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From YouTube: Executive Committee - April 17, 2018 - Part 1 of 2
Description
Executive Committee, meeting 33, April 17, 2018 - Part 1 of 2
Agenda and background materials:
http://app.toronto.ca/tmmis/decisionBodyProfile.do?function=doPrepare&meetingId=13017
Part 2 of 2: https://www.youtube.com/watch?v=Gb5_mU5iWUg
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A
It's
the
33rd
meeting
of
the
executive
committee
and
I
want
to
welcome
all
the
members
of
the
committee
and
the
members
of
council
who
are
here
with
us
this
morning,
and
also
our
public
servants
and
members
of
the
public
and
the
media
and
may
I
just
say
at
the
outset.
A
couple
of
things
number
one
I
want
to
just
say:
I
didn't,
as
I
was
answering
a
question
about
about
the
storm
the
other
day.
I
didn't
spend
enough
time
with
the
media.
A
Just
in
the
last
few
minutes
saying
thank
you
to
all
of
our
people
spread
across
the
emergency
management
office,
which
I
visited
on
Sunday,
the
hot
Toronto
Hydro,
who
did
a
superb
job,
I
think
hooking
most
people
up
fairly
quickly,
who
had
hydro,
dodges
3-1-1,
took
an
increased
number
of
calls,
and
the
list
goes
on.
Of
course,
our
police
and
firefighters
and
others
who
dealt
with
some
of
the
some
of
the
consequences
of
the
storm
on
Sunday.
So
on
your
behalf,
I
just
want
to
say
thank
you
to
them
for
a
job.
A
Very
well
done
and
there's
always
learnings
that
come
from
these
experiences
but
I
think
by
and
large
the
city
as
a
whole,
including
the
people
handled
the
storm
very
well.
Secondly,
may
I
just
make
mention
of
the
fact
that
sitting
to
my
left
here
for
the
first
time
is
Juliana
Carboni,
who
is
of
course,
the
acting
city
manager
and
in
a
moment
of
weakness.
A
She
accepted
that
responsibility,
but
you
know
she
has
my
complete
confidence
and
I
know
the
confidence
of
my
colleagues
at
City,
Council
and
I
know
the
confidence
of
the
public
service,
as
she
recedes
too,
as
she's
well
entrenched
doing
already,
as
she
proceeds
to
carry
out
a
very
difficult
and
complex
and
very
important
job
on
behalf
of
the
people
of
Toronto.
So
Juliana
welcome
to
that
chair,
I
can't
think
of
much
good.
That
goes
with
it,
but
there's
a
lot
of
responsibility
that
goes
with
it.
So
good
luck
here.
A
May
I,
on
all
of
our
behalf,
acknowledge
that
we're
meeting
today
on
the
traditional
territory
of
the
Mississauga's
of
the
new
credit
First
Nation
of
the
HOD
nashoni
to
here
on
when
dad
and
home
to
many
diverse
indigenous
peoples.
We
try
to
make
sure
that
we
make
the
Proceedings
of
this
committee
accessible
as
we
do
with
all
things
that
go
on
here
at
City,
Hall
and
I
would
remind
people
they
can
watch
us
on
YouTube
at
Toronto,
City
Council
live
or
follow
the
meeting
on
their
computer
tablet
or
smartphone
at
wwr
roc.
B
Yes,
Thank
You
mr.
mayor
just
an
abundance
of
caution,
I'd
like
to
declare
an
interest
in
IX
33
0.18,
a
project
cost
increase
in
cash
flow
adjustments,
2018
2027
capital
budgets,
it's
directly
tied
to
some
capital
funds
for
Toronto
Public
Library,
which
my
wife
other
one
leave
technically
is
still
in.
A
A
It
has
I,
think
18
items,
but
three
or
four
of
them
I
think
are
gonna,
take
some
time
because
they're
very
important
matters
for
the
for
the
well-being
of
the
city,
and
we
have
a
many
members
of
the
community
who
have
indicated
an
interest
to
speak,
and
so
I
was
going
to
propose
for
your
consideration
in
the
interest
of
making
sure
everybody
has
a
chance
to
be
heard
in
a
reasonable
time.
Motion
that
the
clerk
will
put
up
that
simply
as
we've
done
before.
A
We
have
many
deputies
limited
the
time
for
deputations
speaking
time
and
questioning
of
decadence
and
others
to
three
minutes,
and
so
that
motion
is
there
and
it
applies
to
all
members
of
council,
including
the
executive
committee
and
I,
would
ask
I'm
making
that
motion.
I
would
ask
if,
for
your
all
those
in
favor,
if
I'll
call
the
question
on
that
opposed
carry
so
that
motion
is
carried.
Let's
proceed,
then,
with
the
rundown
of
the
agenda
and.
A
Item
33
point
2
expanded
gaming
at
Woodbine,
Racetrack
city
conditions
is
being
held
for
deputations
item
33
points
for
e^x
33.3
development
charges
by
allow
review
results
of
additional
consultation
is
being
held
for
deputations
item
X
33
point
for
George
Street,
revitalization
procurement
strategy
being
how
you
want
to
hold
it
or
move
it.
A
counselor
by
law
is
moving
the
the
recommendation
staff
recommendations.
A
All
those
in
favor
opposed
carry
item
33
point:
five
public
consultation
results
an
update
on
the
vacant
home
tax,
there's
a
suggested
disposition
of
the
recommendation
in
the
report
be
accepted,
which
is
to
do
some
further
research.
Is
there
someone
to
move
that
recommendation
councillor
Thompson
all
those
in
favor
opposed
carry
item
33
point
6,
emergency
management
program,
update
2017,
and
this
is
a
recommendation
to
receive
the
report.
The
motion
to
receive
the
report.
Councillor
Palacio,
all
those
in
favor
opposed
carried
item;
IX
33.7
update
on
ground
lease
amendment;
yes,
I'm.
Sorry,
yes,
I!
A
Think
we
just
carried
it
but
will
then
hold
it.
That's
fine!
That's
the
emergency
management,
one
yeah!
Okay
item
33
point
7
ground
lease
update
event
on
the
ground,
lease
amendment
for
the
Toronto
Transit
Commission
lands
at
Yonge,
eagleton
Canada.
We're
motion
to
accept
the
staff
recommendations
which
are
also
coming.
If
that's
the
case,
there's
a
motion
I
think
you
had
to
put
at
the
same
time
just
because
it
comes
with
a
an
endorsement
from
the
transit
Commission.
There's
a
slight
amendment.
A
So
it
simply
says
that
the
recommendations
from
the
Toronto
Transit
Commission
from
its
meeting
April
16th
2018,
namely
yesterday,
be
adopted
and
that
recommendation
to
in
the
staff
report
be
adopted,
which
is
giving
the
authority
to
the
city
to
enter
into
all
the
agreements
necessary
to
give
effect
to
this
arrangement
motion
to
approve
all
those
in
favor
opposed,
carry
item,
33.8
I
think
is
actually
being
held
for
a
presentation
and
for
deputations
the
ex
33.8.
That's
smart
cities
challenge
IX,
33.9
remuneration
and
expenses
of
members
of
council.
A
I'm
moved
by
councillor
Pasternak,
all
those
in
favor
opposed
carried
item,
IX,
33
point
11,
the
2018
education,
tax
levy
and
clawback
rates,
and
the
recommendations
here
are
that
this
go
to
City
Council
without
recommendation
and
that
the
interim
chief
financial
officer
report
directly
to
City
Council
in
this
matter,
I
think
that's
because
we're
still
awaiting
some
further
details
on
that.
So
that's
the
recommendation
here,
I
mean
I,
have
a
motion
to
accept
the
staff
recommendation.
Councillor
McMahon,
all
those
in
favor
opposed
carried
item
33
point
12.
A
The
annual
report
of
the
city's
loan
and
loan
guarantee
portfolios
motion
to
approve
from
councillor
DiGiorgio
all
those
in
favor
opposed
carried
item
33
point
13
acreage
and
tonnage
taxation
systems
for
railway
rights-of-way.
Again
this
is
a
report
to
just
be
received
for
information
motion
by
Councillor
to
Stanford.
Okay,.
A
Well,
that's
all
hold
it
down.
33
point:
13
is
being
held:
3314
capital
budget
adjustments,
e^x
33:14,
2018
capital
budget
adjustments
for
carry
forward
funding
and
there's
an
emotional
Dacian
motion
to
accept
the
recommendations
which
is
with
regard
to
841
million
dollars
from
unspent
capital
projects.
A
Gonna
hold
it
or
move
it
move
it
counselor
Crawford
the
budget
to
moving
that
all
those
in
favor
opposed
carried
item,
II,
X,
33
point
15,
Association
of
community
centers
settlement
of
operating
results
for
the
year
ended
2016
and
there's
a
recommendation
here
with
respect
to
accumulated
surpluses
and
deficits
to
be
dealt
with.
I
moved
by
Councillor
Crawford,
all
those
in
favor
opposed
to
carry
item;
33
point
16,
X,
33,
point
16,
Toronto,
water,
2017,
year-end
capital
budget
in
28:18
to
2026
capital
plan
adjustments.
A
There's
recommendations
in
the
report
with
respect
to
the
reallocation
of
some
funds
across
both
from
last
year
and
across
the
ten-year
plan
moved
by
Councillor
Crawford.
All
those
in
favor
opposed
carried
item,
33
points,
17,
X,
33
points,
17
adjustments
and
accelerations
to
the
parks,
forestry
and
Recreation
2018
capital
budget
in
2019
to
2027
capital
plan
and
again,
there's
various
adjustments
that
are
proposed
there.
D
A
A
A
negative
so
what
you
wanted
ever
I've
just
have
a
just
Adam
clerk.
Do
we
then,
if
councillor
Palacio
wants
to
be
recorded
in
the
negative
on
33.9,
which
we
already
voted
on?
Do
we
have
to
have
a
recorded
vote
all
right?
We
go
back
then
and
have
a
recorded
vote
on,
and
this
is
a
this
is
a
motion
to
receive
the
report
for
information,
a
X,
33.9
and
we'll
have
a
recorded
vote
on
that.
A
A
You,
okay,
so
that
brings
us
back
to
item
IX
33.1,
oh
and
I.
Had
one
more
thing
could
I
just
proposed,
ladies
and
gentlemen
of
the
committee,
that
we
a
time
item,
e^x
33.2,
expanded
gaming
at
Woodbine
to
make
that
the
first
item
after
lunch?
If
we
finished
smart
track
by
then
just
because
there's
a
lot
of
people
wanting
to
be
heard
on
these
different
items,
and
it
gives
them
a
degree
of
certainty
and
that
we
then
so
that
that's
the
motion
that
I'd
propose
for
your
consideration.
A
I
A
I
So,
presenting
with
me
today
is
Joe
frag
you're,
all
familiar
with
them,
he's
our
acting
or
interim
CFO.
So
the
report-
that's
before
committee
today
addresses
two
interrelated
programs
of
work.
We
have
the
smartest
rat
trap
stations
program
as
well
as
Metro,
lynxes,
regional
Express,
rail
or
re
our
program
that
re
our
program
includes
the
Union
Station
enhancement
project.
So
these
are
major
transit
programs
that
are
significant
in
both
scope
and
complexity
and
they're
foundational
to
achieving
our
integrated
regional
transit
network.
I
So,
as
a
reminder,
the
smart
track
project
includes
two
components:
there's
a
smart
track
stations
program
as
well
as
the
extension
of
the
Eglinton
West
LRT,
that's
going
to
be
expanded
from
Mount
Dennis
to
run
forth
and
on
to
the
airport.
Now
this
report,
though,
go
for
you
today
only
deals
with
the
six
smart
track
stations.
They're
highlighted
in
those
blue
circles
on
the
map
and
those
stations
are
this:
st.
Clair,
old
Weston
and
King
Liberty
Liberty
stations
both
are
on
the
Kitchener
Gold
corridor.
I
We
have
East
Harbor
and
Girard
car
law,
which
are
on
make
sure
East
and
Lawrence
Kennedy
and
Finch
Kennedy,
which
are
in
the
on
the
Stovall
line.
Now
just
keep
in
mind
that
the
Eglinton
West
LRT,
that
extension
is
at
an
earlier
stage
of
work
in
comparison
to
the
smart
track
stations
themselves.
So,
as
per
the
council
direction
back
in
December
staff
are
doing
further
work
with
a
community
work
group
to
understand
and
investigate
different
grade
options,
and
there
will
be
a
further
report
on
that
particular
component
coming
in
2019.
I
So
since
2015
city
staff
have
been
working
in
partnership
with
Metrolinx
Ministry
of
Transportation
and
the
TTC
to
advance
the
smart
track
stations
and
the
work
completed
to
date
includes
the
planning
and
design
of
the
stations.
A
business
case
analysis
we've
established
established
some
cost
sharing
principles
and
we've
approved
a
stage
gate
process
which
is
highlighted
here
on
this
slide
and
that
allows
for
phased
decision-making.
I
So
the
station's
program
is
currently
at
stage
gate
five.
So
the
report
before
you
today
seeks
council
approval
to
commit
funding
to
this
project
and
to
request
Metro
links
to
proceed
with
the
procurement
and
construction
of
the
stations
in
2016
Council
reviewed
and
approved
an
initial
business
case
that
was
developed
for
the
station
program
and
that
business
case
defined
the
scope
of
the
project,
which
included
the
six
new
stations,
as
well
as
the
service
concept,
a
six
to
ten
minutes
during
peak
service
hours
and
15
minutes
during
off-peak
hours.
I
That
business
also
confirmed
that
the
benefits
for
the
program
exceeded
the
costs
now
more
recently,
Metrolinx
has
updated
that
business
case
and
that
updated
business
case
reconfirms
the
positive
benefit
cost
ratio
and
it
also
reiterates
the
strategic
benefits
of
the
six
stations.
So
the
findings
show
that
the
East,
Harbor
and
King
Liberty
stations
benefit
from
their
close
proximity
to
current
or
proposed
employment
notes,
so
that
supports
both
population
and
employment.
Growth
and
the
other
four
stations
are
expected
to
attract
boardings
from
nearby
residential
areas.
I
So
planning
staff
have
been
working
with
Metro
links
to
refine
the
station
design
and
requirements,
and
in
December
of
last
year,
council
approved
the
concepts
for
the
station
in
order
to
proceed
with
the
environmental
assessment.
Now,
through
that
design
process
to
infrastructure
requirements
emerged,
we
have
the
base
station
infrastructure,
which
is
basically
the
infrastructure,
that's
required
for
base
station
operations
and
then
there's
city
initiated
station
requirements,
not
that
those
represents
elements
that
council
has
requested,
then
that
staff
are
recommending
through
extensive
consultation
and
input
from
the
community.
I
I
Now,
staff
are
also
recommending
that
some,
what
we
refer
to
as
additional
city
infrastructure,
be
included
in
the
procurement
package
for
the
smart
track
stations
as
optional
items
that
will
be
priced
separately
and
the
only
project
that's
under
this
particular
category
is
the
st.
Clair
transportation
master
plan.
You'll
recall
that
counsel
asked
us
to
ensure
that
this
master
plan
was
coordinated
with
the
smart
track
stations.
This
coordination
will
minimize
a
construction
disruption
during
the
construction
period
and
lower
the
overall
construction
costs.
