Eglinton Crosstown West Extension LIVE - June 8, 2021

In order to build the elevated guideway we need to build an extraction shaft and portal beside the driveway beginning next year. We will likely need some turning restrictions to keep everyone safe but we do not yet need to close that driveway. However, when construction of the elevated guideway begins in approx.. 2025, the driveway is expected to be closed permanently. We understand many residents in the buildings use the driveway today and we are working with the City of Toronto to fully understand the impact the closure will have to traffic in the area and map out a plan to address that. We have a few years before the driveway would need to close so there is time to work together on the best way forward.

The flood prone area was one of many considerations explored in the initial business case. The mixed alignment of underground and elevated guideway provides an optimal trade-off between the ease of local access and the speed of travelling, and outperforms all other alignment options in offering the best network connectivity, travel experience and therefore the highest ridership increase and access to the most jobs. 

Hi, thanks for the feedback. We heard this loud and clear in previous engagements and have since provided a 'zoom-room' option for participants to take as much time as needed to pose their question to the team. As always you can also email or call us directly. 

We expect all stations and the new service to be in full operation by 2030/2031. 

There have been many discussions on how to deliver rapid transit along Eglinton West over the years. Decisions on alignments take into account a number of factors including integration with other transit, deliverability, operations and costs, and topography, which is unique to each project. The mixed alignment moving forward 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.

The mixed alignment that we’re moving forward with is estimated to cost $4.7billion. The Initial Businss Case looked at other configurations – but only for the whole route – not in sections. The results for different alignments range from $3.5-$5.8B. The other factors that helped make the decision are key benefits such as ridership, jobs nearby, and potential to support growth. When we looked at all of those factors the mixed alignment we’re moving forward with provides the best balance and the highest ridership increase, travel time savings, and access to the most jobs.

The extension is expected to be operational by 2030-2031, when all stations are open and full service can be delivered from end to end.  

The mixed alignment that we’re moving forward with is estimated to cost $4.7billion. The Initial Businss Case looked at other configurations – but only for the whole route – not in sections. The results for different alignments range from $3.5-$5.8B. The other factors that helped make the decision are key benefits such as ridership, jobs nearby, and potential to support growth. When we looked at all of those factors the mixed alignment with the elevated guideay we’re moving forward with provides the best balance and the highest ridership increase, travel time savings, and access to the most jobs.

The tunnel contract is getting underway now and the stations, rail and systems work is expected to begin in 2024/25 and be complete in 2030/2031. If you have a look at the presentation there's a high level timeline provided for the whole project. More specific construction timelines for the tunneling work will be provided by the West End Connectors at the virtual engagement on July 13, so stay tuned! As construction moves along the corridor we will also be providing regular updates to the community in various ways - construction notices, e-newsletter, website, social media, and monthly meetings. 

We’ll continue to work with the City of Toronto as the design moves forward and the construction plans are finalized. We’ll be looking at ways to reduce impacts to traffic as much as possible and traffic light adjustments are one of the tools that can be used. The tunnel contract is getting started now and on July 13, you’ll be able to learn more about that work from the constructor – the West End Connectors – and they can provide any updates to the construction staging requirements and will be seeking your input for their plan as the work moves forward.

We will also be reviewing it to ensure the right toolbox of mitigations are being planned for the project and the communities we’re building in.

Surface transit connections (TTC buses for example) do factor into the station designs/locations and is what helps drive ridership. We are working with the City of Toronto and TTC to ensure a seamless transfers at all of the new stations.

The extension is expected to be operational by 2030-2031, when all stations are open and full service can be delivered from end to end.

The current station designs provide for one main entrance building and an emergency exit building on the north side, connected to the station box on the west side at each station. North side station access will serve the projected ridership best and provide customers with seamless bus connections. 

