|Line 5 Eglinton|
|Locale||Toronto, Ontario, Canada|
|Operator(s)||Toronto Transit Commission|
|Depot(s)||Eglinton Maintenance and Storage Facility|
|Rolling stock||Flexity Freedom (planned) / Alstom Citadis Spirit (backup)|
|Line length||19 km (12 mi)|
|Electrification||750 V DC overhead catenary|
|Operating speed||80 km/h (50 mph)|
|Signalling||Bombardier Cityflo 650 CBTC|
Line 5 Eglinton, also known as the Eglinton Crosstown Line or the Crosstown, is a light rail line that is under construction in Toronto, Ontario, Canada. Owned by Metrolinx and operated by the Toronto Transit Commission (TTC), the line will be part of the Toronto subway system as its fifth route. The first constructed phase of line will run entirely along Eglinton Avenue for 19 km (12 mi) from the future Mount Dennis station underground to the future Sunnybrook Park station, after which it will run predominantly at-grade within the street's median to Kennedy station, where it will connect underground with Line 2 Bloor-Danforth and Line 3 Scarborough.
The line was conceived in 2007 during the administration of Toronto mayor David Miller as part of Transit City, a large-scale transit expansion plan. The first phase of the line will include 25 stops and is expected to be completed in 2022. Future extensions, with proposed termini at Toronto Pearson International Airport in the west and the University of Toronto Scarborough in the east, were approved by Toronto City Council on March 31, 2016.
Line 5 Eglinton was originally conceived as the Eglinton Crosstown LRT, a partially underground light rail line, announced in 2007 by Toronto mayor David Miller and TTC chair Adam Giambrone. It was part of the Transit City plan, which included the implementation of six other light rail lines across Toronto. The original version of the line would have run from Pearson Airport along Silver Dart Drive to Convair Drive. The line would have then turned southwest to a bridge over Highway 401 to reach Commerce Boulevard on the other side, where it would run south to reach Eglinton Avenue and the east end of the Mississauga Transitway. The rest of the line would run east along Eglinton Avenue, including a portion along which the proposed Eglinton West subway line would have been built. The line would then traverse the city, connecting with Line 1 Yonge-University, Line 2 Bloor-Danforth, and Line 3 Scarborough.
There were 43 stops planned for the Eglinton Crosstown LRT, 13 of which would be underground. Surface stops would be spaced on average 500 metres (550 yd) apart and the underground stations would be 850 m (930 yd) apart on average, as constructing numerous underground stops would be costly. The average speed would be 28 kilometres per hour (17 mph), compared with the existing bus routes along Eglinton that have an average speed of 16 to 18 km/h (9.9 to 11.2 mph). The line would terminate at Kennedy station to the east in Scarborough where it would meet Line 2 Bloor-Danforth, the proposed Scarborough Malvern LRT and the Stouffville GO train line. The expected cost was CA$4.6billion. As a result of provincial funding cuts, construction of the line was divided into two phases: Phase One would end at Jane Street, and Phase Two would terminate as had been planned at Pearson Airport.
Miller's successor, Rob Ford, announced the cancellation of Transit City on December 1, 2010, the day he took office. He proposed an alternative titled the "Eglinton-Scarborough Crosstown line", which put the 19-kilometre (12 mi) line along Eglinton Avenue completely underground. The line would have then followed the route of Line 3 Scarborough, thus forming a single line continuously from Black Creek Drive to McCowan. The cost would almost double to $8.2billion and, compared to the original plan, 18 fewer stops were planned, including the elimination of the connection to Pearson Airport. Most of the additional cost would have come from putting 12 additional stations underground and for converting the Scarborough RT.
On February 8, 2012, in a special meeting, Toronto City Council, led by Karen Stintz, voted 25-18 to override Mayor Ford's modifications to the project. The vote reinstated the original proposal to only construct the portion between Laird Drive and Keele Street underground while the remainder of the line is built along the surface. On November 30, 2012, the environmental assessment was revised, such that the east tunnel portal location would be moved from east of Brentcliffe to east of Don Mills; however, this was reversed in May 2013 after receiving community feedback. In January 2013, Toronto City Councillors from Scarborough put forward an alternative plan to proceed with the construction of the Eglinton Avenue portion of the line as planned, but to exclude the Scarborough RT from the line. In July 2013, plans for an "Eglinton-Scarborough Crosstown" line were abandoned, thereby reverting the entire line back to the plan that had been conceived under Transit City.
