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Markham International Sports Training Academy (MISTA) 90% Participation Driven, 10% Spectator Driven www.scribd.com/jjones_926209
Informed Council my support was for Markham Live Vision which included an NHL Arena. If they are going to pit the NHL arena against MISTA, I support amateur sports first. All of these projects’ Achilles Heel are rapid rail transit, parking and a proper connected local urban roads and external road network system. I personally dropped off copies of the Markham Live books at the NHL Headquarters in New York City, one for Commissioner Gary Bettman and one for Deputy Commissioner Bill Daley when I was attending the Sports and Facility Franchise Conference in June 2009. The Markham Live Vision book is what made Bettman, Daley and Graham Roulstan aware that Markham was a good location for a NHL hockey franchise. The Mayor of the City of Markham and the CAO has picked the NHL Arena as the most important investment priority for Markham to stimulate future economic development. There were many private meeting since January, 2011 with the GTA Sports consortium to make the NHL Arena to happen. When the consortium started looking for financial involvement from Markham an RFP should have been issued. Instead a financial schema was developed by the Mayor and senior staff where they proposed to tax the next 40,000 new home buyers through a “compulsory” voluntary contribution and use Section 37 of the municipal act as the City’s financial tools to raise $248,000,000 as Markham’s share of the debenture. Markham International Sports Training Academy (MISTA), along with getting a satellite university campus in Markham and pushing for the I-METRO-E/W (IntellligentMarkham East Toronto Opportunity-Electric) all day rail transit service are definitely higher priorities. “If the NHL GTA Sports Center was financed by the private sector, then I wouldn’t have any financial concerns”. My position on Markham Live and the GTA Arena is outlined below: Can’t support MTO’s approved Environment Assessment 407 Road alignment Optional 1 which is very expensive and sterilizes the Markham Live Site and not resolving this issue with the Premier or the appropriate Ministers. Can’t support Remington’s plan proposed Markham Center local road system and connection to the road grid. Can’t support staff’s solution for Enterprise/Simcoe Promenade Can’t support the Remington’s plan lack of city type urban block design Can’t support GTA Sports Center and Event Plaza without underground parking – parking needs to be included in the financial framework. High water table is no excuse – engineers know how to handle this Can’t support the CAO’s subsidization of professional sports and entertainment “compulsory” voluntary Financial Framework Plan Can’t support if the GTA NHL Sports Center isn’t conforming to the Adamson Site Optimization Study Can’t support the City’s involvement - should be 100% private sector investors, oppose the financial framework and the lack of transparency Can’t support subsidizing professional sports and Entertainment – the GTA Sports Center NHL Arena lights will be out 90% of the time Can support MISTA facility (Amateur Sports) which will be finance by the private sector and available to the public 90% of the time. Expected MISTA participation could be 3,000 to 10,000 amateur athletes a day MISTA doors will be open 18 hours a day, seven days a week and 365 days a year Support amateur sports because the funding they get from government is a joke and professional sports and entertainment can generate large revenue and attract private sector investors Can support MISTA for voluntary contribution because it provides the greatest service for a multi-culture GTA sports community Can support MISTA because it will drive all day accessible transit for 4-5 million people within a 30 minutes transit ride. Can Support Markham Live Street remaining straight and connecting to Birchmount Can support Connecting Town Center Boulevard to Enterprise Drive Can support MISTA as it could help drive an University Campus in Markham Live MISTA is participation driven and GTA Sports Arena is spectator driven
Financial, Planning, Road Network design and Transit Connectivity Issues: 1. Regional and Local road grid systems and walkable streets a. b. c. d. 2. The approved 407 EA Transit alignment makes it difficult to realize the Markham Live potential Need a Peer Review of Genevar Traffic Study and Masongsong Engineering by an independent transit/transportation/engineering firm Need a Peer Review of BBB and Quadrangle Urban Design by urban design experts like a Duany, Calthorpe, Skidmore, Owens and Merrill, or Torti Gallis to ensure we are creating the best place and public realm? Remington must pay greater attention to a city urban block network design and its walkability.
Protecting for the approved MTO 407 Transit Alignment Option 1 a. b. c. d. e. f. First of all, the EA was based on bus technology.... need a modern transit strategy taking into account present plans 407 Transitway Option 1 sterilizes the development of Markham Live Ontario Government should accept Markham's Visionary planning of Markham Center and Markham Live Respect the expertise we have engaged to help us get where we are (many studies over 22 years) Metrolinx 407 Transitway Plan at the moment is 15+ years out -“should be” a critical piece of transit infrastructure Why are we protecting for an obsolete 407 EA alignments and technology? g. 407 Transitway Option 1 alignment cannot be implemented, costly and will not be built per present alignment
Don't do land use planning based on the GTA Sports Center.... conform to the road and transit connectivity architecture a. b. c. d. Need an Official Plan Update - original OPA never anticipated a 20,000 seat arena or MISTA Need to resolve the 407 Transitway Markham Center Hub Alignment with the Premier/Ministers Need a bank to guarantee (like a letter of credit) financing up to $500,000,000 to allow for cost overruns Yearly Lease payment to the City of Markham based on 4% return rate, 30 year useful life of building, GTA Sports Center should pay $18,612,000 per year for 30 years on a net, net, net lease – take the city out of the equation It is questionable that the GTA Sports Center qualifies as a municipal capital facility
Don't plan by Section 37 ... especially to pay for the GTA Sports NHL Arena a. b. c. Other higher community priorities …. Transit, burying hydro lines, university, MISTA, even a convention center Remington should have to submit an updated OPA since they are also expecting or planning for a density increase in the Downtown Markham Center. We can’t plan and approve Remington’s new density expectations by Section 37 planning.
