Scarborough Subway Extension - June 2015 Public Consultation Report

SCARBOROUGH SUBWAY EXTENSION

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Scarborough Subway Extension

Draft Terms of ReferenceSCARBOROUGH SUBWAY EXTENSION

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Draft Terms of Reference


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Scarborough Subway ExtensionDraft Evaluation Criteria


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Scarborough Subway Extension June 2015 Public Consultation Report


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Table of Contents

Page

Overview ...................................................................................................................................................... 5 1.1 Approach to Public Consultation ........................................................................................... 5 1.2 Presentation Materials .......................................................................................................... 6 1.3 Consultation Questions ......................................................................................................... 6

Feedback ..................................................................................................................................................... 8 2.1 Overview of Feedback Analysis ............................................................................................ 8

2.1.1 Existing Conditions .................................................................................................... 8 2.1.2 Preliminary Corridor Evaluation ................................................................................. 9 2.1.3 The Short Listed Corridors ...................................................................................... 13 2.1.4 Potential Alignments ................................................................................................ 15 2.1.5 Potential Station Concepts ...................................................................................... 17 2.1.6 Responses .............................................................................................................. 21

2.2 Other Comments ................................................................................................................. 22 2.3 Out of Scope Comments ..................................................................................................... 22

Public Consultation Tools and Activities ............................................................................................... 23 3.1 Public Notification ................................................................................................................ 23

3.1.1 Notification and Timing ............................................................................................ 23 3.1.2 E-newsletter Updates .............................................................................................. 24 3.1.3 Media Releases ....................................................................................................... 24 3.1.4 Project Website ....................................................................................................... 25

3.1.4.1 Frequently Asked Questions (FAQ) ........................................................ 25 3.2 Public Consultation Tools and Activities ............................................................................. 25

3.2.1 Public Meetings ....................................................................................................... 25 3.2.1.1 Public Meeting “What do you think” Boards ............................................ 26 3.2.1.2 Discussion Guides .................................................................................. 26

3.2.2 Online Consultation ................................................................................................. 27 3.2.3 Phone and Email Comments ................................................................................... 27

Stakeholder Advisory Group (SAG) ........................................................................................................ 28 4.1 Interactive Workshop .......................................................................................................... 28

4.1.1 Objectives and format ............................................................................................. 28 4.1.2 Participants .............................................................................................................. 28

4.2 SAG Meeting #2 .................................................................................................................. 29 4.2.1 Objectives and Format ............................................................................................ 29 4.2.2 Participation and Comments ................................................................................... 29

Next Steps ................................................................................................................................................. 30 5.1 Phase 3 Consultation .......................................................................................................... 30


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List of Figures Figure 1. The Short Listed Corridors .......................................................................................................... 13 Figure 2. Project Description Timeline ..................................................................................................... 30 List of Tables Table 1. Summary of Corridor Feedback .................................................................................................. 9 Table 2. Preliminary Corridor Evaluation Comment & Response ........................................................... 12 Table 3. Summary of Short Listed Corridors Feedback .......................................................................... 13 Table 4. Short Listed Corridor Comments & Responses ........................................................................ 15 Table 5. Summary of Potential Alignments Feedback ............................................................................ 16 Table 6. Potential Alignments Comments & Responses ......................................................................... 17 Table 7. Summary of Potential Station Concepts Feedback................................................................... 18 Appendices Appendix A Existing Conditions

Existing Conditions Feedback Appendix B Preliminary Evaluation of the Corridors

Preliminary Evaluation of the Corridors Feedback o SRT (Line 3) Corridors o Midland to Markham/ Progress Corridor o Midland to McCowan Corridor o Hydro and Brimley Corridors o McCowan Corridor o Bellamy Corridor o Markham Corridor o The Short-listed Corridors (comments about all three together)

Appendix C Potential Alignments

Potential Alignments Feedback o Midland Corridor Alignments o McCowan Corridor Alignments o Bellamy Corridor Alignments


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Appendix D Potential Station Concepts Potential Station Concepts Feedback

o EE1 o EE2 o LE1 o LE2 o LE3 o SC1 o SC2 o SC3 o SC4

o SC5 o SC6 o SC7 o SC8 o SE1 o SE2 o SE3 o SE4 o SE5

Appendix E Other Comments Appendix F Frequently Asked Questions (FAQs) Appendix G E-Newsletters Appendix H Media Release Appendix I Public Meeting

Notice Presentation Display Boards Discussion Guide

Appendix J Interactive Workshop

Agenda Presentation Minutes

Appendix K Stakeholder Advisory Group

Meeting #2 Agenda Presentation Meeting #2 Minutes


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Overview Between March and July, 2015 a preliminary evaluation of the nine potential corridors was presented to the public including the inventory/ existing conditions in the study area and the three short listed corridors. For each shortlisted corridor, a preliminary set of potential alignments and station concepts were also presented. This work bridges both Phase 2 and Phase 3 of the Scarborough Subway Extension Project Assessment (SSEPA).

1.1 Approach to Public Consultation

Community input is an essential part of the SSEPA. People care about how transit is planned and developed, and the City of Toronto is committed to engaging the public in a way that is transparent, collaborative, inclusive and authentic. In order to make it easy for the public to get involved and provide feedback a number of in-person and online tools were used during Phase 2, including:

1. A set of relevant Frequently Asked Questions (FAQs) was developed to address questions about the project and Phase 2 in particular;

2. Advertising was used to inform people about Phase 2 activities and consultation opportunities;

3. An e-newsletter was used to inform those on the project contact list about Phase 2 activities and consultation opportunities:

4. The project website was used to provide useful information about the project, including invitations to consultation opportunities;

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

6. An interactive workshop was held for Stakeholder Advisory Group (SAG) members to inform the corridor analysis;

7. A Stakeholder Advisory Group (SAG) meeting was held to provide SAG members the opportunity to review the results of the preliminary analysis of corridors and provide feedback on potential alignments; and

8. Eight public consultation events were held across Toronto, including two locations (Winston Churchill Collegiate and Scarborough Civic Centre) within the study area, giving community members an opportunity to discuss the project with the team and provide comments.

Many comments were received to inform the staff recommendation of the preferred corridor option, alignment and station locations.


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1.2 Presentation Materials

Clear, easy-to-understand and engaging materials (including notices, information boards, PowerPoint presentations, a discussion guide and web content) were developed for Phase 2 and focused on the key messages of this phase, including:

Recap of the study – background information about what the study is and how it is being completed

What we’ve heard so far – an overview of the feedback that was received during Phase 1 consultation

Existing conditions/ study area inventory – an overview of the factors that were studied to better understand the study area

Preliminary corridor evaluation – a recap of the evaluation criteria and the preliminary results of the evaluation

Short listed corridors – presentation of the three short listed corridors

Potential alignments – maps and information related to the potential alignments within each of the short listed corridors

Potential station concepts – maps and information for the station concept alternatives for each of the short listed corridors

1.3 Consultation Questions

A number of key consultation questions were identified by the project team for this part of the SSEPA study. The public was invited to provide their input and feedback to these key questions through various consultation tools and activities. These questions include:

To receive feedback on the existing conditions/ inventory of the study area:

We would like to know your feedback or concerns about the inventory. Have we missed anything?

To receive feedback on the preliminary corridor evaluation:

Did we miss anything in the evaluation of each corridor?

To receive feedback on the short listed corridors:

We would like to know your thoughts, ideas and concerns about the short listed corridors. Do you agree that these are the three best corridors? Why or why not?

To receive feedback on the potential alignments within the short listed corridors:

What are your thoughts about the alignments within each corridor?


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To receive feedback on the potential station concepts within the short listed corridors:

Provide your thoughts about each of the potential station concepts:

o Would the station provide good access to key destinations? o What do you think about the placement of the bus terminal? o Are the entrances convenient locations? o How could the station concepts be improved?


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Feedback 2.1 Overview of Feedback Analysis

Many comments and questions were received during this part of the SSEPA through the various consultation tools and activities demonstrating a great deal of community and stakeholder interest in the Scarborough Subway Extension and study. In reviewing this feedback, a number of themes emerge related to the key questions of this phase. These themes are based on comments received from the Discussion Guides, Public Meetings, online survey, through the project email and phone, and from the SAG meeting and interactive workshop minutes.

2.1.1 Existing Conditions

Before evaluating the nine corridors and identifying the short list, an inventory of the study area was conducted, looking at a number of different factors including:

Official Plan Urban Structure – What are the areas for future growth as outlined in Toronto’s Official Plan?

Planning and Development Context – What do other plans (i.e. Secondary Plans, Precinct Plans and local guidelines) say about growth and development in the area?

Land Use Designations – What are the designated future uses for the area as outlined in Toronto’s Official Plan?

Existing Land Use – How is the area currently being used? Natural Heritage System – Where are the watercourses, forests and wetlands? Community Services and Facilities – Where are the important schools, hospitals, community

centres and other facilities? Population and Employment Densities – Where do the people and jobs exist? Transit – Where are the existing and planned transit facilities? Heritage and Archaeological Potential – Where are the heritage buildings and conservation

districts? The public had the opportunity to review and "ground truth" the findings of the project team to ensure that the technical experts had accurately reflected the existing conditions. Although few comments were received, feedback provided identified two areas of concern: congestion and conditions of current transit stations. See all comments received in Appendix A. Congestion

Concerns were expressed regarding current traffic congestion within the study area. Some believed that plans for the Scarborough Subway Extension would relieve congestion whereas others stated that the


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options proposed would have no effect on current congestion issues. A suggestion regarding more double length buses to relieve congestion was also recorded. Conditions of Current Transit Stations

Some comments regarding the current conditions of transit stations were noted. Complaints regarding safety, cleanliness and unsatisfactory exteriors were made. One member of the public asked if the old stations currently being used will be redesigned along with the installation of the new station for the subway extension.

2.1.2 Preliminary Corridor Evaluation

During Phase 2, each of the nine corridors was evaluated using the Evaluation Criteria previously finalized. The results of this preliminary evaluation were presented and the following question was asked to seek feedback on these results:

Did we miss anything? Table 1 below, provides a summary of comments received on the preliminary evaluation of each corridor that outline what was missed and/or concerns regarding the evaluation results. See all comments received in Appendix B.

Table 1. Summary of Corridor Feedback

Proposed Corridor Summary Project Team Response/Action

SRT (Line 3) Corridors

The majority of feedback received about this corridor was in agreement with the evaluation that it should not be carried forward for further study. However, there was some concern about access to neighbourhoods and businesses in this area and the need to maintain the existing conditions created by the current SRT.

Maintaining access to rapid transit for current SRT riders is considered in the evaluation criteria, however the benefits of placing stations in the same locations were not as great as benefits that could be realized by new station locations.

Midland to Markham/ Progress Corridor

The majority of feedback received about this corridor was in agreement with the evaluation that it should not be carried forward for further study.

The comments in agreement with the evaluation of this corridor option primarily focused on the access to nearby residential areas and the potential connectivity to institutions such as Centennial College.


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Midland to McCowan Corridor

Some members of the public agreed that this corridor be carried forward for further study due to the connections to Scarborough Town Centre, Kennedy Station, and nearby residential areas. Other comments liked the proximity to the existing SRT and minimal capital costs.

However, similarly to the SRT (Line 3) and Midland to Markham/Progress corridor feedback, most people disagreed with the evaluation of this corridor due to the proximity to SmartTrack, creating redundancy in service. Furthermore, this redundancy in service lead to great concerns regarding the cost of constructing a corridor so close to SmartTrack. Other considerations regarding this corridor included the congestion related to the closure of the SRT, not serving businesses, and low density and development potential along this corridor.

Proximity to SmartTrack is an important consideration, however we do not yet know how proximity to SmartTrack may impact the Scarborough Subway Extension. It would not be prudent to eliminate all potential corridors close to SmartTrack before the interaction is better understood in terms of ridership and station activity. There is significant development potential at station locations.

Hydro and Brimley

Corridors

Few comments were received regarding these corridors. The majority agreed with the decision that they should not be carried forward for further study due to low density and lack of development potential exhibited at a potential Lawrence and Brimley station.

McCowan Corridor

There was strong support for this corridor, specifically because it provides direct access to the Scarborough Hospital and Scarborough Town Centre. Many also commented that McCowan is their preferred corridor because it would serve many, reach the most destinations in Scarborough, has the potential to reduce traffic in the area, would provide an opportunity for a fourth station (at Eglinton and Danforth), and seems the most logical.

Generally, those in disagreement with the evaluation of this corridor were concerned about the additional capital cost and the lack of service to UTSC and Centennial College.

While Centennial College is located within the project study area, UTSC is not. Unfortunately, it is not possible to provide subway service to these destinations while achieving the objectives of the Scarborough Subway Extension.

Through the City's review of its Rapid Transit Network under the banner of "Feeling Congested?" (http://feelingcongested.ca) there will be further opportunity to consider how these important destinations may be served by rapid transit.


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Bellamy Corridor

In general, there was strong support for the decision to carry this corridor forward for further study as it offers a direct connection to the Eglinton GO Station on the Lakeshore East GO Rail corridor, it is an appropriate distance from SmartTrack, and has the potential to serve the eastern part of Scarborough. Many also mentioned additional considerations for this corridor including the potential to serve more people and reach more destinations such as the Cedarbrae Mall, Lawrence Avenue shopping areas and Cedarbrae Collegiate.

Those who disagreed with the evaluation of this corridor noted the issue of backtracking. Other concerns included increased capital costs, low density and lack of development potential along the corridor.

It is important to consider the existing and planned density of people and jobs around station areas because this helps us understand how many people would gain direct access to the service. However, density between station areas is less important because there is no direct access to the service.

There is significant development potential at both the Eglinton/Bellamy and Lawrence/Bellamy station locations..

Markham Corridor

The Markham corridor received mixed reviews. Some disagreed with the evaluation of this corridor because they liked the distance from SmartTrack, the potential to serve the eastern part of Scarborough, and the potential for future development. Other positive qualities identified included the potential to serve priority neighbourhoods in the area, and provide many residents with affordable and accessible transit.

Generally, those in agreement with the evaluation of this corridor to not carry if forward for further study identified the reasons being the additional capital cost, the need for extensive tunneling and track work, the poor connection to the Scarborough Centre and the indirect route.

While there are significant benefits of this corridor, they are similar to the benefits of the Bellamy Corridor without the incremental costs and travel time associated with the Markham Corridor.

In evaluating the comments from members of the public it has been made clear that cost, connectivity, and proximity to SmartTrack are still very important topics of discussion. However, when asked if anything was missed regarding the preliminary corridor evaluation, public feedback identified four additional areas for consideration along with the previously mentioned topics of concern: alternate corridor options, traffic during construction, integration opportunities with other modes of transit, and providing service to more people and places. To view all comments regarding the preliminary evaluation of corridors, see Appendix B.


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Traffic During Construction

The consideration of traffic during construction was identified when discussing corridor options. Many commented that particular corridor options would either cause major traffic delays or would impact traffic flow the least during construction. Many felt as though the decision to carry the Bellamy corridor option forward for further study was a good decision because construction would have minimal impact on traffic as it is not currently a very busy location. Integration Opportunities with Other Modes of Transit

Many people suggested choosing the corridor option that would have the capability to connect with other modes of transit in the future. Connections with the potential SmartTrack and Scarborough-Malvern LRT line were at the forefront while others emphasized the importance of connecting the new corridor to current GO Transit lines and bus routes. Providing Service to More People and Places

Providing maximum access to all areas of the city to the greatest number of people was an important consideration. Many felt the most southern part of Scarborough currently lacked accessibility to other parts of the city and thought the corridor options being carried forward for further study would solve the access issue. Table 2 below, presents the summary comments pertaining to the preliminary corridor evaluation along with the project team response or action taken.

Table 2. Preliminary Corridor Evaluation Comment & Response

Comment Project Team Response/Action Traffic during Construction

Traffic congestion during construction is not a significant factor in determining the preferred corridor, because traffic impacts will be minor in scope and severity compared with the long-term benefits of the subway extension, including the economic development opportunities that it will provide.

Impact to traffic will be considered after a preferred corridor has been selected and the potential station concepts are compared. Concepts that offer less disruption to traffic will be favoured over concepts with greater disruption.

Integration Opportunities

with Other Modes of Transit

Connecting to existing and planned transit lines is a significant consideration in the corridor evaluation. Preliminary analysis highlighted proximity to SmartTrack and the opportunity to connect with Eglinton GO, but the full evaluation will include a more robust evaluation of possible connections including interface with the proposed Scarborough-Malvern LRT, and a clearer understanding of how SmartTrack and the Scarborough Subway Extension would impact one another based on upcoming ridership forecasting work.

Providing Service to More People

and Places

Existing and projected future population and jobs around potential station areas has been considered in the corridor analysis. However, the project has specific objectives and parameters that limit the number of stations and routes that can be considered.


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Figure 1. The Short Listed Corridors

2.1.3 The Short Listed Corridors

From the nine potential corridor options, three corridors were carried forward for further study, including:

Midland corridor McCowan corridor Bellamy corridor

Feedback on each short listed corridor will be reviewed and considered during the next stage of the study. The following questions were asked:

Do you agree that these corridors should be carried forward?

Why or why not?

Table 3 below, provides a summary of comments received on each short listed corridor. See all comments in Appendix B.

Table 3. Summary of Short Listed Corridors Feedback

Short Listed Corridor Summary Project Team Response/Action

Midland Corridor

Generally, most of the people in agreement with this corridor liked the connections to Scarborough Town Centre, Kennedy Station, and nearby residential areas. Another key benefit identified over the other corridor options was the reduction in capital costs in comparison to the McCowan corridor.

Those who disagreed that this corridor should be carried forward for further study expressed concerns about the proximity to SmartTrack, creating a redundancy in service. Other concerns included the closure of the SRT and the low density of the corridor area. Overall, Midland seemed to be the middle ground within the three short listed corridors

Proximity to SmartTrack is an important consideration, however we do not yet know how proximity to SmartTrack may impact the Scarborough Subway Extension. It would not be prudent to eliminate all potential corridors close to SmartTrack before the interaction is better understood through modelling.

There is significant development potential at station locations.


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Short Listed Corridor Summary Project Team Response/Action

with some of the public in agreement and some in disagreement with the decision to carry it forward.

McCowan Corridor

Out of the three short listed corridors, this seemed to be the most preferred option. Many thought that this option would provide the most service to the most people. Many also thought this corridor has the potential to reduce traffic and congestion in the area, made the most sense and seemed logical.

Generally, those who disagreed that this corridor should be carried forward for further study were concerned with the additional capital cost (as compared to Midland) and the lack of service to Centennial College and UTSC.

While Centennial College is located within the project study area, UTSC is not. Unfortunately, it is not possible to provide subway service to these destinations while achieving the objectives of the Scarborough Subway Extension.

Through the City's review of its Rapid Transit Network under the banner of "Feeling Congested?" (http://feelingcongested.ca) there will be further opportunity to consider how these important destinations may be served by rapid transit.

Bellamy Corridor

This corridor seemed to cause the most disagreement out of the three short listed corridors. Those in agreement that this corridor be carried forward liked the connection to the Eglinton GO station, and access to Scarborough Town Centre and Cedarbrae Mall.

Many disagreed with the decision to carry this corridor forward due to the additional capital costs, lower density and fewer opportunities for development in the area.

It is important to consider the existing and planned density of people and jobs around station areas because this helps us understand how many people would gain direct access to the service. However, density between station areas is less important because there is no direct access to the service.

There is significant development potential at both the Eglinton/Bellamy and Lawrence/Bellamy station locations.

Public feedback identified two general areas of concern regarding the short listed corridors: cost-effectiveness and clarity around the process. See Comments in Appendix B. Cost-effectiveness

Cost-effectiveness was identified as an important factor when discussing the three short listed corridors. Questions regarding the revenue to cost ratio and requests for further explanation regarding differences in costs were asked.


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Clarification

A need for clarification about how the short list was determined was identified. Many were unsure about the process and wanted to know how the decision was made in narrowing down the corridor options from the original nine to the three short-listed corridors. Table 4 below, presents the summary comments pertaining to the short listed corridors along with the project team response or action taken.

Table 4. Short Listed Corridor Comments & Responses

Comment Project Team Response/Action Cost-effectiveness Costs have been provided in relation to the McCowan corridor, which was used to

create the budget supported by Council in October 2013. The Midland corridor would cost $100M - $130M less than the final cost for the McCowan option and the Bellamy corridor would cost $600M - $625M more.

Increased revenues are not available at this time. These include fares collected from new riders and increased property taxes that may result from redevelopment.

Clarification About How the Short List

was Identified

A reasoned argument approach was taken, whereby similar corridors were grouped. That is, corridors in the west of the study area (SRT, Midland), the centre of the study area (Hydro, Brimley and McCowan) and the east of the study area (Bellamy and Markham). In each group, the best corridor was selected using the project evaluation criteria.

The result of this reasoned argument is three short-listed corridors that include the preferred corridor. In other words, even if one of the corridors that was not carried forward was better than one that was carried forward, it is not possible that a corridor not carried forward would be the preferred corridor. E.g. Brimley might be the second choice – better than either Midland or Bellamy – but since McCowan is preferred over Brimley, we can eliminate Brimley from further analysis.

The preferred corridor will be selected from the short listed corridors .

2.1.4 Potential Alignments

Within the three short listed corridors, potential alignments were developed. Feedback received about the potential alignments will be considered in Phase 3 of the SSEPA to produce alignment recommendations and identify potential impacts and mitigation strategies before completing the final review. Table 5 below, provides a summary of comments received on the potential alignments. See verbatim comments in Appendix C.


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Table 5. Summary of Potential Alignments Feedback

Potential Alignments Summary

Midland Generally, many comments about potential alignments for this corridor questioned tunneling costs and the possibility to use existing elevated structures.

McCowan When discussing potential alignments for this corridor, many members of the public questioned the cost, of integration with the Scarborough Town Centre and the impact construction would have on the Scarborough Town Centre.

Bellamy Those in favour of the Bellamy alignment options thought they would cover more neighbourhoods and provide network breadth.

Questions and comments highlighting the drawbacks primarily focused on cost, and the need for a fifth station. Many thought these options would be too expensive and thought the distance from Bellamy and Lawrence to the Scarborough Town Centre would be too far.

The following three areas of concern emerged from the review of comments regarding the potential alignments: cost, use of existing structures, and impact of construction. Cost

Similarly to the preliminary evaluation of the corridors, cost was identified as a main concern in discussing potential alignment options. Many questioned the cost-effectiveness of each alignment option and wanted to know exact dollar amounts before coming to a final decision. Generally, people wanted to choose the most cost-effective option that would provide long-term improvements in service. Use of Existing Structures

Use of existing structures was identified as a key idea for consideration. Many thought using existing elevated structures, primarily for the Midland alignment options, would be more cost-effective in reducing tunneling costs and construction period. Impact of Construction

Many questioned the impact of construction within the different alignment options. Some wanted to know how the Scarborough Town Centre would be affected during the construction period and others questioned the length of construction for each alignment option. Table 6 below, presents the comments pertaining to the potential alignments along with the project team response or action taken.


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Table 6. Potential Alignments Comments & Responses

Comment Project Team Response/Action

Cost Costs have been provided in relation to the McCowan corridor, which was used to create the budget supported by Council in October 2013. The Midland corridor would cost $100M - $130M less and the Bellamy corridor would cost $600M - $625M more than the final cost of the McCowan option. As design proceeds, more detailed cost estimates will be determined.

Increased revenues are not available at this time. These include fares collected from new riders and increased property taxes that may result from redevelopment.

Use of Existing Structures

Reuse of existing elevated structures has been included in cost estimates for the Midland corridor alignments.

Impact of Construction

Length of the construction period is comparable for all alignments. Likewise, impacts to the operation of the Scarborough Town Centre are expected to be minimal for all Scarborough Centre Station concepts.

More details about construction methods and impacts will be determined through a detailed analysis of the station concepts in future phases.

2.1.5 Potential Station Concepts

Within the three short listed corridors and potential alignments, multiple potential station concepts were developed. The station concepts provide a layout of the potential subway station including the subway platform, bus terminal, entrances and an electrical substation. Some potential station concepts also included a passenger pick up and drop off.

Station Concepts Associated with Each Corridor

Midland Corridor LE1 SC1 SC2 SE1 SE2 SE3 SE4 SE5

McCowan Corridor EE1 LE2 SC3 SC4 SC5 SC6 SC7 SC8 SE1 SE2 SE3 SE4 SE5

Bellamy Corridor EE2 LE3 SC3 SC4 SC5 SC6 SC7 SC8 SE1 SE2 SE3 SE4 SE5


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Feedback on the potential alignments will inform the analysis of station concepts and identify potential impacts and mitigation strategies before completing the final review. The following questions were asked to seek feedback from the public on the potential station concepts:

What do you think about the potential station concepts?

Would the station provide good access to key destinations? What do you think about the placement of the bus terminal? Are the entrances convenient locations? How could the station concepts be improved?

Table 7 below, provides a summary of comments received on each of the potential station concepts. See verbatim comments received in Appendix D.

Table 7. Summary of Potential Station Concepts Feedback

Potential Station Concept Summary

EE1 Those in favour of this station concept believed it would offer optimal access from the main roadways and felt there would be great opportunities for development and growth in the future.

Many questions and concerns focused on buses. Some wanted to know how the Brimley bus looped back and others were concerned that the capacity for buses in this area was underestimated. It was also suggested that the EE1 station design would not be able to handle the eventual bus and passenger traffic in the long-term.

EE2 Many comments in favour of this station concept focused on the connection with the Eglinton GO station and redevelopment opportunities for the surrounding neighbourhoods.

Comments highlighting the drawbacks of this station concept questioned the need for a bus terminal and recognized the potential for congestion if not properly designed.

LE1 Those in favour of this station concept liked that it would be close to the existing RT station which will be close to the SmartTrack. It was suggested that the existing bus bay be kept in place and a tunnel be developed to lead to the new station.

Questions and concerns focused on the location and design of the bus terminals, connectivity from the bus terminal to the subway platform, ridership, and cost-effectiveness. Many were concerned with bus bays and station designs during inclement weather conditions.


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LE2 This station location raised many questions and concerns.

Concerns included the location of bus loops, impact on construction (especially regarding the nearby park, low ridership, and uncovered bus terminals. Some thought the bus loops would be located too far away from the subway platform meaning passengers would have to have to walk further and stand outside in inclement weather. Some stated the need for connection to the hospital and suggested the bus loops be placed on hospital property for more convenience.

LE3 Those in favour of this station concept liked the connectivity it would provide. The proximity to Cedarbrae mall was celebrated as was the potential for development in the future.

Most of the concerns raised focused on the location of the bus loops. Some thought bus loops were too far west and others questioned if the plans included changes to Tabor Hill and asked if the westbound loop would be above an Aboriginal burial ground.

SC1 The support for this station concept highlighted the connectivity between buses and trains.

Concerns regarding walking distance for passengers transferring from one mode of transportation to another or walking to the mall were highlighted. Suggestions to provide a direct connection to the mall and the library were also made.

SC2 This station concept seemed to be one of the least preferred options. Many were concerned with the location of the bus loop and thought it would be too far from the subway platform.

SC3 Generally, people liked this station concept because of the proximity to the Scarborough Town Centre and because it would be compact, minimizing the walking distance for passengers transferring from one mode of transit to another.

The main concerns focused on the impact of construction to the Scarborough Town Centre and the connection from the subway platform to the Scarborough Town Centre. A suggestion was made to develop an underground or aboveground walkway to bring transit riders directly into the Scarborough Town Centre.

SC4 This station concept seemed to be one of the least preferred options. Many were concerned that the station was too spread out and the passenger pick-up and drop-off was too far from the station, requiring passengers to walk a great distance when transferring from one mode of transit to another. Some also questioned if the current Jack Astor’s restaurant would need to be relocated if this station concept were chosen.

SC5 Generally, there was strong support for this station concept. People liked that the station would be compact, minimize walking distance for passengers transferring from one mode of transit to another, and liked the connectivity.

Concern was raised regarding the cost of stacking the terminals and the relocation of the current Jack Astor’s restaurant.


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SC6 Those in favour of this station concept liked the proximity to McCowan Road and the Scarborough Town Centre developments.

The main drawback highlighted was that the station seemed to be too spread out and would require a lot of walking for passengers transferring from one mode of transit to the other.

SC7 This station concept received a lot of support. Highlights included access to the Scarborough Town Centre and great potential for development and growth.

Concerns included construction impacts and increased congestion.

SC8 This station concept was also one of the most preferred options. People liked that the station would be very compact and would minimize the walking distance for passengers transferring from one mode of transportation to another.

SE1 Support for this station concept focused on the maximized opportunity for development and the minimal walking distance for passengers transferring from one mode of transportation to another. Some also liked that the station would be compact.

A drawback for this station concept focused on the difficulty for buses to get to the station. Others commented that the southwest corner should be considered as well as the northwest corner with the bus terminal placed north of Canadian Tire.

SE2 Support for this station focused on the connectivity between the subway, the future Sheppard LRT and local bus services. Some noted that keeping all TTC infrastructure together is important to allow passengers an easier, more convenient transfer from the bus and LRT to the subway.

The only drawback noted was that it was the least compact out of all the potential station concepts.

SE3 Those in favour of this station concept commented that it was the best because it would keep the bus terminal accessible from both Sheppard and McCowan.

The drawback discussed was that the bus terminal would be placed too far north and needed to be closer to the station.

SE4 Generally, comments in favour of this station concept focused on redevelopment opportunities, available parking lot space and the connectivity to bus routes north of Sheppard Avenue.

The drawback raised for this station concept was regarding location. Some thought it was located too far from the subway platform and the suggestion was made to shift this station concept further north to provide access to the potential GO service on the Midtown corridor.

SE5 The main concerns regarding this station concept focused on connectivity. A suggestion to design a connection from the subway platform to the CPR line to allow for a future RER service was made.


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The following four key themes emerged from the review of comments regarding the potential station concepts: opportunity for growth, cost, access, and the potential for additional station concepts. Opportunity for Growth

The opportunity for growth and development played an important role in the consideration of potential station concepts. Many people want a station that will enable mixed use developments to occur in the future. Some suggested using existing surface parking lots for redevelopment to reduce the impact on green spaces when building the new station. Cost

Once again, cost was brought forth as a main concern when discussing potential station concepts. Many members of the public suggested alternative plans (e.g. reducing the amount of bus terminals) to lower the overall costs of the project and others requested to know exact dollar amounts of each station concept. Access

The main consideration regarding the station concepts appeared to be the placement of the subway platform in relation to the bus terminal. Many requested the terminal to be within close proximity to the platform, and for the connection to be weather protected. Others questioned the access to the Scarborough Town Centre and suggested underground or aboveground walkways to bring transit riders into the Centre for ease and convenience. Potential for Additional Station Concepts

The possibility for additional station concepts was brought to question. People wanted to know if the proposed station concepts were the only options being considered or if others would be proposed in the next phase of the study. Some were not satisfied with the options given and made suggestions for other possible locations they thought would be beneficial.

2.1.6 Responses

Questions and comments raised about the potential station concepts are all part of the evaluation criteria that will be applied to select the preferred station concepts. Comments received will inform this analysis, which will take place in July and August, 2015. Results of this evaluation will be presented in the fall, when stakeholders and the public will have the opportunity to provide feedback.


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2.2 Other Comments

SSE Consultation Process

Some comments regarding the timelines and data collection of the SSE consultation process were received. Many people were interested in knowing the dates of the Phase 2 report as well as the next round of public consultation for the project. See comments in Appendix E. Maximizing Connections to Key Locations

Many of the comments received expressed an interest in making the subway extension maximize connections to key locations (both inside and outside of the study area) such as the Scarborough Hospital, Scarborough Centre, Centennial College, UTSC, and local businesses. People put forth a need for the subway line to service all areas of Scarborough from east to west and north to south, as well as the downtown. See comments in Appendix E.

2.3 Out of Scope Comments

Subway vs LRT

Some comments received expressed excitement and support for the subway extension, and conversely, some comments expressed disappointment and frustration that the LRT is no longer under consideration. There are those who “just want something to happen” and are glad that this project is underway. Some suggestions were made regarding new possibilities for the LRT if the plans were to be brought forth again and many suggested reconsidering the LRT in place of the SSE. See Comments in Appendix E. Ideas and Initiatives for all transit projects in Toronto

Many members of the public submitted planning ideas and initiatives for the Scarborough Subway Extension as well as other transit projects in the City, including the Relief Line and SmartTrack. Some also provided alternatives to replace current transit plans and solve problems such as congestion, wait times, travel time, and cost. See comments in Appendix E.


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Public Consultation Tools and Activities As part of the public consultation plan for SSEPA, a number of activities were carried out to notify and promote the project, provide up-to-date information, seek input on the current phase of the study and answer the public questions and concerns.

3.1 Public Notification

The following activities were carried out in advance of the public meetings to provide notice of the project to local and city-wide organizations, businesses and residents. The following methods and tools will continue to be used along with any additional tools that will help support further notification and outreach.

3.1.1 Notification and Timing

During this consultation period eight public consultation events were held for four key transit projects in the City – SmartTrack, GO Regional Express Rail, Relief Line and the Scarborough Subway Extension. Each event featured an overview presentation on all four projects with more detailed information about the project(s) of most local significance, as well as information panels and interactive activities about each project. Two of the events took place in Scarborough and focussed on the Scarborough Subway Extension. Public consultation event details:

Saturday, June 13 9:30 a.m. – 12:30 p.m. Burnhamthorpe Collegiate Institute 500 The East Mall (Etobicoke-York) Monday, June 15 6:30 – 9:30 p.m. Estonian House 958 Broadview Avenue (Toronto-East York) Wednesday, June 17 6:30 – 9:30 p.m. Spring Garden Church 112 Spring Garden Avenue (North York) Thursday, June 18 6:30 – 9:30 p.m. Archbishop Romero Catholic SS 99 Humber Boulevard South (Etobicoke-York)

Saturday, June 20 9:30 a.m. – 12:30 p.m. Hyatt Regency Hotel 370 King Street West (Toronto-East York) Monday, June 22 6:30 – 9:30 p.m. Winston Churchill Collegiate Institute 2239 Lawrence Avenue East (Scarborough) Wednesday, June 24 6:30 – 9:30 p.m. Scarborough Civic Centre 150 Borough Drive (Scarborough) Thursday, June 25 6:30 – 9:30 p.m. Riverdale Collegiate Institute 1094 Gerrard Street East (Toronto-East York)


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A notice was prepared for the combined series of public meetings and was advertised in advance of the public meetings in the following locations:

City of Toronto website TTC website Project websites www.scarboroughsubwayextension.ca, reliefline.ca, toronto.ca/smarttrack Traditional newspapers:

24 Hours (May 29) Metro (May 29) The Scarborough Mirror (June 11) Etobicoke Guardian (June 4) Beach-Riverdale Mirror (June 4) East York Mirror (June 4) Sing Tao (June 4) Uthaya (June 4) Thamilar Senthamarai (June 4)

Pattison One Stop (TTC subway stations) (June 12-25) Project email list on June 8 and 19, 2015 Fliers distributed to over 200 schools in Scarborough (June 1) Posters distributed to all Toronto libraries, community centres and public buildings such as

Civic Centres (June 1) 1,000 postcards distributed at Scarborough Centre Station (June 24)

To ensure further reach into the Scarborough community, the notice was also translated to simplified Chinese (Sing Tao) and Tamil (Uthaya and Thamilar Senthamarai). The public meeting notice is included in Appendix I.

3.1.2 E-newsletter Updates

An electronic newsletter was developed and used to keep members the project contact list informed about the activities and consultation opportunities. Newsletters were sent on June 8 (432 recipients), June 19 (428 recipients) and July 2 (602 recipients). People opted-in to receive newsletters through the project website or at public meetings. These e-newsletters are found in Appendix G.

3.1.3 Media Releases

Two media releases were prepared to inform residents of the City of Toronto about the combined public meetings. The media releases were distributed to all media outlets, through the City's media release mailing list and on the City's website (http://www1.toronto.ca/wps/portal/contentonly?vgnextoid=84a7e03bb8d1e310VgnVCM10000071d60f89RCRD)


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The media releases have been included in Appendix H.

3.1.4 Project Website

The project website – www.scarboroughsubwayextension.ca – continued to be used during Phase 2. The purpose of the website is to be a hub for information about the SSEPA, and to offer the public another opportunity to get involved and provide feedback. Information found on the website includes:

the history of and rationale for the SSEPA (including background reports); a "Fast Facts" and the FAQs; (see Section 3.1.4.1 Frequently Asked Questions (FAQ)); the detailed study process; project materials from each phase of the study; invitations for public involvement including in-person events, and online consultation

opportunities; option to subscribe to the project contact list; summaries of public consultation meetings such as the Public Meeting and Stakeholder

Advisory Group; and, contact information – including phone number, email address and online comment form.

3.1.4.1 Frequently Asked Questions (FAQ)

The series of FAQs were updated on the website to provide accurate, clear and concise information to help interested stakeholders receive pertinent information regarding Phase 2 of the SSEPA. The FAQs were selected based on information relevant to this stage of the project with the current understanding of stakeholder interests and concerns related to the Scarborough Subway Extension. The Phase 2 FAQs can be found in Appendix F.

