Markham Live

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“It’s About Moving People, Jobs, Competitiveness, Prosperity” 407 Rail Transitway Network Architecture For Ontario’s Mega Region
Design Criteria - 407 Transitway - 1 hour across the GTAH
407 Transitway Corridor Vision: What is the difference between the 400, 401, 404, 407 and the 427 Highway corridors? The difference is the planned high-speed rail transitway in the 407 corridor, the existing hydro corridor lands and the corridor is not all build-out yet. Planned and intensified communities which effectively encompass underground parking, underground and at grade retail, residential, office, institutional, entertainment, recreation and transit hubs into integrated, transit-dependent and liveable communities is the progressive and forward thinking infrastructure paradigm that we need to move forward as a society. This can only be realized through a cooperative and collaborative approach among all stakeholders. Thomas Edison said “if we did all the things we were capable of doing we would literally astound ourselves.” Education: We have a simple challenge. If we want to compete and prosper in today’s world, we must tap
into and harness the creativity of Ontarians. Our goal should be nothing less than to be jurisdictional with the widest coverage of the creative age across our people and industries. This means preparing our workers and businesses with the skills, capabilities and providing the critical infrastructure required to thrive in the economy of the future. Sustained and shared prosperity demands nothing less.

The Provincial Government must get involved in the strategic planning, development and implementation of this most critical asset - The 407 Rail Transitway. Province should setup a Transit Ministries and also have responsibility for transit dependent development in rail transit corridors.

Integrated Nodes and Mobility Hubs: Bury the hydro lines in key locations within the 407 Transitway corridor to accommodate integrated communities at transit stops, build over the 407 highway with concourses and pedestrian bridges to integrate both sides of the 407 Highway with intense integrated communities around major transit nodes. At the same time integrate the 407 Transitway stops right into the development of these integrated communities. We need to plan and design for a guarantee transit ridership of a 80-90% targeted modal split to ensure instant success of the 407 Rail Transitway. The province should set yearly growth targets for these 407 Transitway integrated communities. The naysayers will say burying the hydro lines or building over the 407 Highway or building an efficient high-speed rail transitway within the 407 right-of-ways and getting across the 140km 407 corridor within one hour can’t be done. They are yesterday’s planners
Gridlock: is costing the mega-region economy in excess of $6-10 billion dollars annually and going to $15 billion dollars by 2015. These costs include unpredictable travel times, environmental damage, property damage, stress, delays, lost production and lost jobs to other world jurisdictions. Congestion imposes huge costs on our economy. The GTAH Economic Engine: The 407 Rail Transitway is the spine for the GTAH economy and is truly the economic engine for GTAH mega-region. Over the next 50 years, it is estimated that the world population will increase 40% or 3 billion people. The GTAH mega-region will have eight million more people that will call this place their home. Eventually, over time, the mega-region will expand to include Windsor and Niagara to Ottawa, Montreal and Quebec City plus seamless interfaces with the USA - Niagara Falls and Detroit. Too Many Silos: All the federal and provincial ministries, agencies and lower tiered governments must work together under the leadership of the The Prime Minister of Canada and Premier of Ontario towards the development of one of the most competitive mega-region economies possible to ensure the growth of the creative class jobs and have the supporting industries flourish. The current vision and plans for building the bus rapid transit system first on the 407 transitway are inadequate and not very forward thinking. The 407 Rail Transitway will equal the ridership of the Lakeshore line in less than five years of being built.

productivity advantage for the province. But we are not benefitting fully from this advantage. Part of the reason is that we have less capital investment in the most needed critical infrastructure, We are also a big province and thus have less urbanization and fewer advantages from density. And, as we have found, our clusters have less creative content than those of our peers. This is where the real payoff can come. Clusters with high creativity content can drive much greater productivity and prosperity than other industries. We know that creativity increases economic growth and we know that clusters increase productivity continue for decades. It will increase so much, in fact, that many aspects of everyday life will be dramatically altered and altered in ways that most of us wouldn’t necessarily anticipate. For example, we envision a future where we travel by train, not by plane. One where today’s distant suburbs gradually become ghost towns. I have gone through the different scenarios when gasoline reaches these price levels. What is the provincial and federal government doing to insulate the public in the event this happens? The consensus is that we have reached peak oil and any oil we find will be expensive and won’t be the big oil fields of the past.

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

The Economic Generator - 407 Transitway Corridor: up to $1 trillion dollars in economic development
opportunities, home for nearly 2 million people, employment of 800,000 - 1,000,000 jobs will reside in the corridor, over 125,000,000 square feet of office/commercial will be build and will generate between 750,000 - 1,000,000 daily transit trips when fully implemented. If we continue down the road we are on, a small fraction of the opportunities can be realized. The 407 Rail Transitway is equally as important if not more important than the Lakeshore Line.
The plan provides a frame work for new sustainable growth that would eliminate 25 million tons of CO2 emission yearly. Which is the equivalent of planting 1 billion adult trees with an annual savings of $5 billion (carbon tax of $200 per ton) a year. Helps reduce Gridlock with an annual savings of $10-15 billion dollars annually. Eliminate 450,000,000,000 vehicle miles travelled yearly in the GTAH, with a annual saving of 52,125,000,000 litres. Reduces health care costs because less pollutants will be going into the atmosphere. The 407 Transitway’s Transit Dependent Development will deliver 1,000,000 more cars off the roads - 1,000,000 more people will be taking transit on a daily basis over time as this corridor gets build out.
Conclusions:
Framework for grow in Quebec/Ontario’s Mega Region - GDP will growth from 600 billion to 1.5 trillion over the next 50 years We can’t get density without rail transit and rail transit without density - conundrum Plan and design for 80% modal split on the 407 Transitway Network by integrating TDD into all the stations Planning the 407 Transitway is much more than a environment assessment (E/A) to determine the route - it is the future of Ontario. E/A’s process for Rail Transit, should determine the most direct route and then mitigate the environment Holistic planning to ensure implementation of the vision of moving people, jobs, competitiveness and prosperity for all Eliminate all the barriers to ensure success - get rid of the government silos The transit network should be people, environmentally and operationally friendly Rail Transit will change land use but buses won’t Innovative, flexible design & management, alternative financing, employ leading technology, private sector involvement, Design a synchronous network versus the asynchronous networks we have today ... build in network versatility Need for a competitive Request for Proposal Process (RFP), alternative financing and a sense of urgency to get things done

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

Economy: Here’s the question: Will we decide to reinvest in a global economy and an infrastructure that keeps
us bound to oil consumption for every dollar of wealth we produce? If so, we are committing ourselves to a damaging cycle of recessions and recoveries that keeps repeating itself as the economy keep banging its head on oil prices. If we go this route oil will soon lead or peak GDP.

Or we can change. Not only must we decouple our economy from oil but we must re-engineer our lives and way of life to adopt to a world of growing energy scarcity. And that means learning to live using less energy.

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

in the world at 1,000 kilometers long. It took South China Rail 4 years to design, plan and built and it will operate at a top speed of 394 kilometers a hour. Meanwhile MTO has been doing an Environmental Assessment for the first 23 kilometre segment of a 140 kilometres high speed (top 60-80 kilometers at hour) 407 Rail Transitway. This has already taken MTO over 4 years and the Transitway is initially being designated for Bus Rapid Transit (BRT) and then converted to rail at sometime in the future. The GTA-York Region already exceeds the population of the Vancouver BRT line which was just recently replaced by the Canada Line and Ottawa wants to replace their BRT as soon as possible too. Why is the 407 Transitway being designed for bus first? Times have changed, climate change, global warming, end of cheap oil, need for a competitive economy to create jobs and the emphasis on transit dependent development should tell us to go directly to high-speed rail transit. Meanwhile in the same 4 years, China has designed and built over 13,500 kilometres of high-speed elevated rail transit that goes at speeds in excess of 350 kilometres per hour. By 2050, China will have over 100,000 kilometres of high-speed rail in operation. China is building 4,500 kilometres of elevated high-speed rail transit a year. The 407 Rail Transitway should plan the most direct and quickest route and then mitigate the environment. There is something wrong with this picture. At this pace and the cost of construction, we will be a third world country by the time we build anything.

Places to Grow: The Places to Grow Act was a major Provincial Policy legislation which indicated where growth could occur within the GTAH and Niagara Escarpment. However, over the next 25 years the GTAH could build 2 between 10,000 and 25,000 condo buildings, but if not strategically located, it will not add up to any significant contribution towards solving the problems facing the growth of the GTAH - Rapid Rail Transit Backbone Network.

Leadership is needed from the Prime Minister of Canada and the Premier of Ontario for the transformation of the 407 Transitway corridor spine into a major Ontario mega-region economic engine: All levels of Government’s Ministries, Agencies, Crown Corporations, 407ETR and Hydro One must work together has a “Can Do” team to make the growth of the Ontario mega-region economy happen.

Executive Summary - Markham Live
New Options for Personal Mobility: Cars are here to stay. More efficient, no petroleum vehicles are needed to reduce oil use and greenhouse gases. Developing these vehicles should be given high priority. Another priority is providing travel options beyond cars, creating more ecologically sound transport by dismantling the car-centric transportation monoculture. Doing so would lead to a more efficient transportation system with a long list of co-benefits, from congestion reduction to enhanced communities. Transforming vehicles is difficult. Transforming entire transport systems is incredibly daunting. But the eventual benefits would be almost unimaginably huge. Rising to meet this challenge requires us to recognize that today’s car-based transportation system isn’t optimal or sustainable for either society or individuals. Average households spend over $15,000 on the automobile in a year. There is such a thing as a better transportation system. Many profit from this dependency and from the sprawled development that goes with it, from automakers to land developers. Two other important building blocks for creating a more diversified and efficient transportation system - with less vehicle miles traveled are better land use management and greater use of pricing. Pricing can be road pricing, insurance based on kilometers travel, and gasoline pricing. Better land use management - greater geographic density leads to less travel. With greater density, more destinations can be accessed by walking, and all forms of transit can be provided more effectively and less expensively. Markham Live Vision: Markham Live is a sophisticated, 21st Century, high intensity urban community designed to appeal to a global market. Integrating the finest retail, office, condo residential and entertainment venues, built to the highest global architectural and environmental design standards, Markham Live will be a world-class destination. Rise of the Mega Region: Mega-regions range in size from 5 million to more than 100 million people. They produce hundreds of billions - sometimes trillions of dollars - in economic output. They harness human creativity on a massive scale and are responsible for most of the world’s scientific achievement and technological innovations. Power of the Grid The current economic crisis and the reality of global climate change require us to work hard at getting the most out of our existing and planned infrastructure. Imagine boarding the 407 Rapid Rail Transit Express. Imagine whisking through towns at speeds higher than 130-150 kilometres an hour, walking only a few steps to other public transportation or ending up just blocks from your destination. Imagine what a great asset an integrated 407 high-speed rail transit system would be to our mega-region. High-Speed 407 Transitway: It is estimated that the 407 corridor has approximately 1 trillion dollars of economic development potential if the proper transit dependent development solution is designed, planned and implemented. If we continue down our present path of connecting the northern part of the GTA with bus, it will be a small fraction of its potential. Cost of Gridlock: The cities of the world are being overwhelmed by traffic. From Paris to Jakarta, urban residents and commuters are confronting traffic conditions that are becoming increasingly unbearable. The average speeds of road travel in many cities aren’t much greater today than they were in the days of horse drawn vehicles of the 19th century. For hours each day, many motorways and main thoroughfares resemble car parks more than roadways. Without radical reforms, this situation will only get worse. In the GTAH, for instance, it is forecast that gridlock will rise 188 percent on urban roads by 2014. Power of Place: Markham is 20 minutes from the shores of Lake Ontario, one of the five Great Lakes. Our location and geography play a key role in our economic success. Markham is less than a day’s drive from more than 135 million customers in Canada and the United States. With the North American Free Trade Agreement facilitating access, Markham and the Greater Toronto Area are a major gateway to the entire continent for trade and tourism – a market of more than 440 million people, with a combined GDP of more than $16 trillion Fields of Green: Markham Live showcases a broad range of leading-edge and innovative ‘green’ initiatives that benefit the environment, including improved sustainability in community design and practices to achieve ecological biodiversity. Strategies that maintain and improve watershed health and resilience within the context of climate change and urban intensification are at the core of Markham Live.

High-Speed Rail Network is the Economy: It is estimated that the 407 corridor has approximately 1 trillion dollars of economic development potential if the proper transit dependent development solution is designed, planned and implemented. If we continue down our present path of connecting the northern part of the GTA with bus, it will be a small fraction of its potential. Anchor Hubs in Markham: Transit Dependent Development (TDD) will demonstrate, to North America and the world, that combining targeted residential densities with integrated transit infrastructure in a mixed-use, ecologically designed community will lead to dramatic reductions in the environmental footprint of urban development. Integrated residential density is the critical ingredient for a true quantum leap in sustainability. Only at larger increments of development are resource-efficient systems like cogeneration, anaerobic digesters and personal rapid transit (PRT) systems viable and effective. Only a significant concentrated residential population can support the shops, offices, and civic services that make a community balanced and livable. Markham Live includes: • Multi-Purpose Entertainment Centre • National Olympic Training Centre • Five Star Hotel • Office Commercial • Residential • Performing Arts Centre National Olympic Aquatic Centre Trade Centre / Field House Convention Centre World Class Retail Metrolinx Anchor Hub Multi-Media Entertainment Centre

P3, TDD and 407 Technology Motions: A public-private partnership is, “A cooperative venture between the public and private sectors, built on the expertise of each partner, that best meets clearly defined public needs through appropriate allocation of resources, risks and rewards.” Spanning the 407 Highway: Imagine joining Richmond Hill/Langstaff Gateway or the divided Markham Centre (Provincial Growth Centres) by innovations, such as creating useable urban space over the 407 Highway which is an urban separator today. The Golden Economic River: Especially critical to the economic success and the future of urban centers is the rail transit spine network. The development of competitiveness, quality of life and environmental protection in urban areas is unachievable without a functioning mass rail transit service. Try to Leave Everything Better that What We Inherited: The United States has 750 cars for every 1,000 people. China, on the other hand, has 4 cars for every 1,000 people. If China gets to only half the ownership rate of the United States, it means an additional 400 million cars on the road, looking for gasoline. That’s almost like adding another two United States’ worth of cars to the world. Moreover, even if the price of oil gets so high that it creates serious demand destruction in places like the United States and Europe, the use of oil will still increase in economics such as China’s which is growing at a 10% clip. Growth that size doesn’t evaporate overnight, and economies, especially China’s, need oil and energy to grow. The world’s total population will jump by 1 billion people in the coming 11 years, but the middle class will add 1.8 billion to its ranks, 600 million of them in China alone. Middle class will comprise 52% of the earth’s total population by 2020. China’s middle class will be the world’s largest in 2025 and India’s will be ten times its current size. There remains little easy-to-get oil. After 147 years of almost uninterrupted supply growth to a record output of some 81-82 million barrels/day in the summer 2006, crude oil production has since entered its irreversible decline. This exceptional reversal alters the energy supply equation upon which life on our planet is based. It will come to place pressure upon the use of all other sources of energy - be it natural gas, coal, nuclear power, and all types of sundry renewables especially biofuels. It will come to affect everything else under the sun.

Go Directly to High-Speed 407 Rail Transitway and By-Pass 407 BRT Don’t Implement Fossil Fuel Systems - Electric Trains are Carbon Neutral
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The Magic of Markham Live

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Table of Contents
Overview
Letter to: The Prime Minister of Canada and The Premier of Ontario Executive Summary Markham Live Vision 2 3 6,7 8 9 10 11 12 13 14 15 16 17 19 20 23 24 25 26 27 28,29,30 31 32,33 34 35 36 37 38 40 42 44 46 48 49 50/51 52 53 54 55 56/57 58/59 60,61,62,63 64 65

Mega Region
Mega Region Maps Rise of the Mega Region Markham - Centre of Mega Region Population Projections Metrolinx Transit Routes

407 Transitway
Power of the Grid The Missing Link Economic Generator Green Economy Express High Speed Rail Transit and Transit Oriented Development

Markham in the Mega Region
The Power of Place Fields of Green - Vision

Markham’s Transit Oriented Developmen t
Rail Transit Network is the Economy Anchor Hubs in Markham Langstaff Markham Centre Cornell

Markham Live
Illustrators Introduction Plan Vision Entertainment Centre National Aquatic Centre National Olympic Training Centre Trade Centre Five Star Hotel Convention Centre Retail Office Commercial/Retail Residential Performing Arts Centre Multimedia Centre Spanning the 407 Highway as a Hub Integrator

Appendix
A B C D E F G H I Next Steps/Challenges Public Private Partnerships Land Owners Plan and Budget Yonge Street Request for Proposal and 407 Transitway Motions Langstaff Hub Alignment and burying hydro lines 407 Transitway Design Criteria and Timing and TDD Potential Transit Oriented Development Mayor and Members of Council

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Markham Live - Vision

Taking 407 Rail Transitway to the Local Viva Bus Terminal Poor Transit Planning and Vision

Markham Center - 407 Transitway Alternatives
Designer MTO 1 MTO 2 PCA 1 PCA 2 Viva Dwell Time 3.00 3.00 .45 .30 Cost to Build 350m 350m 100m 75m 80m Lost Citizen Time 100m a yr 100m a yr 0m om

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Markham Live - Vision
Making our old economic model greener and more sustainable is like inventing a healthier form of cancer, rather than eliminating it. The twentieth century was the last and worst of the “de” centuries. The “de” age was based on development; depletion (fisheries, topsoil); degradation, despoilment, and defilement (pollution, destruction of heritage); devitalization (of communities and ecosystem services); decrease (of biodiversity); decline (in the planet’s inventory of fossil fuels, fossil waters, old-growth forests, and other irreplaceable assets); and destabilization (of our global economy and our global climate). Markham Live is a sophisticated, 21st Century, high intensity urban community designed to appeal to a global market. Integrating the finest retail, office, condo residential and entertainment venues, built to the highest global architectural and environmental design standards, Markham Live will be a world-class destination. Destination: Markham Live will be a thriving 24-hour downtown-style domain incorporating prestigious residential dwellings and corporate offices and labs. Residents, businesses and visitors will enjoy a wide range of amenities including a Performing Arts Centre, a major league sports arena, five star hotels with banquet and conference facilities, a convention and trade centre, a diverse range of night clubs and dining facilities, athletic clubs and wellness centres. Approximately 15.0 million square feet of office and retail space will be constructed. 50,000 people will work in Markham Live and 80,000 people will call it their home. Environment: Markham Live will be distinguished by its high environmental design standards, and by its outstanding natural setting. Traversed by the Rouge River Valley parkland system, Markham Live offers its residents, businesses and visitors a network of cycle routes, parks, jogging paths, and well designed pedestrian routes set within 75 acres of parkland and 195 acres of natural and landscaped open space.