Voluntary contribution tax will be paid by the next 40,000 future new home buyers NHL arena not a priority for a “compulsory” voluntary contribution tax … unfair for all new Markham home buyers Professional Sports (NHL) and Professional Entertainment is private sector business GTA Sports and Remington Group had a year and half to find interested investors in arena and team Issue RFP to see if investors are interested in owning an arena and trying to obtain an NHL franchise High Priority – MISTA’s doors will be open 18 hours a day, 7 days a week and 365 days a year and used by 3,00010,000 athletes on a daily basis pursuing their Olympic dreams (amateur sports) f. High Priority…to get a satellite university campus for Markham, will be awarded by the Ontario Gov’t within a year g. The NHL arena isn’t the catalyst for economic development; however Markham Live led by MISTA, NHL Arena. Convention Center, University and I-METRO-E/W transit will create an unlimited boundary for Economic Prosperity h. Ask the Mayor and Deputy Mayor what is their vision? What is their strategy? …venture to say they don’t have one a. b. c. d. e.
The original “Markham Center Official Plan or By-law” never anticipated a 20,000 seat NHL Arena in the area. a. b. c. d. No standards for a 20,000 seat arena, servicing, attending population Road circulation, parking and expected increases in population density i. Genevar’s transportation plan is a theoretical parking/transportation plan that won’t work in reality No documented proof that an NHL franchise is ready to locate here No urgency – shouldn’t plan based on the 2015 World Juniors
Regional and Local Road Grid Systems and Walkable Streets
GTA Sports Arena – sited north-south alignment creating big unwalkable blocks – single loaded road against the 407 Highway
Markham Live Street going straight from Kennedy Road to Birchmount Road – creating walkable streets
BBB/GTA Sports Center disregarded the approved road alignment with the support of staff
Approved Road alignment by Markham Live, Development Services and Council in Feb/March 2011
Who owns the Markham Center Vision and who can change the vision? - The developer or the people?
We are building forever street infrastructure and block layouts. The City Council approved road alignments in February, 2011. The Applicant, Mayor and senior management had almost two years to resolved the 407 Rail Transitway Alignment Option 1 by moving the alignment to either the north or south of the 407 Highway. The Applicant had 11/2 years to negotiate with the TRCA to get permission to cross the tributary to have Markham Live Street connect with Birchmount Road and they didn’t. The site plan shouldn’t proceed until these two issues have been resolved. It begs the question, who owns the vision, the developer or the public. By changing the road network to accommodate for the GTA Sports Center, the site becomes impermeable for residents and visitors to the Markham Center. The road network should be planned to cater for the public to ensure they have the best connectivity within a site. A gridded street pattern offers the people a variety of paths to reach a destination depending on the purpose of their trip whereas cutting off the East-West connection takes away the freedom for visitors to experience Markham center in a unique way. Block layouts often inhibit walking they are disorienting and confusing to pedestrians and drivers as opposed to gridded layouts which increases potential for social interaction and walkability. A City Center is a place for the people to gather and should be planned with the people’s best interest in mind.
Option 1 - 407 Transitway: Most Expensive and Worst Solution Estimated Construction Costs McCormack Rankin Tunneling $ 210 -324,500.000
Additional Road Improvements 2 – 407 Underpasses $ 30,000,000 Construct Millar Avenue $ 30,000,000 3000 spaces Parking Structure $120,000,000 Total $504,500,000
Expensive Inefficient Sterilizes the site
Initially MTO's strategy was to have the 407 Transitway as close as possible to the VIVA Bus terminal, also VIVA had a Minister's approved Environmental Assessment. Unfortunately, when an Environmental Assessment is done, cost of construction or operating costs were not taken into consideration. The former MTO 407 Transitway Project Manager was told that 407 Transitway Option 1was going to cost $200+ million dollars more, he said "no big deal". Currently, the 23 kilometer approved 407 Rail Transitway from Vaughan Corporate Center to Markham City Center EA will never obtain an average speed more than 35-50 km per hour which is hardly rapid. The electric train system running on the 407 Transitway to achieve speeds of 80-130 km's per hour, the track should be as straight as possible. New York City was voted the healthiest city in North America and some of their citizens have to walk as far as 1.6 km's to ride the subway or other rail transit solutions. Here the Government of Ontario is willing to spend an additional $200 million on a transit hub interface because MTO/VIVA doesn’t want their transit riders to walk an additional 150-200 meters between transit services. VIVA should plan on moving their bus terminal another 150 meters south or consider putting in a moving sidewalk. When all alternatives are looked at based on value for money, 407 Transitway Option 5 wins hands down. It is going to take patience, innovation, leadership to stay the course, get rid of all the bureaucracy, stay focused on designing and building the most efficient transit network solutions. Option 1 road alignment was approved by the Markham Live Committee in February, 2011 and by Development Services Committee in March, 2011. The 407 Transitway Environment Assessment was approved by Markham Council conditionally in February 2011 based on the 407 Transitway alignment could be moved further south once Markham Center revised official plan was approved. A clause was inserted in Council's recommendations and agreed upon by the Environment and Transportation Ministers that they would entertain moving the approved 407 Transitway alignment Option 1 further south once Markham Council approved the revised Markham Center Official Plan. Markham engaged Adamson and Associates to conduct a Site Optimization Study to determine how Markham could eliminate the divide between the east and west side of the tracks and to address the 407 Transitway Alignment. Remington also engaged Peter Calthorpe & Associates to re-plan their lands on the west side of the Go train tracks and look at the best interface for the 407 Transitway alignments. In the end, both Adamson and Calthorpe agreed that either Option 3/4 just north of the 407 Highway or Option 5 on the south side of the 407 Highway were the best solutions. 4
