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Ask a Question - Scarborough Subway Extension

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Anonymous's avatar
Mar 11, 2020 - 12:48

Is budgeting for the subway include the temporary bus linkages from STC to Kennedy station including removal of the LRT track and stations?

Metrolinx's avatar

Mar 13, 2020 - 14:59

Thanks for your question. The temporary bus linkages and the removal and de-commissioning of SRT line is included in the estimate for the Scarborough Subway Extension

Anonymous's avatar

Mar 15, 2020 - 09:14

I prefer the LRT vs subway. First less $$$ second less time to build & get into service.

Metrolinx's avatar

Mar 23, 2020 - 09:23

Hi, thanks for your feedback. We acknowledge that there have been many discussions on how to improve rapid transit in Scarborough over the years, and now we are moving forward with a solution. That solution is the three-stop subway extension that was announced in the 2019 budget. The three-stop extension will provide seamless travel for Scarborough residents heading into and out of the downtown core by eliminating the need to transfer at Kennedy Station. There are proposed stops at Lawrence Avenue and McCowan Road, Scarborough Centre and McCowan Road and Sheppard Avenue.

Anonymous's avatar
Mar 15, 2020 - 09:41

Does the Scarborough Subway Extension include spaces for a potential future interlining opportunity with the Sheppard Line 4 Extension? Such as a trun to the CP corridor after the Sheppard-McCowan station, then heading southwest back on Sheppard at around Brimley. This way going to STC from line 4 will have a one-seat ride.

Metrolinx's avatar

Mar 23, 2020 - 09:28

Thanks for your question. We are planning and designing the Sheppard station with the proposed Sheppard Line extension in mind. Our design will be updated as more information about that line becomes available in the future.

Anonymous's avatar
Mar 28, 2020 - 14:29

Has Metrolinx considered using cut-and-cover from Kennedy Station to STC, or at least portions of it?

The key is bridging over Highland Creek North of Lawrence, similar to what was done for the Sheppard Line over the East Don River.

Cut-and-cover has significantly lower construction costs than tunneling (TBM). It is also a faster method as it allows construction to commence at several locations, including starting station construction prior to completion of line structures. It is technologically simpler, allowing more contractors the ability to do the work. In the final configuration, it is also more convenient as the time from street to platform is lower.

Anonymous's avatar
Mar 28, 2020 - 14:43

Has consideration been given to extending the B-D Line to Finch?

TBM Launch site could be 500-600m north of Sheppard in the CPR Rail yard, a very nominal distance. This results in less traffic disruption at McCowan/Sheppard as the excavation in the "middle of the road" only involves station excavation, and not managing spoils as well. This short extension would not require any additional emergency exits, would allow cross-over and pocket tracks to be built in "open-air" in the CPR yard, instead of in the "middle of the road". The line could be extended to Finch roughly parallel to the CPR Rail tracks, either with cut-and-cover, trenched, or at-grade construction. This would open up more development potential at Finch and allow some relief to the Finch East buses.

Anonymous's avatar
Apr 3, 2020 - 11:22

why couldn't there be a 4th station at Eglinton and at Brimley Rd or Danforth Ave to serve the communities on Eglinton East?

Anonymous's avatar

All decision makers agree that Scarborough (STC) needs a transfer free connection to the heart of the City - but does it need to be an extension of the Bloor-Danforth subway. To a large degree, the B-D misses the downtown, and still force many to transfer at Yonge-Bloor station - the busiest on the network and the one that dictates all train frequencies.