We have mentioned that future engagement opportunities will focus on traffic management during construction. Work in that area is expected to begin next year and the constructor, West End Connectors, are on board now and will be providing an update at our July 13, virtual engagement. As the work in your area gets closer, residents will also receive notices in the mail that will provide more information. We'll use all of our channels to share information - virtual engagement, flyers, social media, one-on-one discussions (call or email us anytime), and we are also looking to set up smaller discussion tables with local residents. If this is something you and your neighbours would be interested in please contact us.

The current station design allows for one main entrance building and an emergency exit building connected to the station box, both on the north side.Students will still be able to safely cross the street at the controlled intersection.

When the tunnel boring machines launch next spring they will operate 24hrs a day, 7 days a week. They dig through approximately 10m per day, so the work is continuously moving forward. The TBMs operate at approximately 15-20m below the surface therefore vibrations will likely be perceptible while they are in close proximity, but the vibrations will be below structural damage thresholds. Geotechnical engineers will develop a zone of influence to the north and south of the alignment to assess impacts based on proximity. If a property falls within the zone of influence, then they will conduct a pre and post condition assessment. This is standard practice. Noise and vibration levels will also be continuously monitored throughout the dig.

Most importantly, though is that we are designing the tunnel and construction methods to comply with the regulatory requirements and standards. The assessments and monitoring mentioned above are what will help ensure the commitment is met. 

Keeping traffic, pedestrians and cyclists moving throughout construction is considered at every step in the project design and build. Different areas will require different tools to make this happen and the constructor will share their plans for feedback before work begins along Eglinton. During the tunneling contract, for example, we do expect in some cases temporary turn restrictions or lane reductions will be required for short durations in order to build the underground station headwalls. Next year, Eglinton Avenue will need to be realigned between Scarlett and the nearby pedestrian bridge. The traffic management plan will be shared for feedback with the community once it's more advanced. Stay tuned - we know this is a topic of great interest and we will have a lot more information to share as soon as more is known. 

We fully appreciate the importance of all the trees along the corridor. We’re working together with City of Toronto and the Toronto Region Conservation Authority on plans to protect trees during construction and remove others where necessary for infrastructure. During construction, the goal is to minimize impacts to trees wherever possible. We do expect that some trees will need to be removed for the station buildings, but we will minimize that as much as possible. There are minimum requirements that drive the size of a station for safety and accessibility and ensuring that it serves the community long term. A tree inventory and arborist report is required to understand the number and types of trees to be removed and replaced. The results will be part of a future engagement once the reports are complete this year.

The mixed alignment that we’re moving forward with is estimated to cost $4.7billion. The Initial Businss Case looked at other configurations that ranged from estimated costs of $3.5-$5.8B. The key factors that helped make the decision to have a tunnel and an elevated guideway alingment are key benefits such as ridership, jobs nearby, and potential to support growth. When we looked at all of those factors the mixed alignment we’re moving forward with provides the best balance and the highest ridership increase, travel time savings, and access to the most jobs.

Stations will be built on the north side of Eglinton off the right of way. I'm not sure I understand the question fully so please call us to discuss this further. Thank you!

The station at Scarlett Rd will be elevated above Scarlett just north of the intersection. 

This is beyond the scope of our role in the project but have shared your comment with the City of Toronto. Thank you. 

Surface transit connections (TTC buses for example) do factor into the station designs/locations and is what helps drive ridership. We are working with the City of Toronto and TTC to ensure a seamless transfers at all of the new stations.

Changes to existing TTC bus route schedules are beyond our scope and best addressed by the TTC directly. Thank you. 

Both elevated stations are on the north side of the intersections, not directly above the intersection. 

In this area we need to build the extraction shaft for the tunnel boring machine and the portal for the vehicles to come out of the ground and onto the elevated guideway. Construction will begin next spring and happen in stages - the road realignment work for example will take approximately 18months.

You will have an opportunity to meet with West End Connectors to review the plan that they are working on now which will be able to provide more clear timelines for the work they are doing. The construction of the guideway and the elevated station at Scarlett is expected to begin in approximately 2025. When the constructor is on board for that work then we will be able to share more information about their work schedule.

