[Jonathan's Junction]

I find it to be the opposite problem. Tons of LPIs when there are zero pedestrians. Just wastes my time as a driver. Why have an LPI when there's not a soul in sight? The lack of logic boggles my mind.

The LPI problem can be mostly be solved if we allow green through arrows at the same time, as many places in Quebec do. Since through traffic does not interact with pedestrians, there is no reason not to allow it at the same time as an LPI.

 

[Sauga89]

The documents for Metrolinx's board meeting next week included this slide.

 

[JSF-1]

1)
I wasn't sure where to post this, but since it is semi related I will post it here. I am working on a remake of my video on the Eglinton West Subway so I went down to the Reference Library to get some more information and pictures, and boy do I have a lot of pictures to share:

I got these pictures from the 1993 Environmental Assessment

This first picture shows the considered alignments to the Airport (more on that later)

These next 3 show the alignments considered for the route including ones along Lawrence, and Dixon Road.

These next four show the proposed alignment west of the York Centre Area. Specifically it looked at running the line elevated over Black Creek and then dive underground before Weston. It would then run Elevated through the Eglinton Flats area before diving back underground west of Scarlett. Exactly like the Crosstown is planned to do. Eventually they decided the entire line should be underground so all of these elevated sections were dropped.

This last one is for the line running up Weston Road. They legitimately considered running the line Elevated along Weston Road to Dixon.

These next 3 images are just maps showing the 3 primary proposed alignments:

 

[JSF-1]

2)
These next three images are the line plates from York Centre to Eglinton West

These next five are the line from Martin Grove to York Centre

These next five are the same route just in an open-cut trench on the north side of Eglinton instead of underground, then diving underground west of Scarlett before going over the Eglinton Flats are on an Elevated structure and then diving underground again.

 

[JSF-1]

3)
These five images show the line from Martin Grove to York Centre as a BRT line.

These next three are for the line as an LRT. This shows the route from Eglinton West to York Centre. It's worth pointing out then when they examined LRT they considered both linked together ALRV's and High-Floor LRV's like those used in Calgary and Edmonton.

These next five are the LRT to Martin Grove. As an LRT the plan would have seen the line elevated from Jane Street all the way to Martin Grove (probably how the Crosstown would have been if part of the corridor hadn't been sold off for redevelopment).

 

[JSF-1]

4)
These three images are for the line a an "MRT" which was their way of classifying ICTS trains.

These next five are from Martin Grove to York Centre as MRT. Here the route would have used a mixture of elevated and underground alignments.

These next five show the considered alignments to the airport. Option C would end up being the preferred option which means by 1993 the line wasn't supposed to go to Renforth but instead up to Carlingview and Dixon. Service to Renforth was to be provided by a busway. So either the change to a Renforth specific alignment occurred in either 1994/95 or there is a lot of misinformation around about how the line was to get to the airport. This extension would be largely at-grade with brief underground segments at Skyway, Carlingview, and under the highway interchange. There would be a brief elevated structure to cross the Mimico Creek.

 

[JSF-1]

5)
These images are a more detailed look of the routes preferred alignment from Eglinton West to Carlingview Drive.

 

[JSF-1]

6)
Continued from the previous post:

This image shows a detailed look at the wye which would connect the Eglinton West Line to Line 1 allowing for EW trains to be stored at Wilson Yard.

These next four images show the busway that would have run from Martin Grove to Renforth.

 

[JSF-1]

8)
These last images are just a more detailed view of the individual stations.

 

[JSF-1]

9)
This last post is just images of all the alternate alignments that had been looked at.

 

[Jolene]

Thank you for sharing! It's facinating to see for sure.

 

[Dan416]

These next 3 images are just maps showing the 3 primary proposed alignments:
View attachment 746055

I mean the current Eglinton West Extension under construction is very very close to this alignment.

For comparison:

https://assets.metrolinx.com/image/upload/f_auto,c_limit,w_3840,q_auto/Images/Metrolinx/ECWE_Map_-_June_2024

 

[Amare]

Great digging @JSF-1, appreciate your patience in sharing all that information with us and for digging all of that out.

Such a shame that all this work went to waste because of the most useless and idiotic politician in Ontario political history (aka Mike Harris).

Maybe we should mail him all of these so he can take a look through while his busy reminiscing about how helped ruin the province and long-term care homes.