[junctionist]

I still do not know why these stations along Eginton have to take up valuable land and be centre stage. Do you see this happening along the Bloor line? They space should be reserved for business - retail, restaurants, etc. The design is so suburban like. The only thing missing is parking (I am being sarcastic, in case people actually think that I am saying there should be a parking lot}

The stations will be important public spaces in their respective neighbourhoods. I don't see the design ideas as suburban at all. On the exterior, the stations will have entrance pavilions, but they're supposed to fit into the streetscape as well. Many of the Bloor line stations take up a block of space behind Bloor Street to accommodate bus platforms, and the Eglinton line stations will be more urban in this regard, with transfers to buses taking place on the street with shelter structures.

 

[Monarch Butterfly]

The stations will be important public spaces in their respective neighbourhoods. I don't see the design ideas as suburban at all. On the exterior, the stations will have entrance pavilions, but they're supposed to fit into the streetscape as well. Many of the Bloor line stations take up a block of space behind Bloor Street to accommodate bus platforms, and the Eglinton line stations will be more urban in this regard, with transfers to buses taking place on the street with shelter structures.

Even the old Yonge Subway station entrances have been shifted inside the buildings, if possible. The old outside steps have been replaced with steps, escalators, and sometimes elevators undercover of nearby buildings, leaving more sidewalk space.

Can't think of another reason why they would move the entrances away from the sidewalk and away from the side of the road...

 

[innsertnamehere]

I noticed the video had the cars painted green.. unlike previous ones (they were always painted red). interesting...

 

[nfitz]

I noticed the video had the cars painted green.. unlike previous ones (they were always painted red). interesting...

Kind of like this one on the vehicle thread, photographed by the Star at Bombardier Downsview and now touring British Columbia:

 

[innsertnamehere]

All I can say seeing the portion of the video where they restrict Eglinton and Trethewey/Keele to 1 lane in each direction during the station box portion of the construction, and seeing Keele and Finch many times during its phases of construction with the station box is that its going to be very hell-ish during the school years, especially since there are 2 schools in the vicinity (York Memorial and George Harvey) adding the current troubled traffic and overcrowded frequent bus service, it won't be nice, but theres probably going to be worse spots such as Dufferin, and possibly the excavation shafts/station box at Yonge.

I'm not sure about the re-launch shaft for yonge, but the shaft where they remove the TBMs will be the bus terminal site, meaning minimal disruption.

 

[Monarch Butterfly]

I'm not sure about the re-launch shaft for yonge, but the shaft where they remove the TBMs will be the bus terminal site, meaning minimal disruption.

Until they have to do the cut-and-cover for the new station at Allen. Most likely the removal of the TBM will be the start of work for the station.

 

[quicksilver]

Were the stars to align for replacement of the SRT with a subway, would the city be able to eliminate the Eglinton/Kennedy road overpass? I see the structure as a blight that causes too much complexity for private and public transportation. Were it not there the Crosstown LRT could also simply move straight along a level Eglinton and perhaps keep going further east.

There is also the GO line that pass underneath Eglinton, but couldn't it be troughed?

 

[gweed123]

Were the stars to align for replacement of the SRT with a subway, would the city be able to eliminate the Eglinton/Kennedy road overpass? I see the structure as a blight that causes too much complexity for private and public transportation. Were it not there the Crosstown LRT could also simply move straight along a level Eglinton and perhaps keep going further east.

There is also the GO line that pass underneath Eglinton, but couldn't it be troughed?

There's also a GO station there, and the tracks are scheduled to be double tracked. A reconstruction of the station may lead to more pedestrian connectivity, but I don't think the overpass would be going anywhere.

 

[quicksilver]

There's also a GO station there, and the tracks are scheduled to be double tracked. A reconstruction of the station may lead to more pedestrian connectivity, but I don't think the overpass would be going anywhere.

If you look you'll notice the GO Station does not impede Eglinton Avenue's progress. It's only the GO line, and any other traffic on the track, that cross the roadway.