We know there is quite a bit of work to happen here so if you live in those buildings please reach out to our community relations team if you’re interested in joining a smaller group to have discussions about your specific area.

We’re currently doing more analysis with the GTAA and the City of Toronto for the initial business case for the airport extension. The extension is currently unfunded – the business case will provide more insight into what’s required including estimated costs.The government is committed to moving the work forward so stay tuned! 

The project we're building now extends to Renforth. Stay tuned for more information about the early planning and design work for a further extension to the airport.  

Please contact the City of Toronto who are in a better position to address questions about the road network. 

Yes, absolutely. All stations will be fully accessible and include elevators. 

We’re currently doing more analysis with the GTAA and the City of Toronto for the initial business case for the airport extension. The extension is currently unfunded – the business case will provide more insight into what’s required including estimated costs. The government is committed to moving the work forward.

Hello, please contact the City of Toronto direclty with this question. 

Station designs are in the early stages - stay tuned for engagement later this year where we will have more information to share about station layout.  

The tunnelling will be completed using two tunnel boring machines. Cut and cover will be used for the underground stations. Information about station layout is in the early design stage. Stay tuned for an engagement later this year where we will provide more information for feedback. 

There have been many discussions on how to deliver rapid transit along Eglinton West over the years. Decisions on alignments take into account a number of factors including integration with other transit, deliverability, operations and costs, and topography, which is unique to each project. The mixed alignment of underground and the elevated guideay moving forward 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.

There will be an elevated guideway/bridge that carries the tracks over Scarlett Road and Jane Street. Fully separated from the road. 

Good question. We will know more soon now that the West End Connectors are on board and will share the construction plan at a future engagement. In the meantime, the West End Connectors will be joining the July 13th virtual engagement to begin hearing feedback and answer questions. 

The realignment of Eglinton from Scarlett to the pedestrian bridge is a permanent realignment. It will be be restored to the same capacity for vehicles as it has now. 

Hello, we appreciate your interest in the public realm but that type of decision and work is beyond the project scope. 

We’re currently doing more analysis with the GTAA and the City of Toronto for the initial business case for the airport extension. The extension is currently unfunded – the business case will provide more insight into what’s required including estimated costs for potential alignments. The government is committed to moving the work forward so stay tuned!  

We fully appreciate the importance of all the trees along the corridor. We’re working together with City of Toronto and the Toronto Region Conservation Authority on plans to protect trees during construction and remove others where necessary for infrastructure. During construction, the goal is to minimize impacts to trees wherever possible. We know that some trees will need to be removed but we will minimize that as much as possible.A tree inventory and arborist report is required to understand the number and types of trees to be removed and replaced. That work is underway now and will reflect the most current project design. The results will be part of a future engagement this year. 

The water table and flood prone areas along the coridor have been considered thoroughly and we are confident the project can be constructed safely. For the nearest buildings, pre and post construction surveys are a standard practice and will be carried out by the constructor. If you have specific concerns about a building you live in please contact us direclty and we can address your specific concerns. 

We appreciate that there have been many discussions over the years about how and when to deliver transit in this area. This project is now fully funded and work is starting this year to prepare for the tunnel boring machines to begin digging the tunnels next spring. It's happening! 

Construction is getting underway soon! Construction will begin this summer on the launch shaft for the tunnel boring machine. The tunneling will begin next spring and the station construction will begin in approximately 2024/25.

The tunnel tie in to Mount Dennis is approximately 600m and will be a bored tunnel method of construction (not cut and cover). The TBMs typically work through 10m a day so that would be mean that just the tunneling alone could take a couple of months. Plus the work to build the launch shaft. All of that work is still in the early design stages but we expect to have more info to bring to the public for feedback this year.  Currently, the tunnel connection is anticipated to be built between in the time period between 2025-2030 however we have heard a lot of interest from the community and the Mount Dennis Community Association for a faster timeline.  We understand the community has been living through Crosstown extension for years already and if there is an opportunity to do the ECWE tunnel connection sooner we will look at that. We will keep the community posted as the analysis and design for all of that work continues.