Under Mayor John Tory, Toronto city council approved two extensions for Line 5 Eglinton, to the east and to the west, on March 31, 2016. These extensions may be subject to further optimization such as additional grade separations and fewer stops.
Eglinton West LRT
In a later phase, Metrolinx had planned for the Eglinton Crosstown to be extended westward from Mount Dennis along Eglinton Avenue West to Toronto Pearson International Airport. However, during the 2014 Toronto mayoral election, John Tory proposed SmartTrack, which would have included a heavy rail transit line established along this section of Eglinton Avenue. In 2016, the City of Toronto released a feasibility report that found this proposal would have significant capital costs ranging from $3.6billion to $7.7billion. In comparison, extending the Eglinton Crosstown as approved would cost $1.3billion. It was also found that a light rail transit line had higher ridership than a heavy rail line.
The City of Toronto's Chief Planner recommended the extension of the Eglinton Crosstown line (referred to as Crosstown West) to Pearson Airport in lieu of establishing SmartTrack on Eglinton Avenue, based upon negative community impacts, higher costs, and lower projected ridership associated with a heavy rail corridor. On January 19, 2016, Tory agreed with the analysis and supported Metrolinx's original plan of extending the Crosstown. Tory has included the Crosstown West as a light-rail component of his SmartTrack plan.
In June 2016, the estimated completion date was 2023. The estimated cost to build the Eglinton West LRT is $2.47billion of which the City of Toronto contributes $1.18billion, the federal government contributes $822.9million, and the City of Mississauga and the Greater Toronto Airports Authority would be asked to contribute $470million for the portion of the line in Mississauga. Approvals for the financing were still to be secured as of November 2, 2016.
The 2010 Environmental Assessment for Transit City originally planned an entirely at-grade light rail line running west from Weston Road and Mount Dennis station. However, by October 2017, the City was considering grade separation using fly-overs and fly-unders at six intersections: Martin Grove Road, Kipling Avenue, Islington Avenue, Royal York Road, Scarlett Road, and Jane Street with surface running between stations.
On November 21, 2017, City staff recommended just 10 stops along Eglinton West between Mount Dennis station and Renforth station on the Mississauga Transitway. The most recent recommendation drops the stops at Rangoon, East Mall, and Russell / Eden Valley.
At a City executive committee meeting on November 28, 2017, City staff recommended building the extension without any grade separation. City staff had concluded that a fully at-grade extension would provide better access for transit users and have fewer environmental impacts. Grade separation would have little improvement on traffic because the at-grade option would use signal coordination; however, grade separation would require fewer restrictions on left turns. There would be no difference in development potential with either option. However, because of feedback from the public and local politicians, Mayor John Tory recommended more study on grade separation. A fully at-grade extension was estimated to cost $1.5 to $2.1billion. Grade separation would add an extra $881.9million to $1.32billion to that cost.
In April 2019, Ontario premier Doug Ford, the brother of former Toronto mayor Rob Ford, announced a plan for transit in the Greater Toronto Area. This included the planned extension of Line 5 Eglinton west to Pearson Airport with a section of the line built underground from Royal York to Martin Grove. The estimated cost of this development was $4.7billion. In February 2020, Metrolinx released an initial business case analysis of the project with four options, including three which were below-grade.
Metrolinx also released in February 2020 a cost-benefit analysis showing that the $4.4billion project cost of an extension with nine underground stops would be greater than the estimated benefits of $1.4billion over 60 years. While Premier Doug Ford expressed his preference for an underground LRT extension, an extension with only surface stops would cost about $2.1billion. Metrolinx CEO Phil Verster said the estimate of benefits, which includes reduced travel time and cars on the road, was conservative and may improve over time.
