Waterfront East LRT: June 2021 Update

Various projects for transit in the waterfront are working their way through a Waterfront Reset process. On July 7, 2021, there will be an update to Toronto’s Executive Committee on the status of transit projects including the Waterfront East LRT. Staff hope to take an updated Business Case based on the preliminary design to Council in Fall 2021.

The City of Toronto, Waterfront Toronto and the TTC held an online update and consultation session for the Waterfront East project on June 21, 2021. This covered several points and included significant changes in scope and design.

  • The new Union Station Loop will be fully built in one stage rather than a half-now, half-later approach. The full capacity of the new loop will be required to serve development underway and planned in the waterfront.
  • The new Queens Quay Station will include connections (some provisional) to adjacent buildings and to a tunnel under Queens Quay to the Ferry Docks.
  • The eastern portal location will be west of Yonge Street in front of the Harbour Castle Hotel. The hotel’s entrance will be relocated to the eastern face of the building at a new entryway to be constructed by extending Yonge Street southwards over what is now the Yonge Street Slip.
  • The western portal will receive an architectural treatment that will echo the new east portal.
  • The work will be staged so that through streetcar service could operate to the eastern waterfront from existing trackage on Queens Quay West while the Bay Street tunnel is closed for reconstruction of the stations.
  • Queens Quay East will continue a street design similar to that on the portion west of Bay with modifications to better clarify the pedestrian and cycling areas.
  • As previously planned, the Parliament Slip will be partly filled to allow extension of Queens Quay directly east to meet a realigned Cherry Street. This design is no longer entangled with plans advanced by Sidewalk Labs.
  • The first phase of streetcar service will extend east to Cherry and south to a new loop at Polson Street.
  • There are four options for the connection north via Cherry to Distillery Loop one of which would require relocation of the existing (but inactive) Cherry Street Tower in the rail corridor which is now immediately south of the loop. The most likely of these is a new portal for the streetcars east of the tower.
  • Following construction work on Bay Street, the surface level will be redesigned to improve its appearance and provide more room for pedestrians and cyclists.

The City’s presentation deck is arranged slightly differently from the sequence in this article because they focused on design exercises for each segment of the line. Here I have tried to pull some related matters together.

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The Long Arm of Metrolinx

Doug Ford wants his pet transit projects built now and will sweep away any opposition. His agency, Metrolinx, is more than happy to oblige if only to make itself useful.

There was a time when the Tories hated Metrolinx as a den of Liberal iniquity, but Phil Verster and the gang made themselves useful to their new masters with new plans. Ford returned the favour with legislation giving Metrolinx sweeping powers in the Building Transit Faster Act. In particular, Metrolinx has review powers over any proposed activity near a “transit corridor” (anything from building a new condo to extending a patio deck) lest this work interfere with their plans. They also have right of entry, among other things, to perform their works.

Metrolinx describes the various aspects of review in Building near a Metrolinx transit corridor

Operative language in the Act is extremely broad about “transit corridors”:

Designating transit corridor land

62 (1) The Lieutenant Governor in Council may, by order in council, designate land as transit corridor land if, in the opinion of the Lieutenant Governor in Council, it is or may be required for a priority transit project. 2020, c. 12, s. 62 (1).
Different designations for different purposes

(2) The Lieutenant Governor in Council may designate the land for some of the purposes of this Act and not others, and may later further designate the land for other purposes of this Act. 2020, c. 12, s. 62 (2)
Notice and registration

(3) Upon land being designated as transit corridor land, the Minister shall,

(a) make reasonable efforts to notify the owners and occupants of land that is at least partly either on transit corridor land or within 30 meters of transit corridor land of,

(i) the designation, and

(ii) this Act; and

(b) either,

(i) register a notice of designation under the Land Titles Act or Registry Act in respect of land described in clause (a), or

(ii) carry out the prescribed public notice process. 2020, c. 12, s. 62 (3); 2020, c. 35, Sched. 1, s. 4.