I'm not sure I understand the question, but the stations will be buit on the north side of Eglinton so there will be cut and cover construction to dig down to the tunnel level and build from there. If you want to clarify the question please contact us directly! Thank you. 

For this project we don't expect to need noise walls. However, updated noise and vibration studies will be conducted to confirm that. If they were required we would engage residents on the design. 

The tunnel will be dug out using two tunnel boring machines - the same method used on the ECLRT.  The dirt will be removed throught the area of the launch shaft as the boring machines make their way across the corridor. I'm not sure this addresses your question though so please contact us if we have missed something. Thank you

The funding is in place for the extension project between Mount Dennis and Renforth Drive.

If the question is about whether we need to demolish private homes or businesses, we haven't identified any need for that to build this project. But please contact us directly to clarify your question or concern. Thank you! 

Environmental studies were first done as part of the addendum to the original EA published last year on our website. However, we are currently doing updated and supplemental studies across the corridor to reflect the updated designs. We'll have more information to share about that as well as the  in the coming months when the reports are complete. If there's a specific study you're interested in please contact us directly so we can provide more detailed information. Thank you!

Environmental studies were first done as part of the addendum to the original EA published last year on our website. However, we are currently doing updated and supplemental studies across the corridor to reflect the updated designs. We'll have more information to share about that as well as the overall design of the tie-in to Mount Dennis STation in the coming months and will plan a virtual engagement around this very topic. Stay tuned. A date will be confirmed soon and shared through all of our channels. 

Thanks for the feedback - we have shared your comment with the design team. Great point. 

Thanks. We do plan to make it beautiful so stay tuned for updated designs as the work progresses! 

The guideway will be on the north side of Eglinton to minimize infrastructure impacts, however the exact alignment and distance from the road is still to be determined and will be part of a future engagement. We know there will be existing trees that need to be removed to build the guideway, which will  the park and the boulevard. We understand that and we’re working with the City and the TRCA to be very clear on what impacts of the design options would be and we will do everything we can to minimize tree loss. A tree inventory and arborist report is required to understand the number and types of trees to be removed and replaced. That work is underway now and we are working with the TRCA to plan ahead to have trees planted locally sooner than later. The full results of the tree inventory and compensation plan will be part of a future engagement once the analysis is complete this fall.

The video of the meeting will live on the website. If you need access in a different way please let us know directly. 

There is a concrete ledge that will help contain the noise however the brown railings in the renderings are an aesthetic design option that we're looking at and would love your feedback on. 

This is a brand new line so we are able to take advantage of the most modern technology and thinking in terms of design to address the sound of new transit in a community. Noise and vibration from electrified service like this is mainly from the wheel on rail contact. There are several ways to address that at the track level through the design using continuously welded rail which eliminates joints that cause clanking noise, rubber/plastic pads between the rail and the track, and high grade rail fasteners and rail dampers, which attach to the rails and compress the tracks parts to absorb vibration. 

The early noise and vibration modelling that has been done does not anticipate any significant rise in levels compared to what exists today along Eglinton. However, an updated noise and vibration study will be completed by the constructor in approximately 2024 ahead of construction of the guideway. We will keep talking with the community as the design progresses and will ensure the right combination of tools will be used for this project to address community concerns. 

Thank you for the comment, we appreciate there have been many discussions on how to deliver rapid transit along Eglinton West over the years. The mixed alignment moving forward 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, travel experience for people living and travelling along the corridor, the highest ridership increase, and access to the most jobs.

At it’s highest points the guideway will be 5m or 16ft from the road to the underside of the guideway. The elevated stations will be at that highest point to go over Scarlett Road, Emmet Ave, and then Jane Street before it lowers into the portal.

