OneCity
Senior Member
Very nice. But should be posted in the Crosstown thread?
|
|
|
Eglinton East LRT | Metrolinx
- Thread starter W. K. Lis
- Start date
Very nice. But should be posted in the Crosstown thread?
steveve
Senior Member
^ Yup. This must be the wrong thread, my apologies.
Northern Light
Superstar
Report on 'Next Steps' to the May 14 Executive Ctte.
http://app.toronto.ca/tmmis/viewAgendaItemHistory.do?item=2018.EX34.1
Recommendations follow:
City Council direct the Chief Planner and Executive Director, City Planning Division to include a tunnelled alignment through the Kingston-Lawrence-Morningside intersection with a single stop in the project scope and for further consideration through the project's updated cost estimate and Business Case Analysis.
2. City Council direct the Chief Planner and Executive Director, City Planning Division in consultation with the Toronto Transit Commission (TTC) and Metrolinx, to include an at-grade alignment through the University of Toronto, Scarborough along Ellesmere Road and a realigned Military Trail consistent with the proposed University of Toronto, Scarborough Secondary Plan and as described in this report, in the Eglinton East Light Rail Transit (EELRT) project's Environmental Project Report Addendum.
3. City Council request the Ministry of Transportation to include provision for the Eglinton East Light Rail Transit (EELRT) trains in future rehabilitation work on the Morningside-401 overpass.
4. City Council direct the Chief Planner and Executive Director, City Planning Division, in consultation with the Toronto Transit Commission (TTC) and Metrolinx, to include an extension to Malvern via Sheppard Avenue East and Neilson Road with up to six stops including a terminus stop in the vicinity of the Malvern Town Centre, in the project scope and land use study, and for further consideration through the project's updated cost estimate and Business Case Analysis.
This moves things to the BCA/TPAP stage
http://app.toronto.ca/tmmis/viewAgendaItemHistory.do?item=2018.EX34.1
Recommendations follow:
City Council direct the Chief Planner and Executive Director, City Planning Division to include a tunnelled alignment through the Kingston-Lawrence-Morningside intersection with a single stop in the project scope and for further consideration through the project's updated cost estimate and Business Case Analysis.
2. City Council direct the Chief Planner and Executive Director, City Planning Division in consultation with the Toronto Transit Commission (TTC) and Metrolinx, to include an at-grade alignment through the University of Toronto, Scarborough along Ellesmere Road and a realigned Military Trail consistent with the proposed University of Toronto, Scarborough Secondary Plan and as described in this report, in the Eglinton East Light Rail Transit (EELRT) project's Environmental Project Report Addendum.
3. City Council request the Ministry of Transportation to include provision for the Eglinton East Light Rail Transit (EELRT) trains in future rehabilitation work on the Morningside-401 overpass.
4. City Council direct the Chief Planner and Executive Director, City Planning Division, in consultation with the Toronto Transit Commission (TTC) and Metrolinx, to include an extension to Malvern via Sheppard Avenue East and Neilson Road with up to six stops including a terminus stop in the vicinity of the Malvern Town Centre, in the project scope and land use study, and for further consideration through the project's updated cost estimate and Business Case Analysis.
This moves things to the BCA/TPAP stage
Leo_Chan
Senior Member
TheTigerMaster
Superstar
Direct link to the report, which I suspect is what most of us are interested in: https://www.toronto.ca/legdocs/mmis/2018/ex/bgrd/backgroundfile-114767.pdf
TheTigerMaster
Superstar
Report says quite conclusively that below-grade through Kingston/Lawrence provides the best value. See pages 14 through 17: https://www.toronto.ca/legdocs/mmis/2018/ex/bgrd/backgroundfile-114767.pdf
Capital costs for this option is $249M - $466M. This is a substantial portion of the overall project budget. Where are theses funds going to come from?
Capital costs for this option is $249M - $466M. This is a substantial portion of the overall project budget. Where are theses funds going to come from?
TheTigerMaster
Superstar
TPAP amendment won't begin until Q4 2018. Let's hope this is approved hastily has Tory begins his second term
W. K. Lis
Superstar
From the
Kingston-Lawrence-Morningside Options Report
at this link.
