Crosstown

Text Summary: Central Station Reference Concept Design

Crosstown Overview

The Crosstown is a $5.3 billion project funded by the Province of Ontario. It includes a 19 kilometre east-west Light Rail Transit (LRT) from Kennedy to Mt. Dennis, including a tunnelled central section, as well as new transit connections to the Yonge, University-Spadina Subway, Scarborough RT, GO Stouffville line and a future connection to the GO Kitchener line. The Crosstown will have up to 26 stations.

Where are we in the process?

  • The Tunnel Boring Machine (TBM) launch shaft is approaching completion
  • Soil testing is currently underway from Don Mills Road to Weston Road
  • The west tunnel contract will be awarded this summer
  • Conceptual design and requirements identification are underway
  • What’s next?

  • Utility relocation at station locations beginning with Keele Street in winter 2013
  • Construction of the TBM launch and extraction shafts at Eglinton West station
  • TBMs arriving on site this spring
  • Tendering of project

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

Owner’s Role Changes with AFP

Advantages of AFP include:

  • Increased capacity to bring projects to market
  • Appropriate transfer of risk to the private sector to ensure “on time, on budget” delivery and  value for money
  • Optimal cost combination: combines capital, maintenance and life cycle costs
  • Greater integration of 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
  • TTC to Operate
  • Integration with existing TTC system

Light Rail Vehicles vs. Buses

Light Rail Vehicles vs. Buses

Approach to Station Design

All station designs for The Crosstown are guided by the following urban design principles:

  • Locate station entrances and vents to limit the amount of frontage impacted
  • Explore opportunities to consolidate and locate above grade mechanical vent shafts where their impacts on adjacent development can be minimized
  • Site station entrances and ventilation infrastructure with possible new development in mind
  • Locate primary and secondary entrances so that they can help to contribute to the creation of a consistent building setback
  • Minimize the impact of vents and other facilities through careful siting

Architectural principles for station design include:

  • Station and stop designs should reflect their civic role through high quality architecture and urban design
  • Logos, station names, and signage should be used boldly and consistently to reinforce station identity
  • Signage and way finding shall be highly standardized
  • Variation of treatments used to differentiate stations
  • Stations can embrace the local context through design or art installations
  • The Public Realm should be used as an opportunity to enhance user experience and integrate stations into their surroundings

Safety and accessibility principles:

  • Elevators will be included in all stations
  • Designated waiting areas will be included in all stations
  • Stations will use standard elements to make them familiar to passengers with accessibility challenges
  • Integrate crime prevention through environmental design principles into each station
  • Light colours will be used to improve safety and efficiency
  • Incorporate fully glazed station entrances to maximize light

Public realm elements include:

  • Implementation of streetscape, furniture, and tree planting standards
  • Widen sidewalks within station area
  • Stations entrances will be identified by a consistent pylon sign
  • Some stations will include landscaped plazas which will:
    • Compliment the design of the station
    • Include pedestrian level lighting
    • Include trees, hard and soft landscaping

Public art principles:

  • Stations will feature public art
  • Artwork will be integrated with architectural finishes or elements of the stations and plazas
  • Surface stops may also include public art

Reference Concept Design

  • Stations are shown as a Reference Concept Design (RCD)
  • Reference Concept Designs, or functional designs, are used in the AFP model as inputs to the development of the Request for Proposal (RFP)
  • The functional design is intended to identify the location of entrances, exits and ancillary station (ventilation) equipment
  • Functional designs are not intended to provide architectural details for stations
  • The AFP partner will be developing designs for the stations and these will be subject to public input

Stations

Eglinton West Station

Eglinton West Station: Preliminary Station Concept

Preliminary Station Concept: The above rendering shows the preliminary representation of the entrances and station. The Crosstown is three levels below the existing subway entrance, and three levels below the future west and east entrances. Passengers will travel below ground to the concourse level where they will pay their fare and then down two more levels to board the train.

Eglinton West Station: Profile view

Profile view: The above rendering displays a cross-section of the upper and lower concourse of the Eglinton West Station Crosstown plaform and cross-over tracks.

Challenges of interchange stations

Interchange stations are much more complex to build than inline stations for many reasons:

  • Little clearance between existing subway and new deeper station platform which would require underpinning of existing subway structure
  • Existing subway stations and bus terminals must remain in operation during construction
  • Complex stations being built in already built-up areas
  • Interchanges with surface transit must be incorporated
  • Opportunities for natural light will be difficult due to depth of stations
  • Vertical movement must provide proper connectivity between two platform levels
  • Clear wayfinding signage needed for efficient passenger flow
  • Resolution of code issues arising from the integration with existing structures

Bathurst Station

Bathurst Station: Local Context - Land Use

Local Context - Land Use: The above rendering is an aerial view of the Bathurst Street and Eglinton Avenue intersection.