As of 2020, the extension is expected to be completed between 2030 and 2031. West of Mount Dennis, the line would emerge from a tunnel and become elevated for stops at Jane and Scarlett and in order to cross the Humber River. It would travel underground between Royal York and Martin Grove. The line would then become at-grade for a stop at Renforth station, then would run north along Commerce to an elevated bridge which will carry the line over Highway 401. The line would become elevated again for a stop at Convair, then at-grade for a stop at Silver Dart. The rest of the route to Pearson is not finalized as of 2020, but the line is intended to terminate at the proposed Pearson Transit Hub.
Eglinton East LRT
To complement the planned extension of Line 2 Bloor-Danforth to Scarborough Town Centre, the City of Toronto drafted a plan to extend Line 5 Eglinton further east into Scarborough to terminate at the University of Toronto Scarborough campus.
The 12-kilometre (7.5 mi) extension would connect with Eglinton GO Station and Guildwood GO Station and pass through "neighbourhood improvement areas" (often low-income areas) such as Eglinton East, Scarborough Junction, Morningside, Scarborough Village and West Hill. The extension would add 18 new stops east of Kennedy station and serve an estimated 43,400 additional riders per day (a ridership similar to that of Line 4 Sheppard subway).
The extension follows the alignment of the Scarborough Malvern LRT, which was proposed as part of Transit City. In 2010, the Scarborough Malvern LRT was cancelled by Mayor Rob Ford, despite being approved by Toronto City Council and the Government of Ontario in 2009.
In early 2016, the plan for the Scarborough Malvern LRT was revived and rebranded as "Crosstown East" before being renamed again to "Eglinton East" in 2017. As of November 2017 , the project is mostly unfunded with the cost estimated at $1.6billion to $1.7billion, with an estimated completion date of 2023.
At a November 2017 public meeting, city staff presented the possibility of extending the Eglinton East LRT by six stops to Malvern Town Centre. The Malvern extension would be 4.2 to 4.7 kilometres (2.6 to 2.9 mi) long. The extension to Malvern Town Centre would have seven stops: at Pan Am Drive, Sheppard/Morningside, Brenyon Way, Murison Boulevard, Sheppard/Neilson, Wickson Trail, and Malvern Town Centre.
In April 2019, Doug Ford announced a plan for transit which included the Eglinton West LRT, the Scarborough Subway Extension, the Yonge North Extension and the Ontario Line. The Eglinton East LRT was not included and was left off the map.
On July 28, 2010, Metrolinx ordered four tunnel boring machines (TBMs) from Caterpillar at a cost of $54million. Each TBM is 10 metres (33 ft) long, 6.5 metres (21 ft) in diameter and weighs 400 tonnes (390 long tons; 440 short tons). They bore 10 metres (33 ft) per day, 16 to 20 metres (52 to 66 ft) below the surface. The TBMs were named Dennis, Lea, Humber, and Don. The names were chosen by Jason Paris, a moderator of the UrbanToronto blog and web forums. Dennis is named after Mount Dennis, Lea is named after Leaside, Humber is named after the Humber River, and Don is named after the Don River. The names Dennis and Lea combined allude to the poet Dennis Lee. By the time all four machines reach Yonge Street, enough dirt will have been removed to fill the Air Canada Centre (renamed Scotiabank Arena in 2018) to the height of the CN Tower.
In October 2011, the first part of tunnel construction began with the construction of a launch shaft for tunnel boring machines at Black Creek Drive.
In May 2012, TTC staff released a report saying that completion of the Eglinton Crosstown was unlikely by 2020 and that a more realistic in-service date would be 2022-2023. The main reason given was that the project management had been transferred from the TTC to Infrastructure Ontario which uses the Alternative Finance and Procurement strategy. That strategy would use a private contractor to complete the project, effectively requiring that contractor to redo all design work already completed by the TTC. The TTC also warned that Metrolinx's aggressive timeline would lead to severe construction-related disruptions to communities and traffic because large stretches of the Eglinton Avenue would have to be torn up concurrently to meet deadlines.
On February 22, 2013, TBMs Don and Lea arrived in Keelesdale Park.
In June 2013, the TBMs Don and Lea began tunnelling on the line. Traffic on Eglinton Avenue near Keele Street was reduced to one lane in each direction.