Option 2 - 407 Transitway: Estimated Construction Costs McCormack Rankin Tunneling $195-310,000.000
Additional Road Improvements 2 – 407 Underpasses $ 30,000,000 Construct Millar Avenue $ 30,000,000 3000 spaces Parking Structure $120,000,000 Total $490,000,000 Expensive Inefficient Sterilizes the site
Option 2 is better than option 1 but still very expensive and sterilizes the Markham Live site like Option 1: The 407 Transitway Environmental Assessment study was based on initially a bus technology implementation since their directive was based on a 1995 Queens Park bill. The planning and implementation horizon for the 407 Transitway is over 15 years away and a bus technology implementation is obsolete if we are trying to develop a competitive GTA economy. It took Delcan/MTO four years to complete their 23 kilometers EA study from Markham Center to Vaughan Corporate Center, in that same timeframe, China designed, built and opened a 1000 kilometers of elevated train system operating at 394 km's an hour. The Mayor/Regional Councillor Jim Jones set up a meeting with the Premier/Ministers to bring them up to-date on Markham's City Center plans and get the 407 Transitway alignment changed as this is strictly a political issue. All transit experts say the 407 Transitway alignments Options 1 and 2 will never be implemented and MTO should stop protecting for Option 1 or 2 as it sterilizes the Markham Live site and City Center Plans. The 407 highway is not capable of supporting speeds greater than 80-100 kilometers if the LRT was to follow even the current most direct 407 highway alignment. The MTO/Delcan EA proposed 407 Transitway alignment will be lucky to achieve speeds greater than 35-50 kilometers an hour, hardly rapid. The 407 Transitway should be planned and engineered based on elevated rail technology selecting the most direct and fastest route, then mitigate the environment.
Option 3 - 407 Transitway – Above Grade: Estimated Construction Costs McCormack Rankin Elevated $95-125,000.000
Additional Road Improvements 2 – 407 Underpasses $ 30,000,000 Construct Millar Avenue $ 30,000,000 3000 spaces Parking Structure $120,000,000 Total $305,000,000
Less Expensive on north side Inefficient Sterilizes the site
Option 3 doesn't sterilize the developable lands: Option 3 eliminates the need to rotate the arena 90% to avoid reserving for a tunneled 407 transitway alignment which might never be built in the first place. It doesn't sterilize the Markham Live site and allows Markham to implement the road patterns as laid out in the site optimization study. This is the second less expensive solution. It would allow the GTA sports arena to be cited east/west and allow Markham to have more tradition city road patterns, eliminating big blocks, having more walkable streets and improves traffic flow. At issue is MTO/Metrolinx won’t resolve 407 alignment until the Mobility Hub Study is completed which is scheduled for September 2013, hardly acceptable!
Option 4 - 407 Transitway – Tunneled Estimated Construction Costs McCormack Rankin Tunneling $185-300,000.000
Additional Road Improvements 2 – 407 Underpasses Construct Millar Avenue 3000 spaces Parking Structure Total
$ 30,000,000 $ 30,000,000 $120,000,000 $490,000,000
Expensive Inefficient Sterilizes the site
Option 4 doesn't sterilize the developable lands – Tunneled:
Option 4 eliminates the need to rotate the arena 90% to avoid reserving for a 407 tunnel which might never be built in the first place. It doesn't sterilize the site as much and it would allow the GTA sports arena to be cited east/west and allow Markham to have more tradition road pattern, eliminating big blocks, more walkable streets and improves traffic flow. Markham Live to implement the road patterns as laid out in the site optimization study. This is an expensive solution. However, this would give us time to demonstrate that being on the south side of the 407 Transitway Option 5 is the best all around solution from construction cost, operating costs, ridership productivity and value for money. At issue is MTO/Metrolinx won’t resolve 407 alignment until the Mobility Hub Study is completed which is scheduled for September 2013, hardly acceptable!
Option 5 - 407 Transitway – Above Grade on top of a 3,000 Car Parking Structure:
Estimated Construction Costs McCormack Rankin Elevated (3000 parking spaces Parking Structure & 407 Hub) Additional Road Improvements 2 – 407 Underpasses Construct Millar Avenue Bury Powerstream Lines Urban 407 On/off Ramps Relocate Transformer Station Burying Hydro Lines (2-500kv Total Least Expensive Most efficient and economic modal Best transit solution Greatest return on investment Increased 407 Rail transitway performances Reduced operating costs Travel times saving Minimal maintenance for track and station Parking Revenue – over 30 years Energy Efficiency Saving 30 years Advertising Revenue – 30 years Est 100+ acres/Developable land Sale of surplus land – north side Total Economic Opportunity
$ 30,000,000 $ 30,000,000 $ 25,000,000 $ 10,000,000 $ 25,000,000 $ 82,500,000 $302,500,000
$ 595,000,000 $ 25,000,000 $ 100,000,000 $ 200,000,000 $ 75,000,000 $1,000,000,000
Creates $5-6 Billion dollars of economic development opportunity Frees up over 100 acres of land for a future University Campus
Option 5: Value for money, great economic benefits and good technical solution: The south side of the 407 highway will prove to be the most practical solution for the Markham Center 407 Transitway Station. It is the least cost of construction solution, delivering the best operating cost performance, most respected for transit ridership convenience, future land use opportunities, parking economics and value for money standpoint. Markham staff is trying to get approval for McCormack Rankin to do the construction costing for Option 5 too. Rewealth: Most communities make some effort at revitalizing themselves, but achieve-or even shoot for-the ideal of rapid resilient (and preferably regional) renewal. Integration: other times, renewal doesn’t occur due to a lack of inefficiencies and synergies among the projects. This is usually the result of renewing individual assets in isolation from each other. Much money is spent on individual rewealth projects, each of which is worthwhile, but the lack of proper sequencing and connectivity among them undermines the overall goal of revitalization. Rather than integrate your assets, integrate your solution. Engagement: In still other situations, the failure to revitalize derives from program or policies that don’t match citizen’s goals, or not communicated well, or they feel imposed. A paucity of engagements undercuts the power of rewealth to part by diminishing knowledge-based action
