A balanced and workable
new transportation plan
for the City of Toronto


About Us

The 'Get Toronto Moving' transportation plan was developed by several volunteer key professionals since 1990, who consist of an urban planner, civil engineers, a TTC employee and interested citizens. This was done to try to change the direction of transportation planning in Toronto and lead the city out of its current traffic gridlock crisis caused by poor planning decisions.

Get Toronto Moving Transportation Plan Summary Report


There are three ways to end traffic gridlock: 

High-capacity rapid transit 
Improved traffic flow

Controlled development

The policy of this plan is:

The "Get Toronto Moving' Transportation Plan oversees policies and projects with the goal of improving the efficiency of all modes of transportation which are the choices of the people of Toronto, including automobiles, subways, cycling and walking within available corridors. 

The elements of this transportation plan for the City of Toronto consist of:

Rapid Transit

Extensions of Toronto's subway network, including three new east to west subway lines and extensions to existing subway lines:

Support for the Yonge Subway northern extension (Line 1) as proposed.
Completion of the Sheppard Subway (Line 4) east to connect to an extended Bloor-Danforth Subway near the Scarborough Town Centre and west to Downsview, ultimately extending west to Pearson International Airport and then southerly to Kipling Station and east to the Toronto Zoo
Construction of a ‘U’-shaped Downtown Relief Subway Line (Line 5) underground along Queen Street between Dufferin Street and Pape Avenue and then stretching north to join the Bloor-Danforth Subway at both ends. Eventually, it can be extended north at both ends to the Eglinton-Crosstown Light Rail Transit line.
Extension of the Bloor Subway west (Line 2) to Sherway Gardens
Extension of the Bloor-Danforth Subway east (Line 2) to  connect to the extended Sheppard Subway at Sheppard Avenue East northeast of the Scarborough Town Centre (the Scarborough Subway). 

Replacement of Toronto’s streetcarnetwork with new electric trolleybuses running in curb lanes. 

Increase service of GO trains to trains running all day every 15 to 30 minutes on all lines and add a new Crosstown GO service from the Junction area in Toronto's west end through Summerhill station and then northeastward to Markham and the new Pickering Airport along the Canadian Pacific North Toronto railway line. This would bring passengers into downtown Toronto at the north end through Summerhill station, thus relieving pressure on the transit hub at Union Station.

This system should be extended with additional new services, utilizing existing railway lines, to provide a continuous two-way all day network with service every 15 to 30 minutes which connects Toronto with Niagara in the south, Brantford and Cambridge in the west, Orangeville and Alliston in the northwest, Beaverton and Uxbridge in the northeast and  Peterborough and Cobourg in the east.


Filling in gaps in the arterial street system including minor road extensions and new bridges to make broken streets continuous for traffic, buses and bicycles.
Synchronizing of traffic signals to a green light cycle to keep traffic flowing.
More one-way street systems utilizing pairs of parallel roads.
Increased use of traffic roundabouts at intersections. 
Curtailing the proliferation of new sets of traffic signals which cause traffic to stop more.

Cross-Toronto Tunnel (Underground Tolled Highway) from Highway 2A at the City's eastern boundary continuing westward under Kingston Road and the Metrolinx Lakeshore East GO rail line to connect to the Gardiner Expressway at the Don River. Then continuing northwest under the Metrolinx Kitchener GO rail line and Union-Pearson express rail line to connect to Highway 400 south of Highway 401. Also branching westward under Eglinton Avenue West to connect to Highway 427 near the Airport and eventually  to Highway 403 in Mississauga. Finally, connecting the two sections and making them into one continuous route by moving the elevated Gardiner Expressway underground under the parallel Metrolinx Lakeshore GO rail corridor. This project would be entirely privately-financed and privately-constructed and tolled.


A new 100-kilometre network of continuous well-lit off-road bicycle trails cleared of snow in the winter. Bicycle lanes should be provided in the downtown core without the removal of traffic lanes.


The Canada Pension Plan Investment Board has $150 billion available to invest. The Ontario Teachers Pension Fund Investment Board has another $117 billion available to invest for a total of $267 billion from both funds available for investment in infrastructure. These funds are currently being invested in toll roads in Australia and shopping plazas in Great Britain. They could invest money here. The Province and cities should partner with them for low-interest loans to pay for the new infrastructure which would then be fully paid for. The pay-back could be amortized over 10 or 20 years at a rate that the Province and the municipalities could afford.

There are plenty of available utility corridors across Toronto, some very wide, used for railways and hydro-electric power lines. It is recommended that some of these be utilized for new transportation routes to minimise the impact on communities and neighbourhoods.

Details of the recommended improvements to each of the different modes of transportation in Toronto are explained in the following pages in this web site.

See a one hour television interview with James Alcock, Chair of the Get Toronto Moving Committee about this transportation plan and the history of traffic gridlock in Toronto. Click on this link to watch the interview: 

Download an updated 20-page summary report of the recommendations of this transportation plan for Toronto by clicking on the image below:

A balanced and workable
new transportation plan
for the City of Toronto