Toronto Eglinton Line 5 Crosstown West Extension | ?m | ?s | Metrolinx

W. K. Lis said:
The station spacing on Line 5 is almost the same as the station spacing on Line 2, except that Line 2 does not have a parallel bus service.
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From Jane to Vic Park, I counted:
24 station intervals on Line 2
19 station intervals on ECLRT

The average ECLRT station is 20% wider, and that's somewhat significant.

Moreover, ECLRT will have some 1km+ wide gaps. Keele - Caledonia, Caledonia - Dufferin, Mount Pleasant - Bayview, Laird - Leslie. Perhaps Leslie - Don Mills as well, no customers on that stretch as of today, but if the Celestica site is redeveloped ..

On Line 2 (Jane to Vic Park), no gaps wider than 800 m come to mind.
 
Rainforest said:
From Jane to Vic Park, I counted:
24 station intervals on Line 2
19 station intervals on ECLRT

The average ECLRT station is 20% wider, and that's somewhat significant.

Moreover, ECLRT will have some 1km+ wide gaps. Keele - Caledonia, Caledonia - Dufferin, Mount Pleasant - Bayview, Laird - Leslie. Perhaps Leslie - Don Mills as well, no customers on that stretch as of today, but if the Celestica site is redeveloped ..

On Line 2 (Jane to Vic Park), no gaps wider than 800 m come to mind.
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We're mainly talking about the section east of Don Mills.
 
ARG1 said:
We're mainly talking about the section east of Don Mills.
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9 segments on Line 5 from Aga Khan to Kennedy. Only 4 on Line 2 from Woodbine.

As the distance on Eglinton is about 5.8 km, that means the average Line 5 spacing there about 650 metres. The distance along Line 2 from Woodbine to Kennedy is about 7.1 km, that makes the average Line 2 spacing 1,800 metres.
 
Further to the protests about have an elevated structure along Eglinton Avenue and not underground, there are sewage and storm sewers UNDER the banks of the Humber River. Trees were cut down and brush was dug up for that.
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From link. End date of 2018.
 
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Rainforest said:
From Jane to Vic Park, I counted:
24 station intervals on Line 2
19 station intervals on ECLRT

The average ECLRT station is 20% wider, and that's somewhat significant.

Moreover, ECLRT will have some 1km+ wide gaps. Keele - Caledonia, Caledonia - Dufferin, Mount Pleasant - Bayview, Laird - Leslie. Perhaps Leslie - Don Mills as well, no customers on that stretch as of today, but if the Celestica site is redeveloped ..

On Line 2 (Jane to Vic Park), no gaps wider than 800 m come to mind.
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Celestica site redevelopment has already started and been approved by the city... just a waiting game at this point.
 
ARG1 said:
We're mainly talking about the section east of Don Mills.
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That section is quite different from the central tunnel, and certainly could do without the parallel bus service.

I guess the reasons TTC decided to keep the parallel bus there are:

1. Not wishing to hear complains that some parts of Eglinton got everything (a fast undeground line and a local bus), while the Golden Mile got nothing (surface LRT and no bus).

2. That section east of Don Mills is short, and the parallel bus will be infrequent, therefore the additional cost of the longer bus route is small and not worth prompting the above complains.
 
Back in 2016, Eglinton Avenue West & Martin Grove Road was rated the most congested intersection. See link.

Eglinton-Avenue-West-and-Martin-Grove-Road.jpg


Thanks to all the construction notices, construction signs, and especially Waze, drivers should be avoiding Eglinton & Martin Grove. For now.

Likely, once all the construction is over and done with, the drivers will return. It is because of the anticipated traffic congestion (mostly single-occupant motorists not going or returning from Pearson Airport) that they decided to put the LRT underground through the Eglinton, Martin Grove, 427, and 401 intersection.

They could have returned the LRT to the surface past that intersection, but didn't unfortunately.
 
kamira51 said:
I'm quite curious if twin tunnel boring is better than the bigger single tunnel boring method.
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The short summary is that the answer depends on the criteria. Twin bores are far more space efficient - when using a single bore there is so much empty space that is wasted. However Single Bore tunnels have a lot more utility, you don't need to build cross passages between the tunnels, and you also don't need to build as many ventilation shafts. This in turn means that Single Bore tunnels are less disruptive to the surface. Ultimately it depends on where you're building the subway: if you're building the tunnel through mountains (see: Sepulveda Line in LA) single bore tunnels are better and cheaper. Meanwhile under stroads, dual bore are cheaper and more logical (see: The disaster that is SV BART Phase 2).

