for investment. The relative cost of financing, materials and equipment is at an all-time low due to our efforts to stimulate economic recovery. This is an advantage that cannot be expected 15 years from now. Furthermore, pollution increases generate secondary costs to our healthcare system and to our workforce, as well as lifelong impacts on the health of our children. Electrifying the corridor at a later date will mean higher costs and wasted public tax dollars. Given the serious negative impacts and unknown costs of diesel emissions on public health for the next 15-50 years, we cannot afford not to electrify now. Electric trains stimulate the economy. An investment in electrification of the systems now will stimulate Ontarios electric train, technology and energy industries, creating green jobs. It will position Ontario's industries to capitalize on the move to electric rail that is happening in California and elsewhere in the United States.
Electric Trains will allow for the Transformation of the I-METRO-E corridor into many transit stations, create excellent TDD communities, allow for tremendous economic vitality and gives the transit users flexibility and mobility they never had before
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Vision of the Future The Wind Runner and Metro B worth Looking at LOW COST OF CONSTRUCTION AND LOW COST TRAIN SETS
The 'Wind Chaser' design to be used in cities of less than 2.5 million people, where a full metro might not be required. The three-car prototype is 46.750 mm long with a capacity of 598 passengers, a service speed of 100 km/h and a top speed of 120 km/h. The cost of the low-speed maglev line was estimated at $50 million per kilometre, slightly more than light rail, but cheaper than the subway, which cost more than $300 million a kilometre. Maglev train is a new means of transport consisting of contactless electromagnetic levitation, orientation and drive system. With the further deepening of the trend of diversified technical development of Chinas rail transit, low & medium-speed maglev rail transit technology, reputed as land airplane, has gradually been recognized by domestic and overseas customers as a representation of high technology for its technical advantages such as strong climbing capacity, small turning radius, low noise and absence of pollution. The train is powered by short-stator induction motor drives, with the primary windings mounted on 'flexible suspension frame modules' supporting the vehicles and a reaction plate attached to the guideway. Curves down to 100 m radius can be negotiated, and the elevated track is predicted to have a maintenance-free life of 30 years. The maglev is expected to be quieter in operation than a steel-wheeled metro trainset offering advantages in an urban environment, however, it would have a higher energy consumption than an equivalent conventional vehicle. Magnetic levitation transport, or maglev, is a modern form of transportation that suspends, guides and propels vehicles (especially trains) via electromagnetic force. Maglev systems represent a revolutionary transport innovation. At the same time, they can also function as a technology development platform (e.g., superconductors, new materials). They can, in certain cases, bring positive economic benefits through the optimization of spatial networking, travel time reduction and resource efficiency. A meaningful use of the technology also brings collective social advantages as well as a good image and prestige. The maglev line will consume more power than subways or light rail, though it produces less noise and needs less maintenance. They are studying the power supply of the maglev, and think this problem will be solved within the next 12-15 months. High-speed maglev vehicles can reach speeds of 450 km per hour and are usually used in long distance transportation, while low-speed (80-120km) maglev lines are usually used in short distance urban (metro) transportation.
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Windrunner
3-car 46.7 100-120 598
Metro (8 type)
3-car 60.2 80 910
Duration (year)
4 to 6
PROVEN SOLUTIONS:
3 to 5
Maglev
1.5 to 2.5
MAGLEV
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SUMMARY
Personal Rapid Transit (PRT), sometimes known as "podcars", is an emerging premium transit concept for local areas. PRT employs automated, four-person vehicles traveling at a maximum speed of approximately 25 MPH on dedicated, narrow, one-way, elevated guideways that go over or under streets. PRT offers the promise of on-demand, express, non-stop, point-to-point travel. PRT excels where short walks to transit - and short waits for transit are desirable. PRT systems can use very short stop spacing and much tighter turns than are possible with traditional rail transit, and these characteristics may allow for more stations and more transit-dependent development opportunities.
