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Transit

As you know, given the fact that almost as many people commute from Toronto, as they do going in to our city on a daily basis, I have been advocating for a regional approach to building a transit network. Implementing a regional sales tax, tolls or other tools across the Greater Golden Horseshoe (GGH) would create new, and dependable, revenue streams paid into by everyone in our region rather than have any one city cover capital expenses through their property tax base.

 

Tolls or a regional sales tax would also offset the current burden on transit riders to pay for the preponderance of transit costs solely through the fare box. My motion for Toronto and GGH municipalities to enter into negotiations with Metrolinx (the provincially mandated transit planning body for Toronto and the GGH) was recently adopted at Executive Committee and will come to full Council in July. This motion requests the City Manager to work with Metrolinx to explore a variety of regional funding mechanisms with officials from across the GGH to move forward with a regional transit funding plan. Any funding initiative should be done on a regional basis to mitigate unintended consequences including job loss and consumer avoidance. Ultimately, we want the City of Toronto to have a leading seat at the table with its partners as Metrolinx's process moves closer to fruition.

 

Metrolinx has stated that it will deliver a $40 billion transit funding plan to support the Big Move Plan early next year that will include all the municipalities in the GGH. I believe it may be prudent to read this report, and consider a shared and regional system, before Toronto offers to assume a OneCity approach.


I will continue working with Council to create a transit funding model that delivers on the priorities that matter most to residents. Moreover, I submit that while we debate how best to expand our transit system, we must always keep in mind that addressing the current, unacceptable overcrowding on the Yonge subway line during rush hours, and state of good repair, must be our top priority while we introduce more riders to the system. The new transit lines already approved by Council, and supported by Metrolinx, are moving forward including Finch Avenue, Sheppard Avenue and the Eglinton Crosstown. These projects will be paid for by a "one-time" funding allocation from the provincial government.


Your feedback is very important to me and I will continue to keep you informed as this discussion progresses. I am committed to creating an efficient, reliable and accessible rapid transit system that helps reduce gridlock and connects our region, neighbourhoods and residents. The path we take must be both visionary and evidence-based, fully funded and fiscally responsible.

 

Ultimately, I am pleased that we are now debating how exactly we should fund transit expansion- rather than whether there's a need to have a plan at all.

Sincerely,

Josh Matlow
Toronto City Councillor
Ward 22-St.Paul's
www.joshmatlow.ca

My letter to the TTC regarding their proposed shutdown of Yonge subway tracks

October 3, 2013

 

Andy Byford

CEO, Toronto Transit Commission

1900 Yonge St

Toronto ON  M4S 1Z2

 

 

 

Dear Mr. Byford,

 

 

Recently, you informed me that the TTC expects to require a temporary closure of the Yonge subway line between St. Clair and Eglinton stations at some point in the future. I appreciate this advance notice.

 

 

We all understand that the City needs to maintain and construct new infrastructure to keep the lights on, water running and, in this case, get residents to work and back. However, Torontonians expect that this work is done properly, as quickly and with as minimal a disruption to their daily lives as is possible.

 

 

Given that this closure would shut down a portion of our city's busiest transit route, it has the potential to affect thousands of transit riders including commuters from across our city and region, shoppers and tourists. It is absolutely imperative that we are fully prepared well in advance to accommodate everyone who needs to travel through and within Midtown Toronto.

 

 

I am writing to urge you to take the substantive steps necessary to keep Toronto moving. In a publicly accessible response could you please consider the following points/questions:

 

 

A) Is it necessary to shut down the tracks during operating hours and/or weekdays? Could the work be done overnight and/or on the weekend?

B) And if A) is not feasible and you can demonstrate to the public why, could the work be done in August when fewer people are working?

C) With transportation capacity significantly reduced would prioritizing shuttle buses (perhaps with shuttle bus-only lanes) ensure that riders can continue to move during this period of disruption?

 

 

The city does not have to grind to a halt during this subway closure as long as the TTC  proactively addresses the situation. I am requesting that the strategy you develop be open and transparent, incorporating feedback from Toronto residents.

 

 

I look forward to your response, and to learn more about your plans, at your earliest possible opportunity.

 

Sincerely,

 

 

 

 

Josh Matlow
Toronto City Councillor

Ward 22 – St. Paul’s

 

 

cc:       Karen Stintz, TTC Chair and City Councillor, Ward 16 – Eglinton-Lawrence

Stephen Buckley, General Manager, Transportation Services

 

My letter to TTC CEO Andy Byford requesting more information about the proposed Scarborough subways

Below is my response to TTC CEO Andy Byford's reply to my letter requesting more information about the proposed Scarborough subways.