I
So
what
this
slide
does
is
it
compares
a
few
of
the
key
terms
that
were
approved
in
2016
by
Council,
with
the
refined
business
terms
that
have
been
developed
based
on
further
due
diligence
and
joint
interest
negotiations
with
the
parties.
So,
with
respect
to
the
cost-sharing
principles
into
the
term
sheet
from
2016
would
have
had
the
city
be
responsible
for
a
hundred
percent
of
any
incremental
cost
associated
with
the
construct
of
those
six
stations
at
the
time
that
was
estimated
at
just
under
1.3
billion,
and
that
estimate
did
not
include
any
financing
or
AFP
costs.
I
So
the
report
before
you
today
recommends
that
the
city
provide
a
capped
contribution
to
Metro
links
of
up
to
one
point:
one:
nine
five
billion
for
the
base
station
infrastructure
and
that
payment
would
be
subject
to
the
city
being
satisfied
that
those
service
levels
that
council
approved
the
six
to
ten
minutes,
15
minutes
off-peak,
is
going
to
be
met
and
up
to
two
hundred
and
sixty
eight
million
for
the
city
initiated
requirements.
So
the
refined
terms
offer
council
cost
certainty
with
respect
to
these.
I
The
construction
of
these
stations
now
in
terms
of
operating
a
maintenance
Metrolinx,
will
assume
full
responsibility
under
the
updated
terms
for
O&M
costs.
They'll
also
retain
all
of
the
related
revenues.
This
is
expected
to
be
cost
neutral
or
better
for
the
city,
so
keep
in
mind
that
the
six
stations
that
recently
opened
on
the
toronto
york's
Spadina
subway
extension,
the
operating
and
maintenance
cost
after
you
net
out
any
revenues,
they're
approximately
twenty
five
million
a
year,
TTC
provides
a
subsidy
or
three.
The
city
provides
a
subsidy
to
TTC
I.
I
I
J
You
Julie
mr.
mayor
committee,
members,
just
by
way
of
a
quick
background
back
in
November
of
2016
council,
did
in
fact
adopt
a
cost
sharing
term
sheet
and
when
it
did
so,
it
adopted
preliminary
financing
and
funding
strategy.
That
strategy
contemplated
the
use
of
three
key
elements:
three
key
funding
sources,
development
charges,
tax,
increment
financing,
as
well
as
a
property
tax
increase
council
directed
as
to
have
to
come
back
with
a
more
robust
financial
strategy
at
stage
gate
five,
which
is
where
we
are
today.
J
This
next
slide.
Mr.
mayor
identifies
for
you
a
summary
of
the
financial
plan,
that's
proposed
in
the
staff
report.
As
the
city
manager
noted,
the
city's
contribution
is
capped
at
one
point:
four:
six
billion
dollars
we've
assumed
in
the
financial
performance,
in
accordance
with
the
recently
announced
peat,
the
funding
Phase
two
federal
program.
J
That
amounts
to
roughly
five
hundred
and
eighty
five
million
dollars
that
we
expect
to
be
remitted
by
by
the
federal
government
to
the
initiative,
which
leaves
us
with
eight
hundred
and
seventy
eight
million
dollars,
as
our
net
contribution
expected
to
be
made
in
2025
upon
substantial
completion
of
the
project.
Now,
because
the
contributions
being
made
for
an
asset
that
has
a
useful
life
of
50
to
100
years,
we're
proposing
that
we
amortize
our
city's
contribution
by
way
of
debt
financing.
J
So
in
effect
we
would
be
borrowing
in
in
2025
and
the
proceeds
of
that
debt
issuance
would
fund
the
contribution
associated
with
that
debt.
Issuance
is
depth
charge
and
the
debt
charges
would
flow
for
a
period
of
30
years
commensurate
with
the
bond
a
term
in
order
to
fund
those
debt
charges.
We,
which
we
anticipate
to
be
in
the
order
of
about
fifty
three
million
dollars
annually.
We
propose
to
rely
on
three
key
sources
of
funding.
Again.
J
They
include
development
charges,
tax
incremental
revenues
and
the
proceeds
from
the
city
building
fund
I'm
going
to
discuss
these
and
much
greater
detail
over
the
course
of
the
next
few
slides
development
charges,
which
is
the
first
source
of
funding,
are
expected
to
generate
about
seventeen
point.
Four
million
dollars
annually
to
service
that
debt,
the
capital
costs
assorted
associated
with
a
smart
track
initiative
are
in
fact
included
in
the
development
charges,
background
study,
which
is
before
council
today's
meeting
as
item
IX.
J
Thirty
three
point:
three:
if
City
Council
ultimately
adopts
the
d
c--
bylaw,
as
proposed
by
city
staff,
we
can
expect
to
generate
in
the
order
of
about
five
hundred
to
five
hundred
and
fifty
million
dollars
annually,
and
so
the
seventeen
point,
four
million
dollars
that
we're
estimating
for
a
smart
track
for
the
smart
track
initiative
comprises
roughly
three
percent
of
that
revenue
stream
that
DC
revenue
streams.
So
it's
not
at
all
unreasonable
to
expect
that
VCS
will
will
generate
that
kind
of
funding.
J
The
use
of
development
charges
to
fund
expansion,
transit
expansion
projects
is,
in
fact
consistent
with
the
approach
that
we've
been
using
for
the
past
decade
to
fund
such
infrastructure.
As
this,
the
Shepherd
subway,
the
Tron
New
York
Spadina,
subway
extension,
as
well
as
the
planned
Scarborough
subway
extension.
J
These
are
the
taxes
that
would
flow
to
the
city
in
the
absence
of
the
public
investment
and
then
what
the
public
investment,
the
city,
realizes
incremental
taxes
that
are
shown
in
the
green
area
and
that
incremental
taxes
are
available
that,
in
effect
in
whole
or
in
part,
to
fund
the
debt
service
associated
with
the
initial
investment.
So
once
the
debt
is
retired.
In
this
particular
case,
it
will
be
over
a
course
of
30
years.
Then
the
new
incremental
taxes
would
would
come
back
to
the
city
to
be
used
for
general
purposes.
J
J
This
slide
provides
you
the
details
of
the
TIF
analysis
in
relation
to
the
smart
track
proposal.
We
estimate
that,
over
the
course
of
a
twenty
five
year
time
frame,
the
city
would
realize
roughly
four
point:
five
billion
dollars
in
tax
revenue,
a
new
development
in
the
corridor
three
and
a
half
or
sorry.
Three
billion
of
this
revenue
would
have
happened
with
or
without
smart
track.
So
really
the
increment
is
that's
available
to
the
city
is
only
one
point:
four,
two
billion
dollars
again
over
a
course
of
a
twenty
five
year
period
we
had
Hampton
consulting.
J
We
came
to
assess
the
impact
that
that
new
development
would
generate
on
additional
services
that
would
be
required
to
accommodate
that
new
development,
and
the
report
concludes
that
about
60%
of
that
TIF
revenue.
That
incremental
revenue
is
required
to
service
that
new
development,
so
what's
really
available
to
the
city,
is
shown
at
the
bottom
of
that
chart
460
million
over
the
course
of
25
years,
which
translates
roughly
into
seventeen
point
five
million
dollars
annually.
J
The
last
funding
source
for
the
debt
is
the
city
building
fund.
You
may
recall
mr.
mayor
council
adopted
this
levy
in
2017
and
the
levy
amounts
to
50
percent
or
sorry
that
0.5
of
a
percent
implemented
in
five
tranches
until
2021
for
a
total
of
two
and
a
half
percent
tax
levy.
This
levy
is
expected
to
generate
74
million
dollars
annually
and
the
proceeds
from
that
levy
are
designated
by
council
to
fund
investments
in
transit,
as
well
as
affordable
housing.
J
So
the
financial
plan
has
benefited
from
a
considerable
amount
of
third-party
review
and
advice,
most
notably
Hampson
consulting
and
Ernst
&
Young.
Both
of
these
reports
validate
the
city's
approach
to
the
financing
plan
and
are
available
for
council
and
public
review
online.
In
summary,
mr.
mayor
I
just
wanted
to
point
out
that
the
revised
term
sheet
represents
a
much
better
financial
outcome
compared
to
the
council
approved
term
sheet
back
in
November
of
2016
and
Miss
Carboni,
you
know
highlighted
the
reasons
behind
that
perspective.
J
The
financial
strategy
that's
proposed
in
the
report
represents
a
prudent
and,
in
our
view,
a
fiscally
responsible
approach
to
implementing
this
transit
investment.
Specifically,
the
city's
contribution
is
capped.
We're
no
longer
exposed
to
any
potential
cost
overruns.
The
city
is
not
responsible
for
any
operating
and
maintenance
costs.
Nor
are
we
responsible
for
the
lifecycle
costs
of
the
transit
initiative.
J
Financing
is
reasonable.
It's
been
verified
by
a
number
of
third
parties.
The
debt
obligations
remain
well
below
our
debt
service
guidelines.
The
city's
not
contribution
is
not
required
until
2025
and
it's
subject
to
the
city
being
completely
satisfied
that
the
service
concept
by
Metrolinx
has
been
met.
There's
no
additional
property
tax
increase
required
and
there
are
no
additional
debt
structures
or
investments
that
are
required
beyond
those
that
are
outlined
in
the
report.
J
So
assuming
today's
report
has
adopted
the
next
steps
for
the
smart
track
program
would
include
developing
legal
agreements
with
Metro
links.
These
would
be
based
on
the
terms
summarized
in
attachment.
1
we
proposed
to
hire
20
and
temporary
staff,
and
the
staff
compliment
would
be
dedicated
entirely
to
supporting
the
implementation
of
the
program.
Metro
links
is
proceeding
in
this
year
to
to
implement
the
RFP
for
smart
track.
Construction
is
slated
to
begin
in
2020
and
planning
and
design
will
be
refined
to
inform
the
RFP
process.
I
know
the
city
property
services.
I
That
will
expand
significantly.
The
service
encore
portions
of
the
bull
network
by
2020
425,
now
keep
in
mind
that
a
significant
portion
of
the
capital
works
that
are
associated
with
RER
is
located
within
the
City
of
Toronto
and
Union
Station,
and
as
such,
that
our
er
program
is
going
to
require
continued
and
ongoing
collaboration
and
partnership
between
the
city
of
Metrolinx.
So
the
work
to
support
this
there's
been
a
number
of
activities
that
that
are
being
undertaken.
We
have
a
governance
structure
between
the
parties.
I
That's
been
established,
the
city's
major
capital
infrastructure
coordination
team
is
coordinating
the
technical
input
and
their
work
is
being
supported
by
the
city
manager's
office,
and
there
are
many
divisions
involved.
Dedicated
staff
are
being
brought
in
and
retained
to
help
implement
the
RER
program.
Both
will
be
fully
funded
by
Metro
links
and
there's
32
full-time
FTEs
that
we
are
retaining
on
a
temporary
basis.
I
A
new
Master
Agreement
is
being
developed
and
that
will
establish
the
relationship
framework
between
the
city
of
Metrolinx,
as
we
move
forward
with
this
work
and
staff
are
currently
assessing
what
if
any
delegated
authorities
might
be
needed
in
order
to
ensure
that
the
city
can
support
Metro
links
and
meeting
the
aggressive
schedule
for
this
program,
and
there
will
be
future
reports
coming
to
Council
on
only
any
delegator
30s.
We
might
be
recommending
the
Metro
links,
Union,
Station
enhancement,
project
with
us,
which
is
part
of
our
er.
I
It's
a
program
of
planned
improvement
at
Union
Station
and
those
improvements
are
needed
in
order
to
support
the
increased
service
levels
and
Ryder
ships
through
Union
Station
that
are
associated
with
the
re-air
program.
The
enhancement
project
is
actually
at
the
south
of
Union
Station
and
it
is
separate
and
very
distinct
from
the
cities.
Union
Station
revitalization
program.
The
enhancement
project,
includes
expanded
platforms
at
the
south
end
of
the
train
shed
and
a
new
concourse
below
grade
that
will
connect
Bay,
Street
York
Street,
as
well
as
the
ACC.
I
Now,
given
that
the
city
owns
much
of
the
property
and
air
rights
required
for
this
enhancement
project
at
Union
Station,
the
recommendations
in
this
report
will
actually
enable
the
city
to
work
with
Metro
links
to
advance
this.
This.
This
important
work
this
important
project
while
ensuring
that
the
city's
assets
and
interests
are
represented.
I
So,
in
conclusion,
the
RDR
program
is
set
to
be
completed
by
2020
for
25,
and
the
next
steps
include
Metrolinx
issuing
an
RFP
for
the
Union
Station
enhancement
project
that
RFP
should
be
issued,
if
not
this
week.
Definitely
this
month
and
concerned,
construction
is
anticipated
for
that
particular
component
to
be
completed
in
2022.
We're
developing
that
agreement
with
Metro
links
to
establish
a
framework
for
our
partnership,
we're
proceeding
with
hiring
the
32
staff
that
are
fully
funded
by
Metro
links.
I
We're
conduct
our
due
diligence
in
reviewing
the
city
lands
that
are
going
to
be
required
for
our
er
to
understand
which
of
the
city
properties
meet
the
criteria
that
are
summarized
on
the
slide
and
thus
could
be
conveyed
to
Metrolinx
at
a
nominal
consideration.
But
I
want
to
be
clear:
we're
only
going
to
be
conveying
those
lands
that
are
not
needed
for
any
municipal
purpose
and
that
will
only
be
used
for
transit
purposes.
I
So,
as
I
mentioned
at
the
beginning
of
our
presentation,
these
are
major
capital
transit
investments
by
all
three
orders
of
government
they're
foundational
to
achieving
an
integrated
regional
transit
network
and
also
for
providing
more
mobility
options
for
Torontonians.
These
programs,
needless
to
say,
are
going
to
require
intense
collaboration,
partnership
with
metro
links
and
the
province
and
the
city
staff
are
fully
supportive
of
moving
these
projects
forward,
while
ensuring
that
the
city's
interests
and
assets
are
well
and
appropriately
represented.
So
thank
you
for
your
time.
Mr.
maryk
committee.
Thank.
A
You
very
much
to
our
public
service
team
for
all
their
hard
work
and
for
that
presentation.
So
what
I
would
propose
to
do
with
the
committee's
concurrence
is
to
have
the
the
group
that
they've
just
presented
to
stand
down
while
we
listen
to
the
deputations
and
ask
questions
of
the
deputies
and
then
we'll
have
one
consolidated
period
with
all
that
input
to
ask
questions
of
staff,
including
these
people
and
all
the
other
colleagues
that
are
here
as
well
that
people
might
wish
to
question
if
that's
okay.
So
on
that
note
what
I
don't
have?
A
Madam
Clerk
is
the
list
of
the
deputies
if
I
know
I,
okay.
So
on
that
note
we'll
proceed
to
hear
from
the
deputies
the
first
on
the
list,
raymond
shannon
just
so
people
will
be
ready
in
the
order
that
it's
listed
here.
If
you
don't
have
a
copy
next
one
after
that
is
Scott.
Dobson
David
drops
key
Mike
York,
so
those
are
the
first
four
welcome
and
you
have
three
minutes
to
make
your
deputation.
K
Is
being
rushed,
I've
tried
my
best
to
find
accurate
information,
but
I
stand
to
be
corrected.
