> Ask A Question - Eglinton Crosstown West Extension Project | Metrolinx Engage

Ask A Question - Eglinton Crosstown West Extension Project

We are committed to engaging with community and stakeholders in any way that is convenient for you. Post a question here and we’ll  answer (under your question) within 48 hours. Be sure to vote for your favourite questions. Only comments and questions submitted until April 10 will be included in the EPR addendum.

NOTE: Conduct inconsistent with our policies will result in the removal of your submission.

(Please register or log in to vote for the questions you would like to have answered during the in person session.)

Comment Sort

Comments

Add new comment

Anonymous's avatar
Mar 27, 2020 - 15:56

There has been considerable delays and extended disruptions to local business, residential areas and traffic during the existing Eglinton Crosstown construction project. Will there be any lessons learned to improve this upcoming Eglinton West Crosstown Extension construction process?

Thanks

Metrolinx's avatar

Metrolinx
Apr 22, 2020 - 11:32

Metrolinx has a number of measures it can take to reduce and manage impacts to residents and communities, both during and after construction, which we will use whenever and wherever necessary.

Anonymous's avatar
Mar 28, 2020 - 13:52

Is the line being constructed to Pearson Airport in one phase or will the Pearson segment be constructed at a later date as a phase 2?

Metrolinx's avatar

Metrolinx
Apr 14, 2020 - 16:28

The Province is committed to establishing connectivity to Toronto Pearson International Airport. Metrolinx is actively collaborating with the GTAA and municipal partners on the proposed alignment from Renforth Drive to the airport, which takes into account the GTAA’s plans for a Regional Transit Centre.

While that work is underway, we will be advancing environmental assessment and design work for the segment from Mount Dennis to Renforth Drive, which was committed to in the 2019 provincial budget.

Anonymous's avatar
Mar 28, 2020 - 14:03

Will the extension includes a potential direct connection or even interlining with the Jane LRT?

Metrolinx's avatar

Metrolinx
Apr 15, 2020 - 12:16

The Eglinton Crosstown West Extension will connect to different transit services – UP Express and Kitchener Line GO train service at Mount Dennis, TTC bus services at transit stops in Toronto, and GO and MiWay bus services via a planned connection to the Mississauga Transitway at Renforth Drive. As an extension of the Eglinton Crosstown, the Eglinton Crosstown West Extension will also provide connections to and from communities to the east in Toronto.

The alignment proposed in the Initial Business Case show a stop at Jane and Eglinton.

Anonymous's avatar

There is no debate about the alignment through Eglinton Flats, as it must be elevated. Even the Scarlet Station must be elevated for hydrology reasons. The line would then go underground several hundred metres West of Scarlet. Due to Mimico Creek, the line will become at-grade or elevated by this point. This leave about 4km, which can easily be built using cut-and-cover. Not only is this less expensive, it is faster to construct, more ability for local contractors to bid on and more convenient for riders when in service. It also make the stations shallower (and faster to construct), which has shown to be a large problem from the Central Eglinton experience. Generally, the excavation would be in the North ROW, avoiding the Gas Line on the south side. Cut-and-cover stations would be at Royal York, Islington, Kipling and Martin Grove. West of Martin Grove, there would be a relocation of the Eglinton/Eglinton intersection (for which there is already a separate study) to West of Mimico Creek, allowing space for the LRT to emerge south of Eglinton, and West of the hydro corridor. With slight re-configuring of the 427 ramps, the LRT could run at-grade under the end spans of the 427 bridges.
About the worst idea for this transit line would be to use TBM tunneling.

Metrolinx's avatar

Metrolinx
Apr 15, 2020 - 12:17

Thank you for your input.

It seems like you have a good grasp on the notion that decisions on alignments take into account a number of factors, including costs, integration with other transit, community impacts, deliverability and operations, and topography, which are unique to each project.

We expect to have more detailed information to share on the alignment in the coming months, when we will have completed further design work.  

Anonymous's avatar

There's ample room along the entire street for rail tracks and platforms, and apart from the westernmost part under the 427, even for two extra vehicle lanes on top of that. From Islington eastward, the street is so wide that you could build the LRT in a trench right up to the start of the elevated section.

So why are you planning to tunnel the whole thing? Tunnelled construction costs at least twice as much as surface. What justifies that cost?