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TRAVEL SERVICE
No schedules to learn -- vehicles travel nonstop directly from origin to desired station You dont wait for PRT, PRT waits for you Personal service -- you only share your vehicle if you want to Congestion free: ride above the clogged streets below
Vehicles are separated from pedestrians Lightweight vehicles are silent and vibration free
Infrastructure capital cost: $10-$25m per mile (all-in: stations, vehicles, guideways, control system, commissioning). Much less expensive than other rail transit technology, but serves a complementary purpose Low operating costs (no drivers) Rapid erection: one mile of guideway per week
LAND USE/DEVELOPMENT
Guideway provides a sense of permanence Stops can be as close as 250 yards apart Creates opportunity for "mesh" or network Transit Dependent Development (TDD) Guideway can be moved and redeployed as an area evolves
CONTEXT SENSITIVITY
Guideway can be colored/textured to blend visually with trees, buildings, and the pedestrian streetscape Narrow guideway, 7 wide Much smaller turn radius allows vehicles to enter areas that rail cannot Stops can be placed inside buildings
ENVIRONMENTAL
"On-demand" operation -- vehicles run only to service actual demand Environmentally-friendly No point-of-use emissions
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ACCESS TO PRIVATE CAPITAL, MITIGATION OF RISKS AND EFFICIENT MANAGEMENT DRIVE P3 PROCUREMENT
REASONS FOR P3 PROCUREMENT BY THE SECTOR
Public Private Partnership model is gaining ground, as governments try to rope in the private sector to fund critical infrastructure development in several areas energy, environment, transport and social infrastructure. Private lending in infrastructure has increased fivefold in the last 10 years. Investments in America are centered on upgrading or replacing aging infrastructure. New growth opportunities are coming to the fore in public utilities, transportation and in power solution to the worlds soaring energy needs and as an alternative to fossil fuels. Ontario Government needs to devise new financing programs for infrastructure development to address the challenges posed by growing urbanization. Fostering public private partnerships, need to ensure regulatory and legislative framework is conducive to attracting foreign investments. Ont Govt needs to attract investors, will have to demonstrate their capability of implementing good governance, their attractiveness for investors and its creditworthiness assessed by private capital markets depend on it. The public sector seeks innovative and affordable transit solutions, wishes to introduce private sector management and control technologies. Clients wish to reduce the risk adjusted whole life costs of the required rail infrastructure and intend to transfer project risks to the private sector where these may be managed more efficiently. Public sector budgets are constrained, but the need of rail transit solutions remains evident, private sector capital is needed. Projects that would have to be delayed may be implemented by using P3. Further, by engaging private sector capital, diligent risk analysis is conducted and thus further private sector efficiencies may be achieved. The I-METRO-E corridor is an excellent P3 opportunity possibility.
PUBLIC
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P3 ENSURE PRIVATE SECTOR CAPITAL IS AT RISK, BRINGING CAPITAL MARKET DISCIPLINE AND INCENTIVES:
Most importantly, P3 projects require private sector capital to be at risk. The public sector pays only when the infrastructure is available and performs. This generally means that no payments are made until the infrastructure is built and a substantial portion is paid over the life of the asset, if it is properly maintained and performs. This skin in the game means that taxpayers are not on the financial hook for cost overruns, delays or any performance issues over the assets life. It also means that the profit motive is harnessed to ensure effective results. Finally, this requires the private sector to raise both equity and debt capital, meaning that there is substantial oversight by lenders and investors in both the upfront due diligence and project execution. This is a discipline that the public sector cannot match.
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The private partner was expected to contribute $200 million, as well as being responsible for any construction cost overruns. As of November 7, 2009, InTransitBC has invested $750 million. InTransitBC is a joint venture company owned by SNC-Lavalin, the Investment Management Corporation of BC and the Caisse de Depot, Quebec
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FINANCIAL CONSIDERATIONS
TAX INCREMENT FINANCING (TIFS)
Tax increment financing is a public finance technique used by local government jurisdictions to fund infrastructure initiatives and stimulate economic development in designated geographic areas. TIFs work by leveraging future tax revenue increases to finance current infrastructure projects through the dedication of the incremental tax revenue between the assessed value of designated areas (TIF zones) prior to the development and its assessed value after the developments are completed. By doing this, future tax gains are leveraged to finance the present costs of eligible improvements in designated areas. The increment value available for funding the Project is determined by the difference between the baseline CVA and any increase in assessed valuations in the TIF (Shaded Yellow land area) zone solely attributable to the construction of the EglintonScarborough Crosstown and Sheppard Extension lines. The incremental CVA is made up of two components, each of which is highlighted in the estimate of potential TIF revenues: the tax increment uplift in existing property values; and the tax increment from new development in the TIF zones that has been accelerated and presumed to be incremental.