There
have
been
Corrections
in
that
les
presentation,
I
believe
smart
Rex
should
clearly
state
that
the
service,
as
as
of
we
as
we
speak,
is
15
minutes
counsel
should
not
pursue
booth
smarts
back
without
knowing
the
decision
on
fair
integration
and
knowing
the
full
operating
costs,
which
seemed
to
have
been
revised.
Just
now,
I
would
refer
to
the
province
city
agreement
in
principle,
which
says
I
understand.
I
was
also
being
revised
under
section
1.9
service
concept.
There's
the
clause.
K
The
province
will
inform
the
city
of
any
resulting
capital
infrastructure
or
operating
costs
required
at
this
time
it
is
unknown
what
much
rulings
will
charge
the
city
for
smart
Trek.
Fair
integration
adds
a
second
operating
cost
I'm,
referring
to
report
IX
28.6,
advancing
fair
integration.
It
estimates
that
the
TTC
will
lose
eleven
point:
five
million
dollars
in
fares
because
TTC
no
longer
charges
passengers
transferring
from
gold
from
dr.
Miller's,
June
2016
flam
reports
to
March
short
ridership
analysis.
K
This
is
table
4.1
on
page
41.
The
smart
Trek
line
is
line
15
minutes
74,000
TTC
Samaritan,
fair
scenario
is
the
integrated
fare
scenario
where
passengers
transfer
at
no
charge.
Thirty,
four
thousand
four
hundred
ghost
scenario
is
where
passengers
pay
for
both
services
as
well.
My
understanding
up
to
now
was
it.
There
is
the
unspecified
charge
for
operations
from
Metro
links.
That's
here
there
is
an
unspecified
charge
plus
with
the
unfair
integration.
There's
the
additional
loss
of
the
TTC
of
eleven
point:
five
million
dollars
referring
to
dr.
Millis
chart.
K
You
will
see
that
at
five
minutes
service
there
is
three
hundred
and
seven
thousand
nine
hundred
rides.
It
is
clearly
the
people's
choice.
There
is
no
conceptual
plan.
Okay
for
the
conceptual
plan
for
five
minutes
service
at
line
24
at
minute,
24
of
the
November
Executive
Committee
meeting.
There's
a
plan
detailing
how
that
can
be
done.
K
A
L
You
mr.
mayor
councillors,
I
am
here
representing
the
Friends
of
West
Toronto
rail
path.
We
are
a
community
group
dedicated
to
the
care
of
an
expansion
of
the
West
Toronto
rail
path.
Rail
path
is
a
multi-purpose
trail
that
currently
runs
2.2
kilometers
along
the
east
side
of
the
Georgetown
rail
corridor,
from
approximately
dupont
south
to
Dundas.
It
is
our
mission
to
see
rail
path
completed,
creating
a
six
kilometre
multi-purpose
trail
from
Liberty
Village,
all
the
way
up
to
st.
Clair.
The
existing
section
of
rail
path
is
award-winning
and
beloved
by
the
community.
L
It's
a
connector,
a
meeting
place
and
an
art
Nature
space.
It's
also
a
major
feeder
for
the
blue
ergo
upx
station.
Helping
make
that
station
a
true
mobility
hub
rail
path
is
human
powered,
with
different
users
of
different
ages
and
abilities,
and
that's
cool.
Due
to
the
hard
work
of
many
stakeholders.
We
will
soon
be
seeing
the
expansion
south
from
Dundas
2.4
kilometers,
ending
a
table
Street
right
next
to
the
Liberty
King
smart
track
station.
Since
a
rail
pass
original
design,
things
have
really
changed
in
Liberty
Village,
the
corridor
is
more
crowded.
L
In
fact,
Metrolinx
didn't
even
exist
when
rail
pass
it's
a
much
more
lively
but
crowded
place,
it's
a
great
place
to
work
or
live,
but
it's
really
hard
to
get
in
and
out
of
Liberty
Village
needs
connections
and
transit.
Connecting
to
rail
paths
is
one
of
the
solutions.
The
current
plans
for
the
Liberty
smart
track
station
feature
a
bridge
reflecting
the
original
design
that
rail
path
would
continue
south
and
connect
with
more
communities.
The
bridge
is
a
once-in-a-generation
opportunity
to
do
something
really
fantastic
for
transit
connectivity.
L
It
would
have
been
so
easy
to
just
build
a
smart
track
station,
but
a
station
with
a
bridge
that
connects
to
rail
path
is
so
much
more.
We
enthusiastically
support
the
Liberty
Village
Liberty
King
Village,
smart
track
station
and
bridge
to
Liberty
Village.
For
these
reasons,
we
support
transit
period,
especially
when
it
has
an
intermodal
component
by
connecting
rail
path
over
to
Liberty
Village.
L
You
are
not
only
helping
people
get
to
a
station
to
commute
or
to
get
across
a
divisive
rail
corridor,
but
you
are
connecting
Liberty
Village
to
all
the
communities
north
up
towards
st.
Claire
and
vice
versa.
Back
down
to
Liberty
Village,
connecting
Liberty
Village
to
rail
path,
using
the
smart
track
station
is
an
intermodal
force
multiplier
and
as
more
connections
to
rail
paths
happen
and
as
new
connections
in
Liberty
Village
develop.
It's
just
going
to
get
better
and
better
best.
All
of
the
stakeholders
that
can
make
this
happen
agree
that
this
is
a
great
idea.
L
Let's
not
miss
this
opportunity.
Let's
get
people
to
this
station,
let's
take
the
strain
off
other
transit
and
get
people
to
leave
their
cars
at
home.
Let's
connect
Liberty
Village
to
all
its
friends.
Let's
make
the
West
End
intermodal
in
a
big
way:
let's
complete
West,
Toronto
rail
path,
Thank
You
mr.
mayor,
thank.
M
Mayor
Bala,
thank
you
very
much.
Mr.
mayor
and
the
questions
relate
to
slide
22
from
the
presentation,
and
this
is
specifically
the
King
Liberty
station.
There
are
two
right
now
two
options
for
extension
of
the
rail
path
going
east
of:
let's
call
it
Lisgar
I'm
wondering
if
you
have
a
preference
to
one
of
the
two
locations
or
is
it
just
what
what
gets
the
job
done?
I
think.
L
L
The
short
answer,
because
that's
a
whole
kettle
of
fish,
is
that
Friends
of
rail
path
does
not
support
the
route
on
Sudbury.
That's
not
right!
That's
not
a
remote
to
use
rail
path!
That's
a
non
Street
bicycle
path
in
terms
of
going
along
the
rail
corridor.
We
originally
want
it
to
be
in
the
corridor,
but
it's
now
too
crowded.
L
So
we
can't
do
that
if
we
were
going
to
if
we
were
forced
to
go
in
the
back
along
the
corridor,
we'd
have
to
work
with
the
residents
there
and
we'd
have
to
come
up
with
a
solution
that
makes
everyone
happy.
You
know
there's
a
lot
of
different
competing
interests.
There
I
think
it
could
work
in
a
way
that
would
make
everyone
happy.
So
I
would
say
that
that
would
be
the
better
of
the
two,
but
I
would
prefer
going
straight
over
Liberty
Village.
Okay,
thank
you.
Thanks.
N
You
Scott
for
coming
in
and
expressing
your
support
for
the
bridge
to
connect
to
Liberty
Village,
but
that
is
not
the
only
opportunity
that
we
actually
have
with
this
entire
network
right.
It
is
really
important
that,
through
these
negotiations
between
the
city
and
Metrolinx,
we
actually
connect
what
will
be
the
guide
way
under
the
Davenport
to
the
West
Toronto
rail
path
and
to
the
north,
which
could
create
another
1.5
kilometers
of
public
space,
green
space
and
cycling
infrastructure.
Is
that
correct?
It's.
L
Correct
and
I
mean
it's
hard
to
get
all
this
in
in
three
minutes,
but
when
I
said
that
the
potential
to
make
rail
path
and
the
connection
to
Liberty
Village,
even
bigger
in
terms
of
intermodal
and
more
more
impactful
the
potential
to
have
the
berry
line,
multi-purpose
trail
connect
to
rail
path
and
go
up
to
st.
Claire
is
it
would
do?
Is
it's
a
massive
increase
in
the
catchment
area?
The
rail
path
would
have
so.
N
Basically,
your
message
here:
it's
really
for
us
as
we're
developing
these
this
transit
infrastructure
to
look
beyond
the
transit
and
the
other
opportunities
and
ensure
that
we're
not
missing
any
opportunities
to
create
this
connection
of
trails
and
green
spaces
in
the
West
End.
Is
that
correct,
correct.
L
I
mean
it's
only
human
nature
that
we
all
tend
to
look
at
our
own
little
silos,
and
often
people
think
about
rail
paths
and
stuff
like
that.
They
look
at
just
the
part,
that's
in
front
of
their
front
door
and
they
don't
see
a
connection
to
Liberty.
Village
is
really
a
connection
to
Henderson
brewing
up
at
Junction
triangle
or
it's
a
connection
up
to
st.
Clair
or
a
connection
potentially
to
Earls
Court
Park
on
this
berry
line,
or
maybe
even
to
the
Green
Line.
It's.
What
we're
trying
to
do
with
this
connection
is
expand.
A
O
Good
morning,
Mara,
Tory
and
committee
members,
thank
you
for
giving
me
this
opportunity
to
reinforce
the
benefits
that
smart
track
will
deliver
in
terms
of
job
creation,
accessibility
and
sustainable
development.
In
our
city,
my
name
is
David
jurasky
I'm,
the
CEO
of
first
Gulf,
Corporation
and
I'm.
Here
to
speak
in
favor
of
smart
track.
O
You
may
recall
that
first
Gulf
is
advancing
a
proposal
for
a
major
employment
district
called
East
Harbor
on
the
forefront,
Unilever
lands,
the
proposal
converts
underutilized
and
vacant
industrial
land
into
a
district
that
supports
over
50,000
jobs,
as
well
as
retail
entertainment,
cultural
uses
and
a
man
these,
as
well
as
new
parks
and
open
spaces.
Our
proposal
also
incorporates
flood
protection
measures
consistent
with
the
Portland's
flood
protection
project,
which
will
unlock
the
development
potential
of
several
hundred
acres
of
city
land
within
the
floodplain
of
the
Lord
on
River.
O
Our
our
vision
for
East
Harbor
is
truly
transformational
and
it
advances
the
city's
policy
priorities
for
job
creation
on
employment
lands.
It's
a
prime
example
of
public
and
private
sectors,
working
together
to
deliver
shared
priorities
and
long-term
benefits
for
the
city.
East
Harbor
will
play
a
significant
role
in
meeting
the
demand
for
employment
space
through
the
next
generation
of
the
city's
growth.
The
scale
of
the
project
has
the
potential
to
attract
new
jobs
to
the
city,
and
our
goal
is
to
deliver
best-in-class
employment
district
that
supports
Toronto's
global
economic
competitiveness.
O
O
So
we
are
doing
the
adaptive
reuse
of
the
existing
soap
factory,
building
to
deliver
500,000
of
employment
jobs
that
building
will
house
4,000
employees,
which
is
about
six
or
seven
times
the
maximum
number
of
employees
who
ever
worked
at
the
Unilever
site,
and
that
will
be
in
our
very
first
building.
That's
yes,
and
the
last
thing
I'd
like
to
mention
mr.
O
mayor,
is
that
we
believe
that
the
I'ma
program
is
also
essential
to
the
success
of
East
Harbor,
and
we
encourage
city
council
and
this
committee
to
reconsider
the
phasing
out
of
the
I
met
program
and
to
extend
it
for
a
period
of
time
in
order
to
get
the
Eastern
employment
district
established.
Thank.
A
O
Councillor
I'm
happy
to
speak
to
that
East
Harbor
will
be
making
significant
contributions,
firstly,
an
unprecedented
contribution
to
the
actual
building
of
the
East
Harbor
transit
station,
we're
currently
in
negotiations
with
Metro
links,
and
hopefully
that
will
be
completed
over
the
next
few
weeks,
where
we
are
we've
been
talking
both
to
the
city
and
to
Metro
links
now
for
almost
two
years,
and
we
are
at
the
table
and
willing
to
inject
it
private
funds
into
the
actual
public
transit
station.
In
addition
to
that,
we
will
be
contributing
significantly
to
public
open
spaces.
O
A
significant
portion
of
these
turbid
lands
will
be
for
parks
and
open
spaces.
There
will
be
road
infrastructure
and
there
will
be
flood
protection
infrastructure
that
is
necessary,
and
we
will
also
be
working
on
that
with
the
city.
The
private-sector
investment
here
amounts
to
over
six
billion
dollars
and
we
are
committed
to
moving
forward
with
that
and
making
significant
contributions.
So.
F
O
I'm
not
suggesting
that
I'm
suggesting
that
we
all
have
a
common
interest,
both
the
public
and
private
sector,
to
seeing
those
jobs
and
that
employment
happened
as
quickly
as
possible.
That
supports
the
TIF
that
supports
the
transit
ridership.
That
gets
the
jobs
into
the
City
of
Toronto.
It
attracts
tenants,
I,
just
I'll,
give
you
one
very
quick
example:
the
former
Toronto
Sun
site
on
King
Street.
Is
we
bought
it
a
few
years
ago,
every
other
party
bidding
on
those
lands
was
going
to
build
condos.
O
Today
there
is
a
million
square
feet
of
employment
on
that
site,
and
today
there
are
7,000
people
working
on
that
former
Toronto
Sun
site
and
I
can
tell
you
without
the
IMET
program.
Those
jobs
would
not
exist
there,
that
employment,
node
never
would
have
happened.
Coca-Cola
would
be
in
Brampton
today
and
no,
and
they
would
have
actually
moved
jobs
out
of
the
City
of
Toronto,
so
that
incentive
to
help
establish
new
area
such
as
East
Harbor,
really
works,
but.
O
A
Your
last
question
counselor,
thank
you.
Thank
you.
I
didn't
have
any
other
questions
at
the
moment
for
the
step
unit.
If
not
I
will.
Thank
you
very
much
mr.
Joffe
for
joining
us
today,
Mike
York
from
the
Carpenters
I'm,
sorry,
council
agency,
mr.
dross
Kia,
we
did
have
a
last
minute
addition
here.
I
didn't
pop.
C
Uhler
demand
no
preparatory,
didn't
hear
you
would
say
you
got
a
problem
named
committee
council
agency.
Thank
you
for
coming
in
this
morning.
I
just
wanted
to
ask
that
so
unilever
site
you're
expecting
that
it'll,
be
there
be
a
smart
track
station
there,
and
my
understanding
is
well
from
other
discussions.
We've
had
your
there'll,
be
your
companies
expecting
a
subway
station
through
the
downtown
relief
line
is
all
to
help
development
there.
It's.
C
O
Our
ER
and
smart
track
will
provide
significant
amount
of
public
transit,
certainly
enough
public
transit
for
us
to
begin
construction
and
moving
people
into
that
site.
So,
as
I
said
at
the
beginning,
in
2021,
we
expect
to
have
the
transit
station
in
service
and
we
are
putting
an
application
for
site
plan
approval
for
our
first
five
hundred
thousand
foot
office
building,
and
it
will
go
in
later
this
year
to
coincide
the
completion
of
that
building
with
the
opening
of
the
smart
track
station.