 

October 7, 2013

 

Dear Mr. Byford,

 

Thank you for your letter dated October 4, 2013 in response to my letter dated September 30, 2013 requesting additional information for the upcoming City Council meeting where future options for rapid transit in Scarborough will be debated. I appreciate the time you and your staff have taken to respond to my concerns with the McCowan Corridor subway extension of the Bloor-Danforth line and your overall dedication to improving public transit for Torontonians.

 

I welcome the information provided in your response on cost issues including the SRT decommission, responsibility for cost escalations and the process for allocating funding for engineering/design work associated with the new Environmental Assessment that would be necessary for the proposed McCowan Corridor subway extension. Your letter was also useful in highlighting a number of determined costs including $30-40 million per year in capital maintenance and unknown costs such as the cancelled Bombardier contract that are not including in the $3.56 Billion estimate contained in the Report from the City Manager on Scarborough Rapid Transit Options.

 

As noted in your letter, detailed planning work has not been undertaken for the McCowan Corridor extension. I was provided a description of the process used in past transit forecasting analysis and specific data from the 2006 Scarborough RT Strategic Plan, but little in the way of specific data, models and methodology used for ridership projections for the McCowan Corridor extension as requested in my letter. The density and trip origin numbers provided contemplated the route alignment of the approved LRT contained in the signed Master agreement between the TTC, City and Metrolinx. If the TTC has generated similar studies for the McCowan Corridor extension used to generate its ridership forecasts for the proposed subway I would request that it is provided to Council as an appendix to CC. 39.5: Scarborough Rapid Transit Options: Reporting on Council Terms and Conditions in the Council meeting agenda.

 

Of particular concern is your revelation that the TTC has not determined overall trip time from point of origin, including time of travel for walking and bus, for the LRT and the proposed McCowan extension given its importance to transit riders and their representatives on Council. As the subway option provides decreased geographic coverage and fewer stops it is likely that many Scarborough residents would confront a longer overall commute with this option than with the LRT. Having this information quantified would be helpful for Councillors and residents.

 

I understand that it is standard practice to perform detailed planning work only after approval for a project is given. However, this is not a standard transit planning exercise. If Council gives Staff permission to move forward studying the subway extension, the only alternative - the fully-funded, shovel-ready Scarborough LRT - is dead. And in four years, if the EA confirms that the Relief Subway is, in fact, a prerequisite for the McCowan Corridor extension or it is determined that it is indeed more of a regional route that Toronto taxpayers should not be funding alone, or the technical studies find it is exorbitantly expensive due to geological features, what do we do? We'll have spent several years studying it and hundreds of millions of dollars keeping the current RT standing with nothing to show for it. Given the risks associated with the decision before Council, the TTC's rationale underpinning the McCowan Corridor extension is inadequate.

 

I appreciate the quick response you provided to my letter and your candour in answering my questions. I look forward to discussing this issue with you further at City Council on October 8, 2013.

 

Sincerely,

 

Josh Matlow

Toronto City Councillor

Ward 22 – St. Paul’s

www.joshmatlow.ca

 

cc:

Joseph Pennachetti, City Manager, City of Toronto

Jennifer Keesmaat, Chief Planner & Executive Director, City Planning, City of Toronto

Bruce McCuaig, President & CEO, Metrolinx

 

Click here to download my response to TTC CEO Andy Byford's reply to my letter requesting more information about the proposed Scarborough subways as a print-ready PDF.

 


Below is TTC CEO Andy Byford's reply to my letter requesting more information about the proposed Scarborough subways.

Click here to download the full reply from TTC CEO Andy Byford as a print-ready PDF file.

 


Below is my original letter to TTC CEO Andy Byford requesting more information about the proposed Scarborough subways.

 