3.2 Public Consultation Tools and Activities

The following opportunities for public consultation were created to provide project information, engage with the public, seek feedback and answer questions. These activities were part of the Final Public Consultation Plan and will continue to be used (see www.scarboroughsubwayextension.ca/project-materials for the Final Public Consultation Plan).

3.2.1 Public Meetings

The purpose of the combined public meetings during this consultation period was to provide information and gather feedback about four key interrelated transit projects in the City of Toronto - SmartTrack, GO Regional Express Rail, Relief Line and the Scarborough Subway Extension. For the SSEPA, this focused on the preliminary evaluation of the corridors including the inventory/ existing conditions in the study area


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and the three short listed corridors, and the preliminary potential alignments and station concepts for each short listed corridor. Upon arriving at the Public Meeting, attendees were greeted and encouraged to sign-in at the registration table. A Discussion Guide was provided for attendees to submit their comments at the conclusion of the event. The attendees were also informed of the meeting agenda. These materials are provided in Appendix I. Information about the SSEPA was presented and feedback was invited at the public meetings using two methods:

1. Presentation and Question & Answer Period Shortly after the start of the meeting, a presentation was provided by City staff. The presentation provided an overview of the transportation projects in Toronto. During the Scarborough public meetings, the presentation also included more detailed information about the SSEPA study, Phase 2 information, and purpose of the public meetings. Following the presentation, a Question and Answer (Q&A) session took place. Following the Q&A, attendees were encouraged to continue to ask questions of the project team at the various information boards.

2. Information Boards Project information was displayed around the room using a number of information boards. Attendees were encouraged to view the information boards in sequence. Each boards contained information about a particular aspect of Phase 2 of the study. An interactive engagement point related to each topic on the boards asked attendees “What do you think?” about a particular project-related question. Facilitators and staff encouraged attendees to provide their feedback by posting their comments directly on the information boards and maps, or using the Discussion Guide provided.

The presentation and the information pod boards presented at the Scarborough public meetings are provided in Appendix I. A summary of the events can also be found at http://scarboroughsubwayextension.ca/phase-2-materials.html.

3.2.1.1 Public Meeting “What do you think” Boards

Attendees were invited to provide their thoughts and ideas related to the key questions posed at multiple points throughout the public meeting. Attendees posted a number of comments directly on information boards and maps (study area and corridors) using sticky notes. See Section 2 for feedback summaries.

3.2.1.2 Discussion Guides

Attendees were also invited to provide their thoughts and ideas related to the key questions by completing and returning a Discussion Guide. Attendees could complete and leave behind the Discussion Guide


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during the event, or they could take it away to complete at a later time and return using a prepaid envelope. A total of 24 completed Discussion Guides were received.

3.2.2 Online Consultation

In Phase 2, online consultation was used to gather public input related to the components of this phase, including the inventory/ existing conditions maps, preliminary evaluation of the corridors, short listed corridors and potential alignments and station concepts within each of the short listed corridor. Interactive maps for each of these were posted on the website and were followed by simple survey questions that allowed the community to comment on them. The surveys were developed using FluidSurveys and used a similar set of questions asked in the Discussion Guide. This online consultation period was open from June 9 to July 3, 2015. A number of responses were received through the online consultation, including:

2 responses regarding Existing Conditions 105 responses regarding the Preliminary Evaluation of Corridors 31 responses regarding the Potential Alignments 54 responses regarding the Potential Station Concepts

Comments received through online consultation were sorted accordingly in Appendices A to E.

3.2.3 Phone and Email Comments

During Phase 2 of the SSEPA 43 emails were received through the project email address ([email protected]) and by project team members. In addition, approximately 11 phone calls were received. These emails and phone calls included general comments and concerns regarding the subway extension, questions and comments regarding Phase 2 consultation and study activities, feedback on the various key questions, and additional ideas and thoughts for consideration related to the subway extension and study. Comments received by phone and email were sorted accordingly in Appendices A to E. Comments received after the deadline of July 3, 2015 were reviewed, but are not reflected in this report.


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Stakeholder Advisory Group (SAG) 4.1 Interactive Workshop

4.1.1 Objectives and format

An interactive workshop was held for SAG members at the start of Phase 2. This meeting was held on Thursday, April 2, 2015, from 1:00 to 4:00 p.m. at the Chinese Cultural Centre located at 6183 Sheppard Ave East. The purpose of this workshop was to provide key stakeholders representing various interests of the community with the opportunity to learn about and provide their input into this key stage of the study. Specifically, the workshop participants:

Reviewed the evaluation criteria and applied them against the long-list of corridor options;

Identified their short-list of preferred corridor options;

Provided valuable feedback to the study team about the rationale behind their decisions; and

Developed a deeper understanding of the decision-making process and trade-offs that must be made in determining a short-list of preferred corridor options.

A brief summary of background information was provided to the participants, including a recap of the nine corridors under consideration and preliminary information about constraints as related to the Hydro and Brimley corridors. The evaluation criteria were also reviewed as was the corridor evaluation process. The participants then had the opportunity to complete their own evaluation of the nine corridor options. In Part 1 of the workshop, the participants divided themselves into groups according to the categories of Serving People, Strengthening Places and Supporting Prosperity. They then evaluated the corridors using the criteria associated with each of the categories. In Part 2 of the workshop, the participants joined with people from each of the categories to discuss all of the criteria together. Following this evaluation, a brief presentation was provided to help the participants understand the different cost factors as related to the corridors. The results of the preliminary evaluation of the corridors were also presented to show how it compares with the participants’ evaluation of the corridors. The meeting agenda and the presentation to the SAG during the interactive workshop are provided in Appendix J.

4.1.2 Participants

During the interactive workshop, 18 member organizations were represented, and the participants provided comments and asked questions that were recorded. The comments/ questions captured from the interactive workshop are provided in the meeting minutes found in Appendix J.


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4.2 SAG Meeting #2

4.2.1 Objectives and Format

SAG Meeting #2 of the SSEPA was held on Monday, June 1, 2015, from 5:00 to 8:00 p.m.at the Bendale Branch of the Toronto Public Library located at 1515 Danforth Road. This first meeting focused on:

The preliminary analysis of corridors; Education about the factors and constraints in choosing alignments and station locations; and The presentation and collection of feedback on potential alignments

The format of the meeting included a presentation focused on the updated transportation model, recap of Phase 1 of the study, preliminary analysis of potential corridors, and the draft short list of potential corridors and proposed alignments, followed by a Q&A session. The SAG members then participated in group discussions about the possible alignments and station concepts. The minutes below outline the questions, comments and feedback received during the SAG meeting. The meeting agenda and the presentation to the SAG are provided in Appendix K.

4.2.2 Participation and Comments

During SAG Meeting #2, 17 member organizations attended, provided comments and asked questions that were recorded. The comments/ questions captured from the SAG are provided in the meeting minutes found in Appendix K. The comments provided by SAG members ranged from costs to construction alternatives, ridership, concern from existing residents, proximity to proposed SmartTrack, and improving connectivity. Many questions regarding the importance of serving the Scarborough Hospital and the detailed ridership modelling process were also put forth. Strong opinions regarding the three short listed corridors were made clear, specifically regarding the Midland corridor. The SAG meeting helped establish a clear channel of communications with the project team. The comments identified in meeting minutes in Appendix K have been included with comments received during public consultation in Section 2.


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Next Steps 5.1 Phase 3 Consultation

With further study and the information gathered during Phase 2, the project team will identify the draft preferred corridor and the draft preferred alignment and station concepts. Consultation for Phase 3 "Recommending the Alignment" will gather feedback on the draft preferred corridor, alignment and station concepts.

Figure 2. Project Description Timeline

Appendix A

Feedback – Existing Conditions

Appendix A2 - Existing Conditions Page 1 of 1

Existing

Conditions

Overarching

Theme Comment Date Source Response

Official Plan

Urban

Structure

Map

Opportunities

for Growth

I would suggest re-designating Lawrence Avenue,

between Brimley and McCowan, as an Avenue. It is

already a mixed use area, several opportunities exist for

medium density development, and intensification may

encourage the clustering of more medical services around

Scarborough General Hospital. Of course, this would be

best suited for the McCowan Road subway alignment. In

addition, I would recommend that the City amend the

Official Plan by re-designating the chosen north-south

street to an Avenue in order to encourage development

along the entirety of the subway route.

10-Jun-15 online

consultation

Existing

Land Use

Map

Other As someone who sees the traffic on Sheppard Ave. near

Brian Drive every weekday, the addition of an LRT makes

no sense. It wouldn't alieviate traffic volume. With the

extra stop light and the extra traffic volume on that

roadway and the extra volume coming as a result of the

building in the area, the best option would be an

underground subway, 2nd best is more of the double

length buses that transit has started using.

3-Jul-15 online

consultation

Other Other Do not let any REEK like Midland and Ellesmere station 24-Jun-15 post-it

As you know the RT already in place is rather old and

worn down. While you are adding stations to the system

will you be overhauling the ones currently in use?

24-Jun-15 email/phone

Appendix B

Feedback – Preliminary Evaluation of the Corridors

Appendix B2 - Preliminary Evaluation Of The Corridors Page 1 of 24

Corridor Theme Comment Response

SRT (Line 3) Additional

Considerations

I agree that this route would disrupt current SRT service, but I

disagree with the ultimate conclusion that it should not be

considered as a result. I don't see this route as overlapping or

being in direct competition with SmartTrack. Instead, I see the

potential for the Scarborough subway to be integrated into the

SmartTrack project. This can be done by connecting

SmartTrack to Scarborough Town using the current (or a

reconstructed) SRT right of way east of Ellesmere/Midland

stations. This route would act as a spur/feeder line to the

SmartTrack main line. This would save the City hundreds of

millions of dollars as the City would no longer need to tunnel

6km+ and build 2 or 3 underground stations. Instead, the City

could extend/renovate/modernize current SRT stations,

repurposing them for SmartTrack service. In addition, assuming

SmartTrack gets funded and does get built, it too will disrupt

SRT service. This means that, if construction is properly

coordinated, the two services could be built at the same time,

reducing the period without any rapid transit service along the

current SRT route. (I do understand, however, that City Council

likely mandated your team to study options specific to extending

the Bloor-Danforth subway line to Scarborough Centre).

Regardless, I see this as a much cheaper, but equally as

effective solution. If your team has the opportunity, please

reconsider this option.

SmartTrack is a separate service

using different vehicles and

infrastructure than the extension

of Line 2; for the purposes of the

SSEPA, we are considering

building a subway in the same

location as the existing SRT,

which would be adjacent to

SmartTrack.

this line can convenient for centennial students and Malvern

communities neighbourhood. and encourage people move to

that area.

The SRT to Markham/Progress

corridor would pass by

Centennial College but would

not have a stop there.

Other Positive Line 3 SRT corridors works for me

This is the most convenient for me since I don't have a vehicle

and need to travel to East York evedry day to get to my 2 jobs

Negative

No – not a good corridor

I agree that this option is the wrong route - The SRT was a

mistake - It is a white elephant and has held up proper transit

development in Scarborourgh for over 30 years



Proximity to SmartTrack

These are where people already use the system. It has high potential. Just build either it or SmartTrack, not both.

The corridor could have been active by running the SSE on the same tracks as Smart Track. Also while it is being constructed we could run temporary trains on existing GO tracks thereby minimizing disruptions

Idea: extend Sheppard subway to STC, build SmartTrack but build a SmartTrack spur to STC and cancel the Scarborough Subway Extension.

How could this option be integrated with instead of separated from SmartTrack? And what about Centennial College?

Is it the same for "SRT". Please share "SRT" post corridor.

If it's the same for "SRT", why failed?

The SRT was a mistake. Lets not make another mistake.

This was the closest to "Smart Spur". Bring this back. Midland to Markham/ Progress

Additional Considerations

Other Positive Agree!!

It will serve more public and residential area. Please consider.

Negative Wrong route! - The subway should follow the most direct route, and eventually link with Markham and Markville Shopping Centre


Midland too close to the smarttrack proposal

Connectivity How will the need to bring Rapid Transit service to Centennial College be addressed here?

The Midland to Markham/Progress corridor would pass by Centennial College but would not have a stop there. It would be possible to protect for a future station near Centennial College.

These feedback forms suck - The names of the corridors don't match the names on the maps and make it very confusing to be sure that you are commenting on the correct route - I hope the rest of your planning does not reflect the quality of this survey - Having said that; (if this feedback page is referring to the "Midland to Markham / Progress Corridor"; then yes; I agree with this option being dropped



Midland to McCowan

Additional Considerations

This is a terrible option - way too close to the smart track, much less development potential. Cannot under any circumstances afford to spend money on duplicating the smart track. Doesn't help the many many people much further east in Scarborough, who need to be spending much less time on the bus. Not visionary - the city and density east of here is only going to increase substantially. Need to be as Far East as possible.

Being close to SmartTrack shouldn't be a negative. GO Train and SRT currently run side by side with no problem. Think of it as two subway systems that briefly overlap when they meet at Kennedy. The SmartTrack heads north while the SSE spltis off and heads east. If tracks can be linked than it gives us an alternative if an emergency alarm is blocking one of the systems

This option is close enough to Kennedy road to attract more riders and it is relatively cheaper due to open land in the area. It also will allow more areas to grow due to the crossover of major roads which also allows more riders to use the system.

Pros: Cheapest corridor, You can still keep the Bus Bay at Lawrence East Station and build a bridge or tunnel to station. Development opportunities is there. Also at Scarborough town Centre you can also keep the TTC bus station there as well. Closer link to town centre as well. Cons: Need to shut down Scarborough RT for years to build which will make traveling in Scarborough hard. Too close to Smart Track and will compete with each other but can also compliment each as well. If new bus station is to be built, not much room. Also no room for 4th station.

Not preferable - minor arterial road (mostly residential), does not directly serve employment / shopping

As shown on the Urban Structure map (http://scarboroughsubwayextension.ca/official-plan-urban-structure.html) the Midland corridor is the best at serving employment areas. That is, all lands west of Midland between Lawrence and Ellesmere, and all lands north of Ellesmere east to Scarborough Centre.



Will be most useful and efficient to the community because of

the high use of public transportation in the Scarborough area.

Other Positive Less expensive, target market, best corridor option!

Semi-acceptable - The McCowan Road corridor though is the

correct route

Negative I do not support this corridor; too little overlap with

Neighbourhood Improvement Areas.

Proximity to

SmartTrack

Serves current users, just build either it or SmartTrack.

No – too close to SmartTrack and Kennedy Station

Midland Avenue is by far the most redundant route option. The

distance between Midland Avenue and the SRT rail corridor is

closer than the distance between the Yonge subway and the

University Avenue subway.

Too close to Smart Track, so unless Smart Track operates as

somewhat of an 'express' through this area, with few or no

stations, the overlap is a (bigger) waste of money, with each line

stealing riders from the other.

Way too close to potential SmartTrack - would be huge waste!

This makes the SmartTrack redundant

It's very close to the "SRT". Already removing "SRT". Why

running new subway close to "SRT"? It's a waste.

Literally 400 m apart

This option costs the least of the three, however, it is too close

to the proposed SmartTrack RER line. Miss an opportunity to

connect residents to Scarborough General Hospital.

Seems better from a development point of view, but may be too

close to Smart track

Connectivity Love this option. Connects well to Kennedy Station and

Scarborough Town Centre and it's close to the existing SRT.

Development

Opportunity

Proposed corridor would run substantially through single family,

low density residential area south of Lawrence. Low ridership

likely to result from existing population base. Some

opportunities for intensification of more

commercial/office/industrial development north of Lawrence.



Other Why would the SRT need to be closed. We are essentially re-

building it.

The SRT would need to be

closed approximately 3 years

before the end of construction of

the subway to allow for the east-

west section to be demolished

and replaced with the subway.

Closing SRT for 3 years = traffic nightmare

It's straight. No problem for moving for driver.

Will residents support more bus / car traffic at stations?

I find this to be an acceptable alternate, but prefer the more

direct McCowan route

Hydro and

Brimley

Additional

Considerations

Other Brimley OK – No on Hydro Corridor

Agree with this corridor

I agree with this option being dropped McCowan Additional

Considerations

This corridor seems to be the most feasible (given costs). The

LRT would have been preferred, however if the subway is to go

forward then this corridor is preferred. There should at least be

the provision for a station at Danforth-Eglinton area with

consideration of the Scarborough-Malvern LRT line and whether

that would run to Kennedy Station or would stop at Danforth-

Eglinton (and how it would stop at that potential fourth station).

McCowan is the best option for future exntension to Markham

and Markville.

This seems like the best option. It may help to decrease traffic

on McCowan, which is very heavy. There there is more

potential for ridership. May also link with the Markville Mall,

possibly reducing traffic congestion of cars coming into Toronto

from Markham. There is already an RT station at Midland and

Ellesmere. There is little density on Bellamy and there is not

much within walking distance.

This is the correct route - Line 2 should be extended along

McCowan Road to Sheppard and McCowan, and then

eventually north to Markham - Malvern and the Toronto Zoo

should be serviced by an extension of the Sheppard subway



This is the correct route - The most direct route; and along

McCowan with eventual connection to Markham and Markville

Shopping Centre - Malvern Town Centre and the Toronto Zoo

should be serviced by an extension of the Sheppard Avenue

subway

The only way that the mccowan road line will benefit people

living in scarborough Is if there is a fourth stop at danforth road

and eglinton or mccowan and eglinton. There are many high

rise building developments on danforth road and mccowan road

that will not be serviced at all if the three proposed stations are

put forth. Adding this fourth stop would help alleviate pressure

on the mccowan 16 bus and the kennedy 85 and 116 busses.

Please consider this, as the current proposal will not help

reduce any pressure on the bus system.

Other Positive The correct route is to extend Line 2 along McCowan Road to

Shepaprd and McCowan, and eventually north to Markham -

Malvern and the Toronto Zoo should be serviced by an

extension of the Sheppard subway

I agree with this option being dropped - Line 2 should be

extended along McCowan Road to Sheppard and McCowan,

and eventually north to Markham - Malvern and the Toronto Zoo


Line 2 should be extended along McCowan Road to Sheppard

and McCowan, and eventually north to Markham - Malvern and

the Toronto Zoo should be serviced by an extension of the

Sheppard subway

As it is, this project already cost a lot of money and is just going

to grow but this option seems to make more sense (according to

the data provided). At this point, I would be happy with anything,

as soon as possible.



The McCowan route seems to have the fewest cons. Most

importantly, I think that any new Scarborough route needs to

have 3 key stops: 1) the Scar. General Hospital (Lawrence and

McCowan), Town Centre and Sheppard Ave. I think that

overlooking a stop at the SGH (which would happen is several

of the corridor options), would be a grave oversight in the

planning and execution of the project . To me a SGH stop is a

no brainer. I would also add that an additional stop at Eglinton

and Brimley/Danforth Rd. is essential for doing the job right.

However, funding may not be available at this time. You can

build it now or build it later but that stop will ultimately have to

be built - especially when the Eglinton Crosstown LRT is

operating. Creating a transit station, on Eglinton, that services

both the Bloor subway and the Eglinton LRT, under one roof,

would be an elegant and preferred solution.

This seems the best option, on all levels - with stations at

Sheppard, Scarborough Town/Civic Centre and Lawrence, as

well as one at Danforth & Eglinton.

The best route by far with four stations and hooking up with

Scarborough's general hospital, town centre and a future link for

Sheppard development. This is doing it right like it should have

been done thirty years ago.

I think this is the most natural of subways connecting the

Scarborough town centre with Eglinton. You will keep the srt in

place during construction too. Scarborough town is the centre

of Scarborough and this is a logical transit route



This seems to be the best Aligment: Pros: Will be quick

between Kennedy and Scarborough town Centre. Has option of

4 station and Eglinton and Danforth were development will

occur. Will be away from Smart Track. Can provide faster

connection for residents in North Scarborough from new

Sheppard East Station and from East Scarborough at new

Lawrence East Station at McCowan Rd. Also new connection to

Scarborough General Hospital. This will relieve overcrowding at

Scarborough Centre station and separate some of the bus

routes as well. Scarborough RT does not get impacted and no

need for shut down during construction. Also has opportunities

to extend north east to Malvern Town Centre in future. Cons:

Will lose the bus bay at Lawrence East Station and need

transfer to connect to Lawrence East Routes. No huge

development opportunities as Lawrence and McCowan. Also

New Bus stations will have to be created at Scarborough Town

Centre and new link to the mall will need to be created as well.

This appears to me to be the best option. However, it would be

a mistake to construct this line if there was no station at

Eglinton/McCowan. The distance from the Lawrence Stn to

Kennedy Stn. would be too long a stretch without the Eglinton

Stn. Although "development" is important to consider, the line is

being built to serve the people and the Eglinton Stn would make

the route accessible to a lot more people.

Best Option! Service the hospital where we have the highest

density.

The least dopey option - hits existing and planned

developments.

McCowan corridor is the best option. Wide road potential for

future development.

McCowan corridor is the best alignment for the Scarborough

Subway. It connects Scarborough Centre to Scarborough

Hospital and enables maximum redevelopment opportunities.

McCowan is the best option! Good ridership, room for

development, investment business, access to Hospital (health

care)



After reviewing all of the corridor options and taking into

consideration the huge task of addressing Toronto's transit

requirements both today and into the future. The McCowan

Corridor surpasses all other options that have been considered.

The plan is flawed if there isn't a fourth station at Danforth Road

and Eglinton Avenue East to allow for growth of business and

for residential consideration.

The best route by far with four stations and hooking up with

Scarborough's general hospital, town centre and a future link for

Sheppard development. This is doing it right like it should have

been done thirty years ago.

This route makes the most sense with a stop at Danforth and

Eglinton, Lawrence Ave.East (Scarborough Hospital, General

campus) and the Scarborough Town Centre. (This line should

not go up to Sheppard as the Bus Hub is at the Town Centre)

Then there is only a need for 3 stations and in the future the line

can carry on to hook up with the Don Mills line.

I don't agree with this option - It's not the correct route; and is

not worth the extra $600m - Line 2 should be extended along

McCowan Road to Sheppard and McCowan, and then

eventually north to Markham - Malvern and the Toronto Zoo


Negative More expensive. Do not support.

I do not support this corridor; too little overlap with

Neighbourhood Improvement Areas.

Proximity to

SmartTrack

In my opinion, the most logical route option. - Adequate

distance from SmartTrack - Several trip generators along the

route (Scarborough General, Thomson Park, Scarborough

Town, etc.) - Several development opportunities. at all stations

(surely a couple car dealerships and a big box store can be

rezoned from "Employment"). Lots of potential development if a

fourth station is built - Potential for more medical services

clustering around Scarborough General.



What is adequate? Who measures it? 2km was assumed to be an

"adequate" separation from

SmartTrack, because this is the

best-practice spacing between

rapid transit stations in a

suburban context. This distance

reflects an efficient spacing for

stations recognizing that many

riders will arrive by automobile or

bus.

Connectivity I'm all for the McCowan corridor. This is a high traffic road and a

subway route here might help elevate some of it. If a station

was built at the Lawrence intersection it could service the

hospital. It could also service the bike routes nearby to get to

Thompson Park (rib fest and heritage museum).

Best option because it connects to the hospital, STC, Sheppard

and McCowan, Danforth and Eglinton would be nice

I would use the McCowan right of way because it will add a

station at Lawrence for Scarborough General Hospital and its

many healthcare workers. The area also has many Nursing

homes which are difficult to access for there healthcare

employees. After the line stops at Scarborough City Centre I

would swing it east towards the Markham RD. corridor to cover

the many thousands of students at Centennial College and

access to the Malvern area as well as the eventually access to

the east side to the massive redevelopment at the Toronto

(Agincourt) CPR Yards.

Eglinton Danforth Station, fast connection between Kennedy

and STC station.

Why not follow McCowan Rd. north from Eglinton instead of

Danforth Rd? This would bring the line closer to the Go Stn.

The extra cost in time (2min) and dollars to go to Bellamy may

not be necessary. Also a station at Lawrence Ave E. near the

Scarborough Hospital would be bonus.

McCowan corridor is the best alignment for the Scarborough

Subway. It connects Scarborough Centre to Scarborough

Hospital and enables maximum redevelopment opportunities.



This option is almost perfect! Just connect it to UTSC and

Centennial College

This seems to be best option as it is straightforward and will run

right by a hospital as well. The projected savings of the

Midland to McCowan corridor will probably not materialize

anyway.

I strongly support the McCowan Corridor as well as the

incorporation of a fourt station near the Danforth Rd and Egliiton

Ave. area. This corridor has the importamt consideration of

having a station near the Scarborough General Hospital at

McCowan and Lawrence Avenues. My proposal centres on the

important feature of connecting to the Eglinton GO Station, that

strongly supports the Bellamy corridor, By ensuring the

McCowan corridor is routed in a propriate way it may be

feasible shifted support from the considerably more expensive

Bellamy corridorover to suppoert for a "fourth station" on the

McCowan Corridor. Try to convince GO to relocate the Eglinton

Station /platform further to the west and place the "fourth" TTC

subway just west of McCowan and Eglinton. Could GO be

enticed to move the Eglinton platform even closer to BrimleyRd

and take the Kennedy extension to Brimley south of Eglinton in

the vicinity of the Crupi Paving/Asphalt plant near the rail lines

there. Possibly make a deal with Crupi to exchange their current

site for (some of) the parking space at the Eglinton GO station.

Some of thiese comments here I raised at the meeting last

week at the evening meeting at Scarborough Civic Centre.

Moving Eglinton GO Station is

not feasible because it would be

too close to the Scarborough GO

Station. Even if the Eglinton GO

Station could be moved to the

vicinity of Brimley Rd., it would

be very difficult to accommodate

required track geometry, and

there would be very significant

property impacts.

This is the best option, because it services Eglinton Ave East

We should also consider a new station at the Intersection of

McCowan-Brimley/Danforth/Eglington. Stations should be:

1.McCowan-brimely-danforth 2. Lawrence / Scarborough

General 3. Scarborough Town Centre 4. Sheppard East Having

is the Subway run under McCowan is ideal because: -its central.

-Midland/Bellamy not are optimal. Quite low density housing -

Midland is too close to smartrack - no high density housing



Opportunities for Growth

In my opinion, the most logical route option. - Adequate distance from SmartTrack - Several trip generators along the route (Scarborough General, Thomson Park, Scarborough Town, etc.) - Several development opportunities. at all stations (surely a couple car dealerships and a big box store can be rezoned from "Employment"). Lots of potential development if a fourth station is built - Potential for more medical services clustering around Scarborough General.

Adequate? In a suburban wasteland? Low Density.

Best option because it's close to the hospital, build 4ths tation at Eglinton & Danforth, reconsider the LRT

Good for Scarborough Hospital

I favor the McCowan corridor because it will service the Scarborough hospital at Lawrence, it keeps RT running during the construction, it serves highest density area in Scarborough with potential for development. Subway stations should be seen as hubs where passengers will be brought in directly by buses i.e. Finch and Steeles buses should bring passengers directly to the Sheppard station. What Scarborough needs is RAPID TRANSIT. The Subway extension will carry us to the Bloor areas. The Smart Train will bring us to Union Station.

This seems to be the best Aligment: Pros: Will be quick between Kennedy and Scarborough town Centre. Has option of 4 station and Eglinton and Danforth were development will occur. Will be away from Smart Track. Can provide faster connection for residents in North Scarborough from new Sheppard East Station and from East Scarborough at new Lawrence East Station at McCowan Rd. Also new connection to Scarborough General Hospital. This will relieve overcrowding at Scarborough Centre station and separate some of the bus routes as well. Scarborough RT does not get impacted and no need for shut down during construction. Also has opportunities to extend north east to Malvern Town Centre in future. Cons: Will lose the bus bay at Lawrence East Station and need transfer to connect to Lawrence East Routes. No huge development opportunities as Lawrence and McCowan. Also New Bus stations will have to be created at Scarborough Town Centre and new link to the mall will need to be created as well.



Other OK with this option – need station at Danforth and Eglinton

The fact that it does not shut down RT is a huge plus

SRT should not be affected as it will affect travellers

productivity.

Also good for driver and passenger

I prefer McCowan

Minimizing time between Kennedy and STC is important

Go through to Sheppard!

Best option.

McCowan corridor is the most direct route and is the best route.

support for McCowan corridor!

McCowan is the best!

Support for McCowan

McCowan corridor serves Scarborough General Hospital

Best option

Will the city be tunneling through the 401 Bridge on McCowan? The subway would be below-

grade (tunneled) across the 401

corridor.

Seems like the best option

I think the Belamy option is the best option, but if we proceed

with this route (McCowan), i think the extra stop is warranted

and should be built.

By running the extension up McCowan you are providing a cost

effective route and I would invest in the extra station

My preferred route but needs a station at eglinton and

McCowan

Please proceed with this corridor!



Bellamy Additional

Considerations

Bellamy Is by far the best option! It is the most east location of

the short-listed corridors, providing the best option for the very

long-term. It is the only option that integrates with the lakeshore

east GO; and seamless integration will move people much

faster and promote much higher use of transit. As such it is a

much more strategic option because it enhances the whole grid,

not just the corridor. Integration means this corridor becomes

relevant to many more people who live or work much further

away (and would otherwise only choose the car). The distance

from smart track is the longest; this is most beneficial to the

many many people who are on buses from further east in

Scarborough and is again the most strategic in terms of better

servicing greater numbers of people both today (with shorter

bus/car/bicycle commutes to subway stations) and later (as

density and city growth continues eastward). Bicycle routes and

arrival options should be integrated with the plan. This corridor

also has the most development potential, proximity to the

highest number of improvement areas, as well as two nature

destinations. Be visionary, choose this option!

A few advantages come to mind when considering Bellamy over

the other remaining two options. One is that the Eglinton GO

station is at Bellamy & Eglinton for ease of transfer from the GO

train to the Subway. Another is the close proximity to a busy

shopping plaza and Cedarbrea Collegiate, as well as being able

to serve a denser residential area in the Bellamy / Markham Rd.

& Lawrence area while still being close to Scarborough General

Hospital. Finally, the fact that Bellamy is not a main traffic artery

and construction along this corridor would not impact

commuters in the same way as with the other routes and will

eventually serve the heart of Scarborough.



Bellamy. No question. 1) It impacts traffic flow the least because it is the least busy route. 2) Merging the station with the GO train is awesome! Interconnecting the GTA transit network is by far the best thing possible. Metrolinx (or whatever the name of that thing is) is looking to do that or something, to connect everything in the GTA. 3) Bellamy is the least commercially dense, it would draw new commercial development to the corridor which is sorely needed. 4) Being farthest from smart-track is best. 5) The fact that it's close to 4 neighbourhood development areas means its unquestionably the best choice; this area needs this type of development and would draw further investment from the private sector. 6) The station locations are optimal and central to moderately dense areas of population. 7) BOth Midland and Mccowan are too busy to support 6 to 7 years of construction. It would snarl traffic and grind it to a halt going north to the major east-west routes north of Eglinton. This is really the only option.

I think Bellamy is the best choice because putting the route on bellamy will be the best option for traffic flow during construction. It is a less busy route than the others so building up density there makes more sense.. There is already considerable density on the other routes so bellAmy has the best potential for buildup

Other Positive At least it doesn't duplicate the SmartTrack as much.

Good connection between McCowan and Markham Road. East Scarborough link to Lakeshore GO line. Far from SmartTrack.

Go for it. Further east the better. Scarborough needs better transit. Hope Smart Track doesn't screw the subway plans.

I believe putting the new subway line on Bellamy is a very forward-thinking option. I live between Midland & Brimley so this option is not a strong direct interest for me, rather I see value / benefit for Scarborough overall in that choice. - VERY smart to join TTC Subway and GO train at Bellamy (very strong synergies & efficiencies & sustainability in establishing that positive rail-systems cross-linkage) - brings easier subway access to many lesser-privileged residents around Bellamy / Markham / Morningside area - Still affords those in the existing LRT area access to subway with a short bus-ride via Kennedy / Midland / Brimley to Kennedy station.



Good plan with interchange to GO Eglinton.

The connection to Eglinton GO station makes great sense. And

a stop at Bellamy and Lawrence is not too far from Cedarbrae

Mall and even Scarborough General Hospital. Markham would

be too busy, Midland too parallel to the other line and McCowan

is close but does not connect with the GO station (so close yet

too far away type scenario).

A rare opportunity for the TTC to connect directly with the GO

system will be lost if this option is not selected. The city has to

provide these links with the various formats of transportation to

maximize on affordable transits options. I vote for Bellamy!

Bellamy seems like the best option. The fact that it proposes to

connect to the go transit line seems to make a better and more

effective use of the overall transit network! And the fact that the

stations are located close to a designated neighbourhood

improvement area is vitally important! Scarborough's

uniqueness needs to be fostered and grown with this type of

targeted development.

This one seems to be the best option. Despite the higher cost, it

offers the most potential for development and it services the

most "neighborhoods that need it"

the Bellamy corridor would spur the most development. we

need to focus on building up the areas around the new subway

so that the investment yields more investment to follow!

We need more focused development in these neighbourhoods!

Please invest in our area by bringing us the subway. Too much

development is leaving us.

More reasonable and accessible to further east.

Negative Not worth the extra $600 M

Anticipated cost of subway as approved by Council is already

far more than is justified by anticipated ridership, so this route,

along significant section of low-density, single family residential

is simply more money wasted, with the sole benefit being

decreased cannibalism between subway and smart track.

Despite going further east, it offers no direct service to

Centennial College campus east of Markham Rd, leaving out

students, some of the biggest transit users.



Nobody lives here. Don't waste time and money studying this

option.

Building a subway east and then to come back west is not

efficient and is a waste of money

Ridiculous added time, capital costs, operating costs in a very

low density corridor.

More expensive than McCowan corridor - this is not the best

option.

Bellamy is not worth the extra $500 M.

Waste of money. No good.

Not terribly smart. What bus lines will feed into which stations.

The cost is also a waste of my tax dollars

not enough density. will lose money

Apart from the connection to Eglinton GO station, I don't see

any potential for this route. No trip generators, no density, little

to no potential for development along the route. No current

ridership along the route.

This makes no sense. It is overly long and extremely low

density residential.

Makes no sense. Too little ridership for local stations.

Apart from the connection to Eglinton GO station, I don't see

any potential for this route. No trip generators, no density, little

to no potential for development along the route. No current

ridership along the route.

I am very disappointed by this option. There is no density along

this corridor. This route would be appropriately served by a bus.

Would be better on a main artery, not a small residential street.

Low population density. No point of building this on Bellamy.

Doesn't make sense to go East and than west again

Not the best option, too little traffic on Bellamy.

This is an extraordinarily stupid alignment. Who in their right

mind would put a subway under a residential street? Who would

use this?



Cost Cost a concern but like GO connection

- Still need a station at Danforth & Eglinton

- No terminal drop-off bay

It looks the same as McCowan, why is it 600 M more? The increase in cost is largely due

to longer tunnelling (approximately

1km further east, and 1km back

west) and an additional station at

Bellamy and Eglinton.

Connectivity Cost a concern but like GO connection

- Still need a station at Danforth & Eglinton

- No terminal drop-off bay

- furthest separation east from SRT line to reach more people

and destinations - excellent link-up with Eglinton GO station -

Lawrence Ave stop, which is a major artery and heavy

commuter route, will be a close walk to Cedarbrae Mall and

Lawrence Ave shopping areas, Cedarbrae Collegiate, a short

bus ride to Scarborough Hospital, and is well as within range

from potential development areas

Connect Eglinton GO station and Agincourt GO station.

Good connection between McCowan and Markham Road. East

Scarborough link to Lakeshore GO line. Far from SmartTrack.

Supports both malls (Scarborough Town Center and Cedarbrae)

Feeder line for Eglinton GO station (could be god or bad)

Should connect Eglinton GO Train and Agincourt GO Train. At

the terminal stop, should have washrooms.

Pros: Great access to subway for East Scarborough residents

at Lawrence and Bellamy. Potential station and Eglinton GO

station will connection to GO transit in East Scarborough. Offers

potential for expansion North of Sheppard East station to

Malvern Town Centre. Cons: Too Expensive and not sure if

Development opportunities will be worth the cost. Although

close to East Scaborough it is still far from areas like

Guildwood, West Hill and the Rouge Valley. Longer trip time

between Kennedy Station and Scarborough Town Centre. The

Bus Bay at Lawrence East will be lost and no new one will be

built and the Bus Bay at Scarborough town Centre will need to

be moved and new link to town centre will need to be created.



Opportunities

for Growth

- furthest separation east from SRT line to reach more people

and destinations - excellent link-up with Eglinton GO station -

Lawrence Ave stop, which is a major artery and heavy

commuter route, will be a close walk to Cedarbrae Mall and

Lawrence Ave shopping areas, Cedarbrae Collegiate, a short

bus ride to Scarborough Hospital, and is well as within range

from potential development areas

Other Four stations will not be enough. The distance from Bellamy

and Lawrence to STC is too far. You would need to have

another station at Bellamy and Ellesmere and Eglinton and

Brimley to make it accessible to transit users.

