Broadview Avenue Reconstruction Summer 2018

This summer, the TTC will rebuild the special work at the intersections of Broadview with Dundas and with Gerrard, as well as replacing the tangent track between these two locations. Minor repairs are also planned between Gerrard and Danforth.

This post will track the progress of the work.

Thursday, June 28, 2018

By the fourth day of the project, the old intersection had been demolished and the new concrete foundation was nearly ready for the new track.

Sunday, July 1, 2018

On day seven, the intersection is fully in place, and work is in progress on various connecting tracks.

Pending Work

The next stage planned for about July 9 will shift the focus to the tangent track between Dundas and Gerrard. This segment has already been built to “new” standards, and will only require excavation down one layer to expose the top of steel ties already in place. The new track (now stored north of Queen) will be pulled into place and clipped to the ties.

A few weeks later, the intersection at Gerrard will close for complete reconstruction. 504 King and 505 Dundas buses will shift to use the roads connecting to Gerrard at St. Matthews. 506 Carlton buses will divert via River, Dundas and Logan both ways.

11 thoughts on “Broadview Avenue Reconstruction Summer 2018

  1. Will watch the streetcar track construction on Broadview Avenue once they start extending the tracks SOUTH into the Port Lands.

    Steve: That’s a very long way off. John Tory talks a great line about waterfront development, but transit is way down in his priority list, at least for LRT. As for DoFo, he will probably be content to say “we’re doing something” based on the DRL, even though he will be long gone from office before it ever opens, probably before it even starts construction.

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  2. They should at least lay the foundation for track extensions eastwards on Dundas Street East for eventual connection with the DRL at Gerrard Station.

    Steve: Not happening. Also, the loop for that extension has been deleted from the plans for Gerrard Station.

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  3. Are we finally getting the north to west curve at Gerrard? Stay tuned!

    Steve: The surveying marks at that corner were not complete when I last visited on July 1, but there is nothing that indicates a new curve is coming, yet.

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  4. It will be a pity if the TTC miss this chance to install the extra curve at Gerrard – a few years ago they looked at lots of possible additional curves and a Report to the Board (which I cannot find on TTC site) was produced. This was one of the comparatively few that was deemed ‘useful’ and worth adding when they next re-laid the special track-work.

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  5. Like others, I do wonder whether this work is being taken full advantage of to maximize efficient future service.

    By which I mean, not just possible introduced/restored curves, but any improvement that would allow smoother service flow.

    In my experience most of the service on Broadview itself operates fairly well w/logjams usually at or near Danforth.

    In that case is this a good moment to remove the stop right at Danforth?

    Steve: The northbound stop has already been removed. The southbound one does not create logjams. In fact the biggest problem northbound has always been parked cars chewing up capacity in the curb lane. Changes were made to parking hours, but some negotiation with the local BIA and councillor were required to fine tune this.

    Can any changes be made which would reduce conflicts w/turning (or other) vehicles?

    Steve: There is already a fairly long advanced green northbound which, if anything, delays southbound service. It appears that this one works on a timed basis whether there are cars waiting to turn or not, although it may also be controlled by approaching streetcars, if any. The east-to-north advance green adjusts to the presence or absence of cars in the left turn lane.

    What about putting in that short-turn loop at the Green P by Queen/Broadview.

    Steve: The TTC has no plans to do this currently. If they need a short turn east of downtown, they use Parliament/Dundas, or more recently, Distillery Loop. I am not sure that a loop at Queen would add much.

    Are improvements to light timing on the way?

    Steve: No. See notes above.

    Can flow be better managed at Broadview short of massive capital project?

    Could this be the moment to further tighten parking restrictions, when you’ve broken the habit of people whose road is currently closed, you can re-sign w/new prohibitions or restrictions where they would be helpful to the TTC.

    Steve: The merchants put up with the shutdown, grudgingly, because they know it is not permanent. It is not the TTC’s decision, but the city’s.

    One just has a nagging worry that the TTC doesn’t think a step ahead w/projects (see Broadview’s platforms not being able to handle 2 Flexities when extensive renovations were made only a few years ago.

    Steve: Broadview Station was planned based on ALRV-length cars which is what Toronto was going to get until they changed to the longer Flexitys.

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  6. Thanks for all the insight Steve!

    Follow up, can anything be done to Broadview to allow for 2 Flexities on either (or both) platforms without spending massive gobs of money?

    Is there any other way to avoid the issue of a backlog of streetcars waiting to enter the station?

    Steve: Part of the problem is that both routes have too much running time, but there is always a trade off between that and a situation where short turns are endemic. There is also a question of work rules and scheduling. Step back crewing was supposed to be introduced at least during peak periods so that operators could have breaks at terminals even while their vehicles didn’t (the same tactic is used on the subway), but with both routes on temporary bus operation, I think it’s business as usual right now. I will try to find out what is planned for later this year when the streetcars return.

    Extending the loop into the TPA lot is possible in theory, but the platform alignment dictates the layout today (it aligns with the subway structure underneath) and changing it would be complicated and, yes, “massive gobs of money” would be needed.

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  7. Some of you mentioned adding extra curves to the intersection and ideally we would have all possible curves at all possible locations but the questions to ask are:

    1) Does this justify the extra cost?
    2) Is it good value for money?
    3) Does this justify closing the intersection for that much longer? Keep in mind that this is an intersection with a major hospital and the longer that you close it for, the more lives will be lost.

    These issues need to be studied before spending taxpayer money on any discretionary curves that are not mandatory.

    Steve: I will answer your questions seriously although your assumptions show a woeful lack of knowledge of how intersections are built.

    First off, the length of time needed to rebuild with an extra curve is roughly the same as without it. The work will involve removal of the complete existing track structure, pouring a new foundation, and then installing the new intersection in panels on top of this. (You can see an example of this process in several of my articles on the subject.) The new curve would be right in the midst of the structures that are being replaced, not a net addition to the size or excavation requirements. The intersection is pre-assembled off site and then trucked to the work location in panels. There will likely be nine: one for the central diamond and one for each of the eight approach tracks and associated switches. This is the same as we have seen at other locations such as Parliament and Dundas.

    The value of the curve is that it would provide a missing part of a potential diversion of service so that, for example, Carlton cars can divert between Broadview and Coxwell via Queen. This is only possible eastbound with the existing layout. There will be a relatively small extra cost because of additional parts in the new trackwork, but the big cost is simply digging up the street in the first place. There was a TTC report some years back regarding proposals for various additional curves, and only a few, this one included, made the cut. There has already been a review of the worth (or not) of the proposals. There is a link to the report earlier in the comment thread.

    The “major hospital” you speak of is a rehab hospital, Bridgepoint, formerly Riverdale, and it does not provide acute or emergency care. In any event it remains accessible via separate roadways. The fact you don’t know this tells me a lot. No lives will be lost, and you are being alarmist just for show.

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  8. This is off-topic, but have you heard any news about the two-hour time-based transfers? For something coming in less than one month, I would have thought that there would be more status updates and other reports about it.

    Steve: It’s supposed to be coming at the end of August. I think TTC is holding off on publicity until closer to the date.

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  9. I see. I guess they’re trying to time it for the election.

    Steve: Actually the timing is dictated by both the TTC’s needs and other utilities, notably Toronto Water. Work on this scale is done every year, and is not necessarily a question of track maintenance. For example, both Adelaide and Jarvis Streets will have major water main replacements underway that will limit their capacity through the summer and fall.

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