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

Hopkins123 said:
Would it not be simpler and more convenient for most to grade-separate the Crosstown East line through this section?

A single massive station for both Lawrence and Morningside adjacent Kingston Rd could be constructed in a trench through the parking lot of the plaza in the West Hill triangle.
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That's fine but the bigger concern here is the car congestion. This area is and will be needed as a pass-thru corridor for areas outside of Toronto for decades to come. They need to provide traffic relief for these corners as its going to get far worse every decade as Durham grows.

The LRT is great for local transit but the majority of this traffic currently is not local so we need to let the traffic which has no intention to stop in these locations thru and alleviate the already insane bottleneck.

What we do with the LRT here is not really the major issue at hand. But I really like the station idea.
 
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OneCity said:
That's fine but the bigger concern here is the car congestion. This area is and will be needed as a pass-thru corridor for areas outside of Toronto for decades to come. They need to provide traffic relief for these corners as its going to get far worse every decade as Durham grows.

The LRT is great for local transit but the majority of this traffic currently is not local so we need to let the traffic which has no intention to stop in these locations thru and alleviate the already insane bottleneck.

What we do with the LRT here is not really the major issue at hand. But I really like the station idea.
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Gardiner East is the solution to Kingston Road traffic.



Jk, please don't be mean to me :p
 
Hopkins123 said:
The Keele alignment really does offer the most benefit.

- Avoids service redundancy between Queen and St Clair, by not routing through the Georgetown corridor
- Opens up a gateway to Swansea and southern Etobicoke via what I'd envision would be a massive intermodal station (bus, streetcar, subway, commuter GO train) at Roncesvalles, which also connects to the hospital
- Easiest path to get from Queen to Bloor via High Park versus disrupting streetcar service along Roncy
- Shallow interchange at Bloor that could easily integrate with the mezzanine level of the existing station, western end of the station could be fitted with dual high-speed elevators per platform for easily transferring between lines.
- Best location to service the Junction with a stop. If Dupont/Dundas is chosen, it's a very pedestrian unsafe area by contrast.
- Massive TOD potential at Keele and St Clair (some of this is already occurring)

To illustrate what could be the end game for the DRL, I present the following:



The Trethewey Stn would help alleviate the Jane bus in a big way whisking passengers downtown way before hitting Bloor, or even the Crosstown. And whatever is built along Highway 27 likely has to be grade-separated anyway, so why not an elevated subway via the Weston-Galt and Hwy 27 to meet the Finch West LRT at Humber College? The run time from Humber College to City Centre would likely be only 25 minutes versus the 1 hour time frame it takes today. Just a thought.
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Where is 'LOVE'?
 
Leo_Chan said:
Gardiner East is the solution to Kingston Road traffic.

Jk, please don't be mean to me :p
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:p

But given that decision to stop building highway infrastructure and as Scarborough commuters continue to get choked out around streetcar-ville to access the City. Well connected public transit has become that much more critical to spur any revitalization or investment.

Long term it was a great decision but unfortunately its going to take decades to integrate Scarborough to be a desirable, non isolated area of the City.
 
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Soon we'll be getting better plans for the western route, stops, and terminal for the Crosstown LRT West at Pearson Airport.

From link:

GTAA to unveil future Pearson transit centre at Brampton Board of Trade event

toronto-pearson-transit-hub-design.jpg


The Greater Toronto Airports Authority (GTAA) will announce it is moving ahead with plans for a regional transit centre to connect the airport area to key employment and residential areas throughout the Greater Golden Horseshoe. In addition to serving as a regional transportation centre, it would also be home to airport passenger processing, including security screening. GTAA President and CEO, Howard Eng, will today unveil preliminary concept plans for the transit centre at the Brampton Board of Trade's State of the City event with Mayor Linda Jeffrey and Brampton Board of Trade Chair Evan Moore.

"Toronto Pearson is a world-class airport in every respect, and Southern Ontario is a diverse and dynamic region," said Howard Eng, President and CEO of the Greater Toronto Airports Authority. "By the time New York and Chicago were the size that Toronto is today, they each had at least two major transportation hubs. Now is the time to ensure that better transit options are in place; otherwise we risk squandering the significant opportunities that are part and parcel of the exciting growth that the airport, the city and the region are experiencing."

The area around Toronto Pearson is the second largest employment zone in Canada after downtown Toronto according to NEPTIS Research Foundation. More than 300,000 people work in the zone that includes parts of Brampton, Mississauga, and Toronto. Among the sectors located in the Airport Employment Zone are construction and logistics, but also financial and business services. NEPTIS reports that there are more financial services related jobs located around the airport than all the jobs located in North York. Due to the lack of transit in the area, NEPTIS found that the area generates more than 1 million car trips daily, more trips than traveling to and from downtown Toronto.

"Location matters and Toronto Pearson's close proximity to Brampton gives us a definite advantage when it comes to attracting global companies to our City," said Mayor Linda Jeffrey. "A major multi-modal transit centre serving the western GTA, located at our airport will provide a critical connection between Brampton and the rest of the world."