On November 12, 2013, Metrolinx awarded a contract to construct the eastern portion of the Crosstown to a joint venture between Aecon Group Inc. and ACS Dragados Canada Inc. to construct the eastern portion of the line between Yonge Street and Laird Drive.
In March 2014, work began to clear utilities and trees on the south side of Eglinton Avenue just east of Brentcliffe Road in order to set up the eastern launch shaft. For two and a half years, traffic around the excavation site will be reduced from two to one lane in each direction. West of the site, more lane restrictions would go into effect to construct head walls (below-ground walls that form the ends of each subway station) at the future Laird, Bayview and Mt. Pleasant stations. There will also be lane restrictions for two years near Hanna Road to build an emergency exit near Leaside High School.
By April 2014, the TBMs had arrived at Caledonia station. In April 2014, The Globe and Mail reported that the two western tunnel boring machines were excavating "approximately 1,000 cubic yards of spoil", per day.
For the year prior to May 2014, the two TBMs Dennis and Lea had been excavating and installing concrete tunnel liners at a rate of approximately 10 metres (33 ft) per day. The tunnels are lined with precast concrete liner segments. Six 2.5-tonne (2.8-ton) segments form each ring.
In early December 2014, Dennis and Lea arrived at Eglinton West station. Dennis stopped to allow Lea to catch up, so that they would arrive at Eglinton West station at the same time.
On the weekend of April 18-19, 2015, the boring machines, Dennis and Lea, were lifted out of a shaft west of Allen Road and moved about 100 metres (330 ft) to a shaft just east of Allen Road.
In April 2015, merchants along Eglinton Avenue West were complaining of lost revenue (up to a 35% dip in sales), because construction was discouraging customers with snarled traffic, limited parking options, reduced foot traffic and dusty sidewalks.
On September 24, 2015, Transportation Minister Steven Del Duca issued a statement saying the Crosstown would not operate until September 2021, in order "to mitigate disruption to the local community and infrastructure as much as possible." The earlier plan had been to open in 2020 with tunnelling and station construction to start in 2012. Infrastructure Ontario has awarded the Crosstown construction contract to Crosslinx, a consortium led by SNC Lavalin. It will take about four years to build the stations, 15 of which will be underground.
On September 29, 2015, TBM Don started to bore the north tunnel from the Brentcliffe Road launching site westward towards Yonge Street. TBM Humber will start boring the south tunnel approximately one month later.
On November 3, 2015, Del Duca announced that the contract awarded to Crosslinx Transit Solutions to complete the Crosstown and maintain it for 30 years will cost $2billion less than originally estimated.
In February 2016, work began on the extraction shaft for TBMs Humber and Don, which are digging the eastern segment of the line. However, the hole in the street there will be much smaller than the one near Leslie Street.
On April 18, 2016, at the location of the future Forest Hill station, the façade of the former House of Chan restaurant and the scaffolding that was holding it up collapsed, injuring seven people.
On May 10, TBMs Dennis and Lea, which had been boring the western segment of the line, completed their work by reaching Yonge Street. Dennis and Lea bored 6.4 kilometres (4.0 mi), installing 25,647 precast concrete tunnel segments to construct the 4,279 rings to line the twin tunnels.
On August 17, TBMs Don and Humber, which had been boring the eastern segment of the line, completed their work by reaching Yonge Street. Don and Humber bored 3.3 kilometres (2.1 mi), installing 26,178 precast concrete tunnel segments to construct the 4,363 rings to line the twin tunnels.
On September 1, Bombardier Transportation, which is producing cars for the line, failed to meet the delivery deadline for the pilot vehicle. As a result, Metrolinx filed notice to terminate the contract with Bombardier.
On February 10, 2017, Bombardier filed an injunction, seeking to compel Metrolinx to stick with their contract. Metrolinx responded that Bombardier did deliver a prototype for testing, as required by the contract. However, Metrolinx claimed that the prototype was so incomplete that it would not power up.
On August 9, the first piece of track, a turnout, was installed at the Eglinton Maintenance and Storage Facility in Mount Dennis. The facility was scheduled for completion in late 2018, but construction is now expected to be complete in early 2019.