407 Transitway EA –MTO didn’t look at station alignment and construction costs: McCormack Rankin was commissioned by the City of Markham to develop 407 Transitway's cost of construction for options 1-4. Recently, Markham has asked McCormack Rankin to evaluate and cost out option 5 as well. The numbers in option 5 were researched by Regional Councillor Jim Jones. Markham has always disputed Ministry of Transportation/Delcan 407 alignments for the Metrolinx Hubs at both Langstaff/Richmond Hill and the Markham City Center Hub in their MTO 407 Transitway Environmental Assessment document. Unfortunately, the environment assessment process didn’t take into consideration the most economical capital construction cost solutions, the most efficient solution from an operating costs standpoint and the time savings from the transit riders standpoint. Markham Center Metrolinx Hub's Five 407 Transitway 5 Alignment Options:
Markham Center 407 Transitway Hub Options
Option # 1 2 3 4 5 407 Alignment Option YMCA Alignment Markham Live Alignment North of 407 Highway Alignment North of 407 Highway Alignment South of 407 Highway Alignment 3,000 car Parking Structure & Hub Free up over 135 acres for a future university campus. Best access for transit riders travelling by car to VIVA, I-METRO-E and 407 Rail Transitway Provide the best construction opportunity, best transit operating systems performance and best transit ridership experience Creates the most balance planning opportunity for implementing Markham Live and an a University Campus Method Tunneled Tunneled Tunneled Elevated Elevated McCormack Rankin's Construction Costs ($ millions) $324,700,000 $310,000,000 $310,000,000 $125,000,000 $100,000,000 Option 5 additional Expenses Burying Hydro Line $ 82,500,000 Miller Avenue $ 30,000,000 2 -407 Underpasses $ 30,000,000 Relocating Transformer Stn. $ 25,000,000 Urban Exit Ramps on/off $ 10.000.000 Bury Powerstream lines $ 25,000,000 Total Expenses $ 202,500,000 Option 5 Revenue Opportunities Parking Revenue – 30 yrs $ 595,000,000 25 acres@$3 million/acre $ 75,000,000 100 acres @$2 million/acre $ 200,000,000 Energy Efficiencies 30yrs $ 30,000,000 407 Advertising Rev – 30yrs $ 100,000,000 Total Revenue Opportunities $1,000,000,000 Additional Costs ($millions) Option 1-4 Common Additional Expenses Miller Avenue $ 30,000,000 2- 407 Underpasses $ 30,000,000 3,000 Parking Structure $120,000,000
GTA Sports, Entertainment and Cultural Center.... 19,500 NHL Arena:
The GTA Sports Center site plan is based on protecting for the 407 Transitway Option 1alignment. It doesn’t create a walkable downtown road network, eradicates the opportunity to maximize the parking possibilities and severely impacts getting the roads over the GO-Transit line. Based on GTA Sports Center footprint of 260,000+ square feet and the Event Plaza footprint of 120,000, over 2,000 parking spaces can easily be accommodated in two levels of underground/above grade parking structure on this 10 combined acre site. Parking, either underground or above grade, should average around $30,000 per parking space. I have included a copy of the Site Optimization Study on my web site (Click Here) to familiarize residents with the complexity of the problem being addressed. Plans for office buildings or hotels will help increase the parking structure's revenue opportunities immensely. The parking structure's additional users will include tourist, dining, night clubs, transit, office buildings, GTA Sports Center and retail shopping. This area is not going to stay static; there will be more development and more users who need convenient parking. The high water table is not a problem; just have to do the proper engineering to avoid the pitfalls that some of the developers have encountered in the past. Based on 200+ nights of entertainment at the GTA Sports Center, parking charge of $35 per event and 2000 parking spaces will generate over 30 years, a revenue stream of $420,000,000 dollars. Parking structure construction costs are estimated to be around $60-70 millions and parking structure operating costs of $30-40 million over 30 years. This doesn't include any other uses. PCL and BBB Architects said that the cost of construction per parking space is $80$100,000. These costs per parking space are reasonable if you are doing underground parking construction on Bloor Street and Avenue Road where roads and neighboring building walls have to be shored up to protect from cave-ins etc. In the Markham Center area, it is all green fields and no roads, therefore construction cost per underground parking spaces is between $30,000-40,000 and above grade cost per space is $25,000-30,000.
Let's start looking at all revenue streams and stop putting the GTA Sports Center’s financial requirements on the back of all Markham residents and future new home owners. If Remington or Markham can't step up to the plate, invite in the Toronto Parking Authority (Green P) to run Markham Lives’ parking requirements.
GTA Sport Center Site Plan – Big City Blocks … not walk able
Remington/GTA Sport Center Internal Road Network
The site optimization, I-METRO-E transit plan and Markham Live vision (including Markham International Sports Training Academy and the NHL Arena) show that the City of Markham is clearly committed to implementing the Markham Live vision. The planning staff and senior management have met many times with MTO, GTA Sports Center and Remington on road alignments but the integrity of the Markham Live road network plan is being jeopardized by not bringing this serious issue forward as a ”highest priority”. In my option they diminished Markham Center connectivity options and parking opportunities. It is very disappointing that the city didn't address the 407 alignments and economic issues by going directly to the Premier's office to sort this out. BBB Architects have stated they have not started on the GTA Sport Center's construction drawings. Therefore, it is not too late to incorporated underground parking into the GTA Sports Center and Event Plaza.