Markham Additional

Considerations

You should not reject this corridor out of hand due to costs. It

could be built in stages, ending first perhaps at Eglinton and

Markham. This best serves a large number of Scarborough

residents who already use transit, has the best potential for

future development and provides the closest connection point

for a subway to Centennial and UofT Scarborough. Lawrence

and Markham is a much better hub for a subway station than

any of the other stations along Lawrence because of the

existing retail, residential, high school and public library. The

retail and apartment parking lots could be intensified.There is

nearby valley land which the Town Centre lacks. If new

development occurs here the parkland could easily be

expanded by acquiring the Scarborough Golf Club east of

Markham Road. Not everyone wants to go to the Town Centre.

Should we be encouraging more condo towers right beside

Highway 401? Why not overlooking a valley above Cedarbrae

Mall? This corridor also would speed up the intensification of

Eglinton Avenue, assuming stations at Markham, Bellamy and

Brimley. Many of the people championing the McCowan

corridor hardly ever use transit and would only use it the odd

time by driving to a station and going to an event downtown.



It's truly disappointing that the most efficient corridor was left off

the shortlist. I would even argue the line should read Kingston

Rd to be truly effective. -Serves "Priority areas" much greater

-Closer to UTSC -Closer to Both Markham & Guildwood GO -

Re-development potential & higher current ridership around

Markham rd. But this is Scarborough so i guess building

something effective is never an option no matter what the

technology may be.

Other Positive This is the only corridor I consider to be far enough away from

SmartTrack and ridership is higher on Eglinton and Markham.

And it would probably be more cost efficient to extend the Bloor

Danforth line east along Eglinton.

The priority is to maximize benefits by maximizing Eglinton. This

is how east the system will go for the next 50 years. Bring this

option back, it's worth the money.

The markham road corridor will allow the elimination of bus 86

and 116 from kennedy station into east scarborough. Eglinton

avenue east from kennedy road to markham road is densely

populated and Markham road is the easternmost entry to the

401 before neilson road and morningside avenue. the

connection will also allow the elimination of route 102 from

warden station north to steeles. there are multiple shopping

centres and plazas along this route and although the trains must

double back to STC, a separate route from STC to the

Ellesmere and Markham road should be considered.

Furthermore, the smart track could be reconfigured to pass by

STC.

This is the best, long-term option, because it goes past the

Eglinton GO station, and the potential for commercial and

residential densification opportunities along the route. Let's be

honest, to not do so is incredibly sort-sighted, regardless of the

costs. To not do so is a lost opportunity to SOMETHING wright

the first time, something that Toronto, lamentably, has a poor

track record with.



While the Markham corridor to STC wasn't a recommended corridor it does better serve the high density apartment buildings all along Eglinton, which span from Kennedy to Kingston Rd., and continue up Markham to some degree. This is where the real need is, vs. Bellamy Rd. which is mainly large residential lots. I get the need to connect with STC and the Go bus stops there but how can we better serve high density areas of affordable housing with affordable public transit. The Eglington eastbound buses from Kennedy are jammed at 11pm on weeknights until Kingston Rd. MCCowan corridor would be my second choice.

Exentend the serive towards to EAST willl be helpfull for more Scarborough EAST residence and coverup lot of area. Adding 1 billion or less is the great investment for future. The main objective of this extension is to server more residence in EAST.

Agree

I prefer Markham

Negative Too far east and too expensive

Not worth the extra $1B

Not worth the extra $1B - The most direct route is the correct route (i.e., McCowan)

This option is too expensive.

The Markham corridor is not feasible. It's the most expensive option and requires extensive tunneling, tracks and misses riderships at Lawrence Avenue.

I don't agree with this option - Although I live within walking distance of Markham Road; I spent 2 1/2 to 3 hours five days a week for four years traveling from Scarborough to downtown and back; and this is not the correct route - It is not worth the extra $1.2b – I would have been more than satisfied taking one bus to a subway along McCowan, avoiding one transfer, and saving 10 minutes a day each way - Line 2 should be extended along McCowan Road to Sheppard and McCowan, and then eventually north to Markham - Malvern and the Toronto Zoo should be serviced by an extension of the Sheppard subway

Do not build the Scarborough Subway on this corridor or any other corridor. Original LRT plan was much better.

Don't like the idea of having to double-back.



Short-listed

corridors -

comments

on all 3

together

Other Positive

Negative I don't prefer any of them

Cost What is the cost effectiveness of the 3 short-listed alignments?

What is the revenue to cost ratio for these alignments? What is

the density threshold for moving to a higher capacity technology

such as a subway and how does that compare to existing

density along these corridors? What are the current not

projected ridership levels for a subway along these 3

alignments?

Other Drop Midland corridor – two options McCowan or Bellamy. Like

both options but need more detail to make decision. Number of

stations needs to be reviewed- 4 stations for McCowan

Corridor- 5 stations for Bellamy corridor

Midland - no, McCowan or Bellamy - yes. Need station at

Eglinton and McCowan

From your website 3 shortlisted corridors were outlined, does it

mean that out of the 9 potential corridors, these 3 corridors were

the only ones chosen for further evaluation and the other 6

corridors were already eliminated from the list for

consideration?Thanks.

A full evaluation of all nine

potential corridors will be

finalized, however one of the

short listed corridors will be

identified as the preferred

corridor. More detailed work on

alignments and station concepts

has been done for each of the

short listed corridors.

As you may be aware, Atlantic Packaging Products Ltd. is a

major employer in the Scarborough area and throughout the

GTA, with 692 employees at five different operations in

Scarborough. We have been monitoring the proposed routes for

the Scarborough Subway Extension under consideration and

wish to bring to your attention our concerns with the routes that

potentially will have significant impacts on our properties and

operations. Certain of the proposed routes shown on the

graphics attached give us great cause for concern. These

routes are: 1. SRT Corridor to McCowan 2. SRT Corridor to

Markham/Progress 3. Midland Corridor to McCowan 4. Midland

Corridor to Markham/Progress 5. Brimley Corridor to McCowan

We recognize that the current round of consultation focuses on



a narrowed list of routing options. However, it is important that

we outline our concerns with the current and previously

proposed routing alignments, should the list of proposed routes

and associated subway stations under consideration be

broadened or changed. Given the inter-relatedness of our

present and future operations on various properties, we are

concerned with both direct impacts on our businesses on

particular properties and the resulting indirect impacts on other

businesses as noted below. Direct impact on our businesses at:

o 333 Progress Avenue (100% Recycled Paper Mill) o 111

Progress Avenue (100% Recycled Paper Mill) Secondary

impact on our businesses at: o 80 Progress Avenue (Paper

printing plant, paper warehouse) o 350 Midwest Avenue (Paper

converting facility) o 255 Brimley Avenue (Paper warehouse)

Direct or primary impact on a site means that there may be a

direct impact on the property which would impact the business.

A secondary impact site is a business that supports the one or

more primary impact sites. The introduction of a subway station

in the vicinity of our primary paper mill sites will increase

pedestrian traffic, car traffic and put additional pressure on the

City to approve new residential development in close proximity

to the stations. While we may be ‘here first’, once new

residential neighbours are introduced, we are the ones that are

impacted by having to address any issues of incompatibility.

The Atlantic paper mills in Scarborough operate 24-hours a day,

7-days a week. It is not economically feasible to operate in any

other fashion. Should there be complaints about Atlantic’s

operations, the Ministry of the Environment and Climate Change

will be engaged, with the risk that new mitigation requirements

will be required (at our expense) which may not be practically

feasible. This would limit the future expansion potential of our

interrelated businesses and potentially threaten their continued

operation. Exposing our businesses to such risk is contrary to

the City’s policies regarding the protection of existing industries

and the encouragement of their expansion. One of the

consequences of the potential closure of one of Atlantic’s paper

mills is that Atlantic would have to consider whether it would be



feasible to retain its other businesses in Toronto, rather than

relocating them outside the City and potentially to the United

States, where Atlantic has existing operations. The chart below

indicates that the capital cost to Atlantic to replace its existing

industrial facilities in Scarborough is approximately

$740,000,000. Additionally, the chart quantifies the potential

economic impact on the City, should Atlantic’s operations be

forced to leave the City. Annual Financial Impact: Primary

Impact Sites Capital Cost to Replace (millions) Number of Jobs

Impacted Payroll (millions) Property Tax (millions) Maintenance

Spend, plus Utilities (millions) 333 Progress $300 173 $12.1

$0.8 $32.5 111 Progress (including Head Office) $250 220

$15.4 $0.5 $18.7 Secondary Impact Sites 350 Midwest $70 194

$13.6 $0.4 $6.3 255 Brimley $50 12 $0.9 $0.4 $0.3 80 Progress

$70 93 $6.5 $0.4 $2.1 Note that the chart indicates only the

direct potential impacts to the City in terms of the loss of

employment in Scarborough and revenue from property taxes,

as well as indirect economic benefits attributable to the costs of

maintaining the facilities. There would also be impacts on

secondary jobs that we support in the community." We trust that

you will take our concerns into serious consideration in future

discussions regarding the alignment of the Scarborough

Subway Extension. The writer is available to meet at your

convenience, should you wish to discuss our concerns in more

detail.

Appendix C

Feedback – Potential Alignments

Appendix C2 - Potential Alignments Page 1 of 9

Alignment Overarching


Midland Alignment

Comments

Please re-use elevated structure to save on tunnelling

costs.

22-Jun-15 post-it

Can we use the existing elevated strucutres for the

Midland Alignment Station Concepts?

22-Jun-15 post-it The Midland alignment uses

the east-west segment of

the existing SRT corridor.

Elevated structures would

need to be refurbished.

Just go straight up to Sheppard and integrate. Build

Terminus at Sheppard & Midland where Sheppard East

LRT will end, continue train line to Scarborough Centre

and onwards to Steeles

mail/handin

There needs to be more stations: - Jean Vanier School -

McCowan just N of 401

21-Jun-15 online

consultation

Alignment looks more like existing Scarborough RT. Quick

connection between Kennedy Station and Scarborough

Town Centre. Keep Existing Bus Bays at Lawrence East

station and Scarborough centre station for McCowan

station and build new links.

3-Jul-15 online

consultation

Other Don't put on loud speaker music! 24-Jun-15 post-it

Make midland staffed 24-Jun-15 post-it

Ridership from Kennedy along Midland is 7075 and the

average ridership of the RT is 40,000. Smart Track could

reduce the number of riders that would take a subway

along Midland. Ridership on the Sheppard subway is

50,000 but it is not cost effective. There is not sufficient

ridership to build a subway on Midland. This plan does

not provide a network connecting to Centennial College or

UTSC.

30-Jun-15 online

consultation

No – Midland corridor should be dropped.

- Too close to Kennedy & SmartTrack proposal

Too close to SmartTrack.

Cost? The cost of the Midland

alignment is estimated to be

$100M-$125M less than

McCowan. This range

includes an "escalation", or




increase, to reflect

estimated costs when the

construction will take place

in the future. This escalation

is based on assumptions

applied in typical costing

work for projects of this

nature.

Prefer cheapest option - elevate as much as possible.

Also, as few stations as necessary. High-speed corridor

with bus feeders. Not enough density for many stations.

I am struck by how narrow the service corridors and how

limited the reach to potential passengers are for all of

these alternatives for an extension of the Danforth

subway further into sections of Scarborough. This Midland

corridor is likely the best alignment of a bad lot as it

comes a bit closer to eventually nearing the usage that

would normally justify a subway line. It is slightly cheaper

than the others, which is another advantage.

How is this option improving access to UTSC? What other

tools are going to be used? Buses, LRT?

Unfortunately, it is not

possible to provide subway

service to UTSC while

achieving the objectives of

the Scarborough Subway

Extension.Through the

City's review of its Rapid

Transit Network under the

banner of "Feeling

Congested?"

(http://feelingcongested.ca)

there will be further

opportunity to consider how

these important destinations

may be served by rapid

transit.




not appropriate - same as RT 3-Jul-15 online

consultation

McCowan Alignment

Comments

STC station location must integrate with the mall. 22-Jun-15 post-it

Density is needed around each station. 22-Jun-15 post-it

Eglinton East station is a needed addition. Danforth

alignment seems more direct and better than the

McCowan alignment

21-Jun-15 online

consultation

Lawrence East (new). Ensure there is an appropriate

shelter and waiting area for the winter and ensure there

are sufficient bus bays.

22-Jun-15 post-it

Is a PPUDO really needed here? (Eglinton/Danforth

station)

24-Jun-15 post-it

How will the STC be affected during construction? 24-Jun-15 post-it Anticipated construction

impacts and property

impacts will be identified in

the next phase of work.

These impacts will be part of

the evaluation of concepts

using the evaluation criteria

and will inform the preferred

alignment and station

concepts.

Station at Danforth and Eglinton. No bus terminal, just a

drop-off bay. Station needed on either corridor.

24-Jun-15 post-it

I think the alignment in yellow is the best but I think the

station is too far north. Why can't the station be under the

parking lot to the immediate east of the Cineplex? During

construction it would mean that one parking lot is closed

but the station platform would be closer to in mall

connections to the subway and parking for drivers. Having

the station closer to the mall/parking makes sense to me.

25-Jun-15 online

consultation

Station at Danforth Road and make turn north on McCowan.

- No terminal – just bus drop-off

- Alignment straight forward and 1st option for me

- Line needs 4 stations

mail/handin




Other Makes most logical, feasible and economic sense.

Midland is too close to Smart Track line and Bellamy is

$500 Million more than McCowan with no proof of

increased ridership over the McCowan route. I propose a

4th stop at Danforth Road and Eglinton which will alleviate

a significant burden from Kennedy and provide economic

impetus to this NIA region. Furthermore the stop at

Lawrence and McCowan will further develop the

Scarborough Hospital.

Best compromise: Good distance from SmartTrack; good

development potential; not the most expensive.

Perfect! My colleagues and I can get to Kennedy from

SCT without having to change. Then we can take Eglinton

Crosstown in the future. Anyone who things that Smart

Track RER and an urban subway - even parallel will

poach each other's traffic is ill informed. One is an urban

rapid transit system. The other is regional express rail.

Two differnt things with differnet riders. ALso - thank

goodness the subway will finally extend deep into

Scarborough. Finally.

What's the cost? Put the amount! The estimated budget for

the McCowan alignment is

$3.56B. This cost includes

an "escalation", or increase,

to reflect estimated costs

when the construction will

take place in the future. This

escalation is based on

assumptions applied in

typical costing work for

projects of this nature.

Worst of both worlds? Not the cheapest, not the best

connectivity. Where does it come out in BCA?

Worst of both worlds? Not the cheapest, not the best

connectivity. Where does it come out in BCA?




We vote for McCowan due to hospital and volume of

riders.

Bellamy corridor allows more access to people East.

McCowan just gives a north access.

I like the connection - connect to hospital, main street of

Scarborough.

Great straight line and addition of 4th station. Quick

access from Kennedy station to north scarborough

I strongly prefer this alignment over the Midland and

Bellamy alternatives. This option will serve the most

people and is the most direct route to the STC.

This is the best for the community (hospital) and has good

potential development.

We vote for McCowan due to hospital and volume of

riders.

This is the only one that makes sense. Midland and

Bellamy routes are a joke.

The McCowan corridor is a great idea! I believe its the

busiest in terms of transit users as i see a lot of people at

bus stops on this road.

Run extra buses at rush hour until it is built!

Relook routes.

McCowan corridor seems best but the original LRT is

better though!

This is my preferred option.

Preferred.

Mccowan corridor is the best. The red and black

alignment are desirable.

i believe the mccowan corridor is the best option!

I agree with adding this fourth station




Bellamy Alignment

Comments

2nd pick – need to see cost

- Need 5 stations on this plan

2-Jul-15 online

consultation

Four stations will not be enough. The distance from

Bellamy and Lawrence to STC is too far. You would need

to have another station at Bellamy and Ellesmere and

Eglinton and Brimley. This alignment would not be cost

effective. This alignment does not provide a rapid transit

network to Centennial College and UTSC. The ridership

on the Bellamy 9 bus to STC is only 2390. This has the

lowest ridership of all three alignments.

3-Jul-15 online

consultation

Other I haven't commented on the other alignment options; to

me, Bellamy is the clear preference. With future

RER/SmartTrack service on the Stouffville/SRT rail

corridor, maximum distance between services covers

more neighbourhoods and provides network breadth.

Also, Bellamy is the only option to serve Eglinton GO

Station, a very important opportunity to offer subway

passengers out-of-Union access to both the Stouffville

line at Kennedy GO and the LakeShore East line at

Eglinton GO. VIA could also be encouraged to move their

service from Guildwood to Eglinton to provide subway

access to their intercity services outside of Union.

what a stupid idea. All because somebody thinks that

Smart track and subway are going to poach each other's

ridership? Nuts. One is regional rail. THe other is an

urban subway. Two differnt customers.

This option is too expensive. GO connection is not a big

facotr for subway users.

Cost? The estimated cost of this

alignment is $600-$625M

more than McCowan. This

range includes an

"escalation", or increase, to

reflect estimated costs when

the construction will take

place in the future. This




escalation is based on

assumptions applied in

typical costing work for

projects of this nature.

I say no to this station and the Bellamy corridor – There is

no way to accommodate everything – The best route for

the Scarborough subway is the most direct route

(McCowan Road) – The Bellamy route will increase the

travel distance, travel time, and cost – It’s not the correct

route and not worth the added cost of $600m - The

Eglinton Go Train station should eventually be serviced by

an extension of the Eglinton LRT to this station and then

further east along Kingston Road

Density is too low, missing key connection to hospital.

Bellamy corridor allows more access to people East.

McCowan just gives a north access.

I like the Bellamey Rd Alignment. Although it will be a little

bit pricey, it has the potential to achieve maximum benefit

as the Eglinton GO Station is near by. I see this as great

potential of intercepting riders coming in from Durham

Region on the Lakeshore East GO Line and thus

generating greater connectivity between the Subway and

the GO Network. This can improve living standards in

Eastern Scarborough and help our city behave as if it is a

"unified" city. Perhaps us Scarborough residents would

stop resenting the Downtown elitists when this subway

extension is complete.

I perfer the Bellamy Corridor. It has connection to the Go

Train for further east rapid transit to Durham.

The Bellamy Corridor is the best situation to serve them

most amount of people. The Eglinton Go train station

has a high number of people that travel north. The

Scarborough extension would gain those riders as a

customer. They already use busses but you'll find a

greater number of riders in that area. It only makes sense

to connect the go to the TTC. I would gladly pay more




money "in taxes" to have a subway in that area

connecting all the riders. I would use that line. Please, I

implore you to use the Bellamy Corridor.

preferred and best option - give opportunity to link into GO

train - plus moves alignment further east servicing more

passengers to east away from GO unionville line. in

addition less valleys to cross.

Bellamy is second only to the Markham option, and only

because it would still connect with the Eglinton Go

Station, is the Bellamy corridor. Sadly, it does not provide

the opportunities for densification that Markham Road

does, because most of the route is lined with single

detached homes. This is wastefully and irresponsibly

short sighted, form a long term city planning perspective.

The Bellamy route includes an important GO Lakeshore

East line access. This provides Bloor Street and Eglinton

Avenue access to GO riders and vis versa. The current

concept of providing access to the TTC through Union

Station demonstrates a lack of future planning, since the

volume is going to be too great for the facility. The greater

access to potential development areas in Scarborough is

also essential. This is the best solution for Scarborough

and Toronto.

The Markham corridor is much better than Bellamy from a

ridership and redevelopment view (see my comments on

that corridor) I do agree with the need for a station at

Bellamy to connect with Eglinton GO.

This is the best selection, it has a direct connect to the

GO at Bellamy, it has a station in the Scarborough Centre

Growth area, and can be extended to and past Sheppard

if needed to connect to the new LRT or if the Sheppard

Subway is extended east. More stations, all in areas

where there is larger numbers of people and or growth

potential and also a lot shorter bus routes in the east end

to these new stations and or terminals... Thank you




The Bellamy Corridor looks like a great location for East

Scarborough where it can cover areas like West Hill,

Guildwood, Scarborough Village, Malvern and

Scarborough Town Centre. Although more expensive, lots

of development and employment opportunities and

growing neighbourhoods.

Not a good idea at all. Very low density population area.

Buses are enough. Subway is NOT a feasible option on

Bellamy.

Extremely stupid

I perfer the Bellamy Corridor to be used.

This is the perfect alignment, not too far east and not to

far west.

Appendix D

Feedback – Potential Station Concepts

Appendix D2 - Potential Station Concepts Page 1 of 14

Station Concept


EE1 Opportunities for Growth

Eglinton - Brimley Why was the bus terminal not considered on the south side of Eglinton? The existing Knob Hill Plaza on the south side is long overdue for redevelopment, while the plaza on the north side is in much better condition and is home to a Community Hub which had a lot of United Way and public money invested in it for leasehold improvements. The Knob Hill Plaza is owned by many owners, making redevelopment without city involvement much more difficult. A station here is definitely needed, if only to shorten the Morningside and Scarborough bus routes.

3-Jul-15 online consultation

This is only one concept for this station and will be further refined based on technical constraints and comments such as this.

Other I would argue that there is no need for a bus terminal in this area. Bus routes running along Eglinton Avenue could continue westward to Kennedy station, about 1km to the west and bus routes intersecting with Eglinton Avenue at Brimley Road or Danforth Road could have their routes extended, merged or reorganized in some form to facilitate on-street, proof-of-payment transfers. In addition, the placement of a bus terminal on this site would have a significant negative economic impact on the area, considering the high concentration of commercial activities currently taking place on the site. A bus terminal on this site would also eliminate one of (if not the) largest redevelopment sites in the area, eliminating the possibility for any replacement of the lost commercial activity. As for the station location, I would recommend the RED and GREEN options. They are both centrally located within the Eglinton / Brimley / Danforth intersection area, allowing for a convenient on-street, proof-of-payment transfer between the subway and bus routes running along both Brimley and Danforth Roads. In addition, the GREEN options location on Danforth Roads brings the station within walking distance of the Trudelle Street apartment neighbourhood to the north. The BLACK option is too far to the west (200-300m) to allow for convenient transfers with bus routes, and would likely require a bus terminal in order to encourage transfers.

15-Jun-15


Station Concept


The YELLOW is closer to the Eglinton / Brimley / Danforth intersection is not in the most convenient location, in my opinion. I would consider it a last resort. I like the location of the BLUE option, however, my only concern is that the alignment would eliminate any opportunity for infill stations along Danforth Road. The areas surrounding Danforth Road are much denser than McCowan Road, considering the context. In addition, Danforth Road presents several opportunities for intensification. McCowan Road is a residential street in this particular area, and does not have the same opportunities. Future intensification in the area (presumably as a result of the subway extension) may require an infill station to be built. While I understand that this may be a bit of a long shot prediction, I do believe that the option should be left available.

How does the Brimley bus loop back. Do you expect it to make a left turn on Eglinton?

20-Jun-15 online consultation

The Brimley bus would turn directly on to Brimley Rd. from the access to the east of the bus station.

I think the alignment in blue along Eglinton is the best. It is on the junction of Brimley, Eglinton, and Danforth Rd.s and appears to offer the best placement for access from any of those main roadways (for bus and car traffic). It's the best option that is shown there.


Capacity for buses seems to have been underestimated - Lawrence Avenue is the second busiest (if not the busiest) arterial road in Scarborough - I don't think this station design will be able to handle the eventual buses and passenger traffic


TTC Operations Planning has estimated the size of bus terminals required. Since there is a single bus route that would connect to this station, an on-street stop has been deemed sufficient.

Move station east and turn north on McCowan mail/handin


Station Concept


EE2 Cost Any option that minimizes the footprint and merges services works for me. However, I don't understand the obsession with having to have a bus terminal at every subway station. There's not bus terminal @ Yonge, Wellesley, College, Dundas..... It slows down everything and is a huge expense. There's not bus terminal at Bellamy and Eglinton now, with four different buses making scheduled stops and and the Eglinton Go Station functions just fine. It would be just another bottle neck.


TTC Operations Planning has estimated the size of bus terminals required. Bus terminals are important features of subway stations in a suburban context because many riders arrive at the station by bus. Terminals help to manage schedules and on-street activities that would occur if buses only dropped passengers off at a traditional bus stop.

Bellamy - Eglinton GO Why is GO spending money on rebuilding this station now when it might have to be rebuilt again for the subway? Should also ask the federal government to relocate the VIA Rail station here from Guildwood (could count as a contribution to the subway). Assuming that occurs, design it with minimal walking distances for people with luggage to easily access VIA trains. Currently TTC passengers must walk a long way outdoors across the Guildwood parking lot.


Connectivity This is a good concept as it connects to the GO Lakeshore East line and has potential to intercept passengers from Durham. More connections between the subway and GO network equals a much more enhanced transit network for our city. Also, this can raise hopes that Metrolinx will start paying attention to the needs of us residents in the "416" as Metrolinx is always pre-occupied with the needs in the "905" This can help improve the overall quality of life and help improve living conditions in this Eastern neighbourhood in Scarborough. This station can bring much needed gentrification to the neighbourhood.



Station Concept


Integrate the Eglinton Avenue station with the GO station, so that passengers can easily access the GO and TTC. This will become a very busy station, so please design it for the future passenger volumes. As with all TTC stations, zone the area around the stations to enable development - Commercial and residential. Air space about the stations should lend itself to development so that station costs can be reduced. Metrolinks should be financing some of these costs for integration.



Integrate the Eglinton Avenue station with the GO station, so that passengers can easily access the GO and TTC. This will become a very busy station, so please design it for the future passenger volumes. As with all TTC stations, zone the area around the stations to enable development - Commercial and residential. Air space about the stations should lend itself to development so that station costs can be reduced. Metrolinks should be financing some of these costs for integration.


Other Okay mail/handin

I'm not sure what these station concept diagrams mean but if I understand correctly it looks as if the subway platform across the street from the bus terminal. Can't you have the bus terminal above the subway platform?

2-Jul-15 email Other station concepts are possible and will be further informed by comments like this.

LE1 Proximity to SmartTrack

Close to existing RT station which will be close to new Smart Track station. You can still keep existing bus bay and provide tunnel to new station.


Other West bound bus loop is too far away from the platform. East bound platform is too small. You have to layout the assumptions regarding the re-routing of bus routes 86 116 currently going to Kennedy. I believe the majority of those buses, and there are a lot, will be re-routed here.


The bus loops should be one bus terminal instead that would be located in the parking lot off Lawrence Ave with entrances from Lawrence and Midland. The exit by the Hydro Corridor trail is a good idea



Station Concept


With only a station at Lawrence, STC and Sheppard some riders will opt to take a bus that is conveniently located close to where they to get STC or Sheppard rather than transfer from a bus to a subway station.


My questions regarding the Lawrence Subway Station1) Will I have to stand in a line outside in a winter blizzard waitingfor a bus?The Lawrence subway station should be designed to provide adequateheated and sheltered waiting space for winter storms where buses aresnarled on their routes and a the subway keeps dropping off morepassengers.2) How accurate can the projected passenger use of the station be?Actual usage on the 54 Lawrence bus line is lower than real demandbecause the route requires waiting on SRT service and having the longtransfer from the SRT platform to the subway platform. It iscurrently more attractive to take a longer bus ride on the 86 or 116lines which takes you directly into Kennedy subway station at the buslevel.When the 54 Lawrence bus connects directly to the SSE, ridership willjump on what was explained to me as latent demand. To a resident thiswill be a significant increase. I am concerned that a computersimulation program might underestimate the latent demand – the smallerestimate of latent demand by the model would avoid controversy. Theestimate of latent demand is still a guess and should be done by thebest experts available.Thus the projected passenger usage at the Lawrence Subway Station hasa degree of uncertainty, and cost pressures might bias going with alower estimate rather than the higher estimate.3) If the passenger load of the Lawrence 54 route calls for the use ofarticulated buses, will the station have bays that can accept them?Due to my concerns regarding the margin of error for the projectedpassenger use at the station, it could be possible that passengervolumes call for articulated buses on Lawrence. Providing bus baysfor articulated buses requires the probability calculation. I thinkthe project team should

28-Jun-15 email 1) Detailed design for stations will take these issues into account.2) More detailed ridership projections will be developed to provide an accurate estimation of ridership, and boardings and alightings at each station.3) It has been determined by TTC Operations Planning that a bus terminal is not required at this station because there is only one bus route that will connect to it.4) Detailed design of the bus stop will take place after the TPAP.5) There will only be one route that connects to this station.


Station Concept


publicly declare the probability ofarticulated buses at the design phase, so that in 5 years when thestation has to be modified to accommodate them, we clearly understandwho goofed.4) Will the platform designers consider simultaneously loading twobuses for the 54 route?Even if articulated buses are not called for, there could (will) be alarge demand for the 54 bus route. It is obvious to every passengerwho lines up for a bus that the line would move more quickly, if twobuses could be loaded at the same time. There are problems. Pity thepoor TTC employee who has to stop the line of passengers for the firstbus. One proposal would be to have bays with two fenced loading boxesthat hold the same number of passengers as a bus. When a bus pulls in,all passengers in the box will fit onto a bus. The next bus lines upat the other box. Two boxes can fill two buses simultaneously.Queued passengers fill the staging boxes in order.5) Will the TTC please provide better designs for bus bays that servemany routes?The passengers at Lawrence are not of the culture to queue. Thisproblem is at its worst where one bus bay serves several routes.Elder passengers queue, waiting for a specific route. Young peoplewho can take any bus at the bay, regardless of the ultimatedestination of the route, will push their way onto the bus jostlingthose passengers patiently queuing for their specific route.In addition, there are passengers waiting for a specific route, whodon't wish to lose their place in line, and obstruct passengers whoare trying to board the current bus.The simple solution is to have separate bays. A cost effectivesolution is not obvious. Mixing passengers waiting for a specificroute and dealing with passengers who can use any route makes for animpossible orderly queue.


Station Concept


LE2 Connectivity Direct connections to the park and hospital would be nice. Bus loops are too far to be useful and should be placed on Hospital property (see Markham-Stouffville hospital)


Other okay mail/handin

Glad to see that the team is not recommending a bus terminal at this location. As for the station location, all of the options shown would do the job quite well, in my opinion. Although the RED and YELLOW options appear to be most convenient for area residents, I would understand giving up convenience for ease of construction, especially when considering the impact the Highland Creek might have on construction.


Both bus terminals are way too far from the platform. East bound platform is too small. You have to layout the assumptions regarding the re-routing of bus routes 86 116 currently going to Kennedy. I believe the majority of those buses, and there are a lot, will be re-routed here.


No bus bay. Need stop in front of Scarborough General Hospital. Need to be mindful of the park that is there. Probably need to dig deep to create station.


McCowan - Lawrence No bus terminal? Why not use the huge parking lot behind the hospital which would require less parking after a subway station is opened? Alterntatively, hide the bus terminal below a new parking garage there. Should use this redevelopment to renaturalize some of the space adjacent to Highland Creek by compressing the paved/built surface footprint. Should leave space to accommodate possible severe floodwaters.


It has been determined by TTC Operations Planning that a bus terminal is not required at this station because there is only one bus route that will connect to it.

LE3 Connectivity I like this concept because its near Cederbrae Mall and like my comment regarding Eglinton GO Station, any improved rapid transit connections will help raise living standards in this impoverished neighbourhood in Eastern Scarborough. Also this will help redevelop and Cederbrae Mall from an stereotypical suburban style mall to a urban mall that residents in this neighbourhood will feel proud off.



Station Concept


This station would be much better situated at Markham and Lawrence (to serve library, high school, apartment buildings, mall and plaza)


Other Bus loops way too far from platform. Isn’t west bound loop under Indian burial ground?


Archaeological Potential mapping indicates that there is archaeological potential at this site. Details will be assessed during detailed design if this alignment is preferred.

Looks fine how you've got it laid out, but what's with the Bus Loops. Why can't the bus simply pull over as it does now. You aren't thinking of messing with Tabor Hill are you?


Bus loops are used to make the operations of the route more efficient. Since most riders will be transferring to the subway station, loops provide an opportunity for the route to be shorter (i.e. buses "turn back" at the loop) rather than continue for the entire length of the route.

Again, best station, not too far north and not too far south. 2-Jul-15 online consultation

Okay but no bus terminal. mail/handin

SC1 Connectivity Both the existing TTC & GO terminals should be re-used. Option 1 allows the busses to be closer to the trains so it is better. However it should <b>directly</b> connect to the mall, and more importantly, the library and civic centre.


I prefer a north/south configuration along McCowan Road - It could include a small Vegas style shuttle to carry passengers to and from the shopping mall - I prefer SC1 over SC2


Under Existing Scarborough RT station. Bus bay will be close to existing bus bay but buses east of McCowan will have to go north to Sheppard East station. Walk between bus station and mall will be longer.



Station Concept


SC2 Other SC2 is crazy. You have to use SC7. 20-Jun-15 online consultation

The bus loop is way too far away from the platforms. This should be re-considered. If it's the best you can do then you should have a bus unloading platform (room for 3 buses) close to the platform, the queues for loading will have to be spread out.


SC3 Connectivity Good as it close to the mall & civic centre. 21-Jun-15 online

consultation

SC3 seems okay – It’s compact and looks like it will minimize the walking distance for passengers transferring from one mode of transportation to another – I suggest a Vegas style shuttle to transport passengers to and from the shopping centre


How will you get from the platform to STC? There should be a separate underground or aboveground walkway to bring you inside STC.

2-Jul-15 email Details about connecting the Scarborough Town Centre to the station would be discussed with the property owner during detailed design for the station.

There will be impacts to the mall when constructing this option. Will need connection to the mall.


Other Bus terminal too long - no on this option mail/handin

SC4 Connectivity Don't like it - SC4 is too sprawled and looks like it will require a lot of walking for passengers transferring from one mode of transportation to another


Better – but pick up & drop-off too far from station mail/handin Other For the bus terminals at SC4 station will there be new

access from the STC to bus terminal and station. Also will Jack Astors need to be relocated?


This option would require the property bounded by Progress, McCowan and Corporate to be acquired by the City. Details about connecting the Scarborough Town Centre to the station would be discussed with the property owner during detailed design for the station.


Station Concept


SC5 Cost Interesting idea to stack terminals but it seems pricey 21-Jun-15 online consultation

Connectivity SC5 seems okay – It’s compact and looks like it will minimize the walking distance for passengers transferring from one mode of transportation to another – I suggest a Vegas style shuttle to transport passengers to and from the shopping centre


Great connection to station but will have to make new connection to mall. Also will have to move Jack Astors and some existing TTC routes to Scarborough Centre station will have to go to other stations. Station will service condominium residents on Corporate Drive and businesses as well


Other Like this option of stacked terminal. Very compact. mail/handin

SC6 Connectivity No, too spread out. mail/handin

Best one as the station is close to both McCowna road and Scarborough Centre developments. However the busses are right by the street and GO busses don't need to divert much of the highway


NO – SC6 is too sprawled and looks like it will require a lot of walking for passengers transferring from one mode of transportation to another


SC7 Connectivity I think SC7 makes the most sense, but why isn't the STC TTC infrastructure that's already in place for decades being used more extensively? When the McCowan SRT station is demolished why can't that land be used as a GO bus terminal with a new underground walkway to the STC TTC busses and a connecting walkway to the TTC train platform? Greyhound, GO, Megabus, TTC, and taxis have all used the STC station facilities. Use and expand existing infrastructure- don't reinvent the wheel. The taxi stand at TTC STC bus level can be converted to a platform for Greyhound and Megabus, the TTC can use their existing platform at STC and GO can be put on the



Station Concept


McCowan station land. Underground or enclosed, walkways connect the platforms to each other and to the subway and mall. The taxi stand can be moved to beside the future GO bus platform at the existing McCowan station location, or to another side of STC if they need to be beside the mall. Do not forget that the Toronto Public library is opening a new STC branch and perhaps an adjacent roadway near the Scarborough Civic Centre and library branch.

SC7 seems to be the best, or one of the best, option(s) – It’s provides options for those wishing to travel to the shopping centre – I suggest a Vegas style shuttle to transport passengers between the subway station, and the Go Bus Terminal and shopping centre



SC 7 close to both terminal and potential to develop the parking lot in between.

24-Jun-15 post-it

Its difficult to make an educated choice without knowing what complications may arise regarding traffic during construction, however, working in our favour is that there isn't much existing infrastructure, compared to building in the core. eg. Union Station. Tunnel deep and avoid as much as possible. I've prioritized my comments below. P1 Minimal disruption to traffic flow along McCowan Road P2 Burry as much as possible to allow for development above (think LONG TERM!!!) P3 Minimize distance between elements ie. Subway, Bus Terminal, Passenger Pickup and Dropoff P4 Pedestrian tunnels to join all elements with STC P5 Reuse existing Bus Terminal if possible Let's do it right the first time.


Other No – Go terminal too far away mail/handin

Very good. 20-Jun-15 online consultation


Station Concept


SC8 Connectivity SC8 seems okay – It’s compact and looks like it will minimize the walking distance for passengers transferring from one mode of transportation to another – I suggest a Vegas style shuttle to transport passengers to and from the shopping centre


Other Like this option – very compact. It's my 1st choice. mail/handin

SE1 Other Yes – like this option best. Compact like on SE corridor mail/handin

You haven’t accounted for the difficulty buses will have to get to the station. Again with re-routing of routes you will have a lot of buses feeding here. You should find a way to have a bus only left turn lane on south bound McCowan to help buses get into the station as quickly as possible. Northbound McCowan is packed and drivers block the road on red lights, so not many buses will get across to the station.


