Islington station to be replaced by 2010 and Kipling by 2011
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Form Revised: September 1999
TORONTO TRANSIT COMMISSION
REPORT NO.
MEETING DATE: September 20, 2006
SUBJECT: KIPLING/ISLINGTON REDEVELOPMENT STRATEGY – STATUS OF CONCEPTUAL DESIGN AND COST SHARING AGREEMENTS
RECOMMENDATION
It is recommended that the Commission:
1. Approve, in principle, the station concepts for Islington and Kipling Stations as the basis for future budgeting, design efforts and cost sharing discussions with affected agencies recognizing that further design efforts on selected project components will be completed by October 31, 2006 with current budget resources;
2. Request the City of Toronto to confirm that the real estate proceeds from the SNC Lavalin real estate transaction will be utilized and/or new capital funds will be available from the City of Toronto to offset the capital costs to implement the Kipling/Islington facilities;
3. Authorize staff to commence discussions with Mississauga Transit (“MTâ€), GO Transit, the Province of Ontario, and the appropriate federal agencies to establish a cost sharing formula associated with the ownership, construction and operation/maintenance of the regional MT/GO bus terminal facility at Kipling Station (including the replacement TTC facilities to accommodate MT/GO) and report back on the status of the negotiations in January, 2007;
4. Confirm approval in principle for staff to proceed with commencement of design and construction work and to include these projected expenditures in the TTC’s 2007-2011 Capital Program budget submission, noting that:
· these costs will be over and above the current budget requirements which have been considered to date,
· these projects will be included as below the line recommended projects,
· a large portion of the cost of the Kipling MT/GO terminal is expected to be recovered from third parties once a cost sharing agreement with MT, GO, TTC/City, the Province of Ontario and the Federal Government is in place,
· real estate proceeds from the sale of the Bloor/Islington lands are expected to partially offset the capital cost of the Islington project,
· the projected cash flows for the Kipling and Islington projects are based on the objective of relocating MT to Kipling by December 31, 2011 and opening the new TTC Islington Bus Terminal by December 31, 2010 in order to facilitate the Phase 1 development of the Bloor-Islington lands by SNC Lavalin,
· the gross total capital cost of the Kipling and Islington project is $33.5 and $22.9 million respectively as outline in Exhibits 10b and 11b (not including the acquisition of 915 Kipling Avenue),
· the required 2007 cash flow required to ensure the above time lines can be completed for the Kipling and Islington projects is $2.8 and $3.9 million respectively (plus the cost of acquiring 915 Kipling Avenue).
5. Staff be authorized to proceed with the acquisition of 915 Kipling Avenue as outlined in the “in camera†report on this issue;
6. Authorize staff to negotiate and execute a Metropass Agreement with SNC Lavalin associated with the development of a portion of the Bloor/Islington lands to the satisfaction of the TTC’s General Counsel;
7. Authorize staff to negotiate and execute a lease agreement with SNC Lavalin for the use of the Lomond commuter parking lot at Islington Subway Station to the satisfaction of the TTC’s General Counsel;
8. Authorize staff to negotiate a licence agreement with SCN Lavalin for continued use of the main commuter parking lot at Islington Station following the proposed sale of a portion of the Bloor-Islington property to SNC; and
9. Forward this report including the Commission’s directive(s), to City Council at its meeting of September 25, 26 and 27 to be considered in conjunction with the City staff report associated with the disposal and redevelopment of a portion of the Bloor/Islington lands to SNC Lavalin and requesting confirmation of funding and pre-approval spending in 2007 of $1.7 million to allow critical design work to proceed.