Building Transit Faster Act, S. 62,

Note that there is no requirement that land actually be anywhere near a transit project, merely that it “may be required for a priority transit project”.

“Resistance is futile” should be the Act’s subtitle.

Metrolinx has a diagram in Doing construction work near a Priority Transit Corridor which shows the bounds of their interest.

In various community meetings, the assumption has been that the “corridor” corresponds to the bounds of Metrolinx’ property, but that is not the case. A much wider swath has been defined in several corridors reaching well beyond the wildest imaginations of what might be affected lands. Needless to say this has not endeared Metrolinx to affected parties for “transparency”.

This applies to the “priority” corridors: Scarborough Subway Extension, Richmond Hill Extension, Eglinton West Extension and, of course, the Ontario Line.

In addition, there are constraints around GO Transit corridors, as well as separate Developer’s Guides for LRT projects in Toronto and on Hurontario. Note that these predate the election of the Ford government, and rather quaintly refer to the Eglinton West and Sheppard East LRT corridors. Although it is mentioned in the text, the Eglinton West Airport Extension is not shown on the map.

There is an interactive map page on which one can explore the bounds of areas where Metrolinx asserts various rights of review, control and entry. It is tedious, and one must wait for all of the map layers to load to get a complete picture. But fear not, gentle reader, I have done the work of wandering through the GTHA on this map and taking screenshots to show each line. I have attempted to maintain a consistent scale for the snapshots of the maps. All of them are clickable and will open a larger version in a new browser tab.

Readers should note that the areas of influence/control for Metrolinx corridors discussed here are separate from the effects of MTSAs (Major Transit Station Areas) on development around rapid transit and GO stations, a totally separate topic.

I will start with the Ontario Line because it is the most contentious, but Metrolinx territorial ambitions do not stop there.

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Waterfront LRT Public Consultation: June 21, 2021

The City of Toronto, TTC and Waterfront Toronto will be holding an online consultation to bring interested parties up to date on plans for the Waterfront East LRT. Links to register for and join the meeting online are available at the City’s Waterfront Transit page.

This round will cover the following topics according to the City’s announcement:

  • Initial design work for the extension of Queens Quay from Parliament Street to the Distillery Loop, including options for getting under the rail corridor
  • Design updates for the surface section on the LRT and Queens Quay East streetscape, including an update on the Yonge Street Slip
  • Progress update on the design of the underground section of the LRT from Union Loop to the proposed portal locations on Queens Quay East, and a new design concept plan for Bay Street following completion of underground works
  • An update on project phasing and implementation
  • An overview of the upcoming Transit Project Assessment Process (TPAP) for the project
  • An update and a summary of feedback from the February consultations

Materials from past consultations are available on the City’s page linked above.

Where Is The Grass?

With the recent interest in testing activities on the Eglinton Crosstown, and the inevitable flurry of photos that will appear in coming weeks, a question popped up on social media recently: where is the grass?

Illustrations of the line’s eventual state vary, but there are two examples below that clearly show a grassed right-of-way, at least in some locations. [Source: Early Works Open House Presentation]

I asked Metrolinx about the extent of the line that will be grassed, and when we might see more about this. Here is their reply [email from Metrolinx Media Relations, June 1, 2021]:

  • There will be grass across the full width of the Guideway, with the exception of bridges and underpasses, Stop platforms, intersections, and where roadway vehicular, pedestrian and/or emergency services access is required.
  • Plant material of the Green Tracks shall be selected from suitable species of sedum or grass that are low maintenance and resilient to track conditions such as drought, salt, frost and cold, urban pollution, heat, and pulling wind forces of the vehicle.
  • Vegetation surface of the Green Tracks shall be harmonized with the whole track system.
  • We’ll have more details to share closer to the project’s completion.

If I learn more about Metrolinx’ plans, I will update this article.