O
C
O
O
C
O
C
O
P
O
P
50,000
new
jobs-
yes,
okay-
and
you
mentioned
with
respect
to
your
question-
to
Kelsey
Davis
that
the
I
meant
the
significant
of
that
benefit
of
that
would
be
that
it
would
help
you
to
accelerate
or
advance
your
development.
So
walk
me
through
the
timeline
process
if
the
I
met
was
not
available
because
we're
looking
at
basically
disbanding
that
at
this
point
in
time,
so
it
may
not
be
available.
So
tell
me
how
much
longer
it
would
take
you
then,
to
advance
your
development
I.
O
Wish
I
could
give
you
an
exact
answer
on
that
counselor.
We
know
this.
We
don't
need
I
met
forever,
but
we
do
need
I
met
to
get
the
note
established
for
the
first
few
years
and
I
think
we
can
work
with
the
city
to
slightly
amend,
what's
before
exact
community
today,
to
create
something
that
works
for
the
city.
That
creates
the
kind
of
additional
tax
revenues
that
the
city
is
looking
for,
but
still
allows
us
to
get
this
project
going
in
a
much
faster
way,
because
we
don't
want
to
just
build
one
building.
O
O
Well,
not,
unlike
not,
unlike
the
million
square
feet
that
we've
done
on
King
Street
ease,
they
will
include
technology.
Jobs
they'll
probably
include
jobs
in
the
financial
services.
Business
they'll
include
jobs
related
to
the
film
television
and
creative
industries,
but
we're
certainly
not
saying
it
can
only
be
one
thing:
we're
obviously
welcoming
whoever
wants
to
be
there,
but
certainly
the
technology
interest
among
technology
companies
is
quite
interesting.
Thank
you.
Thank.
F
O
O
A
Q
Right,
so,
thank
you
bye.
Thank
you
very
much
mr.
mayor,
so
I
think
folks
around
here,
probably
pretty
familiar
with
a
Carpenters
Union.
So
I
won't
spend
a
lot
of
time
on
explaining
our
organization,
but
I
will
say
that
I'm
extremely
proud
to
be
here
on
behalf
of
the
7,500
members
of
local
27
and
then
also
on
the
25
thousand
members
of
the
carpenters
around
Ontario.
Q
So
it
gives
me
great
pleasure
to
support
the
recommendations
as
well
as
support
and
promote
the
moving
forward
with
the
smart
track
program
now,
in
particular,
the
implementation
of
a
plan
for
the
future
of
transit
focused
development,
a
future
based
in
increased
housing
and
employment
densification
around
transit
course.
That's
a
key
solution
to
solving
Toronto's
housing
crisis.
I
was
tronto
grows.
It's
crucial
that
we
confront
the
transportation
challenges
of
both
today
and
tomorrow.
The
smart
track
program
really
does
exactly
that.
Q
Smart
track
will
deliver
an
unprecedented
range
of
options
for
commuters
traveling
to
and
from
Toronto
all
at
the
cost
of
a
TTC
fare.
The
33
million
trips,
which
smart
track
will
serve
annually,
play
a
crucial
role
in
providing
much-needed
transit
relief.
Today,
while
planning
for
an
exciting
future
of
transit
focused
developments,
the
potential
for
a
total
of
26
new
rapid
transit
stops
fully
integrated
with
the
TTC
is
a
decisive
and
effective
plan
which
the
Carpenters
greatly
support.
Q
The
implementation
of
smart
track
will
also
generate
four
and
a
half
billion
dollars
in
economic
and
social
benefit,
with
no
long
term
financial
impact
for
the
people
of
Toronto
in
terms
of
the
economic
development
we've
heard
from
the
previous
speaker
about
the
crucial
nature
of
this
to
a
particular
project
living
ahead.
But
we
see
economic
spin-offs
economic
development
across
the
city
and
with
regard
to
social
benefit.
I
might
also
mention
that
our
track
record
and
our
benchmark
of
success
in
terms
of
community
benefits
in
partnering
with
developers
and
contractors
along
the
Eglinton
crosstown.
Q
It's
been
highly
successful,
really
opened
the
doors
for
many.
Many
young
people
in
terms
of
the
construction
industry
and
Association
associated
industries
and
benefits.
So
in
conclusion,
the
7,000
members
of
local
27
are
very
proud
to
work
in
partnership
with
the
city
of
Toronto
and
the
province
of
Ontario
to
construct
a
bright
future
for
generations
to
come
and
in
partnership
with
our
contractors.
We
certainly
intend
to
bring
it
in
on
time
and
on
budget
and
I'd
be
pleased
to
take
any
questions
at
this
point.
I'm.
A
P
You
very
much
for
spear
through
you
miss
York.
Thank
you
very
much
for
being
here
this
morning.
As
you
pointed
out,
we're
well
aware
of
your
leadership
and
certainly
the
Carpenters
Union
and
the
work
that's
done
with
at-risk
young
people
and
so
on.
Can
you
help
me
to
understand
there
are
those
who
say
that
smart
track
is
something
that
we
should
abandon
and,
quite
frankly,
not
proceed
with
it?
Can
you
give
us
your
perspective?
P
I
know
you
give
us
an
overview
here
with
respect
to
the
report
itself,
but
speak
to
those
individuals
who
will
come
to
this
committee
and
say
to
us
that
we
should
disband
this
altogether.
I
know
that
there's
some
other
types
of
modal
of
transit
that
perhaps
we
would
like
but
speak
to
us
with
respect
to
advancing
this
smart
track
development,
of
course,
keeping
in
mind
that
we
actually
want
all
types
of
transit
across
the
city.
Certainly.
Q
So
our
experience
with
the
recent
TTC
opening
up
in
Devon
and
now
there
Eglinton
crosstown,
so
the
diversity
of
approaches
and
systems
that
we
can
bring
to
the
bring
to
the
table
to
me
it's
hugely
important
and
not
just
for
the
jobs
and
and
and
for
the
the
transit
but
the
economic
development.
The
spin-offs
that
that
creates,
as
has
been
mentioned
just
by
the
previous
speaker,
I
see
that
happening
all
across
the
city.
So
I'm
up
on
Shepard
I
see
all
kinds
of
investment
on
that
TTC
line
and
then
now
into
bond
area.
Q
A
Thanks
counselor
Thompson
any
other
deputy
questions
of
the
deputy
at
mr.
York.
Thank
you
very
much
very
good.
Thank
you
the
next
four
just
so
they
can
be
ready
to
come
up.
Todd
Hoffman's
next
Liberty
Village
residents,
Association
get
Nicole
first
capital
Realty,
Hamish,
Wilson
and
Jamal
Meyers.
So
those
are
the
next
four
awfully.
D
Welcome
hey!
Thank
you
very
much
for
having
me
my
name
is
Todd
Hoffman
I'm,
president
of
the
Liberty
Village
residents
Association.
We
are
a
collective
of
more
than
eighteen
condominiums,
with
6000
condominium
units
and
9,000
people
and
to
our
knowledge,
we're
now
the
largest
residents
Association
in
North
America
I'm,
here
to
speak
about
the
king,
Liberty
smart
track
station,
and
why
this
needs
to
happen.
D
If
we
expand
our
definition
of
Liberty
Village
by
only
half
a
kilo
in
any
direction,
we
then
become
40,000
people
in
a
tiny
and
amazing
section
of
downtown
West,
Toronto
being
right
next
door
to
Exhibition
Place,
bringing
with
it
the
CNE,
the
Royal
Agricultural
winter
Fair,
a
new
hotel,
the
bentway,
the
champion
TFC
and
the
champion.
Our
goes.
The
Raptors
practice
facility
go
Raptors,
the
Toronto
Wolfpack.
This
brings
a
ton
of
amazing
energy,
a
lot
of
opportunity
and
business
and
visitors
to
our
neck
of
the
woods
and
the
city
add
to
that.
D
We
love
the
city,
we
live
in,
we
love
the
city,
we're
a
part
of,
and
we
accept
the
realities
of
choosing
to
live
downtown,
but
we
need
to
be
able
to
move,
and
this
station,
along
with
other
improvements
already
underway,
will
finally
allow
us
to
do
that.
It
will
connect
a
Liberty
Village
to
West
Queen
West
via
a
pedestrian,
cycling,
bridge
and
I
believe
has
the
potential
to
create
a
phenomenal
experience
above
the
tracks
that
would,
albeit
on
a
much
smaller
scale,
be
akin
to
New
York's
High
Line.
D
It
will
allow
the
employment
lands
of
Liberty
Village
to
rapidly
expand
and
create
job
growth,
while
also
protecting
the
value
of
the
community.
But
it's
important
to
note
that
this
link
doesn't
just
serve
the
residents
and
surrounding
communities
and
businesses
of
Liberty
Village.
It
will
also
serve
everyone
along
this
rail
corridor,
with
fewer
and
fewer
millenials,
and
eventually
their
children,
driving
or
even
getting
a
driver's
license.
Pedestrian
cycling
and
rail
infrastructure
will
increasingly
become
the
norm.
D
It
will
be
how
they
get
to
the
CNE
and
downtown
Toronto
from
Weston
Rexdale,
Brampton
and
beyond,
allowing
them
to
enjoy
the
city
while
leaving
the
roads
more
free
for
those
who
must
use
cars.
We
highly
recommend
that
the
executive
committee
passed
this
on
to
Council
unanimously
and
thank
you
and
all
city
staff
for
the
tremendous
work
that
has
gone
into
developing
this.
Thank
you
thank.
M
Late
yeah,
thank
you
very
much
mr.
mayor
and
thank
you
for
the
presentation.
Originally.
When
we
were
looking
at
maps
for
a
station
in
Liberty
Village,
it
was
quite
a
bit
further
east
towards
the
residential
sort
of
core
of
Liberty
Village
that
has,
since
changed
and
I.
Think,
there's
been
a
number
of
very
reasonable
engineering
reasons
why
it
has
changed.
Has
the
position
of
or
does
the
residents
Association
have
positioned
that
their
understanding
of
these
changes
and
want
us
to
proceed
with
the
location
in
the
current
location.
D
Absolutely
the
the
community
knows
that
this
is
not
ideal.
This
is
not
preferred.
We
would
have
preferred
it
south
of
King,
Street
and
further
east
of
the
of
the
of
the
rail
overpass
along
King
Street,
because
it
would
have
been
much
more
central
to
us,
but
we
understand
that
there
are
engineering
things.
We
understand
that
we
can't
always
get
exactly
what
we
want,
but
that
this
is
important
enough
for
us
and,
like
I,
said
all
of
the
surrounding
communities
and
the
far
extended
communities
that
this
is
a
compromise
that
we're
absolutely
willing
at
that.
A
H
A
H
You
very
much
good
morning,
mr.
mayor
and
executive
committee,
my
name
is
Keiko
and
I'm.
The
director
of
development
at
first
capital,
verse
Capital,
strongly
supports
the
smart
track
program
overall
and
especially
the
design
of
the
King
Liberty
Station,
as
owners
of
the
property
immediately
adjacent
first
capital
is
anxious
to
work
with
the
city
to
provide
the
best
connections
possible
between
the
station
and
surrounding
communities.
We
played
close
attention,
while
city
planners
and
Metro
links
address
the
engineering
challenges
associated
with
locating
a
station
into
a
massive
rail
corridor.
H
We've
been
very
impressed
by
the
ingenuity
they
have
exercised
to
maximize
the
benefits.
This
station
can
bring
called
the
king
High
Line.
This
mixed-use
development
will
bring
new
retailers
to
King
Street
West
and
over
in
over
500
rental
apartments.
We
started
construction
three
years
ago
and
hope
to
have
it
completed
and
occupied
in
2018.
H
We
are
constructing
a
multi-use
path
that
will
connect
this
development
over
the
King
Street
Bridge
and
into
Liberty
Village.
To
make
this
path
a
reality,
we
have
been
working
with
Metrolinx
to
determine
its
exact
dimensions
while
they
planned
future
electrification
infrastructure
and
determine
the
space
requirements
for
new
tracks
to
accommodate
smart
track.
We
have
learned
how
complicated
it
is
to
plan
an
engineer,
this
critically
important
infrastructure.
We
have
also
committed
to
upgrade
and
re-engineer
the
bridge
over
King
Street
as
part
of
our
agreement
with
Metro
links.
H
Although
this
multi-use
path
was
intended
for
our
development
and
conserve
a
much
higher
and
significant
purpose
when
considered
in
context
with
a
proposed
station
and
the
extension
of
the
West
Rana
rail
path,
the
station
design
proposes
to
provide
access
to
the
platform's
below,
by
way
of
a
bridge
that
could
easily
connect
our
multi-use
trail
to
the
extension
of
the
West
Rana
rail
path.
Not
only
will
transit
riders
from
communities
on
both
sides
of
the
rail
corridor
have
convenient
access
to
higher
order
transit.
H
This
would
also
provide
pedestrian
and
cycling
trail
that
links
all
communities
from
north
of
Dupont
to
Liberty
Village,
since
first
Capitol
moved
its
head
office
into
Liberty
Village.
Ten
years
ago,
we
have
seen
this
part
of
the
city
evolve
into
a
dynamic
mixed-use
community.
The
King
Liberty
smart
track
station
will
be
a
huge
boost
to
transit
riders
in
the
area
and
will
link
several
communities
to
other
parts
of
the
city
and
GTA.
H
A
C
Thanks
for
being
here
in
some
ways,
this
is
good
and
primarily
I
think
it's
because
Metrolinx
is
involved
and
go
because
they've
done
a
pretty
good
job
over
time
of
increasing
the
services
to
the
center
of
the
city,
and
yet
I
am
also
worried
that
we're
actually
rushing
ahead.
A
lot
here,
I
know
there's
pressure,
yeah
and
I
refer
to
the
climate
pressure
as
well,
but
we're
not
doing
the
simple
obvious
things
for
climate.
C
C
It
doesn't
seem
to
be
that
way:
number
7,
the
city's
estimates
of
capacity
ridership
and
development
stimulus
for
the
smart
track
rest
on
the
original
plan,
where
all
trains
would
serve
all
stations.
This
is
explicit
in
the
city
report
number
8.
Its
Metrolinx
cannot
provide
the
stated
level
of
service
without
reverting
to
the
all
local
model,
but
this
would
increase
travel
times
for
writers
from
the
outer
reaches
of
their
network.
C
So
what
we're
tending
to
do
here
is
make
the
go
service
into
more
of
a
local
service,
especially
as
you
get
into
the
core
and
I.
Don't
think
that's
good,
because
then
I
know
five
reader
writers.
They
want
to
have
the
quick
trips
in
and
just
because
we
haven't
actually
provided
the
needed
service,
especially
on
the
the
south
end
of
things.
C
As
some
of
you
might
know,
I've
been
fussing
about
trying
to
improve
the
TTC
transit
from
Queens
way,
Parkdale
through
Liberty
Village
into
the
for
for
decade,
and
a
half
and
we've
really
been
abject
failures
on
that.
The
gold
riders
may
not
want
to
have
their
their
time
slowed
down.
There's
a
time
cost
there
and
there's
an
election
coming
up,
so
they
and
we
have
incredible
debt
on
the
provincial
level,
so
things
may
change
after
vii.