Frame Markham’s growth issues in a comprehensive manner, clearly expressing the role of land use in meeting greenhouse gas reduction targets through integrated defensible analysis (land and water consumption, vehicle miles traveled, air pollution, infrastructure costs and building-related energy and water use and cost). Connect provincial and national goals for energy independence, energy efficiency, and green job creation to land use and transportation investments. Connectivity: Bounded by Highway 7 and the 407ETR, and served by a network of local streets, Markham Live is easy to access and parking will be available for 6,000 cars. A system of interconnected transit service converging at the on-site Unionville Go-Train Station will provide easily accessed and rapid service to and from Markham Live, including the 407 Transitway connecting to seven GoTransit lines, four light rail lines and the Yonge and Spadina subway lines. 407 Transitway is the GTA’s Mega-Region Economic Alternative: Emergence of rail-connected nodes or hubs along the 407 Economic Corridor throughout the GTA Mega-Region will spark a new economic opportunity for development and intensification that cannot be ignored or allowed to proceed piecemeal. The Mega-Region has outgrown traditional transit migration via bus ways. Population and densities being planned and their implementation along the 407 corridor support the move now to the ultimate solutions ... light and heavy rail. Markham Live will be one of the major nodes in this 407 Corridor. Running in its own elevated, grade-separated track, the 407 Transitway will provide high speed service across the GTA Region enabling direct point-topoint travel between Oshawa and Burlington in under 60 minutes. The Public Realm - Pedestrian Friendly: Retail will be well-designed and appropriately integrated into Markham Live so that residents, tourists and shoppers can meet their daily needs through walking, cycling and transit.

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Haliburton County

34,000 56,568

Greater Toronto and Hamilton Area
Grey County
104,063 120,568

Simcoe County
439,000 700,568

M - Milton Go Transit G - Georgetown Go-Transit B - Proposed Bolton Go-Transit BB - Bradford/Barrie Go-Transit RH - Richmond Hill Go-Transit U - Uxbridge Go-Transit H - Peterborough - Havelock Go-Transit B - Bloor Subway Line Y - Yonge Subway Line S - Spadina Subway Line H - Hurontario Light Rail Transit J - Jane Light Rail Transit DM - Don Mills Light Rail Transit
Wellington County
92,612 97,676

City of Barrie
130,000 225,000

Lake Simcoe
Victoria County
Georgina
46,889 70,700

Essa

BB Innisfil
400

Durham County
200,425 210,425

Brock
12,470 14,015

76,000 100,568

Peterborough County
134,000 156,568

New Tecumseth

East Gwillimbury 23,235 Bradford 88,000 Uxbridge West Gwillimbury 19,960 Newmarket

York Region
404

26,965

City of Peterborough Scugog
22,400 25,390

Bolton

Caledon
63,000 84,000

King
20,501 35,100
400

B
Brampton
471,000 695,000

Aurora Whitchurch52,274 Stouffville
70,400

82,479 97,300

U

Uxbridge

Peel Region
Vaughan
272,006 463,800

Richmond Hill
185,444 277,800
407

R

33,991 60,800

Durham Region

H
Northumberland County
Clarington
81,020 140,340 87,000 100,000

Markham
300,000 485,900

Pickering Whitby
Future site of Pickering Airport

91,450 115,760 223,670 192,860

Brooklin

Region of Waterloo
539,000 750,500

G
Georgetown Halton Hills
57,900 90,200

Ajax
401
Scarborough 659,000 809,000

410
Etobicoke 365,000 415,000 North York 675,000 825,000

93,104 137,670

Oshawa
407 403 407
York 150,000 175,000 East York 120,000 145,000 Toronto

401
Port Hope

Halton Region

147,420 197,000

Estimated Municipal Population (Year End 2009)* York Region 1,016,000 1,650,000 City of Toronto 2,700,000 3,250,000 Simcoe County 450,000 700,000 Durham Region 650,000 900,000 Peel Region 1,400,000 1,800,000 Halton Region 493,500 750,100

M Milton
Oxford County
105,000 115,000

401

Mississauga
687,000 760,000

City of Toronto 731,000 415,000
2,700,000 3,250,000

Lake Ontario

81,700 228,900

427

Oakville
401

Region of Hamilton-Wentworth
500,000 650,000

179,900 245,600

407

Burlington
174,000 185,400

Brant County
34,415 37,000

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Niagara Region
442,121 545,100
10 5 0 10 km

Region of Hamilton-Wentworth 500,000 650,000 TOTAL POPULATION 2009 - 7,185,500 2031 - 9,700,100

Rise of the Mega-Region
Mega-regions range in size from 5 million to more than 100 million people. They produce hundreds of billions - sometimes trillions of dollars - in economic output. They harness human creativity on a massive scale and are responsible for most of the world’s scientific achievement and technological innovations. Cities have always been the natural economic units of the world. But during the past several decades, cities with central cores surrounded by rural villages and later by suburbs, have grown into mega-regions composed of two or more cityregions, such as Boston-New York-Washington corridor. Mega-regions are more than just a bigger version of a city. In the way that a city is composed of separate neighbourhoods, a new natural economic unit is emerging that results from cityregions growing upward, becoming denser, and growing outward and into one another. The mega-regions of today perform functions that are somewhat similar to those performed by the great cities of the past --- massing together talent, productive capability, innovation, and markets. But mega-regions do so on a far larger scale. Cities now compete on a global terrain. That means that bigger and more competitive economic units -- mega regions -- have super ceded cities as the real engines of the global economy.

2000 - World’s top 20 Mega-Regions cited in Richard Florida’s – “Who’s Your City?”
Mega-Region 1. Greater Tokyo 2. Boston New York Washington 3. Chicago to Pittsburgh 4. Amsterdam Brussels Twerp 5. Osaka Nagoya 6. London Leed Chester 7. Rome Milan Turin 8. Charlotte Atlanta 9. Southern California 10. Frankfurt Stuttgart Population 55 million people 54 million people 46 million people 60 million people 36 million people 50 million people 48 million people 22 million people 21 million people 23 million people GDP2000 $2.5 trillion $2.2 trillion $1.6 trillion $1.5 trillion $1.4 trillion $1.2 trillion $1.0 trillion $730 billion $710 billion $630 billion GDP2009 GDP2031 Mega-Region 11. Barcelona Lyon 13. Seoul-San 14. Northern California 15. Southern Florida 16. Fuku-kyushu 17. Paris 18. Dallas-Austin 19. Houston-Orleans 20. Mexico City Population 25 million people 46.1 million people 12.8 million people 15.1 million people 18.5 million people 14.7 million people 10.4 million people 9.7 million people 45.5 million people GDP2000 $610 billion $530 billion $500 billion $470 billion $430 billion $430 billion $380 billion $370 billion $330 billion $290 billion GDP2009 GDP2031

12. Toronto Buffalo Ottawa Montreal 22 million people

The top twenty mega-regions in terms of economic activity account for 10 percent of the world’s population, 57% of economic activity, 76% of patented innovations, and 76% of the most-cited scientists. The Ontario Government, GTHA Region and Markham must develop a competitive transportation system that includes a high speed rail transit network, seamlessly integrating high density nodes where heavy rail crosses heavy rail, density around anchor transit hubs, and major transit interchange gateways, and other rail transit stops.

In order to ensure that we have a competitive economy, we must have a competitive rail transit network. Metrolinx, the regions and the communities that have major transit hubs must do proper Transit Oriented Development planning to ensure the success of its portion of the rail transit network. We should be able to work where we want to work, live where we want to live and play where we want to play. Proper connectivity produces choice, not congestion.

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Markham: Located at the Center of the Greater Toronto Area
Estimated Municipal Population (Year End 2008)*
York Region 1,011,000 City of Toronto 2,637,300 Simcoe County 439,000 Durham Region 611,600 Peel Region 1,313,100 Halton County 492,00

Lake Simcoe
Essa
400

Innisfil Georgina

T OTAL POPULATION 6,504,400

Brock

Bradford West Gwillimbury New Tecumseth

Prod u ced by : Ge o ma ti cs

East Gwillimbury

© C op yri gh t, Th e R eg io na l Mu n ici pa li ti es o f D u rha m an d Pe el , C o un ty of Sim coe , Ci ty o f Toro nto * Incl ud es © Qu ee n’ s Pri nter fo r Onta rio 2 0 03 -20 0 9

Simcoe County
King Caledon
400

Uxbridge Newmarket Scugog

York Region
Aurora Richmond Hill
404

WhitchurchStouffville

Durham Region
Pickering
407

Vaughan

Markham
407

Whitby

Oshawa

Clarington

Peel Region
Brampton Halton Hills
410 401 427 401 407

5
Scarborough
401

10

15

20

25

30

35
401

40

45

50km

North York

Ajax

Halton Region
401 407

York Etobicoke

City of Toronto
East York Toronto

403

Milton
407

Mississauga

Lake Ontario

²
5 2.5 0 5 km

Oakville

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Population Projections: York Region and Surrounding Area
Estimated Greater Toronto Area Hamilton (GTAH) Population
Region Toronto Hamilton Durham Halton Peel York Total - GTA 2009 2,700,000 500,000 650,000 493,500 1,400,000 1,016,000 6,759,500 2031 3,250,000 650,000 900,000 750,100 1,800,000 1,650,000 9,000,000 2050 3,700,000 800,000 1,250,000 1,150,000 2,300,000 2,300,000 11,500,000

York Region Top 10 Employers
Rank 1 2 3 4 5 6 7 8 Company Name Magna International Inc. IBM Canada Ltd. American Express Canada’s Wonderland AMD Technologies CGI Information United Parcel Services Ltd. The Miller Group The TD Financial Group Con Drain Co. (1983) Location York Region Markham Markham Vaughan Markham Markham Vaughan Markham Markham Vaughan Total Employees 9,600 8,737 4,100 3,600 2,200 2,050 1,900 1,700 1,630 1,600

Other Regions Surrounding GTA Population Simcoe County City of Barrie Grey County Durham County Wellington County Region of Waterloo Oxford County Brant County Halimand County Region of Niagara Victoria County Peterborough County Northumberland County 450,000 130,000 104,063 200,425 92,612 539,000 105,000 34,415 48,000 442,121 76,000 134,000 87,000 56,000 545,100 100,000 156,568 97,676 750,500 700,000 210,000 1,000,000

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Municipalities in York Region Aurora East Gwillimbury Georgina King Markham Newmarket Richmond Hill Vaughan Whitchurch-Stouffville York Region

2001 Pop 41,595 21,197 40,979 18,994 217,150 68,116 137,857 190,573 22,859 759,320

2009 Pop 52,274 23,235 46,889 20,501 300,141 82,479 185,444 272,006 33,991 1,016,960

Est 2031 Pop 70,400 88,000 70,700 35,100 485,900 97,300 277,800 463,800 60,800 1,650,400

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Barrie

Mega-Region - Benchmarks for Success
Georgetown

Bolton

North Richmond Hill

Uxbridge

Legend Anchor Hub Urban Growth Centre

Milton

MARKHAM

Peterborough

Brooklyn

Oshawa

Hamilton

Port Hope

Population Growth GTHA 4 million people over the next 25 years 8 million people over the next 50 years Year 2008 2010 2031 2050 12 Expected World Population 6,500,000,000 6,900,000,000 8,400,000,000 9,500,000,000

407 Transitway Electrification Station

• Seamless Integration and Connectivity between hubs • Equity in Geography in moving between regions/municipalities • Development/Intensification are drivers for aligning rail transit decisions Bus Rapid Transit does not change land use Rail Transit and density inextricably linked • Transit + Investment in a sustainable way ( Integrating natural, built & socioeconomic environment) • Rail Transit Backbone Network • Solar/wind - electrification • Bus Rapid Transit • Fossil Fuel Based

• (re-economy – re wealth) • (de-economy – de wealth)

That the Government of Ontario through the Growth Secretariat undertake a comprehensive Transit Oriented Development study along the 407 corridor for the purpose of identifying the real development potential, to optimize ridership and based on the best high-speed rail transit network solutions being implemented (Utilizing 50 year and beyond horizon)

Power of The Grid
In 1954 the political leaders of the City of Toronto and the Province of Ontario recognized that Toronto was growing north along the Yonge Street corridor and built Canada’s first subway. During the past 50 years there have been many extensions to the Yonge Street Subway. The Provincial Environmental Assessment has been completed for the extension of the Yonge Street subway to Highway 7. The Province has recognized that the Greater Toronto Area is now growing at a much faster rate than in 1954; however the direction of growth is now east/west along the path of the Highway 407 from Hamilton/Kitchener to Oshawa. The Province has also recognized that population and jobs are greater in the suburbs than the City of Toronto. The automobile traffic in and out of the city is about equal at rush hour. Therefore, the Province has initiated the Environmental Assessment Process for the most important and vitally strategic transit system since 1954, a high speed separated rail transitway along the 407, joining all the radial lines (subways, GO Trains, light rail transit, buses and local systems) from the core of Toronto. This will allow people to take transit from their homes in Toronto to their Jobs in the cities and towns along the 407 corridor and vice versa. The current economic crisis and the reality of global climate change require us to work hard at getting the most out of our existing and planned infrastructure. Imagine boarding the 407 Rapid Rail Transit Express. Imagine whisking through towns at speeds higher than 130-150 kilometres an hour, walking only a few steps to other public transportation or ending up just blocks from your destination. Imagine what a great asset an integrated 407 high-speed rail transit system would be to our mega-region. City cores alone cannot handle the growing demand for urban living, leaving only one practical choice – urbanization of the suburbs. The systematic development of suburban sprawl was the big architectural project of the past 50 years. The redevelopment of sprawl into more urban, more connected, more sustainable places is the big project for this century. It’s a simple idea which requires out of the box thinking. Then, there is the catch-22 of density, destinations and transit. Studies show that those willing to live in retrofitted suburbs want good high-speed rapid transit more than anything else. Without convenient high-speed transit and seamlessly integrated destination stops, it’s difficult to get buyers for condos or tenants to fill up apartments. But without density and destinations, it’s extremely hard to persuade government authorities to create the rail transit lines. Rail transit and density are inextricably linked. Any solution to this problem virtually requires an “if we build it, they will come” mentality. There’s evidence that this can work, most notably in Arlington County, Virginia, just outside Washington, District of Columbia. Decades ago, Arlington opted for rail stations along a faded and underused corridor of the county. This investment paid few dividends for many years. But development eventually took off, and rail transit is the main reason. Unlike Arlington, the more than twenty four planned rail transit stops or the milk-run approach of more than 45 stops along the 407 corridor will direct where intensification will and should occur. Unlike Arlington, intensification will quickly happen.

The connection ultimately drawn from “Retrofitting GTA’s Suburbia” is a bit paradoxical. Retrofits have to be really big to work. Piecemeal conversion tends to fade out before it can make a significant change in the life of a community. On the other hand, piecemeal conversion is pretty much where we are at this point. If we settle for this, we will not be able to build ourselves out of this situation. High-density integrated development and a rapid rail transit network are important tools in combating sprawl, climate change, and are key to achieving the critical mass that makes vital, walkable Transit Oriented Development communities possible. Approximately, 150,000 people move to the Greater Toronto Area each year. What is needed is to redirect some of that growth to the high speed 407 Rail Transitway corridor to help jump start the building of this critical and strategic piece of Transit infrastructure and thereby guaranteeing instant transit ridership success when the 407 Rail Transitway is completed. These fully integrated and complete communities need to be architected so as to accomplished an 75-85 percent modal split in flavor of rapid transit and lessen the dependency on the automobile. This will help reduce CO2 emission thereby reducing the carbon footprint and helping Canada and Ontario to attain our goals in lessening global warming and climate change challenges. The Ontario Government needs to bury the hydro lines to free up the lands for the building of high density transit dependence development within a one kilometre radius of these planned major 407 Transit nodes. The site densities have to be developed at a minimum of 700-1000 people or jobs per hectare. These major nodes need to be developed as destinations for office, commercial, jobs, retail, recreation, entertainment and residential. That is why we have developed Markham Live. It’s the right idea at the right time … we invite the private sector, federal and provincial governments to be a part of it. Running the GTA economy is complicated, so leaders seek simplicity. This is one reason they latch onto prepacked solutions that are easy to communicate. The problem with the Metrolinx plan is that it lacks vision, and a strategic direction. The Metrolinx plan is Lakeshore centric, City of Toronto centric and basically a Go-Transit connectivity and maintenance plan. Even the Places To Growth act doesn’t really address a strategic architecture blueprint and implementation strategic plan that addresses support for a rail transit spine. The next 20 years the development industry could build approximately 5,000 - 10,000 high-rise condo buildings within the GTA, but they probably will not solve the grid-lock challenge because they were not strategically situated in a transit environment.

13

High-Speed 407 Transitway - The Strategic Missing Link
We need to take a balanced approach to rail-based mobility from mass transit to regional to main-line services for people and goods. Mega-Cities & Urban Transportation: Especially critical to the economic success and the future of urban centers is the rail transit spine network. The development of competitiveness, quality of life and environmental protection in urban areas is unachievable without a functioning mass rail transit service.
We need to: • • • • • • • • Connect congested urban areas Make it easy for people to transfer to other attractive means of transportation Provide attractive services that offer reliability and security in the vehicles, in the stations and on the lines. Improve passenger information Increase the transport capabilities and the availability of rail vehicles Install fully automated systems that can adjust more flexibly to changing demand. Need to create major rail 407 Transitway spine to grid up the rail transit network. Need to redirect growth to the 407 Rail Transitway corridor to jump start the building of the most critical and strategic Transit infrastructure. Thereby guaranteeing instant transit ridership success when the 407 Rail Transitway is completed in 5-7 years. Need to design and build fully integrated complete communities to meet the requirement of an 80 - 90 percent modal split in flavor of rapid transit and therefore lessen the dependency on the automobile. „

and implemented. If we continue down our present path of connecting the northern part of the GTA with bus, it will be a fraction of its potential. Taking four years to do an environmental assessment for just 23 kilometres of 407 transitway and especially for bus is absurd. The 407 transitway should be designed for speed, operational efficiency and transit ridership convenience. The best route should be selected and engineered, then mitigate the environment. Need to think of burying hydro lines, building over the 407 Highway to bridge hostile interfaces and development compact, intense integrate communities around major transit nodes instead of marginalizing the province’s $815 billion investment in the 407 Transitway and the harm it could have on the GTA economy.