The key phases of construction are highlighted in the presentation. They include the tunneling contraction from Renforth to Scarlett begining this year, and then the stations, rail and systems work (including the elevated guideway) begining in approximately 2024/25. The West End Connectors are on board now for the tunneling contract and will be sharing an overview of their schedule at the July 13th virtual engagement. They will be working in the area of Renforth and Eglinton this year to prepare the launch shaft for the tunnel boring machine and then later next year will begin headwall construction at the underground station areas. Much more detailed schedules are being developed and will be shared as soon as they are ready. Stay tuned! 

Thank you for the comment. The tracks come above ground onto an elevated guideway in order to go over the Humber River. 

Thank you for the comment, we appreciate there have been many discussions on how to deliver rapid transit along Eglinton West over the years. The mixed alignment moving forward 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, travel experience for people living and travelling along the corridor, the highest ridership increase, and access to the most jobs.

There will be easy connections to the Jane bus service at the new station. 

Metrolinx is working with MTO and other Ministries to develop the requirements for the subway projects and we are hoping to announce this as soon as we can, as requirements are finalized. 

The environmental assessment addendum is available through the project website and include a noise and vibration impact report Appendix D. As the design is finalized however, the modelling will be updated. The West End Connectors are currently working on an update of the work required to build the tunneling contract from Renforth to Scarlett. Those updates will be part of a future engagement once they're complete. If you have specific questions about an area and would like to discuss it further in the meantime, please contact us. 

Right now we are in the early stages where feedback from the community is so important. This tunnel section into Mount Dennis Station is approximately 600m. The TBMs typically work through 10m a day so that would be mean that just the tunneling alone could take a couple of months. Plus the work to build the launch shaft. All of that work is still in the early design stages but we expect to have more info to bring to the public for feedback this year.  

Currently, the tunnel connection is anticipated to be built between in the time period between 2025-2030 however we have heard a lot of interest from the community and the Mount Dennis Community Association for a faster timeline.  We understand the community has been living through Crosstown extension for years already and if there is an opportunity to do the ECWE tunnel connection sooner we will look at that. We will keep the community posted as the analysis and design for all of that work continues.

The tunnel tie-in to Mount Dennis Station is approximately 600m from east of Jane Street to the station. All of that work is still in the early design stages but we expect to have more info to bring to the public for feedback this year.  Currently, the tunnel connection is anticipated to be built between in the time period between 2025-2030 however we have heard a lot of interest from the community and the Mount Dennis Community Association for a faster timeline.  We understand the community has been living through Crosstown extension for years already and if there is an opportunity to do the ECWE tunnel connection sooner we will look at that. We will keep the community posted as the analysis and design for all of that work continues.

Thank you for the comment, we appreciate there have been many discussions on how to deliver rapid transit along Eglinton West over the years. The mixed alignment moving forward 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, travel experience for people living and travelling along the corridor, the highest ridership increase, and access to the most jobs.

Yes, the station locations have been identified and shared at the December 2020 engagement. The underground stations are on the north/west side except for Martin Grove, which is on the north/east side. You can see the station boxes  at the "neighbourhood updates" section. We'll have more information to share about station footprint and early designs for feedback at an engagement later this year. Stay tuned! 

We recognize the natural and cultural heritage importance of the Humber River, as well as the recreational opportunities provided by the trail system in the river valley. The design approach of clear-spanning over the river avoids in-water works and associated impacts to fish and fish habitat. 

As the design of the elevated segment advances, we are working closely with the TRCA to confirm construction methodology and where possible reduce potential impacts, including tree removals required to accommodate the elevated structure. We are also engaging the Indigenous community; we know and appreciate that there are deep and historical connections with the river that we acknowledge and respect. 

In addition, Metrolinx committed in the 2020 EPR Addendum to:

• Carrying out and implementing erosion and sediment control plans and spill prevention plans.
• Locating equipment and material storage, maintenance and refueling activities in designated, contained areas at least 30 m from water bodies.
• Stabilizing and restoring disturbed areas as soon as possible through plantings of native trees and vegetation.
• Mitigating operational noise; specific mitigation measures that will be included in the design of the elevated guideway to reduce noise levels are being confirmed as the detailed design advances. 

