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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


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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 and west to Bay Street. 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 former 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. Kathryn McGarry, 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)
Beaches—East York Nathaniel Erskine-Smith This e-mail address is being protected from spambots. You need JavaScript enabled to view it
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Don Valley West Rob Oliphant

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Parkdale—High Park Arif Varani Vacant
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Scarborough—Rouge River Gary Anandasangaree Raymond Cho
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Toronto Centre Hon. Bill Morneau Vacant
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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.

 

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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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Council Rejects Fully-Funded Scarborough LRT Plan, Supports Tax hike and Higher Debt

This week council chose to reopen the City of Toronto's agreement with Metrolinx to construct a fully-funded seven-stop, grade-separated Light Rapid Transit (LRT) line and replace it with with an unnecessary three-stop extension of the Bloor-Danforth line that will cost an additional $1 billion. Further, the Mayor and the majority of councillors chose a subway contingent on provincial and federal funding that has not been committed to and now appears in doubt. I do not believe Council should be making costly and important transit infrastructure decisions without a clear plan for how to pay for them and without sound planning policy to support those choices. Due to this irresponsible decision, the Mayor will be asking Council to add more than $560 million dollars to our City's debt load and raise Toronto residents' property taxes to service that debt. I did not, and will not, support this request.

 

The new Scarborough LRT, just like a subway, would have been a completely traffic-separated line. No lanes removed. No traffic lights. No cross streets. This was factually never a streetcar vs subway debate and should not have been characterised as such.

 

The new Bombardier-made LRT trains average 36 km/h — that’s faster than the Yonge and Bloor-Danforth lines, which average 32 km/h. The Scarborough LRT line was to have been more than two kilometres longer than a subway extension and have four more stops serving major trip generators, including Centennial College. The LRT’s alignment placed it within walking distance to over 20,000 more people than a three-stop subway extension would.

 

The decision to move forward with a subway on this route was based on politics, not sound transit policy. I believe, based on the facts known to us, that our real subway expansion priority is the Downtown Relief Line Subway that would essentially go north/south along Pape and run east/west along King or Queen. Our current transit subway system has urgent capacity challenges already during rush hours and  also has over $2 billion of state-of-good-repair needs. Ultimately, I hear from residents that they want Council to stop reopening plans that make sense and finally move forward with building a transit system that serves Toronto and region's growing population. I will continue fighting for an evidence-based, fiscally-responsible transit plan that includes a thoughtful combination of new subways and LRTs based on honest planning.

 

Please click here to view my op-ed on his subject that appeared in last Friday's Toronto Star.

   

Scarborough rapid transit: The real costs of changing tracks now

Last week Metrolinx asked the City of Toronto to reaffirm its commitment to the Master Agreement signed on November 29, 2012 between Metrolinx, the City of Toronto and the TTC with regard to the Scarborough RT line, the Eglinton Crosstown, the Sheppard East line and the Finch West line. This Master Agreement has been supported by Toronto City Council. We are unfortunately revisiting this issue yet again because Council signalled that it would support converting the Scarborough SRT to a subway even though the current plan is to serve that area with rapid transit in a completely grade-separated right-of-way similar to the Allen Rd. open cut which serves a portion of the Yonge-University-Spadina line.

 

As outlined below, it is projected that it will cost at least $1 billion for this needless conversion with no revenue source identified. I was proud to work with my colleagues to challenge the mayor's unfunded subway plan that was based on politics, rather than sound transit planning. I am very disappointed that some of those very same councillors seem to be moving in the same direction. The debate is not between whether Scarborough will get a subway or not. It's about whether Metrolinx will have Toronto's support to finally build new, grade-separated, rapid transit or leave Scarborough residents waiting for the bus.

 

An SRT conversion to a subway, rather than LRT, is clearly fiscally irresponsible. The City of Toronto would end up paying the bill. In fact, it would be many times more costly than the recent $150 million cut the Mayor is suggesting will cause major budget cuts. Where is the money going to come from? Are we willing to deny transit to Finch West? Delay the Downtown Relief Subway Line and current state of good repair priorities? Cut more funds from parks, childcare, the Gardiner or affordable housing? Council already rejected supporting new transit revenue tools. In reality, there is no funding plan for this latest proposal to change tracks.

 

Let's stick to the plan we have and finally get it done.

 

Please see this preliminary fact sheet regarding the potential conversion of the Scarborough SRT to a subway:

 

SRT Stats

  • The new LRT will be in a completely grade-separated right-of-way. No traffic lights. No cross streets. Widely spaced stations.
  • At an average of 36km per hour It will run faster than the Yonge and Bloor-Danforth lines which average 32km per hour
  • The line will have a capacity to carry 16,000 passengers per hour.
  • It is anticipated that by 2031 the LRT would carry 8,000 passengers per hour leaving it enough capacity to serve the area for many decades to come- the extra capacity offered by a subway won't come close to being needed
  • The LRT would be over two kilometres longer than the subway, have four more stations and is within walking distance to over 20,000 more people- with the possibility to extend the line into Malvern (Centennial College students would not have a stop if the SRT is converted to a subway rather than an LRT)

 

 

Cost Concerns

  • The $500 million cost proponents have cited to convert the SRT to a subway is false
  • As TTC CEO Andy Byford confirmed at Council in May, the cost of the SRT is $1.8 billion
  • The cost of the subway was estimated in a January TTC report (pg 16) at $2.8 billion
  • There is already a $1 billion difference before factoring:
  • Construction of new terminus for Eglinton Crosstown at Kennedy that was to be part of the Scarborough RT will be $320 million
  • $85 million in sunk engineering and design costs
  • Property acquisition
  • Cancellation of Bombadier contract
  • Maintaining the Scarborough RT
  • New design work
  • Cost efficiencies from using the same technology as on Sheppard and Eglinton
  • Significant changes to maintenance and storage facility on Conlins Rd. which has almost finished RFP process
  • Possible new Environmental Assessment
  • Metrolinx is estimating that the costs of these unknowns would total at least $425 million and likely much more

 

Timelines

  • The Request for Proposals (RFP) for the Maintenance and Servicing Yard closed on May 7th and Metrolinx, with Infrastructure Ontario, is currently in the process of evaluating the bid proposals.
  • The Request for Qualifications (RFQ) for the Eglinton Crosstown-Scarborough LRT project closed on May 14

 

Councillor Josh Matlow

Ward 22, St. Paul's

City of Toronto

Tel: (416) 338-5252

Fax: (416) 392-0124

100 Queen St. W Suite A17

Toronto, Ontario M5H 2N2

www.joshmatlow.ca

   

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