Reversing Simcoe Promenade Parkland dedication – Remington owes 6 acres: The elimination of Simcoe Promenade as a dedicated bus way causes Remington to owe Markham 6 acres of parkland which they were originally credited for during the planning of VIVA rapid bus rapid ways. Normally, developers don’t get credit for parkland on top of the York Durham sewer pipe. It is great from a connectivity standpoint that Simcoe Promenade coming from the east will be the continuation of Enterprise Drive. However, there is still a very serious planning problem when Enterprise Drive reaches Birchmount, it basically ends for cars, drivers will have to make a left turn and in less than a 100 meters or less turn right on Enterprise Drive to connect to Warden Avenue. Markham should be looking at a traffic circle to merge YMCA Boulevard and Enterprise Drive. (around the same proximity of the Honeywell Building) so these two streets can share access to Warden Avenue. The Minister of the Environment and Minister of Transportation agreed to revisit the 407 Transitway alignments when an updated Markham Center official plan was approved by the City of Markham Council. Hopefully, Markham management will address this oversight in city building and realize that creating a vibrant pedestrian friendly downtown is a very important versus rushing this application through for things that might happen or might not happen. Self Imposed – Artificial Deadline: NHL franchise -No commitment for a NHL hockey Franchise or team 2015 World Juniors -Won't happen Get planning right -Don't imposed a deadline on Markham Concerns of the NHL Arena Site Plan – Alignment and lack of Parking: GTA Sports Center is protecting for the approved 407 EA Alignment Remington and Markham Senior Management dropped the ball on 407 Alignment Issue Lack of underground/above-grade parking on site at the GTA Arena and Event Plaza Arena/Event Plaza Footprint ... 420,000 square feet or approximately 10 acres 2 Levels of Parking ... Footprint will accommodate 2,000 parking spaces Parking Construction Costs (approx.) ... $60-70 million dollars Operating Costs(approx 30 yrs) ... $30-40 million dollars 30 Year revenue forecast ($35x2000x200x30= ... $420,000,000 dollars Every building must contribute to the parking requirements of the Markham Live District and the entire Markham Center. The estimated parking requirements for Markham Live district are approximately 15,000-18,000 parking spaces. A determining factor for how many parking spaces that will ultimately be required will depend how fast all day rail transit services are delivered to Markham Center. Financial Framework: On site underground and above-grade parking must be incorporated into the financial framework for the GTA Sport Center and Event Plaza. A GTA Sports Centre executives indicated they will not put any more parking spaces in other than the 150 spaces they are providing for right now. The City of Markham proposed parking authority should construct the parking underneath the NHL arena and event plaza, provide the finances and receive all of the revenues too. The GTA Sports Center have indicated that they have not started construction drawings therefore underground parking can be designed and incorporated into the GTA Arena facility and Event Plaza.. If this is a municipal capital facility, it is Markham’s responsibility to ensure parking is included in the GTA Sports Center. It is important to get the physical infrastructure and road networks framework correct before proceeding. GTA Sport Arena and Remington must conform to the Adamson site optimization study.
Markham Center Roads and Transitway Alignments History: August 19th, 1994 Markham Council approved the Markham Center plan after four years of study, public meetings and stakeholder consultations. A month later, Sheraton Nurseries, Remington Group and Longmont took the plan to the OMB saying it was too dense. In 1997, the OBM ruled by reducing the Markham Center density by 5%. As a result, Markham agreed to eliminate the grid type road alignment, leaving Enterprise Drive as the only east/west road connecting Kennedy Road to Warden Avenue in the Markham Center masterplan. The reason for the Calthorpe study was that the developers were adding additional units to each development application without any changes to the road capacity. Markham Center Road Network Planning Evolution: Duany developed excellent road connectivity and a network design plan for Markham City Center. However the Duany Plan was not respected for it connectivity and shouldn’t have been altered without a public meeting. The road system continues to be reversed back to a subdivision mentality rather than a City urban block network design for its walkability.
Duany Approved Road Alignment OMB 1997 MC Alignment Road
Inferior Road Design
Calthorpe/Adamson ML Road Excellent Connectivity
Remington Arena Plan Alignment Inferior Connectivity
Town Center Blvd -connected Enterprise Drive/York Tech Riverside Drive - rejoining VIVA Simcoe Promenade becoming Enterprise Drive Needs to be connect to Warden via possibly a traffic Circle YMCA - becoming Mainstreet joining lower part of Enterprise Drive Markham Live -west 407 exit ramp need to be continued to Birchmount 407 Frontage Street -single loaded road, makes it a service road only Two 407 Underpasses – south connectivity Miller Avenue - south of 407 east/west 407 On/Off ramps at Birchmount Avenue (likely 407 won’t approve)
Yes Yes Yes No Yes Yes Yes No No No
Yes No No No Yes No No No No No
Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes Yes No ??? ??? Yes No No No
Connectivity.... Creating a vibrant downtown: - Get the Urban Street Network infrastructure right
407 Transitway Option 1 sterilizes Markham East/West Street pattern with 407 Transitway Proposed road pattern approved my Markham Live and DSC committees Live with a station at YMCA Boulevard station on Frontage Street
Calthorpe’s Road Network Recommendations:
Rejoining Riverside Drive back as one East-West road along the south side of the Rouge Valley system. Eliminate the dedicated VIVA BRT Bus way on Simcoe Promenade saving at least $30 million Joining of Simcoe Promenade to the eastern section of Enterprise Drive as an east-west connection The YMCA Boulevard is to go over the tracks and connected to the lower portion of Enterprise Drive to become Main Street in Markham Center Markham Live Street intersects with the west 407 Kennedy Road interchange exit ramp and running east west connecting to Birchmount Road. Calthorpe/ and Adamson both agree that Duany's 1994 connectivity network plan was far superior to the current plan which was developed through the OMB by the developers and City planners. Remington should have to submit an updated Official Plan Amendment, since they are also expecting an increase in density in the Downtown Markham Center. The City should not approve their increase in density by section 37 planning Remington must pay greater attention to a City urban block network design for its walkability and public realm.