FUNDING
In order to satisfy SNC that progress is being made towards the objective of building new TTC bus facilities at Islington Station by 2010 and in order to move MT to Kipling Station by 2011, it is necessary to commence design of various project elements in 2007. The 2006 – 2010 and draft 2007 – 2011 Capital Budgets include no funding for this project beyond the conceptual design expended to date. The critical 2007 design efforts are as follows:
a) The new TTC bus terminal, PPUDO and entrances at Islington Station,
b) The replacement commuter parking concepts outlined in this report that are necessary to support the SNC development and move MT to Kipling Station,
c) The new Kipling Station East Entrance,
d) The new MT/GO regional bus terminal (including replacement TTC facilities) at Kipling Station, and
e) The purchase of property (915 Kipling Avenue) to implement replacement commuter parking.
The necessary capital funds that are needed to proceed with the Kipling and Islington projects total $33.5 and $22.9 million respectively including $2.8 and $3.9 million in projected cash flows for 2007 (plus the cost of acquiring 915 Kipling Avenue, see Committee of the Whole report).
It is anticipated that the vast majority of the cost of implementing the Kipling MT/GO bus terminal (including the displaced TTC PPUDO and commuter parking spaces) will be borne by third parties. It should be recognized, however, that the TTC/City stand to benefit from an expanded PPUDO capacity at Kipling Station and improved TTC bus access to the Kipling bus terminal as a result of the construction of the new MT/GO bus terminal and consequently some portion of the Kipling MT/GO regional bus terminal facilities should be borne by the TTC/City. It is expected that a cost sharing formula will be in place by year end and the design funds expended for Item d in 2007 would be cost shared based on that formula.
For Item e, it is necessary to proceed with the acquisition of 915 Kipling Avenue (either by negotiation or expropriation) so that this replacement parking option (and the spaces in the Hydro corridor to the east of 915 Kipling Avenue) can proceed following acquisition of the property.
It is also expected that, due to the TTC’s capital budget constraints, the proceeds from the sale of property to SNC Lavalin will be utilized to offset some portion of the capital expenditures to implement the Islington Station facilities and/or additional City funding will be available for this project without impacting the TTC’s base capital budget.
Approximately $50,000 in conceptual design work from existing capital budget resources will be undertaken prior to October 31, 2006 in order to examine the construction staging implications of the concurrent construction of the Kipling/Islington Station facilities and SNC Lavalin developments (particularly the impact on commuter parking capacity from 2007 – 2011), interim MT facilities and how the SNC Lavalin development can be directly connected to Islington Station.
BACKGROUND
In 2003, the TTC retained the services of iTrans Consultants Inc. to undertake a study entitled the “Kipling/Islington Bus Operation Studyâ€. The study focused primarily on the challenges associated with the relocation of the Mississauga Transit (MT) bus operation from Islington station to Kipling Station in a new regional terminal that would also accommodate GO Transit. The relocation of MT would render the high priority Bloor/Islington lands as surplus to TTC operating needs which can then be turned over to the City for disposal to public and/or private interests for redevelopment.
The redevelopment of the Bloor-Islington lands however would not be considered economically nor operationally acceptable without the relocation of MT to a suitable facility at Kipling Station and therefore the construction for a suitably operational design concept for a regional bus terminal to accommodate MT bus operations, and to a lesser extent GO Transit buses, at Kipling Station is a prerequisite to any future redevelopment of the Bloor-Islington lands.
