News   Jul 15, 2024
Sculptural Pre-Cast Panels Now Adorning ANX near Dupont Station
 79     0 
News   Jul 15, 2024
Resubmitted Agincourt Condo Proposal Bumps Height, Reduces Parking
 345     0 
News   Jul 15, 2024
News Roundup for July 15, 2024
 536     0 

Eglinton-Crosstown Corridor Debate

What do you believe should be done on the Eglinton Corridor?

  • Do Nothing

    Votes: 5 1.3%

  • Build the Eglinton Crosstown LRT as per Transit City

    Votes: 140 36.9%

  • Revive the Eglinton Subway

    Votes: 226 59.6%

  • Other (Explain in post)

    Votes: 8 2.1%
  • Total voters
    379
ssiguy2 said:
This is part of the problem with TC, even stops 4 or 5 blocks apart are far to close.
Ken, Bir, Ward, Phar, VP, GM, DM, Lai, Bay, MtP,Yon, Cha, Bath, sub, Oak,Duf, Cal,Kee, Wes, Jane, RO, Scar,Is ,Kip, MG, Ren, Com, Con, Peasron. Maybe Weston in the future but there is no way it should be even close to Bloor station density. It doesn't need it. An average of one station per kim is the minimum. Remember after Eg then Yonge line goes 1.4 km between stations. Rapid transit means exactly that and must be fast if Torontonians are to consider it worth taking or just another St.Clair. No stops at all between stations via underpasses and it could have subway speed.
Click to expand...

Your theory would not work without a parallel bus service to mind the spacing gaps. Basically any form of rapid transit from Pearson Airport to Kennedy Station requires a bare minimum of 30 stops; 35 to Kingston Rd; 40 to UTSC. This translates to 800 metre spacing in most cases, although the gaps can increase to upto 1.5 kilometres in the Richview area allowing for a turncated 32 Eglinton West bus to operate continuously from Mount Dennis to Dixie. In general I agree with your stop locations except to say that you've omitted quite a few major intersections in the east end. Any farther apart than that and we're embarking into the realm of long-distance commuter-rail.
 
With a surface configuration you can have more frequent stops even if the demand isn't there, yet. A surface LRT or BRT driver can see if anyone is waiting at a stop or will know if anyone want to get off and stop as necessiary. If no one want on or off the driver doesn't have to stop. Obviously there is a trade-off between the distance people have to walk to get to a station and the speed of the service. If someone want on or off at every station the service will be a somewhat slower. Finding the right balance between speed and ridership-capture for each specific line is the difficult part and you can never please everyone.

Another factor in deciding on station locations is how it will affect development. The key is to maximize the potential number of people that will be living within walking distance of a station in the future, not necessarily meeting the needs of the existing neighbourhood. Sometimes it's best to locate the station at an intersection with more growth potential rather than at an intersection that is already built-out on all four corners with lower density development. Locating at station at an already developed intersection will lead to pressure to re-development which may not be popular with the local neighbours. The original Eglinton subway scheme had a station at Black Creek, not at Weston Road. The idea was to use the station as a catalyst for new development in the valley and not to upset the existing community in Mt.Dennis. The trade-off was residents of Mt.Dennis would have to walk a lot further to the station.
 
howl said:
A surface LRT or BRT driver can see if anyone is waiting at a stop or will know if anyone want to get off and stop as necessiary. If no one want on or off the driver doesn't have to stop.
Click to expand...
The same system works underground, as in Philly or Newark's LRT subways.
 
1 to 1.5 km apart is nothing like commuter rail. Just look at Yonge to Finch where that is average spacing.
Lines that are not downtown that average less than 1 km apart is good service, comfortable, faster, but NOT rapid. It is impossible to have a semi-suburban transit line that is both rapid and provides local service. They are two completely different things. People will not drop their cars if they do not consider transit as a time saving alternative. If that requires a bus along a similar route than so be it. There is no point of spending $8 billion on a transit system that still will make little difference in time saved.
People go completely out of their way to take subways. They don't take them because they are cheaper, quiet, smell nice, over crowded, or great conversation but rather because they are fast. People will not do the same for a semi-fast streetcar and nor will developers.
Although policy wonks may say that LRT is an excellent choice Torontonians will always see them as second best and it is their wants and needs that should make the final determination. TC will always been seen as "the best we can do". " just an improved streetcar and will always {with the exception of the tunneled Eglinton} just another St.Clair. Another City Hall and TTC pet project that they neither want nor even asked for.
 
Metrolinx purchases tunnel boring machines for Eglinton Crosstown Light Rail Transit project
Lovat Inc. of Toronto awarded $54 million contract

TORONTO, July 28, 2010 /CNW/ - Metrolinx continues to move forward its bold 5 in 10 Plan, a vision to improve transit in Toronto, with the $54 million contract with Lovat Inc. to purchase four tunnel boring machines (TBMs) for the Eglinton Crosstown Light Rail Transit (LRT) project.