The Premier get involved in the transformation of the 407 Transitway Corridor
„ Premier instruct all the ministries, agencies, crown corporations, 407ETR and Hydro One to work together for the good of the GTA meg-region economy and premier police this initiative to ensure that this is happening on a on-going basis MTO, PIR, Finance, Metrolinx, Hydro One, 407ETR, Minister of Environment, should become part of the Can Do Team versus being the Can’t Do Team

„ Places to Grow - 407 Transitway Corridor will contribute Up to $1 trillion dollars in economic development

opportunity, home for approximately 2 million people, 840 -800,000 jobs, 125,000,000 square feet of office/commercial and 750,0001,000,000 transit trips a day when fully build-out

„ „ „ „ „

Eliminate 15 million tons of CO2 emissions a year with a savings of $3,000,000,000 a year Help eliminate Gridlock with a savings of $10-15 billion dollars a year in lost productivity. Eliminate 350,000,000,000 vehicle miles travelled a year in the GTA, saving 42,125,000,000 litres of fuel a year Reduces health care costs because less pollutants going into the atmosphere with an estimate savings of $2-3 billion a year TDD - 1,000,000 cars off the road - An additional 1,000,000 people will be taking transit on a daily basis over time - as 407 corridor get build-out

Economic Generator: The 407 Transitway is a true economic generator for the Greater Toronto area if it is incorporated with the planning of Transit Dependent Development around the major rail transit stops. During the next 50 years, it is estimated that the world population will increase by forty-six percent or 3 billion people; eight million more people will call the GTA mega-region home. More than 84% of these people will settle within 15 kilometres on either side (green shaded area) of the proposed 407 transitway corridor from Oshawa to Hamilton rather than settling within the City of Toronto or along the Lakeshore corridor (pink shaded area) from Oshawa to Hamilton. 14 It is estimated that the 407 corridor has approximately 1 trillion dollars of economic development potential if the proper transit dependent development solution is designed, planned

That the Government of Ontario through the Growth Secretariat undertake a comprehensive Transit Dependent Development (TDD) Corridor Study along the 407 corridor for the purpose of identifying the real development potential, to optimize transit ridership and design and based on the best high-speed rail transit network solution (utilizing a 50 year horizon and beyond).

407 High-Speed Rail Transitway - Strategic GTAH Economic Generator
The 407 Transitway is the “economic engine” for the Greater Toronto Area/Hamilton (missing in the Metrolinx’s 15 year plan ... probably the most important of all the transit initiatives. Markham’s intensification and transportation objectives are as follows: • Reducing Gridlock • • • • • Comprehensive Transit and Land Use Planning “The Power of Place” Improving the modal split “Smart Growth” Private sector investment Economic Growth Initial evaluation track be installed between Cornell/Markham and Highway 403/407

Planned stops – 1st phrase of 407 transitway
1. 2. 3. 4. 5. 6. 7. Jane Street Go-Barrie – Bradford Line Bathurst Street Yonge Street – Richmond Hill/Langstaff Leslie Street – LRT Woodbine Avenue/Rodick Road Kennedy Road (Markham Centre)

7 Go Lines cross the 407 Transitway ( 2 are new)
1. 2. 3. 4. 5. 6. 7. Georgetown Go-Transit Line Milton Go-Transit Line Bolton (new) Go-Transit Line Bradford (Barrie/Newmarket) Go-Transit Line Richmond Hill/Langstaff Go-Transit Line Stouffville Line (Markham Centre) Go-Transit Line Havelock -Peterborough, Markham’s Cornell) Go-Transit Line (new) Two subway lines (Yonge & Spadina) will cross the 407 Transitway

80 to 84% of the growth within the mega region over the next fifty years will occur within 15 km of the 407 Transitway Corridor. 407 Transitway is a high-speed grade separated (should be elevated and electrified) rail transit facility paralleling 407 Highway. 407 Transitway extends from Burlington to Oshawa – 140-160 km Central Section - Highway 403/407 to Markham Road East Partial Section - Markham Road to Brock Road East Completion - Brock Road to Regional Road 34 West Section - Freeman Interchange to Hwy 403/407 Rail/Electrify – approximately – 10 million per km • MTO/Go-Transit 407 Transitway 71 km 11 km 28 km 30 km 140km 160km 23km 23km 29 Stations 4 Stations 9 Stations 7 Stations 30+Stations 7 Stations $.230 billion $1.630 billion $3.85 Billion $0.45 Billion $1.04 Billion $1.35 Billion $1.40 Billion $8 - 15 Billion $1.40 Billion

Three LRT Lines will cross 407 Transitway (Don Mills Road, Jane Street and Hurontario Street) That the Expert Panel prepare a methodology for Expressions of Interest to Design, Build, Finance, Administrate and Operate the 407 Transitway for a 50 years and beyond timeframe and, That the Expression on Interest include consideration of: • Design the 407 Transitway for maximum speed/efficiency and then mitigate for the environment • Local - Oshawa to Burlington - 200 kilometers an hour • Express - Montreal-Toronto-Windsor - 400-500 kilometers an hour • Options that could include an elevated track • Station located that generally be not less than 4 kilometers apart • Major anchor hubs that incorporate Transit Oriented Development • That the railbed be as direct as possible and not incorporate Texas T • Engineering the most direct route and then mitigate the environment • That the railbed shall be environmentally friendly and practical • Buses come to trains, not trains going to buses • The 407 Transitway being the highest order of transit and generally remain in the 407 right-of way • Electrified 407 Transitway (renewable energy based) • Evaluate building 407 Transitway stations on top of the ETR 407 • The 407 Transitway Design options integrate with the Windsor/Montreal high-speed train That the Environmental assessment should be based on a transit solution that extends 50 years and beyond. That an initial transitway be installed between Cornell/Markham and Highway 403/407. 15

First Section to be completed of 407 Transitway
Vaughan Corporate Centre to Markham Centre Rail and Electrification/ $10 million per km Total

99% of 407 Transitway Lands are in public ownership Dedicated Funding for 8-10 Year construction – approximately $1.3 billion per year

407 Transitway - The Green Economy Express
Cost of Gridlock
The cities of the world are being overwhelmed by traffic. From Paris to Jakarta, urban residents and commuters are confronting traffic conditions that are becoming increasingly unbearable. The average speeds of road travel in many cities aren’t much greater today than they were in the days of horse drawn vehicles of the 19th century. For hours each day, many motorways and main thoroughfares resemble car parks more than roadways. Without radical reforms, this situation will only get worse. In the GTA, for instance, it is forecast that gridlock will rise 188 percent on urban roads by 2014. Congestion imposes huge costs on the economy. These costs include unpredictable travel times, environmental damage, property damage, stress, delays, lost production and lost jobs to other world jurisdictions. Congestion in the GTHA has an estimated economic cost in excess of $6 billion annually. Global Warming/Climate Change Climate change is caused by the emission of heat-trapping gases – mostly carbon dioxide (CO2) – from vehicles, industry, power plants and deforestation. As these gases build up, they act like a thick blanket, overheating the planet, changing our climate, and threatening our health, economy and natural environment. If we can give residents greater choice among energy-efficient and environmentally friendly travel options, we can make the transportation system more effective in the face of climate and energy risks while also moving closer to other social, economic and environmental goals. It is estimated that 10-15 million tonnes (Carbon tax of $200 a ton) of CO2 emissions can be eliminated from going into our atmosphere each year – savings in excess of $3 billion a year (assuming a carbon tax). Transportation plans must also address unpredictable challenges related to the global environment. It likely seems that national and international efforts to reduce fossil fuel use will eventually require the adoption of more energy-efficient transportation patterns across the GTA. Significant emission reductions would require major changes in transportation behaviour. Ideally, decisions on transportation projects should take into account the total costs, energy consumption and emissions for these projects over their entire life cycle. GTHA’s 407 Rapid (Rail) Transitway - “economic gold” - Creates a level playing field
• • • • • • • • • • • • • High-speed, fully grade-separated, intelligence transportation systems (ideally elevated & electrified) on a separate right-of-way paralleling Highway 407 Transitway extends from Burlington to Oshawa – 140km - 35+stations, park & ride & transit interface facilities Our rail transit network, nodes and development must be planned to achieve a 60-80% modal split Seven Go-Transit Lines will interface and cross the 407 Transitway Two subway lines (Yonge & Spadina) will interface and cross with 407 Transitway Three LRT Lines will interface and cross 407 Transitway (Don Mills Road, Jane Street and Hurontario Street) 99% of Transit Lands are in public ownership Plan Transit Dependent Development (TOD) Land use to your maximum transit system not to your road capacity Rail transit networks changes land use, buses do not Plan for average speeds of 130-200km for local and 300-500km an hour for high-speed long distance Flexibility in design, transit system should be automated/ programmed to ridership needs Keep high speed rail transit lines straight - use branches instead of circuitous routes Create wide route spacing - lower construction costs, higher service frequency and longer access distance

Environment
Global Warming Climate Change End of Peak Oil Greenhouse Gas (CO2) Emission Health Care Costs because of bad air 2.2 billion yearly

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

Economy Jobs Competitiveness Transit Oriented Development Cost of Gridlock Insurance Costs Productivity People Quality of Life Travel Time Health of Citizens Urban Centres Safety/Security Cost of Ownership LRT versus BRT* 100+ years Infrastructure Eliminate need for road widening Eliminate need for new roads Investment versus costs Rail Network & Stations Seamlessly Integrated Return on Investment Parking Lots

Eliminate 15 million tonnes of CO2 Emissions a year with savings in $3 billion a year

Climate Change – End of Peak Oil - It could go to $500 a barrel in 20 years. So why install fossil fuel based systems?

GTA Green Transit Express Business Case Rapid Rail Transit versus Bus Rapid Transit* Return on Investment – 25 Year Plan In excess of 10 Billion a Year Savings for GTA Economy This is not a technical problem This is an economic problem

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Integrating High Speed Rail Transit System with Transit Oriented Development
Transit Oriented Development (TOD is the exciting fast-growing trend in creating vibrant, livable communities. It creates compact, walkable communities centred around high quality train/subway systems. This makes it possible to live a higher quality of life without complete dependence on a car for mobility and survival. Factors Driving the Trend toward TOD. • Rapidly growing, mind-numbing traffic congestion • Distaste for suburbia and fry-pit strip development • Growing desire for quality urban lifestyle and • For more walkable lifestyles away from traffic • Change in family structures: more singles, empty-nesters • National support for smart growth

Power of Seamless Integration: Light Rail/Subway moves 10,000 to 90,000 people per hour in both directions. Need 7 - 30 Trains an hour in each direction. 407 Transitway plus GO-Transit Lines integrated into Transit City. This would eliminate the need for 50 lanes of highway, region and local Roads because transit use would increase 10 fold.

The “Power of the Grid” offers more flexibility, ridership capacity, line load balancing, redundancy and travel alternatives for the average transit riders. It allows the service providers to design, implement and operate a more efficient automated rail transit network. The network above is lopsided and basically services the downtown Toronto central business district. It encourages building more office towers downtown and adding more G0 Trains to service the central core. Approximately 3.5 plus million people today live within 15 kilometers of the proposed 407 Transitway while 3 million people live along the Lakeshore line. The dark blue line going east west is the 407 Transitway. The Federal/ Ontario Government must start today to build the 407 Transitway to create a more balanced high-speed rail transit network and a level playing field for a competitive GTA mega-region. Nine GO-Transit lines serve the Union Station hub plus the 130km Lakeshore G0 Line from Hamilton to Oshawa. Seven of these Go-lines fan out from Union Station across the northern part of the GTA and cross the proposed 407 Transitway. Also, the Yonge/Spadina subway lines and 3 LRT transit lines will also interface and cross the proposed 407 Transitway. During the next 50 years, immigration will add approximately 8 million more people to the GTA population. Eighty-four percent of these people will settle within the 407 Transitway corridor. The current proposed method of interconnecting all these rail transit options going north and south from an east west perspective is by bus. It doesn’t help when the 407 Transitway ridership modelling exercise was done using outdated official plan population numbers. It is very important that the province does a Transit Oriented Development study for the 407 Transitway and use these numbers. This represents very poor planning for sustaining a competitive GTA megaregion. Within 3-5 years of completion of the 407 Transitway will surpass the Lakeshore line’s daily transit ridership.

Components of TOD • Walkable design with the pedestrian as the priority • Train/Subway Station as prominent feature of the area • • • • • A regional node containing in close proximity: office, residential, retail, and civic uses High-density, high-quality development within 10-minute walk circle surrounding train/subway station Collector support transit systems including streetcar, light rail, and buses Designed to include the easy use of bicycles, scooters, and rollerblades as daily support transportation systems Reduced and managed parking inside 10-minute walk circle around transit centre/ train/subway station
Higher quality of life Better places to live, work and play Greater mobility with ease of moving around Increased transit ridership Reduced traffic congestion and driving Reduced car accidents and injuries Reduced household spending on transportation, resulting in more affordable housing Healthier lifestyle with more walking and less stress Higher, more stable property values Increased foot traffic and customers for area businesses Greatly reduced dependence on foreign oil Greatly reduced pollution and environment destruction Reduced incentive to sprawl; increased incentive for compact development Less expensive than building roads and sprawl Enhanced ability to maintain economic competitiveness

Transit Oriented Development (TOD) eliminates the need to develop thousands of acres of farmland. We need to plan, develop and implement intensification around major rail transit nodes. TOD Langstaff 15,000 units 10,000 units 16,000 jobs 14,000 jobs 47 ha 1,187 ha Auto-Oriented Queensville Development

Benefits
• • • • • • • • • • • • • • •

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

17

date map to come Roger Burelle
Up

18

Markham – The Power of Place
Location: Markham is 20 minutes from the shores of Lake Ontario, one of the five Great
Lakes. Our location and geography play a key role in our economic success. Markham is less than a day’s drive from more than 135 million customers in Canada and the United States. With the North American Free Trade Agreement facilitating access, Markham and the Greater Toronto Area are a major gateway to the entire continent for trade and tourism – a market of more than 440 million people, with a combined GDP of more than $16 trillion. based economy. Our traditional focus on Information/Communication Technologies ICT and Life Sciences has evolved to include: Finance/Insurance; Design and Infotech/ Culture/Entertainment. Markham is focusing on research, innovation and successful commercialization as they are the new foundations of prosperity.

Business_Climate: Our global business community is fully engaged in the knowledge-

Markham, strategically located in the Greater Toronto Area, one of the fastest growing municipalities in Canada with more than 300,000 people; 400 corporate head offices and 900 high tech/life science companies are located here. Some 31,000 people, or almost a quarter of Markham’s total employment of 137,000 jobs, work in these two sectors. High quality facilities, a highly educated and diverse work force, and probusiness environment are among the attributes that attract world-renowned corporations to Markham. Markham is Canada’s High Tech Capital leader in information and communications technologies, biotechnology, culture and entertainment, and financial services. We are poised for tremendous growth in the future.

Each of our leading economic sectors from biotechnology to information technology, from culture and entertainment to financial services, relies upon the talent and skills of our well-educated labour force. Approximately 60 percent of Markham residents possess a post-secondary education. Compared with other parts of the GTA and Canada, Markham has the highest number of residents with a university education. Recent immigrants to Markham have comparable education levels to non-immigrants. The region’s five universities and six colleges make initial training and regular upgrading convenient and accessible for Markham’s work force. The Town of Markham makes it a priority to ensure businesses have what they need to grow and prosper. We continue to be serious about doing business.

Diversity: One of Markham’s strengths is the diversity of our population. People from
every part of the world call Markham home; as an example, 30% of our population is Chinese origin. This diversity plays to our economic strength, because of the access we have a broad range of ideas and innovations. As a result, Markham is becoming a centre for creative industries, making us a hub for everything from medical devices to software development to multimedia.

International_Investment,_Transit_Links_and_Market_Reach:

Markham is strategically located at the intersection of Ontario’s major transportation and transit links. The Province of Ontario’s transportation and transit planner – Metrolinx -- has identified Markham’s three major transit hubs as Langstaff, Markham Centre, Cornell Havelock. Rapid transit improvements and a completely integrated transit development will put Markham at the centre of our emerging mega-region. More than 1.4 million residents within 15 kilo meters of Markham, more than 4.0 million residents within 30 kilometres and 5.5 million residents within 50 kilometres of the town.

Markham’s diversified economy is comprised of a number of important sectors. With approximately 900 high technology companies, Markham is a centre for Information Technology, Life Sciences, headquarters, and screen-based industries. The new National Centre for Medical Device Development is the latest example of leadership in knowledge-based business and industry. Markham is home to several Fortune 500 companies including the Canadian headquarters of IBM, AMD, Apple, Motorola, Phillips, Sun Microsystems, American Express, and Johnson & Johnson. We are also home to renowned ICT companies such as Huawei Technologies and CGI.

class sports, entertainment, office and world class retail complex unlike anything else in Canada. The vision incorporates: five-star hotels, convention centre, performing arts centre, class A office commercial, residential, a world-class sports and entertainment complex, professional (NHL) arena and a premier retail shopping centre on top of an integrated Metrolinx transit hub.

Markham’s_Vision_for_ the_Future: Markham is positioning itself for a world-

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Markham’s Fields of Green

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Vision – Markham’s Fields of Green
Markham Live showcases a broad range of leading-edge and innovative ‘green’ initiatives that benefit the environment, including improved sustainability in community design and practices to achieve ecological biodiversity. Strategies that maintain and improve watershed health and resilience within the context of climate change and urban intensification are at the core of Markham Live. The Rouge River Valley is the green spine that connects Markham’s greenways and communitywide trails network. The parks system includes the existing Milne Park and a series of new public open spaces for Markham’s outdoor recreation facilities. Public urban spaces and natural greenspaces are the setting for the urban parts of our community. This ‘green’ framework covers a broad range of sustainable themes including: Clean Healthy Environment: We are developing a connected greenspace system by restoring the Rouge River watershed with a range of public open space amenities woven through the community. Our objectives are to: • Reduce greenhouse gas emission • Achieve zero-carbon goals • Increase use of renewable and district energy • Build green roofs • Green the public realm • Encourage urban agriculture • Manage wet weather flow Vibrant Stronger Communities: We encourage a complete community with local jobs, local food and services, inclusive social/ cultural interaction, improved recreation space and the engagement of the public in shaping the community. Cultural Awareness and Activities: We focus on collective and individual heritage, on site public art, aesthetic qualities of buildings and landscape.
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Enhanced Economic Activity: The planning for Markham Live underscores the need for improved sustainability in community design and improved practices to achieve a healthier and more resilient built environment. We can raise ecological awareness and implement greening projects as part of Markham Live by: • • • • • Improving the ecosystem of the Rouge River and other natural heritage features Expanding the urban forest canopy Creating ‘complete streets’ Providing a contiguous trails system beyond Markham Centre Providing walking access to parks and urban squares Enhancing existing parks and expanding programming Integrating storm water management to contribute to the public realm Creating a network of safe, walkable, pleasing streetscapes


• •

22

The Rail Network is the Economy
Transportation Mode Bus BRT (VIVA) LRT Subway Trains GO Transit Trains Lakeshore GO 407 Transitway Vial Rail - M-T-W Capacity People 20-70 50-70 100-400 1200-1500 3000-3600 3000-3600 1500-3600 1600-3000 Average Speed 10-12km 18-24km 18-24km 30-32km 40-50km 60-100km 120-200km 270-450km Cost per Vehicle $700,000 $850-1.5m $7m per car $17-24m $60m $2-3m $2-3m $2-3m Life Cycle 12yrs 12yrs 40yrs 40yrs 40yrs 40yrs 40yrs 40yrs

Barrie
BB

Uxbridge

U

M- Milton Go-Transit G - Georgetown Go-Transit B - Proposed Bolton Go-Transit BB - Bradford/Barrie Go-Transit RH - Richmond Hill Go-Transit U - Uxbridge Go-Transit H - Peterborough - Havelock Go-Transit B - Bloor Subway Line Y - Yonge Subway Line S - Spadina Subway Line H - Hurontario Light Rail Transit J - Jane Light Rail Transit DM - Don Mills Light Rail Transit
LS - Lakeshore GO-Transit 407 - 407 Transitway

