Station Design Update: Avenue Road to Bayview

 

East Tunnel Construction Timeline

•    Contract awarded
•    Construction of launch shaft – 1 year
•    Utility relocation at headwalls
•    Construction of headwalls – 6 to 8 months
•    Construction of extraction shaft at Yonge Street

Cross-section of a Tunnel Boring MachineTunnel Boring Machine

The construction of new tunnels under Eglinton Avenue is done by tunnel boring machines or TBMs. Each TBM moves forward by pushing off against concrete segments. The operator advances the machine as soil is removed from the TBM face through a conveyor system. The launch pit remains active for removal of muck/spoils.

Launch of the Tunnel Boring Machine

The Eglinton Crosstown tunnel will consist of side-by-side or twin tunnels. Each tunnel will be 6.75 metres internal diameter. Initially, one machine will begin excavation; the other will follow on a parallel course soon after.

Launch Shaft Operations

To keep the tunnel safe for the crew a ventilation system pumps fresh air into the tunnel and exhaust air is moved out of the tunnel. Cranes remain in position during the mining operation; muck will be hauled out and new concrete tunnel segments will be delivered.

Tunnelling Begins

Tunnel boring machines will work beneath Eglinton Avenue, allowing business activities and traffic to continue. A single TBM will tunnel 75 metres per week, and each machine is capable of moving 500 cubic metres of earth per day. The machines are made in Toronto by Caterpillar Tunneling Canada Corporation, formerly LOVAT, a world leader in tunnel boring machine manufacturing.

The below image illustrates the East Tunnels Launch Shaft. 

East Tunnels Launch Shaft

Crosstown Principles of Design Excellence

  • A strong conceptual narrative vision across the system
  • Design that elevates the quality of the public transit experience
  • Civic caliber and scale of built form and materials
  • Clarity and simplicity of architectural expression through integrated design of building systems and elements
  • Responsiveness to contextual, local and future conditions

Accessibility

Crosstown Accessible Features: Stations

  • Accessible path from street to platform
  • Accessible routes identified
  • Station attendant
  • Platform edge tactile strip
  • Wayfinding tiles on platforms
  • Near level boarding of trains
  • Platform edge illumination
  • Audible messages throughout stations
  • Signage with accessible features
  • Designated Waiting Area
  • Colour contrast between station walls and floors
  • Equipment mounted at accessible heights
  • Benches

Crosstown Accessibility Features: Stops

  • Platform edge tactile strip
  • Platform edge illumination
  • Colour contrast at between walls and platform
  • Equipment mounted at accessible heights
  • Sheltered benches
  • Sheltered wheelchair area
  • Passenger assistance intercom
  • Ramp access to platforms
  • Signage with accessible features

Stations and Stops

Avenue Station

Local Context: Demand

Avenue Road and Eglinton represents an area of high demand for transit
There are many residences within 900m radius of the Avenue Road station.

Local Context: Land Use

There is a mix of residential, commercial and storefront businesses in proximity to the future Avenue station
The above rendering is an aerial view of the Avenue Road and Eglinton Avenue intersection, demonstrating the types of neighbourhoods and businesses this station will serve.

Secondary Entrance Location

Secondary Entrance Location for Avenue Station
The above rendering is a preliminary representation of the entrances and station, subject to change throughout the next phases of the design process. Passengers will travel below ground to the concourse level where they will pay their fare and then proceed down to the station platform to board their train. 

Longitudinal Section

Longitudinal view of the future Avenue station
The above shows a longitudinal section of the proposed Avenue station.

Eglinton Station

Longitudinal Section through LRT and Eglinton

Rendering of Longitudinal Section through LRT and Eglinton

Longitudinal Section through Subway and Yonge Street

Rendering of Longitudinal Section through Subway and Yonge Street

Street Level Drawing

Eglinton Station at Street Level

Upper Concourse Level Drawing

Upper Concourse Level of Eglinton Station
This illustrates the east portal and Don West Bridge.

Mount Pleasant Station

Local Context: Demand

Demand for transit is high near Mount Pleasant and Eglinton Avenue
This illustrates the demand for transit in the area within walking distance of Mount Pleasant and Eglinton Avenue.

Local Context: Land Use

There is a mix of neighbourhoods and businesses around Mount Pleasant and Eglinton Avenue.

Profile View

 

Plan View

 

Preliminary Station Concept

 

Longitudinal Section

 

Primary Entrance

P
 

Secondary Entrance

P
 

Bayview Station

Local Context: Demand

This illustrates the land use in the area within walking distance.

Local Context: Land Use

This illustrates the existing land use around Bayview station.

Primary Entrance

The above displays a rendering of the primary entrance to Bayview Station.

Secondary Entrance

The above displays a rendering of the secondary entrance to Bayview Station.

Longitudinal Section

The above rendering is a preliminary representation of the entrances and station, subject to change throughout the next phases of the design process. Passengers will travel below ground to the concourse level where they will pay their fare and then proceed down to the station platform to board their train.

Alternative Financing and Procurement (AFP)

The public-private partnership model has been underway in Canada for 20 years and has been used in 165 projects, including the Canada Line rapid transit project (Vancouver), Autoroute 25 in Montreal and the Trans-Canada highway in Atlantic Canada. In Ontario, AFP has been used for the Pan AM games athletes’ village, Ottawa Light Rail Transit, Highway 407 East Phase 1 and the Rt. Hon. Herb Gray Parkway (formerly the Windsor-Essex Parkway).

Owner’s Role Changes with AFP

Advantages of AFP include:

  • Increased capacity to bring projects to market.
  • Transfer of risk: Appropriate risks are transferred to the private sector to ensure “on time, on budget” delivery and to offer value for money. Design, construction, cost escalation, schedule delays, operations, maintenance, life cycle, and financial risk are all transferred to the private sector.
  • Cost certainty: AFP provides the optimal cost combination, combining capital, maintenance and life cycle costs while integrating design and construction.

Metrolinx's Roles and Responsibilities include:

Design

  • Overall scope (inclusion of maintenance, operations, etc.)
  • Project-specific output specifications (in collaboration with consultant team)
  • Real estate acquisition (in collaboration with the City of Toronto)

Build

  • Oversee construction phase
  • Quality assurance

Finance

  • Manage project budget
  • With Infrastructure Ontario, run a competitive procurement process; select the winning contractor

Maintain

  • Testing & commissioning (in collaboration with the Toronto Transit Commission)
  • Safety certification and project acceptance

Operation

  • TTC to Operate
  • Integration with existing TTC system