Metrolinx's avatar

Metrolinx
Apr 15, 2020 - 12:18

We acknowledge that there have been many discussions on how to deliver rapid transit along Eglinton West over the years, and now we are moving forward with a solution. The 2019 budget announcement identified an alignment for the extension that would be mostly underground. The alignment moving forward for further study in the Preliminary Design Business Case provides an optimal trade-off between the ease of local access and the speed of travelling, and outperforms all other options in offering the best network connectivity and travel experience for people living and travelling along the corridor.

Decisions on alignments take into account a number of factors, including costs, integration with other transit, community impacts, deliverability and operations, and topography, which are unique to each project.

Anonymous's avatar
Apr 1, 2020 - 08:45

will the elevation stop right at teh Scarlett and Eglinton corner

Metrolinx's avatar

Metrolinx
Apr 15, 2020 - 12:18

The targeted completion date for the project is 2030-31, with proposed construction work commencing on the tunnel launch shaft in 2021. We’ll have more details to share on construction schedules once we complete more planning, design and procurement work. You can stay tuned to project updates and sign up for our mailing list at Metrolinx.com/EglintonWest.

Metrolinx's avatar

Metrolinx
Jun 26, 2020 - 11:29

We know that residents have many questions about the future look and feel of the line as well as their neighbourhoods. As we proceed through the planning and design process, we will be assessing and managing traffic impacts along the corridor in collaboration with our community partners.

We will share updates and seek feedback throughout the development of the project. You can stay tuned to project updates and sign up for our mailing list at Metrolinx.com/Eglinton West

Anonymous's avatar

Anonymous
Apr 1, 2020 - 18:36

How does one make a left turn from Eglinton Ave west to southbound Scarlett rd?

Metrolinx's avatar

Metrolinx
Apr 14, 2020 - 16:24

We know that residents have many questions about the future look and feel of the line as well as their neighbourhoods. As we proceed through the planning and design process, we will be assessing and managing traffic impacts along the corridor in collaboration with our community partners.

We will share updates and seek feedback throughout the development of the project. You can stay tuned to project updates and sign up for our mailing list at Metrolinx.com/Eglinton West

Anonymous's avatar

I see absolutely zero wisdom in burrowing an extremely long tunnel in the middle of suburbia when the exact same transit outcomes -- in terms of speed, ridership, automatic train control potential -- can be created for a fraction of the cost by elevating the line the entire way to Renforth. Money is tight now, given these crazy circumstances, so why waste huge sums of taxpayer dollars when we can EASILY avoid it? The Skytrain model works really really well in Vancouver. They'd never have seen the expansion they did if they were committed to costly tunnels 100% of the time.

It seems especially wrong to tunnel here when the much busier Ontario line will likely be elevated through low-income neighbourhoods like Thorncliffe Park -- at the possible expense of a convenient transfer to Line 5 at Don Mills. This whole situation feels so inequitable to me.

Metrolinx's avatar

Metrolinx
Apr 14, 2020 - 16:26

We acknowledge that there have been many discussions on how to deliver rapid transit along Eglinton West over the years, and now we are moving forward with a solution. The 2019 budget announcement identified an alignment for the extension that would be mostly underground. The alignment moving forward for further study in the Preliminary Design Business Case provides an optimal trade-off between the ease of local access and the speed of travelling, and outperforms all other options in offering the best network connectivity and travel experience for people living and travelling along the corridor.

Anonymous's avatar
Apr 4, 2020 - 16:28

Between Martin Grove and Renforth Rd there are a lot of houses that would benefit by an extra stop. My house is at
Courtwright Rd. There was a suggestion of a stop at Rangoon Rd as recently as last year, I believe. What happened to that?

Metrolinx's avatar

Metrolinx
Apr 14, 2020 - 16:22

The Eglinton Crosstown West Extension is still in the early stages of the project, so we haven’t yet determined the exact location of stations. The Initial Business Case identifies seven potential stations from Jane Street to Renforth Drive. A stop at Rangoon Road was considered when the extension was planned to be at-grade. The closest stops to your location will be Renforth and Martin Grove stations.

Anonymous's avatar

The Initial Business Case for this extension didn't even list a fully elevated alignment as an option, despite it being fully feasible since there's ample space for an elevated alignment on both sides of Eglinton Street West, or even for the road to be widened with an elevated guideway in the centre. What would the costs and benefits of an option like this look like? Was this even considered? It seems ridiculous to me that this extension be buried, especially using TBMs, when every benefit of a grade-separated alignment can be had for a fraction of the cost using an elevated alignment, or even an underground alignment using cut-and-cover construction for which there's plenty of space on the north side of the street, both of which would save a lot of money and time.