RH

P

La R i ng s t ch m af f on dH i

B

8

M

ar

kh

am

ite re s Futu kering ic of P port ir A

9

Co

e rn

ll

ll

407

12

Brooklin

10

11
Port Hope

Seaton

Va u

gh

an

6 5
J S

7

4 3 2
H M

Y DM

LS

Anchor Hubs/407
1 1

Units 20,000 20,000 20,000 20,000 40,000 20,000 25,000 30,000 15,000 35,000 10,000 10,000 215,000

Population 35,000 35,000 35,000 35,000 100,000 35,000 70,000 80,000 35,000 75,000 25,000 25,000 585,000

Commercial SF 2,000,000 2,000,000 2,000,000 2,000,000 20,000,000 2,000,000 10,000,000 15,000,000 2,000,000 5,000,000 2,000,000 2,000,000 66,000,000

Jobs 10,000 10,000 10,000 10,000 50,000 10,000 40,000 50,000 10,000 35,000 10,000 10,000 255,000

Milton Go-Transit/403/407 Brampton - Hurontario LRT Georgetown Go-Transit/407 Bolton Go-Transit/407 Vaughan Corporate Centre/407 Bradford Go-Line/407 Langstaff Richmond Hill Markham Centre Cornell Centre Seaton Duffin Heights Brooklin Total

2 2 3 3

Via - Montreal-Toronto-Windsor

G

Georgetown

B

4 5

4

5 6

U

6 7 8 9

7

8 9

1

10 11

10

11

12

12

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Anchor Hubs in Markham - The Metrolinx Model
Langstaff/Richmond Hill Gateway - Study done by Peter Calthorpe
Richmond Hill Aurora Road Vandorf Bloomington Road Stouffville Road Elgin Mills Major Mackenzie 16th Avenue Langstaff/Richmond Hill Gateway John Street Steeles Ave - Markham/Toronto - Steeles Bus Rapid Transit

Toronto

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

Markham Centre Gateway

Uxbridge Stouffville Markham Bur Oak Main Street Markham Centennial Markham Centre Steeles - Markham Village/Splendid China Toronto Link with all Transit City (East/West) TTC Rail Transit Lines

- Study done by Andres Duany - Markham - Markham Live Study by Peter Calthorpe

Havelock Cornell Gateway - Study approved by Council - to be done yet
Peterborough Pickering Airport Seaton Markham Cornell/Havelock Gateway Steeles / Havelock Toronto Link with all Transit City (East/West) TTC Rail Transit Lines

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Langstaff/Richmond Hill Anchor Hub Massing Plan

The Langstaff Gateway Site has been identified as a critical urban infill redevelopment site, with ramifications far beyond the Greater Toronto Area. Designated a major regional centre and a major anchor mobility hub, it is a key connection point between north and south York Region and a gateway to both Markham and Richmond Hill, two of the region’s largest municipalities. The Langstaff Site enjoys an unprecedented level of planned and existing transit service. Locating people, jobs and other amenities here will increase transit ridership; decrease dependency on cars, roads and parking; and create a more even jobs-housing balance. It will provide the larger community with access to the Langstaff Site: a new, pedestrian-oriented neighbourhood of jobs, shops, schools, open space, and community services, linked by walkable streets, public transit, and bike paths. The vibrant mix of uses will help people to accomplish daily tasks by foot, bicycle, or transit, as well as by car. The west (Langstaff TTC Subway station) and east (GO Train platform and Richmond Hill Transit Terminal) transit nodes are the primary hubs of activity for the community. The greatest densities of retail, high-rise residential, and office are around these transit-rich areas. Fully 25 percent of the 48 hectares site is publicly accessible open space; 15 percent is parkland. The site is connected east to west with a linear open space network of public parks and plazas. Mixed-use buildings with ground floor community-oriented uses face the central open space spine.

This Transit Dependent Development (TOD) will demonstrate, to North America and the world, that combining targeted residential densities with integrated transit infrastructure in a mixed-use, ecologically designed community will lead to dramatic reductions in the environmental footprint of urban development. Residential density is the critical ingredient for a true quantum leap in sustainability. Only at larger increments of development are resource-efficient systems like cogeneration, anaerobic digesters and personal rapid transit (PRT) systems viable and effective. Only a significant concentrated residential population can support the shops, offices, and civic services that make a community balanced and livable. The Last Mile Problem: Personal Rapid Transit is a concept that provides direct point-to-point, demand-responsive transit service to individuals and small parties. An automated control systems routes small vehicles along a grade-separated guideway system allowing passengers to reach a selected destination. Similar to automated guided transit (AGT), intervals between vehicles are very short. Ultra (Urban Light Transit) System is an electric, battery-powered, 100-miles per gallon equivalent, elevated personal rapid transit (PRT)system with many 5-person vehicles. First “revenue service” for the Ultra system is scheduled for London Heathrow Airport in Q4 2009, to serve Heathrow’s new Terminal 5. Working as circulator transit for office parks, airports, universities, and other major activity centers, Ultra is faster than a car. In these applications, Ultra makes carpooling and transit more effective, by solving the “last mile problem.”
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Markham’s New Downtown

Markham’s New Downtown is under Construction
Markham Centre, occupying approximately 1,000 acres, bounded by Rodick Road and Kennedy Road, and Highway 7 East and Highway 407, is the Town’s new city centre. The site is designated a major regional centre and a major anchor mobility hub, a key connection between Uxbridge in the north and Toronto’s Union Station in the south, and gateway for east and west traffic on the 407 Transitway. A host of challenges and opportunities face the 21st century city builders. While each urban area is a cohesive network, it is also one node in a comprehensive network of global cities. Markham is committed to reshaping the urban future according to uncompromising environmental principles. We seek to design node that process, as part of their design DNA, a transitcentric density, a thriving, culturally distinctive environment, a secure infrastructure and sensible settlement patterns that enable sustainable growth. Markham Center is designed according to carefully developed principles addressing quality of life and quality of place. Quality of place depends on the adoption of flexible planning frameworks that are scalable and adaptable over time, while incorporation of natural features and smart infrastructure can yield environmentally sound development. Along with environmental sustainability and flexible planning in city building, we must understand the human scale of development and contribute to the creation of pedestrian orient areas imbued with the vitality that characterize all great places.

Explore small, pedestrian friendly blocks that allow for a variety of uses and building types Develop a strong relationship between all neighbourhoods Integrate new neighbourhoods with established communities Allow for a broad range of housing types Provide new amenities and resources for residents and the larger community Design streets that are green and walkable Explore alternative transit modes Build a new generation of neighbourhood parks Create exciting centers for entertainment, shopping and living Create centers for continued learning and discovery Provide space for play Employ energy efficiency in everything we do Respond to the local climate Understand additional benefits to the community and the region Respect the heritage and spirit of place

“A great city anywhere in the world should be beautiful, culturally rich and generally shining with the human energy that courses through its street and public places”.
There will be space for congregation, celebration, work and commerce, as well as space for repose and retreat. Markham Live will be designed and build to be a source of pride for its residents and offer a sense of wonder and comfort for visitors and resident alike.

The design criteria for Markham Live:
Restore the land and natural setting Establish an economically viable plan that can be sustained for future generations Create a new generation of unique, dynamic neighborhoods

These point, among others, will allow millennium cities to become a means for billions of people to live in harmony with the environment on this earth. Markham’s goal is nothing less than to find the clear path to what we believe is the 21st century urban destiny.

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

Cornell Havelock Markham’s Eastern Gateway

Metrolinx and the Town of Markham have identified a third Mobility Hub opportunity in Markham – the “Havelock/Cornell Centre” eastern gateway, at the intersection of the planned Hwy 407 transitway and the CPR Havelock Rail Line. The Havelock Line will run from Peterborough in the northeast and dissect the new proposed Pickering International Airport to Toronto’s Union Station in the south and be a gateway for east and west traffic on the 407 Transitway. The eastern gateway includes lands beside Hwy 407, in the Box Grove and Cornell Secondary Plans. Both approved Secondary Plans identify opportunities for high quality employment lands near Highway 407 and the Donald Cousens Parkway. The Box Grove Secondary Plan specifically identifies the Business Park lands bounded by the Donald Cousens Parkway, Highway 407, Reesor Road and the CPR Havelock Line as a “Regional Gateway”, as a future site for a transfer point among various modes of local, regional and interregional transit facilities. The Cornell Secondary Plan identifies lands immediately north of Hwy 407 as “Cornell Centre” – a mixed use district to be developed as a compact, high-intensity, pedestrian-friendly, transit supportive urban node incorporating a balance of live/work opportunities. The Cornell Centre area will provide for: • Development of Avenue Seven as a high quality urban boulevard and major mixed use spine incorporating a regional transitway and characterized by higher density, multi storey buildings and retail/residential

• • • • •

Redevelopment and expansion of the Markham Stouffville hospital, and integration with surrounding “wellness” and community uses, including the new East Markham Community Centre Regional employment focus at the eastern gateway to Markham, where local, regional and provincial roads and transit corridors intersect serving as a gateway to the proposed future Pickering Airport An eastern terminus for the Avenue Seven regional rapid transit system and connections to future rapid transit along Highway 407 Transitway and CPR Havelock Line (future GO service) Use of green infrastructure technologies and practices, environmental sustainability, energy efficiency and conservation, and efficient waste management practices.

Metrolinx has approved this eastern gateway for a future “Mobility Hub” and convergence point for future GO Rail service (CPR Havelock Line), Highway 407 Transitway, and York Region rapid transit services along Highway 7. The Development Services Committee and Council of the Town of Markham recently authorized Town staff to engage a multi-disciplinary consultant team to undertake a Land Use, Transportation and Urban Design Study for the Havelock / Cornell Centre Mobility Hub area.

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View looking West along 407 Highway

28

View Looking West along Garden Avenue

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Markham “Live”

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Markham Live - Introduction
Markham Live is an 6.0 - 10.0 million square feet mixed-use complex that will be built at an estimated cost of three to five billion dollars. It will be Markham’s competitive edge in the worldwide competition for jobs. The project goals are to: • Make Markham the centre of Canada’s largest mega region • Create connectivity, using the 407 Transitway and Unionville Go-Transit Line
Venue 20,000 Seat NHL Arena 3,300 Seat Performing Arts Centre 5,000 Seat National Aquatic Centre National Olympic Training Centre 4 Community Arenas 6,000 Seat Trade/Field House Centre Condominiums/Apartments
Private Sector Public Sector

• Develop Markham as a green and sustainable environment • No building backing on to the Rouge River Parkland • Intensify development around rail transit hubs and stations • Make Markham Live the kind of community that attracts the best and brightest talent for the knowledge economy • No single story retail buildings in the downtown
Venue Twin Towers - Five Star Hotel Major Convention Centre Metrolinx Anchor Hub Major Retail on top of the hub Major Office/Retail Centre Multimedia Entertainment Centre # of Seats 600 - 800 rooms 2,000 seats Sq. Ft. 2,204,760 300,000 ??????? 1.8 to 2 million 4-8 million 120,000 Est. Capital Cost $900,000,000 ????? ????? ????? ????? ????? Partnership

# of Seats 20,000 3,300 5,000 2,000 1,000 6,000 8-15,000

Sq. Ft. 839, 793 ????? 164,000 150,000 153,500 200,000 18,000,000
Ontario Government

Est. Capital Cost $362,987,000 ????? $141,459,500 $84,560,500 $73,031,553 $111,232,000

Partnership

Many opportunities arise from the design of this ambitious project. They include knitting a large-scale project into a community with finer grain scaling and massing. We propose to achieve this balance by aligning the major part of the project along the north side of Highway 407. This achieves two things. The community is buffered from the highway by large scale buildings. It also benefits from a complex that is lively, urbane and socially animated. The 407 side of the development is designed as a large scale series of walls that the facility, and the Town of Markham, can promote events with large-scale graphics. The north side will include a green pedestrian road lined with trees, cafes, restaurants and other entertainment amenities, within the complex and on the opposite side of the proposed street.

As a regional transit hub, Markham Live can connect the lines of at least four different transit groups, loading and unloading up to 100,000 people a day from the time it is completed in 2013. It then can grow to a projected 200,000 – 250,000 a day within five years. Markham Live will be a hub of social activity for our community and an important global centre. In concert with Markham’s Sports Complex, Class A Office Commercial, World Class Retail, Performing Arts Centre, and the Five Star Hotels and Convention Centre, Markham Live will redefine Markham and the GTA.

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Proposed Facilities: Plan View

Longitudinal Section

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Markham Live “View from Kennedy Road Looking West”

Markham Live “Master Plan”

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Multi-Purpose Entertainment Centre: Professional Hockey
This 20,000 seat multi-purpose arena is a venue designed to accommodate a number of different functions. It will be designed to both NHL, Olympic and NBA standards for professional and Olympic hockey and basketball respectively. Along with the arena and support functions, it will also house restaurants, bars and administration office space. The Facility will be equipped with state of the art change rooms, sports clinics and massage and fitness space. Abundant box seating will be provided as a source of revenue generation. World class facilities for the press will be available as well. It will be also be capable of hosting both NHL and NBA level events but will also program large music concerts. The facility will also be able to transform to a “concert bowl” for smaller performances as well. We are expecting to host everything from Canadian acts Neil Young and Autorickshaw to Cirque de Soleil and Stars on Ice in either centre stage or end stage arrangements. A world class entertainment company has express interest in being a major tenant in Markham’s Multi-Purpose Entertainment Centre The home of the future NHL “Markham Coyotes”, will be the feature building of the overall Markham Live Sport Complex and occupy the most visible part of the site at Kennedy Road and Highway 407. This will in effect make it a gateway project to the Town of Markham announcing emphatically Markham’s efforts to acknowledge its higher profile status as a regional transit hub. Community Arenas for Olympic Ice Training Facilities Training facilities will be used for Olympic winter sports like ice hockey, figure skating, short track speed skating, and area and community ice hockey leagues and training. 4 - Training and Hockey Ice Pads 165,500 square feet 2 - Olympic Size Ice Pads 2 - NHL Size Ice pads

NHL Arena (20,000 seats)
Site Development: Parking/Retail/Ticket booth 82 suites (12-36 seat capacity) Arena (20,000) (NHL - 20,000/NBA - 21,000) Sub-Total: Construction Costs Construction Contingency Allowance (post contract) Fees, Permits, Development Charges, miscellaneous – 25% FF&E Allowance Total Project Costs excluding Land Costs, financing/ Legal / GST Contaminated material Retail and corporate box fit-out Escalation contingency Total

GFA (sf)
139,793 sq. ft. 700,000 sq. ft. 839,793 sq. ft. $223,870,000

$8,694,000

$43,468,000

$86,955,000

$362,987,000

Olympic Hockey, Figure Skating,Short Track Speed Skating Centre

4 - Training and Hockey Ice Pads 165,000 square feet 4 - Community Arenas $ 40,909,577 Site Preparation $ 3,000,000 Soft Costs $ 7,943,260 FF&E $ 15,889,991 Construction Contingency $ 1,588,725 Area Specific Infrastructure $ 3,700,000 Total with Parking $ 73,031,553
Programs and costing details information will be done in the Markham Live master plan design planning process.

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National Olympic Aquatic Centre
This Facility will be an Olympic Level venue complete with a 50 metre ten lane competitive pool as well as a 50 metre ten lane training pool and a 10 metre competitive diving tank. Competition at both the ten lane competitive pool and the diving tank will be able to be seen by 5000 seated spectators. The pool will be about a metre deeper than most Olympic size pools to minimize turbulence and promote speed. Special gutters are designed to siphon off water from waves created by swimmers themselves. The Facility will be supported by full shower and dressing rooms, therapeutic saunas and steam baths. As an indoor facility it will have the highest level mechanical systems to deal with the special concerns of humidity but will also be designed with high performance glass to allow non-glare natural light to flood the room. The principle assumption of this design relies on the evidence based notion that access to natural light increases both well being and performance. This building is designed to yield the best performance possible from the athlete. 1 - 50 metre Competitive Pool with sliding bulkhead 1 - 50 metre warm up pool with sliding bulkhead 10 metre dive tank and tower Electronic scoring, full media communication systems Aquatic therapeutic Centre - whirlpool and hot tubs, learn to swim pool Permanent Seating 5,000 seats , Temporary Seating 5,000 seats Change room facilities National Olympic Aquatic Centre Hard Construction Costs Site Soft Costs (30%) FF&E Land Construction Escalation Construction Contingency All Tenant Improvements Total W/O Parking Parking (600) Spaces - Go-Transit Partnership Parking (1,000) Surface Area Specific Infrastructure Total 477,875 313,875 $ 112,560,500 $ 22,599,000 $ $ 2,500,000 3,800,000 $ $ 3,126,000 3,907,000 GFA (sq. ft.) 164,000 Costs $ 68,552,000 $ 4,000,000 $ 25,975,500 $ 7,000,000

$ 141,459,500

Programs and costing details information will be done in the Markham Live master plan design planning process. 35

National Olympic Training Centre - Fieldhouse 1
The vision behind the National Olympic Training Centre is to provide a facility dedicated to the promotion and development of athletes. It will house a state of the art sport medicine clinic and training program, a fitness centre for both Olympic and Paralympic athletes as well as a sport psychology clinic. In addition the project will also house venues for world class level smaller, indoor sport such as Basketball, Volleyball, Badminton, Gymnastics, Table Tennis, Combative Sport such as Judo, Boxing, and Wrestling, Fencing and Tai Kwon Duo Administration offices for the promotion of athletes and athletic programs as well as the overall business unit of the entire Markham Live Sport Complex will be housed in this 150,000 square feet integrated Olympic Training facility . 4 Full Size International Standard gymnasiums (12 Volleyball Courts) Combative Sports Area Artistic & Rhythmic Gymnastics Area Dry Land Training Area Badminton and Table Tennis Area Fitness Centre Health and Wellness Centre
Field house 1 (Olympic Training Centre) Hard Construction Costs Site Preparation Soft Costs (30%) Field house FF&E Land Costs Construction Contingency Construction Escalation (4-5%) Total W/O Parking Parking Spaces (500) Total 150,000 261,562 411,562 GTA (sq. ft.) 150,000 sq ft Costs $ 38,400,000. $ 4,000,000 $15,168,000 $3,000,000 TBD $2,867,000 $2,293,000 65,728,000 $ 18,832,500 $ 84,560,500

Programs and costing details information will be done in the Markham Live master plan design planning process. 36

Trade Centre/Fieldhouse - 2 - GO Transit Underground
This component of the development is intended to have built in flexibility to aid in accommodating other activities to ensure the facility is able to be programmed between events. The intention here is to be able to accommodate larger more complex trade shows over the athletic surface above. The principle athletic program here is an indoor 400 metre track able to accommodate indoor track and field training for both Olympic and Paralympic athletes. It will be able to seat 3000 permanent and 3000 temporary seats for yet greater flexibility. Indoor soccer, fieldhockey, track and field and other tracking facilities It is planned adjacent to the convention centre hotel which affords it further flexibility and efficiencies with shared loading.
Field house 2 / Trade Centre Hard Construction Costs Site Preparation Soft Costs (30%) FF&E Construction Escalation Construction Contingency Land Costs Total W/O Parking Parking Spaces (1,100) Area Specific Infrastructure Sub-total before Go-Transit Funding Parking Funded by Go-Transit Total 717,125 523,125 GFA (sq. ft.) 194,000 Costs $ 69,710,998 $ 4,000,000 $ 26,316,899 $ 4,000,000 $ 4,450,000 $ 5,562,000 TBD $ 114,039,898 $41,431,500 $ 4,400,000 $ 159,871,398 ($ 41,431,500) $118,439,898