Dear Mr. Byford,  At the upcoming October Council meeting my colleagues and I will be asked to overturn a decision that would have delivered the 7 stop Scarborough LRT in a completely traffic-separated right-of-way without traffic lights or cross streets at no cost to the City as per the current Metrolinx Master Agreement in favour of a 3 stop subway extension (as approved at the July Council meeting) for approximately $1 billion to be paid for through property taxes. It is vital that my colleagues and I receive accurate and fulsome technical and financial information from the TTC beforehand. Please make the following information available to City Council and the public:  •	Data, models, assumptions, and methodology used by TTC staff to determine the respective ridership projections for a light-rail conversion and a subway extension including:  o	Trip origin of riders. With each mode of transit, where are the riders expected to start their journey? How many riders are from Scarborough? How many are from other municipalities in the Greater Toronto Area?  o	Future density assumptions, identifying where and how growth will occur •	From point of origin including time of travel for walking and bus, what is the average trip time for Scarborough residents from different municipal ward boundaries (or other delineated land parcels) to Yonge/Bloor station using both subway and LRT? •	Cost to the City of project escalation (nominal dollars) associated with the subway extension only, as Metrolinx will pay these costs if Council opts for the LRT plan •	Annual ongoing operating and maintenance costs associated with the subway extension only, as Metrolinx will pay these costs if Council opts for the LRT plan •	The cost of the subway was estimated in a January TTC report (pg 16) at $2.8 billion. Please account for the $500 million cost discrepancy as compared to the figure cited in the July report to Council •	Cost to decommission current SRT •	Cost to cancel Bombardier LRT contract •	Cost and length of time for new Environmental Assessment for the subway extension •	Cost of engineering and design work for the subway extension •	Cost of permanently providing parallel bus service due to wide spacing between subway stations. •	Describe additional pressures on Bloor/Yonge subway and other effects on TTC network resulting from potential Scarborough subway extension o	In particular, how will service quality and travel times be affected for riders travelling on the Yonge line (including those from Scarborough) if the Relief Subway Line does not open at the same time as a Scarborough subway extension? •	Describe need for Automatic Train Control (ATC) that would be triggered by a Scarborough subway extension including the changed timeline for implementation and cost •	Any additional costs associated with the subway? •	How would shifting resources toward a Scarborough subway extension affect the ability of the City to move forward with projects that have been identified as a higher priority including the Relief Line? Would construction costs be driven up? Would locating additional boring machines be an issue? Would current TTC staffing levels be sufficient?  The TTC has requested similar information from Metrolinx to evaluate the provincial subway option in its September 25 report to the TTC Commission.  Please provide the requested information by October 1, 2013 to give Councillors a week to review it prior to the Council meeting. I appreciate your exemplary service for Toronto transit riders and eagerly await your response.  Sincerely,      Josh Matlow Toronto City Councillor Ward 22 – St. Paul’s www.joshmatlow.ca

Click here to download my letter to TTC CEO Andy Byford as a print-ready PDF file.

 

 

Read more: My letter to TTC CEO Andy Byford requesting more information about the proposed Scarborough subways

   
   

Build The Relief Subway Line Now!

The Relief Line is seen on the map in red.

 

UPDATES

 

April 2017: The City has announced a new preferred alignment for the Relief Line that will continue along Eastern Avenue and turn north on Carlaw Avenue, instead of Pape. The new recommended alignment will be going to Executive Committee on May 16th and City Council on May 24th.

 

 

Original alignment in red, new proposed alignment in blue.

 

April 2016Council has asked Chief Planner Jennifer Keesmaat to continue studying a coordinated, network-approach transit plan that includes the the Relief Line subway. A preferred corridor from Pape Avenue to downtown via Queen Street or Richmond Street was also approved, with preferred alignment and stations to be brought to the June 28, 2016 Executive Committee meeting.

 

While the pressure and overcrowding at Yonge-Bloor must be addressed in the initial phase, the immediate next phase should be extending the line north to Eglinton.


March 2015: Please click here to watch a new video from Toronto's City Planning Department about the need for a relief line and further information about the current public consultation process.

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It's time to stop the endless debates. Toronto City Council has a responsibility to use honest, evidence-based and fiscally responsible transit planning rather than rhetorical political posturing. We can't keep waiting to improve transit and fight gridlock. Toronto needs the Relief Subway Line now.

 

printPDF Click here to download this information as a brochure to print and share.

 

What is the Relief Subway Line?

The Relief Subway Line would provide an alternative to our existing subway system that’s already overcrowded during rush hours, curb gridlock on our city’s streets and increase access to jobs and attractions. It is the evidence-based subway expansion project that would be an integral part of a "comprehensive network approach" that would most improve Toronto’s economy and residents’ quality of life.

 

Following consultation and study, council has approved an alignment that would see a new transit line move from Pape Subway Station south to Queen/Richmond Streets, and then west to Spadina Avenue. Along with helping to relieve the extreme overcrowding at Bloor-Yonge station created by riders coming into downtown from the east, the alignment has a number of other advantages. They include:

 

  • Creating a dynamic multi-modal hub in the core
  • Creating an interchange centre at Nathan Phillips Square at City Hall
  • Creating a strong connection to the Financial District, including universities, hospitals and public institutions
  • Does not add to substantial pedestrian congestion at Union Station
  • Compliments both a planned transit priority corridor along King Street and the Regent Park Neighbourhood Improvement Area
  • Requires a shorter crossing of the Don River and minimizes soil stabilization needs, resulting in significant cost saving compared to other options

 

While the pressure and overcrowding at Yonge-Bloor must be addressed in the initial phase, the immediate next phase should see the line extended north to Eglinton Avenue. This must be in any plan approved by council.

