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Toronto Eglinton Line 5 | ?m | ?s | Metrolinx | Arcadis

I live Eglinton and my wife takes the Eglinton bus to the airport daily and I have no problem with her crossing the road to access transit. I love my wife but if there was an accident and she died but we saved a billion dollars as sad as I would be I would still feel we made the right decision. The truth is accidents can happen underground as well, they can happen anywhere.

Between this thread and the debate on scarborough subway Thread I have learned that underground transit advocates daily make up new reasons to justify their transit fantasies. There's really no point debating, people have made up their minds one way or another.
 
WislaHD said:
Which is why elevated is oh so beautiful.
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I am curious as to what the math is regarding the hydro corridor west of Martin Grove.
  • The transit line would be 5.0m above Martin Grove as it crosses.
  • There is little ability for the elevated track to dip within the 100m from Martin Grove to the hydro corridor (maybe it could by a metre or 2).
  • The "bridge" (support structure for elevated line) some type of enclosure around the elevated transit line (for the portion under the hydro lines) to reduce the required clearance from train to wires.
  • I don't know the required clearance - but it seems like it might not be possible to squeeze the transit line above road and below the hydro lines.
  • I would be interested to know if anyone knows what the actual numbers are.
 
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Amare said:
That's a really touching message Yvan sent to his constituents. It's too bad that he's really delusional when it comes to this file.
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If his government is willing to shell out all the money for tunneling without zero-sum gaming other transit projects, sure.

Hopkins123 said:
Eglinton is 60-70 km/h driving speeds through Richview. Yeah, let's force commuters, many of them senior citizens, to cross into the road median to access an LRT. :rolleyes:
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Because they don't have to do that with buses now. Are seniors the new "will you think of the children"? :rolleyes: And be careful what you wish for if you bring up seniors accessibility as a point of argument - because we sure didn't care all that much about reducing the number of stops (rightly so) either.

AoD
 
BurlOak said:
I am curious as to what the math is regarding the hydro corridor west of Martin Grove.
  • The transit line would be 5.0m above Martin Grove as it crosses.
  • There is little ability for the elevated track to dip within the 100m from Martin Grove to the hydro corridor (maybe it could by a metre or 2).
  • The "bridge" (support structure for elevated line) some type of enclosure around the elevated transit line (for the portion under the hydro lines) to reduce the required clearance from train to wires.
  • I don't know the required clearance - but it seems like it might not be possible to squeeze the transit line above road and below the hydro lines.
  • I would be interested to know if anyone knows what the actual numbers are.
Click to expand...

The LRT can handle a 5% incline, streetcars can handle an 8% incline, subway trains require a smaller incline. The requirement would be how much of a distance is needed at 8% to get from a level grade to an elevated grade to a below grade. At the Keelesdale portal, the trains will exit the tunnels at a side of a hill to the overpass at Black Creek Drive. There is no such hill between Martin Grove and the hydro lines.

However, the hydro lines could be raised up on higher towers at a cheaper cost, or buried for that portion as needed.

With at grade stops, it would be cheaper to provide accessibility. With above or below grade stations, they would require long ramps or elevators.
 
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W. K. Lis said:
The LRT can handle an 8% incline. The requirement would be how much of a distance is needed at 8% to get from a level grade to an elevated grade to a below grade. At the Keelesdale portal, the trains will exit the tunnels at a side of a hill to the overpass at Black Creek Drive. There is no such hill between Martin Grove and the hydro lines.

However, the hydro lines could be raised up on higher towers at a cheaper cost, or buried for that portion as needed.

With at grade stops, it would be cheaper to provide accessibility. With above or below grade stations, they would require long ramps or elevators.
Click to expand...
It went at 5%. From Black Creek to the portal was 200 to 250m (the portal has some length from where tracks start to go underground to where tunnel box is fully underground). The road elevation also dropped 5m in this area - saving about 100m of transition. I also helped that there was no station at Black Creek.

From 2012 EA revision.

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BurlOak said:
It went at 5%. From Black Creek to the portal was 200 to 250m (the portal has some length from where tracks start to go underground to where tunnel box is fully underground). The road elevation also dropped 5m in this area - saving about 100m of transition. I also helped that there was no station at Black Creek.

From 2012 EA revision.

View attachment 127072
Click to expand...

My mistake. It is 5% incline. Changed my comment.
 
W. K. Lis said:
The LRT can handle a 5% incline, streetcars can handle an 8% incline, subway trains require a smaller incline. The requirement would be how much of a distance is needed at 8% to get from a level grade to an elevated grade to a below grade.
Click to expand...

Those are tendered requirements. We could get Toronto Rocket model capable of an 11% grade if we wanted. Of course, that may cause customer discomfort at full speed down the hill (ear popping).
 
Allandale25 said:
Should be interesting to hear what happens at the community consultation meeting tonight.
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I took the survey. (Can't make the meeting). They are proposing center of median, at grade crossings at all major intersections. Would love to hear the data behind that.

My response to the survey was along the lines of - in that case, you are proposing a street car, not an LRT.

- Paul
 
crs1026 said:
I took the survey. (Can't make the meeting). They are proposing center of median, at grade crossings at all major intersections. Would love to hear the data behind that.

My response to the survey was along the lines of - in that case, you are proposing a street car, not an LRT.

- Paul
Click to expand...

I took the same survey. Not saying you’re incorrect, but I don’t know how you came to that conclusion from the survey.

Anyways we’ll know for sure in a few hours
 
I thought this was a bit interesting - the highway improvements between Eglinton and 27.
  1. Why is a ramp needed for 401 EBL to 27 SBL. There are already ramps from 401 EBL (and 427 SBL) to 427 SBL. The only (partial) exit that is not accessible is Eringate Drive. I don't see a need for this.
  2. The loop ramp for 401 EBL to 27 NBL may be useful.
  3. The Eglinton EB to 401 WB turn lane also does not seem that needed since Renforth and be used for 401 WB. Maybe its for 27 NB?
  4. Its strange that Eglinton Ave. West is shown as 1 way EB. The last time I looked, it was WB as well.
  5. Current-issues.jpg
 
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I was imagining the LRT going over Martin Grove, over Mimico Creek, Over Eglinton West and then under the 427 ramps (WB under the end spans, and EB in place of the north sidewalk).
The 427 NB to Eglinton ramps would be switched and reconfigured, mostly to move the ramp to Eglinton WB (and to East Mall) farther East (along with East Mall re-alignment) so that the LRT can go over it, but under 427.
Eg.jpg
 

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