Programs and costing details information will be done in the Markham Live master plan design planning process. 37

Twin Towers - Five Star Hotel

A modern five star hotel, Grand Hyatt Markham offers the best of both world - a subtle blend of western and oriental traditions encompassing contemporary hotel design and world-class standards of service. This luxury hotel will punctuate the full development and act as an anchor to support the array of sporting, trade show and other events anticipated. It will have 600 - 800 rooms and include executive and elite suites. It will further be supported by a 3,000 seat ballroom, business centre, conference centre and home to award winning restaurants, including club Oasis Spa and a resort-style indoor pool. A soaring sky garden will look back to the skyline of Toronto and out over Lake Ontario on the South and pastoral Markham beyond Town Centre to the North.
Convention Centre/Hotel Hard Construction Costs Hotel Lobby (one storey) GFA (sq. ft.) 1,190,498 79,406 99,696 50,472 784,688 2,204,760 Costs $239,290,000 $ 24,298,000 $ 25,821,000 $ 14,485,000 $ 56,498,000 $378,256,000 $ 15,130,000 $ 18,913,000 $ 94,564,000 $ 27,000,000 TBD TBD TBD TBD TBD $533,863,000

Conference Centre Restaurant / Retail Parking (1,500) Sub-Total: Escalation All (12 mos - 4%) Construction Contingency Project Soft Costs (fees, permits, misc 25%) FF&E / Equipment budget (allowance) Total Project Cost excluding Land / Financing / Legals GST /PST / Contaminated Soils Retail & Corporate Fit-Out Construction Escalation (4-5%) Total

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

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Convention Centre

The convention centre will make available 300,000 square feet of floor area comparable to the upcoming Ottawa Congress Centre. It will house 100,000 square feet of break out area and will have 35 foot high clearance to the lowest portion of any ceiling. This Facility will also have kitchen, servery and catering service to accommodate everything from concessions to full dining capability. Equipped to meet the needs of any-sized gathering, Markham’s Convention Centre will be a sleek, modern facility that can accommodate groups ranging in size from 40 to 6,000 people, and its 300,000 square feet of flexible exhibit space will be able to accommodate a wide range of floor plan configurations. In addition, the centre will be designed with 50 furnished meeting rooms encompassing 75,000 square feet and two multi-purpose carpeted ballrooms that cover 50,000 square feet and include high ceilings, upgraded features and flexible lighting.
Convention Centre Hard Construction Costs Parking (1,000) Soft Costs (30%) Sub-Total: FF&E Construction Contingency Land Costs Construction Financing GST Financing / Legals Associated Transit Costs Site Development Construction Escalation (4-5%) Total Programs and costing details information will be done in the Markham Live master plan design planning process. GFA (sq. ft.) Costs

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Office Commercial at the Hub
Markham has been designated by Metrolinx as a “Regional Transit Hub.” This has specific language and expectations associated with it. For example, the following text from Metrolinx’s own definition: “Regional transit hubs are major transit station areas with significant levels of transit service planned for them in the Regional Transportation Plan, high development potential, and a critical function in the regional transportation system as major trip generators. They are places of connectivity where different modes of transportation — from walking to high-speed rail — come together seamlessly and where there is an intensive concentration of employment, living, shopping and/or recreation. In addition to serving as places to arrive, depart and wait for transit, successful mobility hubs have the potential to become vibrant places of activity and destinations in themselves.” The Tower office comprise of eight world-class grade A office buildings, all located in Markham Live’s Transit Hub, - the multi-function developments that commands a total area of approximately 400,000-800,000 square metres. The Tower offices will be home to a multitude of world renowned tenants, many of which are listed on the Fortune 500 or are leading firms in their respective industries spanning the areas of high-tech, investment/securities, finance/banking, insurance, accounting, law, pharmaceuticals, media and advertising, luxury goods, provincial and federal government ministries. The typical floor plate for the Tower offices is 3,000 square metres making it the perfect place for large corporate headquarters while offering flexibility for subdivision into smaller operations. Office Commercial Hard Construction Costs Parking (1,000) Soft Costs (30%) Sub-Total: FF&E Construction Contingency Land Costs Construction Financing GST Financing / Legals Associated Transit Costs Site Development Construction Escalation (4-5%) Total 42 Programs and costing details information will be done in the Markham Live master plan design planning process. GFA (sq. ft.) 8,000,000 Costs

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Markham has been designated by Metrolinx as a “Regional transit Hub.” It will be a hub of activity for Markham and a regional centre that is anticipated to grow proportionally faster than the city of Toronto for the next 10 years. In concert with the Markham Sport Complex and the Markham Hotel and Convention Centre, Markham Live will simply redefine Markham and York Region. The malls occupying a total area of 180,000 sq.m. are an integral part of the Metrolinx’s Transit Hub spacing - one of the largest commercial complexes in Canada. Situated in the heart of Markham’s Central Business District and the GTA, the complex is located between the 407 Highway, Kennedy Road, Warden Avenue and Highway 7. The malls will be one of the most popular shopping destinations in the GTA for locals and visitors alike. The malls - a flagship store pooling the world’s top products, department stores and national restaurants and comprised of six theme shopping malls - together, they offer world-class shopping, dining and entertainment facilities never seen before in the GTA. • Zone 1 is a family oriented section that boasts a bright and spacious environment filled with activities • Zone 2 is a flourishing section that captures the upbeat spirit and contemporary lifestyle of Markham • Zone 3 is located in the middle of the mall and connects with the 5 star hotel-featuring international top brands • Zone 4 embodies elegance and sophistication • Zone 5 is a fun-filled area focused on entertainment • Zone 6 will a delectable range of fine dining options, presenting a multitude of world-class restaurants. Hard Construction Costs
Go-Transit Hub Retail (400,000 sq. ft.) Restaurants Parking (1500 spaces) Site Dev (25% of total) Sub-Total: Escalation Allow ( 12mos – 4%) Construction Contingency – Post contract (5%) Proj Soft Costs (Fees, Permits, Misc) Furniture / Equipment Budget Allowance Sub-Total 747,000 358,046 1,224,275 $65,736,000 $17,864,000 $192,655,000 $7,706,000 $9,632,000 $48,164,000 $5,000,000 $70,502,000

World Class Retail Retail at the Hub at the Hub

GFA (sq. ft.)
77,275 400,000

Costs
$29,055,000 $80,000,000

Other Costs: Land/ Financing/Legals/GST, Development Charges by Markham Associated Transit Costs (GO,MTO,YRT/VIVA etc) Retail Fit-Out, Contaminated material, Escalation contingency Total Estimated Project Costs $263,158,000

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

Retail on top of Hub

Retail Underground

Retail on the Street

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Residential at the Transit Mobility Hub
The Oriental Plaza is a unique city-within-a-city in the heart of Markham Live. Commanding a prime 100,000 square metre site area and spanning a total floor area of 800,000 sq. m., Oriental Plaza represents one of the largest commercial and residential complexes in Canada. With a first-class location in Markham Live, Oriental Plaza is unrivalled in the GTA for the sheer scope and quality of its services and facilities. Boasting such extraordinary scale, a highly efficient and hi-tech office concept, a superb range of serviced apartments and an endless array of shopping and leisure offerings, Oriental Plaza is the realization of a grand vision, Markham Live’s new era of business and lifestyle choices. In the very heart of Markham Live, at Oriental Plaza, the epitome of elegant living awaits. The Tower Apartments offer the utmost in comfort and convenience and present the preferred choice for modern living. The Tower Apartments at Oriental Plaza are composed of two luxurious blocks: Millennium Heights and Centennial Heights . Designed with meticulous care and uncompromising attention to quality, the apartments are a luxurious place to call home. Fabulous choice of layout configurations with sizes ranging from 70 square metre to 500 square metre.

Residentail Hard Construction Costs Parking (4,000) Soft Costs (30%) Sub-Total: FF&E, Land Costs, GST Construction Contingency GST Financing / Legals Associated Transit Costs Site Development Construction Escalation (4-5%) Total

GFA (sq. ft.)

Costs

Programs and costing details information will be done in the Markham Live master plan 46 design planning process.

Residential at the Transit Mobility Hub

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Performing Arts Centre
Markham Performing Arts Centre will consist of one 1800 seat proscenium theatre, one flexible 800 seat theatre with a thrust stage and a 500 seat Black Box Theatre for contemporary theatre and theatre workshops. The 1800 seat theatre will be equipped with a fly-tower, an orchestra pit and a trap room. There will be two balconies carrying 1000 of those seats. The Thrust Stage Theatre will be able to be transformed to a theatre in the round for 500 seats. The Black Box Theatre is designed for experimental theatre and for local groups and Theatre Schools to stage smaller productions as well as to accommodate theatre workshops. The grouping will be organized around a courtyard which can be used for outdoor theatre as well.
Performing Arts Centre Hard Construction Costs Parking (1,000) Soft Costs (30%) Sub-Total: FF&E Construction Contingency Land Costs Construction Financing GST Financing / Legals Associated Transit Costs Site Development Construction Escalation (4-5%) Total Programs and costing details information will be done in the Markham Live master plan design planning process. GFA (sq. ft.) Costs

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Multimedia Entertainment Centre
Exquisite style flows through Markham Entertainment Centre’s public and private areas with custom pieces such as carpet, furniture, lamps and fine artwork hand-chosen by a top-notch design team. These pieces intermingle with tasteful and spectacular horticulture, making Markham’s Entertainment Centre a living piece of art. Natural light permeates the 40,000-square-foot atrium at the hotel’s strip entrance, where more than one chirping bird has been spotted flying between the live trees. After the show, the Revolution Lounge and adjoining Abbey Road Bar keep the Beatles vibe going strong. The nightclub experience is in full force at Jet, which appeals to a wide crowd with its three distinctive rooms, featuring different music and atmospheres.
Multi-media Entertainment Centre Hard Construction Costs Parking (1,000) Soft Costs (30%) Sub-Total: FF&E Construction Contingency Land Costs Construction Financing GST Financing / Legals Associated Transit Costs Site Development Construction Escalation (4-5%) Total Programs and costing details information will be done in the Markham Live master plan design planning process. 49 GFA (sq. Ft.) Costs

Spanning the 407 Highway as a Hub Integrator
Image joining Richmond Hill/Langstaff Gateway or the divided Markham Centre (Provincial Growth Centres) by innovations, such as creating useable urban space over the 407 Highway which is an urban separator today. Access and mobility are essential elements of good mega-region building. The interconnection and balance of multiple modes of transportation must be achieved in order to provide access to global and regional economies, reduce traffic congestion, air pollution and enable healthy lifestyles that encourage walking and cycling. Strong transportation links to regional employment centers and other popular destinations reduce a community’s reliance on cars, which, in turn, reduces impacts on the environment. Great cities have vibrant urban districts. These exist at a variety of scales that range from very dense downtown core areas, to medium density mixed-use districts focused around commuter transit facilities, to more traditionally-scaled urban neighborhoods distinguished by corner stores, beautiful residential blocks and pocket parks. The design of urban districts is an art form. It involves the skillful blending of streets, transit, parking, retail, entertainment and access with a rich variety of building typologies to provide choices in housing, commerce together with parks schools and other public facilities. Vibrant urban districts are memorable and provide a rich mix of opportunities for diverse groups of people. In this regionally significant transit node connecting both sides of the freeway is critical. Access to the multi modal centre and the destinations at Markham Live can be improved by developing a seamless connection to lands south of the 407 in Markham Live’s case. This may be accomplished by developing the ‘air rights’ over the freeway with buildings, transit hub, parking facilities or parks. A notable example of this approach is in downtown Seattle where its convention center and parks spans Interstate 5. This provides a key connection across the freeway and allows for additional development. Given the significant investment that is going to be made in the 407 Transitway, it makes sense to spend the money in a way that will maximize benefits to the surrounding community. The most significant such benefit for communities along the 407, such as Langstaff/Richmond Hill Gateway and Markham Centre, would be to remedy the divide created by the 407 Highway itself by spanning the highway with high quality public space and transit station infrastructure. This approach will not only allow the 407 Transitway to stay in its linear highway alignment but will literally stitch divided communities back together. Transit infrastructure will be a bridge between the areas to the north and the south of the 407 highway. Components - Markham Centre Estimated Costs Savings $150,000,000 $ 80,000,000

Eliminate MTO Crossing 407 and back and forth Eliminate dedicated Simcoe Promenade for Viva Parking on South Side of 407 - Cheaper/Easier to construct 407 Rail Transitway Hub Station MTO Markham Centre Hub - Straighter alignment - Most efficient design - Free up 12 acres - Easier transition to integrate Markham Live

$ 24,000,000

Need to design the 407 Transitway and hubs efficiently from both an operations and ridership interface standpoint. Need the transit carriers like VIVA and MTO Transitway Projects to think of the big picture. The 407 corridor is the highest transit priority and has the greatest impact on the GTA economy. Need to use where possible the 407 real estate for transit hubs, etc. Need 50 the 407ETR and MTO to work cooperatively and seamlessly to ensure the best 407 Transitway interfaces possible. A competitive economy is the key fundamental driver.

51

Proposed Work Plan - Next Steps & Challenges
1. Entertainment Venue Determination (Investors) 2. Multi-Media Entertainment Centre Current Provincial Climate (Investors) 3. Memorandum of Understanding (Landowners Group) • Markham Live Land Ownership Group 4. Markham Live Consortium “Memorandum of Understanding (Investors - Syndication) • Master Plan Study – 172 acres in the Markham Live boundaries • Agreement with Landowners involved • Finance Master Plan 5. Markham Downtown Master Plan (incorporating Markham Live) – 172 – 240 acres (Investors/Landowners) • Master Planning (e.g. Peter Calthorpe) • Master Plan Architects (e.g. B+H Architects) • Landscape and Open Space (e.g. Dillon Consulting Limited) • Official Plan Document (Bousfields Inc.) • Consortium Lead Planner (e.g Steve Wynn) • Traffic Planning (e.g. IBI) 6. Secure private sector Investors and involvement strategy (e.g. Investors - Syndication) • How investors participate in ownership 7. Professional Arena and Hockey Franchise (Owner/Investors) • NHL Franchise (Team) Ownership Group • Arena Potential Owners Group • AEG – Entertainment 8. Other (All) • Funding – Master Plan and Communication Activities • Explore Development Permitting with Province • Explore Tax Increment Financing 9. Review of various destination locations – Town/Landowners/Consortium 10. Investing Financing Opportunities - China (i.e. Beijing, Nanjing, Shanghai, Zhengchou, Macau, Taiwan) 11. Pursuing 407 Transitway – advancing construction/financing (Metrolinx / Fed Gov’t / Prov Gov’t) 12. Funding for Markham Sports Complex (All Levels of Government) • National Aquatic Centre • National Olympic Training Centre • Indoor Field house/Trade Centre 13. Prepare for a “shovel ready” Markham Sports Complex” (e.g. B+H Architects) • National Aquatic Centre 14. Visual Preference Survey

52

Markham Live – P3 Expression of Interest
P3 MOU and Verbal – Expression of interest • Jiangsu Province Jianxin Group • Baiquan (U.S.A.) Investment Group Co. Ltd. • Shanghai Construction Co. • Zhengdao Industry Company, Limited, Henan, China • Nanjing Jinling Chamber of Commerce • Hong Kong Construction Company • South China Railway Company • Maylink Investment Inc. Landowners Letters of Support • The Remington Group • Times Development Group • Markham Development Corporation • GPMA Real Property Government Letters of Support • Go-Transit/ MTO/ORC / • PIR • York Region • Pubic and Separate School Boards

53

Land Owners

Id No 5A* 5B 7A* 7B 8 9 10 11 12 13 14 16 17 37 54

Registered Owner Name Ruland Properties Ruland Properties Ruland Properties Ruland Properties G0-Transit (Metrolinx) Ontario Realty Corp YMCA of Greater Toronto The Town of Markham Markham Centre Development Corporation GPMA Real Property The Town of Markham Markham Centre Development Corporation Sylmatt Trak’s Communications Ltd. Markham Live Total Land Area

Company The Remington Group The Remington Group The Remington Group The Remington Group Metrolinx Ontario Government YMCA of Greater Toronto Town of Markham Markham Centre Development Corporation Town Of Markham Town of Markham Markham Centre Development Corporation Sylmatt Markham Honda

Contact Rudy Bratty Rudy Bratty Rudy Bratty Rudy Bratty Gary McNeil David Livingston Madhmedhat Mahdy Andy Taylor Charlie Moon Andy Taylor Andy Taylor Charlie Moon Mike Kopansky Kap Dilawri

Title President & CEO President & CEO President & CEO President & CEO Executive V.P. & G.M. President & CEO

Bus Telephone 905-760-2600 (215) 905-760-2600 (215) 905-760-2600 (215) 905-760-2600 (215) 416-869-3600 (5367) 416-327-3933 4851)

Email rbratty@bratty.com rbratty@bratty.com rbratty@bratty.com rbratty@bratty.com garym@gotransit.com madhmedhat.mahdy@ymcagta.org ataylor@markham.ca Moon@yorkvillecorporation.com ataylor@markham.ca ataylor@markham.ca moon@yorkvillecorporation.com mike.kopansky@millergroup.ca J_kirshner@dilawrigroup.com

Acreage 46.04 63.82 18.77 31.37 10.09 4.00 10.37 6.54 12.96 2.03 5.12 5.00 6.00 169.56

david.livingston@infrastructureontario.ca12.26

416-413-1020 (2348) President Chief Administrative Officer 905-477-4705 President & CEO 416-923-2300 (222)

Chief Administrative Officer 905-477-4705 Chief administrative Officer 905-477-4705 President & CEO President President 416-923-2300 (222) 905-475-6397 (5269) 905-762-7300

* Not to be included in Markham Live but will be planned for integration into the project/area

Proposed Action Plan & Budget – “Markham Live” City Centre
Markham Live Master Plan – Retail/Entertainment/Hospitality/Sports $????? $????? Programming / Planning – National Aquatic Centre Develop a Master-Plan for Markham Live

Shovel Ready Action Plan – National Aquatic Centre
Markham Sports Complex Master Plan Programming / Planning – National Aquatic Centre Development a Master-Plan for the Markham Sports Complex • Aquatic Facility / Arena Centre / Field House (400m Track) • Fieldhouse 2 (gymnastics, basketball, volleyball, badminton, table tennis and combative Sports • Transit hub including facilities for GO Transit, 407 Transitway, VIVA/YRT/TTC, retail, food services, Provincial and Federal Association Offices and structure parking • Fitness Centre, Health Sciences Research Centre, Sports Club Offices, Meeting Rooms and Wellness Centre • Accommodation for a hotel and convention centre