I "think" this is the recommendation:
Kingston-Lawrence-Morningside Options Report
at this link.
Recommendation
Based on the above assessment, a below-grade (tunnel) alignment along Kingston Road with a single stop is recommended. A tunnel along Kingston Road minimizes LRT travel time, and minimizes impacts to traffic.
Based on the above assessment, a below-grade (tunnel) alignment along Kingston Road with a single stop is recommended. A tunnel along Kingston Road minimizes LRT travel time, and minimizes impacts to traffic.
I "think" this is the recommendation:
Tunnel 1
To address traffic challenges in the area, this concept proposes a tunnel for the LRT, as shown in the figure below. The LRT enters the tunnel via a portal on Kingston Road, south of Lawrence, and emerges from the tunnel via a portal on Morningside Avenue, just north of Kingston Road. The concept accommodates the extended platform and required track work with a single underground stop/station on Kingston Road, between Lawrence Avenue and Morningside.
Tunnel 1 Concept
This option provides better operations for all modes of traffic, including LRT, vehicles, pedestrians and trucks. Operational flexibility is provided with this concept, as it preserves the ability to operate more frequent trains to UTSC in the future as it addresses traffic challenges within the area.
To address traffic challenges in the area, this concept proposes a tunnel for the LRT, as shown in the figure below. The LRT enters the tunnel via a portal on Kingston Road, south of Lawrence, and emerges from the tunnel via a portal on Morningside Avenue, just north of Kingston Road. The concept accommodates the extended platform and required track work with a single underground stop/station on Kingston Road, between Lawrence Avenue and Morningside.
Tunnel 1 Concept
This option provides better operations for all modes of traffic, including LRT, vehicles, pedestrians and trucks. Operational flexibility is provided with this concept, as it preserves the ability to operate more frequent trains to UTSC in the future as it addresses traffic challenges within the area.
W. K. Lis
Superstar
From the
UTSC Integration Study: Options Summary
at this link.
UTSC Integration Study: Options Summary
at this link.
Recommendation
Based on an analysis of all concepts, Option 1 (Enhanced Base) is recommended as part of the Eglinton East LRT concept.
Option 1: Enhanced At-grade Concept
This concept is similar to the concept proposed through the UTSC Secondary Plan, but includes a pedestrian underpass connecting north and south campus below Ellesmere Road and the LRT alignment.
Figure 3: Option1: Enhanced at-grade concept (street and block pattern as articulated by the UTSC proposed Secondary Plan)
Figure 4: Enhanced at-grade concept – University stop
Based on an analysis of all concepts, Option 1 (Enhanced Base) is recommended as part of the Eglinton East LRT concept.
Option 1: Enhanced At-grade Concept
This concept is similar to the concept proposed through the UTSC Secondary Plan, but includes a pedestrian underpass connecting north and south campus below Ellesmere Road and the LRT alignment.
- Pedestrian underpass simplifies the intersection of Ellesmere and Military Trail, and effectively connects the campus;
- Best serves destinations on north and south campus;
- Effectively connects to key campus destinations, serves intended population and meets city-building objectives;
- Requires stairs and elevators but best facilitates transfers between the LRT and bus routes including planned Bus Rapid Transit (BRT) line to Durham Region, and other through routes; and
- Presents an efficient stop design.
Figure 3: Option1: Enhanced at-grade concept (street and block pattern as articulated by the UTSC proposed Secondary Plan)
Figure 4: Enhanced at-grade concept – University stop
W. K. Lis
Superstar
From the
Connecting Malvern Recommendation Report
at this link.
Connecting Malvern Recommendation Report
at this link.
Recommendation
An alignment along Sheppard Avenue East and Neilson Road is recommended as the preferred alignment for the extension to Malvern Town Centre, primarily due to the efficiencies and flexibility provided by interlining the transit service with the future SELRT.
An alignment along Sheppard Avenue East and Neilson Road is recommended as the preferred alignment for the extension to Malvern Town Centre, primarily due to the efficiencies and flexibility provided by interlining the transit service with the future SELRT.
W. K. Lis
Superstar
From the
Benefit Cost Analysis Report – Grade Separation at KLM and UTSC
at this link.