Streetcars Come To Scarborough

On May 25, 2021, Metrolinx moved the first of its test LRVs from the Mount Dennis maintenance facility at the west end of the new Eglinton Crosstown route to the more-or-less completed section of the line between Brentcliffe and Birchmount. This move was done by truck and trailer as the central tunnel section is not yet available. There is no definitive date for the tunnel to open for testing all the way east to Brentcliffe Portal, let alone for revenue service.

The cars are delivered to a temporary ramp installed at Rosemount Drive (between Birchmount and Ionview) where they are unloaded. From that point, they run under their own power.

Initial testing will be at low speed to check clearances and track geometry, and Metrolinx will then move up to regular service speeds and train operation. When cars are not out on the line for tests, they will be stored inside of the tunnel west of Brentcliffe portal.

Photos and videos of this event are on the Metrolinx Blog, and a selection sent to me by Harold McMann (to whom much thanks!) appears below.

And, yes, of course they are “Light Rail Vehicles”. A rose by any other name …

Billions Promised for Toronto Transit

May 11, 2021, brought a shower of money, or at least promises of money, onto plans for rapid transit in Toronto. The federal government announced a total of $10.7 billion to fund a 40 per cent share in the Ontario, Scarborough, Yonge North and Eglinton West projects.

May 12 brought another, albeit smaller, promise of $180 million each from the federal and provincial governments to fund expansion of the streetcar fleet on which Toronto already planned to spend $208 million.

On May 13, a funding announcement for the Hamilton LRT line is expected. This is a project the province had tried to kill.

Combined with their recently announced national transit funding program, the federal Liberals are making a real splash in the transit pond, at least for big-ticket capital projects.

Before we all head out for a socially distanced beer or champagne celebration, there are important caveats.

Why 40 Per Cent Isn’t Necessarily 40 Per Cent

When the federal government agrees to fund a project, the dollar value is (or more accurately will be) “as spent” dollars without any provision for inflation. If Queen’s Park says that the Ontario Line is going to cost $10.9 billion, that’s what the 40 per cent is calculated on. Add-ons or inflation will be entirely on Ontario’s dime, unless a future federal government takes pity.

The last time a subway project ran out of money due to a hard cap on the “commitment” was with the Sheppard Subway’s terminus at Don Mills. Ironically, it was a conservative provincial Premier, Mike Harris, who capped spending on that project, and Toronto did not have enough money to continue east to Victoria Park, much less beyond to Scarborough Town Centre.

Cost overruns on the Vaughan subway extension were shared by Toronto and York Region.

The announced costs for the four Ontario key projects in Toronto are:

  • Ontario Line: $10.9 billion
  • Yonge North: $5.6 billion
  • Scarborough: $5.5 billion
  • Eglinton West: $4.7 billion
  • Total: $26.8 billion

“The federal government is contributing 40% of each project, up to a total of $10.4 billion” according to Infrastructure Canada’s announcement. This could give leeway for allocations to move between projects, but sets a total on the group.

This puts all four projects in a box, and will make adding costs to them very difficult because there will be no matching federal dollars. The dubious nature of the spending, notably on the Eglinton West underground alignment, appears to be of little concern to the feds who do not want to be seen as interfering in local decisions.

That stance takes an odd turn when we see that there are conditions on this support, although I suspect that many are window dressing.

The federal government understands that every taxpayer dollar invested in public transit must have multiple benefits including creating good jobs, building more equitable and inclusive communities, and tackling climate change. That is why the federal government’s funding is dependent on satisfying conditions including demonstrating how the investments will drive down emissions and build resilience, substantive environmental reviews, ensuring affordable housing along the line, incorporating accessibility, mitigating local concerns, maximizing benefits for communities including through Community Benefit Agreements, and meeting employment thresholds for underrepresented communities including Black, Indigenous and people of colour, and women.