Subway station should be on north/west with bus terminal north of Canadian Tire

24-Jun-15 post-it

Southwest corner should be considered. 24-Jun-15 post-it

I prefer SE1 over the other four because it has the smallest footprint and would probably minimize the walking distance for passengers transferring from one mode of transportation to another – SE1 would maximize the space for future development – Having said that; the proposed Sheppard LRT should be scrapped and replaced with a subway – Whichever station option is chosen should take a possible Sheppard subway extension into account (in case the city comes to its senses and builds an extension to the Sheppard subway)

SE2 Connectivity This station concept seems to provide easy transfer between the subway, the future LRT, and local bus services.


This is the best option. Keeping all TTC infrastructure together is important to allow passengers a easier transfer process to move from LRT, bus , and train.



Station Concept


This is good for Link to future Sheppard LRT and good link to McCowan and Sheppard. May need to move the Car Dealer ships for this.


Other No – but would be 2nd choice. At least it's compact. mail/handin

SE3 Opportunities for Development

All of the concepts for Sheppard appear to be oriented for future extension North. I have a very strong preference for the extension to terminate with a West-facing alignment to serve an eventual connection along Sheppard to Agincourt GO and Don Mills Station. The Sheppard Line is stranded and suffers low ridership, which could be resolved by "finishing the job" with the original service design through to Scarborough Town Centre. The full six-car length is already roughed into those stations, and Sheppard-Yonge station built out to accommodate growth. Please "point" the terminus of this extension phase West with a view to this potential future phase. It would provide for a more cohesive system - a second "U-shaped" line pair, with a "minor Union" at Eglinton GO to serve the eastern half of the city, with direct subway access to Danforth and Sheppard, GO/RER service across the region, and a VIA connection on their busiest Toronto-Ottawa/Montreal corridor (shifted from Guildwood). That is the kind of network that we need.

2-Jul-15 Online Consultation

Other No - the bus terminal is too far north. mail/handin

The best as it keeps the bus terminal accessible from both Sheppard & McCowan


SE4 Connectivity I like this concept because of the potential to intercept bus routes north of Sheppard Ave. The only thing I would change is shift this station a tad bit north so in the event that Metrolinx decides to bring GO rail service on the Midtown corridor, this station has the potential to intercept passengers on the new GO rail service. More subway/GO transit connections equals a better and enhanced transit network



Station Concept


Opportunities for Development

SE 4 is good because it is away from residential area and empty parking lot to redevelop.

24-Jun-15 post-it

Other No. Don't like the northwest location. mail/handin

SE 4 is the best option 24-Jun-15 post-it

SE5 Connectivity McCowan - Sheppard Should design in a connection from the subway platform to the CPR line to allow for a future RER service on that corridor. Suggest extending the station box slightly further north to accommodate this.


Other No. I don't like the northwest location. mail/handin

Appendix E

Other Comments

Appendix E2 - Other Comments Page 1 of 39

Station

Concept

Overarching

Theme

Comment Date Source Response

Station Concepts

Connectivity more 'compact' layout = quicker access and connections between buses and subway?

24-Jun-15 post-it

It's good to keep subway and bus platform connected but NOT overlapped in one area.

24-Jun-15 post-it


Station should accommodate consilium business of the future. The best spot is where McCowan station is now, not at STC.

22-Jun-15 post-it

Other Need a station at Eglinton/ Brimely/ Danforth 21-Jun-15 online consultation

All stations should have washrooms 22-Jun-15 post-it

The existing STC station is great and is providing excellent services. Please do not replace it. Also, no need to expand it.

24-Jun-15 post-it

Study Area / SSEPA


Consider the SmartTrack span 22-Jun-15 post-it

Wait for SmartTrack approval. Use station at Ellesmere and re-do track to Town Centre. Continue LRT to Centennial College (really needed) and then up to Sheppard. If SmartTrack is approved, the subway would be too close and they would interfere and be a waste.

mail/handin

Other Consider the Sheppard Subway Extension to service STC instead

Run the Sheppard LRT out of Kennedy North

Hi, I am looking for your assistance in answering few questions about SSE. I am about to purchase a restaurant at North –West corner of Eglinton Ave and Brimley Rd, which one of the potential SSE route is being proposed going through this corner. My questions are: 1. Has city changed the zoning which prohibits the restaurant operation for this area? If not, will the zoning be changed? 2. In case that the zoning is not changed, will the water/gas/wastage to be shut down to local business during the construction ? 3. Will city acquire land in order to complete the SSE project? Specifically North –West corner of Eglinton Ave and Brimley Rd. I appropriate that if you can answer the above questions to the best of your knowledge. Thank you for your time,



Station

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Comments

regarding

LRT

Proximity to

SmartTrack

This subway makes less and less sense with the Smart

Track initiative. Rehabilitate the present LRT or make a

new one but don't waste taxpayer dollars on a subway

that we will be subsidizing for the next 30-40 years. Build

the downtown relief line to relieve the Yonge/Bloor

subways. It will instantly being paying for itself. The

Yonge/Bloor station is over capacity and so don't add

more at the ends if there is no where for people to go

when they get downtown.

6-Jul-15 email/phone

Cost If funds are short, build the subway in phases: Phase 1 to

Scar Town Ctr, Phase 2 to Sheppard. Couldn't the

Sheppard LRT veer south along McCowan to meet the

subway at the Town Centre, possibly negating the need

for a subway crossing the 401 and saving $400-500

million? A spur from SmartTrack to the Town Centre

combined with frequent RER service along the CPR

corridor could provide sufficient service to Scarborough to

delay or avoid building the subway.

Other Sheppard LRT. Build this faster. 22-Jun-15 post-it

Cancel the Sheppard LRT and extend the subway to

Malvern and the Toronto 200

22-Jun-15 post-it

Hello, We have always believed that the light rail plan for

Scarborough that was cancelled by Rob Ford is the best

option. The problem is no one is listing. We need a

transportation system that will service them most people

at a reasonable price. I believe the subway will not

services as many people and cost too much. Also, I

believe that those who operate our tpublic transportation

systems with input from passengers and those that drive

the buses and subways should have more input than

politicians. We have NOTHING that works for commuters

because politicians always change the plans and the

discussion goes on for years and years.


Want a LRT. Subway option is backwards. 22-Jun-15 post-it


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Can we not just go back to the original idea of an LRT? All

the lines make very little sense. I live in Scarborough and

until people out here can get over having large swaths of

vacant land and large lot with one home on it, it makes little

sense to build subways. Having the money to build them is

one thing. Where does the money come from to operate

them. Smart track is also a stupid idea. The downtown relief

line is where our money and effort should go. John Tory's

folks want to go down to Union as that is the financial district.

Us ordinary folks probably want to go to Dundas or Queen. I

fear the the development for TIF will not materialize and we

will be hit with a big bill down the line.

Online

Extend Eglinton LRT along old line 3 track corridor to STC Online

Do not build the Scarborough Subway on this corridor or

any other corridor. Original LRT plan was much better.

Online

Extend Eglinton LRT along old Line 3 track corridor. Online



Online





An LRT netowrk serving UTSC, Centennial College and

STC is best.



The Bellamy subway route is the best option under

consideration, because it serves the east end of

Scarborough (including better access to rapid transit for

areas where many cannot afford a car), but the cost is

prohibitive. TTC could serve more areas of Scarborough

and offer more stops steps away from homes and

businesses at a far lower cost with the shelved transit city

plan.




Station

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I do not think that any of these 3 corridors should be

carried forward. Not unless it can be demonstrated that

there is enough density, jobs and existing ridership to

warrant a subway. I regret that our talented and

professional planners and transit staff are being used to

carry this project forward. Scarborough needs an

east/west network that will provide rapid transit to our

campuses and outer neighbourhoods. This subway will

not do that and I fear we are going to pay a premium for

something that will be under utilized. A subway that is

neither cost effective nor accessible to riders is not good

for Scarborough.

Diagram of preferred extension into Scarborough: All

three shortlisted corridors are crossed out, suggests

"LRT" on Midland corridor, notes "increase density" from

Sheppard to STC

I do not support this subway. But I would support this

corridor for light rail.

Scrap the Sheppard LRT and replace with a Subway

Extension.

We need a subway on Sheppard Avenue from Don Mills

to Meadowvale.

SSE related

to the other

network

transit

projects

Proximity to

SmartTrack

The two routes (the north-south portion of the proposed

new SmartTrack route and the proposed McCowan Road

subway route) should not be seen as competitors to each

other, but as complementary to each other, providing two

options for all passehgers travelling on east-west arterial

bus transit routes


Other The South Etobicoke Transit Action Committee (SETAC)

welcomes and applauds a number of the proposed transit

initiatives.

Please forward this email to the appropriate projects. The

multiple email addresses, uncoordinated webpages, and

2-Jul-15 email


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difficult to find feedback submission fields have made it

very difficult to determine where to send out comments.

SmartTrack

Speaking to the staff at the public meetings, we get the

impression that this just a more intensive GO train service

within 416.

It needs to have completely fare integrated with other TTC

routes to be effective.

Additionally it should be completely fare integrated with

RER within 416, so riders don't have to wait for

SmartTrack vehicles only to board. Riders get very upset

when vehicles repeatedly pass them by, like the MiWay

buses on Burnhamthorpe in Toronto that bypass Toronto

residents.

Transit riders don't care who is running the service, they

just want to get where they are going. And they shouldn't

be penalized by paying twice to do so.

Car drivers don't have a different fare or other restrictions

when driving from one municipality to another, or by

taking a highway (except the 407), so why should transit

riders?

Especially when taking transit is far more efficient, cost

effective to provide, and far less polluting?

To us, Eglinton Avenue west of Jane is best served by

extending the Crosstown LRT, as originally planned.

Furthermore SmartTrack appears to be a mainline railway

system, so running such trains on the surface would

require total separation of roads and pedestrians with

crossing gates, or very expensive tunnels in generally low

density residential neighbourhoods, which is not cost

effective at all.

In our opinion, SmartTrack is much better to continue on

the CP(?) rail corridor to Etobicoke North, Islington, and

Woodbine Racetrack stations to provide a direct

connection to the large Woodbine entertainment complex


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and the Malton community.

Relief Line

Corridor D

This is the best choice in our opinion, as it:

• Opens a new neighbourhood at lower Don Valley for

high density development.

• Does not wastefully parallel SmartTrack stations.

• Has important interchange stations with SmartTrack on

Queen East and Gerrard East.

Furthermore, downtown stations on King Street are in the

centre of the Financial District, but are a short walk from

Union Station as well as the Eaton Centre and City Hall

on Queen Street.


This proposal doesn't meet many of the following Urban

Planning points listed at all:

• Official Plan Urban Structure - Only Scarborough Town

Centre meets this.

• Planning and Development Context - Most of that part of

Scarborough is single family residential, so high density

areas like downtown are expressly disliked by residents

there. Except of course Scarborough Town Centre.

• Land Use Designations - Only Scarborough Town

Centre.

• Existing Land Use - Only Scarborough Town Centre.

• Population and Employment Densities - Only

Scarborough Town Centre and the condos to the

immediate east.

This subway extension is a farce.

It is nothing but a political project, and it doesn't meet any

of the urban planning objectives, and therefore must not

proceed.

If anything, a spur from SmartTrack / RER could be

constructed to Scarborough Town Centre, the only high

density node in Scarborough.


Station

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Toronto needs Professional Transport Planning, not

Politician Transport Planning.

Publicity and Getting the Word Out

A number of us attended the Saturday morning

Consultation in Etobicoke June 13th and we noticed not a

lot of the public out. Perhaps not that effective in getting

the word out.

Excellent staffing levels and knowledgeable staff.

Great to see an integrated and holistic approach to the

numerous initiatives underway.

Scarborough Subway Extension (SSE)

A 6-stop extension to the Danforth subway in

Scarborough would be a significant step forward. The

original three-stop proposal is insufficient. The subway

would work far better than an LRT along the current SRT

alignment – speeds would be higher, capacity would be

higher, there would be no transfer delays to/from the

subway at Kennedy station, and more people would be

served. A McCowan Road alignment is most appropriate.

A Bellamy alignment, mostly as a sop to SmartTrack, is

inappropriate.

The six stops on a McCowan alignment would be

Danforth/Brimley, Lawrence East, Brimorton (a significant

residential road that currently has no TTC service),

Ellesmere, Scarborough Town Centre, and Sheppard,

plus Kennedy station. Moreover, a two-kilometre

extension to Finch, with stops at Middlefield/Huntingwood

and Finch Avenue should be added, and would deliver

significant benefits to many residents and workers.

Recent concerns regarding low walk-on ridership for any

of the Scarborough alignments have been overstated; it is

not a valid argument for determining the value of the

extension. By far, for suburban subway stations (as with

GO rail stations), the bulk of ridership is to/from bus

connections.

6-26-15 email


Station

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Theme


Downtown Relief Subway Line (DRL)

This project is needed, not only to relief congestion at

Yonge/Bloor and St. George, but to provide much better

and faster transit opportunities for many residents living

along a broad swath of the central area. An alignment

under King Street is best, with King, St. Andrew and other

stations enabling superior access to/from work

destinations. The King Street alignment would need to be

supplemented with some local surface bus services. The

DRL would put into place the possibility of future

northward extensions to the Eglinton Crosstown LRT, and

even to Sheppard Avenue.

GO Transit Transformation

The plans for GO Transit’s rail system are right on the

mark. All-day two-way service on all rail lines must

become a reality, by no later than 2024. Plans for

electrification are long overdue.

SmartTrack (ST)

SmartTrack is not a smart idea for many reasons,

especially in the context of other rapid transit

opportunities. Its focus on bringing people to Union

Station is counterproductive, not only because it will

further crowd that station but, compared to the DRL and

SSE, it is too remote from many destinations in the city.

ST fails to intersect with Scarborough Town Centre. Its

claim to serve the employment areas near Pearson

International Airport is significantly overstated, because it

does not penetrate the area. ST would

crowd/complicate/impinge on GO Rail services. GO

already serves commuters in the city’s Northeast and

Northwest well, and it can add a few more stops without

being partof SmartTrack. ST should not be allowed to

scuttle the DRL or the Danforth subway extension. The

lure of lower overall upfront costs and faster

implementation should not override longer term

diseconomies. The claim of 200,000 transit riders per day


Station

Concept

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is questionable; how many would be new transit riders is

unclear. Importantly, when seen in the context of the DRL

an 8-station SSE, and an evolution of GO Transit,

Smartrack is mostly duplicative and unnecessary. The

January 16, 2015 staff report identifies 13 new stations

that SmartTrack would create. However, 6 to 7 of these

could be provided by the DRL and SSE, and GO Transit

can add three others independently of a SmartTrack

project. Three of the remaining stations – extensions of

the Eglinton Crosstown LRT – should be considered a

separate rapid transit project.The best solution is not to

implement SmartTrack, but to: 1) Have GO Transit add

perhaps three stops to its rail services (at St. Clair West,

Finch Avenue East, and St.

Denis at Eglinton); 2) recognize that the DRL would more

directly connect many more people to destinations in the

central area; and 3) Build an eight-stop SSE to Finch

Avenue. The capital investment costs of the DRL ($7.3

billion) and a 10-kilometre SSE to Finch ($3.75 billion) are

affordable. At 4.0% over 30 years, Ontario/Canada

funding 2/3 of the gross cost, and households picking up

75% of the net Toronto cost, the daily cost per household

would average 36¢ (see estimates below). This is

affordable and marketable to the public. As Toronto

grows, the benefits of the Scarborough Subway

Extension, the Downtown Relief Line, and GO Transit’s

‘Transformation’ – transit-friendly urban development

growth, traffic congestion relief, better and more attractive

rapid transit, many more new transit riders, and reduced

long term environmental damage – will exceed the initial

investment cost.The short-sighted complaints of

naysayers must not be heeded, and SmartTrack must not

be approved.


Station

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Project

consultation

processes

Timing Questions about timing for consultation report based on

phase 1 consultation and timing for next consultation and

idea of the selected corridor will be announced.

5-May-15 phone

Is there another meeting scheduled? 15-May-15 email/phone

Just wondering how many phases between the very

beginning of the project and when it actually opens for

people to use it because I know that the Scarborough

someplace fairly well advances on face too thanks


Hi Mike,

Thanks for the minutes from the last SSE SAG meeting in

June.

I had some questions about the timeline for the entire

process.

I have attached a link to a table showing my

understanding of what will happen next. Could you fill in

the blanks and/or correct any inaccuracies?

https://docs.google.com/document/d/1hCu_fKTNEhI63oU

2nxu05iOv0Kv76qF9izFid0NLmWw/edit?usp=sharing

If it is easier for you, we can talk over the phone.

8-Jul-15 email

Other Would like a call back regarding the EA background. 6-Jul-15 phone

Read over the minutes and think most items were covered

quite thoroughly. If anything was missed, I don't think it

matters. I was hoping that the minutes of June 24th would

also be shared but possibly I'm ahead of the game. The

CD Farquharson viewpoint is the McCowan

line with 4 stops.


Staff have been very helpful and willing to share

knowledge of this project.

2-Jul-15 email

I'm assuming some can forward this to him think the

lady's name is Kate Kate who is with me at the meeting I

have a friend who's very interested in Scarborough

subway and perhaps a Sheppard subway so can

someone tell me how to get copies of all the materials that

she gave me so I could give some to him thank you have

a good day

2-Jul-15 email


Station

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There was a mass of information on boards but very little

to take away.

The only map was on GO/Smart track. There should have

been more small maps to illustrate the issues so

information can be absorbed. While I appreciate the data

is on the web there is a lot to sort through and difficult to

find. There were many staff there to answer questions

and it is appreciated that it was on a Saturday being

convenient for those who do not work on the weekend.

Pretty well everyone agrees that transit has been

underfunded in Toronto due to the electorates lemming

like attitude to raising taxes. This has retarded the City's

growth.Cancellation of the Eglinton Subway and replacing

it with Sheppard was another major mistake as is the

current extension of the Scarborough Subway.

Both these are political boondoggles and the same looks

as though it is happening with Smart Track and the

Gardiner. What is interesting is that the politicians who

support keeping taxes as low as possible also support the

most expensive options.

We should de-amalgamate and have a metro perspective

and upgrade local democracy. Smart Track is a red

herring. It is simply the GO system branded in part and

makes no sense in the Airport/ Eglinton now we have UP.

So please forget about Smart Track.

The priority for Scarborough Subway should immediately

be changed to replace the LRT, and the subway

extension priority lowered.

Bloor Subway should be extended from Kipling to

Sherway and Dixie/Dundas in Mississauga.

The Eglinton LRT should be extended to the Airport via a

link with Mississauga busway.

Only an Express Bus should be used on Highway 10. LRT

would not be suitable in Brampton's Downtown.

The Toronto downtown is the economic generator and

should always have priority. Unfortunately the suburbs

14-Jun-15 email


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only look at their own point of view.

This is particularly true for the Gardiner where their priority

is to get fro the eastern suburbs to the western suburbs or

vice versa.

This movement should be discouraged with a toll similar

to Dublin so that will free up capacity for those with a

destination in the downtown area.

The critical objective is to link the downtown to the

waterfront neighbourhoods which should be mostly

midrise, links via LRT to Union and pedestrian oriented.

Toronto is one of the richest cities in the world and

Councillor Karigiannis' "tunnel vision" should not be

rejected out of hand.

We have to live with the major barrier of the Railway but

this can be overcome to some extent with pedestrian links

both over and under the railway separate from traffic.

Providing a boulevarde like Chicago or having a

completely new elevated expressway is not good enough

for a City with aspirations.

Surely no other city in the world is planning a double

decked road right on their prime waterfront.

A cut and cover (dig down 20 feet or so and cover over

the top of the expressway) is much cheaper than a tunnel

so that the streets and neighbourhoods can flow over the

top of the expressway where the cut is covered a la

Barcelona.

The Downtown Relief Line apparently is not feasible to

Union and would be at King or Queen. This should be

give priority over the Scarborough Subway which will

simply create more overcrowding on the Yonge Line.

It would be desirable to be able to access Union direct

from Scarborough City Centre.

Any transit proposal must be integrated with land use

planning so that the highest densities are along LRT or

subway corridors and at transportation nodes.

Yonge Street pedestrianisation, as it was in 1974, would


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create a major tourist attraction for a minimal amount of

money. There are hardly any visually attractive

commercial areas in Toronto but this could be one.

The delight of historic towns in Europe is sadly missing

here. Quality of life is sacrificed to functionalism.

Hello, I would like to confirm whether the same

material/agenda will be presented in each of the

Upcoming Public Meetings as outlined on your website:

Monday, June 22, 2015 Winston Churchill Collegiate

Institute 2239 Lawrence Avenue East, Toronto, ON TTC:

43 Kennedy or 54 Lawrence East Bus Time: 6:30 p.m. -

9:00 p.m. Wednesday, June 24, 2015 Scarborough Civic

Centre 150 Borough Drive, Toronto, ON TTC:

Scarborough Centre Station Time: 6:30 p.m. - 9:00 p.m.

Other Meeting Details Saturday, June 13, 2015

Burnhamthorpe Collegiate Institute 500 The East Mall,

Toronto, ON TTC: 50 Burnhamthorpe or 111 East Mall

Bus Time: 9:30 a.m. - 12:30 p.m. Monday, June 15, 2015

Estonian House 958 Broadview Avenue, Toronto, ON

TTC: Broadview Station Time: 6:30 p.m. - 9:00 p.m.

Wednesday, June 17, 2015 Spring Garden Baptist

Church 112 Spring Garden Avenue, Toronto, ON TTC:

Sheppard Station Time: 6:30 p.m. - 9:00 p.m. Thursday,

June 18, 2015 Archbishop Romero Catholic Secondary

School 99 Humber Boulevard South, Toronto, ON TTC:

89 Weston Bus Time: 6:30 p.m. - 9:00 p.m. Saturday,

June 20, 2015 Hyatt Regency Hotel 370 King Street

West, Toronto, ON TTC: St. Andrew Station or 504 King

Streetcar Time: 9:30 a.m. - 12:30 p.m. Thursday, June 25,

2015 Riverdale Collegiate Institute 1094 Gerrard Street

East, Toronto, ON TTC: 506 Carlton Streetcar or 83

Jones Bus Time: 6:30 p.m.- 9:00 p.m. If the information

presented or the purpose of the each of the above Public

Meetings are not the same, can you please provide me

with the details/agenda for each of the above meetings.

Thank you,



Station

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Other General

Comments about

Project

Cost This is such a HUGE WASTE of taxpayers dollars it's NOT funny. Scarborough has TWO fully paid for rapid transit lines and the politicians say they don't want it, but spend at least 5 times more for 1/5 the potential ridership that services NO ONE. This is another "pet project" that will cost the city for another 40 years, just like the Sheppard subway (not even close to its current capacity) and the Scarborough RT (10 times over the original cost because it was a political "pet project". No wonder Peel Region and Hamilton are getting their rapid transit service sooner than Scarborough


The case for the Scarborough Subway has always been dubious at best. With the Smartrack proposal duplicating the route the proposed subway, this project would be a complete misuse of public money. If subway is extended further into Scarborough, the money should be spent extending the Sheppard subway and/or extending the Bloor-Danforth line east along Eglinton Avenue toward Kingston Road.


The Sheppard subway is currently running under capacity and requires a subsidy of $10 million. How do we avoid the same outcome for the SSE?

2-Jul-15 email


Please don't make Line 4 another failed white elephant like the current Line 3 built in the 80s. Connect it to people, homes and businesses to promote growth in Scarborough as seen in other parts of City – make it a destination and increase value.

mail

Area bounded by Sheppard Ave Ea/Ellesmere/ Neilson/Morningside is home to U of T, Centennial College, Pan AM building and centenary hospital with high TTC traffic. Also this area has high density buildings/dwellings. It is imperative that a subway station be built in this block – grid – in order to facilitate smooth TTC flow and to ensure future growth in this area. There are also 4 public & Catholic schools on this Morningside vicinity that choke the TTC traffic on daily basis.

mail


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Other General comment: Build the track to facilitate a centre

platform. This will both reduce the costs and permit

greater access to the trains for persons with limited

mobility. Several escalators and elevators can be

installed in convenient locations to serve the peak use

times in both directions. We find almost all of the current

subway stations to be most difficult to access due to the

stairs and lack of operating or easily located escalators

and elevators. Elevators are almost always in an out of

the way area. Escalators rarely take a person up to the

ground level. We find that we have to drive to protect

ourselves from the pain from the stairs and long walks in

the stations. We really would prefer to use public

transportation. If a standard location for

escalators/elevators were to be followed in station design,

we would be most appreciative knowing which car to

board for easier exiting at our destination.

2-Jul-15 online

consultation

Take the boring machines when finished with the Eglinton

Crosstown LRT and dig from surface level down to track

level at Kennedy Stn. As well, possibly dig a little at

Scarborough Centre to assist with a below ground

platform if desired or otherwise, dig a trench and have

vehicles glide into a station platform that is at surface

level with some type of [partial] enclosure around it.

Now, between Kennedy Stn and Scarborough Centre Stn

have subway vehicles travel at ground level using the

former SRT transit right‐of‐way. This is to similarly

replicate what is happening in the middle of the Allen

Expressway. The only issue now is that if the transit right‐of‐way has the capability of servicing subway vehicles

(weight and speed)?

That gets people to Scarborough Centre, the centre point

of Scarborough. Then people would get off and transfer to

the other side of the platform and transfer onto an

Ellesmere LRT. It would exit via the roadway and SB on

McCowan. The LRT would then turn EB on Ellesmere and

15-Jun-15 email


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go until Neilson Road, then turn NB until Morningside

Avenue and circle around via Morningside Avenue and

Finch Avenue. There is also to be a spur out to the

University of Toronto ‐ Scarborough Campus. Future

extensions will reach out to Ellesmere Road/Kingston

Road and the UofT would eventually extend to the Rouge

Hill GO Stn.

This LRT line will connect with the Sheppard LRT and

eventually onward WB. Much later down the road of time,

there could be chunks done on Ellesmere Road from

Scarborough Centre to Victoria Park or York Mills/Don

Mills and even later to Yonge and beyond WB.

The issues with the subway connecting to Kennedy Stn, I

believe will be solved for this generation as there are

streetcar hookups at Main Stn and Broadview Stn. There

will also be the DRL through Pape Stn and hopefully a

hook up so that streetcars can service Coxwell Stn as

well.

* This will majorly assist in the uplifting of the communities

along the way out in the far eastern parts of Scarborough.

* This will allow for a business hub to start forming in this

area that could bring in Pickering and workers from the

whole of Durham Region and beyond.

* It will also bring more people into the Toronto‐East York

area.

* Lastly, if no one takes the initiative now, it will never be

done for at least another 100 years and therefore, it will sit

stagnant for at least that amount of time if not longer.

Need expert international experience to comment on

corridor options

22-Jun-15 post-it

I am not a transit expert or urban planner, nor have I read

or could I read all of the technical documents associated

with this proposal. So, I feel at a bit of disadvantage in

commenting. That said, I guess I could be considered a

bit of a Scarborough expert having lived here for 60+

years. I think when you approach something like this you

26-Jun-15 online

consultation


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have 2 major objectives or planning considerations: 1)

that the line maximizes connections for the various

community elements that it serves (e.g., businesses,

hospitals, governments offices, more dense populations

areas etc.), 2) that it maximizes connections with other

transit e.g., other subway lines, bus routes, GO trains and

buses, commercial buses etc.). Running a new subway

line through some low density utility corridor because the

land is cheap and accessible may lead to a cheaper

project but one that poorly serves the community or the

broader transit needs. Of the many entities within

Scarborough that could be served by a new line the 2

most obvious are Scar. Town Centre and the

Scarborough General Hospital. If there are not stops for

both these entities you really have missed the boat. This

would lead to choosing the McCowan route. It would

rather strongly undermine the Bellamy route whose main

advantage seems to be connectivity to the GO train.

Beyond that, the Bellamy route appears to be a very weak

choice. The Midland route, unless it turns along

Lawrence and stops at the Scar. Hospital, also seems to

be a weaker choice. In addition, it seems to serve many

fewer important entities. One last point. Counsellor de

Baeremaeker has suggested an additional stop at

Eglinton and Danforth Road. This is such a strong

suggestion that it is a bit of a no-brainer. It would be an

additional cost but deciding on it now and doing the right

thing would enhance the effectiveness of the proposed

subway extension. That's it. Good luck.

Where ever private property is to be used to increase a

connection to a station, the private owner should pay.

Every effort should be made to ensure pedestrians have a

right of way that is separated from parking and traffic

similar to the entrance from the RT going into the STC.

30-Jun-15 online

consultation


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Scarborough Subway Extension This proposal doesn't

meet many of the following Urban Planning points listed at

all: • Official Plan Urban Structure - Only Scarborough

Town Centre meets this. • Planning and Development

Context - Most of that part of Scarborough is single family

residential, so high density areas like downtown are

expressly disliked by residents there. Except of course

Scarborough Town Centre. • Land Use Designations -

Only Scarborough Town Centre. • Existing Land Use -

Only Scarborough Town Centre. • Population and

Employment Densities - Only Scarborough Town Centre

and the condos to the immediate east. This subway

extension is a farce. It is nothing but a political project,

and it doesn't meet any of the urban planning objectives,

and therefore must not proceed. If anything, a spur from

SmartTrack / RER could be constructed to Scarborough

Town Centre, the only high density node in Scarborough.

Toronto needs Professional Transport Planning, not

Politician Transport Planning.

3-Jul-15 online

consultation

I want Metrolink and TTC to provide funding for design

and build of Public Washrooms in ever station along the

Scarborough Extension route.

2-Jul-15 online

consultation

We need service to the Scarborough Town Centre 24-Jun-15 post-it

Recommendation - please serve Scarborough Town

Centre, General Hospital and Centennial College

24-Jun-15 post-it

What does it take to extend the Sheppard subway to

Downsview?

24-Jun-15 post-it

Looks like Jack Astors will have to find a new spot. 24-Jun-15 post-it

What about UTSC, Aquatic Centre, Centennial College? 24-Jun-15 post-it

This project is a bad idea. mail

Horrible idea. Extend Sheppard Line - ability to increase

density along Sheppard is already there. Kennedy to STC

is under populated through NIMBY backyards.

mail

You only have one crack at it so build it right. All stations

(4 or 5) built from the start – no adding station at later

date.

mail


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When one agrees to 3 stops versus 7 then I think the

people making the decisions don't know how to count.

Why don't you have a stop at the Pan Am site, the

Olympic Pool site and a number of others which need

access from Scarborough?

Surely, the greatest good for the greatest number is what

we should be thinking of.


Gorin wanted to find out when the tendering process will

begin to hire a contractor. Currently the project is in the

planning phase which is on a timeline to be completed

near the end of the year or early next year and it would go

through a TPAP process. Construction tenders are a bit of

a way off. He asked if the construction would start early

next year. It would likely not start that soon. Any tendering

process would go through the formal channels

established by the purchasing department.

27-Apr-15 email/phone

The overriding question for me, as a faculty member at

UTSC, is why the plans do not involve a stop at UTSC.

Our university consists of 10-12K people who need

decent transit. Why is this pressing need not part of the

discussion?

9-Jun-15 email

Any chance of expanding as far as up to the Toronto

Zoo? Thanks.


The Ford/Tory subway should not be built as it will be a

waste of resources needed elsewhere. There will not be

enough people or development to make it worthwhile.

Why cater to people who scream subways, subways,

subways? They are similar to the people in America that

will not give up their weapons. If this nonsense will benefit

the people of Toronto by actually doing what the

cheerleaders are saying then go ahead and built it.

Otherwise, built a Mel Lastman subway, a waste of time,

money, labour and hot air.



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Good Evening,

I think the Project Description is seriously flawed,

You are conducting an EA for this possible extension of

the Bloor-Danforth subway from Kennedy to the Town

Centre and/or Sheppard Avenue. All the discussion talks

about how the line WILL do whatever, not how it MIGHT

do whatever. This sounds like a foregone conclusion.

The purpose of an EA is to see if the proposal makes

sense from many viewpoints, from environmental to

economic.

When I was a transportation planning manager in the

Scarborough District, and we studied the Transit City plan,

we understood that the ridership projections made sense

for an LRT on the existing SRT line. Why throw away all

that infrastructure just for some idea that a subway is

sexy?

By the way, most Scarborough residents don't want the

kind of development density that would justify a subway.

Will they pay even more in taxes to fund it? I don't want to

pay 3%r for it when I live miles away in downtown where

my taxes support TTC streetcars and the existing subway.

Why not refurbish the SRT as a LRT and extend it as was

planned like 10 years ago?


I would like to make sure you consider funding and

designing and building Public Washrooms in every station

along the Scarborough extension. I have been trying for

years to have the Ontario building code changed so that

new subway lines have public washrooms and not at end

of line stations as the current code reads. I have written

my MPP My city Councollor The Ministry of

Transportattion and Ministry of Consumer affairs. I have

written the President of Metrolink. I hope time has

changed and condersideration will be made in your

reports that Public Washrooms should be included



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Hi, What is the Scarborough Subway Extension. Do you

have the map about the plan.


Here is one Scarborough taxpayer’s point of view.

I consider taxes a precious resource that should be used

in the best interest of the community.

The Scarborough Subway extension ridership does not

justify the costs of a subway.

There is no economic growth prospect that promises to

offset the excessive costs of the subway.

SmartTrack has not been defined. SmartTrack’s capacity

and ridership base are not known. How does SmartTrack

get from the Scarborough GO station at Midland Avenue

to Union Station?

The Mayor’s Director of Policy and Chief of Staff insist

that SmartTrack and the Scarborough Subway extension

will be implemented. The Mayor is committed to spending

taxes on an unknown project and a project that is already

excessively costly.

What is lost is using precious taxes in the best interest of

the community.

I fail to understand why the Scarborough Town Centre is

considered a critical hub.

It happens to be the terminal for the poorly implemented

SRT. TTC bus routes serving northeast Scarborough are

forced to hub there. GO bus transit serving Durham also

hubs there. Since the SRT will be eliminated, both TTC

and GO bus hubs can easily be re-located. Alternative

hub locations for GO bus would be the terminal of the

Sheppard LRT or the Kennedy subway station.

Instead of SmartTrack and the Scarborough Subway

extension, we should consider an RT (as in the SRT) train

running on the surface from Unionville Station Markham to

the Scarborough Go Station at Midland Avenue and then

a tunnel from Midland Avenue under the Go tracks,

surfacing at Queen Street to cross a bridge at the Don

River and then into another tunnel under Queen St. to

2-Jun-15 email


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University Ave.

The passenger load of this route justifies its cost.

Most of the TTC bus routes in Scarborough will be

shortened because they only have to travel east/west to

get to a RT station (Steeles, Finch, Agincourt, Ellesmere

and Lawrence). Currently the bus routes are convoluted

to go south to Kennedy or the Town Centre.

The additional costs of this route relieve the crush of two

problems, the congestion at Yonge/Bloor because of the

build up of passengers from continually extending the end

points of both Yonge and Bloor subways and the GO

Train crisis at Union Station as GO adds more service

with insufficient track and platform capacity.

This will be the fastest and most convenient route

downtown for all of Scarborough and Markham. This is a

plan that uses taxes in the best interest of the community.

It can be funded with money from the Scarborough

Subway extension, Go RER, VivaNext, SmartTrack and

the DRL.

Out of

Scope

Other When is the due date for Relief Line comments? 23-Jun-15 Email/phone

My "Unique Yonge/Bloor" Innovation Solution, will

DOUBLE YONGE LINE CORRIDOR CAPACITY, without

building a thing. I've prepared a comprehensive

presentation on this also, but will not be shared, until my

"Smart Subways" Proposal is professionally dealt with (3

years in the waiting - for a meeting of accountability and

professional dialogue with technical persons present).

My "Smart Subways" Innovation is worthy of a meeting in

person, that declares that a Transit Innovation Pilot

Project is "worthy of being piloted", since it will save about

1 Billion Dollars on the Project, while better providing the

Relief that is Required, while integrating with Mayor Tory's

Smart Track Plan.

As Canada's "Only Transit Flow Technologist" who has

figured out how to deliver 53,500 Persons during Peak

2-Jul-15 email


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Hour on the Yonge Line, (as opposed to the previous

capacity of 28,000 Persons in P/H prior to the use of my

Unique Subway Safety Invention, it is fair to suggest, that

I have done all my homework, as to just how and why

"Smart Subways" works. Professional decently, ought to

be afforded to explain with an interactive professional

dialogue, such that I may deal with "all technical

questions".

"Scarborough requires a Mini-System, built within a

Broader-System, creating the added Relief needed

thereby using Kennedy GO Station, as it is intended to be

used, (TO MOVE MORE) and (TO CREATE RELIEF),

and while saving very big money, using "Smart Subways"

Technology".

Trusting for a follow-up meeting, with "technical persons"

and "your hired consultant" at the table, to create

professional dialogue, as to "What is Smart Subways" and

exactly "how and why it works". Further, this "Transit

Innovation", can be funded by the Federal Government,

as they fund Transit Innovation Design Fees. I'm sure a

billion dollar savings, could go along way to putting a

dent, into your SOGR back logged unfunded approved

project needs.