"Calthorpe and Associates" was engaged by Remington to re-design Remington's lands in the Markham Center. The commissioner
of planning and the CAO said the City of Markham couldn't be involved in the study because the City was the arbitrator and MTO said they couldn't be involved because they were currently doing the 4 years 23 kilometer 407 Environment Assessment from Markham Center to Vaughan Corporate Center study. Metrolinx (Go-Transit) and Markham Center Corporation were willing to participate and fund their portion of the study costs only.
"Adamson and Associates” was brought in to represent the City's interest in the plan and integrate the east precinct and comment on
the Calthorpe/Remington plan. Peter Calthorpe's integrity is impeccable but he was clearly representing Remington so we needed someone to protect the interest of the east side landowners and the city.
Adamson Site Optimization Study Click Here to Read Site Optimization Study
Determining the best solution of getting over the tracks to integrated east and west precincts
Markham Live Site Optimization Study - to eliminate the divide between the east and west side of the Stouffville GO-Line
Project Objectives: The objective of this project is to assist the City to develop a Concept Plan to accommodate the City’s Markham Live Program and the City’s Pan-Am Games Pool Facility within the proximity of the Markham Center Mobility Hub. The Mobility Hub area extends from the tributary west of the GO tracks to Kennedy Road to the east and from Hwy 407 to Enterprise Road to the north. Generally, the facilities should be located within 400-800m (5-10 minute walking radius) of the Mobility Transit Hub guidelines. For the purpose of this exercise, land ownership patterns are less important than the appropriate street and block pattern. The Pan Am Games Pool and Badminton facility is to be located on the City of Markham lands. Scope of Work: Review the street and block pattern of the Center West concept plan by Calthorpe Associates (CA) and coordinate with CA to gather data on work done to date for the Remington Group. Study 4 options as an initial departure point for combining Center West and Center East lands to determine a preferred option as the primary study area for detailed program test fits and related infrastructure across the site Establish a preliminary street and block pattern, transit hub location and transit routes. The pattern should be flexible enough to accommodate change assuming that this project is complex with many interchangeable programs and development agendas with long time horizons. Provide a balanced development with respect to parking, traffic, land-use and density. Spread sheets will tabulate this data for each site. Study pedestrian linkages from the Transit Hub to adjacent retail, commercial, cultural, sport and tourism facilities, hotel, convention center and other uses through connections at grade and below grade concourses. Review Transit plans and related infrastructure Describe preliminary criteria for building configuration, size and location, grade elevations, and geometry constraints for developing commercial, cultural, sports, tourism, and entertainment facilities on each of the development parcels. Study conceptual 3D modeling to test the massing and density of the master plan and indicate general programmatic allocations. Make a high level conceptual review the existing Hydro corridor lands south of Hwy 407 for optional future development, including traffic connections under Hwy 407, but potential development south of Highway 407 is not to determine or affect the development program of Markham Live. Establish a framework for re-starting the Precinct Planning Process. Prepare a general precedent study of 3 major sport and entertainment mixed-use developments of similar scale and program mix. These precedents will function as reference that will influence test fits and public space layout and scale in the Markham Live master plan.
Markham Live Vision - Created 2009 Click Here to Read Markham Live Vision
Street view of GTA (NHL) Sports Center from Markham Live
Night Aerial view of Markham Live from Highway 407 looking west
Markham Live is a 10-12 million square feet mixed-use complex that will be built at an estimated cost of 8-10 billion dollars. It will be Markham’s advantage in the worldwide competition for jobs. Make Markham the centre of Canada’s largest Mega Region GTA Connectivity using 407 Rail Transitway, VIVA BRT and the I-METRO-E/W 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 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. 1: The community is buffered from the highway by large scale buildings. 2: It also benefits from a complex that is lively, urbane and socially animated.