So build a whole new line, and use the same trains as proposed for the Ontario Line. Here's how it goes (to allow the SRT to stay in operation during construction):
1) Elevated, build along Town-Centre Court and Golden Gate Court. Curve down at Highland Creek to Ellesmere.
2) Continue along Ellesmere (north side) to Victoria Park. Down Victoria Park to Gatineau Hydro Corridor, with interchange at Bermondsay Stop.
3) Along the hydro corridor, continue west across Don River and DVP to St. Dennis Road.
4) Past Science Centre to Beth Nealson Drive (with connection to train yard).
5) Down beside Costco and join in to Overlea Boulevard.
6) At Overlea Blvd. and Thorncliffe, this line would connect in with the Ontario Line (which came down from Don Mills/Eglinton to Overlea Blvd. and across). Thorncliffe Station would have 4 track/2 platforms (for future cross platform transfer between lines).
7) As an interim measure, this would interline with the Ontario Line (i.e. go along Overlead Blvd. a bit, then cross the Don River with a high level bridge and join up with Pape).
8) There is future opportunity for a train yard at/near the North Toronto Wastewater Treatment Plant.
9) Future extension of this line would remove the interlining, and find it's own way downtown through Don Valley. Going roughly parallel to the Richmond Hill GO line to Bloor, interchanging at Castle Frank Station, and finally going underground along Parliament Street to King Street, and west along King St.

With the STC to Thorncliffe portion being entirely elevated, it can be built at about 1/3 the cost of the proposed TBM. It would result in 9 new stations (STC, Brimley, Ellesmere/GO, Birchmount, Warden, Vic Park, Lawrence, Eglinton/Bermondsay, Flemingdon), 8 in Scarborough, at a cost similar to the tunneled B-D subway plan. It completely relieves Yonge-Bloor Station. It allows for future expansion south (to downtown) and west (to Malvern or UTSC). It also allows for SRT to remain in operation during construction.

If we remember that the goal is a rapid, grade-separated connection to the core of the city, then we can open our eyes and find a better way of finding a solution to the problem.

Anonymous's avatar

May 2, 2020 - 14:50

There seems to be 2 options for designing this extension.
1) Design-Bid-Build (DBB). Metrolinx gets their consultant to do all investigations and does all aspects of the design, including construction specifications. The project is then tendered to either one of several contractors. This is generally a bit less expensive of a method, but takes a bit longer in total design and construction time.
2) Design-Build (D-B). Metrolinx does enough investigation to get a reasonable idea of the design, and leaves the detail design to the Contractor. The initial design must include precise requirements for the design by the Contractor, and construction specifications as well. The idea is that the Contractor can adjust detail design so that they may find efficiencies. Variant of this method include Design-Build-Operate and with Finance (BDOF, or P3)added as well - which really accomplish the same thing from a construction and engineering point of view, but slightly different ways of paying for it. This method is usually a bit more expensive, as the Contractor has more uncertainty with an unfinished design (for which they add extra costs). The only opportunity for cost savings is if the contractor can do some type of re-design to better suit their operations, and this savings exceeds the uncertainty premium. Also, this is a bit faster as some design is done concurrent with construction.

About the worst option is to pick something in-between. Let's say the tunneling is given as a separate contract. Now the Contractor has lost a huge ability to find innovation. With full B-D, they could have altered the tunneling methods to suit there construction methods - either switching from single bore to double bore tunnel (or vice versa), or excavating portions of the line, or changing vertical alignment to reduce station (and emergency exit) costs, or any number of other means. Putting the tunnel as a separate contract completely takes away from any advantage a D-B contractor would have had - and the entire thing should have go DBB if this is considered.

Let's hope Metrolinx does not repeat the same mistake it made on the Eglinton line, where the tunnel was done first and the prevented the future contractors from making significant improvements. So please pick a lane. DBB or DB.

Anonymous's avatar
May 15, 2020 - 11:00

Will you guys still be on track to complete this project as planned or has this Extension project been affected by the coronavirus outbreak?

Daniel's avatar
May 15, 2020 - 13:05

Will the project include Automatic Train Control? Thanks!

Anonymous's avatar
Jun 8, 2020 - 13:20

I noticed that much of the Ontario Line will be above ground to save money. Wouldn't elevating part of the Extension--including the option of reusing the RT right of way and building a subway-car-compatible overhead or underground curve at Ellesmere--reduce expenses, minimize disruption, and result in a faster completion time?