TheTigerMaster
Superstar
Criteria for the Crosstown design was clearly "make it as cheap as possible". Terrible!
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Criteria for the Crosstown design was clearly "make it as cheap as possible". Terrible!
TheTigerMaster
Superstar
Looks like route options will be finalized early 2018, and TPAP finalized mid 2018. Then detailed design and construction can begin.
They need to hurry up.
Juan_Lennon416
Senior Member
I see the cleaners quite often
raptor
Senior Member
And, on the east side, public meetings for the Eglinton East LRT will be held on November 29, 30 and December 2:
https://eglintoneastlrt.ca/get-involved/
Allandale25
Senior Member
Busy season for transit public meetings.
sixrings
Senior Member
you used to be such a positive transit advocate. I'm frustrated as well. Don't lose your mind
TheTigerMaster
Superstar
TPAP for EELRT completes early 2019! I'm quite eager to see if any optimization have materialized between the last update and now.
raptor
Senior Member
This is the part I don't get. It's not a new TPAP, but rather a TPAP amendment. Why does it take so long to complete it??
jcam
Active Member
Remember this is a performance-payment-based P3 though....the contract will specify the maintenance standards, and they can penalize the maintenance contract by witholding funds if its not up to snuff. Same way new hospitals works.
W. K. Lis
Superstar
From that website, shows the "history" from October, 2017:
Eglinton West LRT: Development of Conceptual Grade Separations
SmartTrack is planned to link together major employment areas including Downtown Toronto and the Mississauga Airport Corporate Centre. Much of the SmartTrack concept builds on investments currently being made by the Province in the GO Regional Express Rail network. Six new stations are being planned on this network, to more fully integrate the existing rail network with the existing TTC network, to ensure that Torontonians have access to the GO/RER system.
A new transportation link is being planned between the GO/RER network, the Mississauga Airport Corporate Centre, and Pearson Airport. This light rail link would extend the Eglinton Crosstown (currently under construction), and is based on “Phase 2” of the Crosstown, first approved in 2010. This previously approved project is being reviewed and optimized as part of SmartTrack to ensure that it best meets the needs of both the city and the local community.
Eglinton Crosstown LRT original EA envisioned a Light Rail Transit (LRT) line to run from Pearson Airport in the west to Kennedy Station. The first phase of this project, currently under construction, runs from Mt. Dennis to Kennedy Station – with the second phase of the project going west from Mt. Dennis to the Airport.
For the western section, the EA focused on the impacts of the LRT if built completely at-grade, in the centre of the right-of-way. An initial business case determined that grade separations should be explored at 3 key locations to determine the potential benefits for the traffic network and potential impacts on neighbouring properties. These locations include:
The many pros and cons of potential grade separation options were considered according to a rigorous evaluation framework. The evaluation was divided into three stages: 1) Feasibility; 2) Benefits and Costs; and 3) Strategic Values. The following documents and reports are part of the three stage review completed as part of this work.
Final recommendations on inclusion of grade separations in the project concept are pending public input during Public Consultation in November 2017.
Stage 1 – Feasibility Report
This report provides an overview of the long list of options to implement grade separations along the western portion of Eglinton Avenue. The high-level study and evaluation of potential grade separation concepts is intended to inform decision-making around the location and configuration of grade separations to ensure that options carried forward for more detailed evaluation deliver the greatest level of cost-benefit from a traffic perspective while responding to the needs of the local community and wider city.
For each intersection, the report provides a high-level overview of the best grade separation, including potential impact on existing and planned neighbouring properties, relationship to floodplains, pedestrian/cyclist/bus transfer access, traffic impacts, high-level cost estimates and a summary of the pros and cons in relationship to the other options. The appendix of this report includes description of the options which were not carried forward including a reasoning behind the decision.
Stage 1 – Grade Separation Visualizations
3D renderings of each potential grade separation were completed to enable costing of the additional infrastructure requirements and provide visual context for the strategic analysis of understanding of potential community impacts. These renderings are provided in multiple views and are shown in contrast to the EA Approved at-grade LRT.