We're working with the City of Toronto to evaluate the disruption to traffic and the best options to mitigate as much as possible. For the Scarlett area in particular, we know that when the existing Eglinton driveway closes in approximately 2025 (the driveway currently servs some buildings on the north/west side of Scarlett) that it will increase the number of vehicles on Richview Road. We have a few years before the driveway will need to close so there is time to work together on the best way forward. Please contact us directly if you have more questions in the meantime. 

Great question. Short answer is all of that will be done with community input. Station designs will be part of another engagement this year. Stay tuned! 

All of the stations will be fully accessible and include elevators and have bus connections at the entrance. If there is a specific concern at that station please contact us direclty so we can better understand how to answer the question. Thank you! 

Thanks for the comment! We'll share it with the team. 

It's happening! Construction of the launch shaft for the tunnel boring machines will begin this summer and the boring machines will start digging next spring. Next year, the headwalls for the four underground stations and the extraction shaft near Scarlett Road will also begin. However, station buildings, rail and systems (plus the elevated guideay) construction will begin in approximately 2024-25. 

The tunnel runs near the middle of Eglinton and veers to the north to connect to the station areas. Have a look at the "neighbourhood updates" section for more information. 

We’re currently doing more analysis with the GTAA and the City of Toronto for the initial business case for the airport extension. The extension is currently unfunded – the business case will provide more insight into what’s required including estimated costs. The government is committed to moving the work forward. Stay tuned!

When the tunnel boring machines launch next spring they will operate 24hrs a day, 7 days a week. They dig through approximately 10m per day, so the work is continuously moving forward. The TBMS operate at approximately 15-20m below the surface and vibrations will likely be perceptible while the TBMs are in close proximity to your home, but the vibrations will be below structural damage thresholds. To be sure, geotechnical engineers will develop a zone of influence to the north and south of the alignment to assess impacts based on proximity. If a property falls within the zone of influence, then they will conduct a pre and post condition assessment. This is standard practice. Noise and vibration levels will also be continuously monitored. 

Most importantly, though is that we are designing the tunnel and construction methods to comply with the regulatory requirements / standards. The assessments and monitoring will help ensure we meet that commitment.

We don't anticipate impacts to either project. If you have specific concdrns though please contact us direclty. Thank you! 

When the tunnel boring machines launch next spring they will operate 24hrs a day, 7 days a week. They dig through approximately 10m per day, so the work is continuously moving forward. The TBMS operate at approximately 15-20m below the surface and vibrations will likely be perceptible while the TBMs are in close proximity to your home, but the vibrations will be below structural damage thresholds. To be sure, geotechnical engineers will develop a zone of influence to the north and south of the alignment to assess impacts based on proximity. If a property falls within the zone of influence, then they will conduct a pre and post condition assessment. This is standard practice. Noise and vibration levels will also be continuously monitored. 

Most importantly, though is that we are designing the tunnel and construction methods to comply with the regulatory requirements / standards. The assessments and monitoring will help ensure we meet that commitment.

We're using an elevated guideway to go over the Humber River. We appreciate there have been many discussions on how to deliver rapid transit along Eglinton West over the years. The mixed alignment moving forward 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, travel experience for people living and travelling along the corridor, the highest ridership increase, and access to the most jobs.

Thank you for the comment, we appreciate there have been many discussions on how to deliver rapid transit along Eglinton West over the years. The mixed alignment moving forward 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, travel experience for people living and travelling along the corridor, the highest ridership increase, and access to the most jobs.

Kipling is the only station where the headwalls will need to be constructetd under the roadway. We anticipate temporary lane closures to ensure a safe workspace but the full traffic management plan is not yet developed and will be part of a future engagement. Stay tuned. 

That design is being considered at the stations and especially the elevated stations to ensure that birds do not fly into the glass. The morse code design is an artistic touch. 