C
Fort
words
was
backwards
by
the
way,
so,
instead
of
degrading
the
NGO
service,
why
can't
we
think
of
actually
improving
the
TTC
to
be
more
of
a
sub
regional
service?
That
would
be
a
nice
thing
to
have
happen
and
in
the
Liberty
Village
area
and
everything
if
we
actually
dug
in
a
TDC
tunnel
under
any
new
track
set
starting
at
Queen
and
near
Doran
area.
So
we
actually
have
the
option
of
having
a
faster
TTC
based
Express
route
into
the
core,
using
Front
Street
for
transit.
C
We
need
to
start
having
new
routes
new
flexibilities,
because
even
with
the
go
RER,
it's
still
going
to
be
a
brittle
system.
Something
happens
at
Union
Station,
something
happens.
It's
on
the
tracks.
There's
going
to
be
a
problem,
we
could
do
a
loop,
reversible,
transit
way.
Why
not?
That
would
be
value
because,
for
the
most
part,
I
think
what
we're
doing
here
we're
siphoning
off
money
from
the
core
to
help
support
suburban
riders
and
we
need
a
divorce
from
the
suburban.
You
guys
are
tend
to
be
suburban
interests.
A
A
Well,
I
mean
I,
have
it
here
in
an
order?
I
does
really
matter
to
me.
The
next
1
2
3
4
5
6,
are
all
from
Scarborough
transit
action.
What
we
often
do
is
have
organizations
like
that
actually
combine
themselves
into
one
and
save
time,
but
if
you
want
to
come
in
a
different
order
of
convenience
to
somebody
we're
not
anxious
to
cause
inconvenience,
so
we
can
do
what
you
wish.
I
mean
I
just
want
everybody
to
agree
on
it.
That's
all
so
I'm
not
faced
with
some
arguing
factions,
so
I
have
mr.
A
Myers
next
on
the
list,
and
I
could
have
anybody
that
wants
to
come
up
if
you're
all
agreed.
The
greatest
thing
you
could
do
would
be
to
actually
say
we'll
find.
If
there's
six
of
you,
you
could
have
the
message
in
the
time
allocated
for
three
cuz,
but
that's
fine
you're
welcome
to
take
all
six
times.
If
you
want
mr.
Myers,
are
you
next
or.
A
A
R
Morning
respected
mayor
and
committee
members,
my
name
is
Anil
Lewis
and
I
live
by
the
Lawrence.
Our
key
station
I'm
part
of
aboard
37
I,
take
the
SRT
to
Kennedy
your
plan
to
replace
the
SRT
with
one
Lawrence
II
station
or
smart
rack
station,
and
one
subway
stop
plan
is
a
discussion
point.
Whenever
our
community
me
meets
and
the
voice
is
only
getting
stronger,
the
SRT
will
not
help
our
current.
This
plan
to
replace
the
SRT
will
not
help
our
community
and
here's.
R
Why,
instead
of
five
stations
from
which
to
access
our
TTC,
Network
I
will
have
only
one
Scarborough
town
centre
station
Lawrence,
Medellin
McGowan,
will
all
be
eliminated
and
replaced
with
a
go
smart
track
station
at
Lawrence,
East
going
to
town
center
and
other
places
will
no
longer
be
convenient
when
traveling
on
the
smart
track.
I'll
have
to
pay
more.
R
Why
would
I
want
to
do
this
when
I
can
get
to
Kennedy
Ellesmere
Midland,
mecca
and
STC
on
a
TTC
fare
now,
while
this
might
not
affect
me
more
people
riding
the
54
Lawrence
east
bus
will
no
longer
have
the
convenient
access
to
the
Lawrence
East
smart
track
station
people
will
have
to
get
off
the
Lawrence
East
overpass
and
walk
down
several
flight
of
stairs
or
take
an
elevator
to
get
there
which
will
get
worse
during
winter,
especially
during
ice
storms.
That
is
not
more
convenient.
It
is
much
less
convenient.
R
I'll
have
to
wait
longer,
instead
of
catching
in
RT.
Every
four
minutes.
I
must
now
wait.
Six
to
ten
minutes
for
a
local
service.
Why
a
smart
track
or
to
save
money,
take
the
forty-three,
TTC
bus
to
Kennedy
and
even
wait
more
I'll
be
spending
more
time
on
buses,
along
with
other
16,000
existing
riders,
who
use
the
four
RT
station
that
will
close.
We
will
have
to
transfer
to
another
bus
or
go
down
to
Kennedy
station
to
get
to
Scarborough
town
centre.
How
does
that
reduce
my
travel
time?
R
Note
when
there
are
constructions
on
would
travel
time
is
always
high
example,
the
construction
right
now
at
Kennedy
and
Eglinton.
This
only
increases
pollution
and
will
not
help
when
our
province
is
committed
to
reducing
our
carbon
footprint.
I
shouldn't
have
to
wait
ten
years,
while
you
replace
the
Scarborough
RT
by
the
one-stop
subway
and
one
smart
track
station,
we
should
be
replacing
the
SRT
with
a
seven
stop,
Scarborough,
LRT
or
equivalent.
R
Why
are
we
spending
up
to
three
point?
Five:
six
billion
for
a
one,
stop
subway
and
a
155
million
smart
track
station
when
we
could
replace
the
SRT
with
a
seven
stop
LRT
for
a
lot
less.
This
is
decision
to
replace
infrastructure
like
this
must
be
made
on
strong
data
and
not
plans
drawn
on
the
napkin,
at
least
as
reported
by
Toronto
Star
in
IT,
consulting
where
I
come
from.
R
When
we
make
when
we
create
services
we
make
use
of
existing
infrastructure,
you
are
ignoring
the
needs
of
transit
riders
in
Lawrence
RT,
a
priority
neighborhood
where
I
ll
with
the
money
for
a
one-stop
subway
and
a
Lawrence
smart
track
station.
We
could
be
building
a
lot
more,
bringing
a
rail
rapid
transit
network
to
seven
priority
network
I.
P
R
R
R
C
R
R
C
R
R
C
A
C
A
A
There
and
then
your
you
are
aware
not
was
saying
you
said
about
elections.
The
government
of
Ontario
has
announced
this
will
be
implemented
as
a
matter
of
policy
and
they're
in
the
process
of
now
implementing
it
for
January
the
1st.
So
it's
not
an
election
promise
as
much
as
it's
a
decision
that's
been
taken
and
announced
in
the
budget
that
will
be
implemented
on
January,
the
1st
they
fit
the
same
pair
well,.
R
A
But
you
will
acknowledge
that
in
the
event
you
walk
to
the
Lawrence
East
smart
track
station
and
get
on,
and
this
commitment
is
implemented
as
they're
underway
doing
now,
that
it
will
cost
no
more,
as
you
imply
that
there
be
an
additional
cost
to
going
on
smart
track
versus
going
on.
The
TTC,
which
you
would
acknowledge
would
not
be
the
case
if
that
commitment
is
met.
Yes,.
R
A
S
We
shouldn't
just
focus
on
Scarb,
where
we
should
focus
on
all
areas
within
Toronto
and
within
a
Scarborough
herself.
The
right
now
we
have
essentially
one
north-south
line.
I
perceive
this
I
perceive
the
Toronto
portion
of
smart
track
as
an
east-west
route.
The
Bloor
was
lying
is
an
east-west
route.
The
upcoming
Eglinton
crosstown
is
an
east-west
route.
These
routes.
These
routes,
will
tend
to
put
a
lot
of
people
onto
what
I
perceive
as
the
only
one
north-south
route.
S
S
A
C
S
The
original
one,
which
would
which,
which
was
initially
fully
funded
by
the
provincial
government,
was
a
1.8
billion
dollars.
It
seemed
to
recall
that's
what
I
asked
what
I'm
thinking
about,
which
was
which
was
basically,
if
I
for
lack
of
a
better
word
wish.
It
was
a
basically
terminated
or
discarded
by
the
previous
administration
under
the
late
Rob
Ford,
and
this
the
diagram
that
I'm
showing
up
there
is,
is
a
network
which
I
consider
that
a
network
it
provides.
It
provides
various
options
it
serves.
S
It
serves
thousands
of
points
for
different
times
of
the
day
and
it
has
redundancy
so
the
more
redundancy
you
have
and
we
can
move
toward
the
elimination
of
shuttle
buses
which
to
me
in
the
21st
century,
shouldn't
even
exist.
If
you
do,
if
you,
if
you
do,
have
an
issue
with
a
with
a
with
a
lion.
In
an
example
Network
like
that,
the
transit
riders
will
be
able
to
find
an
alternative
way
to
move
around
the
city.
The
entire
city,
without
using
shuttle
buses,
know
that
I
have
used
that
system
and
I.
C
S
It
could
it
could
be
as
long
as
it
could
be
as
long
as
long
as
you
don't
remove
the
exist,
the
existing
stations
that
we
do
have,
for
example,
on
the
on
the
on
the
Scarborough
RT
system.
If
you're
gonna
remove
stations,
then
you're
really
to
my
way,
you're
thinking,
you're,
taking
your
ticket
you're,
taking
a
step
backwards,
so
my
III
I've
always
supported
the
concept
that,
if
you
on
a
on
an
annual
basis,
if
you
go
throughout
the
city,
I
mean
throughout
the
city
and
Scarborough
is
a
particular
serious
problem.
S
C
C
S
C
C
More
stops
necessarily
better
and
I
know
you
would
probably
and
I'll
expand
on
that
I
know:
you've
probably
taken
the
damn
fourth
line
or
the
young
line.
When
you
stopped
at
Chester
station
and
three
or
four
people
get
on
or
off
or
Summer
Hill,
Station
or
Rosedale
station
move
some
time.
Would
you
agree
that
sometimes
more
stops
isn't
necessarily
better
because
it
slows
it
slows
the
majority
of
people
moving
down
for
a
very
few
people
that
may
may
or
may
not
be
getting
off
the.
S
Might
might
my
thought
on
something
like
that
is
if
you
had,
if
you
had
several,
if
you
had
several
lines
you
may
not,
you
may
not
need
to
worry
about
that.
If
I
understand
your
question
correctly,
to
my
way
of
thinking
the
more
more
points
that
you
have,
the
better
it
is,
and
if
you
have
right
now,
I
think
I
see
where
you're
coming
from
right
and
right
right
now
with
a
single
east-west
line,
for
example
the
the
blue
or
Danforth
line
when
you
got
on
one
end
of
that
you're.
S
Stopping
this
one
line
is
serving
currently
is
serving
both
both
ends
of
the
city,
where
everywhere
everybody
sort
of
speak,
has
to
ask
to
get
on
this
single,
east-west
line
to
access
points
west,
for
example,
let's
see
if
you're
going
from
somewhere
in
Scarborough
to
somewhere
Etobicoke
is
that
everybody
has
to
get
on
that
to
access
points
in
the
west
part
of
the
city
and
then
transfer
to
buses
right
and
I.
Guess
what.
C
I'm,
saying
is
sort
of
the
politics
of
all
of
this,
wouldn't
the
wouldn't
the
the
prudent
thing
to
do,
especially
when
you're
looking
at
trains
or
lr
T's
that
carry
a
large
number
of
people
to
have
those
as
nodes
and
then
have
service
coming
in
to
those
nodes.
My
concern
is:
when
you
have
so
many
stops,
it
actually
slows
people
down,
it
becomes
a
milk
run.
In
fact
we
heard
that
with
the
the
Go
Go
line.
S
On
the
other,
on
the
I
I'm,
not
sure
I
really
agree
with
that
concept,
but
it
if
you,
if
you
have,
if
you
have
more
stops
to
serve
more
people
at
different
times
of
the
day.
You
do
help
climate
change
by
getting
by
getting
people
out
of
their
cars
and
into
it
into
a
light
rail
system.
And
if
you
do
that,
then
you
can.
Then
you
can
address
the
problem
of
congestion.
Okay,
thanks,
okay.
A
P
You
very
much
mr.
mayor,
through
you,
too
mr.
McCartney,
so
you're
from
Ward
26,
sir.
Yes,
okay,
were
you
aware
that
approximately
nine
ten
years
ago,
the
TTC
had
done
a
lot
of
work
with
respect
to
looking
at
what
the
possible
transit
option
would
be
with
respect
to
the
replacement
of
this
Garris
cover
SRT?
We're
you
aware
of
that.
No.
S
P
S
Saying
I'm
saying
that
you
don't
want
to
downgrade
from
what
you
already
have
to
fewer
to
fewer
stops
and
with
something
like
the
Scarborough
subway
extension
is
running
over
a
distance
of
six
to
seven
kilometres
right,
which
is
which
is
the
same
distance
from
Dave
I
think
from
from
the
date
from
the
Davisville
run
to
a
believe
union
station.
It's
the
same
distance
of
sois
compared
to
let's
say
ten
or
twelve
stops
this
old.
A
A
You
know
that's
an
example,
I
don't
know
this,
but
you've
been
there
and
you've
used
it.
I
trust
you,
you
would
acknowledge
that
some
of
this
may
be
even
quite
a
bit
of
it
would
be
surface
rail,
not
all
subways
and
different
modes
of
transit
that
are
shown
on
that
network.
You've
got
off
there
is
that
that's.
A
You
aware
of
the
fact
I'm
sure
you
you
are
that
smart
track
is
part
of
a
network
transit
plan.
That's
been
developed
and
approved
by
the
City
Council
this
term,
and
it
consists
of
a
variety
of
projects,
including
the
Scarborough,
blue
or
Danforth
subway
extension,
including
smart
Trek,
and
including,
for
example,
the
LRT
that
goes
to
the
U
of
T
Scarborough
campus
you'd
acknowledge
that
this
is
part
of
a
network
transit
plan
and
indeed
across
the
rest
of
the
city
other
lines,
including
waterfront
transit,
the
relief
line
and
a
whole
host
of
things.
A
S
A
S
A
Gonna
get
to
that,
but
but
you
will
acknowledge
that
there
is
a
network
transit
plan,
because
when
you
talk
about
what
what
you
think
of
our
current
plan,
I
would
tend
to
agree
with
you,
which
is
why
we
put
such
an
F
into
getting
approved
a
network
transit
plan
that
consists
of
all
those
lines.
I
mentioned.
You
know:
waterfront
transit,
a
smart
track,
Scarborough,
LRT,
scar,
Eglinton,
East,
Eglinton,
West,
LRT,
and
so
on.
S
S
A
Of
Toronto
I
don't
agree
with
respectfully.
Let's
just
talk
about
the
part
that
goes
from
Finch
and
Kennedy
to
Agincourt
to
Lawrence
and
Kennedy
to
the
Scarborough
station
to
Danforth.
That
is
a
north-south
route
that
travels
right
down
the
north/south
spine
of
Scarborough.
That's
what
I'm
showing
you
this
map
it
is
to
be
operated
on
the
same
basis,
meaning
that
the
same
fare
will
apply
to
get
on
to
that
as
as
going
across
to
the
Yonge
Street
subway,
it's
a
Norton.
The
map
is
right
there,
that's
what.
S
A
Talk
about
that
for
a
minute.
Do
you
think
it
might
be
helpful
to
some
people
who
live
in
Scarborough
to
be
able
to
take
a
train
from
their
home
in
Scarborough
to
go
to
work
in
Markham,
for
example,
or
for
people
in
Markham
to
come
to
work
in
Scarborough,
because
part
of
smart
Trek
indeed
does
go
beyond
the
boundaries
of
four
one?