In December, Toronto City Council approved 10 stop locations for a possible future extension of Line 5 Eglinton west to Peel Region dubbed the "Eglinton West LRT". The 2017 Council-approved locations are Silver Dart, Convair, Renforth, Martin Grove, Widdicombe Hill, Kipling, Wincott, Islington, Royal York, Mulham, Scarlett, Jane, and Mt Dennis.
In July 2018, Crosslinx, the construction company building the LRT line, sued Metrolinx, claiming that utility work prior to construction exceeded timelines Metrolinx had specified. Crosslinx sought to extend the 2021 deadline for the opening of the transit line by one year. In August 2018, Metrolinx submitted a filing with the Ontario Superior Court of Justice to dismiss the lawsuit. This was based on an agreement with Crosslinx to resolve disputes only after construction has been completed. The lawsuit was settled by Metrolinx in September 2018 under undisclosed terms. It was revealed by the Auditor General of Ontario that one of the terms included an additional $237million to be paid to Crosslinx for an assurance to meet Metrolinx's 2021 deadline.
In October 2018, the Eglinton Maintenance and Storage Facility was substantially complete.
By December 2018, 10 kilometres (6.2 mi) of track had been installed. The line requires 47 kilometres (29 mi) of track in total.
On January 8, 2019, Bombardier delivered the first Flexity Freedom vehicle to the Eglinton Maintenance and Storage Facility, which, according to Metrolinx, was "substantially complete and ready to receive the vehicles" by this date.
In January 2019, the first concrete pour for the surface section occurred at the location of the future O'Connor stop at Eglinton Square. Before being encased in concrete, conduit pipes were laid to support communications and power cables for the Crosstown's stations and stops.
From July 1 to late August 2019, Leslie Street at Eglinton Avenue was closed for the installation of tracks and infrastructure at the intersection. During this time, the TTC 51 Leslie bus route turned back at Leslie and Eglinton at a temporary bus loop. The temporary closure allowed work to be completed in one section instead of two, thus eliminating joints in the road and track. This provided a higher quality result, reducing future maintenance. The closure also reduced the construction period at the intersection from six months to two.
On December 14, 2019, testing began between the Eglinton Maintenance and Storage Facility (EMSF) and the Western portal using Flexity Freedom vehicles, initially testing track clearances at slow speed. On December 17, Crosslinx conducted an inaugaral run with staff and guests from the handover platform at the EMSF to the elevated guideway over Black Creek Drive. At that time, overhead wire had been installed between the EMSF to just short of the Keelesdale platform.
As of the end of January 2020, Crosslinx has laid 50% of the line's track.
In February 2020, Metrolinx announced that the line would not open until "well into 2022", a delay from the previous target of September 2021. This is despite Metrolinx reaching a costly settlement with Crosslinx last year, paying the consortium $237 million to commit for a September 2021 deadline. Metrolinx cited reasons for the delay: Crosslinx had started work nine months late, and had been slow to finalize some aspects of the design. Also, at Eglinton station, pipes embedded in concrete built in the 1950s were discovered in a position that impeded excavation for the Crosstown under Line 1 Yonge-University. Unreleased internal Metrolinx documents show that the project potentially is $330million over budget.
In early March 2020, the provincial government announced it would provide $3 million in aid to local merchants negatively affected by Crosstown construction near their businesses. The Ministry of Transportation and Metrolinx would also look into an earlier, partial opening of the Crosstown line.
By March 2020, Crosslinx had installed the first passenger-waiting shelter on the surface section of the line at the Pharmacy stop. The shelters are pre-fabricated and hoisted into position on the LRT boarding platform.
On March 9, 2020, Crosslinx began work to extract tunnel boring machines Dennis and Lea at Duplex Avenue.
Metrolinx expects the line to be completed in 2022.
Crosslinx Transit Solutions, a consortium of more than 26 companies, was awarded the contract to design, build and finance the Eglinton Crosstown line and to maintain it for 30 years. The contract, which excludes boring the tunnels, is for completing all other remaining work, including the stations and the finishing work within the tunnels. Some of the members of the consortium are SNC-Lavalin, Aecon, EllisDon, ACS Infrastructure Canada, Dragados, IBI Group and Scotiabank. The contract defines a public-private partnership.