Stage 2 (DRAFT) – Benefits Case Analysis Report
The second stage of evaluation includes an assessment of each option against the EA Base Case. It focuses on the theme of affordability and includes a cost/benefit analysis. Information on the development of costs and benefits is included in the linked results document. The final report will include final recommendations based on this analysis.
Stage 3 – Preliminary Strategic Evaluation Detailed Chart
A preliminary strategic evaluation has been initiated that includes evaluation using evaluation criteria based on Toronto's Rapid Transit Evaluation Framework (RTEF), with consideration of Metrolinx’s Business Case Analysis, to help illustrate the benefits that are not easily monetized. Each grade separation was evaluated in isolation of the others according to the list of strategic values. These include an assessment of impacts on the surrounding community, natural environment, construction impacts and an articulation of implications for the public realm. The process also includes a public engagement and assessment of public feedback. The criteria are grouped according to the themes identified in the City of Toronto’s Rapid Transit Evaluation Framework: Serving People; Strengthening Places; and Supporting Prosperity. The attached materials include the high-level preliminary results table, the preliminary detailed evaluation chart, as well as the RTEF Criteria and guiding questions.
SmartTrack is planned to link together major employment areas including Downtown Toronto and the Mississauga Airport Corporate Centre. Much of the SmartTrack concept builds on investments currently being made by the Province in the GO Regional Express Rail network. Six new stations are being planned on this network, to more fully integrate the existing rail network with the existing TTC network, to ensure that Torontonians have access to the GO/RER system.
A new transportation link is being planned between the GO/RER network, the Mississauga Airport Corporate Centre, and Pearson Airport. This light rail link would extend the Eglinton Crosstown (currently under construction), and is based on “Phase 2” of the Crosstown, first approved in 2010. This previously approved project is being reviewed and optimized as part of SmartTrack to ensure that it best meets the needs of both the city and the local community.
Eglinton Crosstown LRT original EA envisioned a Light Rail Transit (LRT) line to run from Pearson Airport in the west to Kennedy Station. The first phase of this project, currently under construction, runs from Mt. Dennis to Kennedy Station – with the second phase of the project going west from Mt. Dennis to the Airport.
For the western section, the EA focused on the impacts of the LRT if built completely at-grade, in the centre of the right-of-way. An initial business case determined that grade separations should be explored at 3 key locations to determine the potential benefits for the traffic network and potential impacts on neighbouring properties. These locations include:
- Eglinton Flats (Jane and Scarlett)
- Kipling Avenue
- Martin Grove Road
- Islington Avenue
- Royal York Avenue
The many pros and cons of potential grade separation options were considered according to a rigorous evaluation framework. The evaluation was divided into three stages: 1) Feasibility; 2) Benefits and Costs; and 3) Strategic Values. The following documents and reports are part of the three stage review completed as part of this work.
Final recommendations on inclusion of grade separations in the project concept are pending public input during Public Consultation in November 2017.
Stage 1 – Feasibility Report
This report provides an overview of the long list of options to implement grade separations along the western portion of Eglinton Avenue. The high-level study and evaluation of potential grade separation concepts is intended to inform decision-making around the location and configuration of grade separations to ensure that options carried forward for more detailed evaluation deliver the greatest level of cost-benefit from a traffic perspective while responding to the needs of the local community and wider city.
For each intersection, the report provides a high-level overview of the best grade separation, including potential impact on existing and planned neighbouring properties, relationship to floodplains, pedestrian/cyclist/bus transfer access, traffic impacts, high-level cost estimates and a summary of the pros and cons in relationship to the other options. The appendix of this report includes description of the options which were not carried forward including a reasoning behind the decision.
Stage 1 – Grade Separation Visualizations
3D renderings of each potential grade separation were completed to enable costing of the additional infrastructure requirements and provide visual context for the strategic analysis of understanding of potential community impacts. These renderings are provided in multiple views and are shown in contrast to the EA Approved at-grade LRT.
Stage 2 (DRAFT) – Benefits Case Analysis Report
The second stage of evaluation includes an assessment of each option against the EA Base Case. It focuses on the theme of affordability and includes a cost/benefit analysis. Information on the development of costs and benefits is included in the linked results document. The final report will include final recommendations based on this analysis.
