> Eglinton Crosstown West Extension LIVE - November 2, 2022 | Metrolinx Engage

Eglinton Crosstown West Extension LIVE - November 2, 2022

On Wednesday, November 2nd the Eglinton Crosstown West Extension project team held a live virtual meeting to discuss upcoming construction, including headwall construction at Islington Avenue. Representatives from Metrolinx and WestEnd Connectors Construction (WECC) presented information and answered questions. 

A video recording of the event is below.

Call-In With Your Question

As we continue to evolve the virtual engagement format, we are adding a call-in option for tonight’s event. To ask your question by voice, join the Zoom meeting here or use the following information to dial in:

  • Phone number: +1 780 666 0144
  • Meeting ID: 854 3803 9485
  • Meeting Passcode: 663657

We aim to keep each question and subsequent answer to 3 minutes allowing for as many call-in questions as possible.

NOTE: please ensure you have the latest version of Zoom installed.

Join Zoom


6:30PM - 7:00PM: Project Update

7:00PM - 8:00PM: Questions and Answers 

Presentation Materials

Meet the Speakers

headshot of Nasir Qureshi

Nasir Qureshi

ECWE Senior Project Manager, Metrolinx

headshot of David Panici

David Panici

ECWE Project Sponsor, Metrolinx

Photo of Aman Gill

Aman Gill

ECWE Community Relations Manager, Metrolinx

headshot of Fernando Triana

Fernando Triana

Project Director, West End Connectors

headshot of Hayat Muhammad

Hayat Muhammad

Traffic Manager, West End Connectors

headshot of Yuri Andrade

Yuri Andrade

Construction Manager

headshot of Stephanie Chow

Stephanie Chow

Communications and Public Engagement Lead, West End Connectors

Format & Accessibility

Questions will be answered based on popularity (total votes). We aim to answer all questions.

Please review and note that conduct inconsistent with our policies will result in removal.

To enable closed captioning, toggle captions “on” in the YouTube video player settings.


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Anonymous's avatar

Is there a reason that there isn't a secondary entrance for all underground stations on the opposite corner of the intersection? These intersections are wide with 2-3 lanes of traffic in each direction. Forcing passengers to cross these busy and wide streets to reach the single station entrance drastically increases the chance that pedestrians could get injured.
Can we please plan to add a small secondary entrance to the opposite corner of all underground stations' main entrances? This entrance can be minimized in size with just a small tunnel leading to it from the concourse level of the station in order to minimize the cost impact.

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Anonymous's avatar
Nov 1, 2022 - 10:10

Are the stations being designed to allow for high density Transit-Oriented-Development to be constructed overtop of the stations?

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Anonymous's avatar

Lots of passengers waiting for buses under the pedestrian bridge everyday therefore it would be very nice if there’s an entry/covered walkway from the north side of the pedestrian bridge into Scarlett or Royal York station.

Thanks, Cindy

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W. K. Lis's avatar

Looks like we will have to cross the intersections to reach an entrance to the stations. All the intersections NEED to have pedestrian refugee islands with "beg" buttons (radar detection would be better).

Pedestrian refuge islands are raised median islands that provide a location for pedestrians to safely wait for a gap in the traffic so they can finish crossing the road. This makes crossing the road easier for pedestrians by allowing them to cross in two stages and deal with one direction of traffic flow at a time.

Pedestrian refuge islands should ideally be at least 1.8 metres wide (narrow refuge islands put pedestrians at risk of being hit by truck side mirrors). A width of at least 2.4m will further facilitate usage by wheelchair users.

Multi-stage crossings would be better. In a multistage crossing, pedestrians cross to an island, and then wait there for a WALK signal there to resume crossing, to the other side, repeating the process until the crossing is finished.


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Anonymous's avatar

Please provide some concrete information rather than a political one.

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Anonymous's avatar
Nov 2, 2022 - 19:07

will the LRT be underground or above between Scarlett and Royal York

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W. K. Lis's avatar

Rainwater falls on the roads, sidewalks, and cycling paths. Rainwater falls on the entrance buildings, and entries. That rain has to go somewhere. Hopefully, not into flooding streams downstream.

Bioswales are channels designed to concentrate and convey stormwater runoff while removing debris and pollution. Bioswales can also be beneficial in recharging groundwater.

Bioswales are typically vegetated, mulched, or xeriscaped. They consist of a swaled drainage course with gently sloped sides (less than 6%).:

Bioswale design is intended to safely maximize the time water spends in the swale, which aids the collection and removal of pollutants, silt and debris. Depending on the site topography, the bioswale channel may be straight or meander. Check dams are also commonly added along the bioswale to increase stormwater infiltration. A bioswale's make-up can be influenced by many different variables, including climate, rainfall patterns, site size, budget, and vegetation suitability.

See https://youtu.be/nKdbUfnze5E

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Anonymous's avatar
Oct 21, 2022 - 11:15

Will residents in houses on streets one block north of Eglinton, such as Hamptonbrook Drive, hear noise or feel vibrations during the tunneling stage and/or when the line is completed and the trains are running?

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W. K. Lis's avatar

With farside signals, motorists tend to stop NOT behind the stop line, but into the crosswalk. They end up blocking the crosswalk for pedestrians and others. With nearside signals, motorists will have to stop behind the stop line to be able to view the traffic signal.

Train crossings have cross arms come down to physically block cars from obstructing the tracks. So, why do we distrust cars when it comes to trains but we do trust them when it comes to pedestrians?

Whether removing right turns on red; adding chicanes (a curve in a road) or diverters such as islands; keeping cars away from pedestrians by using stop lines that are farther back; adding more bump outs or designing roads with near-side intersections: A multitude of options could help improve pedestrian safety.

See https://streets.mn/2021/04/30/thinking-outside-the-pedestrian-box/

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Anonymous's avatar

That might reduce effects on Eglinton flats and its trees.Quieting some of the opposition to the elevated portion.Using existing but strengthened or stilted over bridge over the Humber.

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