LovatTunnelBoringMachine.jpg



The Eglinton Crosstown LRT project will take more cars off the road, improve air quality, create approximately 46,000 jobs, reduce travel times and support a stronger regional transit system in the Greater Toronto Area. The project is estimated to cost $4.6 billion and will be completed by 2020.

"This contract with Lovat reaffirms our commitment to public transit and job creation," said Ontario Minister of Transportation, Kathleen Wynne. "The Eglinton Crosstown LRT is the largest of the Big 5 transit projects and as part of our Open Ontario plan it's important that we continue moving forward on our strategic infrastructure investments."

On June 14, 2010, Ontario Transportation Minister Kathleen Wynne announced approval of the Metrolinx 5 in 10 Plan. The 5 in 10 Plan will build the Big 5 transit projects by 2020 with a budget of $9.5 billion - while saving $4 billion in the first five years from the original timeline. The Big 5 projects include the Eglinton LRT, the Sheppard LRT, the Scarborough RT refurbishment and extension, the Finch LRT and the York VivaNext project.

"With the purchase of these tunnel boring machines, we are reaching another important milestone in the execution of Metrolinx's 5 in 10 Plan to build the Big 5 transit projects," said J. Robert S. Prichard, President and CEO of Metrolinx. "This progress is important, and it reinforces our continued commitment to improving public transit."

The contract with Lovat is valued at $54 million. The TBMs will be manufactured by Lovat, which employs approximately 380 people at its Toronto location. Tunnelling will commence under Eglinton Avenue in the spring of 2011.

The Eglinton Crosstown LRT is a two phase 31-kilometre long rapid transit project through the Eglinton Avenue corridor that will connect Kennedy Station to Pearson Airport. The first phase runs from Jane St. in the west to Kennedy station in the east and includes an 11km underground tunnel in the centre section.

Metrolinx is an agency of the Province of Ontario. For more information, visit our website www.metrolinx.com
 
That spring 2011 date for start of tunnelling seems wildly optimistic. The TYSSE won't start tunnelling til then, and that project was fully funded more than 3 years ago.
 
i know, spring 2011 sounds too good to be true for TBMing. maybe utility relocation?
 
fanoftoronto said:
Yeah I don't think it's not even possible for delivery by spring 2011. The TYSSE ordered their TBM's in 2009 and they're going to deliver only late this year. So tunnelling is probably spring 2012.
Click to expand...
I thought it was the portal on the west end of the tunnel that was supposed to begin in 2011, with the machines not being put in until 2012. So technically, tunnelling begins in 2011 ... but the machines won't be in place until later.
 
I was closely inspecting the google sat map @ Eglinton and Laird. I'm not quite sure where the underground tunnel will "come out" and how it'll continue along the street. Is that right- it will continue East of Laird on the street? Will the LRT line be in the middle of the street, like how it's often implemented in europe?
If so, I guess Eglinton will lose a lane. Because there's houses on the north, and a retail plaza on the south. Now I know that Eglinton gets really wide after the valley but between Laird and the valley dip it's still fairly limited.
 
Coltaine79 said:
I was closely inspecting the google sat map @ Eglinton and Laird. I'm not quite sure where the underground tunnel will "come out" and how it'll continue along the street. Is that right- it will continue East of Laird on the street? Will the LRT line be in the middle of the street, like how it's often implemented in europe?
If so, I guess Eglinton will lose a lane. Because there's houses on the north, and a retail plaza on the south. Now I know that Eglinton gets really wide after the valley but between Laird and the valley dip it's still fairly limited.
Click to expand...

The location is clearly shown in the EA documents,

It also happens to show the size of the underground platforms, for anyone else who might happen to be curious,
 
Well, the sooner they start tunelling the better... you may recall a similar tunelling project on Eglinton in 1995..the same year the Tories came into power, cancelled it and filled in the hole. That was the start and end of the Eglinton West subway. Let's hope the Tories don't return in October 2011 and cancel this one.
 
Necessary Evil said:
Well, the sooner they start tunelling the better... you may recall a similar tunelling project on Eglinton in 1995..the same year the Tories came into power, cancelled it and filled in the hole. That was the start and end of the Eglinton West subway. Let's hope the Tories don't return in October 2011 and cancel this one.
Click to expand...

If the new mayor makes any noise about wanting the project changed, I have zero doubt they would kill it and offer to start the EA process from the beginning but without funding.

By law, any project cancelled has funding folded into the debt and new funding must be found from a new year. They may simply not find the new funding until the end of their second term in 2019.
 
You must log in or register to post here.

Back
Top