Month: April 2009

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GO Transit Buys CN Weston Subdivision

GO Transit announced today that it will purchase the CN Weston Subdivision for $160-million.  The line in question runs from roughly the Strachan Avenue grade crossing to the junction with the CN York Subdivision at Steeles Avenue.

CN and VIA run comparatively few trains (3 and 6 respectively) each day on the line, although VIA has planned improved service in this corridor for some time.  GO plans greatly expanded service both in frequency and in destination (extending to Kitchener), and this corridor will also host the Blue 22 Airport link should that line ever get beyond the drawing boards.

By purchasing the corridor, GO will not only have better control of train operations, it will be able to retain ownership of the substantial improvements needed to accommodate all of the new services.

The press release is silent on the matter of funding.

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Metrolinx New Speak

Roger Brook passed on to me a formal reply from the Ministry of Transportation to various questions about the Metrolinx/GO merger.  In the quoted sections below, the questions are Roger’s, the answers are from Emna Dhahak, MTO Bilingual Senior Media Liaison Officer, Media and Issues Office.

Both Minister Bradley and Premier McGuinty have dug themselves into a rather deep hole with their convoluted explanations for the changes at GO and Metrolinx.  Rather than simply saying “Metrolinx and GO were always intended to merge and be governed by a board more like GO’s with few politicians”, we get bafflegab.  Not only that, it’s cut-and-paste bafflegab with the same paragraphs repeated in the answers. Continue reading →

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Understanding Union Station

Several reader comments recently talk about various design changes that might be made for Union Station Loop and surrounding areas.  My gut feeling from many of these is that the three-dimensional layout of existing and planned structures in this area is not well understood.

To assist, to the degree I can, this post includes some drawings from the past year and a discussion of how things fit together.  Some of these drawings are partly out of date and they must be read in connection with my notes here.  The intention is to give an overview, not a definitive set of plans.  The linked images have an aspect ratio wider than the thumbnails and more is visible in the large versions.

stationxsectionc

This is a cross section through the subway station looking west with the second platform (in blue) added.  Although not obvious on this drawing, a new glass wall will be added between the south edge of the existing platform and the northbound-to-Yonge track.  The escalator and stairway access to the northbound-to-University platform will be moved to the south edge of this platform giving more space for passengers between the University track and the vertical access paths to the mezzanine.

Also visible in this drawing is a stair up to the moat level from the mezzanine level of the station.  This design predates the “dig down” plans for the GO concourse.  The new lower concourse will be on the same level as the subway mezzanine with a straight access through a lowered moat between the two areas.

Note also that there is a sewer under the moat.  This must be lowered to permit the direct access across the moat.

The mezzanine of the subway station is immediately under street level.  There is no room here to insert an east-west Front Street LRT station below grade.

Note to the TTC:  When are they going to put current information and detailed plans up on the web page which has not been updated (only reformatted) since 2006?  This in an important project, but one needs a personal archive and other sites’ data to see what is going on here.

Continue reading →

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Sheppard LRT Will Go To Don Mills Station

Today’s TTC Commission Meeting was rather short, but it included a discussion of the current state of the Sheppard LRT project.

TTC staff reported that the EA document is now being considered by the Ministry of the Environment who had sought clarification on whether the Sheppard Subway was to be extended.  Staff will formally recommend later in April that the LRT line come into Don Mills Station rather than ending at Consumers Road.

This arrangement simplifies connections with the Finch to Don Mills LRT announced earlier this week.

No details on funding for the project are available, but the TTC is continuing with design, and the City of Toronto is carrying the cost on its own books.

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Ottawa & Queen’s Park Announce GO Transit Improvements

A joint federal-provincial announcement today added a long list of GO transit improvements to the parking lot and the Hamilton Junction grade separation projects.

Among today’s improvements are:

  • Extension of GO Rail service into downtown Barrie (completion in 2011)
  • Expansion of the tunnel at Exhibition Station to provide a new north access, and additional track capacity at this station (completion in 2011)
  • Widening of the Credit River bridge on the Georgetown line to a capacity of three tracks, with two tracks initially on the new structure
  • Refurbishing existing locomotives to improve reliability
  • Adding 20 bi-level coaches to the fleet

Regular readers will know that I railed [sorry about that] against the amount of spending on parking lots announced in February.  Today’s project list is much more oriented to improvement of service and passenger facilities.  Yes, I know that to car commuters, parking is an important part of those facilities, but it’s not the only one.