Metrolinx's avatar

Metrolinx
Apr 14, 2020 - 16:23

We acknowledge that there have been many discussions on how to deliver rapid transit along Eglinton West over the years. The 2019 budget announcement identified an alignment for the extension that would be mostly underground. The alignment moving forward for further study balances the ease of local access and the speed of travelling, and outperforms other options in offering the best network connectivity and travel experience for people living and travelling along the corridor.

Anonymous's avatar

Elaborated concerns, since these townhomes are just 10m from the road:

- Underground Vibration from trains during normal operations. Best if the underground tunnel is closer to the south side of Eglinton to have maximum distance from the townhouses. Also, South side provides more space for a station. This is because all the townhouse have basements, so they are more susceptible to vibration from passing trains.

- Dust from construction settling on our windows and rooftop patio. Need regular cleaning by the city.

- Noise from construction for the 10+ years: The windows and doors of the townhouses are not adequately designed for such noise levels.

- There is a need to install temporary concrete barriers between the road and townhouses
during the construction to prevent heavy vehicles accidently crashing into the townhouses.

- Eglinton road is already very close to the townhouses and it should not get any closer after the construction. Instead, if possible it should be pushed away since there is enough room on the south side.

- The final project should include elevating road curbs on north side of the Eglinton. This to protect the townhomes from the vehicles accidently driving into them at 60-100kmph. Also, if possible, reduce speed limit to 50kmph on Eglinton as there will be lot more transit users crossing the streets.

- A plan to keep the green cover along the Eglinton stretch.

Metrolinx's avatar

Metrolinx
Apr 15, 2020 - 12:20

Thank you for your comments and we are aware that residents and businesses along Eglinton will have questions and concerns about noise, vibration and construction impacts and any other property impacts. We will know more about community impacts as the project moves through further design stages and will develop detailed consultation plans to communicate about them. There are a number of measures Metrolinx takes to address community impacts, which we will use whenever and wherever necessary. We will take your suggestions back to the team.

Anonymous's avatar

We have a unique opportunity now to begin construction very fast, as soon as COVID-19 restrictions begin to ease. Although this may not be the most urgent transit need, it is likely the easiest to construct, and could be the first to get going. The keys to being fast is to be easy, and to have contractors ready and able to begin. Eglinton has a wide Right-of-Way and is very well suited to cut-and-cover construction between Scarlet Road (actually just west of it), and Martin Grove (actually just west of it). Multiple contractors could be utilized for different segments.

Of course it would be elevated over Jane and the Humber River, and over Mimico Creek. With some slight realignment of the 427 off-ramps, it could travel at-grade through the end spans of the highway 427 bridges all the way to near Renforth. Again, the elevated portions are a different specialty than the cut-and-cover segments, and could be handled by yet another contractor in parallel to other work.

There are so many opportunities along this stretch to save money, speed construction, create a more pleasant transit experience (shorter time from street to platform), and take advantage of the likely stimulus spending that will become available.

So please, do the right thing. Deep bore using Tunnel Boring Machine (TBM) is the wrong technique for this area for a multitude of reasons.

Metrolinx's avatar

Metrolinx
Apr 22, 2020 - 11:31

Thank you for your input. We recognize the need to deliver more transit quickly and safely, and we remain committed to doing so. Planning, design and construction work is continuing on all our projects at this time, and we will closely monitor the situation to identify any challenges or opportunities as we move forward.

Compared to other options, the Initial Business Case finds that the project as currently proposed provides the best network connectivity and travel experience for people living and travelling along the corridor. We will be updating our business cases with more robust data to ensure we make decisions that maximize benefits and control costs throughout the project’s lifecycle.

Anonymous's avatar

Anonymous
Apr 25, 2020 - 00:52

The extension at the transit hub at Pearson should be underground. Along with the GO RER connection.

Metrolinx's avatar

Metrolinx
Jul 2, 2020 - 14:53

A representative alignment to the airport is included as part of the Initial Business Case, but more work and consultation with partners will need to be done to finalize specifics around the airport segment.

The airport segment included in the business case is consistent with past alignments that have been presented, but it is largely conceptual. Metrolinx is actively collaborating with the GTAA and municipal partners on the proposed alignment from Renforth Drive to the airport, which takes into account the GTAA’s plans for a Regional Transit Centre.