Despite the overall grrump at the billions maybe getting

spent for transit, please be assured that I quite support

spending large sums on transit, and doing far far more

than what we've done. But I am deeply perturbed at the

overall processes of scheming supplanting planning, with

a variety of silos in some broad fields of complexities, and

much of the control of decisions being allocated to less-

wise processes (politricks) where the short-term interests

of many (some of whom do go beyond the mywardopic

visions) often dominate what we do. Or don't do.

So it's a really big mess; sensible things should have

been done a decade or three ago; and the scheming is

creating conditions where we can have any type of transit

2-Jul-15 email


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as long as it's a subway here, and another type of project

here, and only what we're offering, because new ideas

don't fit into the box we've been instructed by Clowncil or

the money from another level has strings attached for only

certain schemes/ridings... And simpler things like paint

and political will that could squeeze billions but alienate

votorists eg. HOV lanes on the DVP with busways too,

and one fare express services, well, impossible here

hmm?

Because of the depth of this transit crisis, I think there's a

great need for faster actions everywhere, and with the

HUGE costs of the billions into what some tout as a Silver

Bullet, we may well have further blights on our budgets

and options, and the large subways in sprawl do cost us

both in capital and operating. So the SSE is clearly bad

on its numbers, and the best single piece on these dismal

numbers is in the Star of March 16/15 "UofT report

favours LRT over subway in Scarborough" - but so what if

it's a stinker? - and one gets the distinct impression it is

not about doing transit but whatever to keep the concrete

and construction interests well-paid/busy, though respect

to those doing the work, because it can be brutally hard.

I also fear that for its cost and potential ridership, the DRL

as proposed c. Pape to Union will be a core subway, and

it will be too much cost for too little result.

Both of these come back to having less real faith that the

actual origin/destination data is truly around, or presented,

and bolsters doing the massive expenditures proposed.

The Smart Trick is perhaps just a rebranding of the RER,

which is perhaps quite do-able and sensible, especially if

it first presents from Main to Union to Dundas St. W.

Since the province was going to pick up the tab in large

measure for what it was thinking with the RER, as it's

close enough to the Smart Track idea of Mr. Tory (which

echoes sets of plans/ideas going back decades), maybe it

didn't matter that the financing of it all was sketchy, as the


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province was happy to have a rebranding if it meant

excising a Ford or two, to hopefully do more correct things

more smoothly.

Indeed, Fordwards was backwards.

But due to the limitations of what has been schemed of

and approved, and what's underway, coupled with the

lack of data and the copious layering of politricks, I sense

that there are many smaller things that could be done

sooner, and some clearer options involving different

technologies and thinking, and routes, that could be as

viable, sooner, and also providing more real service to the

eastern half of Toronto, whilst potentially squeezing the

billions.

At times, there would be a need for heavier investment to

keep the jobs for men and machines and materials usage.

The RER, especially from Main to Union to Dundas St. W.

might be a very quickly done thing to help the Y/B press.

But I also am convinced that a Bloor/Danforth bikeway

could also shed enough people to ease some of the press

but do so at a tiny fraction of the cost of anything else. I

do have thoughts that the TTC likes to keep biking

dangerous to keep the riders captive to keep revenues up

to support the suburbs, and it's only because it's gotten

too pressed that there's actual interest in doing things.

Again, we could keep the DVP HOV lanes, right? - except

it's a political will thing, which also includes a bit of user

pay for the cars, which could - if done - reduce congestion

again.

And to be somewhat fair, ahead of any tolling, or

concurrently, it really is kinda necessary to ensure a boost

in the transit.

But the political will was the key ingredient to the Curitiba

busway beginnings, along with smartness. Curitiba has a

large busway network now, and has been a model to

much of the world, and got the result of a subway capacity

for about 1 % of a subway cost.


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We know in Ottawa that busways can work, though they

aren't totally OK, it's true, and steel wheels and larger

vehicles are more efficient, if in the right places and

matched with demand to get revenue/usage. A small tiny

step to more bus transit would be cutting out the double

fare the TTC charges, or has charged, for some routes.

I've gathered some sense that the pressures for Y/B are

more originating in NE Scarborough, and yet it's not clear

as to really how effective the DRL/RER/ST etc. will be in

dealing with it all, as one can't necessarily presume that

all of our trips go to the core, correct?

About a year ago I started thinking longer and harder

about options to the SSE, having endured a part of the

meeting of its approval, and hence terms "Clowncillor"

and "Clowncil" and "sub-braying". As part of doing

memorial rides for some killed cyclists, we took some

parts of a bike path on the Gatineau Hydro corridor too.

And in looking later, at maps, heck, there's this diagonal

linear corridor cutting through all of Scarborough, and it

may be as good as other schemes in terms of having

potential ridership, and doing things on surface is

cheaper. It's a very wide corridor too, as well as being

somewhat publicly owned, though not unused.

So phase I of a busway that could presumably be

underway ahead of the next election is within

Scarborough, and by using buses, it ensures that on-road

"detours" could be made to both make large destinations

and connections. Why not? - and at times, there would be

need for bigger works eg. under rail corridor. But overall,

Eg/Vic park to the Zoo? with potential at the Hospital, and

the UT Scar and and and ... But this could be a

standalone project; and why not? Are you really interested

in providing better service to much of Scarborough??

I've also had further thoughts about expediting bus, and

near-express ones too, from Leslie through high-demand

Thorncliffe Park to more linked places like St. Clair but


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also the core, and this would be costlier/trickier as it is

more established and "green" at times too. I've sent this

around to varied politicians and institutions, but I guess a

new idea that saves a billion or two while deflecting

"winning" ideas isn't too popular - but there's hardly been

a single thank you letter back, which is pretty foolish I

think as have the billions materialized for the existing

schemes?? I've heard that it's "Owintario".... and there's

ZERO interest in charging the cars for the millions,

Clowncil wouldn't even let a study of the VRT occur...

But there are routes to the St. Clair possible with sensitive

tunnelling, and bridging, from both Leslie and the end of

the Hydro corridor through the dense Thorncliffe Park

area. I also saw the potential of an existing owned by

Metrolinx remnant spur line of a bridge by the Brickworks

parallel to the DVP that could be converted to a busway

bridge of one-way depending on lights, and then to the

core. This following is of a rough schematic map of the

hydro corridor as a long busway, with rough outlines of a

continuation to the core, not including Leslie linkage to St.

Clair.

It is using the TTCs ride map which conveniently maps

the density of the bus transit, and the Thorncliffe Park

area is a dense one. In some ways it's also a bit of a

desert and deserves better connections, as indeed, the

large swath of all of Scarborough could also be improved,

starting with buses, and done as silver buckshot, and if

something doesn't quite pan out to projections, it'd be a

modest drain relatively.

We need quicker A to E to M to U sorts of trips I think; we

don't need the milk runs of local transit nor will GO be

able to do that sub-regional load-lifting because it takes

time/energy to have more stops, and the virtues of having

a fast trip in is done with fewer stops.

So rather than wasting too much time and money on dumb


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projects and some over-due ones that made sense 50

years ago but now don't go far enough, there must be a

real look see at starting up alternative fast transit-only

corridors that parallel enough demand to supplant it, and

give enough speed in off-road situations to advantage the

transit but not always at the expense of the votorists. The

Hydro corridor, and then some mix of complicated filling in

of the grid broken by the Don Valley offer some of these

options. As a key to a good transit system is resiliency, that

is what is needed, and we don't need the stubways and

stupidways that eat the billions and would blight operating.

I've provided many with paper copies of these ideas. I'd

suggest that building subways in sprawl, and highways in

the core, is absolutely the foolish/wrong thing in the

greenhouse century, and we need the broad silver

buckshot of a wide range of improvements, everywhere,

combined with political will to clear off cars and provide

new routes, though clean hybrid buses would likely be

needed, and a high sensitivity to the established and

natural areas that would be given new corridors, perhaps

often tunnelled.

Transportation Ideas for Toronto -- 1. Highway 427 LRT

• N/S ‐ On the outside (shoulder) of Highway 427 from

Sherway Gardens to Steeles

• Chunk it: Bloor to Eglinton, Eglinton to GO/RER Line,

GO/RER Line to Finch West LRT, Finch West LRT to

Steeles

2. Line 2 ‐ Bloor Danforth Subway

• Extend it from Kipling Stn to Hwy 427

3. Jane LRT

• N/S ‐ On Jane Street

• This will uplift some of the despair within the

communities up and down Jane Street.

• Chunk it: Bloor to Eglinton, Eglinton to Wilson, Wilson to

Finch West Stn, Finch West Stn to Steeles

4. Sheppard East

15-Jun-15 email


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• If the tunnel is the smaller subway size then use subway

cars

• Otherwise, change to LRT

• Since all the stations are built and there would be

extreme costs to redo them all because of a platform

height change, would it be more fiscally responsible to re‐dig the tunnels at and near the station platform areas.

This will enable the ceiling and platform to be raised a bit

without redoing the whole contents of each station. The

near part is to ascend and descent to a proper track level

height to meet the platform. Financials, which case makes

sense?

• No matter what size tunnel, if dedicated street platform

areas, have about a 1”‐ 3” incline and a decline to offset

the entrance/exit height difference. This might create

snow removal issues.

5. Scarborough Transit

• There is too much mass transit concentrated in one

area.

• It needs to go from Kennedy Stn to Scarborough Centre

Stn and then diagonally NE to somewhere towards the

Zoo/Pickering Line

• OR see “Transit in Scarborough” File

6. Connecting Sheppard‐Yonge Stn to Finch West Stn

• Try with a LRT, if tunnelling is allowed with the current

Sheppard subway

• Should have a LRT stop at Bathurst/Finch because of

the Jewish Community Centre and lots of traffic

7. Finch West LRT

• Extend to Hwy 427 to connect with the eventual Hwy

427 LRT line on the shoulder.

8. Seneca College (Finch Campus at Don Mills)

• Have the campus station at surface or have it

underground just on the Seneca property to have it in a

more central location on campus if no accessible route

through the middle of campus.


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• The length could go from Humber or eventually Hwy 427

right to Senecao Via the mid‐section of Finch or down to

Sheppard‐Yonge and across to Don Mills and up around

and into the campus area.

• Another routing could loop around from Sheppard‐Yonge to Don Mills to Finch Stn to start using some of the

Don Mills and Sheppard lines.

• We could create chunks: 1. Finch West (current), 2.

Finch West to Sheppard‐Yonge, 3. Sheppard LRT, 4.

Finch‐Yonge to Don Mills (This will start the process for

filling in Finch East and Finch‐Yonge Stn to Finch West

Stn.

• If at surface level, loop around on Au Large Blvd with

somehow going through campus. If not, dig for just a

small portion of the property for students/riders to have a

central point to get on and off the LRT.

9. Lawrence East LRT

• From Eglington‐Yonge Stn to Pickering Line.

• Start from the current Lawrence East SRT Stn to

Pickering Line

• Chunk it: Lawrence East SRT Stn to Pickering Line,

Lawrence East SRT Stn to Don Mills, Don Mills to

Leslie/Eglinton which will then connect in with the Eglinton

Crosstown and into Eglinton‐Yonge Stn

10. Weston LRT

• Replicate bus route 165 Weston Road North to Steeles

and then eventually up to Canada’s Wonderland

• Chunk it: Wilson Stn to Jane, Jane to Finch West Stn,

Finch West Stn to Steeles or Hwy 7 or Canada’s

Wonderland

• The 96 Wilson bus route would only need to be from

Weston GO/RER Stn to Hwy 427.

o This would also eventually get replaced with tracks and

a LRT.

• Then after there would need to be tracks put in from

Your Mills‐Yonge Stn to Wilson Stn.


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And long‐term across York Mills and Ellesmere. Chunk it:

Yonge ‐ Victoria Park ‐ Scarborough Centre and beyond.

• Before putting the multiple elevators in at Wilson Stn and

then noticing the possibility of needing to tear down

Wilson and rebuild portions for LRT vehicle access, pre‐thought process design to not waste money.

• For nostalgia: Somehow in the very distant future have

track on the Lower part of Weston to replicate the old

trams on Old Weston Road in and out of Keele Stn or

Dundas West Stn.

11. Steeles East LRT

• Chunk 1 Milliken GO and then to Pickering Line

• Chunk 2 Victoria Park to Milliken GO/RER Stn

• Chunk 3 Steeles‐Yonge Stn to Victoria Park

• Depending on IBM, they might want a detour routing via

the north side of their campus. Ask them to assist with

funding and have a detour from the main line. ‘Steeles

East LRT, EB/WB’ and ‘Steeles East LRT, EB/WB via IBM

Campus’

12. Service to Woodbine and the Mississauga Airport

Corporate Centre

• If there is extra room for another set of tracks along the

GO/RER line, put two extra tracks in for an LRT on the

outside from Mount Denis to Hwy 427 portion. Have the

electrification overhead wires coming out from telephone

like poles in the middle of the LRT/HRT tracks between

going both directions vs. three possible lines of poles.

13. Coxwell Station

• This allows for access to the subway if a blockage

happens between Coxwell and Main • This could also

lead into more branching via laying track over the routing

of bus route 70 O’Conner to Eglinton and Warden Stn. As

well as connecting to the East DRL via LRT’s up to

possibly Steeles and connecting into the Lake Shore East

Streetcar/LRT

• If you think this through thoroughly now, the TTC District


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Office near Coxwell Stn will be gone in the next 3 ‐ 5

years. Have LRT’s curve into and out of that lot vs.

redoing the station once again after its current

modernization. SB on Coxwell, EB on Danforth, SB

through the redone TTC District Office lot and knock out

the brick wall and curve back out SB onto Coxwell

Avenue.

14. EAST “DRL” Southern Section

• The northern section below Don Mills should go

underground at the ‘wishbone shaped intersection’ of

Millwood Road, Pape Avenue and Donlands Avenue.

• The underground DRL portion would go south through

Pape Stn and into the Financial District

• Pape Stn because it has been modernized, more room

(bigger) and accessible. Plus it is in an area that can

offload a lot of riders from the BD Subway to the LRT

DRL.

• At the ‘wishbone shaped intersection’ it could have more

surface branches to Broadview Stn, Coxwell Stn and

eventually up to Vic Park and reconnect with the Eglinton

Crosstown at the Golden Mile/Eglinton Square. As well as

offshoot to a new accessible Warden Stn. As a little add‐on lay some track on O’Connor between Pape Avenue

and Donlands Avenue to have an uninterrupted root

between Victoria Park/Eglinton to Broadview Stn.

• Currently the city is also in the pre‐planning phase of

redoing the Danforth East area (Greenwood‐Main) and

there is going to be a higher concentration of people in

the area.

Replacing the TTC District Office and putting in mid‐rises

in the area, not just the TTC lot though. (Contact DECA.)

• The Broadview surface route could eventually become

one day 504/505 from Downtown, up Broadview and out

to Don Mills/Steeles and/or Victoria Park/Eglinton

• Use LRT’s underground on the DRL as it will support the

surface route branching at the ‘wishbone shaped


Station

Concept

Overarching

Theme


intersection’.

• With the vehicle housing issue

o With the new mostly electronic LRT vehicles, do they

actually need a heated area with the cold temperature

that Toronto gets in the winter? (I have also lived on the

prairies and so Toronto’s winter is not all that cold for me.)

§ If yes, does the Wheel‐Trans garage have to stay where

it is or can it be relocated? It was built in 1980.

§ If no, can the LRT’s sit outside in a separate lot and be

serviced at Russel, Roncesvalles or Leslie?

15. EAST “DRL” Don Mills Section

• Instead of it just going to Sheppard/Fairview Mall, have it

go to Finch and it then can service Seneca ‐ Finch

Campus

• Since it is so massive, have a partial height SRT

guideway with some partial sides in case of nasty side

winds

• At some point, there will need to be work done on the

guideway and therefore, put some tracks at surface level

to allow for mass transit traffic and more go around and

not come to a screeching halt. 16. Lake Shore East

Streetcar/LRT

• Union Stn to Coxwell Stn

• Branch A ‐ Coxwell Stn to Lake Shore Blvd and across

and Queen’s Quay and into Union via Bay Street.

• Branch B ‐ Coxwell Stn to Lake Shore Blvd and across

to Leslie Street, across Commissioners Street, Cherry

Street, Lake Shore and Queen’s Quay and into Union via

Bay Street.

• Branch C ‐ Coxwell Stn to Eastern Avenue and across

which turns into Front Street and then into Union via Bay

Street. With also a possible sub‐branch via The

Esplanade and/or Queen’s Quay.

• If the Lake Shore Streetcar goes via the Front of Union

Stn, it can also go NB and SB on Bay Street.

• There could also be a connection at Coxwell or


Station

Concept

Overarching

Theme


continuation up Don Mills via the connecting

DRL track on O’Conner. Or even a connection to Victoria

Park/Eglinton or spur to Warden.

17. Bay Street Streetcar

• See “Subway Ground Level Replacement on ‘U’ Portion

of Line 1” file

18. Other LRT Ideas

• If there is enough room in the corridor for a set of LRT

tracks…

• Think out the theory of having LRT’s going N/S and

jumping on and off of the GO/RER Corridor track areas

• As the population ages and there are more requirements

for people to use disability aides, we have to preplan.

Saying this, LRT’s should be prebuilt with ramps for the

rear doors as well. This is so that we spend a few dollars

now to save great headaches in the future. The rear doors

in the future would be shared between people using

mobility aides and bicycles.

• If there is a small chance, raise the driver cab floors a

little to enable a bus like bicycle rack on the front or rear.

19. Other Ideas

• Dig all tunnels with an LRT sized boring machine to be

able to raise the air‐conditioning unit up a little bit and

have a little more headroom and ability to put a few more

grab bars under the units. I am also aware of the digital

screens for the hearing impaired

• As traffic diversion happens and people take public

transit more often, then there will become a case for LRT

Right‐of‐ways. And even faster service.

20. Business Hubs Idea

• There needs to be a business area in NW corner of the

city, Rexdale per se and around Pickering Line

• If there is a disaster in downtown, heaven forbid, there

are backup locations and it allows for branching out and

the ability to give hope and uplift and grow the outer

suburb communities which are depressed and inactive


Station

Concept

Overarching

Theme


• With proper transit, it will bring in more companies and

allow organizations to spread out vs. funnel into one area

and create mass chaos by overpopulation

• With teleconferencing, it will allow small meetings to

happen electronically and have proper transit to the other

locations.

• It will allow companies to have proper access to building

areas without the nasty rates for real estate in downtown

Toronto

• We do have to watch out for gentrification

• One of these two sites will be the site of the future

casino as well

• It will also bring in economic opportunity from our

neighbors in Peel, York and Durham Regions

GO's Regional Bus Service Ideas - 1. Have some

accessible highway busses fitted with trailer hitches and

purchase some contained trailers to attach and carry

larger items such as suitcases and skies in the

underserved areas and between GO/RER lines. Contact

Saskatchewan Transportation Company, STC, to find out

what they use for ideas to research at: www.stcbus.com

2. The routes in the outer parts of the regions need to

have more cross‐routing. Most of the routes spread out

from the Metro Toronto and unilaterally service the areas

with only one real means of routing without any cross‐routing. This needs to change as it is prohibiting people

from getting on with their lives and not being able to

connect with family and friends as much. On top of this, it

hurts the economy by prohibiting tourism in some areas.

There also has to be a decent level of service. Start off

with hourly or every two hours and supplement when

demand requires it. Possibly judge demand with 24 hour

pre‐paid bookings for service requests above regular

service levels.

15-Jun-15 email


Station

Concept

Overarching

Theme


Since the TYSSE and Crosstown projects are currently

happening, how about opening them in chunks. Have

TYSSE go to YU or Steeles and then open the rest shortly

thereafter.

I have heard that there have been setbacks with YU Stn,

but if there is a focus, then it could open earlier. Since

there are no X‐over tracks, then have empty trains go to

Steeles Stn to X‐over and turn back, if Steeles Stn is not

ready before or at the same time as YU Stn.

With the Crosstown, focus on the section between

Eglinton‐Yonge Stn to Kennedy Stn as well. I heard today

that the SNC contract with Metrolinx has not officially

been signed yet, nor am I asking for anyone to reinvent

the wheel, but if you, Andy, could have a short

conversation with Metrolinx, there could be a focus and

then the following could possibly happen…As they come

on‐line in chunks, we could start diverting busses to other

routes sooner. Ex: 196 YU Express ‐ there could be 20+

peak period busses redeployed elsewhere. All the busses

that go on Eglington East and into either Eglinton‐Yonge

Stn or Kennedy Stn could be redeployed and all that

intersect with Eglington Avenue East could be adjusted.

Therefore, higher capacity and a happier crowd of riders

getting to where they want to go faster with savings none

the less! Instead of waiting until the last minute, this will

negate the need to purchase as many more busses and

therefore lowers costs, which could be diverted to

purchase other more urgent requirements or put into more

infrastructure projects.

15-Jun-15 email

My thought process stems from some already laid

streetcar tracks. Take the current streetcar tracks on Bay

Street and add to them. Not knowing some of the visuals

other than on a basic map. Running more track up and

down Bay Street between Bloor and Front Streets.

The South turning loop is Front/Yonge/King. This utilizes

the track already on King. The North turning loop is

15-Jun-15 email


Station

Concept

Overarching

Theme


Bay/Davenport/Yonge/Bloor or Bay/Yorkville/Yonge/Bloor.

The South part of the 6 Bay bus route can be somehow

branched into the 172 Cherry Street bus route or go it

alone and be given a new name and number. *Or now

somehow connect into the Lake Shore East

Streetcar/LRT. The north part of the 6 Bay bus route

could have tracks too and branching at both circling at

Dupont and Short‐Turning at Davenport or Yorkville when

required or for Line 1 suspensions.

During evenings and weekends, swap out streetcars for

busses, based on financial reasoning.

*This would be for the section north of Union Stn only.

The Lake Shore East Streetcar/LRT would become

independent come evening and weekends depending on

traffic and demand. Plus remember as crowds begin to

build at the waterfront there may be a need for busses on

evenings such as those with fireworks presentations,

because their maybe throngs of party revelers blocking

the roads. Add in some inebriation, it could be even more

fun. If Line 1 is totally suspended south of Bloor Street,

riders would be able to exit the system and take a

streetcar that goes on Bay Street. Now, there are east

and west turnoffs heading both north and south on Bay to

bypass. This means that people could get to and from

both Spadina Stn and Bloor‐Yonge Stn and continue

onward from there.

If there is a problem at Union Station in the Streetcar

Loop and/or on Queen’s Quay/Spadina, there will also be

reroute possibilities of getting riders onto streetcars at

Bay/Front and have them go north and turn off at King,

Queen, Dundas or College to then turn onto Spadina and

continue north. There will also need to be elevators put in

at Bay Station and at Line 1’s Spadina Station or have

people take a train to St. George and transfer to Line 1

upstairs and go north or vice versa.

Make sure that power lines to electrify this new plan have


Station

Concept

Overarching

Theme


a right‐of‐way and some type of proper back‐up

generation.

Have some type of traffic bylaw that allows for Bay to

have transit priority during subway suspensions to negate

traffic shenanigans. As well or if not, have transit priority

signals that are not the basic, but straight lines to

differentiate from the rest for less confusion and

possiblestreetcar accidents due to bad drivers on the

road.

Good riddance! - The SRT should never have been built,

and this was the wrong route to begin with - The SRT

should have been a subway along McCowan all along

Lets consider the 'Smart Spur"

Proposed corridor would run almost entirely through

single family, low density residential area. Low ridership

likely to result from existing population base, and

relatively few opportunities for intensification, or

introduction of more commercial/office/industrial

development. High cost of subway construction and

ongoing operation cannot be recovered from expected

ridership levels, an unnecessary burden on property tax

payers. LRT or up-to-date SRT installation would be more

cost-effective solution than subway, but would probably

generate much opposition in mainly residential corridor.

Increased bus service frequency or dedicated bus lanes is

probably the best solution given the low ridership levels

and uncertainty of any Sheppard LRT connection to form

a continuous loop.

The alignment best suited is diagonal-like the York-

Spadina extension in the west: as you move north you

also move east. So, assuming the 3-stop proposed

Scarborough extension, the first stop would be at Brimley

and Lawrence. Then, the Hydro right-of-way to

McCowan/Scarborough Town Centre. Finally, from there

along McCowan to Sheppard Avenue East.


Station

Concept

Overarching

Theme


Good Afternoon,

Based on the previous Environmental Assessment

undertaken as part of the proposed Light Rail conversion

of the Scarborough RT, it is clear that the ridership did not

exist along that corridor to support a subway, let alone a

McCowan, Midland or Bellamy Road corridor.

Given that the current EA is a farce being undertaken for

purely political reasons, I think it is a foregone conclusion

that none of the proposed alignments are satisfactory. I

look forward to reading the EA teams findings and

recommendations.

Appendix F

Frequently Asked Questions

1

SCARBOROUGH SUBWAY EXTENSION - FREQUENTLY ASKED QUESTIONS

Why is a new rapid transit system needed in Scarborough?

Since its start in 1985, the Scarborough RT has provided almost 30 years of service. It has been

operating beyond capacity for over a decade and relatively simple system enhancements – such as

replacing and adding RT vehicles – are not possible because the existing vehicles are outdated and no

longer available for purchase. A new system is needed soon to replace the aging Scarborough RT, and to

continue to provide high quality transit that benefits users within Scarborough and across Toronto.

What is being done now to manage the aging Scarborough RT? Will it still operate throughout the

time it takes to plan and construct a new subway?

Many of the optional subway corridors being evaluated would not interfere with the operation of the SRT.

If one of these options is the selected, there will be some extensive work done to the SRT line – most

notably a complete rebuild of the existing vehicles - to allow for continuous SRT service until the new

subway extension is open.

Why a subway extension?

While upgrades to the current system and building new light-rail transit have both been considered over

the years, City Council decided in 2013 that extending the Bloor-Danforth line from Kennedy Station to

Sheppard Avenue would best serve the transit needs of Scarborough. A subway extension will

accommodate the estimated future ridership (by 2031) of 9,500 to 14,000 people during peak hours in the

peak direction. A subway extension will allow for potential growth well beyond the current 2031 forecast

year; it will also eliminate the need to transfer at Kennedy Station, allowing for a seamless journey by

transit users

Where will the new Scarborough Subway Extension run?

The subway extension will run from Kennedy Station, through Scarborough Centre to Sheppard Avenue.

The purpose of this current planning exercise is to determine the best route and station locations for the

extension. The final recommendation will be based on a variety of criteria. We need input from the public

at every stage of the study – from the selection of the evaluation criteria to the application of those criteria

in the selection of a preferred route and station locations.

2

What is involved in planning for the Scarborough Subway Extension?

The City and the TTC are working together to plan the Scarborough Subway Extension. Input from local

residents and transit users is essential in our planning.

The planning work that will lead to the completion of an environmental assessment under the Transit

Project Assessment Process (TPAP) has already begun. The first stage of this work will recommend a

preferred route and station locations for the Scarborough Subway Extension. The study will identify any

potential negative impacts and benefits to the natural environment or the community.

Draft Terms of Reference for this project will be posted soon. They will outline the framework for

completing the study, including the approach for generating and evaluating alternatives and for engaging

stakeholders throughout the study process. The draft Terms of Reference, as well as a more detailed

Public Consultation Plan, will be available for review online in the near future. We encourage you to

provide your views on both these important documents.

The area of Scarborough that the new line is planned to run through has a high residential

population. How will our neighbourhoods change?

The City's Official Plan outlines a vision for building Toronto as an attractive place to live and work.

Through major projects like the Scarborough Subway Extension, we want to improve the quality of life for

residents, to strengthen and enhance healthy neighbourhoods.

The planning process for the Scarborough Subway Extension will look at ways to enhance these

neighbourhoods in Scarborough, and minimize and address any potential negative impacts from

construction and operation of the subway. Input from the public, including residents along possible

subway routes, will help the City identify opportunities to do this.

How will we select the best subway alignment?

The corridor options – and general station locations within each corridor – will be presented to the public.

The options will be assessed to identify those to carry forward for more detailed assessment. Specific

route options and station locations will then be developed within the selected corridors. A preferred

subway alignment will be then identified after detailed assessment and evaluation of the potential

alignments within the preferred corridors, using pre-established evaluation criteria.

I thought an alignment had already been decided on. What’s changed?

We have not decided on an alignment.

In 2013, when a subway extension was first being discussed, the alignment reported to the TTC Board

and City Council had not been subjected to the depth of study and assessment that is required in an

environmental assessment process. That alignment followed McCowan to Scarborough Centre and

Sheppard Avenue. A second alignment that made use of the existing SRT corridor was also identified.

A more-detailed study, which will include a formal environmental assessment process, is taking place

now. All potential alignments are being considered, along with the options that had been the identified to

the TTC Board and City Council.

3

How will you evaluate options?

In the "Feeling Congested?" exercise, the City identified a set of high level principles to guide decisions

on transit projects. Transit should be developed to Serve People, Strengthen Places, and Support

Prosperity. The evaluation of projects like the Scarborough Subway Extension should flow from these

principles.

Before we can decide on the best alignment for the extension, we need to identify the specific criteria that

will be used to evaluate the different options. The City's Official Plan provides the vision for the kind of

City we want to build, one that is sustainable, and a desirable place to live and work. The Scarborough

Subway Extension should help us to build toward this vision, and the options will be evaluated from this

broad perspective.

Draft Evaluation Criteria for this project will be discussed at our public meetings. They will also be

available online for your review. You can help shape the decisions that are made about the subway

extension by providing comments on these criteria.

What is the Transit Project Assessment Process (TPAP)?

All large-scale projects require an Environmental Assessment (EA) and approval by the Provincial

Government. In light of the urgent need for public transit in the Greater Toronto Area, the Transit Project

Assessment Process (TPAP) provides a streamlined process for transit projects to satisfy the

requirements of the Environmental Assessment Act. This process enables the necessary studies to be

completed within a shorter timeframe, while still protecting the environment. The TPAP is a final project

review which assesses potential environmental impacts of the project and proposes mitigation strategies.

Its completion is required before the City may proceed with construction of the subway.

When the TPAP is complete in 2016, we will have determined the new subway route, the preferred

station locations, the construction methods and any required steps to maximize benefits and mitigate

potential negative impacts.

How can you provide your input?

We know there is a lot of interest in the outcomes of this study and that a range of perspectives and

opinions exist. We are committed to engaging the public in a way that’s transparent, collaborative,

inclusive and authentic. We invite feedback at every stage of the process – both in person and online.

A draft Public Consultation Plan will be available here for review soon. We want your help to shape a plan

for the Scarborough Subway Extension that meets the needs of all users and the community. Please

provide us with your thoughts on our engagement plans for the project and let us know how you want to

get involved in the process.

http://www.scarboroughsubwayextension.ca/contact-us.html#feedback

http://www.scarboroughsubwayextension.ca/contact-us.html#feedback

Appendix G

E-Newsletters

Work Continues on the Scarborough Subway Extension - We're looking for feedback!

Work on the Scarborough Subway Extension is proceeding quickly! We've finished up work on the study's Terms of Reference, Public Consultation Plan and Evaluation Criteria, and are getting ready to host public meetings on

Three shortlisted corridors options

Potential alignments and station concepts

Further details about the shortlisted corridors and potential alignments will be uploaded to scarboroughsubwayextension.ca in the next few days.

Upcoming Consultations

To learn more about the Scarborough Subway Extension and provide your feedback, plan to attend one of eight upcoming public meetings. Scarborough Meetings:

Monday, June 22

6:30 – 9:00 p.m. Winston Churchill Collegiate Institute 2239 Lawrence Avenue East

http://scarboroughsubwayextension.ca/project-materials.html#finaltermsofreference

http://scarboroughsubwayextension.ca/project-materials.html#finalpublicconsultationplan

http://scarboroughsubwayextension.ca/

http://maps.google.com/maps/place/2239+Lawrence+Avenue+East

Wednesday, June 24

6:30 – 9:00 p.m. Scarborough Civic Centre 150 Borough Drive

Six more meetings are being held across Toronto. For further details about those meeting, please visit scarboroughsubwayextension.ca. All meeting locations are barrier-free. If further accessibility accommodations are required, please contact us before June 8.

Other Transit Projects

Did you know that the Scarborough Subway Extension is one of four major transit initiatives currently being planned? SmartTrack, the Relief Line and GO Regional Express Rail will each have a very positive impact on the transit network in Toronto. To learn more about these projects, please visit toronto.ca/TransitTO. You'll be able to provide your feedback on all of these projects at the upcoming public meetings.

100 Queen Street West , Toronto, Ontario M5H 2N2 Canada

416-338-3095 | [email protected]

You are receiving this email because you signed up for our mailing list.

If you're having trouble viewing this message, view open it in a browser window.

If you don't want to receive emails from us anymore, click here to unsubscribe.

http://scarboroughsubwayextension.ca/consultation-opportunities.html

http://scarboroughsubwayextension.ca/contact-us.html

http://toronto.ca/TransitTO

mailto:[email protected]

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We need your input on corridor evaluation, potential alignments and stations!

Did you know that the City and TTC have narrowed down the potential Scarborough Subway Extension corridors from nine to three? They are:

Midland Avenue

McCowan Road

Bellamy Road

Review the preliminary evaluation that lead to this short list and let us know what you think! For each of these three corridors, we have also developed potential alignments and station concepts. An "alignment" is the more precise location of tracks and structures within a broader corridor, and a "station concept" is a possible layout of platforms, entrances, bus terminals and other features of the stations themselves. You can use the online interactive maps to explore these alignments and station concepts. We would love to hear your feedback!

Upcoming Consultations

Don't forget that there are two public meetings coming up in Scarborough where you can learn more and provide your feedback.

http://scarboroughsubwayextension.ca/preliminary-analysis-of-potential-corridors.html

http://scarboroughsubwayextension.ca/potential-alignments.html

Monday, June 22

6:30 – 9:00 p.m. Winston Churchill Collegiate Institute 2239 Lawrence Avenue East

Wednesday, June 24

6:30 – 9:00 p.m. Scarborough Civic Centre 150 Borough Drive

Two more meetings are coming up downtown. For further details about those meeting, please visit scarboroughsubwayextension.ca. All meeting locations are barrier-free. If further accessibility accommodations are required, please contact us.

What's Next?

The feedback you provide will inform the analysis that will determine the preferred Scarborough Subway Extension corridor, alignment and stations. In September, we'll be asking for your feedback on that preferred alignment before reporting to City Council.


Did you know that the Scarborough Subway Extension is one of four major transit initiatives currently being planned? SmartTrack, the Relief Line and GO Regional Express Rail will each have a very positive impact on the transit network in Toronto. To learn more about these projects, please visit toronto.ca/TransitTO. You'll be able to provide your feedback on all of these projects at the upcoming public meetings.

http://scarboroughsubwayextension.ca/consultation-opportunities.html

http://scarboroughsubwayextension.ca/contact-us.html


http://maps.google.com/maps/place/2239+Lawrence+Avenue+East

http://maps.google.com/maps/place/150+Borough+Drive++Toronto







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Provide Your Input by July 3!

Thank you to everyone who has participated in the Scarborough Subway Extension study so far - whether you have provided feedback online, attended a recent public meeting, or even just told friends and neighbours about the project! If you haven't had a chance to provide your feedback yet, please take a few moments to do so today or tomorrow. We're moving quickly, so we need your input by July 3 to ensure it gets considered as the study proceeds. We are looking for feedback on:

Preliminary analysis of corridors

Potential alignments & station concepts

Existing conditions

Click on the above links to provide your feedback online!

What's Next?

We will use the feedback you provide to inform the analysis that will determine the preferred Scarborough Subway Extension corridor, alignment and stations. In September, we'll be asking for your feedback on that preferred alignment before reporting to City Council.