At its meeting of June 16, 2004 the Commission approved the recommendations outlined in a report entitled “Kipling/Islington Bus Operation Study – Final Report – Overview and Recommended Concept†as follows:
1. Approve, in principle, the concept for the relocation of Mississauga Transit (MT) from Islington to Kipling Station including the reconfiguration of TTC commuter parking and passenger pick up and drop off (PPUDO) facilities at Kipling Station to facilitate the move, conditional on the acceptance of the technical feasibility of the Kipling terminal concept by Mississauga Transit, GO Transit and the City of Mississauga and the development of a cost sharing formula for the cost to implement the new regional terminal at Kipling Station that is acceptable to all parties;
2. Request TTC staff, in consultation with the City of Toronto, City of Mississauga and MT, to continue to develop concepts for the redevelopment of the Islington Bus Terminal lands, including the reconfiguration of the TTC bus terminal, commuter parking and PPUDO facilities at Islington Station;
3. Approve the initiation of public meetings in September, 2004 to obtain public input concerning the implications of the Kipling/Islington Bus Operation Study;
4. Request staff to report back to the Commission on the results of the public meetings, finalization of a development concept for the Bloor-Islington lands and a possible cost sharing/funding strategy for the implementation of the Kipling/Islington Bus Operation Study by September 2004;
5. Forward a copy of the Kipling/Islington Bus Operation Study – Final Report to the City of Toronto, GO Transit, City of Mississauga and Mississauga Transit requesting comments on the technical feasibility of the concepts and the completion of any additional operational analysis by MT by September 30, 2004;
6. Continue to participate in the Six Points Interchange Study and West District Design Initiative led by the City of Toronto staff; and
7. Reiterate its interest in the Westwood Theatre property for commuter parking as outlined in this report.
The following additional motions were approved by the Commission:
1. That staff be requested to review and report back on options for the possible replacement of all lost commuter parking spaces including limited decking where feasible, and
2. That public consultation include discussions with ratepayer associations representing the residents on Burnhamthorpe Road and that this be arranged through the local area councillor.
This report provides an update on the progress of the project and details the results of subsequent design efforts initiated by Property Development and completed by an external design consultant. In addition, this report will deal with the capital budget implications for Kipling and Islington Stations as a result of the City initiative associated with the Bloor/Islington SNC Lavalin development proposal slated for a portion of the Bloor/Islington lands.
DISCUSSION
Following the approved recommendations outlined in the June 16, 2004 Commission Report, Property Development initiated the second phase of the project and retained the services of URS Canada to undertake a feasibility study and advance the functional elements of the preferred concepts approved by the Commission in June, 2004.
The design efforts included the following scope of work: re-examining the Kipling and Islington design concepts from a functional and constructability perspective, producing order of magnitude capital cost estimates for the facilities at both Kipling and Islington, construction scheduling and staging, evaluate local traffic impacts, evaluate the impacts of future development on the Bloor/Islington lands including Westwood Theatre Lands and the Six Points Interchange study, impacts on the existing TTC commuter parking inventory and setting out a recommended solution on how to mitigate the loss in parking space, benefits of constructing the new East Entrance to Kipling station sooner rather than later and identifying the short term and long term benefits/disbenefits associated with redevelopment at Kipling Station and Bloor/Islington.
Conceptual Design Efforts
Several station concepts were developed by the design consultant in consultation with TTC, City, MT and GO. From the outset, MT confirmed that the objective is to design a bus terminal that would provide the necessary passenger and employee services (i.e. bus operators rooms, washrooms, etc.) including transit operating conditions for a regional terminal at Kipling Station that would be equal to or better than the existing operation at Islington Station.
Similarly, the objective of the Islington Station conceptual design efforts was to finalize a concept for a new TTC bus terminal, PPUDO and station entrances to facilitate development of the Bloor/Islington lands and to make the station fully accessible.
Exhibits 1 and 2 outline the existing Islington and Kipling Station concepts while Exhibit 3 outlines the initial SNC development proposal for the Bloor/Islington lands.
SNC Development Proposal
At the time the conceptual design work was being undertaken, the SNC proposal for the Bloor/Islington lands was not contemplated. The SNC proposal results in different impacts on TTC facilities than was envisioned in the recently completed conceptual design work and requires some revisions to entrances, commuter parking, PPUDO and bus terminal facilities and this work will be completed within the original scope/budget of the design consultant.
SNC Conditions Affecting MT/TTC
The SNC development proposal to the City of Toronto includes two conditions which affect the scope and timing of the design and construction of both the Islington and Kipling Station projects. SNC has stated that their objective, as a condition of the property transaction, is for the existing TTC/MT bus terminal to be demolished by August 1, 2009 to coincide with the occupancy of the SNC Phase 1 development. This would require the following:
· The new TTC bus terminal, PPUDO and entrances (north of the SNC development) would need to be operational by that date, and
· MT would no longer use Islington Station as a terminus. This could be accomplished by either relocating MT to an interim facility at Kipling Station or by constructing the permanent facility at Kipling Station by that date.