The 30-year contract to build and maintain the line will total $9.1billion. Capital costs will be $5.3billion, with each of the 15 underground stations costing $80-$100million to build and the ten street-level stops $3-$5million each. The remainder will be for financing, lifecycle and maintenance costs.
In the planning stages for Line 5 Eglinton, many stations and stops were given working names identical to names of pre-existing stations within the Toronto subway system. On November 23, 2015, a report to the TTC Board recommended giving a unique name to each station within the subway system (including Line 5 Eglinton). Thus, several stations with non-unique working names were renamed, even those which will be comparatively simple on-street surface stops (new name in brackets): Keele (Keelesdale), Dufferin (Fairbank), Bathurst (Forest Hill), Bayview (Leaside), Leslie (Sunnybrook Park), Don Mills (Science Centre), Victoria Park (O'Connor) and Warden (Golden Mile). Despite its unique name, Eglinton West station will be renamed Cedarvale to avoid confusion with Eglinton station.
Because Line 5 will be owned by the province of Ontario and not the TTC, the rolling stock, Bombardier's Flexity Freedom light rail vehicles, will use standard gauge, not the TTC's own slightly larger gauge. Like the Flexity Outlook vehicles Bombardier is building for the TTC's streetcar system, initial work building the chassis was performed at Bombardier's Mexican plant in Ciudad Sahagún, Hidalgo, with final assembly at Bombardier's plant in Thunder Bay. As with the Flexity Outlook vehicles produced in Mexico, workers in Thunder Bay claimed the Mexican-built chassis were not built with enough precision, and that they had to be rebuilt once they arrived in Canada. Consequently, Bombardier's delivery of the vehicles was years late.
In May 2017, after being unsure if a timely delivery of the Bombardier vehicle order could be relied upon, Metrolinx made a contingency order with Alstom for 61 Citadis Spirit vehicles, of which 44 would be for Line 5 and the remaining 17 for Line 6 Finch West. If the Flexity order did arrive after all, surplus Alstom vehicles would be used on other Metrolinx projects (most likely the Hurontario LRT in Peel Region).
On October 30, 2018, Bombardier announced that the first Flexity Freedom vehicle had completed its in-house testing and would be delivered for on-site testing in Toronto in November 2018. However, the first vehicle arrived late, on January 8, 2019. The contract required five more vehicles to be delivered by February 2019 with the balance of the order to be delivered in time for the route's opening. As a commissioning test, each vehicle must travel 600 km (370 mi) before accepting passengers.
Line 5 Eglinton will run underground for 10 km (6.2 mi) from Mount Dennis to just east of Brentcliffe Road before rising to the surface to continue another 9 km (5.6 mi) to end at Kennedy station. A short portion of the line across the Black Creek valley will be elevated, between Mount Dennis and Keelesdale stations.
Parts of the surface route will use "green track", that is, track with vegetation growing beside and between the rails. Green track will be used between the Brentcliffe Road tunnel portal (western end of the surface route) and Birchmount Road (Birchmount stop in Scarborough) with paved gaps at intersections, surface stops and the underground Science Centre station.
The platforms at surface stops will have Presto machines, screens displaying the next vehicle arrival time, platform illumination and covered waiting shelters with benches and a passenger assistance intercom. The platforms will be designed for level boarding.