Venue NHL arena Performing Arts Center Markham International Sports Training Academy Class A Condominiums/Apartments Twin Towers –Five Star Hotel Major Convention Centre Metrolinx Anchor Hub Major Retail around the Hub Major Class A Office Multimedia Entertainment Center University Campus # of seats 19,5000 3,000 3,600 units 600-800 rooms 3,000 seats Sq. Ft. 839,793 ????? 1,000,000 18,000,000 2,204,760 400,000 ??? 1.8-2 million 4-8 million 60-100,000 sq ft 100 acres Est. Capital Cost $400,000,000 $?? ??? ??? ??? ??? ??? ??? ??? ??? ??? Partnership
Markham Live encompasses a land area of approximately two hundred acre within the Markham Center Plan and center around a major Metrolinx hub. Markham Center has no problem selling condo units. Downtown Markham Center has had sporadic success in attracting Class A office buildings. There is no there “There”, no 18-20 hours a day life which is normally found in almost all great city centers. If we want something to happen, we have to plan to make it happen. Chairman and former Premier Peterson’s 2015 PAN AM Committee dislodged the Canadian Sports Institute-Ontario from Markham which the City had been actively planning for 4 -5 years but still gave it to the University of Toronto, Scarborough campus. That is when we realized that we can’t rely or depend on the provincial or federal government’s funding in determining our future; we must plan for our future. The Ontario Government should take into consideration that the Markham Live vision is being currently implemented right now. The Environment and Transportation Ministers indicated a willingness to revisit the MTO 407 Transitway EA Markham Center section alignment once Markham Council approves their updated Markham Center official plan. I think the Premier and the Ministers should take into consideration that serious planning and construction activities are happening on the Markham Live site right based on the detailed documented vision for the Markham Live’ 100+ acres. Received on August 8th, 2012 a site plan for a GTA Sports Center (19,500 seat NHL size arena). Unfortunately, their site plan protected for the 407 Transitway alignments -Option 1 which effectively sterilizes other lands in Markham Live land area. Secondly, the 407 Transitway Alignment Option 1 is estimated to be over $200 million more dollars to construct versus putting it on either side of the 407 highway. Markham issued a Request for Information (RFI) for the Markham International Sports Training Academy (MISTA) and received 9 interested parties for the MISTA P3 Project. Markham Council in June approved a development application for 960 units (includes 1-29 story, 2-28 story and one 12 story tower) on a 5 acre site within 100 meters of the Metrolinx Mobility hub. The shovel is almost in the ground to begin construction for the PAN AM 50 meter water polo pool and Badminton Center.
Markham International Sports Training Academy (MISTA) Created 2009-2010 Click Here to Read About MISTA
MISTA 407 Highway Site...considering moving back to the MISTA 407 Highway site because of the possibility of being locked out of the City’s PAN AM Site until after the 2015 games and the possibility of being associated and integrated with a University Campus.
Looking south at a view of MISTA on Markham Live Street
Aerial View of MISTA looking from Kennedy Road and 407 Highway
Components of Markham International Sports Training Academy (MISTA) are as follows: (Moved off this site because of the inability to change the 407 Transitway alignment) 1. National Aquatic Training Center 2. Ice Center (includes two NHL ice pads and two Olympic ice pads Training center 3. National Gymnastic Training Center 4. National Combative Training Center 5. Court Training Center 6. Indoor Fieldhouse.... (includes 400 meter track with 8 track lanes, 7. Regular Membership center 8. Olympic Training Center for athletes 9. Sports Medicine Center 10. If space provided (assimilated rowing center, archery training range) 11. Outdoor Olympic sports fields for hockey, soccer, rugby, cricket and track 12. 500,000 square feet of Retail 13. 500,000 square feet of Office 14. 2,500 - 3,500 condos MISTA - YMCA Boulevard Site (2011: (Moved to the PAN AM site when city purchased the land) On the PAN AM site, we probably won’t be able to start building until 2016 which is unacceptable
An Aerial view of MISTA looking north from 407 Highway
Looking at MISTA On YMCA Boulevard
Markham Live Metrolinx Transit Hub Study Click Here to Read Markham Mobility Hub Study
Multi-Modal Transit Integrated Seamlessly within Development
Aerial view of Markham Live around the Metrolinx Hub
Adamson and Associate Architects have done excellent design work around the Markham Centre Metrolinx Hub. Metrolinx said Markham was way ahead, so take the lead in the Metrolinx Hub Study. Adamson has done many complex projects like Canary Wharf in London, England, World Trade Center and Battery Park in lower Manhattan, New York City and Transbay Hub in San Francisco. Which are bigger and far more complex projects than the Markham Centre Metrolinx hub. Adamson presented within a month a very thorough detailed design and planning concept how the hub would function and integrate into the Markham Live Vision. Metrolinx did a reversal about 3-4 months later and said Markham was too far ahead of Metrolinx and wanted to start the process all over again. Secondly, Metrolinx wanted to look at the hub from a detail engineering design prospective. Markham and Metrolinx went through a very thorough RFP process and selected ARUP to do the scope of work outlined in the RFP, based on the Adamson concept. Adamson was retained to handle all the design aspects of the project and have ARUP interface with them. Markham is extremely happy with Adamson hub design, site optimization study, and the integration of Markham Live into the Metrolinx transit hub and wanted the integrity of their concepts retained. ARUP was approved 1.5 years ago to do their peer review on the Adamson work because Metrolinx subsequently insisted Markham undertake further engineering detail design but nothing is happening. Metrolinx has been dragging their feet on this process.. Markham was expecting ARUP to comment and finalize conceptual design of the Mobility hub by now. It was also important to be able to finalize the Markham Live road grid network to reflect a more walkable downtown environment and accommodate the proper citing of the NHL arena. Metrolinx requirement to again review the land use concepts will not be completed until September 2013. Now we have an arena site plan application, “protecting for 407 Transitway Alignment Option 1” is not the best long term solution for Markham and “we must dealt with this right now”.