Did you know that the Scarborough Subway Extension is one of four major transit initiatives currently being planned? SmartTrack, the Relief Line and GO Regional Express Rail will each have a very positive impact on the transit network in Toronto. To learn more about these projects, please visit toronto.ca/TransitTO. Feedback on these projects must also be submitted by July 3.

http://scarboroughsubwayextension.ca/preliminary-analysis-of-potential-corridors.html

http://scarboroughsubwayextension.ca/potential-alignments.html

http://scarboroughsubwayextension.ca/existing-conditions.html








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Appendix H

Media Release

10-Jun-2015

City of Toronto, Metrolinx and the TTC hosting joint transit information sessions The City of Toronto, Metrolinx and the Toronto Transit Commission (TTC) are working together on multiple, related transit planning initiatives to bring more transit to neighbourhoods across the city and region. These transit planning initiatives include the GO Regional Express Rail (RER), SmartTrack (including the Eglinton West Corridor), the Scarborough Subway Extension and the Relief Line. Together, these major transit planning initiatives and studies will help improve the transit network in Toronto and integrate connections between existing transit lines and future projects across the Greater Toronto and Hamilton area. Toronto's City Planning Division, Metrolinx and the TTC will host joint public information sessions on these transit planning initiatives. The public information sessions will be held across the city from June 13 to 25. The same information about each transit project will be available at all events, with prominence given to the project(s) of most significance to the local community. The following public information sessions will be held in the following sequence starting June 13: • Saturday, June 13, Burnhamthorpe Collegiate Institute, 500 The East Mall, 9:30 a.m. to 12:30 p.m. • Monday, June 15, Estonian House, 958 Broadview Avenue, 6:30 to 9 p.m. • Wednesday, June 17, Spring Garden Baptist Church, 112 Spring Garden Avenue, 6:30 to 9 p.m. • Thursday, June 18, Archbishop Romero Catholic Secondary School, 99 Humber Boulevard South, 6:30 to 9 p.m. • Saturday, June 20, Hyatt Regency Hotel, 370 King Street West, 9:30 a.m. to 12:30 p.m. • Monday, June 22, Winston Churchill Collegiate Institute, 2239 Lawrence Avenue East, 6:30 to 9 p.m. • Wednesday, June 24, Scarborough Civic Centre, 6:30 to 9 p.m. • Thursday, June 25, Riverdale Collegiate Institute, 1094 Gerrard Street East, 6:30 to 9 p.m. Further coordinated consultation will take place in September of this year, including consultation with the City of Mississauga, Region of Peel, City of Markham and Region of York. The City and the TTC will present recommendations to the TTC Board and City Council on SmartTrack (including the Eglinton West Corridor), the Scarborough Subway Extension and the Relief Line in the fall of this year. About SmartTrack, including the Eglinton West corridor The SmartTrack concept builds on the provincial GO Regional Express Rail initiative. It proposes a 53-kilometre, all-day, two-way, frequent service operating within two GO Rail corridors (Kitchener and Stouffville/Lakeshore East) and a new heavy rail corridor to the Mississauga Airport Corporate Centre. The City is working with the TTC and Metrolinx to undertake a feasibility review of options to connect SmartTrack from Mount Dennis station to the Mississauga Airport Corporate Centre. Current consultation for SmartTrack focuses on receiving input on the conceptual alignments within each of the three options. About the Scarborough Subway Extension The City of Toronto, together with the TTC, is planning an extension of the Bloor-Danforth Subway (Line 2) from Kennedy Station to Sheppard Avenue East. The Scarborough Subway Extension will replace the aging Scarborough RT and allow for a seamless journey for transit users by eliminating the need to transfer at Kennedy Station.

10-Jun-2015

Current consultation for the Scarborough Subway Extension focuses on the preliminary evaluation of potential corridors and the potential alignments and station concepts within shortlisted potential corridors. About the Relief Line The City of Toronto, together with the TTC, is studying a new subway line to connect the Yonge-University-Spadina Subway downtown to the Bloor-Danforth Subway east of the Don River. This line would relieve crowding on the Yonge-University-Spadina Subway (Line 1), at the Yonge-Bloor subway station and on the surface transit routes coming in and out of downtown. Current consultation for the Relief Line focuses on the results of the evaluation of potential station areas and potential corridors. More information about each of these transit initiatives is available at toronto.ca/TransitTO. Toronto is Canada's largest city, the fourth largest in North America, and home to a diverse population of about 2.8 million people. It is a global centre for business, finance, arts and culture and is consistently ranked one of the world's most livable cities. Toronto is proud to be the Host City for the 2015 Pan American and Parapan American Games. For information on non-emergency City services and programs, Toronto residents, businesses and visitors can visit toronto.ca, call 311, 24 hours a day, 7 days a week, or follow us @TorontoComms.

Bruce Hawkins

Strategic Communications

416-392-3496 [email protected]

http://www.toronto.ca/TransitTO

http://www.toronto.ca/

https://twitter.com/TorontoComms


22-Jun-2015

Toronto seeks input into important transit planning decisions The City is asking residents to be part of the important decisions currently being made for SmartTrack, the Scarborough Subway Extension and the Relief Line transit projects. Torontonians can provide their input on these projects online or at public meetings being hosted jointly by the City of Toronto, the Toronto Transit Commission (TTC) and Metrolinx. "A critical expansion of transit that will help Toronto prosper for years to come is currently being planned," said Jennifer Keesmaat, Chief Planner and Executive Director, City Planning. "It's important for the technical experts to hear feedback from as many people as possible to make sure we get it right." The decisions being made about the Relief Line and the Scarborough Subway Extension are about corridors (the general path where the subway will travel), alignments (the more-precise location of the tracks within the corridor), and station concepts (which could include platforms, entrances and bus terminals). The City is also currently studying the feasibility of connecting the Mount Dennis neighbourhood to the Mississauga Airport Corporate Centre with SmartTrack. Following is information on each of the projects and opportunities for online feedback and public consultation. SmartTrack SmartTrack builds on GO Regional Express Rail, proposing enhanced service on three existing GO corridors, and a new heavy rail corridor to connect Mount Dennis with the Mississauga Airport Corporate Centre. SmartTrack will include electrified service, additional stations, a TTC fare option and potential increased frequency of service. The City is reviewing the feasibility of different options for the new SmartTrack heavy rail corridor. Torontonians are asked to provide feedback on the approach to the feasibility review and the corridor options at toronto.ca/smarttrack or at an upcoming public meeting. The Scarborough Subway Extension The City of Toronto, together with the TTC, is planning the extension of the Bloor-Danforth Subway (Line 2) from Kennedy Station to Sheppard Avenue East. The Scarborough Subway Extension will replace the aging Scarborough RT and allow for a seamless journey for transit users by eliminating the need to transfer at Kennedy Station. A short list of three potential corridors (Midland Avenue, McCowan Road and Bellamy Road) has been identified through a preliminary analysis of the nine potential corridors identified at the beginning of the process. Potential alignments and station concepts have been developed for these three corridors. Torontonians are asked to provide feedback on the short list of corridors and potential alignments online at scarboroughsubwayextension.ca or at an upcoming public meeting. Feedback collected will contribute to the analysis that will determine the preferred corridor, alignment and station locations for the Scarborough Subway Extension. The Relief Line The City of Toronto and the TTC are studying a new subway line to connect the Yonge-University Subway (Line 1) downtown to Line 2 east of the Don River. This line would relieve crowding on Line 1, at Bloor-Yonge Station, and on the surface transit routes coming in and out of downtown. Forty-five potential station areas were identified and evaluated to determine which stations would best meet project objectives.

http://www.toronto.ca/smarttrack

http://www.scarboroughsubwayextension.ca/

22-Jun-2015

Results of the potential station area evaluation were used to determine potential corridors where the Relief Line might travel. There are four potential corridors: • Broadview Station to Queen/Richmond Streets • Pape Station to Queen/Richmond Streets • Broadview Station to King/Wellington Streets • Pape Station to King/Wellington Streets Torontonians are asked to provide feedback on these potential corridors at reliefline.ca or at an upcoming public meeting. This feedback will contribute to the analysis that will determine the preferred corridor and potential alignments and station concepts for the Relief Line. Upcoming Public Meetings Feedback can be provided online at either of the project websites, or at one of the following public meetings: • Monday, June 22, Winston Churchill Collegiate Institute, 2239 Lawrence Ave. E., 6:30 to 9 p.m. • Wednesday, June 24, Scarborough Civic Centre, 150 Borough Dr., 6:30 to 9 p.m. • Thursday, June 25, Riverdale Collegiate Institute, 1094 Gerrard St. E., 6:30 to 9 p.m. More information about each of these transit initiatives, as well as GO Regional Express Rail and SmartTrack is available at toronto.ca/TransitTO. Toronto is Canada's largest city, the fourth largest in North America, and home to a diverse population of about 2.8 million people. It is a global centre for business, finance, arts and culture and is consistently ranked one of the world's most livable cities. Toronto is proud to be the Host City for the 2015 Pan American and Parapan American Games. For information on non-emergency City services and programs, Toronto residents, businesses and visitors can visit toronto.ca, call 311, 24 hours a day, 7 days a week, or follow us @TorontoComms.

Bruce Hawkins

Strategic Communications

416-392-3496 [email protected]

http://www.reliefline.ca/

http://www.toronto.ca/TransitTO

http://www.toronto.ca/

https://twitter.com/TorontoComms

mailto:%[email protected]

Appendix I

Public Meeting

The City of Toronto, TTC and Metrolinx are working together to bring more transit to communities across the city with connections to the entire Greater Toronto and Hamilton Region.

Please join us at a Public Information Session to learn more about network transit planning and the projects that will transform the way you move around Toronto and beyond.

These projects have a positive impact on the overall transit network:

The following four sessions will provide an overview of the four major transit studies listed above.

The following four sessions will focus on specific projects as noted.

Unable to attend a public meeting? Material presented at these meetings will be available online. For more information, use the following contacts:

City of [email protected]: 416-338-2848 fax: 416-392-1591www.toronto.ca/TransitTO

[email protected] tel: 416-202-5589 www.metrolinx.com

We look forward to seeing you there. If you require accessibility accommodations, please contact us before June 8 by email at [email protected], or phone 416-338-2848.

The same information will be available at each meeting and online, so you can choose the location or format convenient for you.

• Improving the network by creating connections between future projects and existing lines.• Coordinating regional and local priorities.

THE PROJECTS – FOUR MAJOR TRANSIT STUDIES ARE INTERRELATED

Saturday June 13EtobicokeBurnhamthorpe Collegiate Institute500 The East Mall9:30 am – 12:30 pm

Wednesday June 17North YorkSpring Garden Baptist Church112 Spring Garden Ave6:30 pm – 9:00 pm

Saturday June 20Downtown Hyatt Regency HotelRegency Ballroom370 King Street West9:30 am – 12:30 pm

Monday June 22Scarborough Winston Churchill Collegiate Institute 2239 Lawrence Ave East6:30 pm – 9:00 pm

Monday June 15Relief Line Estonian House958 Broadview Ave6:30 pm – 9:00 pm

Thursday June 18SmartTrackArchbishop Romero Catholic Secondary School99 Humber Blvd. South6:30 pm – 9:00 pm

Wednesday June 24Scarborough Subway Extension Scarborough Civic Centre150 Borough Drive6:30 pm – 9:00 pm

Thursday June 25Relief Line Riverdale Collegiate Institute1094 Gerrard St East6:30 pm – 9:00 pm

PUBLIC INFORMATION SESSIONS (venues are accessible)

HELP PLAN TRANSIT IN TORONTO

1. GO Regional Express Rail (RER) 2. SmartTrack 3. Scarborough Subway Extension 4. Relief Line

Network analysis by the City of Toronto and TTCNetwork analysis by Metrolinx

Metro News Half-page Vertical_May 26a.indd 1 15-05-26 11:33 AM

Scarborough Subway Extension EA

Coordinated Transit Consultation Program

Public Information Centre

June 13-25, 2015

Transportation Planning Section | City Planning Division

Toronto Transit Commission

2

Overview of Presentation

1. Coordination of rapid transit studies

2. Relief Line Project Assessment

3. GO RER/SmartTrack Background

4. SmartTrack: Eglinton Avenue West Corridor

Feasibility Review

5. Scarborough Subway Extension Project Assessment

3

Why are we here?

• We are seeking your opinions and comments on the work

currently underway

• What we hear will be used to inform our work going forward

• Sharing your thoughts is very important in order for the needs of the community to be reflected in each of our projects

• The best results will come by more people participating in and contributing to the conversation. We need your input.

4

How is Network Transit Planning Coordinated? • Metrolinx, the City and TTC are all working together

• Four major transit initiatives are interrelated

• Other projects planned or under construction:

• Major projects are aimed at improving the overall transit network

• We are currently in the process of undertaking the integrated assessment of these projects through detailed ridership modelling

Work on each project will inform the other analysis

GO Regional Express Rail (RER)

SmartTrack concept


Relief Line

Finch West LRT

Sheppard East LRT

Toronto-York Spadina Subway Extension

Eglinton Crosstown LRT

Connections between future projects and existing lines will form the

foundation of an improved network

5 5

Public Engagement for Transit Planning Initiatives

6

Updated Transportation Model An updated transportation model will help us understand how

each project is related.

Key features of the GTAModel V4.0 model system include:

• Covers the entire GTHA using 2011 TTS for the base data

• The model explicitly represents individuals and households

• The model considers how a person’s trips fit together instead of considering

each trip individually

• Trips are modelled for entire 24-hour week-day time period (using five time

periods)

• The transit assignment model considers crowding on the system and fares of

different paths

Critical timelines for modelling work: June 2015 – Draft results of transportation modelling

– Report on employment land use modelling

July 2015 – Report on transportation modelling results

7

Working Together • Combined consultations will be held on all projects

– Unified advertising

– Coordinated websites and messaging

– Coordinated social media content

– All projects will be presented and/or consulted on at all events

• June 13: Etobicoke

• June 15: Downtown

• June 17: North York



• June 22: Scarborough

• June 24: Scarborough • June 25: Downtown

Meeting Dates

8

Timing

Current • Public consultation in June, 2015 on all projects

Mid/late

Summer

• Further analysis and assessment of options for each project

• Public consultation on project recommendations in

September, 2015

Fall • Report to Council October/November, 2015 on results and

public consultations and recommendations for next steps on

each project

Future Work • Issue Notice of Commencement for Final Project Review in

2016

Relief Line

Project Assessment

10

Relief Line Study Area

Evaluation Results of Potential Station Locations • 45 potential station

locations were identified and evaluated

‒ In Downtown

‒ Connection to the Danforth Subway

‒ Key activity areas, east and west of the Don River

• Preliminary evaluation has identified those that best achieve objectives for the project and the communities

11

12

Consultation Relief Line

Consultations are focused on:

1. Draft evaluation results for

potential station options

2. Potential corridors and their

stations

Corridor A Broadview to

Queen/Richmond

Corridor B Pape to

Queen/Richmond

Corridor C Broadview to

King/Wellington

Corridor D Pape to

King/Wellington

• Four potential corridors have been identified for further, more detailed consideration

• These corridors have the highest potential to address the results of the station evaluation, the full range of project objectives and city-building criteria

• The potential corridors and their stations will be further evaluated to identify a preferred corridor

GO Regional Express Rail

/ SmartTrack

14

GO Regional Express Rail (RER) Over the next ten years, Metrolinx will introduce RER including 15-

minute, two-way, all-day transit service on most of the seven GO

lines (and significant service improvements on the other lines).

Across the system, this will mean:

• Electrification of several corridors that will

reduce travel times by up to 20% and

reduce operating costs

• Four times the number of train trips outside

of rush hour and on weekends

• Twice the number of trips during rush hour

• Benefits for all 19 existing GO stations in

Toronto and the potential for new stations

• Infrastructure requirements of 150

kilometres of new, dedicated GO track

and dozens of new tunnels and bridges

15

RER and SmartTrack • SmartTrack builds on RER and the existing GO network

– Proposes enhanced service on three existing corridors –

Stouffville, Lakeshore East, Kitchener

– Proposes a heavy rail corridor along Eglinton West from Mount

Dennis to the Mississauga Airport Corporate Centre

• SmartTrack concept features

– Service frequency of 15 minutes or better

– All stop service in both directions

– TTC fare option

– Additional stations along the three existing GO corridors

• City Council has directed staff to further evaluate the

SmartTrack concept and report back

– This includes the Eglinton West feasibility study

16

Objectives

• In February, 2015, City Council

directed staff to review the

feasibility of SmartTrack options

between Mount Dennis Station

and the Mississauga Airport

Corporate Centre

• The first step is a high-level

feasibility review of various

options to connect Mount

Dennis station to the

Mississauga Airport Corporate

Centre

17

Potential Corridors and Conceptual

Alignments Three corridor options will be tested for feasibility:

1. A continuous heavy rail spur connection from the Kitchener GO corridor connection by way of Eglinton Avenue West

2. A separate heavy rail corridor along Eglinton Avenue West with a transfer at Mt Dennis

3. A continuous heavy rail spur connection diverging from the existing GO corridor somewhere in the vicinity of Highway 27 into the airport and south to the Mississauga Airport Corporate Centre

The approved Environmental Assessment for the western

portion of the Eglinton Crosstown LRT will be taken as the base

reference case against which other options are evaluated.

The LRT plan included potential future access to Pearson

Airport.

18

Approach to Analysis

The feasibility of each alignment will be evaluated from the

following perspectives:

– Technical (i.e. design and engineering)

– Service concept (i.e. ability to integrate with other transit services)

– Financial

– Regulatory and legislative

– Land use


Project Assessment

20

Note - All station location and alignment

options being considered are located within

the study area. Residents across Scarborough

and the entire City of Toronto will benefit from

transit and transportation network

improvements created by the Scarborough

Subway Extension

Study Area

21

Study Process

22

Recap of Corridor Options

23

What We’ve Heard So Far

• Most positive comments received about McCowan and Markham

corridors

• Interest in considering a fourth station location on several corridors

• Destinations most often highlighted by participants:

– The Scarborough Hospital

– Eglinton GO Station

– Centennial College

– University of Toronto – Scarborough

Comments on study process and consultation plan

• Planning process is too long / too short

• Study area should include U of T Scarborough Campus

• Form an expert Advisory Panel

• Better involve residents to avoid expensive mistakes

• Consider provisions for a future extension

Current Work: Preliminary Corridor Evaluation SRT Corridors

• Travel Time (Scarborough Centre to

Kennedy): 6 min

• SRT would be closed for 5 years

• Overlap of SmartTrack corridor

• 3 Stations located within 500m of

Neighbourhood Improvement Areas

• Development Potential at 2 stations

within designated growth areas

• Capital cost estimate: to McCowan –

$200M - $300M less than McCowan

corridor; to Markham/Progress - No

significant difference from McCowan

corridor

SRT Corridors are not carried forward due

to their impact on the existing SRT service

and their proximity to SmartTrack

24

Current Work: Preliminary Corridor Evaluation Midland to McCowan Corridor • Travel Time (Scarborough Centre

to Kennedy): 6 min


• Close to SmartTrack corridor

(approx 450m)

• 2 Stations located within 500m of Neighbourhood Improvement Areas

• Development potential at 2

stations in designated growth areas

• Better development potential at Sheppard & McCowan than

Sheppard & Markham/Progress

• Capital cost estimate: $100 -130M less than McCowan corridor

25

Current Work: Preliminary Corridor Evaluation Midland to Markham/Progress Corridor


Kennedy): 6 min



(approx 450m)





• Capital cost estimate: $200-$300M

more than McCowan corridor

Midland to Sheppard/Markham or

Progress Corridor is not carried forward

because the additional capital cost to

extend further east along Sheppard

Ave. E. with fewer development

opportunities is not justifiable

26

Current Work: Preliminary Corridor Evaluation Hydro and Brimley Corridors


Kennedy): 6 min

• Some overlap with SmartTrack

corridor (1.2 km)

• Development Potential at 1 station

within designated growth areas – No opportunities for growth and

development around Lawrence East due to

Hydro Corridor

• Very difficult to tunnel within Hydro

Corridor

• Capital cost estimate: No significant

difference from McCowan corridor

Hydro and Brimley Corridors are not

carried forward due to the extremely

limited opportunity for development

around Brimley Rd. and Lawrence Ave. E.

27

Current Work: Preliminary Corridor Evaluation McCowan Corridor

• Travel Time (Scarborough Centre

to Kennedy): 6 min

• Adequate separation from

SmartTrack corridor (2.1 km)


Neighbourhood Improvement

Areas


station in designated growth

area

• Opportunity for fourth station

(+$285M), with additional

development potential at

Danforth and Eglinton

• Serves Scarborough Hospital

28

Current Work: Preliminary Corridor Evaluation Bellamy Corridor • Travel Time (Scarborough

Centre to Kennedy): 8 min


SmartTrack corridor (approx 2.9

km)

• Connects with Lakeshore East

GO

• 4 Stations located within 500m

of Neighbourhood

Improvement Areas


stations in designated growth

areas

• Capital cost estimate: $600-

625M more than McCowan

corridor

29

Current Work: Preliminary Corridor Evaluation Markham Corridor


Kennedy): 9 min


SmartTrack (approx 3.7 km)

• Connects with Lakeshore East GO



Areas

• Development potential at 3 stations

in designated growth areas

• Capital cost estimate: $1.2-1.3B


Markham Corridor is not carried

forward due to the additional capital

cost and additional travel time

30

Draft Short List of Potential Corridors

• Midland

• McCowan

• Bellamy

Further refinement

to consider

RER/SmartTrack is

continuing

31

32

Station

Components

Sheppard East Station – alternatives on following slides

Scarborough Centre Station – alternatives on following slides

Lawrence East Station (LE1) - Entrances on street for

transfers from bus

Potential Alignments Midland

Corridor • Tunnelling beneath

Midland and north

of Highway 401 • Elevated from

Midland through Scarborough

Centre Station and across Highway 401

• Serves Scarborough Centre, future Sheppard East LRT

• Development Opportunity at Lawrence East

33

Lawrence East Station:

LE2 - Entrances on street for transfers from bus

Protect for future Eglinton

/ Danforth station (EE1)

Potential Alignments McCowan

Corridor



• Tunnelling for entire

corridor

• Possible elevated

crossing of West

Highland Creek and

Highway 401

• Serves Scarborough

General Hospital,

Scarborough Centre,

future Sheppard East

LRT

• Protect for a

Danforth/Eglinton

Station

34



/ GO Eglinton (EE2)

Potential Alignments Bellamy

Corridor




corridor


crossing of Highway

401

• Serves Eglinton GO

Station, Scarborough

Centre, future

Sheppard East LRT

• Fourth station at

Eglinton GO Station

35

Alternative Station Concepts: Sheppard East

SE1 SE2 SE3

SE4 SE5

Alternative Station Concepts: Scarborough Centre – Midland Corridor

SC1 SC2

37

Alternative Station Concepts: Scarborough Centre – McCowan and Bellamy Corridors

SC3 SC4 SC5

SC6 SC7 SC8

38

39

Timing Scarborough Subway Extension

Current • Public consultation in June, 2015 on

• preliminary evaluation of corridors and

• potential alignments

Mid/late

Summer

• Assessment of options to determine draft preferred

corridor and draft preferred alignment

• Determination of

• Property impacts

• Construction methods

• Mitigation measures

• Public consultation on draft preferred corridor and

alignment in September, 2015

Fall • Reporting to Council on recommended alignment at the

same time as reporting on SmartTrack/RER –

October/November, 2015


2016

40

Questions?


Welcome to Our Public MeetingScarborough Subway Extension

PIC-BOARDS-PHASE2-JUNE-11-EDIT v1.indd 1 6/11/2015 7:07:12 AM


Welcome

We invite you to learn about plans for the Scarborough Subway Extension.

Please add your voice to the conversation!

There are a number of stations set up to gather your input.

Questions? Ask any member of the team. If we don’t have the answer, we’ll get it for you.



1

欢迎请在谈话中说出自己的心声！有问题吗？

请向团队成员垂询。如果不能给您提供答案，我们会帮您找到答案的。

讲国语和粤语的员工会帮着指导您完成信息搜集过程。您能从员工佩戴的粉色名牌上认出他们。 நல்வர தயரெசய், ந�ங்க�ம் வயரயாடலமபங்ெ்ராகங்ா! ே்ா்வ்கர? இந்தக் ��வகன் அ்�க ்கவ�்கள்�எகே �் ்.கவ் களகடகன்அ்றக�்் கஇ ்ைல்ா் ,கஉ் �த ் கனந்றக�்்்ைகந்் ்க்�அபஅக்தே�்ட.க் � ்ககநந் ்க��க் ்த் ்்�்அ்,க்ள்ழகே�படக� �ல்கக ்கஉ்��க்சய�்க ்.கனந்றக� �ல்கக ்,கஇகடச்�றபகந்நறக்�லெப்கக்வ்நகன �ந்்தற�்க ்.க



Transit planning initiatives

The vision for Toronto includes a comprehensive and high quality, affordable transit system that allows people to move around the city quickly and conveniently.

The Scarborough Subway Extension is one of many projects that will help us achieve this vision.



Scarborough Subway Extension Project Assessment (SSEPA) City Council confirmed support for the extension of the Bloor-Danforth Subway in October 2013. The proposed extension would replace the existing Scarborough RT (Line 3). We are conducting a detailed assessment to determine the best route and station locations for the new subway extension from Kennedy Station to Sheppard Avenue through Scarborough Centre.

Alignment and station locations are subject to a Transit Project Assessment Process (TPAP) to satisfy the Environmental Assessment Act.

All station location and alignment options being considered are located within the study area. Residents across Scarborough and the City of Toronto will benefit from transit and transportation network improvements created by the Scarborough Subway Extension.

Study area



Recap of Phase 1

The Project Assessment began in January, 2015. Work completed during Phase 1 included:

20152014 / 2015 2016

SETTING THE STAGE

• Introduce study• Confi rm:

CHOOSING THE CORRIDOR

• Apply evaluation criteria to select a preferred corridor

• Within the preferred corridor:

RECOMMENDING THE ALIGNMENT

• Select preferred subway stations and alignment

• Design for the preferred selections

• Identify potential impacts and mitigation strategies

FINAL REVIEW - TRANSIT PROJECT ASSESSMENT PROCESS

• Identify preferred alignment

• Complete Final Environmental Project Report• Develop alternative

subway station locations

• Identify possible alignments (or routes) within the corridor

SCARBOROUGH SUBWAY EXTENSION PROJECT ASSESMENT STUDY TPAP

• Terms of Reference• Public Consultation

Plan• Detailed Evaluation

Criteria• Review corridor

options

ONLINE AND IN-PERSON COMMUNITY ENGAGEMENT

2016 2018 2023

PLANNING DETAILED DESIGN CONSTRUCTION OPERATION

2014

WE ARE HERE

20162015

SETTING THE STAGE

• Introduce study• Confi rm:

CHOOSING THE CORRIDOR

• Apply evaluation criteria to develop a short list of possible corridors

• Within the short list of possible corridors:

RECOMMENDING THE ALIGNMENT

• Select preferred subway stations and alignment

• Design for the preferred selections

• Identify potential impacts and mitigation strategies

FINAL REVIEW - TRANSIT PROJECT ASSESSMENT PROCESS

• Identify preferred alignment

• Complete Final Environmental Project Report• Develop alternative

subway station locations

• Identify possible alignments (or routes) within the short list of possible corridors

SCARBOROUGH SUBWAY EXTENSION PROJECT ASSESMENT STUDY TPAP

• Terms of Reference• Public Consultation

Plan• Detailed Evaluation

Criteria• Review corridor

options

ONLINE AND IN-PERSON COMMUNITY ENGAGEMENT

2016 2018 2023

PLANNING DETAILED DESIGN CONSTRUCTION OPERATION

2015

Technical Work

• Finalizing Terms of Reference• Finalizing Public Consultation Plan• Identifying potential corridors and possible

station locations• Developing evaluation process and

criteria

Consultation

• Public meetings – January 31 & February 2, 2015

• Stakeholder Advisory Group meeting – February 9, 2015

• Online consultation – January/February 2015

SSEPA process



Some of the most common things we heard from you were:

• Markham and McCowan corridors were the most popular options• Interest in considering a fourth station location on several corridors

Destinations most often highlighted:

• The Scarborough Hospital• Eglinton GO Station• Centennial College• University of Toronto Scarborough Campus (UTSC)

Comments on study process and consultation plan:

• Planning process is too long / too short• Study area should include UTSC• Form an expert Advisory Panel• Better involve residents to avoid expensive mistakes• Consider provisions for a future extension

Comments on the evaluation criteria: • Supporting Growth and Affordability were identified as the most

important factors followed by Choice and Social Equity

All of your feedback is outlined in the Phase 1 Consultation Summary Report and can be found at: www.scarboroughsubwayextension.ca/project-materials.html

What we’ve heard so far



The primary objective should be

the shortest possible transit time

from McCowan and Sheppard

to the Downtown core. This will

provide a viable alternative to

driving; therefore, no transfer

at Kennedy, shortest route with minimum stops

Many residents access the Scarborough Hospital via public transit – we need a stop at the

hospital

Use the transportation network as a tool to shape the

residential development of the City

Ensure that the voices of (existing) transit riders are heard, especially those who use the TTC for all sorts of activities not just to go to work and go downtown

Improvements to the transportation system should be

affordable to build, maintain and operate

Investment in public transportation should support

economic development; allows workers to get to jobs more easily; allow goods to get to

markets more efficiently



To better understand each corridor, the team conducted a preliminary inventory of the study area, including:

• Official Plan Urban Structure Areas for future growth from Toronto’s Official Plan

• Planning and Development Context Secondary Plans, Precinct Plans and local guidelines

• Land Use Designations Designated future use from Toronto’s Official Plan

• Existing Land Use

• Natural Heritage System Watercourses, forests and wetlands

• Community Services and Facilities Schools, hospitals, community centres and other facilities

• Population and Employment Densities

• Transit Existing and planned transit facilities

• Heritage and Archaeological Potential Heritage buildings and districts

Findings are available at the project website and at the resource table. Ask a staff person for assistance.

Phase 2 – Choosing the corridor



During Phase 2 of the SSEPA, we assessed each of the nine corridors using evaluation criteria.

Phase 2 – Choosing the corridor

EXPERIENCECapacity to ease crowding /

congestion; reduce travel times; make travel more reliable, safe

and enjoyable

CHOICE

Develop an integrated network that connects different modes

to provide for more travel options

SOCIAL EQUITYDo not favour any group over others; allow everyone good access to work, school, and

other activities

SHAPING THE CITYUse the transportation network

as a tool to shape the residential development of the City

HEALTHY NEIGHBOURHOODS

Changes in the transportation network should strengthen

& enhance existing neighbourhoods; promote

safe walking & cycling

PUBLIC HEALTH AND ENVIRONMENT

Support and enhance natural areas, encourage people to reduce how far they drive

SUPPORTS GROWTHInvestment in public

transportation should support economic development; allow

workers to get to jobs more easily; allow goods to get to

markets more effectively

AFFORDABILITYImprovements to the

transportation system should be affordable to build, maintain

and operate

Supp

ortin

g Pr

ospe

rity

Detailed evaluation criteria were finalized based on feedback received in Phase 1. These public comments will continue to inform how the criteria are used throughout the rest of the study.

Serv

ing

Peop

le

Stre

ngth

enin

g Pl

aces



• Travel time (Scarborough Centre to Kennedy): 6 min

• SRT would be closed for 5 years (replacement bus service required)


• 3 stations located within 500 m of Neighbourhood Improvement Areas

• Development potential at 2 stations within designated growth areas: Lawrence Avenue & Scarborough Centre

• 3 natural heritage features & areas along the route: West Highland Creek (Dorset Park Branch, Bendale Branch), East Highland Creek (Markham Branch (x2))

• Capital cost estimate:

• To Markham/Sheppard – no significant difference from McCowan corridor

• To McCowan/Sheppard – $200-$300M less than McCowan corridor

SRT (Line 3) corridors are not carried forward due to their impact on the existing SRT (Line 3) service and their proximity to SmartTrack.

(All costs in escalated dollars)

Preliminary corridor evaluation SRT (Line 3) corridors

What do you think? Did we miss anything?

= Not carried forward for further study





• Close to SmartTrack corridor (450 m)




• Capital cost estimate: $200-$300M more than McCowan corridor

Midland to Sheppard/Markham or Progress corridor is not carried forward because the additional capital cost to extend further east along Sheppard Avenue East is not warranted.


Preliminary corridor evaluation Midland to Markham/Progress corridor







• Close to SmartTrack corridor (450 m)



• Better development potential at Sheppard & McCowan than Sheppard & Markham/Progress

• 3 natural heritage features & areas along the route: West Highland Creek (Dorset Park Branch, Bendale Branch), East Highland Creek (Markham Branch)

• Capital cost estimate: $100 - $130M less than McCowan corridor


Preliminary corridor evaluation Midland to McCowan corridor


= Carried forward for further study




• SRT would not be impacted during construction

• Some overlap with SmartTrack corridor (1.2 km)


• Development potential at 1 station within designated growth areas: Scarborough Centre

• No opportunities for growth and development around Lawrence East due to Hydro Corridor


• Future development of Hydro corridor precludes the subway

• Capital cost estimate: No significant difference from McCowan corridor

Hydro and Brimley corridors are not carried forward due to the extremely limited opportunity for development around Brimley Road and Lawrence Avenue East.

Preliminary corridor evaluation Hydro and Brimley corridors







• Adequate separation from SmartTrack corridor (2.1 km)


• Development potential at 1 station within designated growth areas: Scarborough Centre

• Opportunity for fourth station (+$285M), with additional development potential

• 3 natural heritage features & areas along the route: West Highland Creek (Dorset Park Branch (x2), Bendale Branch), East Highland Creek (Markham Branch)


Preliminary corridor evaluation McCowan corridor








• Direct connection to GO Lakeshore East line


• Development potential at 3 stations within designated growth areas: Lawrence and Eglinton Avenues & Scarborough Centre

• 2 natural heritage features & areas along the route: West Highland Creek, East Highland Creek (Markham Branch)

• Capital cost estimate: $600 - $625M more than McCowan corridor


Preliminary corridor evaluation Bellamy corridor








• Direct connection to GO Lakeshore East line


• Development potential at 3 stations within designated growth areas: Lawrence and Eglinton Avenues & Scarborough Centre


• Capital cost estimate: $1.2-1.3B more than McCowan corridor

Markham corridor is not carried forward due to the additional capital cost and additional travel time.


Preliminary corridor evaluation Markham corridor





A summary of the corridors

Criteria

SRT

(Lin

e 3)

1

SRT

(Lin

e 3)

2

Mid

land

1

Mid

land

2

Mid

land

/

Hyd

ro /

M

cCow

an

Brim

ley

McC

owan

Bella

my

Mar

kham

1. Experience – capacity to ease crowding/congestion; reduce travel times; make travel more reliable, safe and enjoyable ○ ○ ◑ ◑ ● ● ● ◕ ◑

• SRT and Midland corridors require the closure of Line 3 while the subway extension is being constructed which will result in congestion and inconvenience to existing transit passegners for an extended period of time• McCowan, Midland/Hydro/McCowan and Brimley corridors provide short travel time from Kennedy to Scarborough Centre - all three subway extensions can be constructed with minimal impacts to Line 3 • Bellamy and Markham result in longer travel time between Kennedy and Markham

2. Choice – develop an integrated network that connects different modes to provide for more travel options ◔ ◔ ◔ ◔ ◑ ◑ ◕ ● ●

• SRT conflicts with SmartTrack and Midland provides potential overlapping service in the Lawrence corridor• Markham and Bellamy provide a connection to the Lakehsore East GO corridor• All corridors provide connections to TTC local and GO interregional bus service, Eglinton Crosstown LRT , Sheppard East LRT and Stouffville GO corridor

3. Social Equity – do not favour any group over others; allow everyone good access to work, school and other activities ◑ ◕ ◑ ◕ ◔ ◑ ◕ ● ◕

• The Midland/Hydro/McCowan and Brimley corridors locate the Lawrence station in the Gatineau Hydro corridor which limits access to neighbourhoods and community amenities• With four stations, Bellamy provides the best service to the widest number of communities and community features• Corridors with a Sheppard East Station at McCowan/Sheppard better serve a broader community than a terminal station in the Markham/Sheppard or Bellamy/Sheppard area

1. Shaping the City – use the transportation network as a tool to shape the residential development of the City ◕ ◕ ● ● ◑ ◑ ● ◕ ◕

• The Midland corridors provide opportunities for City building / growth opportunities at all stations• The Midland/Hydro/McCowan and Brimley corridors locate the Lawrence station in the Gatineau Hydro corridor which precludes development around this station• McCowan corridor provides opportunity for city building / growth at the Scarborough Centre and Sheppard station and provides access to the Scarborough Hospital at the Lawrence station; potential fourth station opens development opportunities

2. Healthy Neighbourhoods – changes in the transportation network should strengthen and enhance existing neighbourhoods; promote safe walking and cycling within and between neighbourhoods

● ● ◕ ◕ ◑ ◑ ◑ ◕ ◕• Reuse of existing SRT• The Midland/Hydro/McCowan and Brimley corridors locate the Lawrence station in the Gatineau Hydro corridor which precludes development around this station • McCowan corridor provides opportunity for City building / growth opportunities at the Scaroborough Centre and Sheppard Station and provides access to the Scarborough Hospital at the Lawrence station

3. Public Health & Environment – support and enhance natural areas; encourage people to reduce how far they drive ● ● ● ● ● ● ● ● ● • Subway has an overall positive impact to the environment. Localized adverse environmental impacts that may occur

during construction and operation can be mitigated and will be studied in greater detail during the next phase

1. Supports Growth - investment in public transportation should support economic development; allow workers to get to jobs more easily; allow goods to get to markets more efficiently

◕ ◕ ● ● ◑ ◑ ◕ ◔ ◔ • The SRT and the Midland corridors are on the border of the West Central Scarborough Employment District • All corridors have similar opportunities within the Scarbrough Centre with corridors that continue onto the McCowan/Sheppard area being more preferred than those that terminate at Sheppard and Markham/Bellamy

2. Affordable – improvements to the transportation system should be affordable to build, maintain and operate ● ◕ ● ◕ ◔ ◑ ● ◑ ○

• SRT 2 , Midland 2 and the McCowan corridor are the most effective alternatives with regards to minimizing capital cost and optimizing operating cost• The Brimley corridor and to a greater degree Hydro corridor constrain Hydro One's ability to expand capacity in the future. The Gatineau corridor is the main feed for power for the City of Toronto and growth in the City will require expansion of Hydro infrastructure• The Bellamy corridor is $500M to $600M more than other corridors except Markham• The Markham corridor is $1.2B to $1.3B more than the Bellamy corridor

Carried forward () or not carried forward (X) for further study X X X X X X • Midland 2, McCowan and Bellamy are the short listed corridors being carried forward for further study

CORRIDORS

A. Serving People

B. Strengthening Places

C. Supporting Prosperity

.