|Mount Dennis||Surface||Connection to Kitchener line, Union Pearson Express|
|Keelesdale||Underground||Originally called Keele.|
|Caledonia||Underground||Connection to Barrie line|
|Fairbank||Underground||Originally called Dufferin.|
|Cedarvale (Eglinton West)||Underground||Connection to Yonge-University at the current Eglinton West station. The station is slated to be renamed Cedarvale when Line 5 opens.|
|Forest Hill||Underground||Originally called Bathurst.|
|Eglinton||Underground||Connection to Yonge-University|
|Leaside||Underground||Originally called Bayview.|
|Laird||Underground||Easternmost station of the underground central section.|
|Sunnybrook Park||On-street||Westernmost of the at grade stops. Side platforms east of Leslie Street. Originally called Leslie.|
|Science Centre||Underground||Originally called Don Mills. Only underground station not within the central underground section.|
|Aga Khan Park & Museum||On-street||Side platforms west of Don Valley Parkway. Originally called Ferrand.|
|Wynford||On-street||Side platforms on opposite sides of a new pedestrian crosswalk, which will cross Eglinton west of the bridge over Wynford Drive. GO Transit's Richmond Hill line crosses under Eglinton a short distance to the east, but no contingency has been made for a connection.|
|Sloane||On-street||Centre platform east of Bermondsey Road/Sloane Avenue. Originally called Bermondsey.|
|O'Connor||On-street||Side platforms east from Victoria Park Avenue to O'Connor Drive. Originally called Victoria Park.|
|Pharmacy||On-street||Side platforms east of Pharmacy Avenue.|
|Hakimi Lebovic||On-street||Side platforms on opposite sides of Lebovic Avenue/Hakimi Avenue. Originally called Lebovic.|
|Golden Mile||On-street||Side platforms on opposite sides of Warden Avenue. Originally called Warden.|
|Birchmount||On-street||Side platforms east of Birchmount Road.|
|Ionview||On-street||Side platforms west of Ionview Road.|
|Kennedy||Underground||Connection to Bloor-Danforth, Scarborough and Kennedy GO Station for Stouffville line|
As part of the Crosstown project, six stations along Line 5 Eglinton will feature eight artworks. The six stations to have a major artwork will be (from west to east) Mount Dennis, Caledonia, Cedarvale (Eglinton West), Eglinton, Science Centre and Kennedy. These six stations were chosen because they are all interchange stations having higher passenger volumes.
All artworks will be integrated into station design and construction rather than being stand-alone pieces. Because of the controversy over the artwork LightSpell at Pioneer Village station, in which commuters can display messages that can violate the 2009 revision of TTC's By-Law No. 1, none of the Line 5 artworks will be interactive. The art budget is about $10million. About $1million of that budget will be used for digital art to appear on screens at stations along the line.
Operating characteristics of the line include:
A maintenance and storage facility is required for Line 5, given the new technology employed, track gauge and the number of vehicles ordered. The Eglinton Maintenance and Storage Facility will have storage for 162 Flexity Freedom LRT vehicles and have extensive maintenance facilities to keep them running smoothly. The facility is being built near the line's western terminus at Mount Dennis station on lands formerly occupied by Kodak's Toronto campus and near the Mount Dennis bus garage.
Q: What is the timeline for the project? A:The project will be complete in 2021
An LRT would use the same route as the SRT. It would be 9.9 kilometres (6.2 mi) versus 7.6 kilometres (4.7 mi) of subway. The LRT would have seven stations, the subway, only three.
Glenn DeBaeremaeker (Ward 38, Scarborough Centre) said the latest TTC report gives him new confidence that there will be a subway underway in Scarborough within a decade.
The feasibility review examined heavy rail corridor options from several perspectives: technical requirements for heavy rail, service concept and integration with RER, regulatory requirements for heavy rail, land use compatibility and impacts, and cost.
A report from city staff released Tuesday ... recommends a 10-stop LRT along Eglinton Ave. West.
The Toronto Transit Commission (TTC) and the City of Toronto have completed an Environmental Project Report (EPR) for the fifteen kilometre Scarborough Malvern Light Rail Transit (LRT) which would connect Kennedy Subway Station with north-eastern Scarborough.
City Council approve the recommendations of the Scarborough-Malvern LRT Transit Project Assessment Study and authorize submission of the Environmental Project Report (EPR) to the Ministry of the Environment.
The most popular set of names were shortlisted and voted on by the public. Thank you to Jason Paris (Dennis and Lea), Graham Gersdorff, Val Dodge and Reiner Kravis (Don and Humber) of Toronto for submitting the winning names!
In October 2012 Metrolinx announced a near month long contest public contest to name the tunnel boring machines (TBM).
Parts for the next two tunnel-boring machines to work on digging underground parts of the line -- nicknamed Don and Humber -- will arrive this summer and be assembled in the shaft, before they start drilling the 3.25-kilometre section west to Yonge St.