Best Possible Project Completion Date
TTC staff have indicated to City and SNC staff that, even if funding were available to start design in 2007, the TTC facilities would be completed at Islington Station by December 31, 2010 and permanent MT facilities would be completed at Kipling Station by December 31, 2011.
Importance of MT to the TTC
It should be emphasized that MT’s expectation, when the Kipling/Islington Bus Operations Study was initiated several years ago, was that they would not move from Islington Station until such time as the permanent Kipling terminal was available ie. no interim facilities would be required. It now appears that either interim MT facilities will be required (at an additional cost) and/or that the design and construction of the permanent terminal for MT/GO at Kipling Station must be staged to accommodate MT in part of the permanent terminal prior to full completion of the terminal construction.
From the TTC’s perspective, the construction of interim MT facilities should be avoided if at all possible due to the throw-away costs involved in such a facility and the inferior nature of such terminals. As well, TTC staff are opposed to MT being asked to operate on-street for any period of time due to the congestion impacts on TTC buses, the surrounding community and through traffic. For information, the current license agreement between the TTC and MT for use of the Islington terminal expires December 31, 2006. MT has an option for an additional five year term under the same terms and conditions upon six months notice and a letter dated September 13, 2006 has been received from the City of Mississauga exercising the renewal option for the further 5 year period. Either party has the right to terminate the agreement on one years’ notice.
It must be remembered that MT customers are also TTC customers. MT delivers 21,000 passengers per day to the TTC representing $7.4 million in passenger revenue to the TTC per year. For MT, service to Islington Station represents 15% of their daily ridership and, given the above, on-street operations are not an acceptable operational solution to either MT or TTC.
Given the above, the following outlines the preferred concepts for Islington and Kipling Stations which are acceptable to TTC, City, MT and GO staff and which facilitate development of the Bloor/Islington lands. SNC Lavalin staff are aware of the preferred Islington Station concept and the possible timing of completion of the new Islington and Kipling Station facilities. This report also outlines the capital budget implications and 2007 cash flows required to ensure that even the 2010/2011 time lines for the Islington and Kipling facilities can be achieved and contribute to successful negotiations with SNC.
Islington Station
a) TTC Bus Terminal
Two TTC bus terminal concepts were considered in the conceptual design phase and discussed with TTC and City staff to satisfy TTC operational requirements and to facilitate development of the Bloor/Islington lands. Both terminal concepts meet TTC design standards and provide 6 bus bays (2 articulated bays) but they provided very different operating environments for TTC buses accessing Islington Avenue and resulted in different traffic access points for the development of the Bloor/Islington lands. The latter was of concern to City staff due to the objective of maximizing density on the site and the real estate value of the property, which, despite its transit appeal, requires good traffic access to be marketable. As a result of extensive traffic analysis and discussion with City staff, the preferred TTC bus terminal concept has now been accepted by City staff as providing acceptable traffic access to the Phase 1 SNC development and the remaining Phase 2 development parcel. The preferred TTC bus terminal concept is now the basis of discussion with SNC Lavalin and ongoing design efforts and is described below.
As outlined in Exhibit 4, the bus terminal is oriented parallel to an extension of Aberfoyle Crescent, and an extension of Green Lane extends north of Bloor Street West and terminates at a cul-de-sac where all traffic access and service vehicle access will take place for the SNC development and the future development on the balance of the Bloor/Islington lands. The major advantage of Option I-4 is its ability to provide the TTC with exclusivity to operate buses directly to Islington Avenue without mixing with development traffic associated with the Bloor/Islington lands.