 

[Voltz]

Were the stars to align for replacement of the SRT with a subway, would the city be able to eliminate the Eglinton/Kennedy road overpass? I see the structure as a blight that causes too much complexity for private and public transportation. Were it not there the Crosstown LRT could also simply move straight along a level Eglinton and perhaps keep going further east.

There is also the GO line that pass underneath Eglinton, but couldn't it be troughed?

The SRT is already planned to be underground at this location according to the current plans. But I don't see the advantage of removing the bridge considering that the GO line would have to be lowered and the Eglinton LRT stop would be for further away from the subway stop.

 

[quicksilver]

The SRT is already planned to be underground at this location according to the current plans. But I don't see the advantage of removing the bridge considering that the GO line would have to be lowered and the Eglinton LRT stop would be for further away from the subway stop.

I definitely admit that if you are already in a car than what's the advantage of all this demolition expense, not to mention lowering the GO? But if you are a resident near this location, perhaps you see the advantage as getting rid of a wall that separates eastern and western parts of Englinton. Toronto loves to deride the strip-mall car-loving character of Scarborough but it's structures like this that cause that character to survive. Unlike Eglinton at the Don Valley, all obstacles to pedestrian and bike travel and associated development here are manmade.

 

[Voltz]

I definitely admit that if you are already in a car than what's the advantage of all this demolition expense, not to mention lowering the GO? But if you are a resident near this location, perhaps you see the advantage as getting rid of a wall that separates eastern and western parts of Englinton. Toronto loves to deride the strip-mall car-loving character of Scarborough but it's structures like this that cause that character to survive. Unlike Eglinton at the Don Valley, all obstacles to pedestrian and bike travel and associated development here are manmade.

I do think you have a point that the street and the area would be improved if the bridge was no longer there, but the overall benefit is likely not worth it.

 

[BurlOak]

I definitely admit that if you are already in a car than what's the advantage of all this demolition expense, not to mention lowering the GO? But if you are a resident near this location, perhaps you see the advantage as getting rid of a wall that separates eastern and western parts of Englinton. Toronto loves to deride the strip-mall car-loving character of Scarborough but it's structures like this that cause that character to survive. Unlike Eglinton at the Don Valley, all obstacles to pedestrian and bike travel and associated development here are manmade.

That bridge looks about 30m wide and 300m long. I would guess that it would cost about $100M to replace it with a similar overpass to what is there now. To switch this to a "subway", where the road goes under the rail, it would probably be twice that amount, especially since traffic (road and rail) must be maintained during the operation.

Also, whether the subway is extended or not, I think there are tail tracks to the TTC subway there (I still have not figured out exactly where the existing Kennedy subway station is and the extent of the tail tracks) so the railway line could probably not be depressed enough and it would still wind up being a partial overpass - maybe a bit shorter and lower bridge.

 

[nfitz]

Also, whether the subway is extended or not, I think there are tail tracks to the TTC subway there (I still have not figured out exactly where the existing Kennedy subway station is and the extent of the tail tracks) so the railway line could probably not be depressed enough and it would still wind up being a partial overpass - maybe a bit shorter and lower bridge.

It's hard to find a figure with the tail tracks on, but they appear are shown in Appendix A-1 of the SRT Environmental Project Report in Exhibit 1, along with the 15 proposed configurations for the LRT at Kennedy station. It would appear that they don't quite get to Eglinton, but extend far past the GO platform. Probably to just before Town Haven Place, judging by the huge grating I can see in the grass, in Streetview.

 

[Palma]

The stations will be important public spaces in their respective neighbourhoods. I don't see the design ideas as suburban at all. On the exterior, the stations will have entrance pavilions, but they're supposed to fit into the streetscape as well. Many of the Bloor line stations take up a block of space behind Bloor Street to accommodate bus platforms, and the Eglinton line stations will be more urban in this regard, with transfers to buses taking place on the street with shelter structures.

They may take up a block but behind Bloor, not on Bloor. How important public spaces will they be? It will be people waiting for buses or seeing people going down escalators to take LRT. We need to see this? I would rather see a Starbucks