Thanks for your comment, we will take it back to the team.

Anonymous's avatar

Anonymous
Apr 29, 2020 - 11:15

Will COVID-19 impact funding for this project and the new subway lines being proposed?

Metrolinx's avatar

Metrolinx
Apr 29, 2020 - 11:47

Planning, design and construction work is continuing on all our projects at this time, and we will closely monitor the situation to identify any challenges or opportunities as we move forward. We recognize the need to deliver more transit quickly and safely, and we remain committed to doing so.

Anonymous's avatar

Anonymous
May 2, 2020 - 15:13

It appears from many previous comments that there is strong consensus that this line does not need to be tunneled. I suppose the best way to determine which is the best option price-wise, is to let the dollar decide.
(1) One option is to tender this with a dual design. Come up with designs for Cut-and-cover construction and TBM tunneling. Of course put some restriction on both methods in terms of noise, disruption, etc., as well as requirements for the ultimate condition (i.e. which portions must be elevated and which underground. The negative of this is that is duplicates a large part of the design work.
(2) Another option is to award the entire project as a Design Build (D-B) or similar with Operate and Finance included (i.e. P3). Again some preliminary design it done to ensure a contructable and bidable solution, along with the constraints provided above (i.e. noise, where underground, etc.). Now allow the Contractor to make the decision on which construction method is preferable based on their strengths and previous experiences. The Contractor can adjust the initial design - within the outlines parameters - to created the lower cost for them (and the taxpayer), while meeting all the operating conditions of Metrolinx. This option truly lets the construction industry find the lowest cost method, and is fully transparent.

I am not sure if I heard right, but I thought there was some talk about issuing a tunneling assignment prior to the remainder of the line. This is possibly the worst idea, as it would bind the main Contractor into a method of construction - and take away their ability to find major savings.

So my recommendation is to either;
(1) Design as cut-and-cover because it is apparent that it is the least costly, or
(2) Issue Dual Designs so that the Contractor can chose the lower cost option, or
(3) Issue the entire design of the extension as a D-B (or DBOF or P3), and allow Contractors to propose solutions.

Avoid at all costs a separate Contractor doing the tunneling, and having a P3 Contractor do the rest of the design.

Metrolinx's avatar

Metrolinx
May 7, 2020 - 14:14

We acknowledge that there have been many discussions on how to deliver rapid transit along Eglinton West over the years, and now we are moving forward with the project as announced in 2019, which identified an alignment for the extension that would be mostly underground.

Decisions on alignments take into account a number of factors, including costs, integration with other transit, community impacts, deliverability and operations, and topography, which are unique to each project. The alignment option we are moving forward from the Initial Business Case provides an optimal trade-off between the ease of local access and the speed of travelling, and outperforms all other options examined in the business case in terms of offering the best network connectivity and travel experience for people living and travelling along the corridor.

Metrolinx and Infrastructure Ontario are working closely together to ensure we deliver this important project in the best possible way, both during construction and beyond. As you have suggested in your comment, Metrolinx and Infrastructure Ontario will be using a public-private partnership (P3) procurement model to ensure the Eglinton Crosstown West Extension is delivered efficiently and cost-effectively.

You did hear correctly that a Request for Qualifications (RFQ) for tunnelling was released in March. After discussions with the market and after advancing our own design/planning investigations, we determined that this work could begin to keep the project moving forward as fast as possible.

As you’re likely aware, the RFQ is the first step in the procurement process to identify project teams that have the required design and construction capability and experience, and the financial capacity to undertake projects of this size and complexity.

Tunnelling is just one phase of the project, and separate contracts will be issued in the future for the rest of the work, which includes building the stations, fitting out the tunnel and installing and commissioning the systems to put the line in service.

Anonymous's avatar
May 5, 2020 - 00:17

Will the airport segment be constructed with the rest of the extension at the same time or will it initially terminate at Renforth and be constucted at a later date due to the alignment?

Metrolinx's avatar

Metrolinx
May 7, 2020 - 14:15

We remain committed to establishing connectivity to Toronto Pearson International Airport. Metrolinx is actively collaborating with the GTAA and municipal partners on the proposed alignment from Renforth Drive to the airport, which takes into account the GTAA’s plans for a Regional Transit Centre.

A representative alignment to the airport is included as part of the Initial Business Case, but more work and consultation with partners will need to be done to finalize specifics around the airport segment, including procurement and construction schedules.