Stage 3 – Preliminary Strategic Evaluation Detailed Chart
A preliminary strategic evaluation has been initiated that includes evaluation using evaluation criteria based on Toronto's Rapid Transit Evaluation Framework (RTEF), with consideration of Metrolinx’s Business Case Analysis, to help illustrate the benefits that are not easily monetized. Each grade separation was evaluated in isolation of the others according to the list of strategic values. These include an assessment of impacts on the surrounding community, natural environment, construction impacts and an articulation of implications for the public realm. The process also includes a public engagement and assessment of public feedback. The criteria are grouped according to the themes identified in the City of Toronto’s Rapid Transit Evaluation Framework: Serving People; Strengthening Places; and Supporting Prosperity. The attached materials include the high-level preliminary results table, the preliminary detailed evaluation chart, as well as the RTEF Criteria and guiding questions.
Public Meetings
Join us for our first round of public meetings, beginning at 5:00 p.m. at the locations and dates listed below:
Join us for our first round of public meetings, beginning at 5:00 p.m. at the locations and dates listed below:
Monday, November 13, 2017
Martingrove Collegiate Institute, 50 Winterton Drive
Etobicoke, ON
6:30 p.m. – 8:30 p.m.
Wednesday, November 15, 2017
York Humber High School, 100 Emmett Avenue
York, ON
6:30 p.m. – 8:30 p.m.
Martingrove Collegiate Institute, 50 Winterton Drive
Etobicoke, ON
6:30 p.m. – 8:30 p.m.
Wednesday, November 15, 2017
York Humber High School, 100 Emmett Avenue
York, ON
6:30 p.m. – 8:30 p.m.
Some answers from questions from this link:
The approved Environmental Assessment (EA) was for an at-grade LRT. Council directed staff to examine grade separations (below-ground and elevated options) at select locations as part of the review of the original work.
(RTC: The future Regional Transit Centre (RTC) – at Pearson International Airport.)
(RTC: The future Regional Transit Centre (RTC) – at Pearson International Airport.)
TheTigerMaster
Superstar
The approved Environmental Assessment (EA) was for an at-grade LRT. Council directed staff to examine grade separations (below-ground and elevated options) at select locations as part of the review of the original work.
These selection of stations are new (I believe). Is this supposed to be the final list of stations they've settled on?
BurlOak
Senior Member
Just scrap the mid-block stations and grade separate the whole thing. Why is it so hard to do the right thing.From that website, shows the "history" from October, 2017:
Guess we'll see those "October Reports" in the November meetings, from link:Eglinton West LRT: Development of Conceptual Grade Separations
SmartTrack is planned to link together major employment areas including Downtown Toronto and the Mississauga Airport Corporate Centre. Much of the SmartTrack concept builds on investments currently being made by the Province in the GO Regional Express Rail network. Six new stations are being planned on this network, to more fully integrate the existing rail network with the existing TTC network, to ensure that Torontonians have access to the GO/RER system.
A new transportation link is being planned between the GO/RER network, the Mississauga Airport Corporate Centre, and Pearson Airport. This light rail link would extend the Eglinton Crosstown (currently under construction), and is based on “Phase 2” of the Crosstown, first approved in 2010. This previously approved project is being reviewed and optimized as part of SmartTrack to ensure that it best meets the needs of both the city and the local community.
Eglinton Crosstown LRT original EA envisioned a Light Rail Transit (LRT) line to run from Pearson Airport in the west to Kennedy Station. The first phase of this project, currently under construction, runs from Mt. Dennis to Kennedy Station – with the second phase of the project going west from Mt. Dennis to the Airport.
For the western section, the EA focused on the impacts of the LRT if built completely at-grade, in the centre of the right-of-way. An initial business case determined that grade separations should be explored at 3 key locations to determine the potential benefits for the traffic network and potential impacts on neighbouring properties. These locations include:
In addition, Toronto City Council directed staff to consider two additional intersections for potential grade separations:
- Eglinton Flats (Jane and Scarlett)
- Kipling Avenue
- Martin Grove Road
In total six different potential grade separations were reviewed.
