Toronto Crosstown LRT | ?m | ?s | Metrolinx | Arcadis

[hw621]

Still don't understand why they are resurfacing Eglinton Avenue West in Etobicoke if they are to build a light rail right-of-way down the middle or to the south side of the roadway. See link. There were worse roads with potholes elsewhere.

Still, they have to finish all the construction and others in the area before they start with the rebuilding of the Scarlett Road railway bridge in 2019. See link and that thread at link.

Maybe they don't expect to put down a shovel before the new surface wears out.

 

[drum118]

Facility Services Building Construction at Eglinton Station
What Work is Taking Place?

Beginning July 6th, 2018, work will get underway building the foundation and housing for the Facility Services Building for the TTC Line 1 Subway system (pictured below). Crews will also undertake various activities inside the TTC station.

The future Facility Services Building will house an upgraded ventilation system and will be located on the TTC Line 1 corridor (Yonge-University), south of Berwick Avenue. The new ventilation system will include smoke extraction for emergency situations at Eglinton Station. Fans will be equipped with acoustic dampers to reduce noise, and, outside of emergency situations, will only run for testing purposes.

For details of this phase of work, please refer to the presentation materials from the public meeting held on May 7 on the Crosstown website.

Timing

• Due to the location of the new building, the work can only be carried out safely while the subway is not in operation. There will be a series of weekend subway closures throughout the entire year. Below are the upcoming planned weekend subway closures for spring/summer 2018:

o July 7th/8th, 14th/15th, and 21st/22nd
o August 11th/12th, and 18th/19th
o Additional weekend subway closures are anticipated throughout 2018. More details to follow.

• Owing to recent TTC labour dispute, weekend subway closure schedule may change. Please see Scheduled Subway Closure on the TTC website to remain up to date on upcoming closure: http://www.ttc.ca/Service_Advisories/Subway_closures/index.jsp
• Construction activities will begin on each Friday before these weekends, and will continue during regular working hours (7am-11pm) and overnight (11pm-7am) until the subway re-opens the following Monday morning.

Transit Information
There will be no subway service at TTC Eglinton Station on each of the weekends listed. Access to TTC Eglinton Station Bus Terminal will be maintained, allowing TTC users to access shuttle buses for the duration of the closure. Please visit the TTC website for more details under “Scheduled Subway Closures” on subway closures and shuttle bus operation. Relocation and re-routing of bus stops is done in consultation with TTC to ensure construction can continue safely while minimizing impact on the community and customers. Please watch for posted notices indicating new information.

What to Expect

• Construction zones and laydown areas will be set up on Berwick Avenue between Duplex Avenue and Yonge Street, Hillsdale Avenue just west of Yonge Street, and in TTC’s corridor (south of Berwick Avenue).
• Nearby residents and businesses can expect noise in the area caused by construction equipment, heavy truck traffic entering and exiting the work zone, and equipment and material storage within designated work zones.
• Work will occur on a 24 hour schedule on the TTC subway weekend closures listed above.
• All access to business entrances will be maintained throughout construction.

Traffic and Pedestrian Impacts

• Two-way traffic will be maintained during week days on Berwick Avenue.
• Berwick Avenue will be closed mid-block during each weekend closure beginning on each Friday evening.
• TTC bus access into bus terminal and Oxford loading dock will remain open.
• Some driveways may be impacted during the closure of Berwick Avenue. Property owners with affected driveways have been contacted individually.
• Pedestrian access will be maintained along the north side of Berwick Avenue from Duplex Avenue to Yonge Street.

Travelling Smart during Construction
Travel delays are expected with the Crosstown construction. Please allow extra time for your journey. Traffic will be extra heavy at peak periods during the Crosstown construction. When possible, please travel during the off-peak period between 10 a.m. and 3 p.m.

 

[drum118]

Still don't understand why they are resurfacing Eglinton Avenue West in Etobicoke if they are to build a light rail right-of-way down the middle or to the south side of the roadway. See link. There were worse roads with potholes elsewhere.

Still, they have to finish all the construction and others in the area before they start with the rebuilding of the Scarlett Road railway bridge in 2019. See link and that thread at link.

Its 10 plus years down the road and the road is in poor shape.

Going to be fun getting that line in place, since Rob gave the existing land away, as well his brother.

 

[BurlOak]

The transfer volumes at Eglinton-Yonge Station will be pretty low. Highest transfer volume is westbound Eglinton Line to southbound Yonge Line, at 1160 passengers in the peak hour. That's the capacity of one Toronto Rocket trainset. The southbound Yonge Line platform is already pretty crowded in the AM, but I don't imagine another 1,160 passengers over 60 minutes will dramatically change the situation. Population and employment growth in the Yonge-Eglinton area will probably play a much bigger role in exacerbating the crowding problems at Eglinton Station.