Just what is meant by “substantive environmental reviews” and “mitigating local concerns” is anyone’s guess especially in light of Canada’s rejection [22 MB PDF] of a requested environmental review of the Ontario Line. In brief, the feds hold that there are provincial and municipal processes in place to address concerns, and moreover that there are few areas of federal jurisdiction touched by the Ontario Line.

Metrolinx projects already provide accessibility and include Community Benefit Agreements. These “requirements” simply reinforce what they are already doing.

The Ontario Line is under fire in at least two locations, Riverside and Thorncliffe Park, because of intrusions on the community. In Riverside, the debate is over underground vs at grade construction, as well as the proposed alignment, and Metrolinx’ possible misrepresentation of the combined GO Transit and Ontario Line corridor from the Don River to Gerrard. In Thorncliffe Park, the proposed maintenance yard requires the expropriation of a group of offices and shops that form a community centre. A Mosque is also affected, although it plans to move to another building nearby.

Changing the design in either of these areas will almost certainly raise costs, and the project cap will be used to counter any such proposals. Oddly enough, this was not an issue on Eglinton West which is going undergound at a cost of nearly $2 billion so that the good people of Etobicoke do not have to see streetcars in their neighbourhood. That decision is now baked into the project cost, and Metrolinx is on the verge of awarding the tunneling contract.

The planned alignment of the Yonge North extension under the Royal Orchard neighbourhood is also under fire, although Metrolinx claims that the line will be so deep it will have no effect on the residential community above. That is an intriguing claim given that the tunnel portal is in the GO rail corridor and the trains will not leap instantly from deep underground to the surface.

The Scarborough decision has long been a fait accompli, but the current announcement commits the feds to a 40 per cent share of the expanded project.

More Streetcars for Toronto

In 2020, the TTC proposed that the streetcar fleet be expanded by 60 cars, and the City signed on to fund 13 of these. The remaining 47 are now funded by contributions from the other governments, a move that will keep Thunder Bay happy with a vehicle order to keep the now-Alstom (formerly Bombardier) plant going. Some work will also go to the Alstom plant in La Pocatière, Québec.

The subway extensions will also need new cars, but unlike the streetcar fleet, there is no open contract to simply be extended. It will be interesting to see how additional cars for Line 1 and a new fleet for Line 2 will be tendered, and what political machinations will bear on the vendor selection.

The expanded streetcar fleet will not all fit in existing facilities at Leslie, Russell and Roncesvalles. The TTC plans to renovate Harvey shops at Hillcrest as a small carhouse serving (at least) the 512 St. Clair route. The existing streetcar maintenance facilities at Hillcrest were designed in the 1920s for standard sized streetcars and could only host a few Flexitys at a time during the early testing and acceptance period.

Now that the full order for more cars has funding, the Hillcrest renovations can proceed.

Left at the Altar

Important projects which might benefit from federal funding are still sitting in limbo including:

  • Eglinton East LRT to UTSC and Malvern
  • Waterfront East LRT to Broadview
  • Line 2 Bloor-Danforth Automatic Train Control and fleet renewal
  • New Line 2 maintenance facility west of Kipling Station (Obico yard property)

There is a separate federal program to fund transit, but that is already partly earmarked for electrification of the bus fleet and garage upgrades. How much will be left for other projects remains to be seen.

With all of this new money for Toronto transit, the TTC needs to update its Capital Plan to reflect the current status of project funding and the remaining budget shortfall. We might have billions worth of promises, and even a few celebratory bottles to drink, but there is a long way to go thanks to decades of deferred investment.

Infrastructure Ontario’s April 2021 Update

Infrastructure Ontario issues quarterly updates about the projects it is managing for P3 procurement, and I have been tracking the transportation items on this site. Their April 2021 Market Update came out on April 8, but I have been waiting for clarification of some issues before posting here.

Here is a spreadsheet tracking changes in project status since these updates began.

Items highlighted in yellow have changed since the last update.