Six,
though
most
of
it
is
actually
inside
the
City
of
Toronto
you'd
acknowledge
that's
what
this
map
shows
all.
S
F
However,
next
time
there
will
be
individuals
not
listed
as
members
of
our
group
and
I
just
wanted
to
start
off
by
saying
that
our
organization,
we
are
not
against
smart
track,
we
support
smart
track,
but
we
feel
that
the
need
to
secure
a
TTC
fare
and
five
minutes
service
and
also
delivering
and
operating
and
maintaining
it
publicly
are
very
important
things
conditions
that
need
to
be
met
before
we
go
ahead
with
this
project
and
that's
a
more
general
sort
of
comment
on
smart
track.
More
specifically,
we
have
concerns
about
the
Lawrence
East
smart
track
station.
F
F
We
asked
them
where
they
were
going.
Where
are
you
usually
traveling
to
and
from
the
station
we
asked
200
people
by
the
way
and
41%
we're
going
downtown
over
50
over
above
that
number
50%
we're
going
elsewhere
in
Scarborough.
So
it's
important
that
we
know
that
because
more
people
are
trying
to
get
somewhere
in
Scarborough.
F
We
also
asked
people
if
they
knew
that
when
the
mayor's
plan
for
one-stop
subway
from
Kennedy
station
to
Scarborough
Center
is
finished,
Lawrence
E
station
and
the
rest
of
the
SRT
will
close.
We
also
asked
them
if,
if
they
knew
there
would
be
a
Lawrence
E
smart
track
station
there
and
around
the
same
percentage,
eighty-three
percent
didn't
realize
that.
F
F
We
have
raised
these
concerns
at
all
the
public
consultation
meetings
in
Scarborough.
We
don't
see
any
record
of
those
concerns
in
the
reports
that
the
city
has
produced
on
this.
This
project.
We
see
concerns
about
parking
and
about
noise,
but
we
don't
see
any
of
the
concerns
that
people
have
about
the
Lawrence
East
smart
track
station.
So
if
I
still
have
oh,
it.
A
C
F
Not
the
specific
concerns
we
had
about
the
Lord's
East
smart
track
station
and
how
it
would
reduce
access
for
people
and
how
people
would
not
want
to
walk
down
several
flights
of
stairs
from
the
Lawrence
54
bus,
and
they
don't
want
to
wait
15
minutes
when
they
can
wait.
Only
four
minutes
right
now
and
they
don't
want
to
have
to
pay
more
okay.
C
But
my
understanding,
so
the
smart
track
station,
for
example
at
Lawrence,
is
gonna,
be
fully
AODA
compatible
when
it's
built
you're
just
saying
that
compared
to
the
SRT
see
the
station
at
Lawrence,
where
people
would
go
right
into
it
on
a
bus
and
the
the
trains
would
are
I.
Think
they've
run
every
four
to
five
minutes.
So
that's
they
would
consider
that
much
more
accessible
and
have
an
LRT
route
through
there
than
going
to
smart
track.
Yeah.
F
They
definitely
want
to
keep
the
stations
and
they're
excited
about
the
fact
that
they
could
have
two
more
stations
and
that
the
buses
would
still
come
into
Lawrence
E
station
and
let
them
off
and
they
could
just
get
on
the
rapid
transit
as
opposed
to
having
to
climb
down
stairs
from
an
overpass.
Okay.
A
N
Role
today
is
just
to
present
a
letter
from
one
of
our
Scarborough
resident.
That
cannot
be
here
today
and
I.
Think
maybe
I
would
be
able
to
save
you
some
minutes
from
used
up
by
the
others.
Okay,
dear
counselors,
my
name
is
Brian
Chan
and
I'm,
a
resident
on
Ellesmere
between
birch
Mont
and
Kennedy.
The
Dorsett
Park
neighborhood
in
Scarborough
public
transit
is
my
major
method
of
travel
in
the
city
and
has
been
for
a
couple
of
decades.
N
Now,
since
I
first
studied
at
the
University
of
Toronto,
I
use
the
TTC
to
get
to
work
meet
with
friends,
attend
events,
access
inner-city
transport
and
my
main
access
point
is
the
Ellesmere
RT
station.
A
comprehensive
LRT
network
would
help
me
significantly
more
than
a
one-stop
subway
and
a
Lawrence
East
go
smart
strike
station.
A
P
N
P
P
A
G
A
G
Good
morning,
I'm
a
Scarborough
resident
and
member
of
Scarborough
transit
action
I'm
here
today
to
urge
the
executive
committee
to
return
to
the
original
seven
stopped
LRT
route
and
not
pursue
smart
track
at
Lawrence
East
and
cancel
the
four
billion
dollar.
One
stop
subway
simply
put
closing
Lawrence
East
Ellesmere
and
Midland
RT
stations
and
replacing
them
with
one
go.
Smart
track
station
is
inadequate
to
meet
the
needs
of
Scarborough
residents
in
an
August
2017
survey
of
over
200
users
of
Lawrence
E
station
over
85
percent
of
respondents
did
not
know.
G
G
They
worried
their
home
values
would
drop
bus
riders,
worried
about
having
to
pay
an
additional
go
fare
on
top
of
their
TTC
fare
and
they
were
confused
as
to
why
smart
track
was
a
good
value
for
money,
as
50%
of
them
primarily
used
Laura's
East
to
travel
within
and
around
Scarborough.
On
top
of
this
residents,
worried
about
how
they
would
access
Lawrence
east,
as
the
54
bus
would
offload
passengers
on
an
overpass
and
have
them
walk
down
multiple
flights
of
stairs
or
take
an
elevator
to
enter
the
smart
shock
station.
G
Such
a
design
is
extremely
unfair
to
rush-hour,
commuters,
seniors,
the
disabled
and
those
with
mobility
issues.
It
also
opens
the
city
up
to
expensive
personal
injury
lawsuits
residents,
overwhelmingly
support
keeping
the
existing
SRT
route
and
extending
it
by
two
stops
to
Centennial
progress
as
a
taxpayer
and
transit
user
I
support
this
too.
Not
only
does
this
offer
the
best
value
of
money,
but
it
respects
my
time.
My
time
matters
I
urge
the
Executive
Committee
to
listen
to
Scarborough
residents.
G
C
Thank
you
thank
you
for
coming
in
this
morning.
One
of
the
concerns
that
I
they
often
hear
my
area
bit
with
the
Lawrence
Avenue
Station
people
trying
to
get
downtown,
but
in
students
that
have
to
get
to
Centennial
College
saying
that
now,
the
their
trip
to
the
college,
for
example,
is
getting
harder
because
they're
now
they
have
to
take
buses
from
Lawrence.
They
have
to
find
a
way
to
get
north
or
up
Markham
Road
Horton
Park
Brimley
McCowan.
C
G
That's
correct
and
what
we
heard
from
a
lot
of
people
was
that
they
were
upset,
especially
people
who
couldn't
afford
to
use
the
Lawrence
smart
track
co
station,
that
they
would
have
to
be
forced
to
take
an
additional
bus
to
either
Kennedy
or
Scarborough
town,
which
would
increase
their
commute
times.
So
it
really
doesn't
make
sense
for
the
residents
of
Scarborough
and
I
just
want
to
be
clear.
We're
not
opposed
to
smart
track
for
the
rest
of
the
city.
G
We
heard
from
the
gentleman
from
Liberty
Village
and
if
that's,
what
Liberty
Village
wants:
that's
fine,
but
for
Scarborough,
a
one,
a
four
billion
dollar
one-stop
subway
and
a
Lawrence
E
smart
track
station
just
doesn't
make
sense
for
the
majority
of
residents.
It's
just
not
what
we
need
we're
taking
away
for
our
T
stops
and
replacing
them
with
one
smart
track
in
one
subway.
Stop.
We
already
have
the
lowest
number
of
stops
in
the
city.
G
A
You
thank
you.
Mary
Tory,
thanks
Council
Ainsley.
Are
there
other
people
councillor
Hobson?
Did
you
have
a
no
okay?
You
were
just
I'll.
Just
have
one
question
for
you.
You
would
acknowledge
when
you
talk
about
for
going
to
two
that
you're
not
including
the
I,
think
it's
11
stops
that
are
on
the
LRT,
the
Scarborough,
East
Eglinton,
East
LRT.
That's
also
part
of
the
Scarborough
network
transit
plan.
You
talk
about
the
number
of
stops
in
Scarborough,
there's,
I,
think
11
or
maybe
more
than
11,
on
that
LRT.
That
goes
to
the
F
G
campus.
Yes,.
G
So
we
support
that.
What
we
urge
the
council
to
do
is
to
make
that
the
priority
rather
than
the
Scarborough
subway,
stop.
If
you
connected
U
of
T
Scarborough
and
brought
it
all
the
way
up
to
Malvern,
that
would
make
a
difference
in
some
in
thousands
of
people's
lives.
It
doesn't
make
sense
to
build
a
four
billion
dollar
one-stop
subway
to
a
shopping
mall.
Thank
you.
Thank
you.
A
A
F
A
You
very
much-
and
we
appreciate
your
being
here
and
that
you're
willing
not
to
speak
I,
guess
they've
spoken
for
you
and
thank
you
very
much.
Okay.
That
brings
us
councillor.
Davis.
Did
you
want
to
ask
questions?
Just
that
brings
us
to
questions
of
when
I
say
questions
of
staff
it'll
be
questions
on
both
the
presentation
and
on
the
and
just
half
generally
so
will
will
commence
with
that
now
and
I
presume
that
councilor
Davis
had
her
hand
up
into
so
she's
most
welcome
to
start.
Thank.
F
We're
also
delegating
to
the
deputy
city
manager
for
deciding
what
is
fair
and
reasonable
in
the
costs
associated
with
the
with
the
additional
works.
I
wanted
to
understand.
When
I
heard
this
morning,
you're
going
to
be
seeking
even
further
delegated
authority.
What
delegated
authority
are
you
going
to
be
seeking
beyond
what
is
a
precedent-setting
number
of
delegated
authorities
in
this
report?.
C
F
I
Right
now
we're
just
reviewing
the
the
schedule
and
what
might
be
needed,
particularly
since
there's
going
to
be
a
council
recess
or
delegated
authority,
so
that
we
can
ensure
that
we're
not
holding
the
projects
up
there.
Timelines
here
are
quite
tight.
A
lot
of
the
procurement
packages
are
out
and
the
construction
is
set
to
begin.
So
we
have
to
make
sure
that
as
a
city,
we've
done
our
due
diligence
and
are
ready
to
proceed.
Okay.
F
F
A
F
The
answer
was,
we
haven't,
got
a
value
yet
on
those
properties.
I
want
to
ask
about
the
x-bow,
the
governance
model
and
the
restructuring.
That's
anticipated
in
this
report
is
this
restructuring
of
creating
some
special
unit
or
a
new
transit,
something
or
other
going
to
be
fully
remaining
just
yes,
no
fully
remaining
within
the
jurisdiction
of
the
City
of
Toronto.
F
Could
you
answer
that?
It's
not
going
to
be
some
kind
of
joint
thing.
That's
arm's
length,
there's
a
reorganization
that
is
recommended
in
not
in
specifically
in
the
recommendations,
but
it
says
you're
going
to
be
putting
together
a
whole
separate
unit
of
people
working
on
this.
Is
it
fully
in
this
Toronto
civil
service,
or
we
creating
some
hybrid
so.
I
Currently
we're
looking
at
we're
working
together
as
a
team
to
figure
out
what
sort
of
a
structure
or
function
do
we
need
within
the
city
to
provide
appropriate
oversight
to
make
sure
there's
many
components
to
this,
and
we
have
to
make
sure
that
they're
all
aligned
so
that
one
doesn't
get
delayed
and
then
impacts.
Tonight,
question
happens.
It's.
F
T
The
mayor
the
there
are
ridership
figures
in
the
report.
We
see
a
total
of
smart
track,
bringing
33
million
additional
riders
per
year
to
soar.
Yes,
there
are
numbers
right
in
terms
of
the
costing
figures.
Ridership
doesn't
factor
into
the
costs
of
the
capital,
the
ridership,
the
the
the
factors
that
are
important
in
that
have
to
do
with
employment
and
population
figures
that
we'll
see
around
the
smart
track
stations
are
the
but
but
ridership
doesn't
affect
the
capital
costs.
F
That
is
not
my
question.
My
questions
are
you,
assuming
still
on
the
operating
side,
at
the
cost
that
will
be
assumed
by
metro
links?
Are
they
based
on
maintaining
fares
and
how,
at
a
TTC
level,
I
know
it's
$3
now
announced
through
the
budget?
How
are
we
going
to
ensure
those
fares
are
maintained
if
we
are
no
longer
receiving
the
revenues
operating
the
system?
F
I
M
M
T
M
So,
let's
just
be
it'll,
look
like
a
go
train
station
it'll
be
the
same
cost
as
a
GO
train
station.
In
the
City
of
Toronto,
the
fare
will
be
the
same.
It'll
be
operated
by
the
those
that
operate.
Go,
train
stations
and
the
vehicles
will
be
go
trains
through
the
mayor.
That
is
correct,
so
essentially,
it'll.
Look
like
and
now
they'll
operate
at
the
same
frequency
as
go
trains
within
the
core.
That
is
grandma
say
so.
T
M
I
M
Good
on
the
payments
on
the
payment
side,
so
I
have
a
my
presto
card.
If
I
was
getting
on
to,
let's
say:
I,
take
a
bus
to
a
go
to
a
GO
train,
either
one
of
the
new
stations
that
we're
paying
for
the
ones
they
currently
operate,
then
so
I
top
on
the
bus.
That's
a
three
dollar
tab,
I
tap
on
the
the
GO
train.
M
M
M
M
T
The
through
the
mayor,
there
are
some
significant
engineering
constraints
along
the
corridor
that
wouldn't
allow
metro
links
to
to
widen
the
corridor
and
insert
platforms
any
further
to
the
to
the
east.
So
in
their
analysis,
they've
they've
placed
the
the
platform's
where
they
can
work.
Given
those
constraints.
M
Essentially,
we'd
have
to
expropriate
120,
townhomes
and
probably
lower
lower
King
Street
by
a
couple
feet
to
a
couple
meters
to
accommodate
the
additional
tracks
over
the
over
King
Street
right.
You
are
correct,
councilor.
Now
the
report
that
was
presented
to
councillors
and
in
the
briefing
before
they
said
that,
in
order
to
achieve
the
higher
end
of
the
tax
increment
financing,
we
will
need
to
relax
planning
regulations
in
some
of
the
areas
for
Liberty
Village.
Would
we
need
to
relax
the
planning
regulations
and
this
already
intensified
community
through.
T
G
So
that's
work
that
lies
ahead,
so
we'll
be
doing
further
assessment
analysis
and
association
with
all
these
stations
to
certainly
meet
the
minimum
growth
targets
that
are
in
the
growth
plan
and
to
see
what
we
can
do
to
richly
deliver
on
development
opportunities
in
association
with
these
stations.
Great.
Thank
you
so.