Benefit Cost Analysis Report – Grade Separation at KLM and UTSC
at this link.
Findings
The results of the economic analyses are presented in the table below. The net costs and benefits are reflected in net present values to provide a better comparison of costs and benefits over the 60-year lifecycle. Findings are shown as ranges of costs and benefits, reflecting the inherent uncertainty in the modelling of future scenarios. The benefits monetized in this work account for travel time savings for all network users associated with grade separating the LRT at specific intersections.
Findings: Kinston-Lawrence-Morningside
The below-grade concept was found to provide net benefits that exceeded costs for the 60-year lifecycle of the asset. The cost of the grade separation ranged from $207-$387 million ($2018), which was lower than the net benefits of the option, which ranged between $408 and $444 million ($2018) (Figure 2).
Figure 2: KLM Below-grade Concept Net Costs and Net Benefit
Findings: University of Toronto Scarborough Campus LRT integration
Tunneling the LRT through campus under Military Trail provides net benefits for less than costs. Figure 3 illustrates that the UTSC campus tunnel concept costs ($417-$778 million, $2018) exceeded benefits ($148-$171 million, $2018). The UTSC Morningside elevated concept was found to provide net benefits that exceeds costs for 60-year lifecycle of the asset. The net benefits ranged between $214-$249 million ($2018), whereas the net costs are only $80-$150 million above the estimated base case capital and operating costs (Figure 4).
Figure 3: UTSC Campus Tunnel Concept Net Cost and Net Benefit
Figure 4: UTSC Morningside Elevated Concept Net Cost and Net Benefit
The results of the economic analyses are presented in the table below. The net costs and benefits are reflected in net present values to provide a better comparison of costs and benefits over the 60-year lifecycle. Findings are shown as ranges of costs and benefits, reflecting the inherent uncertainty in the modelling of future scenarios. The benefits monetized in this work account for travel time savings for all network users associated with grade separating the LRT at specific intersections.
Findings: Kinston-Lawrence-Morningside
The below-grade concept was found to provide net benefits that exceeded costs for the 60-year lifecycle of the asset. The cost of the grade separation ranged from $207-$387 million ($2018), which was lower than the net benefits of the option, which ranged between $408 and $444 million ($2018) (Figure 2).
Figure 2: KLM Below-grade Concept Net Costs and Net Benefit
Findings: University of Toronto Scarborough Campus LRT integration
Tunneling the LRT through campus under Military Trail provides net benefits for less than costs. Figure 3 illustrates that the UTSC campus tunnel concept costs ($417-$778 million, $2018) exceeded benefits ($148-$171 million, $2018). The UTSC Morningside elevated concept was found to provide net benefits that exceeds costs for 60-year lifecycle of the asset. The net benefits ranged between $214-$249 million ($2018), whereas the net costs are only $80-$150 million above the estimated base case capital and operating costs (Figure 4).
Figure 3: UTSC Campus Tunnel Concept Net Cost and Net Benefit
Streety McCarface
Senior Member
Will the off-street bus terminal be inside a fare paid area or will it be touch in, because it looks like a bunch of buses will serve it and there is a pedestrian tunnel concept included.
On another note
Who the hell designed this thing? Just head north and bend it slightly east to serve the campus.
On another note
Who the hell designed this thing? Just head north and bend it slightly east to serve the campus.
Attachments
Leo_Chan
Senior Member
Definitely not a fare-paid area bus terminal. It would need to serve EELRT, TTC buses, GO buses, YRT buses, and potentially DRT buses (if diverts off on-street BRT). Also, Option 1 doesn't seem to have a dedicated bus terminal like Option 2 does.
Also, the tunneled option for UTSC is highly unlikely to be the way to go forward as it misses the South Campus and is expensive.
Streety McCarface
Senior Member
It should be a FPA, especially if it will serve more than 3 TTC bus routes.
I just wonder why they considered such a stupid tunnel alignment.
Leo_Chan
Senior Member
I see you love your fare paid area bus terminals.
It was probably in order to avoid interfering with potential future buildings. Staying under roads can allow for cut-and-cover construction and giving the most opportunities for less obstacles when designing new buildings.