- Islington Avenue
- Royal York Avenue
The many pros and cons of potential grade separation options were considered according to a rigorous evaluation framework. The evaluation was divided into three stages: 1) Feasibility; 2) Benefits and Costs; and 3) Strategic Values. The following documents and reports are part of the three stage review completed as part of this work.
Final recommendations on inclusion of grade separations in the project concept are pending public input during Public Consultation in November 2017.
Stage 1 – Feasibility Report
This report provides an overview of the long list of options to implement grade separations along the western portion of Eglinton Avenue. The high-level study and evaluation of potential grade separation concepts is intended to inform decision-making around the location and configuration of grade separations to ensure that options carried forward for more detailed evaluation deliver the greatest level of cost-benefit from a traffic perspective while responding to the needs of the local community and wider city.
For each intersection, the report provides a high-level overview of the best grade separation, including potential impact on existing and planned neighbouring properties, relationship to floodplains, pedestrian/cyclist/bus transfer access, traffic impacts, high-level cost estimates and a summary of the pros and cons in relationship to the other options. The appendix of this report includes description of the options which were not carried forward including a reasoning behind the decision.
Stage 1 – Grade Separation Visualizations
3D renderings of each potential grade separation were completed to enable costing of the additional infrastructure requirements and provide visual context for the strategic analysis of understanding of potential community impacts. These renderings are provided in multiple views and are shown in contrast to the EA Approved at-grade LRT.
Stage 2 (DRAFT) – Benefits Case Analysis Report
The second stage of evaluation includes an assessment of each option against the EA Base Case. It focuses on the theme of affordability and includes a cost/benefit analysis. Information on the development of costs and benefits is included in the linked results document. The final report will include final recommendations based on this analysis.
Stage 3 – Preliminary Strategic Evaluation Detailed Chart
A preliminary strategic evaluation has been initiated that includes evaluation using evaluation criteria based on Toronto's Rapid Transit Evaluation Framework (RTEF), with consideration of Metrolinx’s Business Case Analysis, to help illustrate the benefits that are not easily monetized. Each grade separation was evaluated in isolation of the others according to the list of strategic values. These include an assessment of impacts on the surrounding community, natural environment, construction impacts and an articulation of implications for the public realm. The process also includes a public engagement and assessment of public feedback. The criteria are grouped according to the themes identified in the City of Toronto’s Rapid Transit Evaluation Framework: Serving People; Strengthening Places; and Supporting Prosperity. The attached materials include the high-level preliminary results table, the preliminary detailed evaluation chart, as well as the RTEF Criteria and guiding questions.
Public Meetings
Join us for our first round of public meetings, beginning at 5:00 p.m. at the locations and dates listed below:
Monday, November 13, 2017
Martingrove Collegiate Institute, 50 Winterton Drive
Etobicoke, ON
6:30 p.m. – 8:30 p.m.
Wednesday, November 15, 2017
York Humber High School, 100 Emmett Avenue
York, ON
6:30 p.m. – 8:30 p.m.
Some answers from questions from this link:
The approved Environmental Assessment (EA) was for an at-grade LRT. Council directed staff to examine grade separations (below-ground and elevated options) at select locations as part of the review of the original work.
(RTC: The future Regional Transit Centre (RTC) – at Pearson International Airport.)
W. K. Lis
Superstar
1. If you want to go faster, one would more likely use the Union Pearson Express than any LRT.
2. They seemed to have removed the mid-block stops between Renforth & Martin Grove, between Islington & Royal York, and between Scarlett Road & Jane.
The meetings are to get public input. So if you want to make suggestions, go to the meetings or make your comments at this link or...
jeicow
Active Member
The original EA was designed as an independent line that could accommodate 2-car sets. The new proposal would be an extension of the ECLRT, and will need to accommodate 3-car sets. While it’s the same route, it will operate in a fundamentally different way so the CoT and MX will need to basically start off fresh with all of that preplanning work. The last EA is also 7 years out of date so many of the studies need to be redone.
As an aside, a TPAP is a Class EA that operates on an accelerated timeline and with minimal intervention mechanisms so there’s very few faster way to do an EA in Ontario.
syn
Senior Member
Agreed, Jane seems like a no-brainer.