• National Aquatic Centre / NHL Arena / Field House 2 (200m Track – Trade Centre) • Fieldhouse 1 (gymnastics, basketball, volleyball, badminton, table tennis and combative Sports, structure parking • Transit hub including facilities for GO Transit, 407 Transitway, VIVA/YRT/TTC, major retail (i.e. Eaton Centre), food services, structure parking • Fitness Centre, Health Sciences Research Centre, Sports Club Offices, Meeting Rooms and Wellness Centre • Accommodation for a 5 Star Hotel and Convention Centre • Market Strategy for Office/ Commercial and Strategy for Retail tying into hub • Strategy for culture (i.e. Performing Arts Centre) Modeling, Marketing, Quantity Surveying, Updated Presentation Material/Application Ready Costing $????? 3D Presentation Material

Architectural Drawing & Fee for Phrase 1, the Aquatics Centre with the schedule milestone challenge of being “shovel” ready in four months $650,000 $650,000 Schematic Design (12.5 total basic Architectural Service Fees) Design Development (2.5 basic Architectural Service Fees)

• Modeling – Calthorpe’s Langstaff – Markham Centre – Hub/Retail Destination • Drawings – of Reconfigured Site Arrangement and suggested layouts • Capital Costing Information and who pays for what • Renderings • Animation • Physical Model $????? Investor and government Relationships

$2,600,000 Construction Documents and bidding and Approvals including the following: • Design Start Date Dec 1st, 2009 • Tender 1 Rough Excavation April 15th, 2010 • Tender 2 Finish Excavation and Foundation May 3rd, 2010 • Tender 3 Super Structure June 24, 2010 • Tender 4 Envelope June 30, 2010 • Tender 5 Interiors July 8, 2010 • Tender 6 FF&E July 16, 2010 Opening Ceremonies Oct 1st, 2011

• Presentation / Investment Prospectus / Lobbying NHL / Investors / Governments / Communication System – Collaboration Tools and Website (Intranet and Internet) • NHL Lobbying $????? $????? __________ $?????? Contingency Preparation of Revised City Centre “Markham Live” Master Plan

55

Yonge Street Request For Proposal (DBFM)Motion
(Design Build Finance Maintain)

407 Transitway Public Private Partnership
P3 Definition: A public-private partnership is, “A cooperative venture between the public and private sectors, built on the expertise of each partner, that best meets clearly defined public needs through appropriate allocation of resources, risks and rewards.” There must be a transfer of risk evident in the arrangement. A contribution from the private sector in kind or risk evident in the arrangement. A contribution from the private sector in kind or actual payment (a sponsorship for example), with no risk obligation would not meet the test in our organization’s definition. - Jane Peatch, Executive Director, Canadian Council for Public-Private Partnerships Without the risk factor, such deals are just privatization of public assets, which often creates effective monopolies. This is ironic for two reason: (1) most government procurement processes emphasize competitive bidding, and (2) companies specializing in the privatization of public utilities claim they will be more efficient because of the competitive pressures that typify the private sector. The effect of these abusive contracts, unfortunately is usually to shield the winner from competitive pressures, thus neutralizing both of those factors. Partnering is always needed when risk needs to be transferred to the private sector. What is Design-Build? Design-build is an integrated delivery process that has been embraced by the world’s great civilizations. In ancient Mesopotamia, the Code of Hammurabi (1800 BC) fixed absolute accountability upon master builders for both design and construction. In the succeeding millennia, projects ranging from cathedrals to cable-stayed bridges, from cloisters to corporate headquarters, have been conceived and constructed using the paradigm of design-build. Return to the time-honored approach of the Master Builder, where a single source has absolute accountability for both design and construction. When the citizens of classical Greece envisioned their great temples, public buildings and civil works, master builders were engaged to both design and construct these monumental structures. Master builders accepted full responsibility for integrating conceptual design with functional performance. To assume anything less than complete accountability for delivering a project was unthinkable. Throughout each massive logistical undertaking, they commanded skilled craftsmen, procured time-tested materials, and controlled every aspect of the project. A master builder was the chief architect, engineer and builder molded into one. Enduring structures such as the Parthenon and the Theatre of Dionysus are testimony to an age and a process that are greatly admired, though the process was thought to be virtually abandoned by modern designers and constructors. Today, however, there is a resurgence of the master builder’s approach in the new world. Informed owners have begun asking practitioners to take more than just an artistic (and more than simply a means and methods) interest in their facilities. Steeped in the work ethic exemplified by the ancient master builders, today’s design-build process offers reassurance that the design and construction industry can deliver comprehensive services. This valued assurance can only be provided by a singular source. Design-builders want full accountability for architecture, engineering and construction. In fact, like the ancient Greek master builder, they insist on it. By knowledgeably pursuing design quality, and by effectively controlling costs and schedule, a design-builder makes certain that concept-to-completion is more than idle discourse. It is a reality carved in stone. For more info: http:www.cdbi.org 56 - Source: Canadian Design Build Institute

Moved by:

Regional Councillor Jim Jones

Seconded by: Mayor Frank Scarpitti Subject: Yonge Subway Resolution to the Premier, Ministers of Public Infrastructure Renewal/Energy and Transportation
Whereas on June 15th 2007, the Honorable Dalton McGuinty Premier of the Province of Ontario and the Honorable Donna Cansfield then Minister of Transportation made a joint Announcement”Move Ontario 2020”, and Whereas this joint announcement stated “ The Ontario Government is launching a multi-year $17.5 billion rapid transit action plan for the Greater Toronto Area and Hamilton that will deliver jobs and investment by reducing congestion”, and Whereas the Premier also stated “Tackling gridlock is one of the most important things we can do to build a strong and prosperous economy” and “Building a modern rapid transit system that moves people and goods quickly and efficiently will ensure we can attract and keep thousands of good highpaying jobs”, and Whereas the Premier also stated “The time to make this sort of ambitious but realistic investment is now. Our economy demands it” and Whereas the Premier went on to say “What is more, our families deserve it, because gridlock not only saps strength out of our economy, it steals time from our families” and Whereas the projects listed as priorities in the Premier’s announcement included the extension of the “Yonge Subway line to Highway 7”, “Expanded express bus service across Highway 407” and Toronto’s Transit City vision for light rail across the city, and Whereas Transportation Minister Donna Cansfield said the projects will be built over the next 12 years and financed over 50 years, and Whereas the Premier stated that “The GTA is one of the fastest growing regions in North America, increasing its population by approximately 100,000 people – and 50,000 cars – every year. Commuting in the GTA currently takes 32 per cent longer than it would in free-flowing conditions. The economic cost of congestion in the GTA is $6 billion per year, this will rise to $15 billion in 12-15 years if action is not taken now”, and Whereas recent transit initiative announcements by the Premier go a long way to achieving the Move Ontario 2020 vision, and Whereas the Region of York immediately after the June 15th 2007 Move Ontario announcement began the Environment Assessment for the Yonge Subway Extension at its cost to assist the Province in meeting its defined needs, and Whereas the Minister of the Environment has approved the Environment Assessment, leaving the Subway extension virtually shovel-ready, and Whereas the Town of Markham has completed a Transit Oriented Secondary Plan calling for in excess of 1,000 people and jobs per hectare (15,000 dwelling units and 20,000 full time jobs on 45 hectares) and the Town of Richmond Hill is completing a Secondary Plans for a major Transit Oriented Development, both at the Richmond Hill/Langstaff Gateway, and Whereas a platform capacity problem has been identified at the Bloor Yonge Subway Stations and whereas the large building slated for development on the Southeast Corner of Yonge and Bloor has been put on hold, this would be an ideal time to begin construction to expand the capacity of the stations, and Whereas the funding to VIVA for Yonge Street and Highway 7 Bus Rapid Transit is appreciated, there is the one noticeable gap, being the Yonge Street Subway extension, which leaves buses in mixed traffic and gridlock from Highway 7 to Finch Ave, and Whereas the Province of Ontario is in a position that is not equal in many places in the world, that is to have a made in Ontario Subway Solution: the tunnel boring machine, the rails, and subway cars are made in Ontario, the funding can be from Ontario sources and the leading engineers for subways are Ontario engineers, Ontario architects can design all stations and this province has some of the best contractors in the world. Now, Therefore be it resolved that the Honorable Dalton McGuinty, Premier of Ontario be requested to initiate the public process to implement the alternate financing method for the immediate Finance, Design, Build for the Yonge Subway Extension and the Yonge Bloor platform modification project and implement value engineering to study cost reductions, and Further that the environmental assessment be modified to leave the subway alignment on Yonge Street at Richmond Hill Centre and that consideration be given to a 1.0 kilo meter extension to 16th Avenue and Yonge Street. .cc : Ontario Minister of Energy and Public Infrastructure Renewal Ontario Minister of Transportation Metrolinx Ontario Minister of Environment Town of Richmond Hill Ontario Minister of Finance City of Vaughan

407 Transitway Express of Interest RFP Proposal (DBFAOM) Motion
(Design Build Finance Administrate Operate Maintain)
Moved by: Regional Councillor Jim Jones Seconded by: Councillor Alex Chiu Motion: That the Premier create a panel of world class transportation and economic experts to determine the best High-Speed Technology to be used for the 407 Transitway (i.e Iron Wheel or MegLev etc) and, That the Expert Panel prepare a methodology for Expressions of Interest to Design, Build, Finance, Administer, and Operate the 407 Transitway for 50 years horizon and beyond; and, That the Expression of Interest include, consideration of: „ Design of the 407 Transitway for maximum speed and efficiency z z „ „ „ „ Local Express Oshawa to Burlington Montreal-Toronto-Windsor - 200 kilometers an hour - 500 kilometers an hour

407 Corridor Transit Oriented Development Study Motion
Moved by: Seconded by: Regional Councillor Jim Jones Councillor Alex Chiu

That the Government of Ontario through the Growth Secretariat undertake a comprehensive Transit Oriented Development (TOD) study along the 407 corridor for the purpose of identifying the real development potential, to optimize transit ridership and based on the best high-speed rail transit network solutions (Utilizing a 50 year horizon and beyond) and, That the study be undertaken by an world-class expert team selected by the province and, That the study include the following: • • • • • • • • • All planned 407 Rail Transit Stops All GO-Transit stops upstream and downstream from the 407 Transitway All Light Rail Transit (LRT) lines that cross the 407 Transitway and include all their upstream and downstream station stops All Subway extensions that cross the 407 Transitway and include all planned station stops Transit Oriented Development potential within walking radius of each station and of each feeder station Looking at burying line within a km radius of the 407 Transitway Hubs or Gateway Stations Building concourses across the 407 linking divided communities or isolated by the 407 Highway Using TIF’s - don’t encourage sprawl The Premier instruct all the ministries, agencies, 407ETR and Hydro One to work together for the good of the economy and make it happen

Options that could include an elevated track Station locations that generally be not less than 4 kilometers apart Major anchor hubs that incorporate Transit Oriented Development, minimum standards in accordance with Growth Secretariate Plans and Studies That the railbed be as direct as possible and not incorporate Texas T’s z Engineering the most direct route and then mitigate the environment

„ „ „ „ „ „ „ „ „

That the railbed shall be environmentally friendly and practical (should be elevated for cost efficiency and speed) The 407 Transitway being the highest order of transit and remain in the 407 right-of-way Electrified transit rail (renewable energy based) Dwell Time be 30 seconds at each station Planned speed between stations should be 130-150 km per hour (same as BART Transit System in San Francisco) No stops at only parking lots Planned journey from Burlington (Freeman Interchange) to Oshawa (Harmony) (roughly 120 km) should be approximately 1 hour 407 Transitway should be design for high-speed Rail Transit (forget bus) and never leave the 407’s Right of Way (ROW) The 407 Transitway Design options to considering the integration with the Windsor/Montreal high-speed train

That the study be based on the economic development potential for the 407 corridor for a 50 year time horizon and beyond and not the current 20 year community plans and, That the Province takes the lead on Transit Oriented Development (TOD) and Transit Dependent Development (TDD) That the Honorable Dalton McGuinty, Premier of Ontario be requested to immediately commence and complete the 407 Corridor Transit Orientated Development Study.
cc : Ontario Minister of Energy and Public Infrastructure Renewal Federal Minister of Environment Ontario Minister of Environment York Region Metrolinx City of Ajax Federal Minister of Transportation Ontario Minister of Transportation City of Vaughan City of Burlington City of Pickering Federal Minister of Finance Ontario Finance Minister Peel Region City Brampton City of Oakville

That the Environment assessment be undertaken for the entire planned Highway 407 Transitway, and be based on a transit solution that extends 50 years and beyond; and, That an initial transitway line be installed between Cornell/Markham and Highway 403/407 and be implemented as a prototype for clean, high speed technology. (This corridor crosses five GO-Transit lines and two planned Go-Transit lines, three planned light rail lines (LRT) and two planned subway lines); and further, That the Honorable Dalton McGuinty, Premier of Ontario be requested to initiate a process to expedite the planning, design, implementation and construction of the 407 Transitway, which is the most strategic transit infrastructure joining all communities in the GTA mega-region. This will give access to the 100s of thousands of jobs and residences in the 407 corridor. cc: Ontario Minister of Energy and Public Infrastructure Renewal Federal Minister of Environment Federal Minister of Transportation

Halton Region Durham Region City of Oshawa

Town of Richmond Hill Town of Milton Town of Whitby

Federal Minister of Finance Ontario Minister of Transportation Peel Region Town of Richmond Hill Town of Milton City of Pickering

Ontario Minister of Environment Ontario Minister of Finance Halton Region Metrolinx York Region City of Vaughan City Brampton Simcoe County City of Burlington City of Oakville Durham Region City of Ajax Town of Whitby City of Oshawa

57

Capital Costs Land Expropriation Costs

$

0

Ban

tr y

Ave .

Richmond Hill Subway Station

Richmond Hill/ Langstaff Gateway UGC and Mobility Hub
High Rd. Tech

Business Expropriation Costs $ 0 Construction Costs Subway $ 75,000,000 Go-Transit $ 10,000,000 407 Transitway $ 30,000,000 Bury the Hydro Lines $ 100,000,000 Bus Terminal Relocation $ 10,000,000 Economy Costs - 100 years Lost Time Costs - Citizens 0 Land Reclaimed - 100 acres $ 250,000,000 Operation/Maint Costs-Trains $ 0 Improved Bus Circulation $ 250,000,000 Reclaim Land - Developable $ 5,000,000,000

Bayvie w Ave.

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Richmond Hill Centre
Langstaff GO Station
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Highway 7 Transitway
Cedar Ave.

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Highway

407

Highway 407 Transitway

407 Transitway Proposed Station

407 Rail Transitway With Its Own ROW - Yonge Subway on Yonge Street, Go-Transit stays put
58

ek

407 Transitway Proposed Station
Bayvie

Langstaff Gateway
Pom
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Sycamore Dr.

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Langstaff Subway Station

GO i Ra l

TRANSIT CONCEPT
RICHMOND HILL/LANGSTAFF GATEWAY Ontario, Canada December 9, 2009
0m 100m 200m 300m 400m

Proposed Park’n’Ride
St. Yonge

Designer 407 ROW Viva PCA MTO 1 MTO 2 Viva MTO

Langstaff 407 Transitway Alternatives
Dwell Times Cost to Build .30 50m 1.00 3.00 3.00 5.00 10m 500m 500m a yr 50m 0m a yr

Taking 407 Rail Transitway to the Local Viva Bus Terminal

Lost Citizen time

0m a yr 200m a yr

100m a yr

Estimates are not MTO’s Capital Costs Land Expropriation Costs $ 150,000,000 Business Expropriation Costs $ 100,000,000 Construction Costs Subway $ 200,000,000 Go-Transit $ 20,000,000 407 Transitway $ 300,000,000 Economy Costs Lost Time Costs - Citizens $ 1,000,000,000 Operation/Maint Costs-Trains $ 1,000,000,000 Reclaim Land - bury hydro $ 5,000,000,000

59

Cost To Bury Hydro Lines
Per Line - 8-11 million per km Tunnel - 2.5 Million a km

60

Environmental Sustainability: 407 Transitway Integrated Systems District & Neighborhood Communities
• Utilize state of the art utilities and servicing Cogeneration Plant and District Heating system Review feasibility of alternative waste treatment (e.g., anaerobic digesters) Integrated Solid Waste Recycling

Environment Green InitiativesStandards

Sustainability: Envac (Automated Waste Collection)
• Underground network for transportation of municipal and commercial waste. Where to install: central courtyards, next to playgrounds, bike sheds, gardens.