 

For more information about the options evaluated by city staff and council, please click here.

 

As seen on the map above, the next two phases include (along with extending the line north to Eglinton), going west and then north to Bloor near High Park. However, while both should be completed, projected ridership numbers and the introduction of the Eglinton Crosstown LRT bringing additional riders towards Yonge Street, suggest that the northern extension serving residents from North York and Scarborough should be a higher priority.

 

 

The Relief Subway Line is Toronto's Real Top Transit Priority

What subway expansion project does Metrolinx CEO Bruce McCuaig, TTC CEO Andy ByfordToronto's Chief Planner Jennifer Keesmaat and City Manager Joe Pennachetti all agree is Toronto's top transit priority? The Relief Subway Line.

 

This City Council term has unfortunately featured transit debates long on rhetoric and short on facts. The Relief Subway Line is the one line that most transit experts agree is not only justified by high ridership but will very shortly become necessary if we are to avoid crippling overcrowding elsewhere on the subway system and curb gridlock on Toronto’s streets.

 

Photo of crowded Bloor platform on Yonge subway line.

 

As any resident who rides the subway knows, the Yonge line is already at capacity. During rush hour at stations like Eglinton it is common to wait for two or three trains before boarding and once on, you’re crammed in like a sardine.

 

The overcrowding is most critical at Bloor-Yonge station, which is already overcrowded with another 45% increase in users expected over the next twenty years. Even with signal improvements and the new, larger trains we can’t keep ahead of this growth.

 

Metrolinx, the provincial transit agency, has identified the Relief Subway as a priority for the next phase of projects to be started within fifteen years.

 

Toronto can't wait that long.

 

Relief Subway Line infographic

 

100 Years of Delays and Inaction

The Relief Subway is a long considered transit route providing an alternative link between the suburbs and the downtown that has taken various forms in City and TTC planning documents over the past century. As early as 1910, City planners recognized the need for a 'U-shaped' line linking the eastern and western portion of the City with the core, and produced the map below.

 

Map of 1910 relief line subway plan for Toronto.

 

Plans and studies for a Relief Subway Line were also put forward in 1944, 1973, and 1985. Unfortunately, these plans have done little more than collect dust on a shelf. In their 2012 Downtown Rapid Transit report the TTC once again made the case to construct the Relief Subway Line. We cannot afford to let another opportunity leave the station.

 

Take Action Now!

Please write to the Premier of Ontario, the Minister of Transportation, and your local representatives to tell them:

 

  • You are tired of waiting for two or three trains on the overcrowded Yonge line.
  • You want a transit system that will curb gridlock by being a quality and realistic alternative to driving a car.
  • The Relief Subway will mean a faster route in and out of downtown for residents from across Toronto (including Scarborough and North York).
  • The current transit network in and out of downtown will reach capacity by 2031.
  • Tax dollars should be spent on our real transit priorities.
  • Toronto needs the Relief Subway now!

 

Hon. Steven Del Duca, Minister of Transportation

3rd Floor, Ferguson Block

77 Wellesley Street West

Toronto, Ontario M7A 1Z8

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Hon. Kathleen Wynne, Premier of Ontario

Room 281

111 Wellesley Street West

Toronto, Ontario M7A 1A1

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Please copy my office at This e-mail address is being protected from spambots. You need JavaScript enabled to view it so that I can keep track of the numbers of emails sent.

 

Contacting Your Local Elected Representatives

 

Toronto has 22 MPs who represent us in Ottawa and 22 MPPs who sit in the provincial legislature at Queen's Park. It is important to let your local MP and MPP know that the Relief Subway Line is an important issue to you.

 

Electoral District MP (Canada) MPP (Ontario)
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Don Valley West Rob Oliphant

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Scarborough—Rouge River Gary Anandasangaree Raymond Cho
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The Mayor and your local Toronto City Councillor need to hear from you about the importance of the Relief Subway Line too.

 

Mayor This e-mail address is being protected from spambots. You need JavaScript enabled to view it
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If you don't know the name of your electoral district you can search by postal code here and if you don't know the name of your municipal ward you can search by street address here. You are also very welcome to write or call me (at 416 392 7906) for assistance contacting your local representatives.

   
   

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