Note that this report only covers the procurement portions of Metrolinx projects that are undertaken through Infrastructure Ontario. Contracts that are in construction, or are directly tendered and managed through Metrolinx outside of the P3 model, do not appear here.

Ontario Line, Line 1 North Extension (Richmond Hill Subway), Line 4 Sheppard East Subway

There are no changes to these projects in this update.

Line 2 East Extension (Scarborough Subway)

As previously announced, the tunneling contract gets underway this spring. The contract for the remainder of the project (stations etc.) enters the Request for Qualifications (RFQ) stage this spring/summer, but contract execution is not expected until spring 2023.

Note that vehicles for the extension will be procured as part of a TTC order for fleet expansion and renewal that does not show up in the IO updates.

Line 5 Eglinton West Extension

As previously announced, the tunneling contract gets underway this spring. There is no date yet for the remainder of the project to enter the RFQ stage.

GO Expansion Projects

Metrolinx came up with a new term for procurement, the “alliance” model where more responsibility for the project is shifted back onto Metrolinx as owner rather than expecting bidders to take on a substantial project risk. This showed up in the Union Station platform expansion project early in 2020.

In this round of updates, things appear to have gone a step further. Three projects (Lake Shore East and West Corridors, and the Milton Corridor) are reduced in dollar value. I asked Infrastructure Ontario about this, and they replied:

Since the previous Market Update (Dec 2020), there have been some changes in scope of work for these projects. Items which have been descoped may be carried out by Metrolinx in the future under separate, traditionally-procured contracts. The intent is to better manage risks and costs with respect to the GO Expansion program.

As these projects remain in procurement, we will provide further updates this spring/summer.

Email from Ian McConachie, IO Media Relations, April 9, 2021

Specific changes by corridor:

CorridorChange (per Infrastructure Ontario)Previous CostUpdated Cost
Lakeshore WestDescoping of Exhibition Station in-corridor enhancement works and track improvements, Clarkson Station and Bronte Station in-corridor enhancement works.$500M-$1B$200-500M
Lakeshore East-Central Descoping of Scarboro Golf Club Works and 2.5km of grading (previously part of LSE-E) and deferral of Highland Creek Expansion $200-499M$100-200M
Milton Descoping of Station Operations West Facility and replacing the pedestrian tunnel with a pedestrian bridge. $100-199M< $100M

The project formerly called “Milton Corridor” is now called “Milton Station”.

A separate project line, Lakeshore East-West Corridor, dropped off of the IO Update in mid-2020. The project was transferred to Metrolinx for delivery as a non-P3 contract.

The comment about “better manage risks and costs” is telling here, and it implies that the P3 model has not worked out as favourably as hoped for all of Metrolinx’ work. In some cases it is simpler and cheaper to just go out and buy/build something yourself than to set up elaborate machinery for others to do this for you.

Notably the $10B GO “ON-Corr” project which entails a complete restructuring of GO including future operation, maintenance and electrification has not changed status in a year. With GO’s ridership uncertain in the near term, projecting just what Metrolinx might ask a P3 to undertake, let alone contracting for it, is like peering into a very cloudy crystal ball.

TTC Transit Expansion Update

At its February 10, 2021 meeting, the TTC Board receive a long report entitled Transit Network Expansion.

The raison-d’être for the report is to obtain the authorization to increase staffing by 34 positions that would be funded by Metrolinx, but would be part of the TTC’s stucture. Many aspects of projects underway by Metrolinx depend on TTC input and acceptance because they affect lines the TTC will operate and, at least partly, maintain. A new Transit Expansion Assurance Department within Engineering & Construction. The authorization include provision for temporary expansion beyond 34 should this be required.

This move is intriguing because it implies Metrolinx has accepted that it cannot build new lines completely on their own without TTC input, especially when they will operate as part of the TTC network.