Open Space Design: Linear Park West
• Linear park blocks have varied open space amenities. Mixed active and passive rec areas. Public ground floor uses in adj. bldgs activate park space at all hours. Continuous street trees create intimate park environment

Ferris + Associates Inc.
Landscape Architecture and Urban Design

Sustainability: Building Systems
• • Green Roofs On-site waste and water recycling Wind and solar capture Passive heating and cooling

Ferris + Associates Inc.
Landscape Architecture and Urban Design

61
Ferris + Associates Inc.
Landscape Architecture and Urban Design

Highway 407 Transitway Green Corridor - “The Golden River” - GTA Mega-Region’s Economic Generator 407 Transitway - “Levels the Playing Field”
407 Transitway Corridor Design Imperatives
Ensure the 407 Transitway has instant ridership success day one The aim is to design and build the 407 Transitway to move people as efficient and timely as possible The goal would be to achieve a 80% modal split by creating great Transit Dependent Development Nodes „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ „ Can’t get 407 Rail Transit without Density and Can’t have Density without Rail Transit (conundrum) Bury the hydro lines where it is economical around major transit nodes and reclaim the land for TOD transit dependent development (eliminate the blight - return the earth to be more environmentally friendly and humane ) Design, Build and Integrated, rail transit dependent complete communities (retail, office, residential, entertainment, recreation, institutional parks and the public realm) Transit Oriented Development Built Form at 10-12 times FSI - 700-1000 jobs or people per hectare Build concourses, atriums, convention centre, sports facilities and fieldhouses over the 407 Transitway to link both sides of the 407 when and where appropriate Redirect the population growth to the 407 Transitway’s integrated Transit Dependent Development Nodes along the 407 corridor Use the 407 Corridor Lands efficiently - create a great pubic realm No surface parking - underground and structured paid parking only Design 407 rail transitway for 10,000 - 100,000 transit riders per hour 407 Rail Transitway should never leave the 407’s Right-of-Way (ROW) Harness the Power of the Grid - create a versatile competitive network for the people living in the GTA Mega-Region - 8 Go-Transit Lines, 4 LTRs and 2 Subway Line plus 10-20 Bus Transit lines interfacing at station stops and will stimulate more north/south LRTs No station stops should be planned just for parking All station platforms are 200-300 metres long - to accommodate trainsets of 200 metres plus Create the Mega-Region’s 407 Rail Transitway spine (the 407 TransitwayNetwork should be the Metrolinx Board’s highest priority If a 53 Station 407 Transitway (milk-run) station design is needed, then design for 4 tracks instead of just two tracks Rail Transit Network should be design to be an synchronous network versus an asynchronous networks we currently have 407 Transitway E/A should be designed for high-speed Rail Transit (forget bus - obsolete business plan) Current Environment Assessment (E/A) Process is obsolete for Rail Transit - should be based on cost to build , operate and efficiency for both the transit rider and transit operations and then mitigate the environment GTA Economy Productivity: The 407 Rail Transitway should be designed and planned for a total of one hour trip across the GTA which includes travel and dwell time from Burlington (Freeman Interchange) to Oshawa (Harmony) roughly 140km The design and build for the 407 Rail Transitway should be grade separated and elevated tracks only

Financial and Economy Consideration
„ „ „ „ „ „ „ „ „ „ „ „ „ „ 407 Transitway - Key Economy Generator - Helps Establishes a Worldwide Competitive GTA Mega-Region for jobs and investments Develop a Competitive P3 and ensuring it is win for all parties Create a Re wealth, Re-Development versus De wealth, Development Environment Create special development tools for the 407 TDD Transitway project Fares - basic & distance Work with MCAP to not tax underground parking and structure parking in the 407 Corridor but tax surface parking Automatic Collection method - RFID - eliminate cash Using TIF’s - should ensure it discourage sprawl Re Wealth the 407 Transitway Corridor spine and Environment - Up to $1 Trillion opportunity - after development it should be a great place to live and truly transit dependent development Involved the Pension Funds - P3 or Alternative Financing Method - Develop a comprehensive holistic financial development solution Encourage larger size apartment/condo units - maybe development charges are the same for all unit sizes /reduce property tax Investigate the possibility that the tracks in the evening 11pm - 5 pm could be used for freight Premier instruct all the ministries, agencies, crown corporations, 407 ETR and Hydro One to work together for the good of the GTA meg-region economy and premier police this initiative it to ensure that it is happening on a on-going basis MTO, PIR, Finance, Metrolinx, Hydro One, 407ETR, Minister of Environment, should become part of the Can Do Team versus being the Can’t Do Team opportunity, home for approximately 2 million people, 840 -800,000 jobs, 125,000,000 square feet of office/commercial and 750,0001,000,000 transit trips a day when fully build-out Eliminate 15 million tons of CO2 emissions a year with a savings of $3,000,000,000 a year Help eliminate Gridlock with a savings of $10-15 billion dollars a year Eliminate the need for 10,500,000,000 gallons of fuel a year Eliminate 350,000,000,000 vehicle miles travelled a year in the GTA, saving 42,125,000,000 litres of fuel a year Reduces health care costs because less pollutants going into the atmosphere TDD - 1,000,000 cars off the road - 1,000,000 people will be taking transit on a daily basis over time - as 407 corridor get build-out York Region 407 Transitway Hubs - Approximately 4km spacing

The Premier become involved in the transformation of the 407 Transitway Corridor

„ Places to Grow - 407 Transitway Corridor will contribute Up to $1 trillion dollars in economic development
„ „ „ „ „ „

Design, Build & Integrate the TOD (TDD) Development along the 407 Transitway Solarize the 407 Highway Corridor - 407 - “The Green 407 Corridor” Design the 407 Rail Transitway for speeds of 200 km per hour for local transit and 500 for high-speed from Montreal to Windsor Design speed of 130-150km per hour between 4km station stops - faster for express or longer distances Dwell time at all stations stops - 30 seconds - 407 Transitway is highest level of transit Design an grade-separated, elevated, straight as possible, electrified 407 Rail Transitway Eliminate Rupe Goldberg Interfaces - it seriously marginalizes 407 Transitway Investment - quite frankly it is an insult to the engineering profession Design the 407 Transitway Corridor to reduce the Carbon Footprint significantly Design, Build & Integrate as efficient and as tightly integrated as possible from the ground up an TDD & 407 Transitway Environment

Municipality
Vaughan

YR Anchor & Gateway Hubs
Martin Grove/Kipling - Hwy 27 Bolton Go-Transit Vaughan Corporate Centre Bradford Go-Transit Bathurst Street

Hydro Costs
52,000,000 35,000,000 71,000,000 35,000,000 35,000,000 100,000,000 35,000,000 35,000,000 120,000,000 55,000,000 $573,000,000

Acres
100 100 700 100 20 400 100 100 500 100 150 2,370

Units
20,000 20,000 60,000 20,000 5,000 30,000 10,000 10,000 35,000 10,000 10,000 230,000

Pop
35,000 35,000 125,000 35,000 2,500 70,000 25,000 25,000 80,000 25,000 25,000 482,5000

Office sq ft.
2,000,000 2,000,000 20,000,000 2,000,000 1,000,000 10,000,000 2,000,000 2,000,000 15,000,000 1,000,000 2,000,000 59,000,000

Jobs
10,000 10,000 100,000 10,000 5,000 40,000 10,000 10,000 60,000 5,000 10,000 270,000

Markham

Langstaff/Richmond Hill Leslie Street Woodbine Avenue Markham Centre Markham Road - Hwy 48 Havelock / Don Cousen Pky

62 Should be designed with automated train control
Train Frequencies - 12 trains an hour in peak times and 6 Trains in off peak times (6 car trains initially expandable to 12 car trains) York Region

Design and Build Integrated 407 Communities within the 407 Transitway Corridor
Station No Transit Station Distance Between Stops KMs
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 221323 2424 2525 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 Burlington Freeman Interchange /407 Dundas /407 Appleby / 407 Bronte / 407 Neyagawa / 407 Trafalgar / 407 Ridgeway / 407 Britannia / 407 Darry / 407 Milton Go-Transit Line / 407 - CP Galt Winston Churchill / 407 Mississauga Road / 407 Mavis / 407 Brampton/Hurontario/407 Highway 410 /407 Dixie Road / 407 Georgetown Go-Transit/407 -Torbram/Bramalea Airport Road /407 Goreway Road / 407 Highway 50 / 407 Highway 27 / 407 Martin Grove / 407 / Kipling Bolton Go-Transit/407 Pine Valley / 407 Weston Road / 407 Vaughan Corporate Centre/407/Jane LRT Keele Street / 407 Bradfort Go-Transit/407 Dufferin / 407 Bathurst Street / 407 Langstaff/Richmond Hill Go-Transit - Yonge Street /407 Bayview Avenue / 407 Leslie Street LRT/407 Woodbine Roddick/407 Warden Avenue / 407 Markham Centre /407 McGowan Road / 407 Markham Road-Highway 48 / 407 Nineth Line /407 Havelock Go-Transit / 407 York Durham Line Whites Road - Seaton/Pickering Airport / 407 Dixie Road - 407 Brock Road / 407 Duffin Heights / 407 Westney / 407 Lakeridge /407 Highway 12 - Brooklin / 407 Thickson /407 Simcoe / 407 3.0 2.1 1.1 1.9 1.6 2.3 .9 2.6 2.0 2.3 2.0 1.5 2.1 1.7 1.8 2.0 2.0 1.9 1.6 2.7 2.2 2.2 1.3 5.8 3.6 3.0 4.6 3.0 2.6 3.5 3.0 1.3 3.3 2.7 3.1 2.1 2.0 2.9 2.4 2.4 1.3 2.1

Dwell Time Seconds
300 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60 60

Timings Between Stops
3.30 2.02 2.23 2.30 1.42 1.33 2.01 1.46 .68 2.01 1.32 1.38 1.13 1.19 1.22 1.22 1.22 .68 1.20

Parking Spaces

Station Costs

Parking Revenue

Section Construction Costs

Hydro Line Buried-Km

Hydro Costs

Number of Acres Freed Up
50 150 150 150 150 150 150 150 150 150 80

# of Units

Est. Population

Ridership Ridership Daily Revenue

Office SF

Jobs

1500 800 800 800 800 600 2000 1000 1000 1000 800 1000 1000 800 800 800 1500 1000 1000 700

$25,000,000 $15,000,000 $15,000,000 $15,000,000 $15,000,000 $15,000,000 $25,000,000 $15,000,000 $15,000,000 $25,000,000 $15,000,000 $15,000,000 $15,000,000 $25,000,000 $15,000,000 $15,000,000 $25,000,000 $15,000,000 $15,000,000 $15,000,000 $15,000,000 $15,000,000 $30,000,000 $15,000,000 $15,000,000 $30,000,000 $15,000,000 $30,000,000 $15,000,000 $15,000,000 $50,000,000 $15,000,000 $15,000,000 $15,000,000 $15,000,000 $30,000,000 $15,000,000 $15,000,000 $15,000,000 $30,000,000 $15,000,000 $15,000,000 $15,000,000 $15,000,000 $15,000,000 $15,000,000 $15,000,000 $15,000,000 $15,000,000

$3,750,000 $2,000,000 $2,000,000 $2,000,000 $2,000,000 $2,000,000 $5,000,000 $2,500,000 $2,500,000 $2,500,000 $2,000,000 $2,500,000 $2,500,000 $2,000,000 $2,000,000 $2,000,000 $3,750,000 $2,500,000 $2,500,000 $1,750,000 $1,750,000 $1,750,000 $3,750,000 $2,000,000 $2,000,000 $6,250,000 $2,000,000 $3,750,000 $2,500,000 $2,500,000 $6,250,000 $3,000,000 $2,500,000 $2,000,000 $2,000,000 $6,250,000 $1,750,000 $2,500,000 $2,000,000 $3,750,000 $1,250,000 $1,250,000 $1,250,000 $2,500,000 $1,250,000 $1,250,000 $2,000,000 $2,000,000 $2,000,000

290,000,000 180,000,000 150,000,000 230,000,000 150,000,000 130,000,000 175,000,000 150,000,000 65,000,000 165,000,000 135,000,000 155,000,000 105,000,000 100,000,000 145,000,000 120,000,000 120,000,000 65,000,000 105,000,000 2.0 1.0 1.0 1.5 1.5 1.0 1.0 1.5 1.0 150,000,000 105,000,000 155,000,000 95,000,000 80,000,000 115,000,000 45,000,000 130,000,000 100,000,000 115,000,000 100,000,000 75,000,000 105,000,000 85,000,000 90,000,000 100,000,000 100,000,000 95,000,000 80,000,000 135,000,000 110,000,000 110,000,000 65,000,000 1.5 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 3.0 .5 1.0 1.5 1.0 3.5 1.0 1.5 71,000,000 35,000,000 35,000,000 52,000,000 52,000,000 35,000,000 35,000,000 52,000,000 35,000,000 52,000,000 35,000,000 35,000,000 35,000,000 35,000,000 35,000,000 35,000,000 35,000,000 35,000,000 35,000,000 100,000,000 18,000,000 35,000,000 52,000,000 0 115,000,000 35,000,000 52,000,000

10,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 15,000 15,000 10,000 15,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 50,000 10,000 10,000 10,000 5,000 30,000 3,000 10,000 3,000 5,000 35,000 3,000 10,000 1,000 15,000 15,000 10,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000

25,000 60,000 60,000 60,000 60,000 60,000 60,000 60,000 60,000 60,000 60,000 35,000 25,000 35,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 25,000 35,000 25,000 25,000 125,000 25,000 25,000 25,000 12,500 75,000 7,500 15,000 7,500 12,500 80,000 7,500 25,000 2,500 35,000 25,000 25,000 50,000 50,000 50,000 50,000 50,000 50,000 50,000

10,000 24,000 24,000 24,000 24,000 24,000 24,000 24,000 24,000 24,000 14,000 14,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 14,000 10,000 10,000 10,000 5,000 30,000 3,000 6,000 3,000 5,000 32,000 3,000 10,000 500 14,000 10,000 10,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000

100,000 240,000 240,000 240,000 240,000 240,000 240,000 240,000, 240,000 240,000 140,000 140,000 100,000 100,000 100,000 100,000 10,000 100,000 100,000 100,000 100,000 10,000 100,000 100,000 100,000 100,000 100,000 100,000 100,000 50,000 300,000 30,000 60,000 30,000 50,000 320,000 30,000 100,000 5,000 140,000 100,000 10,000 20,000 200,000 200,000 200,000 200,000 200,000 200,000

2,000,000 3,000,000 3,000,000 3,000,000 3,000,000 3,000,000 3,000,000 3,000,000 3,000,000 3,000,000 2,000,000 2,000,000 3,000,000 2,000,000 2,000,000 2,000,000 2,000,000 2,000,000 2,000,000 2,000,000 2,000,000 2,000,000 2,000,000 2,000,000 2,000,000 20,000,000 2,000,000 2,000,000 1,000,000 0 10,000,000 0 2,000,000 2,000,000 1,000,000 15,000,000 0 2,000,000 0 3,000,000 2,000,000 6,000,000 2,500,000 2,500,000 2,500,000 2,500,000 2,500,000 2,500,000 2,500,000

10,000 15,000 15,000 15,000 15,000 15,000 15,000 15,000 15,000 15,000 10,000 10,000 15,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 100,000 10,000 10,000 5,000 0 40,000 0 10,000 10,000 5,000 60,000 0 10,000 0 15,000 10,000 30,000 12,500 12,5000 12,500 12,500 12,500 12,500 12,500

80 50 50 50 50 50 50 50 50 50 50 50 50 50 80 50 50 50 25 100 25 70 80 40 110 50 70 30 100 150 150 150 150 150 150 150 150 150

1.80 1.10 .61 1.12 1.03 1.20 .39 1.35 1.10 1.22 1.10 .59 1.10 .58 1.06 1.09 .59 1.3 1.3 1.35 1.11 1.21 1.14

700 700 1500 800 800 2500 800 1,500 1000 1000 2500 1200 1000 600 600 2500 700 1000 600 1500 500 500 500 1000 500 500 800 800 800

50 51

Harmony /407 - Oshawa Courtice /407 - Highway 115/35
Total

60 300

1000 500 50,850

$15,000,000 15,000,000 $910,000,000

$2,500,000

150 150

20,000 20,000 880,000

50,000 50,000 1,920,000

20,000 20,000

200,000 200,000

2,500,000 2,500,000 71,000,000

12,5000 12,500 290,000

63

$127,250,000

6,000,000,000

5,000

„

Try to Leave Everything Better than What We Inherited:

Economy: In the not-too-distant future, whether we like it or not, the price of gasoline will begin a rise that will continue for decades. It will increase so much, in fact, that many aspects of everyday life will be dramatically altered and altered in ways that most of us wouldn’t necessarily anticipate. For example, we envision a future where we travel by train, not by plane. One where today’s distant suburbs gradually become ghost towns. I have gone through the different scenarios when gasoline reaches these price levels. What is the provincial and federal government doing to insulate the public in the event this happen? The consensus is that we have reached peak oil and any oil we find will be expensive and won’t be the big oil fields of the pass.

UPS said when gas approaches six and eight dollars a gallon, we’ll certainly be expediting the examination of their fleet and how they can move away from gasoline but at ten dollars a gallon, you can bet there will be real change.

Excerpts From $20 Per Gallon by Christopher Steiner

$12

$4 The Road to $20 Oil & Civilization Renovation: Consider this: The United States has 750 cars for every 1,000 people. China, on the other hand, has 4 cars for every 1,000 people. If China gets to only half the ownership rate of the United States, it means an additional 400 million cars on the road, looking for gasoline. That’s almost like adding another two United States’ worth of cars to the world. Moreover, even if the price of oil gets so high that it creates serious demand destruction in places like the United States and Europe, the use of oil will still increase in economics such as China’s which is growing a 10% clip. Growth that size doesn’t evaporate overnight. And Economies, especially China’s, need oil and energy to grow. The world’s total population will jump by 1 billion people in the coming 11 years, but the middle class will add 1.8 billion to its ranks, 600 million of them in China alone. Middle class will comprise 52% of the earth’s total population by 2020. China’s middle class will be the world’s largest in 2025 and India’s will be ten times its current size. The following two statements, in most sane circles, are accepted as fact:
z z „ The demand for oil will gradually increase and will continue to increase as the global middle class expands The oil that remains in the earth, will be more and more expensive to locate and extract

Urban Revolution and Suburban Decay In our current world, with our current attachment to individualized transportation, the New York city subway system, built anew, couldn’t happen. But the world of $12 gas will be much different. In the world, subway systems will romp across our cities and course beneath our homes, rerouting America toward an urban ideal. As gas prices increase from $6 to $10 to $12 a gallon, the value of mass transit infrastructure will only increase, and more and more cities and their populations will think and want to behave as New York have been doing for decades. Taxes supporting new mass transit projects, taxes that would be outrageously unpopular in our current times, will pass with ease. It is important to realize, too, that electric cars, though they will be swingingly popular, can’t and won’t stop our assimilation into cities. Getting an electric car will be possible, but it won’t be cheap and won’t be plentiful; and our thorough change over to electric cars will take decades. In the meantime, many people will be looking to drive less or not al all. This movement will give rise to a massive shift of population as our fringe suburbs lose their value and our inner cities reinvent themselves again. When gas reaches $12 a gallon, Americans will feel themselves in a limbo of sorts, the nascent stage of electric vehicles’ slow takeover and gasoline prices so high that driving to the supermarket becomes an exercise of coasting through stop signs in neutral to save every precious drop of fuel.. The only thing real, the only thing proven to save us money and time and to stand the perseverance of market swings and real estate undulations, will be our cities’ great neighborhood and the infrastructure that supports them. Trains will overflow. New subway and heavy rail cars will be brought and manufacturing will revive on the back of this movement as the demand for light rail, urban electric trains and buses spikes to level unforeseen. The dream of one acre lots, four bedrooms homes, three car, and a suburb full of sparking big box stores will be shaken. The dream of America won’t fail, but it will change. No city will reach New York’s level of compression; but the densification of our cities is academic. It is a question of when energy prices and gas prices soar past $10 to $12.

Leads to the conclusion that price of gas will climb far past where we’re at right now and will continue to climb.