Three development access points were considered that would serve the SNC Lavalin development and potential access for future development on the Bloor/Islington lands (whether to accommodate the West District Service Centre or private development):
· Access off the north-south leg of the new road extension (Green Lane) connecting to the SNC building;
· Off the east-west leg including service bays for service trucks, deliveries etc.; and
· Access from Islington Avenue connecting the Phase II development and providing access down to underground parking via a right-in and right-out driveway off of Islington Avenue between Bloor Street and Aberfoyle Crescent.
The preferred Islington Station concept provides acceptable TTC bus operations, the physical separation of development traffic from TTC buses, ensures a long term TTC operating environment that is preferred by TTC staff and facilitates development access to the Bloor/Islington lands that is acceptable to City staff.
The TTC bus terminal will be made fully accessible via an elevator from the island bus terminal to the concourse level of the station.
b) Pedestrian Connections/Entrances to Islington Station/Accessibility
The proposed TTC bus driveway will impact the existing Main entrance to the station located on the west side of Islington Avenue. It is proposed that this entrance would be relocated farther west in order to accommodate the bus driveway including an extended right turn lane to the Bloor/Islington intersection for southbound traffic. The existing stair and escalator would be demolished and a new entrance (stair only) would be constructed. It is assumed that a fully accessible new entrance connection to the subway station will be incorporated into the Phase 2 development.
A new fully accessible west entrance will facilitate access from the PPUDO and commuter parking to the unpaid area of the existing concourse level of Islington Station and revised design concepts to facilitate a direct connection from the SNC development to the concourse are currently being developed. In addition, elevators will be installed from concourse to platform to make the entire station fully accessible.
It should be emphasized that reconstructing the existing slotted bus bay terminal used by MT and GO into a TTC only island platform north of the subway ROW is required not only to facilitate development but to make the station fully accessible. The proposed accessible island TTC bus terminal (and the remaining accessibility aspects of the proposed station concept) are simply being expedited and constructed now to support the SNC development rather than being constructed in the next decade based on the priorities of the Easier Access Phase 3 project.
c) Commuter Parking
As outlined in Exhibit 4, the new TTC bus terminal and SNC development effectively eliminates the Main commuter parking lot (Metropass only) at Islington Station. While it is practical to replace the parking spaces displaced by the new TTC bus terminal and SNC development (see below), the resulting spaces will be located farther away from the station and TTC passengers will have a longer walk to the station as a result. This is an unavoidable consequence of redeveloping the Bloor/Islington lands.
As well, SNC proposes to lease the TTC Lomond commuter parking lot for its employees. While this will displace the TTC parking from this lot, 90% of the Lomond users do not use transit and walk to nearby developments in the area. The lease with SNC will more than replace the commuter parking revenue generated by the current Lomond lot.
The replacement parking spaces at Islington Station are proposed to be located at 2 Fieldway Road and a small expansion of the Cordova lot. Even with these replacement lots (see Exhibit 5), the supply of parking at Islington Station will be reduced by 98 spaces (not including the 283 Lomond spaces proposed to be leased to SNC).
Kipling Station
a) GO/MT Regional Bus Terminal
The precedent applied to the permanent regional MT/GO bus terminal at Kipling Station was based on the existing MT facility at Square One Shopping Mall where the exterior bus platforms are served by an entrance building and connecting canopied walkways and shelters. Bus manoeuvrability and passenger convenience played an important role throughout the design in determining the bus terminal configuration, layout of services, traffic impacts, layout and walking distances for transfer to the TTC, etc.
In order to satisfy the need for both an additional access point to Aukland Rd. from the terminal, and to introduce a TTC exclusive driveway with direct access to Dundas Street West, the concept outlined in Exhibit 6 was developed containing 3 access points to serve MT, GO and TTC. In addition to MT/GO access, the main ingress and egress driveway off Dundas Street West also provides inbound TTC buses from the west with a means of accessing the TTC bus terminal without using Aukland Avenue. Two egress lanes at the Dundas Street West driveway will facilitate both turning movements to eastbound and westbound.
b) PPUDO
A number of options were considered to meet the requirements at Kipling Station to expand the PPUDO from 25 spaces today to 46 spaces at completion of the Kipling project. The options considered for this increase in PPUDO capacity ranged from providing a single PPUDO facility with a 46 space capacity or splitting the PPUDO in two locations to distribute the traffic impacts of PPUDO activity and to facilitate construction staging.