Step 1: Finalize the evaluation criteria and indicators based on comments received during Phase 1 consultation

Step 2: Use specific measures to identify the differences between each corridor

How did we get to a short list of corridors?

A.1.1.1. Travel time from Kennedy Station to Scarborough Centre

Estimated travel time (min.), lower number is preferredLength of curves with radii less than 457 m (radius and length)Length of curves with radii between 457 m and 750 m (radius and length)

A.1.2.1. Impacts to service for existing Line 3 riders

Number of months without Line 3 service during construction of the subway (#, lower number is preferred)

A.1.2.2. Capacity to ease traffic congestion during construction.

Qualitative assessment of the ability of the corridor / alignment to minimize construction related lane restrictions and other construction related congestion

A. Serving People

A.1.2. Capacity to ease crowding and congestion to address existing and future travel demands

1. Experience – capacity to ease

crowding and congestion; reduce travel times; make

travel more reliable, safe and enjoyable

A.1.1. Speed, reliability and comfort of subway

from Kennedy Station to Scarborough Centre

Criteria Sub-Criteria Measures

A.1.1.2. Comfort for subway passengersNote: larger radii = smoother rideShorter length = more preferred

Descriptions

Line 3-1 - to M/P Line 3-2 - to McC Mid1 - to M/B Mid2 - to McC Mid/Hydro - to McC Brimley - to McC McCowan Bellamy Markham

A.1.1.1. Travel time from Kennedy Station to Scarborough Centre

Estimated travel time (min.), lower number is preferred

6 - 7 6 - 7 6 - 7 6 - 7 6 - 7 6 - 7 6 - 7 7 - 8 8 - 9

Length of curves with radii less than 457 m (radius and length)

1330 1310 880 1070 430 770 350 1020 510

Length of curves with radii between 457 m and 750 m (radius and length)

740 320 1775 1120 1540 870 170 1500 1805

A.1.2.1. Impacts to service for existing Line 3 riders

Number of months without Line 3 service during construction of the subway (#, lower number is preferred)

60 600 – 36

Dependent on vertical alignment

0 – 36Dependent on vertical

alignment0 0 0 0 0

A.1.2.2. Capacity to ease traffic congestion during construction.

Qualitative assessment of the ability of the corridor / alignment to minimize construction related lane restrictions and other construction related congestion

Construction related impacts anticipated

where corridor crosses major arterials and

congestion associated with bus replacement service while Line 3 is

inoperable




inoperable




inoperable




inoperable


where corridor crosses major arterials.









A.1.2. Capacity to ease crowding and congestion to address existing and future travel demands

1. Experience – capacity to ease

crowding and congestion; reduce travel times; make

travel more reliable, safe and enjoyable

Analysis

A.1.1. Speed, reliability and comfort of subway

from Kennedy Station to Scarborough Centre

A. Serving People

Criteria Sub-Criteria Measures

A.1.1.2. Comfort for subway passengersNote: larger radii = smoother rideShorter length = more preferred

Descriptions

Step 3: For each indicator, use the differences identified to rank the corridors from most preferred to least preferred

The result: The short list of preferred corridors

Next Steps: Through further public consultation and technical analysis, including detailed ridership modelling that includes consideration of SmartTrack, we will be able to finalize the evaluation and identify the preferred corridor

Criteria

SRT

(Lin

e 3)

1

SRT

(Lin

e 3)

2

Mid

land

1

Mid

land

2

Mid

land

/

Hydr

o /

McC

owan

Brim

ley

McC

owan

Bella

my

Mar

kham

A. Serving People

1. Experience – capacity to ease crowding/congestion; reduce travel times; make travel more reliable, safe and enjoyable ○ ○ ◑ ◑ ● ● ● ◕ ◑2. Choice – develop an integrated network that connects different modes to provide for more travel options ◔ ◔ ◔ ◔ ◑ ◑ ◕ ● ●3. Social Equity – do not favour any group over others; allow everyone good access to work, school and other activities ◑ ◕ ◑ ◕ ◔ ◑ ◕ ● ◕B. Strengthening Places

1. Shaping the City – use the transportation network as a tool to shape the residential development of the City ◕ ◕ ● ● ◑ ◑ ● ◕ ◕2. Healthy Neighbourhoods – changes in the transportation network should strengthen and enhance existing neighbourhoods; promote safe walking and cycling within and between neighbourhoods

● ● ◕ ◕ ◑ ◑ ◑ ◕ ◕3. Public Health & Environment – support and enhance natural areas; encourage people to reduce how far they drive ● ● ● ● ● ● ● ● ●C. Supporting Prosperity

1. Supports Growth - investment in public transportation should support economic development; allow workers to get to jobs more easily; allow goods to get to markets more efficiently

◕ ◕ ● ● ◑ ◑ ◕ ◔ ◔2. Affordable – improvements to the transportation system should be affordable to build, maintain and operate ● ◕ ● ◕ ◔ ◑ ● ◑ ○



Midland corridorMcCowan corridorBellamy corridor

The short listed corridors

What do you think? Do you agree that these corridors should be carried forward? Why or why not?



Within each corridor we have developed a series of specific alignments and alternative station concepts that will be further refined and evaluated.

Understanding each short listed corridor

What is an alignment? The alignment is the exact path of the subway tracks and structures within a corridor.

What is a station concept? The station concept is the layout of a subway station. It typically includes a subway platform, bus terminal(s), entrances and an electrical substation. It may also include a passenger pick up and drop off.

The alignments and station concepts are closely linked. Each station concept is in a proposed location relating to the alignment. Therefore each alignment will have its own series of station concepts.



What goes into a station?Feature Symbol on plans

Subway Platform

ConcourseLevel

Full AccessibleEntrance

AutomatedEntrance

Emergency Exit

Electrical Substation

Bus Terminal

Passenger Pick Up / Drop Off (PPUDO)

Example

EEES



Short listed alternative#1: Midland Corridor

Use of Elevated GuidewaySimilar to the SRT, the subway can be elevated on a structure for the east-west section through Scarborough Centre to north of highway 401.

Sheppard East StationAlternatives are on following boards.

Scarborough Centre StationAlternatives are on following boards.

Lawrence East StationEntrances on street for transfers from bus.Tunnel Below Midland

Subway is tunnelled. The only evidence at the surface are emergency exit buildings which occur approximately every 700-750 m.

What do you think?



Short listed alternative#2: McCowan corridor

A Tunneled SolutionAlthough the McCowan corridor follows McCowan Road in a tunnel, there may be opportunities for elevated crossings at the Highland Creek.



Lawrence East StationEntrances on street for transfers from bus.

Example: Old Mill Station

Protect for Eglinton / Danforth Station.

What do you think?



Short listed alternative#3: Bellamy corridor



Lawrence East StationEntrances on street for transfers from bus.

Eglinton GO Station.

What do you think?

A Tunneled SolutionSubway is tunneled. The only evidence at the surface are emergency exit buildings which occur approximately every 700-750 m



Scarborough Centre Station Alternative station concepts McCowan & Bellamy

What do you think?What do you think about the placement of the bus terminal?

Are the entrances convenient locations?

Would the station provide good access to key destinations?

How could the station concepts be improved?

SC3 SC4 SC5

SC6 SC7 SC8



Scarborough Centre Station Alternative station conceptsMidland





SC1 SC2



Sheppard East Station Alternative station concepts





SE1 SE2 SE3

SE4 SE5



• Speed, reliability and comfort of subway from Kennedy Station to Sheppard Avenue

• Locate and design subway stations to:

• Provide high quality transit service to all residents of the City

How well will each option ...

Make things better for transit riders?

Make transit more reliable, safer, faster and more

enjoyable?

Connect to local and regional bus routes?

Make it easier for people to walk or cycle to transit?

Improve access for all residents to transit?

• Minimize inconvenience to existing users of SRT

• Improve access and integration by providing convenient connections with local transit routes

• Improve access and integration by providing convenient connections with inter-regional transit routes

• Promote seamless pedestrian connections through subway station location and design (including below-ground, at surface, and/or above ground pedestrian connections)

• Promote seamless connections for customers cycling to the stations through subway station location and design

How will the preferred alignment and station concepts be chosen?

Serving people

EXPERIENCECapacity to ease crowding /

congestion; reduce travel times; make travel more reliable, safe

and enjoyable

CHOICE

Develop an integrated network that connects different modes

to provide for more travel options

SOCIAL EQUITYDo not favour any group over others; allow everyone good access to work, school, and

other activities




• Encourage transit oriented development in the vicinity of all station sites

• Create opportunities to improve the public realm in station areas, including streets, parks, plazas and other public spaces

• Strengthen and enhance existing neighbourhoods

• Reduce construction and operation related impacts to existing neighbourhoods

• Reduce construction and operation related impacts to properties

• Strengthen and enhance existing natural heritage areas

• Identify and, to the extent possible, mitigate impact related to construction and operation including:

Provide transportation options for future homes?

Build on the strengths of existing neighbourhoods?

Improve public areas around stations?

Minimize any negative impacts?

• Change in air quality

• Noise impact on the natural, socio-economic and cultural environments

• Vibration impact on the natural, socio-economic and cultural environments

• Electromagnetic interference

• The impact of soil contamination on the natural, socio-economic and cultural environments

• Any adverse effects on natural heritage features / areas

• Any adverse effects on surface water

• Any adverse effects on groundwater

• Identify and to the extent possible, mitigate, any adverse effects on geology and soils

• Any adverse effects on built heritage resources and cultural heritage landscapes


Strengthening places

SHAPING THE CITYUse the transportation network

as a tool to shape the residential development of the City

HEALTHY NEIGHBOURHOODS

Changes in the transportation network should strengthen

& enhance existing neighbourhoods; promote

safe walking & cycling

PUBLIC HEALTH AND ENVIRONMENT

Support and enhance natural areas, encourage people to reduce how far they drive




• Ability to integrate subway stations with existing and planned land uses

• Opportunity to encourage transit oriented development in the vicinity of all station sites

• Locate and design subway stations to promote seamless pedestrian connections through subway station location and design (including below-ground, at surface, and/or above ground pedestrian connections)

• Identify and, to the extent possible, mitigate, any business disruptions associated with the construction and operation of the project

Link to growth areas and jobs?

Open up new economic development opportunities?

Provide better access for workers to jobs?

Be affordable to construct?

Be affordable to operate?

• Optimize cost effectiveness in terms of both capital and operating costs


Supporting prosperity

SUPPORTS GROWTHInvestment in public

transportation should support economic development; allow

workers to get to jobs more easily; allow goods to get to

markets more effectively

AFFORDABILITYImprovements to the

transportation system should be affordable to build, maintain

and operate



With information gathered here, we will:

1. Identify the draft preferred corridor

2. Identify the draft preferred alignment and station concepts

What will we do with your input?

Further consultation on the draft preferred corridor, alignment and station concepts will take place this fall.



We appreciate the time you have taken to learn more about our plans and value your opinions. Please drop off your Discussion Guide before you leave!

Stay involved

Join our mailing list. Leave your email or mailing address with us.

Email us at [email protected]

Call us at 416-338-3095 Visit the project website at www.scarboroughsubwayextension.ca

Thank you for coming!


Scarborough Subway Extension Phase 2

Discussion Guide


2

WHY ARE WE HERE?

The City of Toronto’s City Planning Division, together with the TTC, is planning an extension of the Bloor-Danforth subway (Line 2) from Kennedy Station through Scarborough Centre to Sheppard Avenue East. The Scarborough Subway Extension will replace the aging Scarborough RT (Line 3) and allow for a seamless journey for transit users by eliminating the need to transfer at Kennedy Station.

We are conducting a detailed assessment to determine the best route for the subway extension to follow and where best to place the new subway stations.

THE STUDY AREA

1


2

THE STUDY PROCESS

The Scarborough Subway Extension Project Assessment (SSEPA) began with Phase 1 in January, 2015. During this Phase we presented the study’s:

• Draft Terms of Reference, explaining the study process• Draft Public Consultation Plan, describing how you can provide your feedback • Draft Evaluation Criteria, the criteria that will be used to assess and identify the preferred route

and station locations• Nine potential corridors for consideration.

We got a lot of feedback from you during the Phase 1 consultation period which took place in January and February, 2015. All of your feedback is outlined in the Phase 1 Public Consultation Report andwas used to help us finalize the SSEPA Terms of Reference, Public Consultation Plan, and Evaluation Criteria.

Your feedback also helped us narrow down the nine corridor options to a short list of three possible corridors, the details around which are outlined in the following sections of this Guide.

PHASE 2 – HOW CAN YOU HELP?

We are now in Phase 2 of the SSEPA. During this Phase we need your help to:

• Review the preliminary evaluation of the corridors;

These documents can be found at scarboroughsubwayextension.ca/project-materialsand at the public events.

2


2

• Review the short list of three corridors;• Review the preliminary alignments and station concepts within each short listed corridor.

PRELIMINARY EVALUATION OF THE CORRIDORS

Inventory of the Study Area

Before we could evaluate the nine corridors and identify the short list, we needed to better understand the study area. To do so, we conducted an inventory of the study area looking at a number of different factors, including:

• Official Plan Urban Structure – What are the areas for future growth as outlined in Toronto’s Official Plan?

• Planning and Development Context – What do other plans (i.e. Secondary Plans, Precinct Plans and local guidelines) say about growth and development in the area?

• Land Use Designations – What are the designated future uses for the area as outlined in Toronto’s Official Plan?

• Existing Land Use – How is the area currently being used?• Natural Heritage System – Where are the watercourses, forests and wetlands? • Community Services and Facilities – Where are the important schools, hospitals, community

centres and other facilities?• Population and Employment Densities – Where do the people and jobs exist?• Transit – Where are the existing and planned transit facilities?• Heritage and Archaeological Potential – Where are the heritage buildings and conservation

districts?

WHAT DO YOU THINK?

We would like to know your feedback or concerns about the inventory. Have we missed anything?

This information can be found under “Current Work” at scarboroughsubwayextension.ca.

The inventory maps and data can be found at scarboroughsubwayextension.ca/existing-conditions and at the public events.

3


2

Preliminary Evaluation of Potential Corridors – The Criteria

Once we understood conditions within the study area we were able to assess each of the nine corridors using the final Evaluation Criteria. These criteria fall into the following categories:

Experience – Capacity to ease crowding / congestion; reduce travel times; make travel more reliable, safe and enjoyable.

Choice – Develop an integrated network that connects different modes to provide for more travel options.

Social Equity – Do not favour any group over others; allow everyone good access to work, school, and other activities.

Shaping the City – Use the transportation network as a tool to shape the residential development of the City.

Healthy Neighbourhoods – Changes in the transportation network should strengthen and enhance existing neighbourhoods; promote safe walking and cycling.

Public Health and Environment – Support and enhance natural areas, encourage people to reduce how far they drive.

Supports Growth – Investment in public transportation should support economic development; allow workers to get to jobs more easily; allow goods to get to markets more efficiently.

Affordability – Improvements to the transportation system should be affordable to build, maintain and operate.

Preliminary Evaluation of Potential Corridors – the Process

Using a number of indicators within the criteria described above, we assessed each of the nine corridors to better understand the similarities and differences between them. This allowed us to identify three unique corridors to carry forward for further study. Together, these three potential corridors are a “short list” of potential corridors.

Preliminary Evaluation of Potential Corridors – The Results

Here’s what we learned about each of the corridors:

The detailed criteria used are available online at scarboroughsubwayextension.ca/project-materials and at the public events.

4


25

SRT (Line 3) corridors



• Overlap of SmartTrack corridor• 3 stations located within 500 m of

Neighbourhood Improvement Areas• Development potential at 2 stations within

designated growth areas: Lawrence Avenue & Scarborough Centre


• Capital cost estimate: o To Markham/Sheppard – no significant

difference from McCowan corridoro To McCowan/Sheppard - $200-$300M

less than McCowan corridor

WHAT DO YOU THINK?

Did we miss anything in the SRT (Line 3) corridors?

Midland to Markham/Progress corridor



• Close to SmartTrack corridor (450 m)• 2 stations located within 500 m of Neighbourhood

Improvement Areas• Development potential at 2 stations within



• Capital cost estimate: $200-300M more than McCowan corridor




26

WHAT DO YOU THINK?

Did we miss anything in the Midland to Markham/ Progress corridor?

Midland to McCowan corridor



• Close to SmartTrack corridor (450 m)• 2 stations located within 500 m of



• Better development potential at Sheppard & McCowan than Sheppard &Markham/Progress


• Capital cost estimate: $100M less than McCowan corridor

WHAT DO YOU THINK?

Did we miss anything in the Midland to McCowan corridor?

Hydro and Brimley corridors

• Travel time (Scarborough Centre to Kennedy): 6 min• SRT would not be impacted during construction• Some overlap with SmartTrack corridor (1.2 km)• 2 stations located within 500 m of Neighbourhood Improvement Areas• Development potential at 1 station within designated growth areas: Scarborough Centre

o No opportunities for growth and development around Lawrence East due to Hydro corridor



27


• Future development of Hydro corridor precludes the subway

• Capital cost estimate: No significant difference from McCowan corridor

WHAT DO YOU THINK?

Did we miss anything in the Hydro and Brimley corridors?

McCowan corridor


• SRT would not be impacted during construction• Adequate separation from SmartTrack corridor (2.1

km) • 2 station located within 500 m of Neighbourhood

Improvement Areas• Development potential at 1 station within

designated growth areas: Scarborough Centre • Opportunity for fourth station (+$285M), with

additional development potential• 3 natural heritage features & areas along the route:

West Highland Creek (Dorset Park Branch (x2), Bendale Branch), East Highland Creek (Markham Branch)

WHAT DO YOU THINK?

Did we miss anything in the McCowan corridor?= Carried forward for further study



28

Bellamy corridor


• SRT would not be impacted during construction• Adequate separation from SmartTrack corridor

(2.9 km) • Direct connection to GO Lakeshore East line• 4 stations located within 500 m of


designated growth areas: Lawrence and Eglinton Avenues & Scarborough Centre


• Capital cost estimate: $600M more than McCowan corridor

WHAT DO YOU THINK?

Did we miss anything in the Bellamy corridor?

Markham corridor


• SRT would not be impacted during construction• Adequate separation from SmartTrack corridor

(3.7 km)• Direct connection to GO Lakeshore East line • 4 stations located within 500 m of


designated growth areas: Lawrence and Eglinton Avenues & Scarborough Centre


• Capital cost estimate: $1.2-1.3B more than McCowan corridor




29

WHAT DO YOU THINK?

Did we miss anything in the Markham corridor?

THE SHORT LISTED CORRIDORS

Three corridors were identified to carry forward for further study:

• Midland corridor• McCowan corridor• Bellamy corridor

Through further public consultation and technical analysis, including detailed ridership modelling that includes consideration of SmartTrack, we will be able to finalize the evaluation and identify the preferred corridor.

WHAT DO YOU THINK?

We would like to know your thoughts, ideas and concerns about the short listed corridors. Do you agree that these corridors should be carried forward? Why or why not?


210

POTENTIAL ALIGNMENTS AND STATION CONCEPTS

Within each short listed corridor we have developed a series of potential alignments and alternative station concepts that will be further refined and evaluated.

What is an alignment?

The alignment is the exact path of the subway tracks and structures within a corridor.

What is a station concept?

The station concept is the layout of a subway station. It typically includes a subway platform, bus terminal(s), entrances and an electrical substation. It may also include a passenger pick up and drop off.

The alignments and station concepts are closely linked. Each station concept is in a proposed location relating to the alignment. Therefore alignments will have their own series of station concepts.

For larger versions of any of the following images, please see panels at public meetings or visit http://scarboroughsubwayextension.ca/potential-alignments.html.


2

Shortlisted Alternative #1 – Midland Corridor

POTENTIAL ALIGNMENTS

WHAT DO YOU THINK?

What are your thoughts about the alignments within the Midland corridor?

POTENTIAL STATION CONCEPTS

WHAT DO YOU THINK?

Please review the alternative station concepts for the Midland corridor below and provide your thoughts about each of the potential station concepts:

• Would the station provide good access to key destinations?• What do you think about the placement of the bus terminal?• Are the entrances convenient locations?• How could the station concepts be improved?

11


212

Lawrence East Station

LE1

Scarborough Centre Station AlternativesSC1

SC2


213

Sheppard East Station Alternatives (see page 19)

Shortlisted Alternative #2 – McCowan Corridor


WHAT DO YOU THINK?

What are your thoughts about the alignments within the McCowan corridor?


WHAT DO YOU THINK?

Please review the alternative station concepts for the McCowan corridor below and provide your thoughts about each of the potential station concepts:



214

Eglinton East Station

EE1


LE2

Scarborough Centre Station Alternatives (see page 17)

Sheppard East Station Alternatives(see page 19)


215

Shortlisted Alternative #3 – Bellamy Corridor


WHAT DO YOU THINK?

What are your thoughts about the alignments within the Bellamy corridor?


WHAT DO YOU THINK?

Please review the alternative station concepts for the Bellamy corridor below and provide your thoughts about each of the potential station concepts:



216

Eglinton East Station

EE2


LE3


217

Scarborough Centre Station Alternatives

SC3 (McCowan & Bellamy corridors)




218





219

Sheppard East Station Alternatives

SE1 (Midland, McCowan & Bellamy)




220




2

WHAT’S NEXT?

With the information gathered from you during Phase 2 and a further evaluation of the short listed corridors, alignments and station concepts using the evaluation criteria, we will:

• Identify the draft preferred corridor• Identify the draft preferred alignment and station concepts

Further consultation on the draft preferred corridor, alignment and station concepts will take place in Fall 2015.

OTHER COMMENTS?

Thank you for your input to this important study!

Please submit your Discussion Guide at the registration table or send in your comments by July 3, 2015 to:

Scarborough Subway Extension Project TeamEmail: [email protected]: 416-338-3095TTY: 416-338-0889

Or visit scarboroughsubwayextension.ca to fill out your comments online.

21

Appendix J

Interactive Workshop

SCARBOROUGH SUBWAY EXTENSION PROJECT ASSESSMENT

1

Workshop Outline

Welcome and Workshop Overview

Introductions

Presentation: Final Evaluation Criteria

Q&A

Workshop: SAG Member Corridor Evaluation

Members complete an assessment with key evaluation criteria given technical data and other information.

Part 1: Evaluate by theme In small groups participants will review and discuss criteria and associated data based on:

1) Serving People 2) Strengthening Places 3) Supporting Prosperity

Groups discuss and evaluate the nine corridor options based on each perpsective

Part 2: Swap and Discuss Participants will be divided into new groups of 6 people (including 2 people from “People”, 2 from “Places” and 2 from “Prosperity). Each group will discuss:

Results from Part 1 – what corridors were chosen and why?

What are you noticing in your discussion? What similarities are you seeing between groups? What differences?

Cost Presentation

Q&A

Group Discussion

Does knowing the cost change anything for you?

Would the benefits of an extension in the East outweigh the costs of getting it there?

Other questions?

SCARBOROUGH SUBWAY EXTENSION PROJECT ASSESSMENT

2

Presentation: Project Team’s Preliminary Corridor Evaluation Results

Q&A

What are your thoughts about this?

Thank you and Next Steps

Scarborough Subway

Extension EA

Stakeholder Workshop

April 2, 2015

City of Toronto

– City Planning Division

and Toronto Transit Commision

Agenda

1. Minutes of last meeting

2. Recap of first round of consultation

3. Final ToR, PCP

4 Initial analysis and evaluation of corridors

- Final corridors

- Final evaluation criteria

- Overview of detailed analysis and evaluation

- Summary of evaluation and short list of preferred corridors

5 Next steps - consultation

6 Other business

1. Welcome and workshop overview

2. Introductions

3. Summary of background

information

4. Workshop

5. Summary of results

6. Next Steps

Purpose of the Workshop

• Review the criteria and apply

against each corridor

• Use the evaluation criteria to

compare alternative corridors

Understanding Who is Here

• What is the community you are

representing here today?

• What interest do they have in the

Scarborough Subway Extension?


• What perspective or knowledge

do you bring to this workshop?


• What do you hope to get out of

today’s workshop?

Summary of background

information

SRT to Markham SRT to McCowan

Midland to Markham Midland to McCowan

Hydro Corridor Brimley

McCowan Bellamy

Markham

Evaluation Criteria

Evaluation Criteria

Principles Criteria

Serving People Choice

Experience

Social Equity

Strengthening Places Shaping the City

Healthy Neighbourhoods

Public Health and Environment

Supporting Prosperity Affordability

Supports Growth

Types of Criteria

• Quantitative:

–Numbers

–Areas

• Qualitative:

– Subjective:

• High, medium and low

• Good, fair and poor

Types of Criteria

• Important but not decision relevant:

Choice – develop an integrated network that

connects different modes to provide

for more travel options

Locate and design subway stations in a

manner that promotes seamless

connections for customers cycling to the stations through

subway station location and design

Opportunities to provide bike racks at

all stations

Corridor Evaluation Process

• Technical experts evaluate the

corridors based on their criteria and

corresponding data

• Experts come together to discuss and

evaluate the corridors based on all of

the criteria

• Corridors are compared to narrow

down to the short-list/ top preferred

corridors

Corridor Evaluation – Part 1

● ◕ ◑ ◔ ○ Most Preferred Least Preferred

Workshop

Part 1


• Serving People

• Strengthening Places

• Supporting Prosperity

Maximum of 7 people per group.


• Review the data

–Corridor maps/ factsheets

–Data maps and charts

• Using the worksheet, rate the corridors

according to the criteria and

corresponding data

• List the top 3 preferred corridors and

why

Scarborough Subway EA

Workshop session

City of Toronto



Workshop

Part 2


• Form new groups with 2-3 people

from each of Serving People,

Strengthening Places, Supporting

Prosperity


• Share back what you discussed in

Serving People, Strengthening

Places and Supporting Prosperity

• Fill in the group rating from Part 1

• Cost considerations

Understanding cost

Affordable – improvements to the transportation system should be affordable to build, maintain and operate

Optimize cost effectiveness in terms of both capital and operating costs

Capital cost

Property acquisition

Annual operating and maintenance costs

Understanding cost

• Running structure:

– Tunnel highest

– At grade lowest

– Common elements

make up 50% of the

total cost

• Vehicles (Capital

plus Operating and

maintenance)

• Stations:

– $150M to $200M per

station

• Platforms, concourses

• Entrances

• Substations and ventilation

• Bus terminals and

commuter facilities at

grade

Length, number of stations and construction method are good proxies

Understanding cost

• Length as a proxy for costs:

–Capital cost

–Annual operating and

maintenance costs

Understanding cost

• Within original

range:

– SRT to McCowan at

low end

– Midland to Markham

at high end

– McCowan in

between

• Within original

range?:

– Brimley and Hydro

corridor in between

but no consideration

for Hydro relocation

cost

• Longer corridors

with 4th station:

– Bellamy

– Markham


• Now consider all criteria together

• Compare corridors to determine your short-

list:

– two SRT corridors

– two Midland corridors

– two eastern corridors

– three remaining “middle” corridors

• List the top 3 preferred corridors and why/

trade-offs

Workshop Session

City of Toronto



Wrap up

Hydro and Brimley Corridors

36

Evaluating the Alternatives

Bellamy

Added connection to

Lakeshore GO East

Edge of growth

opportunity at

Lawrence/Markham

• Longer/slower travel

between Kennedy and

SCC

• $500M+ premium (versus

western corridors)

Markham

Added connection to

Lakeshore GO East

Centre of growth

opportunity at

Lawrence/Markham

Longest/slowest travel

between Kennedy and

SCC

$500M+ premium over

Bellamy

37

Midland

38

• .

39

McCowan

40

Bellamy

Date of Meeting April 2, 2015 Start Time 1:00 PM

Project Name Scarborough Subway Extension Project Assessment

Location Chinese Cultural Centre of Greater Toronto, 5183 Sheppard Ave East

Regarding Phase 2 Interactive Workshop

Minutes Prepared By AECOM

Overview

On Thursday, April 2, 2015, from 1:00 to 4:00 pm, the City of Toronto and TTC hosted an Interactive Workshop for Phase 2 of the Scarborough Subway Extension Project Assessment Study. The purpose of this workshop was to provide key stakeholders representing various interests of the community with the opportunity to learn about and provide their input into this key stage of the study. The following notes summarise the discussion of workshop participants.

Specifically, the workshop participants:

• Reviewed the evaluation criteria and applied them against the long-list of corridor options;

• Identified their short-list of preferred corridor options;

• Provided valuable feedback to the study team about the rationale behind their decisions; and

• Developed a deeper understanding of the decision-making process and trade offs that must be made in determining a short-list of preferred corridor options.

One representative from each member organization of the Stakeholder Advisory Group was invited to attend the workshop. In attendance were:

Organization Name

BILD GTA Danielle Chin

CD Farquharson Community Association Sheila White Centennial College Shannon Brooks Chinese Cultural Centre of Greater Toronto Alan Lam CodeRed TO Trisha Wood Dorset Park Community Hub (Agincourt Community Services)

Laura Harper

Eglinton East-Kennedy Park-Ionview Neighbourhood Action Plan (NAP)

Femi Doyle-Marshall

Glen Andrews Community Association Gary Comeau

Organization Name

North Bendale Community Association James Burchell Oxford Properties Johann Schumacher Scarborough Hospital Robert Biron Sheppard East Village BIA Ernie McCullough Sheppard Subway Action Coalition Pat Sherman

Lai Chu Tesoc Multicultural Settlement Services Sithambarapillai A Suresh Toronto Catholic District School Board Adam Brutto Toronto Centre for Active Transportation Asher Mercer Toronto District School Board Mario Silva Transport Action Ontario Bruce Budd TTC Riders Brenda Thompson City and Agency Staff Transportation Planner Charissa Iogna Metrolinx David Phalp Economic Development & Culture Ian Brown Senior Transportation Planner David Cooper Project Manager (TTC) Gary Carr Transportation Planner Gary Papas Program Manager, Transit Implementation Unit

James Perttula

Social Development, Finance & Administration

Jenvere Lyder

Senior Public Consultation Co-ordinator Kate Kusiak Transportation Planner Michael Hain Senior Transportation Planner Mike Logan Community Planner Paul Johnson Project Manager (Consultant Team) Scott Thorburn Facilitator (Public Consultation Team) Alicia Evans Introductions

The participants were welcomed to the workshop and were given an overview of the objectives. The participants were then asked to think about who they were representing and what interests their community had. They were also asked to think about and share what perspective they brought to the workshop. Final Evaluation Criteria Presentation

A brief summary of background information was provided to the participants, including a recap of the nine corridors under consideration and preliminary information about constraints as

related to the Hydro and Brimley corridors. The evaluation criteria were also reviewed as was the corridor evaluation process.

PARTICIPANT Q&A

Comment/Question Response With regards to the Hydro Corridor, does putting hydro underground limit potential for development?

Yes. The lines would be buried which would be an expensive process. In addition, burying the line would preclude building on top.

With regards to the Brimley Corridor, is the location of the station the only disadvantage?

Yes, the limit on the Brimley/Lawrence station area is the main drawback.

Will we discuss the fourth station later? We have assumed four stations on Bellamy and Markham and are examining the fourth station onMcCowan.

As we think about routes, is there any other information about SmartTrack?

There isn’t more information on SmartTrack at this time. We are modelling the ridership potential and how SmartTrack will be brought together with Regional Express Rail (RER). Our work is based on the assumption that SmartTrack will be going in, but we don’t yet have the details on station locations. You will need to keep this in mind during your exercise today.

The location of the Brimley station doesn’t seem to have the same disadvantages of the hydro corridor.

Comment noted.

Is the point of today’s meeting to arrive at a short list?

Yes. Consensus isn’t likely amongst all of us but we want to understand how you would evaluate the corridors and see how this compares to the preliminary work that the study team has done.

Group Exercise – Evaluating the Corridor Options

The participants had the opportunity to complete their own evaluation of the nine corridor options. In Part 1, the participants divided themselves into three groups according to the three categories of evaluation criteria - Serving People, Strengthening Places and Supporting Prosperity. They then evaluated the corridors using identified sub- criteria associated with each category. In Part 2, participants from the three category groups formed new groups to discuss the criteria together.

PART 1

PARTICIPANT RESULTS AND DISCUSSION

Serving People Short-list of Corridor Options: 1. Markham, 2. McCowan, 3. Bellamy 4. Brimley Additional Criteria for Consideration • Walkability • Connection to Centennial College • Connection to Scarborough Hospital

Discussion • SmartTrack

o Proximity to SmartTrack is important to consider. o There should be an opportunity to connect to SmartTrack. o Remove all options west of McCowan due to the proximity to SmartTrack. Options

further away will serve more people and complement SmartTrack. o Support for SmartTrack and electrified service is important.

• SRT o Alignments further away from SRT are better. This will better serve Scarborough

because it causes less duplication with SRT and serves a wider area. o SRT must remain in operation during construction of Scarborough Subway Extension

to avoid crowding. o SRT options are duplications of SmartTrack, Midland corridor and Hydro Corridors are

not viable. • Pedestrian connections

o Will the McCowan and Lawrence station have pedestrian access to the hospital? Access to healthcare should be a key consideration as right now there are ineffective transit accommodations for those who do not drive.

o Pedestrian connections are important. Walkability should also be considered. • Neighbourhood Improvement Areas (NIAs)

o With regards to proximity to Neighbourhood Improvement Areas (NIA) we want to find corridors that serve as many NIAs as possible. The Markham corridor does this best, especially if there is a station at Markham and Eglinton. More access is needed; although more station stops slows down the travel time, access for riders in the area is important.

• Additional criteria need to be considered, such as access to Centennial College and access to the Scarborough Hospital.

o Access to Scarborough Hospital is an issue. We need to facilitate better access to care for both staff and patients.

o Think about the job aspect of hospital and Centennial College. • Congestion

o Ridership and congestion at Kennedy station are a concern o Congestion at current station locations needs to be addressed

• We would also like to see employment benefits provided.

• Serving major institutions in and around Scarborough is a concern. • Connections and access to schools and accessibility needs for both secondary and

elementary students and parents is important • Eglinton Avenue East is heavily used; Markham and Centennial College connections are

important connections to make as they provide opportunities for redevelopment • The GO Station connection has significant implications and allows more choice for people • Student trains in downtown Top four corridors to support people are Markham, McCowan, Bellamy and then Brimley

o The station stop should be located at Bellamy and Eglinton, this will increase walkability and access to the surrounding areas.

o McCowan is the preferred corridor because it gives access to the hospital, brings people to parks and better serves Eglinton (if there is the 4th station)

o Markham best serves people because it’s away from SmartTrack, gives access to a new group of people, provides good walkability, will increase ridership numbers, and balance of alignment

o McCowan and Bellamy corridors are good for the people as the further west route is closer to SmartTrack, the area is not as pedestrian friendly and they go through two NIAs.

Strengthening Places Short-list of Corridor Options: 1. McCowan, 2. Markham, and 3. Bellamy as a distant third Discussion • SmartTrack

o SmartTrack and Subway should not try to do the same thing • Not enough information to fairly evaluate – how many disadvantaged people will be

displaced by redevelopment and gentrification following the subway extension? • Should get local councilor at these roundtable discussions • Natural features should be preserved • Link community investments to the transit project – what is already committed? • Connecting existing and potential development to strengthen area • Top corridors include Markham, McCowan and Bellamy

o Markham corridor better serves Eglinton and strengthens the city because of the growth potential and the connection to Eglinton

o Markham gives growth potential because of senior homes near the corridor o Markham will strengthen places because of the GO connection o Markham – better serves Eglinton, lots of senior facilities,lots of activity on Markham,

growth potential ; trade offs – length o McCowan has an impact on creek and ravine o McCowan gives access to Thompson Park(s) o McCowan needs a fourth station o McCowan and Markham have a strong connection

o Focus on McCowan East o McCowan – hospital, bring people to parks, better serve Eglinton (if

4th station); trade offs – impact on natural feature o Bellamy won’t develop as quickly as Markham and other roads, and goes nowhere at

Ellesmere o Bellamy – connection to Eglinton GO, some Cedarbrae Mall capture; trade offs – less

dense, doesn’t go anywhere o McCowan is #1 for strengthening places because of the water features, access to

hospital and Eglinton then Markham is #2 because of the CederbraeMall and serves Eglinton and third is Bellamy

Supporting Prosperity Short list of corridor options: 1. McCowan (with 4 stops), 2. McCowan (with 3 stops), 3. Markham Discussion • Review of SRT 1 to Midland/Progress

o Centennial College – New Campus o No stop at Centennial College o 90% occupancy at Meric o Keep higher operating transit during construction o Plan at Progress Avenue and Midland Avenue is only half used o There will be a high cost if the line extends to McCowan and across to Centennial

College o Best because of the 9000 students at Centennial College and the development

opportunities o SRT is already a mini subway and nothing else has been built since the 1980s

• Review of SRT2 to McCowan o Move to the east because of SmartTrack o Can’t change fundamental design o Lots of mixed use proposal o Plans to intensify Scarborough Town Centre o Existing small plazas for station location o 401 intersection – traffic o McCowan has major existing establishments o Passes by Civic Centre o Ends at hospital o More development potential than SRT1 to M/P

• Review of Midland 1 to Markham/Progress – Eglinton LRT influence o It’s better to have transit close to high schools, Midland 1 to M/P is best because

schools are between Eglinton and Lawrence and 1.5km walking distance is preferred • Review of Midland 1 to Markham/Progress is similar to SRT1 and SRT2 • McCowan

o Commuter parking is essential and there are parking issues along the SRT

o Plan for parking around this station (everyone drives) o No parking options increases traffic and parking on the side streets o Budget did not include structure for parking o Possible surface parking on hydro corridor o Parking close to 401 would be ideal (with parking garage) o Close to long-term care homes o McCowan is a catalyst for transit-oriented development o No discussion about joint venture o Full circle potential developments and proximity to current population o Connection to LRT at Kennedy o McCowan precinct is it the future cultural hub?