As tunnel boring machines continue to etch their path eastbound underneath Eglinton Avenue from Keele Street for the western leg of the Eglinton Crosstown LRT project, a winning bidder has been announced for the eastern section of tunnel, which will run from Brentciffe Road to Yonge Street, starting just east of the easternmost underground station at Laird Drive.
"It's a seemingly simple process that's actually very high tech," said Kramer. The first of the two tunneling machines (dubbed Dennis) entered the ground June of 2013 and has made it to Caledonia Rd. from its starting point at Black Creek Dr. The other machine, Lea, is just behind.
Headwalls that will form the box of the stations have been installed at Keele Street and Caledonia Road, and work is under way on one at Dufferin Street. The TBMs go right through headwalls after they have been built, in order to ensure a tight seal, and the two at work in this area are now on either side of what will eventually be the Caledonia LRT station.
Digging 50 feet below street level, the 81-metre long TBMs nicknamed Dennis and Lea are located in the vicinity of Caledonia Road, one of 12 underground Crosstown stations planned for the route. They are expected to reach the Allen later this year, when they will be redeployed beyond Eglinton West subway station to continue the dig east towards Yonge Street.
Complete and in-service by 2020
The extraction shaft is required to be completed in advance of receiving the two TBMs (Don and Humber), which are currently tunnelling westward from their start-point, just east of Brentcliffe Road.
Today Tunnel Boring Machines (TBMs) Dennis and Lea, boring the western segment tunnels, arrived at Yonge Street having travelled 6,419 metres from where they started at Black Creek Drive in spring 2013.
The ministry of transportation confirmed to the Star on Thursday that Metrolinx, the provincial transit agency, has issued a formal notice of intent to terminate its $770-million contract for up to 182 Bombardier LRVs.
Bombardier filed an injunction Friday with Ontario's Superior Court in response to what the company calls "unjustified threats" to kill a $770-million contract signed in 2010.
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.
In a statement, Bombardier says the goal of the injunction application is to encourage Metrolinx to resume good faith discussions.
A senior person at Bombardier familiar with the process says the company had to go to court after months of behind-the-scenes talks with Metrolinx hit an impasse.
Metrolinx invites you to join us throughout the week of March 13, 2017 to watch the pieces of being lifted and transported offsite. We will start the process of extracting the tunnel boring machines (TBM) from the completed east tunnels, and say farewell to our faithful helpers, TBM Don and TBM Humber. The TBMs will be disassembled and lifted from extraction shaft just east of Yonge & Eglinton in four oversized sections over four days. ... Each piece will be lifted from the extraction shaft in the morning, and placed on the ground within the construction zone. Later, after 9 p.m. that night, the piece will be loaded onto a large truck and hauled away. TBM Don, the machine that bored the north tunnel, will be removed first.
In order to reduce confusion with Eglinton Station and Line 5 Eglinton, Eglinton West Station will be renamed. ... TTC staff evaluated the initial report and the proposed names and provided feedback and recommendations. A primary TTC concern was to avoid replication and redundancy with existing TTC station names. The proposed names are unique and are not likely to be confused with existing station names.
The company plans to ship the vehicle to Toronto next month, and has a target of delivering five more by mid-February. It intends to supply the entire fleet of 76 vehicles to Metrolinx, the provincial agency that's building the Crosstown, in time for the line's opening.
One of three stations being built using what's known as the new Austrian tunneling method, or simply the "mining" method, Avenue Station reaches a depth of 32 metres (105 feet) underground at its northwest corner--the deepest point of any station in the system.
Ultimate storage yard capacity of 162 vehicles;
A sprawling storage and maintenance facility for the light-rail vehicles will be built on the Kodak site within a few years.
Some speakers addressed the use of the Kodak lands for the proposed carhouse, and asked that alternative schemes be considered. Part of this relates to a proposed "big box" development on the land. However, Council approved the acquisition of this property, by expropriation if necessary, in December.
In addition to the $4.6billion the province has committed to the Eglinton LRT, the centrepiece of Toronto's Transit City plan, the TTC also wants to build a carhouse on the old Kodak lands in Mount Dennis.