The GTAA's proposed transit centre located on airport lands will help to address the low transit mode split in the area today with only 10 per cent of people taking transit. The centre will potentially connect a number of transit lines that are already in development or have been proposed by various levels of government, including: Eglinton Crosstown West LRT; Mississauga Bus Rapid Transit; Finch West LRT; Regional Express Rail on the Kitchener line; and the Province of Ontario's High-Speed Rail concept.

The centre, proposed to be located across Airport Road from Terminals 1 and 3, with access from Highways 409 and 427 and from Airport Road, will be at the heart of a new mixed use commercial area that will include office, retail, hotel and other commercial space. The vision for the area around the transit centre calls for improved streetscapes through sidewalks, landscaping, and improved lighting. The GTAA has held preliminary discussions with all levels of government to raise awareness about the opportunity for the regional transit centre at Toronto Pearson. It anticipates continued planning discussions throughout 2017 both for the centre, as well as for the individual transit lines that will connect into the centre.

"Better connections regionally and around the world boosts the competitiveness of Brampton businesses," said Todd Letts, CEO of the Brampton Board of Trade. "Toronto Pearson's vision for a multi-modal transit centre will be an important driver for the development of our local economy."
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It's really time for the boarder madness ends. A Pearson transit hub benefits everyone around and everyone should contribute.
 
So, what did Bombardier do today?

STATEMENT: Metrolinx’s response to Bombardier Transportation’s motion for an injunction

TORONTO: February 10, 2017 - Metrolinx has been concerned for some time about the performance of Bombardier and their ability to deliver a quality product on time as per the scheduled 2021 opening of the Eglinton Crosstown.

We have repeatedly conveyed our disappointment to Bombardier on its progress to date and in particular that the pilot vehicle is almost two years late and has not yet been delivered.

We have been frank in sharing our reservations about their ability to deliver vehicles on time and to a level of quality we expect.

We are further disappointed that they would take this legal step considering the longstanding relationship Metrolinx has with Bombardier on a number of fronts.

Metrolinx is committed to providing residents of Toronto and the region with improved transit options. Bombardier’s focus should be on getting the all the vehicles delivered on schedule and with the quality expected, not on legal proceedings of this nature.

Metrolinx’s immediate first step is to review the application. We will not comment further at this time.​

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Bombardier taking Metrolinx to court


Legal gambit comes three months after Metrolinx signalled it could cancel a $770-million contract for light rail vehicles.

By Ben SpurrTransportation Reporter
Fri., Feb. 10, 2017

Bombardier is taking Metrolinx to court over the transit agency’s “threat” to cancel a $770-million contract for light rail vehicles.

According to a statement from Bombardier, the Quebec-based company filed an injunction against Metrolinx with the Ontario Superior Court on Friday.

The statement cited Metrolinx’s “unjustified threats to terminate our contract.”

“Bombardier has taken this action to protect our employees, protect our legal rights and to allow for the on-time delivery of light rail vehicles to the people of Toronto,” it said.

Metrolinx responded in a statement of its own, in which the provincially-owned transit agency said it was “disappointed” Bombardier had taken legal action.

“We have been frank in sharing our reservations about their ability to deliver vehicles on time and to a level of quality we expect,” the statement said.

“Bombardier’s focus should be on getting the all the vehicles delivered on schedule and with the quality expected, not on legal proceedings of this nature.”

Bombardier’s legal gambit comes three months after Metrolinx issued the company a notice of intention to cancel its contract for up to 182 light rail vehicles.

The two parties reached a deal in 2010 for Metrolinx to purchase the cars, which were to run on the Eglinton Crosstown, Finch West and other Toronto-area light rail lines.

But the order has been plagued by delays.

Bombardier has not yet delivered a pilot vehicle Metrolinx says was scheduled to arrive almost two years ago, and the transit agency has publicly expressed concerns about allowing any problems with the order to affect the opening of the Crosstown, which is scheduled for 2021.

In its statement, Bombardier blamed Metrolinx for the setbacks, asserting that the agency has changed the scope and technical specifications of the project “countless times.”

The company claimed the pilot vehicle was finished, but Metrolinx has refused to take delivery.

“The simple truth is (Bombardier is) fully capable of delivering its trains on time,” the statement said.

Bombardier has been unable to deliver vehicles for another Toronto project on schedule. The TTC has placed a $1-billion order with the company for 204 new streetcars, and the agency was supposed to have more than 100 of the vehicles on its property by now. Bombardier delivered the 31st of these this month.

Earlier this week, the federal government agreed to give Bombardier a $372.5-million interest free loan.

The money is intended to support the company’s aerospace division, which has struggled with delays and cost overruns on its CSeries passenger jet program.
 
I don't understand how anything that changes with the LRV will make any difference to the delivery of streetcars. If the LRVs for CT and FW are delayed due to specifications changing, then where is the connection with the slow delivery of streetcars for Toronto. Does Bombardier have some dislike for Ontario?
 
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