From a longer range point of view, the planning issue of how parking lots and structures poison station locations remains a big problem.  The Metrolinx plan for “Mobility Hubs” doesn’t work very well without pedestrian-oriented stations and good local bus services.

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Ontario Funds Three Transit City Routes

Today, Queen’s Park announced that it would fund three of the Transit City projects — Eglinton, Finch and the Scarborough RT rehab/extension — as well as upgrading of York VIVA BRT corridors with dedicated lanes.

The announcement is fascinating in places for what it does not say, or leaves for future decisions.  Despite much of the build-it-yesterday rhetoric accompanying the GO/Metrolinx merger, the design and EA processes now under way will run their course.  Indeed, the Transit City projects have been proceeding apace thanks to funding at the municipal level to complete this work without waiting for agencies like Metrolinx to get on board.

The estimated cost for the York VIVA project is $1.4-billion with completion in stages from 2011 to 2013.  Lines that will connect with VIVA include the Spadina and Yonge subway extensions although full funding for the latter is not yet in place.

The Scarborough RT will undergo vehicle replacement, infrastructure upgrades and extension to Malvern Town Centre or to Markham Road.  This project will cost $1.4-billion “depending on the technology choice”, and construction will run from 2010 to 2015.  Connecting lines include “the proposed Sheppard East LRT”.

The Eglinton Crosstown line will run from Pearson Airport to Kennedy with a future extension to Malvern (this is the Scarborough-Malvern TC line).  The line will be tunneled between Keele and Leslie, and the total pricetag is $4.6-billion.  Constuction will run from 2010 to 2016.

The Finch LRT will run from Humber College to Don Mills, and then south to Don Mills Station where it will connect with the “proposed Sheppard Avenue East LRT”.  The project will cost $1.2-billion with construction running from 2010 to 2013.

An obvious question in response to this impressive list is “where’s Sheppard East”?  First off, as I noted above, some lines mentioned in the announcement don’t have funding yet, and the Sheppard LRT is mentioned twice.  Finch is explicitly listed as an LRT project, and the technology choice for the RT is still up in the air (no pun intended).  That choice depends on Metrolinx’ own Benefits Case Analysis (BCA) for Eglinton expected to be available, at least in private session, to the Metrolinx Board this month.  We know that the Scarborough RT BCA looked favourably on the LRT option.

There isn’t much point in building one lonely LRT line up on Finch if it wouldn’t be connecting with a larger network, and I think this suggests a larger LRT network is in our future.

Although the source of funding for Sheppard isn’t announced yet, Mayor Miller speaks of construction starting this year on Transit City.  The only place that is possible is on Sheppard.  Also coming up will be the new streetcar order for the “city” network, yet another opportunity for substantial provincial funding.  I suspect there are more rabbits waiting to pop out of one or more hats.

Finally, lest our friends to the west think I have ignored them in my haste to talk about Transit City, Queen’s Park will also fund rapid transit studies in Hamilton.  No technology is mentioned.  There is strong political support for LRT in Hamilton, but will Queen’s Park and Metrolinx let them build anything more than BRT.  A lot depends on what the studies will reveal about demand and development impacts.

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Union Loop: Trading One Bad Design For Another? (Update 1)

 

I have received a drawing of Union Station Loop that shows its end-state configuration including provision for all services.  This drawing is different from the version in the Queen’s Quay Revitalization document in (a) showing the full length of the west platform and (b) clarifying the staging of implementation for different routes.

The orange section is the first phase to expand capacity onto two platforms.  The pink section would be added to serve the Port Lands development, and the blue section for Bremner.  In its final configuration, according to the TTC:

The currently-proposed layout would ultimately have all of the service to and from the east on the platform under the east teamway allowing us to run two routes/branches from the east, one of which could be a 60m train. Service to and from the west would load under the west teamway with a Queens Quay route (509 or 510, not both) loading on the northern-most platform and the Bremner service loading on the southern-most platform. All of the platforms would operate independently from each other allowing flexibility for service management.

Original Post from March 29:

In my enthusiasm for the new Queen’s Quay designs, I neglected to look carefully at the current scheme for Union Station Loop, especially in the context of plans to build the expanded loop in stages.

Back in the days when the existing loop was designed, Philip Webb and I had a rather testy meeting with TTC Engineering about the capacity of this loop.  Outrageous claims were made for its ability to handle riders even though the TTC (a) completely missed the loss of platform space to carbody swingout and (b) assumed the full capacity of the corridor would be available for passenger flow rather than being used for stacking space as it is today.  The loop is and has been for some time grossly inadequate, and it is a monument to the TTC’s pig-headedness. Continue reading →