The report also requests authorization for:

[…] the Chief Executive Officer, in consultation with the City Manager, City of Toronto where applicable, to negotiate a Master Agreement and/or other applicable Agreements with the Province and/or any other relevant provincial agency for the purposes of the planning, procurement, construction, operations, and maintenance of the Subway Program, in accordance with Board and City Council direction, and to report back to the Board on the results of such negotiations. [pp. 2-3]

There is a great deal more involved in building and operating transit projects than holding a press conference with little more than a nice map. Now comes the hard part of actually doing the work. Whether Metrolinx will negotiate in good faith remains to be seen, but the TTC and Toronto appear to be less willing to hide Metrolinx’ faults in light of the Presto screwups.

Another recommendation has a hint that all is not well with consultations, as that should be any surprise to those who deal regularly with Metrolinx.

Request Metrolinx to conduct meaningful engagement with the TTC’s Advisory Committee on Accessible Transit (ACAT) as part of the Project Specific Output Specification (PSOS) review and design review for all projects within the provincial programs. [p. 3]

The operative word here is “meaningful”. ACAT has already complained of difficulties with Metrolinx including such basics as poorly designed elevators on the Eglinton Crosstown line that cannot be “fixed” because they have already been ordered.

Right from the outset, the TTC claims to have a significant role, a very different situation from the days when Metrolinx claimed it would be easy for them to take over the subway system.

The TTC continues to play a key role in the planning, technical review, and implementation of all major transit expansion projects in Toronto and the region. These include the Toronto Light Rail Transit Program and the provincial priority subway projects, referred to collectively as the “Subways Program”: the Ontario Line; the Scarborough Subway Extension; the Yonge North Subway Extension; and the Eglinton Crosstown West Extension. [p. 1]

In support of the staffing request, the report goes into great detail on many projects:

Two projects are not listed among the group above, but there is a description buried in the section on Bloor-Yonge expansion.

  • Overall subway system capacity and service expansion
  • Any discussion of the Line 2 renewal project

There is no discussion at all about renewal and expansion of surface service. This is just as important as new lines, but it is not seen as “expansion” with the political interest and funding that brings. Yes, this is a “rapid transit” report, but the core network of subway lines dies without the surface feeder routes, and many trips do not lie conveniently along rapid transit corridors.

The map below shows the location of most of the projects, but there are some odd inclusions and omissions.

  • The RapidTO bus corridors are not included.
  • City-funded GO stations at St. Clair/Old Weston, Lansdowne, King/Liberty, East Harbour and Finch/Kennedy are shown.
  • GO funded stations at Woodbine Racetrack, Mount Dennis, Caledonia and Park Lawn are shown.
  • The planned improvement at between TTC’s Dundas West and GO’s Bloor station is not shown, nor is any potential link between Main and Danforth stations.
  • SmartTrack stations are shown, but there is no discussion of how GO or ST service would fit into the overall network.

The following two maps have attracted a lot of attention, although they do not tell the full story. Much as I am a streetcar/LRT advocate, the presence of the entire streetcar network here is misleading, especially in the absence of the RapidTO proposals. Some of the streetcar lines run in reserved lanes, although thanks to overly generous scheduling some of them are no faster than the mixed-traffic operations they replaced (notably St. Clair). However, most of these routes rank equivalently to the bus network in terms of transit priority. If we are going to show the streetcar lines, why not the 10-minute network of key bus route?

The map is also distorted by having different and uneven scales in both directions. The size of downtown is exaggerated while other areas are compressed.

For example, the distance from Queen to Bloor is, in reality, half that of Bloor to Eglinton and one quarter of Eglinton to Finch. It is also one quarter of the distance from Yonge west to Jane or east to Victoria Park. For comparison, the TTC System Map is to scale, and it shows the city in its actual rectangular form.

This map gives an impression of coverage, but masks the size of the gaps between routes as one moves away from the core. Bus riders know all about those gaps.