Based on the existing travel patterns, it appears that the majority (75%) of PPUDO users arrive at the Kipling Station PPUDO from the west. Therefore, providing convenient PPUDO access/egress for the majority of users was a primary consideration for selecting the preferred PPUDO option.
The concept outlined in Exhibit 6 meets the above criteria by splitting the PPUDO activity into two locations as follows:
· Directly off Subway Crescent, primarily serving trips to/from the west (26 spaces); and
· At the southwest corner of the Westwood Theatre lands, serving north, south and east origin users (20 spaces).
The Westwood Theatre PPUDO would act as the sole PPUDO facility during construction of the regional MT/GO bus terminal (which displaces the existing PPUDO). With the reinstatement of the new Subway Crescent PPUDO, Kipling Station would be served by east and west PPUDO’s with almost double the capacity of the existing station.
The above staging and permanent PPUDO concept maximizes the space available for station facilities, while at the same time freeing-up a large area to accommodate commuter parking and the MT/GO terminal in close proximity to the TTC station. It also provides accessibility from any approach i.e. eastbound and westbound traffic, via the Six Points interchange (or in any of the interchange reconfiguration options). A satellite PPUDO also serves to reduce traffic flows on Subway Crescent by diverting approximately 45% of users to the satellite facility to the east.
c) Pedestrian Connections/Entrances
In order to reduce capital costs, the existing pedestrian tunnels to the PPUDO and parking lot were utilized to connect the regional MT/GO bus terminal, new PPUDO and the remaining commuter parking lots to the station. A new north entrance is located close to Dundas Street thereby providing Kipling Station with improved visibility from this major arterial and improving the pedestrian environment for passengers from the north. A new west entrance links the new west PPUDO and expanded Subway Crescent parking lots to the station.
d) East Entrance
A new east entrance to Kipling Station is proposed on the Westwood Theatre lands for the following reasons:
· Resolves current safety issues resulting from pedestrians from the north and east crossing the TTC bus driveway to access the station. This problem has been exacerbated by the Tridel development on the north side of St. Albans and represents a significant safety improvement to the existing station,
· The East Entrance is required for users of the temporary and permanent PPUDO to be located on the Westwood Theatre lands. Without an East Entrance, PPUDO traffic will need to cross two TTC driveways thereby exacerbating the existing pedestrian safety concerns at the station,
· An East Entrance will be utilized by riders using the interim commuter parking lot on the Westwood site, and
· Reduces walking distance from the west side of Westwood Theatre lands from 1,000 ft. to 150 ft. thereby supporting redevelopment of the Westwood Theatre lands to high density transit oriented development in the future.
The new east automatic entrance will be made fully accessible (without the use of elevators) with the construction of ramps from grade to the elevation of the bus terminal.
It should also be noted that the creation of a satellite PPUDO on the Westwood Theatre lands is required to alleviate congestion in the current Subway Crescent PPUDO even if the MT move to Kipling Station does not proceed. In this context, the satellite PPUDO/new east entrance is required now and can be justified on its own merits as the existing Subway Crescent PPUDO is inadequate in terms of capacity. In addition, the east entrance/east PPUDO is the key to proceeding with the move of MT to Kipling Station as without it the existing Subway Crescent PPUDO cannot be made available to construct the new MT/GO regional terminal.