The introduction of the Relief Line North should pretty much obliterate the westbound to southbound transfer volume at Eglinton Station. It'll probably be in the 500 passengers per peak hour range when the DRL North opens. ATO will also bring significant crowding relief to Eglinton Station when its enabled.

View attachment 148633

How many are transferring at Yonge-Bloor to southbound Yonge - I imagine it is a much larger number. And we know that the dwell time at Y-B is governing the entire system.
Also agree with you DRL comment. That is why I say that those who wanted Eglinton to be at-grade were secretly working to defer or cancel the DRL. Grade-separated Eglinton would have worked so nicely with a DRL long.

 

[TheTigerMaster]

How many are transferring at Yonge-Bloor to southbound Yonge - I imagine it is a much larger number

The TTC anticipated 9,270 passengers transferring from westbound Line 2 to southbound Line 1 in 2031 in peak hour. In 2001, there were 6,360 passengers making that transfer. Today, that number is probably in the 8,000 range (guesstimate). The transfer volumes at Eglinton (1,160) are obviously not at all comparable to Bloor-Yonge.

In fact, I would not be surprised to find out that the Sheppard Line has more westbound to southbound transfers at Sheppard-Yonge, than Eglinton Line does at Eglinton-Yonge. Sheppard Line has peak ridership of some 4,000 persons. At Sheppard-Yonge Station, these passengers leave the line to either go southbound Yonge, northbound Yonge or walk-offs. I'd suppose that at least a strong plurality of these passengers are transferring to southbound Yonge.

These figures come from the Downtown Rapid Transit Expansion Study.

 

[TheTigerMaster]

(almost) Everyone here agrees that it was a colossal mistake that Eglinton was no made fully grade-separated. Shouldn't the new government explore the cost of correcting that mistake?

No. I don't see what major transportation objectives will be achieved by "fixing" this mistake.

The problematic portion of the line is between Don Mills and Kennedy. Burying that section will only save four minutes in travel time. I don't think that's worth spending several billions of dollars to achieve.

Downtown-bound Crosstown LRT passengers will soon have the Downtown Relief Line to wisk them Downtown. The travel times between Eglinton and Downtown will be significantly faster on the DRL than it presently is on the Yonge Line. Yes, burying the Crosstown will get people Downtown even faster, but there's a point where investments in speed enhancements have diminishing returns for quality of life. Reducing the Kennedy to Downtown travel time to 31 mins from 35 mins won't be life changing.

 

[sixrings]

If any "mistake" should be fixed it should be Sheppard converted to a LRT... but I know some people on here hate that idea so forget about it. Subways Subways Subways.

 

[Leo_Chan]

I created a poll here to get a (biased) idea of what people feel the Eglinton Line should have been.

 

[sixrings]

Should have had an option for underground lrt in center section with less surface lrt stops. As a lrt supporter I don't even like the surface sections.

 

[JSF-1]

Shame there is no High-Floor LRT option.

 

[White Pine]

If any "mistake" should be fixed it should be Sheppard converted to a LRT... but I know some people on here hate that idea so forget about it. Subways Subways Subways.

Subways are objectively better than LRT. Not that I necessarily have anything against LRT, but it would be stupid to replace a perfectly good subway with something worse. Not to mention that it would be a crazy amount of expenditure to implement a worse solution than is currently in place. You could argue that future extensions should be LRT, but replacing the actual subway is silly and would get sillier as the years pass.

 

[micheal_can]

If any "mistake" should be fixed it should be Sheppard converted to a LRT... but I know some people on here hate that idea so forget about it. Subways Subways Subways.

There needs to be a fully grade separated subway line that parallels B-D line. Sheppard if extended east and west would do that. The problem is, it really wasn't built long enough in the first place. To now convert it to LRT is just wasting money.

 

[TheTigerMaster]

Subways are objectively better than LRT.

That's like saying airplanes are better than cars. Or pickup trucks are better than sedans. They're different tools for different jobs. Building a subway to replace the 122 Graydon Hall bus would be an objectively stupid decision.

 

[TheTigerMaster]

There needs to be a fully grade separated subway line that parallels B-D line.

Okay, but why? What objective do you anticipate it meeting that the current ECLRT and broader transit network (especially DRL and RER) cannot effectively meet?

 

[micheal_can]

Okay, but why? What objective do you anticipate it meeting that the current ECLRT and broader transit network (especially DRL and RER) cannot effectively meet?

There is a high demand to cross the city, not just going to downtown. If that weren't the case, the 401 would be empty, since you have the Gardiner.

By the time DRL meets the current Sheppard line, it will be jammed packed and need a relief. RER, with this current provincial government is laughable.

The reality is, Toronto, and the GTA on a whole need a lot more grade separated transit that we can afford to build in the next 10 years.