P3s are a long-term performance-based approach for procuring public infrastructure where the private sector assumes a major share of the responsibility in terms of risk and financing for the delivery and the performance of the infrastructure, from design and structural planning, to long-term maintenance.
Public owns facilities and maintains governance and enters into lease agreement with a private partner, which the P3 industry refers to as concession agreements. The private partner accepts the responsibilities and risks of the design, construction, financing and maintenance aspects of the Project. In return, the private partner will receIve periodic lease payments, based on performance. Lease payment to private partner would be lower than if project were partially financed/operated by the agency. This model is neither a sale of assets, nor a privatization. City retains ownership of all assets.
P3 CONCESSION MODEL
Development charges are one-time, upfront fees levied on land development projects by the City in an effort to help fund the costs of capital infrastructure (e.g., roads, transit, sewers, emergency medical services, etc.) required to service growth. These charges are applied to all new developments within City limits and the revenues flow directly to the City. The City has already implemented a similar arrangement to help fund the Spadina line and it has been assumed that the Project will benefit from the same special treatment afforded by the Province with respect to the Development Charges Act as the TYSSE in terms of being exempted from the historical service cap and the 10% statutory reduction for transit projects.
Public owns facilities and maintains governance, enters into lease agreement with a private entity that is responsible for operations, maintenance, financing, and construction. TIF, DC and other revenue tools are assigned to the private partner over a defined period for use in raising private financing; revenue tools are assumed to be transferred to the private sector. Private sector accepts the responsibilities and risks of the design, construction, financing and maintenance aspects of the Project. As with P3 availability payment model, this model is neither a sale of assets, nor a privatization. City retains ownership of all assets.
Under the traditional delivery method, the design, governance, operations and management remains with the public sector. The City would be responsible for procurement of build/construction firms and implementing revenue tools to pay for the costs of construction during the construction period.
HST TAXES
This is an economy and jobs issue. The Federal and Provincial Government should be partners in the high-speed rail transit infrastructure needs for Toronto and Greater Toronto Area to ensure competitiveness with other jurisdiction around the world. The Federal and Provincial Government should be prepared to contribute a significant portion of the HST on the sale of the condos to the I-METRO-E project until the I-METRO-E capital debt is retired.
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Major technological investments in tunnel-building were amortized early and over large projects resulting in more efficient use of major capital equipment (e.g. expensive tunnel boring machines).
The gateway approach taken in Madrid suggests that interchange points can have a primarily transportation role. Moreover, they help to create an environment where parallel urban intensification can occur and transportation-supportive revenues can be derived from those collateral benefits. Transport infrastructure projects can be divided easily into manageable parts. Each section of the project can be designed simultaneously and all construction contracts can be awarded simultaneously, so that any manageable contract worth up to (euro)150 million, for example, can be completed within three years. Even enormous tunneling projects such as the Channel Tunnel have been excavated in this timescale. Therefore, provided that funds are available, any lineal project such as a metro can be designed and built in 40 to 45 months, as we have demonstrated. Re-evaluate the Yonge Street extension E/A to look at tunneling deeper, avoiding all the obstacles just below the road and reducing costs. Station architecture is an important factor, too. It should never be handed over to worldrenowned architects. A transport project is a serious engineering work that should not be confused with a museum or an emblematic building for a city. Several million passengers/ day may move through metro stations, so their design must take into account this fact by giving easy access from the street to the trains, via wide escalators and corridors and shallow station platforms. Design should be centered on the needs of the users, and not on the beauty of the design, the materials, or the name of the architect. Interestingly, the Madrid public transportation (subway) infrastructure achievements (1995-2007) were financed by a level of