By 2031, the network is hoped to look something like this. No BRT proposals are shown, but we do see the waterfront extensions west to Dufferin, and east to Broadview (East Harbour). Also missing are the GO corridors which, by 2031, should have frequent service and (maybe) attractive fares. They are (or should be) as much a part of “Future Rapid Transit” as the TTC routes.

This map is trying to do too much and too little at the same time. It also reveals a quite selective view of “regional” transit.

I am not trying to argue for a map that shows every detail, but it should exist (a) in scale and (b) in formats with overlays showing major parts of the network and how they relate to the overall plan. When people concentrate on the pretty coloured lines, they tend to forget the other equally important parts of the network.

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Waterfront East LRT Virtual Public Meeting

Updated February 16, 2021 at 10:00 pm: The discussion of the new design for Union Station has been updated with additional info from the Waterfront Transit Team describing the smoke control design of the station as well as a clarifying of the change in elevation of the tracks. Thanks to them for these details.

Updated February 18, 2021 at 6:00 pm: Additional and revised drawings from the public presentation on February 17 have been added to this article.

Waterfront Toronto, the City of Toronto and the TTC will hold an online public meeting on Wednesday, February 17, 2021 from 7:00 to 8:30 pm with updates on design work for the eastern leg of the Waterfront LRT to Cherry Street and associated changes to Queens Quay East.

The presentation deck for this meeting is online, and there are introductory videos by Nigel Tahair, the program manager in City Planning, available from the project’s website. All drawings in this article are taken from that presentation, or from the condensed version used at the public meeting.

[Full disclosure: I have participated in Advisory Committee meetings for this project, but have not published info from these discussions as they were works in progress.]

This project has been in the works for a very long time. When the Cherry Street service began in June 2016 (itself the subject of a long design process for the West Don Lands), the intent was always to continue south and link up with a line on Queens Quay East. Design work for that branch of the LRT is finally underway. Along the way it has been diverted by issues such as appropriate method of linking Union Station to the waterfront, development options in the Cherry/Queens Quay neighbourhood and the role of the proposed Ontario Line.

The current work arises from a motion at Executive Committee on December 10, 2020:

City Council direct the Chief Planner and Executive Director, City Planning and the Executive Director, Transit Expansion Office to report back on the recommended schedule and funding requirements for the Union Station to Queens Quay Link and the East Bayfront Light Rail Transit section of the Waterfront Transit Network, including phasing options and an updated business case, as part of an update on Waterfront Transit Network priorities prior to the 2022 Budget process.”

Project Scope

The study covers three segments of the line:

  • Area 1: The existing Bay Street tunnel and the future junction at Bay & Queens Quay.
  • Area 2A: The original scope of the surface section extending to just east of Parliament Street.
  • Area 2B: The extended surface section from east of Parliament and north to Distillery Loop on Cherry Street.

Note that in the map below, the alignment of Cherry Street is the “new” street that will be built as part of new Port Lands across what will become Villiers Island. The new street jogs west south of the Gardiner Expressway rather than east.

Because expertise in underground construction lies with the TTC, they are designing Area 1. Waterfront Toronto is responsible for Area 2.

The study is also looking at staging options that could extend the scope south and east into the Port Lands.

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Eglinton East & Waterfront LRT Updates

Toronto’s Executive Committee considered a report on the current status of the Eglinton East LRT and Waterfront East LRT projects at its meeting on December 10, 2020.

The primary function of this report is to authorize continued study, not to set priorities nor to discuss funding schemes. As such, its recommendations passed easily because it preserves the convenient fiction of progress without actual commitment. The real battles come when there are $30 billion worth of transit projects and less than $10 billion to pay for them.

In a beautifully ironic touch, the same morning brought news from the Toronto Star’s Jennifer Pagliaro that the Scarborough RT would not last long enough to avoid a shutdown well before the Scarborough Subway could be completed. That announcement raises a raft of questions about Toronto’s transit future that go well beyond Scarborough itself, and I will turn to those issues in a separate article.

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