Given the above, the issue of cost sharing for the east entrance/east PPUDO will be the subject of future negotiations as part of the overall move of MT to Kipling Station.
e) Commuter Parking
The existing Kipling Station commuter parking inventory (1,488 spaces) will be affected by accommodating the new MT/GO bus terminal and associated PPUDO facilities including the reconfigured road network and traffic patterns. Exhibit 7 shows the overall impact on the commuter parking network that may result due to the presence of the regional bus terminal and relocated TTC facilities. Key to the concept is the construction of a new Aukland North lot, an expanded Subway Crescent lot and, during the construction phase, interim parking on the Westwood Theatre lands. As well, the purchase of 915 Kipling Avenue to facilitate the future construction of commuter parking in the Hydro corridor east of 915 Kipling Avenue (currently utilized by Humberview Motors) is necessary to ensure an adequate parking supply at Kipling Station to meet demand (see Exhibit 8) .
Overall Kipling/Islington Commuter Parking Supply
Overall, as outlined in Exhibit 9, at both Islington/Kipling Stations combined, the TTC will gain 110 spaces (if the SNC spaces are included) or lose 173 spaces (if the SNC leased spaces are excluded). While staff have some concerns that not all of the replacement lots are feasible, it would appear that the TTC supply of commuter parking at the two stations can be addressed provided capital funding is available to implement the replacement strategy.
Capital Cost Implications of the Kipling/Islington Redevelopment Strategy
Although detailed construction staging plans for concurrent construction of the SNC Lavalin development, the new TTC bus terminal at Islington Station and the new MT/GO terminal at Kipling Station (including replacement commuter parking) have not been developed to date, Exhibits 10a and 10b outline the preliminary constraints to proceeding with the various project elements.
Based on the above preliminary constraints, the capital cost implications of the new TTC facilities at Islington Station, the new MT/GO bus terminal at Kipling Station, the replacement parking spaces to facilitate development of the Bloor/Islington lands, the MT move to a new terminal at Kipling Station and the new Kipling East Entrance to Kipling Station were developed as outlined in Exhibits 11a and 11b.
The estimated capital cost of the Kipling and Islington facilities (excluding the cost of acquiring 915 Kipling Avenue) is $33.5 and $22.9 million respectively (including 2007 cash flows of $2.8 and $3.9 million respectively). These projects are currently included as recommended below the line projects. However, if the SNC Lavalin development (and the sale of a portion of Bloor/Islington lands to SNC is to proceed) full funding of both projects is required with the appropriate cost sharing for the Kipling project and City contributions to both the Kipling and Islington projects so as to avoid any impacts on the TTC’s base capital budget.
While the sale of the Bloor/Islington lands to SNC and the ultimate sale of the Phase 2 Bloor/Islington lands will generate real estate proceeds to offset some portion of TTC/City capital costs, the fact remains that the City will incur capital costs to achieve an accessible Islington Station and develop the Bloor/Islington lands. The revised TTC bus terminal/PPUDO and entrances for Islington Station are required in the long run regardless of TTC/City development objectives to make the station fully accessible. The SNC development is simply the catalyst to implementing this accessibility project now. As well, a substantial portion of the cost of the MT/GO terminal will be born by third parties other than the City of Toronto based on cost sharing discussions with MT, GO and senior levels of government that are still to be negotiated.
Normally, the City of Toronto budget process does not allow design funds to be budgeted in the first year of a new project. This requirement must be waived and specific design funds as outlined in this report must be authorized to proceed in 2007 if the Islington and Kipling Station facilities are to be in place by 2010 and 2011 respectively.
JUSTIFICATION
In order to construct the new TTC Islington Station facilities by 2010 and the new MT/GO bus terminal by 2011 (including urgently needed PPUDO capacity for TTC users), it is necessary for the Kipling and Islington projects to be fully funded (without impacting the TTC’s base capital budget) and that design of both projects commence in 2007 along with needed property acquisition. Without such a budget commitment, the SNC development could be jeopardized, the development of the Bloor/Islington lands delayed and the accessibility of Islington Station postponed to the future.
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September 20, 2006
22-7-9
Exhibits 1 - 11
P:\ Commission Reports\Reports\CR - Kipling-Islington Station Facilities - September 2006.doc