investment (C$10.7B) similar to the value of the Ontario Governments own-share commitment to Move Ontario 2020 (C$11.5B). In just twelve years, that level of investment in Madrid produced nearly 150 kms. of subway lines and 120 subway stations, at a per kilometre cost of less than C$90M/km. Although political and managerial credit for the success and popularity of Madrids transit plan was shared by the Mayor of Madrid and political leadership of the regional transportation authority, the intellectual credit for the initial scheme and its overall delivery was universally attributed to an internationally renowned Madrid engineering professor, Dr. Manuel (Manolo) J. Melis (Maynar), who is Professor of Railways at the Madrid Politechnical University (and Professor of Soil Mechanics at Coruna University) and who also now serves as the President of the Madrid Metro (subway system). Madrids approach to construction and environmental impacts avoided many of the commercially and socially disruptive aspects of conventional engineering practices. To avoid adverse impacts on neighborhoods and commercial enterprises, as well as to avoid buried utilities and structural foundations, tunnel-boring was done at a very deep level. Deep tunnels also permitted the subway system (Metro) to intersect more easily with established lines above and below the new tunnel alignment, including both subterranean urban regional rail lines (GO equivalent) and other subway lines. These measures combined to create an atmosphere of sustained, predictable investment in public infrastructure, especially in the field of transportation, and competitive, economiesof-scale practices in the construction industry and in project financing. Need to cut costs by 2/3 for metros per km and deliver 15-20 kms a year of subways. An expert management team required to deliver 150-250 kms of below/above grade metro subway systems in the next 10 years.
A culture and practice of practical on-site, non-hierarchical construction issue-resolution seemed to reduce Spains costs of pre-engineering and clients engineering oversight. Being able to rely on these practices on an on-going basis seemed to contribute to better bid prices and more efficient resolution of disagreements that would otherwise produce project delays and additional costs.
Alternative financing techniques figured prominently in the rapid and extensive construction of regional and interurban expressways, often using a toll-road format or joint-investment / jointbenefits model for hubs and transit lines.
Linking of construction promises to specific municipal terms. Each major program of construction was organized in a fashion that allowed municipal leaders to specify the intended cost and completion targets for their projects, and to be held accountable for that implementation performance at the end of the term of each council.
If the private sector knows its financial contribution is a pre-condition to advancing a crucial or potentially attractive transportation project, they will participate financially.
Measures that included the use of innovative technology (automatic train control, fully automated operation), efficient design features (parallel platform-side doors) or enhanced value-capture often contributed to the general success of these ventures.
Initial, dramatic upswing in ridership across the metropolitan area came about as a result of the new regional authority introducing a low-cost, universal zoned-fare system, employing an integrated fare card.
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NEXT STEPS
Main task is generate interest from multiple stakeholders, including the private sector I-METRO-E can be implemented with minimal capital investment compared to other projects, stakeholder interest should be high. I-METRO-E is ready for Development and redevelopment Existing Population and the potential population growth over the 25-30 years along this line supports I-METRO-E Developing the business case to move forward on the I-METRO-E concept Incorporate the I-METRO-E in Markhams Strategic Transportation Strategy Work with Toronto Council and various stakeholders Do comprehensive station and land use planning studies to identify the strategy for growth for the next 50 years to support the I-METRO-E line concept Hire a world class transit dependant development planner with experience in developing and implementing multiple transit communities along an urban transit express line Plan all proposed rail transit communities for full build-out on 407-Transitway, Peterborough and I-METRO-E lines and before Markham completes their Official Plan Update
RESOURCES
Business Adamson IBI ARUP Delcan Lang Marketing Bombardier Siemens Torti Gallas and Partners Morrissey Consulting Powerstream Peter Calthorpe & Associates Siemens Canada Ltd. AECOM Carillion Financial Remington Tridel Markham Development Corp King Square Cadillac Fairview Green Park Loblaws Metrus Daniels Group Condor LEA Consultant Ltd. Malone Given Parsons Markham Centre Development Government City of Toronto Town of Markham Region of York Province of Ontario Federal Government Metrolinx GO-Transit TTC George Brown College Government of Canada