$14

There remains little easy-to-get oil. After 147 years of almost uninterrupted supply growth to a record output of some 81-82 million barrels/day in the summer 2006, crude oil production has since entered its irreversible decline. This exceptional reversal alters the energy supply equation upon which life on our planet is based. It will come to place pressure upon the use of all other sources of energy - be it natural gas, coal, nuclear power, and all type of sundry renewable especially biofuels. It will come to affect everything else under the sun. $6 Society Change and the Dead SUV At $4 a gallon, North Americans cut back their driving by billions of miles. SUV plants were shut down, hybrid cars became best sellers. New Car sales lots became lonely places. Families cut back on vacations, rationed car use and left their 4runners and Explorers in the garage in favor of driving their sedans. At $6.00, our lives , our businesses, our families, will all be caught, unready for the coming cavalcade of evolution and adaptation that rising gas prices will bring. Monthly gas stations bills for families that were $500 at $2.00 will be $1,500 at $6.00. $6.00 gas, though its specter may sound implausible, isn’t too far away, says Jeffrey Rubin, a respected economist and the chief strategist and managing director of CIBC World Markets. Rubin say gasoline will likely cost $7.00 a gallon by 2010. As a Result, he says “Over the next four years, we are likely to witness the greatest mass exodus of vehicles off America’s highways in history. By 2012, there should be some 10 million fewer vehicles on American roadways than there are today Of those 10 million vehicles that Rubin predicts will come off U.S. roads, many will be SUVs. For the first time in American history in 2008, higher gas prices compelled Americans to drive 100 billion fewer miles in 2008 than they did in 2007. Higher gas prices could mean a skinner North America, Fatness costs the Americans a lot of money: 117 billion per year in early mortality and extra medical expenses and 112,000 deaths related to complications and diseases stemming from obesity When gas hits $6.00, asphalt will be more expensive than ever $8 The Skies will empty When gas inevitably climbs to $8, the airline carnage will be vast and it will come swiftly. To keep their testaments to human genius flying 500 mph at 40,000 feet, airlines use fuel that’s classified as Ujet A1. Jet fuel is basically kerosene, and jet engines burn it like flash paper. A 737 burns about 13 gallons a minute. Plane people talk about fuel in pounds, not gallons, however, so that’s 91 pounds a minute. A 737 flight from Chicago to Los Angeles burns about 25,000 pounds Jet fuel comes from the same oil-refining process that produces gasoline, diesel, and asphalt, so its price is a volatile as gasoline’s. With $8.00 gasoline, the American domestic network will contract to 50% of its current size. Planes burn an inordinate amount of fuel just getting up to cruising altitude, so shorter flights cost more per mile. Few people will pay $750 for a 200 miles flight, so major air service between cities in the same regions will cease. At $12 gas, trips less than 500 miles will be done by car, bus, or by rail. A standard coach ticket for a U.S.European flight will cost $2,000 on the cheap end with sustained gas prices of $8.00 a gallon. Airline terminal that once stretched like monolithic petals from a giant airport stem will be closed. The U.S. airline business is a big one. When half of it vanishes, it will leave a crater. Losing half of the airline business will ground 2,800 planes, 200,000 jobs lost, 13,000 flights eliminated, and $67 billion of revenue gone. The above figures apply to job losses only at the airlines. Thousands more jobs will be lost throughout the structure that supports their light network, jobs at airports, maintenance shops, plane caterers, rental car companies, travel agencies, aircraft leasing companies, and even airport peripheral players such as taxi and shuttle drivers. The economic damage will be deep and pronounced. This will be the beginning of the destruction of a major piston in our economy. A lot of people will have been set loose without jobs and without hope of employment elsewhere in their industry.

The Fate of Small Towns, U.S. Manufacturing Renaissance and our Material World There will be two things stemming from high gasoline prices that contribute to the obsolescence of big box stores that, in most cases, are located on the fringes of towns and suburbs rather than city cores. Electric cars will exist, yes, but cars and roads will not be the glue of society any longer. People will walk or travel to stores less than two miles from their home, not five to ten miles people now do to make a visit WalMart, Meijer, or Target. The second and biggest reason for WalMart’s demise - will be the outrageous cost of maintaining the retailer’s vast distribution and product network. WalMart’s model works because of cheap gasoline. The company is able to leverage cheap labor in China to make many of its wares because of the low cost of getting those products back to the United States aboard giant cargo ships. Without gasoline at affordable prices, goods from China didn’t float in at mass quantities, choking a main Wal-mart Advantage. Flinging the goods around the country, from port to distribution centre to store, will be come prohibitively expensive. The Food Web Deconstructed Reshuffling the world’s spidery and sometimes nonsensical food web will be one of the last tricks turned by rising gas costs. The giant lever awaits at $16 gasoline. Everything starting with farming, will change. The changes will ripple through to things like fish and livestock, then to dairy and other animal products. Our fertilizers, mostly imported and made straight out of fossil fuel will change. We will no longer eat oil. The price of everything will increase, But these price increase will enable one to grow locally. When gas reaches $16 a gallon, natural gas’s price will become exorbitant. To sustain life we must have ammoniabased fertilizers. We used to use water to make ammonia 100 years ago and we will once again. Harness the abundant wind power to use electrolysis to make ammonia from water and nitrogen.

$16

$18 Renaissance of the Rails The reason for our train system’s demise are numerous, but there’s one common stitch that binds all of that together: cheap oil. Cheap oil has enabled us to live where we want on our terms. Sprawling metros, enabled by cheap gasoline and the automobile, have pushed far away from centrally located train stations. The advent of a true high-speed train network will be the ultimate sign that our world has adapted to oil‘s Scarcity. Fire-breathing jet engines and carbon dioxide-sputtering cars will fade off into history, part of another era of transportation for an evolving human race and civilization. In a world of $18 gasoline, high-speed rail is necessary to stay relevant to other world powers, some which have a large head start on electrically powered trains (150 for LRT High-speed and 400 km per hour for longer distances.. $20 The Future of Energy There is no reason why North America can’t reestablish itself as a manufacturing heavyweight if we get smarter about how we use energy. We will need to, finally, orchestrate a comprehensive energy plan that secures our country’s supply of electrons far into the future. A big part of that plan will be not only finding new sources of supply, such as more wind and nuclear, but also shoring up the massive amounts of energy waste that take place every day. Every time you pass a paper mill or a power plant or a refinery of some type that is billowing steam or a flame into the air - and there are thousands across North America - you’re watching raw energy spewed into the atmosphere. All for the simple reason that buying additional energy supplied by fossil fuels has been the cheap and easy choice for these companies to make before energy prices began their climb. Our electrical grid in 1910 operated at 65% efficiency, that means 65% of the power we made eventually got into the hands of end users. From then until 1957, the efficiency of our national power grid eroded to 33%, which is where it is today/ Cheap energy, however, drew the world away from such efficiencies. By capturing waste heat at just the U.S. manufacturing levels will bring 65,000 megawatts back to the grid, enough for 50 million homes. It is energy we’re already making and that comes cheaply-cheaper than wind, solar, nuclear, or even coal. The role of nuclear will have to increase in a world of higher gasoline and energy prices. Four pounds of enriched uranium has as much energy as a million gallons of gasoline. And there are no sooty nuclear emissions.

$10

The car diminished but reborn It will require a mammoth amount of determination to change how and what we drive in this country. People won’t give up their SUVs and their sports cars without a reason so compelling they can no longer deny its fundamental honesty. Ten dollars gasoline will be a crescendo. It will tear down bulwarks to progress and technology. It will change how we think about travel. And most of all, $10 gas will be the powerful force that nudges Americans away from their deep relationships with the automobile. Most people know change is coming; they may bury their acknowledgement deep in their psyche, but they know. 64 Gas prices of $10 a gallon may seem far away but if you look at the fundamentals of the world’s supplies and the certainty of rising demands, it’s a number we will almost definitely see within the next 8-10 years or less. Can we afford to gamble on the future?

Go Directly to High-Speed 407 Rail Transitway and By-Pass BRT Don’t Implement Fossil Fuel Systems - Electric Trains are Carbon Neutral

The Most Strategic Asset the Ontario Government has and doesn’t know About
Design and Build Integrated 407 Communities within the 407 Transitway Corridor
Station NO.

407 Transitway Gateway and Anchor Hub Station
Burlington Freeman Interchange -Lakeshore Go Appleby / 407 Neyagawa / 407 Ridgeway / 407 Milton Go-Transit Line / 407 - CP Galt Mississauga Road / 407 Brampton/Hurontario/407 Georgetown Go-Transit/-Torbram/Bramalea Goreway Road Martin Grove/Kipling - Highway 27 Bolton Go-Transit/407 Vaughan Corporate Centre/407/Jane LRT Bradford Go-Transit Bathurst Street / 407 Langstaff/Richmond Hill Go-Transit - Yonge Street Leslie Street LRT/407 Woodbine Roddick/407 Markham Centre /407 Markham Road-Highway 48 / 407 Havelock Go-Transit / 407 Whites Road - Seaton/Pickering Airport / 407 Brock Road / 407 Duffin Heights / 407 Highway 12 - Brooklin / 407 Harmony /407 - Oshawa 30 Train Sets - 200 metres long Unusual Engineering Train Maintenance Facilities & Misc Electrification $10,000,000 km x 120km Contingency - 407 Transitway Station Costs Total @$33,000,000

Distance Between Stops-KMs

Dwell Time Seconds

Timings Between Stops

Parking Spaces

Station Costs

Parking Revenue

Section Construction Costs

Hydro Line Buried-Km

Hydro Costs

Number Of Acres Freed Up

# Of Units

Est. Population

Ridership Ridership Daily Revenue

Office SF

Jobs

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

0.0 11.3 10.4 8.3 6.7 6.1 5.4 6.0 4.0 4.0 4.0 4.5 3.4 4.3 2.5 3.6 2.4 2.9 4.5 3.8 4.8 4.5 10.0 18.0

300 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 300

0.00 3.93 3.56 2.51 2.74 2.39 2.15 2.45 1.63 1.63 1.63 2.02 1.39 1.75 1.02 1.47 1.00 1.18 1.84 1.55 1.96 1.84 4.10 3.28

1500 1000 1000 2000 1000 1000 1000 1500 1000 1000 1500 2500 1500 1000 2500 1000 1000 2500 1000 1500 1000 1500 1000 1000

$75,000,000 $15,000,000 $15,000,000 $25,000,000 $25,000,000 $15,000,000 $25,000,000 $25,000,000 $15,000,000 $15,000,000 $30,000,000 $30,000,000 $30,000,000 $15,000,000 $50,000,000 $15,000,000 $15,000,000 $30,000,000 $15,000,000 $30,000,000 $15,000,000 $15,000,000 $15,000,000

$3,750,000 $2,000,000 $2,000,000 $5,000,000 $2,500,000 $2,500,000 $2,000,000 $3,750,000 $2,500,000 $1,750,000 $3,750,000 $6,250,000 $3,750,000 $2,500,000 $6,250,000 $2,500,000 $2,000,000 $6,250,000 $2,500,000 $3,750,000 $1,250,000 $2,500,000 $2,000,000 565,000,000 520,000,000 400,000,000 335,000,000 305,000,000 270,000,000 300,000,000 200,000,000 200,000,000 200,000,000 225,000,000 170,000,000 215,000,000 125,000,000 180,000,000 120,000,000 145,000,000 225,000,000 190,000,000 240,000,000 225,000,000 500,000,000 2.0 km 1.0 km 1.0 km 1.5 km 1,5 km 1.0 km 2.0 km 1.0 km 1.0 km 3.0 km 1.0 km 1.5 km 3.5 km 1.5 km 71,000,000 35,000,000 35,000,000 52,000,000 52,000,000 35,000,000 71,000,000 35,000,000 35,000,000 100,000,000 35,000,000 35,000,000 120,000,000 55,000,000

20 100 100 100 100 100 100 100 100 100 100 100 100 55 100 100 100 150 100 100 100 100 100 100

1,000 15,000 15,000 15,000 15,000 15,000 10,000 10,000 10,000 10,000 10,000 50,000 10,000 10,000 35,000 10,000 15,000 35,000 10,000 15,000 15,000 15,000 15,000 15,000

50,000 50,000 50,000 50,000 50,000 50,000 50,000 35,000 35,000 35,000 35,000 125,000 35,000 25,000 70,000 15,000 25,000 80,000 20,000 35,000 80,000 25,000 25,000 25,000

2,000 2,000 2,000 2,000 5,000 5,000 5,000 5,000 2,000 2,000 3,000 8,000 2,500 1,000 8,000 3,000 2,000 6,000 3,000 3,000 2,000 2,000 2,000 2,,000

20,000 20,000 20,000 20,000 50,000 50,000 50,000 50,000 20,000 20,000 30,000 80,000 25,000 10,000 80,000 30,000 20,000 60,000 30,000 30,000 20,000 20,000 20,000 20,000

2,000,000 3,000,000 3,000,000 3,000,000 3,000,000 5,000,000 2,000,000 2,000,000 2,000,000 2,000,000 2,000,000 20,000,000 2,000,000 1,000,000 10,000,000 2,000,000 2,000,000 15,000,000 2,000,000 2,000,000 6,000,000 2,500,000 2,500,000 2,500,000

10,000 12,500 12,500 12,500 12,500 30,000 10,000 10,000 10,000 10,000 10,000 100,000 10,000 5,000 40,000 10,000 10,000 60,000 10,000 10,000 30,000 12,500 12,500 12,500

$65,000,000

$2,500,000

900,000,000 999,000,000 1,000,000,000 1,000,000,000 1,200,000,000

$365,000,000 120.0 1320 49.00 32,500 $1,000,000,000 81,250,000 $10,954,000,000 22.5 km 556,000,000 2350 620,000 1,150,000 53,500 785,000 97,000,000 475,000

65

Transit Oriented Development

66

Mayor Frank Scarpitti

Deputy Mayor DeputyMayor Deputy Mayor Mayor Frank Scarpitti Jack Heath Jack Heath Jack Heath

Mayor Regional Councillor Ward 1 Councillor DeputyMayor Mayor Regional Councillor RegionalCouncillor Regional Councillor Deputy Councillor Regional Councillor Regional Mayor RegionalScarpitti Regional Councillor Regional Councillor Frank Councillor Regional Councillor Frank Scarpitti GordonJones Landon Valerie Burke Jack Jones Heath JimC.C. Wong Jones Tony Wong JackJim Jones Heath Jim Tony C.C. Wong Jim Jones Tony C. Wong Jim Tony Wong Tony

Ward 2 Councillor Erin Shapero

Mayor and Members of Council
Deputy Mayor Regional Councillor Jack Jones Jim Heath

Deputy Mayor Jack Heath

Deputy Mayor Regional Councillor Regional Councillor Regional2 Councillor RegionalCouncillor Ward 3 Councillor Ward Councillor Deputy Mayor Regional Councillor Ward 1Councillor Regional Councillor Ward 1 2 Councillor 1 RegionalMayor Regional Councillor RegionalCouncillor Regional Councillor Ward 1 Councillor Ward Councillor Ward 2 Councillor Ward Councillor DeputyCouncillor Regional Councillor Regional Councillor Regional1Councillor Regional Councillor Regional Councillor Jack Heath JimLandon Jones TonyBurke C. C. Wong Wong GordonLandon Landon Valerie Burke Joseph Virgilio Jack Jones Heath Jim Tony Gordon Landon ValerieVirgilio Joseph Shapero Gordon Landon Valerie Erin Shapero Gordon Jones Gordon C. Wong Valerie Burke Valerie Erin Burke Erin Shapero JackC. Wong Jim Landon Gordon Burke Jim Heath Tony Jones Tony

Ward 2 Councillor 4 Ward 2 Councillor Erin Moretti CarolinaShapero Erin Shapero

Ward 5 Councillor John Webster

Mayor Mayor Frank Scarpitti Frank Scarpitti

Town of Markham: Ward map
Ward 5 A-2006 34,260 T-2031 69,200 J-2031 73.200

19th Avenue

Ward 6 A-2006 30,964 T-2031 74,550 J-2031 74,550
RegionalCouncillor Ward 1 Councillor Gordon Landon Valerie Burke

ional Councillor ordon Landon

Regional1 Councillor Ward 1 Councillor Ward Councillor Regional Councillor Ward 1 Councillor Ward 2 Councillor Ward 32 Councillor Ward 4 5 Councillor Ward Councillor 4 3 3 Councillor 4 Ward 5 Councillor Ward Councillor Ward 4Councillor Ward 4 Councillor Ward 4 Councillor Ward 6 5 Councillor Ward Councillor Ward Councillor Ward 2 Councillor Ward 32 2 Councillor Ward 33Councillor WardCouncillor Ward 1 Councillor WardWard Councillor WardErinCouncillor Gordon Landon ValerieShapero Burke Gordon Landon Valerie Burke Erin Shapero JosephShapero CarolinaWebster Dan Webster Valerie Burke Burke Erin CarolinaWebster Joseph Moretti Don Hamilton Joseph Virgilio CarolinaVirgilio John Horchik JosephShapero Joseph Virgilio Virgilio Carolina Virgilio Carolina Moretti Moretti John Moretti John Moretti Erin Shapero Valerie Erin Carolina Moretti

Ward 5 Councillor 7 Ward 5 Councillor John Webster Logan Kanapathi John Webster
404

Elgin Mills Road East

Ward 8 Councillor Alex Chiu

WARD 6
Major Mackenzie Drive East

WARD 4
Ward 4 A-2006 32,275 T-2031 71,750 J-2031 71,750
C

WARD 5

ncillor s

Regional Councillor Tony C. Wong
Ward 3 Councillor Ward 4 Councillor Joseph Moretti CarolinaVirgilio

rd 3 Councillor oseph Virgilio

Ward 3 Councillor Ward 4 5 Councillor WardWard Councillor Ward 5 5 Councillor Ward 7 Councillor Ward 3 Councillor Ward 4 Councillor Ward Councillor Ward 7 8 Councillor Ward 4 Councillor Ward Councillor 6 6 Councillor 8 Ward 5 Councillor Ward Councillor Ward 6 Councillor Ward 7 Councillor Ward 7 Councillor Ward 8 Councillor Ward Councillor Ward 5 Councillor Ward 6 66 Councillor Ward77 Councillor Ward 8 Councillor Ward Councillor Joseph Virgilio Carolina Webster Moretti John Webster Joseph Virgilio Carolina Moretti Dan Kanapathi Horchik Logan Chiu Carolina Moretti Dan John Webster Logan Kanapathi Dan John Horchik Logan Horchik Kanapathi Alex Kanapathi Dan Horchik John Webster Dan Horchik Logan Kanapathi Logan Alex Chiu Alex Chiu John Webster Dan Horchik Logan Kanapathi Alex Chiu

Ward 8 Councillor Ward 8 Councillor 16th Avenue Alex Chiu Alex Chiu

Ward 3 A-2006 31,062 T-2031 55,900 J-2031 72,900
C

Hwy 7 E

WARD 3
407

C

Total Population A-2009 253,045 T-2031 423,800 J-2031 486,500
C

Kennedy

Avenue

Warden Avenue

Woodbin e

McCowan

Markham

Reesor R

Steels Avenue East

April 15, 2010

11 conc

Ward 2 A-2006 25,431 T-2031 27,000 J-2031 31,000

Bayview

404

WARD 8

Ward 7 A-2006 38,442 T-2031 45,250 J-2031 53,750

Avenue

Road

Yonge S treet

Road

9th Line

oad

WARD 1

ession A venue

Leslie S

cillor ke

treet

Road

rd 6 Councillor Dan Horchik

Ward 2 Councillor Erin Shapero

Ward 6 Councillor Ward 7 Councillor Dan Kanapathi Logan Horchik

Ward 6 Councillor Ward 6 Councillor Ward 7 Councillor Ward 8 Councillor Dan Horchik Dan Horchik Logan Kanapathi Alex Chiu

Ward 1 407 A-2006 21,902 T-2031 41,800 J-2031 57,800 Ward Councillor 7 Councillor Ward 8 Councillor Ward 7 8 Councillor Ward 8 Councillor Ward Station Alex Chiu 91 Logan Kanapathi Logan Kanapathi Alex Chiu Alex Chiu

WARD 2

14th Avenue

Ward 8 A-2006 38,709 T-2031 43,350 J-2031 51,350

WARD 7

67

Mayor Frank Scarpitti Town of Markham 101 Town Centre Boulevard Markham, Ontario L3R 9W3 Bus:905-479-7775 Email: fscarpitti@markham.ca www.markham.ca Jim Jones - Chair Markham Live Regional Councillor Town of Markham 101 Town Centre Boulevard Markham, Ontario L3R 9W3 Bus:905-479-7757 Email: jjones@markham.ca www.markham.ca 68

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