Markham East Toronto Rapid Opportunity (I-METRO-E) - created 2012 (on-going)
Click Here to Read About I-METRO-E
Sharing Standardize infrastructure and train sets - Scarborough Center and Markham … Eglinton LRT cars should be standardize with i-METRO-E/W
Elevated track and station eliminate the divide of the train track and grade separation and creates 3-4 times the land value
Distance 46.7 Kms
25 Station Stops Design Criteria Span of Service Connectivity Frequency Speed 80-100kms 50 mins to travel 46.7kms
I-METRO-E Design Imperatives Grid up all major bus lines and Rail Lines from Major MacKenize to Union Station Buses should never leave their street route Go directly to Electric train technology as this line doesn’t have freight on it Plan Sustainable Transit Dependant Development Communities in the corridor to realize its greatest economic opportunity (Replace GO-Trains with electric trains) Plan maximum use of transit infrastructure Develop energy, emissions and waste net zero TDD communities Focus on the 2,000,000 potential transit riders’ mobility; flexibility and competitiveness focus on green and smart technology Engineer all the inefficiencies out of the I-METRO-E rail transit system Eliminate municipal boundaries and develop a truly integrated grid transit system Standardize rail track, train technology, fare collection, intelligent transit systems ENVIRONMENTAL ASSESSMENT SHOULD INCLUDE: Cost justification and best optimum solutions New role of the Stouffville GO Line (I-METRO-E) Line Report to a political/citizen steering committee on a regular basis The design interfaces of all I-METRO-E and I-METRO-W stations Elevated track for greater TDD community integration when appropriate Elevating the track eliminates ugly grade separations and maximizes land use Ensure maximum connectivity from end-to end of the I-METRO-E/W Line Electric Train technology to be used & Twinning the tracks Incorporate all transit automation as possible for a P3 opportunity E/A Design Documentation – P3 Bidding for financing the I-METRO-E Eliminate redundancy in track, share when possible, and properly mission each transit line through proper transit planning Eliminate transit turf - create the most efficient and flexible system from operation to meeting ridership requirements 1st phase of the downtown relief line (est. cost is $5.9 billion) Educate the public to change Creating the Future for a competitive megacity economy Financial models should be based on citizen’s mobility, connectivity, span of service, predictability, ridership and speed, Affordability, flexibility, development opportunity, creative designs and business solutions leave no ecological footprint behind 18 Communities, rail transit trains and infrastructure must be carbon neutral Next 3 Federal & 3 Provincial buildings and Universities should locate on the I-METRO-E and I-METRO-W station communities.
Markham Live “University Sports Training, High-Tech and Business Campus - created 2012
High-speed 407 Rail
Transitway … from Burlington to Oshawa in 1 hour
Aerial view looking west of Markham Center at Kennedy Rd & Highway 407
Olympic Sports Training Fields
95 kms/ 50 stations of the I-METRO-E/W Express Transit line from Stouffville to Georgetown
Proposed 100 acre University campus & 120 acres of Olympic sports fields
Bury the hydro lines in key locations within the 407 Rail Transitway corridors 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 guaranteed transit ridership of a 70-80% targeted modal split to ensure instant success of the 407 Rail Transitway and I-METRO-E/W. The Province should set yearly growth targets for these 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”. All the Federal and Provincial Ministries, agencies and lower tiered governments must work together under the leadership of the Prime Minister of Canada and the 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 407 Rail Transitway will equal the ridership of the Lakeshore line in less than five years of being built. 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 is 20 minutes from the shores of Lake Ontario, one of the five Great Lakes. Our location and geography play a key role in our economic success. Markham is less than a day’s drive from more than 135 million customers in Canada and the United States. With the North American Free Trade Agreement facilitating access, Markham and the Greater Toronto Area are a major gateway to the entire continent for trade and tourism – a market of more than 440 million people, with a combined GDP of more than $16 trillion. Markham, strategically located in the Greater Toronto Area, one of the fastest growing municipalities in Canada with more than 320,000 people; 400 corporate head offices and 900 high tech/life science companies are located here. High quality facilities, a highly educated and diverse work force, and pro-business environment are among the attributes that attract world-renowned corporations to Markham. People from every part of the world call Markham home; as an example, 38% 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. Our global business community is fully engaged in the knowledge-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.
Questions from Concerned Markham Taxpayers
Questions Residents Are Asking – Legal 1. Is the City of Markham allowed to sole source, without a competitive procurement process, $325 million procurement for a City owned building, to be built on City owned land? If they can do that by declaring it to be “in the best interests of Markham”, what is the process for approving such a declaration? Can Markham take on $325 million in new debt under the “Debt and Financial Obligation” limit provisions of the Ontario Municipalities Act? One of the proposed revenue streams is a "voluntary" increase in development charges. Is the City of Markham allowed to request such development charges, and then redirect this public money to such a project? Part of the framework calls for the arena to be leased to the consortia with favorable tax conditions, specifically the arena will be designated an MFC (Municipal Capital Facility). Can a privately leased and operated sports and entertainment venue qualify as an MCF? Ratepayers are being told "there is no deal as yet". However the consortia has already filed a site plan, and paid the necessary $75,000 fee. Land clearing has started on the site. Given that the land and building will be publicly owned, are the Mayor and/or staff obliged to disclose any “letter of intent” or "memorandum of understanding" between the City and the consortia to ratepayers? Shouldn’t there have been a public process by the City to determine the people’s priorities when taking on a $325 million debt?
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Questions Residents Are Asking - Risks 1. Disruptions to the proposed business model caused by any of the above legal questions, and any resulting challenges, for example by developers to the DC proposals. 2. Other costs not taken into account could include, 407 and other road and access realignments, parking facilities, construction financing, paying off the Leafs and the Sabres, etc 3. GTA Centre (S&E?) could go bankrupt during construction or during operation, or have funding withheld by their backers. 4. Construction costs typically escalate could be well beyond the 325 million plans. 5. The expected revenues could fall short of expectations, preventing GTA from being able to finance their portion of the $325 million debenture and/or make it very difficult to continue to fund operations and maintenance. 6. The developers may balk at or legally challenge the imposition of additional development fees or even back off further development in Markham. BILD has formally expressed their concern. 7. GTA Centre does not secure an NHL team. Per Globe article, Live Nation does not believe events alone will cover operating costs. 8. What happens if the NHL team is not successful, transfers to another location, etc? 9. The ability of Markham staff to manage the financials, the contract scope and the risks involved in this financial framework. 10. Markham residents not supporting the deal, change the Mayor at the next election. Next Mayor throws out the deal to save further loss, but we are already in the hole so to speak.
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