Space Gary said:
https://twitter.com/x/status/1905288508840849722

Both TBMs ready to go in Germany
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There was an Ontario company that made TBMs until recently.

'Caterpillar acquired the facility in 2008 when it bought Lovat Inc. and got into the tunnelling business, but now says the plant is no longer a "strategic growth opportunity" and will be shut down.

The closure comes after some 500 employees were let go when a London, Ont., locomotive plant owned by a Caterpillar subsidiary was shut last year after a month-long lockout over a wage dispute with workers.

A company executive said the Toronto tunnelling business is no longer a good fit for Caterpillar.'

See from 2013 https://www.cbc.ca/news/canada/toronto/caterpillar-closing-toronto-plant-330-workers-to-lose-jobs-1.1395290
 
Some slightly less exciting shots on Lakeshore East corridor.

Station/bridge support piling has moved to south side of Queen St. Reminder: the sound wall and big concrete blocks are temporary.
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Looking south down De Grassi St
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At the Pape portal site:
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A recently shared photo from here showed the portal location incorrectly. This should clear it up for everyone:
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kotsy said:
To be more specific, these pits will be the eventual head houses or entry buildings. The actual train platforms will run directly under Queen Street.

View attachment 639660
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Have they shown how they're going to do vertical circulation at this station? Really long escalators like you see at Granville in Vancouver? Although the tight space would make it seen like the Byward Market entrance at Rideau In Ottawa, which requires 5 banks of normal escalators to get from platform to surface
 
Kyle Campbell said:
Have they shown how they're going to do vertical circulation at this station? Really long escalators like you see at Granville in Vancouver? Although the tight space would make it seen like the Byward Market entrance at Rideau In Ottawa, which requires 5 banks of normal escalators to get from platform to surface
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The North-east entrance will be an elevator only entrance with a bank of 7 elevators and emergency exit stairs. These elevators will take passengers down to the mezzanine level above the platform with another set of elevators/escalators/stairs to get to the platform:
1743166485919.png


The South-Western entrance is the primary entrance with elevators, escalators, and stairs. There will be 4 landings before getting down to the mezzanine level above the platform and another set of elevators/escalators/stairs to get down to the platform:
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Here are a couple of 3D renderings of the final design:

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fanoftoronto said:
The North-east entrance will be an elevator only entrance with a bank of 7 elevators and emergency exit stairs. These elevators will take passengers down to the mezzanine level above the platform with another set of elevators/escalators/stairs to get to the platform:
View attachment 640029

The South-Western entrance is the primary entrance with elevators, escalators, and stairs. There will be 4 landings before getting down to the mezzanine level above the platform and another set of elevators/escalators/stairs to get down to the platform:
View attachment 640030


Here are a couple of 3D renderings of the final design:

View attachment 640031
View attachment 640032
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I count 5 banks of escalators from Street to Mezzanine level and 6 banks from Street to Platform level... I suspect the elevator entrance will be more popular
 
jordanmkasla2009 said:
I count 5 banks of escalators from Street to Mezzanine level and 6 banks from Street to Platform level... I suspect the elevator entrance will be more popular
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It has changed from 5,6 to 4,5 since these drafts were released, according to one of our insiders:
Frankietls said:
They increased levels height and removed 1 from the tender design.
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www.torontotoday.ca

Second Ontario Line truck caught using forbidden route after pedestrian injured

The combined incidents prompted a motion at city council that would require Metrolinx to develop a safety plan for heavy trucks
www.torontotoday.ca www.torontotoday.ca

The combined incidents prompted a motion from Fletcher, submitted to city council on Thursday, that would require Metrolinx to improve truck safety.

The motion would direct the city manager to “request Metrolinx to develop a comprehensive Heavy Truck Safety Plan" which would include "enforcement measures." The motion also would also make the Heavy Truck Safety Plan a permit condition in some permits issued to Metrolinx Ontario Line contractors in Ward 14.

The motion also indicated the potential need for increased safety with regard to operations at the Ontario Line's Carlaw and Gerrard construction site. A former shopping plaza, the site will be where the east branch of the Line will enter its tunnel.

According to the motion, hundreds of additional trucks are expected to be used to help remove soil as Metrolinx begins its tunnelling operations.

In a list of designated Ontario Line haul routes, Metrolinx said that it hadn't yet decided on one for the Carlaw and Gerrard site.

However, a city document said that the route would likely have to involve Carlaw and Lake Shore Blvd.

Fletcher's motion has been deferred to April.
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It's mystifying why these brand new stations couldn't have included a design parameter to minimize escalators. You see very long, non-original escalators in London.
 
nfitz said:
It's mystifying why these brand new stations couldn't have included a design parameter to minimize escalators. You see very long, non-original escalators in London.
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You simply cannot fit a longer escalator in the excavated footprint without creating choke points at the landings. The downtown stations are constrained spatially, anything larger tacks on great cost, complexity and time.

Moss Park and Corktown station have larger footprints and will employ much longer escalators.
 
reinventingthewheel said:
You simply cannot fit a longer escalator in the excavated footprint without creating choke points at the landings. The downtown stations are constrained spatially, anything larger tacks on great cost, complexity and time.

Moss Park and Corktown station have larger footprints and will employ much longer escalators.
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Then you change the excavated footprint. If London can do it for equally deep stations in much more dense areas than Spadina/Queen and King/Bathurst, so can we.
 
At that depth, escalator speed matters too. I recall wishing Ottawa's Rideau station escalators would go faster, though I guess maybe too much speed is a safety concern?

As I google escalator speed, I also see that spiral or helical escalators are a thing? But they seem pretty rare.
 
Sauga89 said:
At that depth, escalator speed matters too. I recall wishing Ottawa's Rideau station escalators would go faster, though I guess maybe too much speed is a safety concern?

As I google escalator speed, I also see spiral or helical escalators are a thing? But they seem pretty rare.
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Well it's why the elevators at Rideau are so popular (and so large). I don't mind the really long elevator going to CF Rideau. I hate the other exit onto William Street though

A poster made a 3d diagram of Rideau over on SF


oNKp2FK.png


The really long escalator is at the right of the image, but you can see how far it takes you horizontally from the station. You'd have to do something similar at Queen Spadina, which would put the entrance a block away from the intersection. The middle exit is elevators only direct into CF Rideau

The William St exit (far left) is tight like what's discussed here, requiring 4 banks of normal length escalators to get to the surface, plus one to get from the platform, or there's also pair of elevators. I guess really the only other option is to do just elevators, like some DC Metro stations
 
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