Edit: What is sentence structure?
 
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ARG1 said:
The short summary is that the answer depends on the criteria. Twin bores are far more space efficient - when using a single bore there is so much empty space that is wasted. However Single Bore tunnels have a lot more utility, you don't need to build cross passages between the tunnels, and you also don't need to build as many ventilation shafts. This in turn means that Single Bore tunnels are less disruptive to the surface. Ultimately it depends on where you're building the subway: if you're building the tunnel through mountains (see: Sepulveda Line in LA) single bore tunnels are better and cheaper. Meanwhile under stroads, dual bore are cheaper and more logical (see: The disaster that is SV BART Phase 2).

Edit: What is sentence structure?
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I believe single-bore tunnels also have to be built deeper than dual-bore due to the larger diameter of the tunnel.
 
JSF-1 said:
I believe single-bore tunnels also have to be built deeper than dual-bore due to the larger diameter of the tunnel.
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Indeed. They also require more space horizontally as well which is why it was rejected for Eglinton: foundations at some points were too close together to guarantee soil stability with a single bore.
 
A two-lane Egltinton Avenue West ended at a two-lane Jane Street. Most of today's trees were planted AFTER Eglinton Avenue West was extended to cross over the Humber River to join up with the two-lane Richview Sideroad in Etobicoke Township. Eglinton Avenue West and Richview Sidewalk (renamed Eglinton Avenue West) was widened for a possible Richview Expressway and Jane Street was widened. Even the farmhouses, barns, etc. were bulldozed, along with the trees.

 
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From link.


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Eglinton Avenue West meets Black Creek Drive in York. This was intended to have been the eastern terminus of the Richview Expressway.​
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The Richview Expressway was named after the Richview Sideroad, a separate roadway which is today Eglinton Avenue through Etobicoke. It was only partially completed due to concerns of low use and opposition from local residents. Even though the Richview Expressway was never built, it did result in the provision of a wide right-of-way along the Eglinton Avenue corridor (after the Humber River was bridged and the Richview Sideroad designated as part of Eglinton) from Black Creek Drive to Highway 427. The present interchange of Highway 401 and Highway 427 includes several high-speed flyover ramps to and from Eglinton Avenue, which were originally meant for the Richview Expressway.​
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The Richview Expressway has also been known as the Hamilton Expressway since the original routing for Highway 403 (a highway route for Torontonians to travel to Hamilton) was planned to terminate at the present site of the interchange between Highway 401 and Highway 427. If the original routing of Highway 403 had been carried out, then Metro's Richview Expressway would have been considered a municipal extension of Highway 403. However, the province realigned Highway 403 to turn north and meet Highway 401 at a new junction, which was also designed to accommodate the new Highway 410 to Brampton, while Highway 401 was widened to a collector-express system between Highway 403 to Highway 427. The right of way (through Mississauga) between Highway 403 and the proposed expressway was later used for an arterial called Eastgate Parkway.​
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Lands allocated for the Richview Expressway were sold off. There are several apartment buildings built on the old right-of-way. The wide right-of-way was revisited in the 2014 Toronto municipal election when John Tory's SmartTrack plan proposed heavy rail within the corridor and challenger Olivia Chow pointed out the existence of the buildings. Tory was elected, but the heavy rail proposal was dropped in 2016 in favour of extending the Eglinton Crosstown LRT project west to the city limits bordering Mississauga.​
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Exit list​

Although the expressway was never completed, the plans had on/off ramps for:​
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From west to east:​
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Location​
Destination​
Notes​
Highway 427​
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Eglinton Avenue West​
Partial ramps​
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Full cloverleaf planned in 1960s cancelled in 1970s plan​
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Full cloverleaf planned in 1960s cancelled in 1970s plan​
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Full cloverleaf planned in 1960s cancelled in 1970s plan​
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York​
Partial cloverleaf planned in 1960s cancelled in 1970s plan​
Ramps planned in 1960s cancelled in 1970s plan​
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Full cloverleafs in 1960s and 1970s plans​
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Highway 400 southern extension​
Full cloverleafs in 1960s and 1970s plans​
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