A
P
You
very
much
mr.
mayor
I
guess,
through
you
to
the
city
manager,
acting
city
manager,
the
great
separation
that
we
talked
about
some
time
ago,
specifically
at
B
progress
in
the
Midland
area.
What's
the
what's
the
status
of
that
I,
it
was
my
understanding
that
there
was
going
to
be
some
discussions
with
respect
to
that.
Where
are
we
on
that.
I
T
P
Are
their
criterias
with
respect
to
identifying
and
areas
that
they
have
identified
that
would
be
suitable
suited
for
grade
separation,
for
example,
I
believe
that
there
is
the
Scarborough
Golf
Club
Road.
There
is
a
great
separation
being
proposed
by
Metrolinx
there,
yet
it
doesn't
have
the
same
capacity
with
respect
to
either
traffic
and
activity
as
the
progress
and
middlin
area
that
I'm.
Speaking
of
so
what's
their
criteria.
T
So
through
the
mayor,
I
can't
answer
fully
what
Metrolinx
is
considering
in
their
decisions.
However,
there
is
a
calculation,
that's
general
practice
across
the
the
rail
sector
that
looks
at
the
volume
of
rail
traffic
on
a
corridor
multiplied
by
the
volume
of
of
road
traffic
crossing
to
come
up
with
a
bit
of
a
factor
to
determine
the
need
for
a
grade
separation.
But
there
are
other
factors
that
they've
included
and
certainly
Metrolinx
priorities
were
to
try
to
separate
all
crossings
along
the
lakeshore
East
corridor,
which
is
the
Scarborough
Golf
Club
Road
right
and.
P
So,
on
page
12
of
the
report
here
it
talks
about
the
implementation.
Consideration,
talk
about
the
number
of
positions,
the
24
smart
track
and
the
32
for
RER,
so
we're
paying
for
those
and
we
will
be
given
a
it'll,
be
a
chart.
Will
that
be
a
chargeback
at
a
later
date
that
will
be
paid
by
go
back
to
the
city
Toronto
through.
J
P
J
P
I
N
G
N
N
N
T
N
T
N
With
related
would
relation
to
the
land
deal
so
there's
a
lot
of
land
that
is
being
looked
at
not
only
for
our
stations
but,
for
example,
we
had
deputations
hear
about
the
Kitchener
corridor
and
the
West
run
or
rail
path.
There's
a
lot
of
land
exchange
being
happening
because
of
all
these
projects.
How
are
we
involving
the
local
councillors
and
the
local
communities
with
this
delegated
authority?
That
you're
asking
in
here.
C
G
G
N
N
J
N
G
A
N
You,
mr.
mayor,
you
were
in
my
community
meeting
about
smart
track
and
I
I
cannot
go
without
asking
about
the
famous
bells
and
I
know
that
they
clearly
indicate
that
this
is
not
so
much
provincial
and
missile
jurisdiction,
but
I
think
we
have
a
role
to
be
a
strong
advocate
for
residents
that
live
around
these
stations
towards
the
federal
government.
So
are
we
doing
that
work
through.
F
The
mayor
with
Metrolinx,
we
have
been
discussing
opportunities
to
look
at
train
bells
and
whistles
Metrolinx
has
initiated
a
feasibility
study
to
look
at
alternative
options,
they're
also
looking
at
their
current
operations
of
trains
to
see
if
they
are
exceeding
current
requirements.
So
we
will
continue
to
report
back
as
we
report
on
smart
tracking
RER.
Thank
you.
A
Thanks
deputy
Morrell
I
should
just
tell
you.
I've
also
raised
this
with
the
CEO
of
Metrolinx
and
we'll
be
pressing
forward
to
sort
of
see
a
consistent
with
what
mr.
Auburn
just
said.
I
had
councillor
Ainsley
I
think
next
at
nigh
and
then
I
had
councillor
McMahon
I,
see
with
her
hand
up
and
councillor.
That's
you.
C
J
C
J
C
C
And
so,
when
we're
looking
at
tests
were
so
the
zones
that
I
was
looking
at
or
that
we're
gonna
be
using.
It
includes
not
only
around
the
six
smart
track
stations
that
we're
building,
but
it
also
anticipates
collecting
that
same
revenue
from
GO
train
stations
that
we
aren't
building
on
the
smart
track
line
through.
J
The
chair,
the
TIF
analysis,
assumes
fourteen
TIF
zones,
including
some
of
the
go
station
zones
and
an
rationale
behind
that
is
because
we're
getting
a
much
greater
level
of
service
frequency
and
that
will
result
in
additional
development
in
those
areas.
But
to
be
clear,
the
majority
of
TIF
revenue
is
derived
from
two
key
stations
within
smart
track.
These
include
the
East
Harbor
as
well
as
Liberty
King,
okay,.
J
J
That
is
correct
through
the
chair,
however,
we've
done
an
incredible
amount
of
due
diligence
over
the
course
of
the
last
year.
We've
retained
a
number
of
planning
consultants,
a
number
of
financial
consultants,
and
we
think
that
the
estimates
that
are
being
provided
here
are
highly
conservative
and
very
prudent.
So.
C
T
Through
the
the
mayor,
Metrolinx
is
still
I'll
answer
this
in
two
ways.
Metrolinx
is
still
working
through
some
aspects
of
the
service
concept.
However,
we
have
negotiated
with
Metrolinx
the
service
frequency
that
is
reported
in
the
staff
report,
the
six
to
ten
minute
frequency
during
the
peak
periods
and
the
the
15-minute
frequency
off-peak
periods,
that
is,
that
has
been
negotiated
directly
with
Metrolinx
and
indeed
was
part
of
the
July
2016
integration
business
case
for
smart
tract
that
we
that
we
presented
to
Council
I'm.
F
T
The
mayor,
what
the
report
that
Metrolinx
released
last
week
was
was
an
explanation
of
some
of
the
analysis
that
went
into
what
they
called
their
preliminary
design
business
cases,
which
was
the
next
phase
of
business
case.
Those
business
cases
were
done
a
few
months
ago,
and
that
was
simply
an
explanatory
report
about
how
they
went
about
their
analysis.
It
did
not.
A
F
T
T
The
mayor
I
think
that's
a
really
significant
improvement
when
we
came
to
Council
on
fair
integration.
Over
the
last
couple
of
years,
we
we
talked
about
the
importance
of
fairs
for
driving
ridership
and
also
that
we
should
be
looking
at
improved
fares
not
just
on
the
smart
track
corridors,
but
on
all
the
go
corridors
so.
F
D
You,
mr.
mayor
a
three
year,
it's
to
the
trip
planner,
we
think
them
some
of
the
station's
most
of
the
stations
that
are
proposed.
Is
there
any
opportunity
to
have
a
municipal,
comprehensive
review
and
look
at
before
the
five-year
Official
Plan
review
that
studies
that
we
usually
have
that
will
allow
that
sort
of
regeneration
and
growth
in
some
of
these
transportation
corridors.
G
Through
the
mayor,
the
the
city
is,
as
its
counsels,
we're
completing
its
current
municipal,
comprehensive
review.
It's
currently
at
the
OMB.
When
that
municipal,
comprehensive
review
is
completed,
the
the
council
can
consider
commencing
a
new
municipal,
comprehensive
review,
we're
hopeful
that
we'll
be
able
to
commence
that
in
2019,
as
I
indicated
earlier.
We
also
in
order
to
conform
with
the
growth
plan,
have
to
commence
station
planning,
major
transit
station
planning
and
and
these
issues
will
be
coincident
in
some
of
the
in
some
of
the
for
some
of
the
stations.
G
Some
of
the
stations
are
located,
for
example,
in
employment
areas,
so
we'll
have
to
review
and
consider
all
of
the
issues,
especially
in
the
in
close
proximity
to
the
transit
stations
and
I
would
just
generally
say
that
that
would
be
the
opportunity,
the
best
way
for
the
city
to
consider
any
land
use
conversion.
Questions,
for
example,
would
be
through
that
approach
and
through
that
citywide
lens
in
order
to
protect
our
interest,
our
long-term
interests
around
employment
growth
and
managing
our
population
growth.
So
there
will.
G
D
You
my
next
question,
is
regards
to
their
center
station.
We
have
the
same
care
master
transportation
project,
that's
underway,
that's
been
coordinated.
Also
with
them
is
Marr
track
station
now
those
two
joint
ventures-
and
there
was
a
purpose
for
that
now
within
the
presentation
of
city
staff,
and
there
was
a
comment
that
if
the
financing
is
in
place,
so
my
question
to
you
with
regards
to
that
is
given
that
the
whole
area
in
terms
of
connect
or
connectivity
or
public
transit
included
the
transit
station.
D
G
Mr.
Fogg
responded
to
a
related
question
earlier
that
will
be
part
of
Metrolinx
procurement,
but
as
a
separate
item
in
order
for
the
city
to
then
identify
any
opportunity
at
that
point
to
pay
the
cost
of
it
or
or
otherwise,
negotiate
the
the
cost
of
it.
But
it's
it
is
related
opportunistically.
There
are
efficiencies
in
order
to
look
at
the
smart
track,
work
and
the
implementing
the
transportation
master
plan.
G
F
J
S
J
K
J
P
J
Under
the
the
chair
under
the
term
sheet
that
was
negotiated
and
approved
by
council
in
November
20
2016
that
set
the
framework
for
the
cost-sharing
arrangements
between
the
city
and
the
province
and
Metrolinx,
and
that
term
sheet
contemplated
the
city
absorbing
all
of
the
costs
of
the
stations
whatever
they
may
be.
Okay,.
J
J
J
P
Any
requirement
for
them
to
pay
any
of
their
stations
at
this
point
in
time
we're
doing
six
quarter
million
dollars
a
station
250
million
dollars
each
for
1.5
billion.
There's
six
stations
outside
of
Toronto.
Is
there
an
equivalent
contribution
being
negotiated
for
those
municipalities
to
pay
for
those
stations
through.
J
P
In
our
negotiations,
have
we
brought
up
the
fact
that,
from
new
development
in
the
city
of
Toronto
the
economic
impacts,
you
gave
me
some
numbers
previously,
the
federal
government
receives
sales
and
income
taxes
of
seven
hundred
and
forty
million
dollars
every
year.
So
in
those
seven
years,
you'd
be
talking
the
neighbor
half
of
almost
three
billion
dollars
over
seven,
our
contributions,
only
five
hundred
eighty-five
million
and
that's
just
from
new
development.
How
those
numbers
ever
been
raised.
J
It's
not
clear
to
me
that
that
has
resonated
with
Queens
Park
in
Ottawa,
but
it
seems
to
me
that
you
know
under
the
PTF
federal
funding
program,
they're
investing
in
the
order
of
five
billion
dollars
and
transit
infrastructure
in
the
city.
The
province
is
matching
that
to
the
tune
of
four
billion
dollars,
so
there
is
I
think
recognition
of
the
importance
of
those
contributions
towards
vital
transit
infrastructure
in
Toronto.
So.
P
Last,
can
you
explain
to
me
better
the
tax
incremental
financing,
where
you
have
seventeen
point,
five
million
a
year
coming
in?
Are
we
taking
up
debt
for
that
until
we
able
to
receive
the
revenue,
and
how
do
you
expect
and
when
do
you
expect
to
actually
receive
any
menu
revenue
from
tax
increment
financing?
Final.
J
Question,
thank
you
for
the
question.
We
anticipate
that
the
tax
increment
funding
will
come
towards
the
latter
end
of
the
planning
horizon
and
so
on.
An
interim
basis
will
be
utilizing
portions
of
the
proceeds
from
the
city
building
fund,
as
well
as
development
charges,
which
will
likely
flow
earlier
on.
As
I
mentioned.
You
know
the
debt
isn't
going
to
be
incurred
until
2025,
so
we
will
have
a
period
of
time
where
we're
gonna
generate
interim
funding
to
finance
that
debt
when
it
occurs.
B
B
When
I
see
a
go
train
station
or
even
some
of
the
mock-ups
of
what
we're
looking
at
smart
track,
I
see
a
concrete
platform.
I
see
some
some
overhangs,
some
some
benches.
Maybe
a
planter
some
lighting
when
I
compare
that
to
the
stations
that
we've
just
opened
from
Shepard
West
Station
up
to
Vaughan
City
Center,
which
were
two
hundred
million
dollars
each,
which
are
enormous
physical
structures
below
and
above
ground,
I
really
question.
Maybe
you
could
shed
some
light
on
and
what
we're
paying
for
and
why?
T
T
There
are
other
infrastructure
improvements
that
may
be
needed
on
bridges
that
are
adjacent
to,
or
indeed
part,
of,
some
of
the
stations,
so
there's
a
longer
list
of
infrastructure
improvements,
also
signalling
and
other
kinds
of
improvements
that
are
required
in
order
to
make
a
station
fit
and
be
operational
in
there
there
there
will
be
then
further
design
and
and
and
wayfinding
and
things
to
improve
the
public
realm
around
the
station.
So
it's
it's
not
just
concrete
councilors.
B
Concrete
the
GO
train
system
there's
a
wide
range
of
costs
for
them.
They
range
from
from
about
a
hundred
hundred
million
to
to
about
two
hundred
million,
depending
on
on
where
they're
going
in
the
nature
of
the
station.
Is
this
comparable
to
a
traditional
go
station?
Are
the
smart
track
stations
through.
T
The
mayor
we're
trying
to
insert
six
new
stations
into
a
very
developed
urban
context
in
most
cases
and
so
I
think
the
challenges
in
some
of
these
locations
are
greater
than
if
you
were
putting
a
station
at
meu,
lock
or
Kirby,
where
you've
got
greenfield
development
and
so
I
think
that
that
has
an
impact
on
the
overall
cost
and
I.
Don't
know
that
we
could
say
they're
completely
comparable
to
a
traditional
go
station
out
in
suburban
GTHA.
B
Finally,
councillor
Shriner
made
reference
to
the
other
municipalities
that
are
on
this
network.
It
comes
up
every
time
and
we're
given
the
same
answer
every
time:
they're
not
they're,
not
contributing
at
a
dime.
Can
we
make
the
assumption
that
if
stations
were
included
in
the
original
re,
our
platform
or
the
re,
our
proposal,
those
municipalities
don't
have
to
I
contribute
a
dime
unless
they
want
additional
stations
within
their
municipal
border
and
they
will
never
contribute
a
diamond.
A
Questions
because
I
have
some
if
everybody
else
has
had
their
opportunity.
Okay,
I'll,
just
change
the
clock
just
go
three
if
I
can
go
through
these
fairly
quickly.
First
of
all,
whoever
wants
to
answer
I
want
to
sort
of
make
sure
we're
clear
in
light
of
some
of
the
mistaken
impressions,
people
might
get
from
some
of
the
questions
earlier
asked
by
and
particularly
by
councillor.
Layton
smart
track
was
always
on
the
ARIA
rails.
Is
that
is
that
correct
I
mean
it
was
always
going
to
operate
there.
A
A
Just
with
respect
to
the
stations
can
I
just
draw
your
attention
to
page
three
of
attachment
one,
and
it
just
says
there
just
to
read
what
it
says
in
the
report.
The
smart
track
stations
program
is
the
incremental
infrastructure.
The
city
is
nominating
and
funding
above
and
beyond
the
provinces
planned
investments
in
the
regional
Express
rail
program,
and
then
it
goes
on
to
talk
about
the
six
stations.