• SmartTrack o Too close to SmartTrack when evaluating western options

• Parking o Criteria do not consider opportunity for parking o Parking is a must – top three identified are positioned close to the 401, access for cars

is important too • Prosperity

o Prosperity and growth needs to be considered more in Scarborough o To support prosperity, the Civic Centre and hospital should be considered

• Scarborough as a whole is a destination that will generate ridership on a new transit line; people are spending money for experiences and Scarborough has a lot of culture to offer

• Top corridors include McCowan (with 4 stations), McCowan (with 3 stations), Markham (with connection to Lakeshore GO

o McCowan option with access to Scarborough General Hospital is the #1 employer in the area. Centennial College is also a significant employer in the study

o McCowan has room for development and can grow around the hospital and there are parking opportunities

o McCowan is the best because of the access to the hospital and the potential to grow. Access to old age homes, hospital facilities, more parking potential, etc.

EXERCISE DEBRIEF

What are you noticing in your discussions? • The need for a fourth station • How the subway changes the physical realm of a community and how it impacts people. Is it

good for serving people? Many people say that the development is good (it is good for prosperity) but don’t often consider the other side (the side of the people)

• Noticing that people seem to be coming to the same or very similar corridor preferences Cost Considerations Presentation

A brief presentation was provided to help the participants understand the different cost factors as related to the corridors. While detailed costing for each corridor has not yet been finalised, it can be assumed that the length of a corridor can be used as a proxy for costs.

PARTICIPANT Q&A

Comment/Question Response What is the business case for the SSE? How many years is the cost amortized over?

Numbers are developed based on all the project elements including infrastructure and vehicles. For example, currently the infrastructure is fine for the subway but the vehicles need work. All of this is taken into consideration when considering the cost.

How are the monies (capital and operating costs) going to be returned and how will we ensure the longevity of this project?

There are ongoing conversations about both capital and operating costs, and ways to generate funds to pay for the subway. The TTC regularly looks at new ways to generate revenue to cover system operating costs.

Have you considered doing a cost analysis betweencapital and operating costs? Would there be operating cost savings if people could get to the subway faster?

There are some operating cost savings if people get to the subway faster, however, there are big operating costs in a fourth station.

What is the approved cost for the subway? Council agreed on a budget of $3.56 billion, which was notionally based on the McCowan corridor with three stops. Some corridor options being considered would be less expensive while others will be more expense. We will need to seek direction about how to consider any options that cost more than the agreed-upon budget.

The original cost range was 3.5-3.6 billion forMcCowan. Markham is 1.2 billion more than this. Why?

There is almost a 50 per cent increase in length for the Markham corridor over McCowan, plus the extra station.

Do we have a cost estimate for tunneling? It is important to note that length is a good proxy for cost, rather than get into the dollar amount.

Is the Midland corridor to Markham/Progress more expensive than McCowan?

Yes, because of the extra distance.

Is the Midland corridor to McCowan more expensive than McCowan?

No, it is not.

It is surprising that the cost of Markham is twice as much as Bellamy.

The cost differential is twice as much.

If you make a strong case, could you potentially get more money for the project?

We will need to seek direction from City and TTC Senior Management about how to consider any options that cost more than the agreed-upon budget.

How many buses would be needed if the SRT is shut down for subway construction?

65 buses will be required plus a temporary station. In addition buses will have to run along a street that does not typically have that amount of bus traffic.

What is the SRT ridership number? 40,000 per day.

What is the priority? To create a subway system for commuters to drive to? Or will you encourage infilling and development?

Encouraging development is very important, but we know that some parking facilities will also be required. When we get to the station design stage, we will need to design parking facilities in a way that also encourages development; land that could be developed will not be made into large surface parking lots.

Will there be parking at stations? There may be opportunities to partner with theToronto Parking Authority or other parking providers. Typically parking is offered at terminal stations.

PART 2

COST CONSIDERATIONS DEBRIEF

Following the presentation andquestion and answer period, staff requested participants to speak with each other about how cost factors into their previous discussions (Part 1) and how their evaluations might be affected. The project team asked the following two questions of the group and received a number of responses from participants:

1. "Does the cost consideration impact your preferred corridors?" • It may reopen subway debate if higher costs are proposed • Is there an opportunity to pay for the extra subway and additional station; the value is the

same

2. "What are the tradeoffs given the discussion and the identified corridors; do things become clearer or more difficult when considering cost?"

• Asking for more money to pay for the longer routes risk opening up the subway vs LRT debate that may derail the project. On the other hand it might allow for a discussion for more station options; will need to gauge this

• Cost is irrelevant if we want to consider a longer, better serving subway system. This will bring prosperity to the area, especially when you hit key areas and promote development

Project Team’s Preliminary Corridor Evaluation Presentation

The results of the preliminary evaluation of the corridors were presented to show how it compares with the participants’ evaluation of the corridors. The team briefly went through the evaluation process and identified the preliminary findings. The team will be carrying out further detailed analysis to also reflect the discussion at the workshop..

PRELIMINARY CORRIDOR EVALUATION DEBRIEF

What are you noticing about the study team’s preliminary short-list? • There is a lot of commonality between the evaluation of the corridors at the workshop and

the preliminary analysis of the project team.

• • Several corridors are falling to the bottom of the list – the Hydro to McCowan corridor, the

Brimley corridor and the two SRT corridors. • The preliminary analysis demonstrates some benefit to having four stations. • The remaining corridors each have different strengths and weaknesses that will need to be

considered further. Based on preliminary analysis, the McCowan, Bellamy and Midland to McCowan corridors show significant promise.

Wrap-up and Final Comments

The insights, decisions and conclusions of the workshop participants will be used to help inform and sharpen the project team’s analysis of the corridors. Further stakeholder and public consultation will take place in May/June 2015. Meeting adjourned.

Appendix K

Stakeholder Advisory Group


Stakeholder Advisory Group Meeting 2 – Agenda

Monday, June 1, 2015 5:00 – 8:00 p.m. Bendale Library Community Room 1515 Danforth Road 5:00 - 5:15 Arrive, meet & greet, light refreshments

5:15 - 5:30 Welcome, formal introductions The meeting will begin promptly at 5:15 p.m.

5:30 - 6:00 Update on Work to Date 1. Recap Phase 1 2. What we heard 3. Preliminary analysis of corridors

6:00 - 6:30 What are the technical considerations for designing the subway alignment? Scott Thorburn, Vice President, Transit and Rail, AECOM Gary Carr, Project Manager, Scarborough Subway Extension, TTC

6:30 - 7:30 Discussion Group discussion and feedback on potential alignments and station

options

7:30 - 8:00 Wrap-up & Next Steps

Scarborough Subway Extension EA

Stakeholder Advisory Group

Meeting #2

June 1, 2015

Transportation Planning Section | City Planning Division

Toronto Transit Commission

1. Coordination with other rapid transit studies

2. Background/study process

3. Preliminary analysis of potential corridors

Presentation Overview – Part 1

2

How is Network Transit Planning Coordinated? • Metrolinx, the City and TTC are all working together

• Five major transit initiatives are interrelated

• Other projects planned or under construction:

• Major projects are aimed at improving the overall transit network

• We are currently in the process of undertaking the integrated assessment of these projects through detailed ridership modelling

Work on each project will inform the other analysis

3

- GO Regional Express Rail (RER)

- SmartTrack concept

- Yonge Relief Network Study

- Scarborough Subway Extension

- Relief Line

- Finch West LRT

- Sheppard East LRT

- Toronto-York Spadina Subway Extension

- Eglinton Crosstown LRT

Connections between future projects and existing lines will form the

foundation of an improved network

Updated Transportation Model

An updated transportation model will help us understand how

each project is related

Key features of the GTAModel V4.0 model include:

• Covers the entire GTHA

• Calibrated using current travel survey information

• Explicitly represents individuals and households

• Trips are modelled for entire 24-hour week-day time period (using five

time periods)

• Considers crowding effects on the transit system and fare differences

4

Public Engagement for Transit Planning Initiatives

5

Working Together • Combined consultations will be held on all projects

– Unified advertising

– Coordinated websites and messaging

– Coordinated social media content

– All projects will be presented and/or consulted on at all events



• June 17: North York



• June 22: Scarborough

• June 24: Scarborough • June 25: Downtown

Meeting Dates

6

Note - All station location and alignment

options being considered are located within

the study area. Residents across Scarborough

and the entire City of Toronto will benefit from

transit and transportation network

improvements created by the Scarborough

Subway Extension

Study Area

7

Study Process

8




Mid/late

Summer













2016


9

Recap of Previous Work

Technical Work

• Finalized Terms of Reference

• Finalized Public Consultation Plan

• Identified potential corridors & station areas

• Created evaluation process and criteria

Consultation

• Two public meetings

• Online consultation

• Convene Stakeholder Advisory Group

– Interactive workshop

10

Recap of Corridor Options

11

What We’ve Heard So Far

• Most positive comments received about McCowan and Markham

corridors

• Interest in considering a fourth station location on several corridors

• Destinations most often highlighted by participants:

– The Scarborough Hospital

– Eglinton GO Station

– Centennial College

– University of Toronto – Scarborough

Comments on study process and consultation plan

• Planning process is too long / too short

• Study area should include U of T Scarborough Campus

• Form an expert Advisory Panel

• Better involve residents to avoid expensive mistakes

• Consider provisions for a future extension

12

Current Work: Preliminary Corridor Evaluation SRT Corridors


Kennedy): 6 min







• Capital cost estimate: to McCowan –

$200M - $300M less than McCowan

corridor; to Markham/Progress - No

significant difference from McCowan

corridor

SRT Corridors are not carried forward due

to their impact on the existing SRT service

and their proximity to SmartTrack

13

Current Work: Preliminary Corridor Evaluation Midland to McCowan Corridor

• Travel Time (Scarborough Centre to Kennedy): 6 min


• Close to SmartTrack corridor (approx 450m)

• 2 Stations located within 500m of Neighbourhood Improvement

Areas

• Development potential at 2 stations in designated growth areas

• Better development potential at

Sheppard & McCowan than Sheppard & Markham/Progress

• Capital cost estimate: $100M less than McCowan corridor

14

Current Work: Preliminary Corridor Evaluation Midland to Markham/Progress Corridor


Kennedy): 6 min



(approx 450m)





• Capital cost estimate: $200-$300M


Midland to Sheppard/Markahm or

Progress Corridor is not carried forward

because the additional capital cost to

extend further east along Sheppard

Ave. E. is not warranted

15

Current Work: Preliminary Corridor Evaluation Hydro and Brimley Corridors


Kennedy): 6 min

• Some overlap with SmartTrack

corridor (1.2 km)


within designated growth areas – No opportunities for growth and

development around Lawrence East due to

Hydro Corridor

• Very difficult to tunnel within Hydro

Corridor

• Capital cost estimate: No significant

difference from McCowan corridor

Hydro and Brimley Corridors are not

carried forward due to the extremely

limited opportunity for development

around Brimley Rd. and Lawrence Ave. E.

16

Current Work: Preliminary Corridor Evaluation McCowan Corridor

• Travel Time (Scarborough Centre

to Kennedy): 6 min


SmartTrack corridor (2.1 km)



Areas


station in designated growth

area

• Opportunity for fourth station

(+$285M), with additional

development potential

• Serves Scarborough Hospital

17

Current Work: Preliminary Corridor Evaluation Bellamy Corridor

• Travel Time (Scarborough

Centre to Kennedy): 8 min


SmartTrack corridor (approx 2.9

km)

• Connects with Lakeshore East

GO

• 4 Stations located within 500m

of Neighbourhood

Improvement Areas


stations in designated growth

areas

• Capital cost estimate: $600M


18

Current Work: Preliminary Corridor Evaluation Markham Corridor


Kennedy): 9 min


SmartTrack (approx 3.7 km)

• Connects with Lakeshore East GO



Areas

• Development potential at 3 stations

in designated growth areas

• Capital cost estimate: $1.2-1.3B


Markham Corridor is not carried

forward due to the additional capital

cost and additional travel time

19

Draft Short List of Potential Corridors

• Midland

• McCowan

• Bellamy

Further refinement

to consider

RER/SmartTrack is

continuing

20

1. Considerations for choosing the subway alignment

• Geometric design

• Physical constraints (e.g. sensitive areas, geology, etc.)

• Auxiliary structures (e.g. bus terminals, emergency exits, etc.)

• Impacts

• Construction methods (e.g tunnel boring, launch sites, etc.)

• Operations (e.g. cross-over tracks, storage, etc.)


21

1. Proposed alignments

2. Discussion

3. Feedback


22

Station

Components



Lawrence East Station (LE1) - Etrances on street for

transfers from bus

Potential Alignments Midland

Corridor • Tunnelling beneath

Midland and north

of Highway 401 • Elevated from

Medland through Scarborough

Centre Station and across Highway 401

• Serves Scarborough Centre, future Sheppard East LRT

• Development Opportunity at Lawrence East

24

Lawrence East Station:



/ Danforth station (EE1)

Potential Alignments McCowan

Corridor




corridor


crossing of West

Highland Creek and

Highway 401

• Serves Scarborough

General Hospital,

Scarborough Centre,

future Sheppard East

LRT

• Potential for future

fourth station at

Eglinton and

Danforth

25


Protect for future Elginton

/ GO Eglinton (EE2)

Potential Alignments Bellamy

Corridor




corridor


crossing of Highway

401

• Serves Eglinton GO

Station, Scarborough

Centre, future

Sheppard East LRT

• Fourth station at

Eglinton GO Station

26

Alternative Station Concepts: Sheppard East

SE1 SE2 SE3

SE4 SE5

Alternative Station Concepts: Scarborough Centre – Midland Corridor

28

SC1 SC2

Alternative Station Concepts: Scarborough Centre – McCowan and Bellamy Corridors

29

SC3 SC4 SC5

SC6 SC7 SC8

Feedback

30

Upcoming Public Engagement

• Online consultation is available now

– http://scarboroughsubwayextension.ca

• Public meetings

• 6 additional meetings are being hosted across Toronto

– June 13 - 25

• Phone: 416-338-3095

• Email: [email protected]

Monday, June 22

6:30 – 9:30 p.m.

Winston Churchill Collegiate Institute

2239 Lawrence Ave East

Wednesday, June 24

6:30 – 9:30 p.m.

Scarborough Civic Centre

150 Borough Drive

31

http://scarboroughsubwayextension.ca/






Mid/late

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Scarborough Subway Extension Phase 2 Stakeholder Advisory Group Meeting Minutes

Date of Meeting June 1, 2015

Start

Time 5:00 PM

Project Name Scarborough Subway Extension EA

Location Bendale Branch, Toronto Public Library, 1515 Danforth Rd

Regarding Stakeholder Advisory Group Meeting

Minutes Prepared By Tiffany Lobb, AECOM

On Monday, June 1, 2015, from 5:00 to 8:00 p.m., the City of Toronto and TTC hosted a Stakeholder Advisory Group (SAG) meeting for Phase 2 of the Scarborough Subway Extension project assessment study. The purpose of the SAG is to provide organizations representing a broad range of interests with the opportunity to learn about and provide input into the study. This second meeting focused on:

1. Preliminary analysis of corridors

2. Factors and constraints in choosing alignments and station locations

3. Feedback on potential alignments

Seventeen SAG member organizations were represented, as well as nine staff members representing the City of Toronto, TTC and consultants. The format of the meeting included a presentation focused on the coordination of transit planning in Toronto, recap of Phase 1 of the study, preliminary analysis of potential corridors, and the potential alignments. The presentation was followed by a Question and Answer session. The SAG members then participated in group discussions about the possible alignments and station concepts. The summary below captures the questions, comments and feedback received during the SAG meeting. Attending

Organization

BILD GTA Nick Poulos

Audrey Jacob

CD Farquharson Community Association Stephen Casselman

CodeRedTO Patricia Wood

Eglinton East-Kennedy Park Ionview NAP Lauran Hammond

Glen Andrew Community Association Gary Comeau

Kevric Real Estate Corp Inc Mike Zenker

North Bendale Community Association Jason Rodricks

Oxford Properties Johann Schumacher

Scarborough Hospital Robert Biron

Sheppard East Village BIA Ernie McCullough

Sheppard Subway Action Coalition Lai Chu

Pat Sherman

Toronto District School Board Erica Pallotta


Organization

Tesco Multicultural Settlement Services Sithambarapilla A Suresh

Transport Action Ontario Bruce Budd

TTC Riders Shaun Cleaver

Observers

City of Toronto Deputy Mayor Glenn De Baermaeker

City of Toronto Councillor Chin Lee

Durham Region Transit Mike Binetti

Staff

TTC Gary Carr, Project Manager

City of Toronto Michael Hain, Transportation Planner

City of Toronto Charissa Iogna, Transportation Planner

City of Toronto Kate Kusiak, Senior Public Consultation Co-ordinator

City of Toronto Mike Logan, Senior Transportation Planner

City of Toronto Gary Papas, Transportation Planner

City of Toronto James Perttula, Program Manager

AECOM Scott Thorburn, Vice President

AECOM Tiffany Lobb, Communications Planner (note-taker)

Also Invited

Centennial College

Chinese Cultural Centre of Greater Toronto

Curran Hall Community Association

Dorset Park Community Hub

Dorset Park Neighbourhood Association

East Scarborough Storefront

Evergreen

Kennedy Road BIA

Midland Park Community Association

Pembina Institute

Scarborough Centre for Healthy Communities

Scarborough Neighbourhood Action Plan (NAP) Committee

Scarborough Village NeighbourhoodAssociation

Toronto Association BIAs

Toronto Catholic District School Board

Toronto Centre for Active Transportation

Toronto Region Board of Trade

Urban Land Institute


Agenda Item

1. Introductions

James Perttula opened the meeting providing brief introductions and referred attendees to the Agenda that was distributed prior to the meeting and at the sign-in desk

All attendees and meeting staff stood up and introduced themselves with their name and organization

2. Presentation and Q&A

Mike Logan provided a recap of phase 1, what we’ve heard so far through the public consultation, and outlined the short list of potential corridors, potential alignments and station concepts

Scott Thorburn presented information about what goes into making a station and explained the technical drawings and meanings before breaking the group into discussion tables

Midland Corridor

Comment/ Question Response

Are people in the northeast part of the City aware that they’ll be sitting on buses for 3 years instead of the subway?

The assessment is considering this as a clear negative impact in the assessment of this corridor.

I don’t think anyone was in favour of Midland at the last meeting because of the proximity to SmartTrack. Suggesting this corridor is confusing the discussion. I’m curious why this was even considered as an option.

The short-list was developed by selecting the preferred corridor in the east, central and west areas of the study area. This corridor was preferred to the SRT options, and to the Midland option to Sheppard/Progress. Proximity to SmartTrack is significant but we don’t know how significant until the detailed ridership modelling is done. It is prudent to continue considering a corridor in the west part of the study area until we better understand the impacts of SmartTrack and GO RER.

There is also development potential along Midland. When we look at the intersection of Midland and Lawrence in particular, we see opportunities for future residential and employment uses.

I take the TTC even though I’m close to the GO because of pricing and because the TTC comes more often, I don’t have to worry about being late. I wouldn’t take the SmartTrack no matter how close it was to the TTC because of the pricing, my pass doesn’t transfer as of

Fare structure is an important part of understanding how GO RER and SmartTrack will impact the rest of the transit network. Our modelling is considering a number of scenarios to help us understand how fares impact ridership.


now. Hopefully in the future it will.

We need to look at a 5-station option that goes via Markham to Centennial College, then west through Scarborough Centre to GO line, using as much of the re-built elevated SRT facility as possible, then north at-grade in the GO corridor to Agincourt RER/SmartTrack hub.

Can this option be explored further?

We already have that system connectivity at Kennedy and, rather than Agincourt Station, we want to serve areas further east on the Sheppard corridor. The route you are describing would likely cost well over $1 billion extra. We have reviewed it further but have concluded that the benefits are not sufficiently compelling to justify the additional investment.

McCowan Corridor


What is the rationale in deciding these top three corridors? McCowan and Bellamy seem to be side-by-side, this doesn’t make sense

There are pros and cons to each option. We used a reasoned trade-off approach to identify the best amongst similar options in the east, west and middle. There are significant differences between the two in spite of their relative proximity –McCowan serves the hospital; Bellamy makes a connection with GO.

Are there issues going over versus going under the 401?

Yes. Going over the 401 would cost less, but there are also constraints with construction over the 401. For both the McCowan and Bellamy alignments, it would not be possible to reach an elevation sufficient to go over the 401, so they will need to be tunnelled. There are also some climate/weather issues with going over.

What is the employment number at Scarborough Hospital? What kind of traffic goes through the hospital?

[Answer provided by Robert Biron, Scarborough Hospital] Ballpark figure is 2000 employees and then hundreds of thousands of visits per year at the hospital. We do not know how many of those take transit because we don’t track that. We did hear a fair bit of discussion regarding lack of access to the hospital via public transit and it’s definitely something we’re considering.

How important is hospital access to the final decision?

A lot of the riders on the existing SRT come from the Lawrence bus so that is going to be considered. At the last meeting, we heard that the hospital is a strong community asset and it’s important to connect the hospital with public transit.

Bellamy Corridor


Does the Bellamy corridor have a station at the Scarborough Hospital?

No it would not.

Bellamy is not nearly as popular a street Bellamy and Markham have some of the same benefits but


as Markham road. There are more opportunities on Markham. I don’t understand why Bellamy was chosen instead.

Markham would cost at least $600M extra. Having said that, this is why we’re here; we want to hear perspectives from everyone. If we recommend an option that costs more than a billion extra dollars, we need to have a very compelling benefits case. The greatest similarity we saw with Bellamy and Markham is the important connection to the Lakeshore East GO line. Again, within the 9 proposed corridors, we picked the best corridor in the east, the best in the west and the best in the middle so we could have the best range of corridors to consider further.

The demographics of Scarborough have changed drastically over the past few years. More Scarborough citizens are using public transit because they need it, because they do not own cars. It’s a real problem to get access to the hospital from where a lot of these people live.

Comment noted.

What is the additional benefit of connecting the GO with the subway line on the Bellamy corridor? Do you have the numbers of people you’re helping to back up the additional cost of $600 million?

We know that this is an important connection from a network perspective, but we need to complete detailed ridership modelling. This modelling will consider a variety of scenarios to ensure that we understand how different factors such as fare structure and service concepts impact ridership.

General Comments

Which corridors will you be testing in the detailed ridership modelling process?

The three short listed corridors will be modelled. The modelling will also consider a variety of scenarios to ensure that we understand how different factors such as fare structure and service concepts impact ridership.

Given the importance of the model, what is on the table to discuss tonight?

The focus for tonight is for you to give feedback on the preliminary analysis and to focus on the station concepts at key intersections where the stations could potentially go. We also want to get your reaction to the three short listed corridors. We are waiting to see how the new variables (SmartTrack) affect our plans on selecting corridors and station locations.

I believe roughly 90% of all rides from Scarborough start at the Scarborough Centre. The biggest impact will be at Sheppard because a large number of people who currently arrive at Scarborough Centre by bus will switch to

Scarborough Centre is expected to continue to be the most significant hub for regional transit and transfers, as well as the most important destination.


Sheppard.

Are the evaluation criteria available online so we can see the pros and cons of each corridor on our own time?

The final evaluation criteria are available online, and the results of the preliminary analysis will also be made available online before the public meetings.

Why is everything ending on Sheppard when the Sheppard East LRT has been cancelled?

The Sheppard East LRT has not been cancelled; We understand from the recent announcement from the Province that it is scheduled to begin construction in 2021 and be open for service in 2026.

Could something be done to keep the SRT open during construction of the subway so that transit riders don’t have to just use the buses? The buses are a nightmare and anything to avoid their use would be preferable.

The SRT will be maintained as long as possible during construction; its continued operation is an important consideration in the evaluation of potential corridors and alignments. If either the McCowan or Bellamy option is identified as the preferred corridor, the SRT should be operational until the subway opens.

3. Group Discussion

The group discussions were divided into three periods of 20 minutes each. o 20 minutes for discussing alignments broadly, Eglinton Avenue Station Concepts and

Lawrence Avenue Station Concepts

o 20 minutes for discussing the Scarborough Centre Station Concepts

o 20 minutes for discussing Sheppard Avenue Station Concepts

Part 1: Alignments, Eglinton Avenue Station Concepts and Lawrence Avenue Station Concepts

Comment Response

Is there much expropriation with these corridor alignments?

Those are conversations we will need to have when deciding on the final options. We may need to acquire some property for any of the options.

Why would you even consider making stops 4.3 km apart? You need 4 stations, 3 should not even be an option.

Comment noted.

I think you need both Eglinton stations (at Danforth and Bellamy) if you’re planning to run the Bellamy corridor.

Comment noted.

The McCowan Eglinton option makes more sense. The pickup and drop off location to the south is excellent.

Comment noted.

There is a lot of traffic and a lot of pedestrians along Danforth road.

Comment noted.


Bellamy and McCowan provide easier access from the north of the street.

Comment noted.

Why is the Lawrence East station on the Midland corridor south of the intersection?

It is better to avoid putting the station box directly under an intersection, because that likely means closing both arterial roads during the station's construction. That said, this is an exampleconcept only and the station box can be moved.

Why can’t you have a through bus to keep on going so people can get off at the subway station and keep traveling the same way instead of looping back around?

Since most bus ridership is destined for the subway, it saves a lot of operational costs to split the routes and "turn back" at the stations.

Woouldn’t we need a severely deep subway station at Lawrence andMcCowan? Is this feasible?

If the alignment is completely tunnelled, yes, but we are looking at options that would go over the Creek and then go back underground north of Lawrence. Having said that, deep subway stations are certainly possible.

McCowan option is the best along Lawrence Avenue.

Comment noted.

At first I was opposed to Midland, but after the presentation related to each route it makes more sense.

Comment noted.

I prefer McCowan. McCowan should include the 4th station.

Comment noted.

The issue with only protecting for the station rather than building it right away is that the future phase to add station is unlikely to occur.

Comment noted.

There is a lot of development potential at Danforth and Eglinton.

Comment noted.

Kennedy is a poorly designed station, a new station at Danforth and Eglintonwould help relieve Kennedy / alleviate some of the issues faced at Kennedy.

Comment noted.

Maximize ridership and development opportunities.

Comment noted.

I doubt that an alignment along Midland would create any increase in

Comment noted.


development activity; despite the construction of the SRT, we have seen very little development opportunities or changes happen in the last few decades.

3 stations is best for the McCowancorridor: Scarborough Centre, Hospital deserves a stop, Sheppard end of line

Already heavy traffic atMcCowan/Lawrence, can’t have PPUDO or bus terminal right at the intersection.

Comment noted.

Want to build network for community it serves, not just population on top of station – need to make bus feeder work because not everyone has a car.

Comment noted.

You need parking in Scarborough – look at Kennedy and Warden stations (especially Scarborough Centre and Sheppard).

We have had initial discussions with the Toronto Parking Authority about opportunities to provide some parking.

Park and ride is a small proportion of TTC riders.

Comment noted.

Bus drop-off on street looks pretty terrible – one fully accessible entrance for all four directions is terrible.

Comment noted.

The three most important things are bus transfers, development and parking.

Comment noted.

The planning department is holding development back.

Comment noted.

Concerned about lack of development around SRT at Lawrence and I think that the subway won’t make any difference to future development at this station.

Comment noted.

Midland and Lawrence has better development potential but McCowan has better locational attributes.

Comment noted.


I appreciate that Bellamy is closer to Markham where there is higher potential for growth.

Comment noted.

I like the connection to GO station on Bellamy and it makes it equal toMcCowan corridor.

Comment noted.

Connection to GO is positive in theory, but most people use GO to reach downtown so the connection wouldn’t necessarily change commuting patterns. Planning for the connection to GO would be planning for the long term future of commuting and relies on redevelopment.

Comment noted.

Note on map: LE2 – This needs to be a full entrance! Maybe down to an open concourse. Sketch indicates 1) full entrance on north-east corner 2) bus stops on Lawrence Avenue East, west ofMcCowan and another on McCowansouth of Lawrence 3) full entrance at south east corner.

Comment noted.

Note on map: EE2 – Re: Eglinton GO/Bellamy station – currently there are 2600 people using that station. What would the transfer activity be at this station if Line 2 met 15 minute RER service on the LSE?

Comment noted.

Note on map: McCowan corridor alignment is good since it connects with the hospital.

Comment noted.

Note on map: McCowan corridor – best route McCowan consider (2nd) above Bellamy.

Comment noted.

Part 2: Scarborough Centre Station Concepts

Comment Response

We do not like SC 1 or SC2 for the Scarborough Centre.

Comment noted.

SC7 is a bad option because of the seven Comment noted.


minute walk from the bus terminal to the station. Seven minutes is too far to walk.

We would like to see an integrated station here so transit riders don’t need to be exposed to the weather or have to step outside at all.

Comment noted.

SC4 is a good option because of the development opportunities.

Comment noted.

Scarborough Town Centre has 22M visitors a year. This compares to 24M atYorkdale, 21M at Square One.

SRT is most common entry – 7 m; the second most common entry is south eastcorner.

Comment noted.

Scarborough Town Centre would like link between subway and Scarborough Centre through mall under cover.

Comment noted.

SC3 and SC4 work for Scarborough Town Centre.

Comment noted.

“High line” type park for old SRT corridor to draw needed residential developments near mall.

Comment noted.

Want west facing door from station onMcCowan and east facing to bring in people from Consillium Place.

Comment noted.

Scarborough Centre is unlike any other place in Scarborough – ultimately it will become urban.

Comment noted.

SC5 – long walk with the stacked bus terminal option.

Comment noted.

No one prefers the Midland station location options SC1 and SC2.

Comment noted.

I like the connection to the mall that Midland station could offer, it could be similar to Queen station with the Eaton Centre. So, even though eliminating

Comment noted.


these station location options, the direct connection to the mall from the subway is important.

There is a need to have the station closer to McCowan because of the future potential east of McCowan, but should still connect to the mall. It’s important to keep in mind the connection to the east of McCowan because this is the future of the Centre and we have to be able to connect across the street.

Comment noted.

Want to protect for additional future entrances as development occurs.

Comment noted.

PPUDO facility is important; some existing PPUDOs are too small.

Comment noted.

It might be good to have 2 PPUDOs rather than one large one.

Comment noted.

Everyone wants one large bus terminal where all bus facilities would connect to make it convenient for all riders (SC3 and SC5).

Comment noted.

Residents argue that the different types of riders should be acknowledged in the bus terminal planning (e.g., some people have luggage, etc.).

Comment noted.

Building one large station provides opportunity to make the terminal a feature of the Centre. Make it beautiful and active like Union Station ‘hub’.

Comment noted.

SC6 – entrances too remote from station and/or office buildings or mall

Comment noted.

SC5 – “hub” together with GO Trains; walking distance to station from fully accessible entrance very long

Comment noted.

SC3 – Make ‘kiss and ride’ bigger with 2 drop offs; station connect to shopping mall; future development to be

Comment noted.


considered on Progress

SC4 – good connection between subway and TTC bus terminal but far entrance

Comment noted.

SC1 and SC2 – Midland not preferred Comment noted.

Part 3: Sheppard Avenue Station Concepts

Comment Response

I like that there are options on both the east and the west sides.

Comment noted.

SE2 is the best alignment. If you’re going to expropriate land, you don’t want to expropriate like you would need to if you went with SE1.

Comment noted.

The platform location, pickup and drop off location and the alignment are best in SE2.

Comment noted.

The concern with the Midland corridor when it cuts across Progress is that it will change the line of apartment buildings and condos along Progress. The subway will encourage further development. Can zoning laws be changed and is this a possibility?

Zoning laws can be changed.

North west corner of Sheppard/McCowanis prime development property – preserve it.

Comment noted.

Station further north (north of Sheppard) is better.

Comment noted.

Why not southwest corner? There are challenges with the tunnel alignment to have a station in the southwest corner.

SE5 is good except PPUDO further north, consolidated with bus terminal

Comment noted.

SE3 – bus terminal south of Nugget Comment noted.

What if Sheppard LRT never happens? How far will Sheppard buses have to divert?

The Sheppard East station will be designed to interface with the LRT station design, which is a centre platform on the east side of McCowan Road. All busses, both before and after construction of the LRT, would either stop on street,


adjacent to the new subway station, or may use the new bus terminal that would be built as part of the new subway station. We want to provide a convenient connection between all bus services and the subway.

Should protect for potential Sheppard subway.

Comment noted.

A lot of people are going to Sheppard and will need lots of parking.

Comment noted.

Concern about terminating buses at Sheppard and forced transfer to only get to Scarborough Centre.

Comment noted.

Protect for portal for Sheppard East LRT for internal transfer.

Comment noted.

Scarborough isn’t a suburb, but it isn’t the City either.

Comment noted.

SE2 – optimize bus terminal position for running times depending upon their routes

Comment noted.

Station should be on the north side of Sheppard because there is more development potential and creates easy connection.

Comment noted.

PPUDO is also important to have because it’s the terminus. PPUDOs should not be located at the intersections because they sterilize development (SE3, SE4, and SE5).

Comment noted.

There will likely be more car traffic here, so have consideration for development potential but acknowledge the car traffic; we may need a parking structure.

Comment noted.

SE3 and SE5 – bus terminals are too far from the station

Comment noted.

SE1 and SE2 are more convenient. Comment noted.

SE2 bus terminal is poorly located for development potential, would sterilize

Comment noted.


Sheppard frontage.

The station needs to be well designed for riders, should be convenient, accessible, and offer retail and food options.

Comment noted.

Need to have Sheppard station to reduce crowding in the Centre station area and connect to LRT.

Comment noted.

SE5 – good option but move PPUDO Comment noted.

SE1 – second best option Comment noted.

SE4 – good option but move PPUDO Comment noted.

SE2 – best option Comment noted.

SE2 – Bus terminal fronting onto Sheppard is a lost opportunity

Comment noted.

4. Wrap-up and Final Comments

Key discussion points were highlighted from each group:

Table 1:

o The McCowan corridor was the most popular among the top 3 short listed corridors

o Preserving access to future developments happening on the east side of McCowan is important

Looking for a passenger pickup and drop off area located in two facilities, not just one Table 2:

o We had a unanimous negative decision regarding Midland corridor

o McCowan seemed to be the favourite option among the group

o Consider existing condos and future development when considering the final station concepts

Table 3:

o McCowan alignment was the favourite option

o Controversial ideas regarding parking – the public wants easy ways to get to the stations whether you`re driving, walking or taking public transit

Next steps were shared:

o The next set of public meetings in Scarborough take place Monday, June 22 and Wednesday, June 24 from 6:30 to 9:00 p.m. and six additional meetings are being hosted across Toronto from June 13 to June 25


o The team is looking for this group to spread the word to their members and

organizations. City staff would be pleased to provide any information or support to member organizations.

o You can contact City staff directly if you have any needs or more questions/comments

Questions and comments related to the wrap-up

Comment Response

It`s important to have a subway connection to the Scarborough Town Centre like the connection at the Eaton Centre so transit riders don`t have to go outside. If you could get a covered link from the Scarborough City Centre to the Town Centre mall, it would be best.

That`s a good suggestion, we will take this into consideration.

Parking needs to be a bigger consideration at Scarborough Centre and Sheppard Avenue. It would be great if drivers could park at Sheppard and not have to travel down McCowan to Scarborough Centre

While parking is not within the scope of this project, we have heard this comment from stakeholders and the public. We have engaged the Toronto Parking Authority – the City agency who are experts in parking – and they will be identifying where there is a business case to be made for additional parking.

Where in the analysis is the discussion about the overload on the existing Bloor Danforth line? Is this issue going to be handled? With an additional subway extension, the traffic is going to grow and the congestion will become unbearable.

That’s a very important question and Metrolinx is also thinking about that. All current transit projects in the GTA raise similar questions and detailed modelling that will be done over the summer will help us understand these issues.

Is there any chance to have a network like Rogers TV broadcast the upcoming public meetings?

That won't be possible for the meetings this month, but we will be posting all information, including presentations, online.

To get more people to attend these meetings, why don’t we use the councillors mailing list to mail out advertisements?

Many councillors have been doing this regularly and posters are sent out to libraries and schools to get the word out. We're always looking for ways to get the word out.

Government & Nonprofit

Scarborough Subway Extension - June 2015 Public Consultation Report