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THINGS TO CONSIDER WHEN PLANNING THE I-METRO-ES ALL DAY TRANSIT SERVICE
Additional stations need be considered where cross town bus lines are travelling eliminating the need for huge bus terminal requirements and eliminate deadheading from the bus transit route Transit Dependent Development (TDD) Integrated Community design strive for net zero in energy, emissions and waste LEEDs Platinum Communities Ensure the Metrolinx E/A incorporates the planning and Design of TDD communities All Grade Separations should be incorporated into TDD communities (Subway stations costs $300 million plus while grade separations cost between $10-25 million. There are exceptions like Steeles Avenue) lowering the profile of the grade separation (i.e. sinking the track) or removing the double deck GO-Train cars of this track Technology DMU/DEMU, Electric or Maglev on this corridor Electrifying the Stouffville I-METRO-E line is a high priority Use holistic planning approach for economic development and the rail transit requirements Operational within 1-2 years by twinning sections of the track and use lay byes techniques Interfacing with existing and planned subway stops Sheppard, Eglinton, Bloor, Downtown Relieve Subway Line, 407 Rail Transitway, Lakeshore GO-Line Lakeshore GO-Station & Union Station considerations Investigate technology trains, intelligent grid management and RFID fare system similar to your cell phone/407 transponder (Octopus Fare Collection System in Hong Kong) Seamless Intelligent Transit Grid Network Systems need track standardization Integrated regional fare collection system RFID Integrating Fares and Parking Basic and distance charging system Labor dependencies and inefficiencies out of the system GTA Economic benefits of a seamless integrated grid network systems Consider P3 Financing model (need the best economic, technical and financial solution) Implications and benefits of Offloading the Yonge Subway Economic Benefits, local and GTA wide CO2, Climate Change, global warming effects Energy integration solutions and savings Reduction of vehicle kilometers travelled Maybe not the urgency for platform improvements at Bloor & Yonge, Avenue Road & Bloor Planning China City at Steeles/Kennedy as a major destination stop Integrating Nodal City Designations Getting through Unionville . 4 grade separations are needed Question is do we stop at Main Street Unionville? Townhall 2012 Lecture Series on Transit Dependent Development to the public 3-5 day Transit and Transit Dependent Development Charrette Last Mile planning considerations like PRT Business Case justification of moving forward on I-METRO-E plan Tie in Buttonville development in the I-METRO-E The Big MOVE 2020 Plan - needs to be re-evaluated: For the LRT down McCowan Road to Scarborough Town Centre For VIVA BRT route from Unionville Hub to the Sheppard Subway Station Need Markham to plan all their TDD Communities and Stations Major MacKenize Green Park /Town of Markham Mount Joy Green Park/Town of Markham 16th Avenue Green Park/Town of Markham Main Street Markham Town of Markham Centennial - McCowan Cadillac Fairview/Town of Markham Highway 7 Times Development/Town of Markham Markham Centre Town of Markham 14th Avenue Remington Group/ Metrus /Town of Markham Denison/Kennedy Road Remington Group/Town of Markham Steeles Avenue Town of Markham/City of Toronto Need to gear our approach to the economy and job creation Environment - need to plan the best solutions and then mitigate the environment Plan stations land use, design, seamless integration for users and transit infrastructure Seamless transit use interfaces to the streets (buses and other rail transit lines) Principle of connection and mobility for the transit users Respect transit users travel time Need to video tape the existing line for reference purposes Need to develop a I-METRO-E Line model I-METRO-E Line is ready for Development or to be re-developed Develop all Costing and revenue projections for the Stouffville line Involving Markham and Toronto Councils and staff working together Need a political steering committee made up of York Region/Markham and Toronto Politicians (including MPPs and MPs) Need to examine role of GO-Transit /Municipal Transit Systems Toronto turned their back on GO-lines (not their fault Ontario Government focused on Union Station for the surrounding regions Need to upgrade and modernize the E/A process for Transit . must be more open, transparent, include TTD , financial justification and educational process Goal is planning and designing for a 80% modal split once the grid concept is fully implemented across the GTA Funding methodology needs to be standardized Environmental Assessment process needs to be open &educate the public with subject matter experts