Good point. The renderings right now highlight the early design of the elevated guideway itself. We have heard loud and clear that the community like to see a public realm design that includes trees and shrubs and benches etc. As the design moves forward we will have an engagement on the public realm potential and start to build out those options to maximize the space underneath the guideway. Stay tuned! 

Good question. We know graffiti is an issue along our corridors and we'll do everything we can to deter it from the outset. We'll work with the community to review options that have worked well on other projects and then explore opportunities that fit best with this project. The guideway construction is expected to begin in approximately 2024/25 so we have lots of time to get this right. We'll begin the discussion about public realm later this year. Stay tuned! 

We appreciate there have been many discussions on how to deliver rapid transit along Eglinton West over the years. The mixed alignment moving forward 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, travel experience for people living and travelling along the corridor, the highest ridership increase, and access to the most jobs.

Please note that we are all working from home and sometimes internet connections and technical difficulties happen. The moment we were able to fix the problem, we did.  

The guideway will run along the north edge of Eglinton Avenue to minimize infrastructure on the park. In terms of aesthetics, we know there will be existing trees that need to be removed to build the guideway, which impacts the visual elements of the park and the boulevard. We understand that and we’re working with the City and the TRCA to be very clear on what impacts of the design options would be and we will do everything we can to minimize tree loss. A tree inventory and arborist report is required to understand the number and types of trees to be removed and replaced.  That work is underway now and we are working with the TRCA to plan ahead to have trees planted locally sooner than later. The full results of the tree inventory and compensation plan will be part of a future engagement once the analysis is complete this fall. Stay tuned. 

If I understand correctly, Richview Plaza is in between the stations at Kipling and Islington. Stations are centered around the intersections that also provide north/south connections to bus routes. If I've misunderstood please contact us directly. Thank you! 

Good question. We know graffiti is an issue along our corridors and we'll do everything we can to deter it from the outset. We'll work with the community to review options that have worked well on other projects and then explore opportunities that fit best with this project. The guideway construction is expected to begin in approximately 2024/25 so we have lots of time to get this right. We'll begin the discussion about public realm later this year. Stay tuned! 

The information provided  was in reference to what could be used at the stations and particularly elevated stations to ensure birds don't fly into the glass.  

Thanks for the comment, we'll share it with the design team. 

Subtitles are a built in feature on Youtube and we agree they need work. Thanks for point this specific error out.

The station at Scarlett will be elevated near the middle of Scarlett just north of Eglinton. It will be part of the elevated guideway. If you're referring to the planned new development on the north/west corner, we are aware of that and are working through the project plan with the developer. If that's not what you're asking please contact us directly again to clarify! Thank you. 

This is a brand new line so we are able to take advantage of the most modern technology and thinking in terms of design to address the sound of new transit in a community. Noise and vibration from electrified service like this is mainly from the wheel on rail contact. There are several ways to address that at the track level through the design using continuously welded rail which eliminates joints that cause clanking noise, rubber/plastic pads between the rail and the track, and high grade rail fasteners and rail dampers, which attach to the rails and compress the tracks parts to absorb vibration. 

The early noise and vibration modelling that has been done does not anticipate any significant rise in levels compared to what exists today along Eglinton. However, an updated noise and vibration study will be completed by the constructor in approximately 2024 ahead of construction of the guideway. We will keep talking with the community as the design progresses and will ensure the right combination of tools will be used for this project to address community concerns. 

The station will be elevated above Scarlett, just to the north of Eglinton.

Good question. We know graffiti is an issue along our corridors and we'll do everything we can to deter it from the outset. We'll work with the community to review options that have worked well on other projects and then explore opportunities that fit best with this project. The guideway construction is expected to begin in approximately 2024/25 so we have lots of time to get this right. We'll begin the discussion about public realm later this year. Stay tuned! 

The tunnel will run under Eglinton and veer to the north for the station areas. 

Yes, the connection into Renforth Station approaches from underground.