Anonymous's avatar
May 7, 2020 - 21:35

The Residential and Civil Construction Alliance of Ontario (RCCAO) recently release a report (April 2020) titled "STATION TO STATION: Why Subway-building Costs Have Soared in the Toronto Region". In the report, it is stated that cut-and-cover construction can be up to 60% less expensive than deep bore tunneling with Tunnel Boring Machine (TBM).
Of course, the bulk of the savings are not in the linear tunnel structures, they are in the stations, which become much shallower. Shallower construction not only means less costs, it also means faster construction, simpler construction that can be done by local firms, less ventilation expenses, less expensive emergency exits, and a more user friendly line in service with reduced passenger time from street to platform.
In light of this new report, and the overwhelming benefits of cut-and-cover will the Metrlinx team notify the province that substantial money is being wasted unless the design is changed to cut-and-cover. I am sure all citizens will accept the minor delay in start of construction that would result, knowing the overall construction time would be less.

Metrolinx's avatar

Metrolinx
Jun 26, 2020 - 16:03

Thank you for comment and your interest in the project.

Metrolinx and Infrastructure Ontario are working closely together to ensure we deliver this important project in the best possible way, both during construction and beyond. The experts on both teams will draw on their extensive experience in planning and building complex infrastructure projects under a public-private partnership (P3) procurement model to ensure the Eglinton Crosstown West Extension is delivered efficiently and cost-effectively.

Anonymous's avatar
May 17, 2020 - 00:23

Will there be a new express bus that'll connect passengers from Mount Dennis to Pearson Airport? Sort of like the 900 Aiport express bus.

Metrolinx's avatar

Metrolinx
May 22, 2020 - 10:44

We remain committed to establishing connectivity to Toronto Pearson International Airport. Metrolinx is actively collaborating with the GTAA and municipal partners on the proposed alignment from Renforth Drive to the airport, which takes into account the GTAA’s plans for a Regional Transit Centre. Having a strong and high-quality connection to existing transit such as the Mississauga Transitway Bus Rapid Transit (BRT) is a key driver of the benefits of the project.

In addition to the Eglinton Crosstown LRT, Mount Dennis Station will provide connections to TTC buses, GO Transit’s Kitchener line and the UP Express. 

Anonymous's avatar

We all know that tunneling is very expensive. Maintain Kipling stations as underground (possibly reduce its depth) and then have the line come out from underground on the south-west quadrant of Martin Grove / Eglinton. The Eglinton - Eglinton intersection would be relocated to the west side of Mimico creek - which would help traffic flow on Eglinton as traffic has more room to "weave" from the 427 on-ramps to Martin Grove. Now, the Eglinton LRT can span over Mimico Creek, over the new Eglinton - Eglinton intersection, and over the highway 427 ramps. As everyone knows, elevated construction is less than half the cost of underground, so this simple shift will easily save a few hundred million dollars.

Metrolinx's avatar

Metrolinx
Jul 2, 2020 - 14:50

The Eglinton Crosstown West Extension project features a mix of at-grade, elevated and underground elements. Decisions on alignments take into account a number of factors, including costs, integration with other transit, community impacts, deliverability and operations, and topography, which are unique to each project. The alignment option we are moving forward from the Initial Business Case provides an optimal trade-off between the ease of local access and the speed of travelling, and outperforms all other options examined in the business case in terms of offering the best network connectivity and travel experience for people living and travelling along the corridor.

Anonymous's avatar

Anonymous
Jun 24, 2020 - 14:03

Don't use TBMs to tunnel the line. Use Cut and Cover and save some money.

Metrolinx's avatar

Metrolinx
Jul 2, 2020 - 14:51

The experts on both teams will draw on their extensive experience in planning and building complex infrastructure projects under a public-private partnership (P3) procurement model to ensure the Eglinton Crosstown West Extension is delivered efficiently and cost-effectively.

As noted in the recently-released Environmental Project Report (EPR) addendum, the underground alignment will be constructed using a Tunnel Boring Machine (TBM) between stations and a cut-and-cover method at stations and portal locations.

Anonymous's avatar

Anonymous
Jun 26, 2020 - 23:17

Can you please provide an update on where Metrolinx and Infrastructure Ontario are on the Request for Qualifications (RFQ) process? When will a team be awarded the project? Can we expect construction to begin in 2021?

I also hope your team is seriously considering making more of the Eglinton Crosstown West Extension above ground and putting the potential savings from it into the Ontario Line which will be a difficult project.