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

[toronto647]

At 1:02:30 the metrolinx employee states an Initial Business Case will be release before the end of the year with extension alignments and other details from Renforth to the Airport. They are also aware of having Finch West LRT meet there as well. Interesting if the EGLRT and Finch LRT merge and just become 1 down the line...

 

[KhalilHeron]

At 1:02:30 the metrolinx employee states an Initial Business Case will be release before the end of the year with extension alignments and other details from Renforth to the Airport. They are also aware of having Finch West LRT meet there as well. Interesting if the EGLRT and Finch LRT merge and just become 1 down the line...

and then meet at Malvern and become a loop I don't imagine they would turn them into a loop line service wise but having the tracks connect there could make operations easier for moving extra trains onto either line. Like the finch msf could hold extra trains for eglinton, or a new eelrt msf could store finch trains too

 

[Steve X]

At 1:02:30 the metrolinx employee states an Initial Business Case will be release before the end of the year with extension alignments and other details from Renforth to the Airport. They are also aware of having Finch West LRT meet there as well. Interesting if the EGLRT and Finch LRT merge and just become 1 down the line...

That's impossible since Finch isn't designed for 90m trains.

 

[rbt]

That's impossible since Finch isn't designed for 90m trains.

Interestingly, I believe the Finch West station platform is 98m long.

I'm not sure about Humber College, but it would be touched for the extension anyway and the platform could be extended at that time.

Most surface stops can be extended with little effort.

 

[W. K. Lis]

Interestingly, I believe the Finch West station platform is 98m long.

I'm not sure about Humber College, but it would be touched for the extension anyway and the platform could be extended at that time.

Most surface stops can be extended with little effort.

Most of the Eglinton Crosstown LRT station boxes are 150m long. The platforms maybe 90-98m long,, but they have service areas in the box that can be converted and used for a platform extension should it be requested.

From link.

The typical station box accommodates a 90 metres platform with a 40 metres service area at one end and a 20 metre service area at the opposite end resulting in a total station box length of 150 metres. Initially the LRT operation will consist of a 2-car trainset requiring a 60 metres platform. To protect for the ultimate 3-car train set the 90 metres platform would be constructed, but then temporary walls would be installed to create the initial 60 metres long platform. A 2.5 metres wide corridor would bisect the remaining 30 metres reserved portion of the platform leading to an additional secondary entrance.

 

[innsertnamehere]

that is from the original transit city EA. I believe the full 90 metre platforms are actually being constructed.

 

[Coolstar]

that is from the original transit city EA. I believe the full 90 metre platforms are actually being constructed.

Isn't the Mount Dennis platforms longer at 120m? It's enough for 4-car LRVs.

 

[W. K. Lis]

From the 2020 Appendix A (Design Plates) at this link.

Kipling Station...

Jane Station...

The diagram is marked in metres. Since the Kipling Station will be underground, the station box will be built for no future expansion. The Jane Station is elevated, so can be extended if needed by extending beyond the initial platform. Both are more than 100+m in length in the diagram.

 

[Rainforest]

Not sure about the benefits of running ECLRT and Finch as a single line, even if the train length is the same. The single-line operation will make it more difficult to run smoothly and avoid delays. And the number of riders who want to, say, board at Eglinton & Kipling and travel to Rexdale via the airport will be fairly small.

The non-revenue connection between the lines will be very useful, for sure.

Speaking of revenue service, it will be more sensible to add a north-south line, that starts at the Subway Line 2's Kipling station and partly shares tracks with the ECLRT and Finch lines. For example, using the Hydro corridor to Renforth interchange, then up Renforth and Silver Dart to the point where the extension of FWLRT connects, and then up Hwy 27 to Humber College. Or, just straight up Kipling, although in that case there will be no track sharing.

 

[Steve X]

Are the two signalling systems even compatible?

 

[fanoftoronto]

Are the two signalling systems even compatible?

They definitely would be compatible between the 2 systems. But to previous points, it wouldn't make logical sense to run them together. The majority of the traffic is going to be getting from the suburbs to downtown and vice-versa. No use looping between the suburbs as there wouldn't be any demand at that location.

 

[Steve X]

They definitely would be compatible between the 2 systems. But to previous points, it wouldn't make logical sense to run them together. The majority of the traffic is going to be getting from the suburbs to downtown and vice-versa. No use looping between the suburbs as there wouldn't be any demand at that location.

Is there proof that the Bombardier CityFlo on the crosstown would work with Thales SelTrac on Finch West?

 

[jcam]

Not sure about the benefits of running ECLRT and Finch as a single line, even if the train length is the same. The single-line operation will make it more difficult to run smoothly and avoid delays. And the number of riders who want to, say, board at Eglinton & Kipling and travel to Rexdale via the airport will be fairly small.

The non-revenue connection between the lines will be very useful, for sure.

Speaking of revenue service, it will be more sensible to add a north-south line, that starts at the Subway Line 2's Kipling station and partly shares tracks with the ECLRT and Finch lines. For example, using the Hydro corridor to Renforth interchange, then up Renforth and Silver Dart to the point where the extension of FWLRT connects, and then up Hwy 27 to Humber College. Or, just straight up Kipling, although in that case there will be no track sharing.

So I guess that line could dive underground and T into the tunnel for ECLRT W just west of the Martin Grove station.

But if it's surface coming up from Kipling along the corridor, do you run it above-ground under the 427, give Rangoon a surface stop, and join Crosstown once it comes above ground. As much as the corridor would be the path of least resistance, part of my thinks the better move would be up West or East Mall, across Rathburn and then up Renforth, to better capture the doorstep of all that density. Whether the traffic on the East or West Mall bus routes (plus the airport Rocket) justifies higher order transit is another question entirely.

 

[rbt]

Is there proof that the Bombardier CityFlo on the crosstown would work with Thales SelTrac on Finch West?

It wouldn't be compatible. There are also P3 contractual restrictions to overcome as well. Nor is there an EA to extend Finch yet (that I know of).

Any type of direct integration would be on a 30 year plan, by which time the current rolling-stock/signalling would be severely dated.

 

[fanoftoronto]

Is there proof that the Bombardier CityFlo on the crosstown would work with Thales SelTrac on Finch West?

Apologies, I didn't know the systems were so different that they were incompatible. It's stupid that 2 nearly identical LRT systems being built concurrently in the same city by the same governing body would be fine to choose 2 incompatible systems.