So
it's
clear
to
me
from
that.
A
A
And
so
we
are,
we
are
in
it
because
there's
been
questions
raised
two
or
three
times
about
the
fact
that
other
people
may
not
be
paying
I.
Don't
really
know
myself
what
arrangements
there
may
or
may
not
be
with
other
people,
but
we
are
paying
because
we
believed,
as
a
city
approved
by
the
City
Council,
that
it
was
in
our
interest
to
have
these
six
stations
that
otherwise
would
not
have
formed
a
part
of
our
er.
Were
it
not
for
the
fact
that
we
wanted
to
initiate
the
smart
track
program
inside
of
the
four
one?
A
Right
and
this
was
covered
as
well,
but
I
want
to
just
cover
it
again
because
again,
I
think
councillor
aaden's
example
he
gave
and
I
know
we
can
come
up
with
a
different
number
of
examples,
but
he
gave
examples
that
involve
busses
and
trains
and
know
planes
and
automobiles,
but
there
were
certainly
buses
and
trains.
When
it
comes
to
a
choice,
people
would
have,
as
of
the
provincial
announcement
in
the
budget,
that
if
you
use
smart
track
or
the
TTC,
the
fare
that
you
will
pay
will
be
the
same.
It'll
be
a
TTC
fare.
A
A
And
am
I
also
correct
in
having
heard
I
think
some
of
our
officials
answer
the
question
that,
with
respect
to
other
matters
that
may
involve
the
interchange,
if
I
can
call
it
that
between
the
TTC
and
go,
there
have
been
some
steps
taken
there.
But
it's
not
the
end
result.
I
think
was
some.
Somebody
said
the
end
state,
there's
continuing
discussion
between
the
city
and
the
province
with
regard
to
what
I'll
call
a
more
complete,
fair
integration.
A
I
To
date,
we've
negotiated
the
co
fare
program
which
was
implemented
in
January
and
as
the
through
the
parental
budget.
They
have
committed
to
look
at
other
improvements
to
encourage
ridership.
So
through
that
process
we
were
trying
to
endeavor
to
continue
to
negotiate
things
that
would
be
beneficial
to
Torontonians
all.
A
Just
ask
that
I
draw
your
attention
to
page
29
of
the
report,
the
44
page
report,
and
it's
just
one
example
where
there's
a
map
here
that
actually
has
some
very
helpful
little
balloons
on
it
and
am
I
correct
that
the
service
levels,
in
fact,
as
has
been
said,
I,
think
a
number
of
times
just
to
be
clear,
say
it
says,
on
the
sort
of
what's
noted
here
is
kind
of
what
I'll
call
the
western
portion.
It
says:
six
peak
hour,
trains,
stopping
every
10
minutes
and
then
over
to
the
east.
A
It
talks
about
trains,
every
8.6
minutes
and
then
down
towards
the
south.
It
talks
about
trains
every
5.5,
and
this
is
the
service
level,
that's
included
in
the
report
and
contemplated
by
the
agreement
and
is
very
much
what
was
said,
which
is
a
service
level
that
is
between
I.
Think,
it's
five
and
six.
A
A
Again,
clarifying
an
impression
that
might
have
been
lost
from
councilor
Layton's
questions.
This
service
level
is
part
of
the
overall
deals
when
people
say
well.
What
do
you
get
for
your
contribution
to
this
and
and
what
is
different
than
just
our
ER
or
and
it's
all
just
go
trains
by
another
name.
Am
I
correct
that
the
service
levels,
the
I'll,
call
them
the
enhanced
service
levels
beyond
15
minutes,
in
other
words,
better
than
fifteen
minutes
is
part
of
the
deal
and
what
we
get
in
return.
A
Increment,
that's
going
to
be
achieved
as
a
result
of
the
smart
track,
development
and
I
think
you
indicated
you
had
this
peer,
reviewed
or
otherwise
examined
by
outside
people
to
make
sure
that
our
estimates
were
correct.
And
then
you
applied
a
conservative
lens
to
that
to
make
sure
we
weren't
making
a
commitment
here
that
couldn't
be
met.
Yes,.
J
In
fact,
we've
had
two
analysis
has
conducted
one
by
Ernst
and
Young,
the
other
wa
by
hamsun
consulting
and
both
have
confirmed
that
the
estimates
that
we
provided
in
our
report
are
conservative
and
just
to
answer
your
the
first
part
of
your
question.
Mr.
mayor,
we're
actually
allocating
15%
of
the
TIF
revenue
in
those
corridors
to
fund
the
debt
service,
so
we're
only
taking
15
cents
out
of
every
incremental
tax
dollar.
To
do
that.
Thank.
A
M
You
very
much
I'm
flattered
that
so
much
time
was
taken
to
to
clarify
some
of
the
questions
I
asked
earlier,
and
the
reason
why
I
had
a
line
of
questioning
that
was
was
focused
on
what
things
look
like
and
how
different
they
are
is
I.
Think
at
some
point
in
time
we're
gonna
probably
have
to
bring
these
things
into
the
TTC's
branding,
because
if
we're
calling
one
set
of
transit,
one
thing
and
one
set
of
transit,
another
thing
and
yet
another
set
of
transit.
M
Another
thing
that's
problematic
to
people
that
are
visiting
our
city
and
trying
to
get
around
our
city
to
announcements
being
done
in
our
city
about
how
how
we
communicate
that's,
why
we
went
from
Lourdes
and
forth
and
and
Young
University
to
one
and
two
and
Shepherd
to
three.
If
we're
gonna
start
naming
them
and
having
interesting
fun
names
related
to
what
they
roll
on
I
would
argue
that
maybe
we
call
Young
University
the
busy
track.
Maybe
we
call
line
to
the
over-under
track.
M
Maybe
we
call
line
three
the
underused
track
and
then
maybe
we
call
the
addition
to
the
one-stop
subway
in
Scarborough
the
wrong
track.
The
reality
is,
though,
we're
just
gonna
have
to
get
used
to
this
branding
and
don't
get
me
wrong.
Those
questions
in
no
way
were
to
suggest
that
I.
Don't
think
that
this
is
a
positive
thing
that
I
don't
think
the
city
is
now
taking
some
steps
forward.
M
I
would
argue
that
perhaps
not
all
the
decisions
that
are
outlined
in
the
report
are
good
ones,
but
but
folks
that
have
been
a
council
in
the
previous
term
will
know
that
I
I
fought
quite
passionately
passionately
with
councillor
Nunziata
and
others
to
increase
the
number
of
stops
on
the
Barry
line
so
that
they
could
serve
Liberty
Village
so
that
they
could
serve
the
Weston
neighborhood.
This
was
something
that
I
had
been
invested
in
since
2012
when
I
started
a
petition
to
support
a
track
at
this
location
in
Liberty
Village.
M
To
that
point
on
Liberty
Village,
though
I
just
want
to
make
clear
that
that
it's
unfortunate
that
it's
not
going
to
better
serve
the
residential
portion
of
Liberty
Village
that
has
been
living
without
transit
for
so
long.
But
this
station,
along
with
the
improvements
to
the
RER
station
at
Exhibition
Place,
along
with
the
new
row
that
you
will
be.
You
will
be
putting
on
later
today
as
part
of
the
as
part
of
the
development
charges
by
law.
M
I'm
thankful
of
the
mayor's
direction
on
this
and
on
the
development
charges
by
law,
where
my
concern
lies
and
and
one
side
is,
is
that
question
of
of
the
fair,
because
I
think
we'll
probably
end
up
redirecting
some
of
our
bus
traffic
to
some
of
these
are
er
stations,
rather
than
just
continually
direct
them
to
the
stations
on
the
on
the
subway
line,
partly
because
we
want
to
strike
more
of
a
balance
and
that's
what.
Hopefully,
these
stations
will
get
used
as
as
transit
nodes,
not
as
places
that
people
are
only
walking
or
driving
to.
M
We
will
want
to
redistribute
our
our
transit
load
off,
of
line
1
and
line
2
and
on
to
these
smart
presentations.
I
think
it'll
work,
but
my
worry
is
that
if
people
are
paying
one
at
their
bus
or
I
just
wanted
to
make
it
clear
that
if
people
pay
once
at
their
bus
and
then
again
the
RER
and
then
again
when
they,
if
they
have
to
take
the
subway
to
get
that
la
those
last
couple
stops
once
they're
in
the
core
that
they
shouldn't
expect
to
be
just
getting
there
on
the
$3
fare.
M
I
wish
it
were
the
case.
I
do
don't
think
that
the
steps
that
have
been
made
will
help
mitigate
some
of
the
cost
to
to
those
transit.
Riders
and
I
would
remark
that
the
reason
why
you
don't
have
to
pay
the
second
time
on
the
TTC,
if
you
take
it
again,
is
actually
precisely
because
of
a
two-hour
transfer,
and
that
is
an
initiative,
an
initiative
of
the
mayor
and
council,
this
term,
that
that
would
make
a
bet
that
trip
isn't
750
rather
than
450.
M
Maybe
that's
a
good
trade-off
and
and
to
be
honest,
I
did
surveys
in
Liberty,
Village
and
people
were
willing
to
pay
a
little
bit
more
if
they
needed
to
do
to
avoid
that
King
streetcar
during
during
that
morning
rush
because
it's
a
55-minute
right
now
from
Liberty
Village
down
to
the
subway
and
it
a
10-minute
ride
on
on
the
exhibition.
Streetcar,
so
I
applaud
the
efforts
that
are
being
made.
I
think
some
some
of
the
decisions
are
on
how
we
fund
such
an
endeavor,
maybe
overly
optimistic.
They
may
be
relying
too
much
on
untested
measures.
M
We
may
be
putting
a
lot
of
eggs
in
one
basket.
We're
gonna
have
to
come
back
to
to
fund
these
with
the
ever-popular
property
tax,
but
I
think
that's
that's
something
that
we're
gonna
need
to
be
brave
on
and
say
you
know
what
we
are
putting
some
of
your
property
taxes
into
these
vehicles.
Now,
for
precisely
the
reason
the
mayor
said,
because
we
are
willing
and
and
and
and
quite
enthusiastic
about
making
these
investments
in
a
better
Toronto.
A
Thanks
counsel
Aiden,
ladies
and
gentlemen,
if
I
could
have
your
indulgence
to
just
move
a
motion
to
continue,
we
just
have
in
here
with
us,
Emily
Daigle,
who
we
know,
and
she
did
communicate
with
the
clerk's
office
this
morning
that
she
was
having
some
trouble
getting
here
on
wheel
trans
and
had
to
communicate
her
desire
to
do
cute
on
this
item
in
in
advance
of
the
closing
of
the
deputations,
and
so
with
your
concurrence.
I
would
ask
that
we
would
revert
to
deputations
and
we
would
give
her
the
same
three
minutes.
A
E
I
very
much
appreciate
your
indulgence.
I
also
very
much
appreciate
the
ability
to
come
here.
My
sidewalks
are
not
cleared
in
my
area
and
the
curb
cuts
are
not
cleared
so
I
had
a
big
four-wheel.
Trans
ride.
I
have
two
points
to
make
very
quickly.
One
of
them:
I've
lived
in
Ward,
43,
I've
lived
in
Ward,
38
and
now
I
live
in
Ward
28.
The
first
thing
I
want
to
say
is
that
those
of
us
with
disabilities-
and
no
one
has
said
that
today,
not
one
person
in
this
room
has
brought
this
up.
E
I
listened
to
all
the
deputations
on
YouTube
on
my
phone.
No
one
brought
up
the
fact
that
those
of
us
in
wheelchairs
and
with
disabilities
already
know
what
a
one-stop
subway
looks
like,
because
when
you
live
in
Scarborough,
you
can't
get
anywhere.
You
have
to
use
wheel
trans
because
for
my
husband,
when
we
lived
at
Lawrence
and
green
cedar,
which
is
near
cedar
brave,
all
my
husband
could
get
on
the
nine
Bellamy
or
the
102
Markham
Road
20
minutes
later
he'd
be
at
worden
station
myself.
E
It
would
take
almost
an
hour
to
get
to
Kennedy
because
of
bypassing
because
of
different
in
accessibility
issues.
Lawrence
II
starts,
he
is
accidentally
accessible
and
what
I
mean
by
that
is
one
direction.
So
southbound
from
Scarborough
town
centre
to
Kennedy
is
accidentally
accessible
to
the
buses
because
it's
a
same
level
transfer.
Otherwise
it's
all
stairs.
E
When
I
lived
in
Scarborough,
there
was
a
lot
of
times
or
I
would
and
I
hate
to
say
this,
and
you
might
go
transit,
transit
friends
and
police
officers,
I'm
sorry
and
to
Alex,
fine
Dec,
I'm,
sorry,
but
I
would
hop
on
the
lakeshore.
Go
train
at
Scarborough
go
and
come
downtown
because
otherwise
it
would
take
two
and
a
half
hours
and
I
would
fare.
E
Evade
yes,
me
I
would
fare,
evade
and
Paul
knows
this,
because
I
used
to
live
in
his
word
at
the
family,
res
homeless,
shelter
where
there
is
no
soup
kitchens
anywhere
nearby
and
my
husband
I
needed
to
eat
in
the
kitchen
wasn't
accessible
there.
So
those
of
us
that
lived
in
Scarborough,
we
know
what
it's
like
now.
I
come
from
Ward
28,
yes,
I
live
in
the
Panama
Athletes
Village.
Yes,
we
have
streetcars.
Yes,
we
have
bus
service,
but
it's
incredibly
unreliable
and
anyone
that
thinks
they
can
put
transit
down.
E
Front
Street
go
look
at
the
route
121
for
Eirik
Esplanade
and
go
see
what
a
the
gong
show
that
is.
I
want
to
thank
you
for
thinking
about
transit,
but
I
also
want
to
remind
you
that
when
you
build
transit
when
you
build
this
smart
track
in
TTC,
most
people
in
Scarborough
that
are
disabled
will
not
be
able
to
afford
it.
And
if
you
put
more
people
in
buses,
we
won't
afford
to
be
able
to
get
around
because
family
of
services
is
happening.
Real
trends
have
a
ten-year
strategy.
E
We
don't
want
to
take
wheel
Tran,
so
we
want
the
ability
to
just
jump
on
TTC
but
with
the
crowded
buses
and
if
we
have
to
pay
a
double
fare
to
get
on
smart
track
and
then
TTC
or
in
Reverse.
We
can't
afford
it
and
just
remember
each
Gary
Crawford
has
variety
village.
In
his
word.
It's
the
only
fully
accessible
recreation
center
in
the
City
of
Toronto.
That's
designed
for
people
with
disabilities
much
less
the
GTA
Pauline's
Lee
who's.
Reading
right
now
has
one
of
the
most
beautiful
parks
in
his
work.
E
E
Why
don't
we
just
replace
it
with
a
bus
way?
Do
it
onto
a
trick
make
a
transit
way
out
of
it?
Something
please
because
the
residents
of
Scarborough
that
have
disabilities
and
some
of
them
live
in
Michael's
word:
councillor
Thompson's
word
at
a
big
tall
white
building
in
his
word,
we
can
tell
you
how
many,
how
inaccessible
Scarborough
is
that
hasn't
been
brought
up.
We
already
know
what
I
wouldn't
stop
this
and
it
fails
us
every
single
day.