Bathurst Station: Preliminary Station Concept

Preliminary Station Concept: The above rendering shows where the station infrastructure and entrances will be located for Bathurst Station.

Bathurst Station: Profile view

Profile view: The rendering above 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 down one more level to board the train.

Bathurst Station: Main entrance view

Main entrance view: The main station entrance for Bathurst Station will be located on the north east corner, replacing the donut shop that is currently located there. Property acquisition is something The Crosstown takes very seriously. Our aim has been to reduce the overall footprint of the stations to minimize the number of properties required.

Bathurst Station: Secondary entrance view

Secondary entrance view: The secondary station entrance and substation will be located on the north side of Eglinton Avenue.This consolidated layout reduces the overall footprint of construction and minimizes construction impacts.

Chaplin Station

Chaplin Station: Local Context - Land Use

Local Context - Land Use: The above rendering is an aerial view of the Chaplin Crescent and Eglinton Avenue intersection.

Chaplin Station: Preliminary Station Concept

Preliminary Station Concept: The preliminary design concept shows where the station infrastructure and entrances may be located for Chaplin Station. The taller structure on the left is the main station entrance location on the north east corner of the intersection.

Chaplin Station: Main and secondary entrance views

Main and secondary entrance views: The main entrance for Chaplin Station will be located on north east corner of Chaplin Crescent and Eglinton Avenue.

Two secondary entrances will also be constructed. One secondary entrance will be located on the south east corner of Chaplin Crescent and Eglinton Avenue beside and within the Toronto Fire Station No. 135. This station plans to re-locate in 2013-14. There is an opportunity for landscaping, seating and bike parking at this entrance. Entry to this location is planned from both the front and east side of the Toronto Fire Station.

An additional secondary entrance is planned on the south west corner of Chaplin Crescent and Eglinton Avenue. A new staircase with a wheel ramp for cyclists will provide easy access to and from the Beltline Trail and the embankment could be enhanced with native plantings.

Avenue Station

Avenue Station: Local Context - Land Use

Local Context - Land Use: The above rendering is an aerial view of the Avenue Road and Eglinton Avenue intersection, demonstrating the neighbourhoods and businesses this station will serve.

Avenue Station: Preliminary Station Concept

Preliminary Station Concept: The above rendering shows where the station infrastructure and entrances will be located for Avenue Station.

Avenue Station: Longitudinal Section

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.

Avenue Station: Profile view

Profile view: The above rendering shows a cross-section profile view of the Avenue station concourse and platform.

Avenue Station: Main entrance view

Main entrance view: The main station entrance will be located on the north west corner of Avenue Road and Eglinton Avenue West.

Yonge Station

Yonge Station: Preliminary Station Concept

Preliminary Station Concept: The above rendering shows where the station infrastructure and entrances will be located for Yonge Station.

Yonge Station: Longitudinal Section

Longitudinal Section: The above rendering is a preliminary representation of the LRT entrances and station and TTC station and cross-passages, subject to change throughout the next phases of the design process. For the LRT entrance, passengers will travel below ground to the upper concourse level where they will pay their fare and then proceed down to the lower concourse level and finally the station platform to board their train.

Yonge Station: Profile view

Profile view: The above rendering shows a cross-section profile view of the Yonge station concourse and platform.

Mount Pleasant Station

Mount Pleasant Station: Local Context - Land Use

Local Context - Land Use: The above rendering is an aerial view of the Mount Pleasant Road and Eglinton Avenue intersection, demonstrating the neighbourhoods and businesses this station will serve.

Mount Pleasant Station: Preliminary Station Concept

Preliminary Station Concept: The above rendering shows where the station infrastructure and entrances will be located for Mount Pleasant Station.

Mount Pleasant Station: Longitudinal Section

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.

Mount Pleasant Station: Profile view

Profile view: The above rendering shows a cross-section profile view of the Mount Pleasant station concourse and platform.

Mount Pleasant Station: Main entrance view

Main entrance view: The main station entrance will be located on the north west corner of Mount Pleasant Road and Eglinton Avenue West.

Bayview Station

Bayview Station: Local Context - Land Use

Local Context - Land Use: The above rendering is an aerial view of the Bayview Avenue and Eglinton Avenue intersection, demonstrating the neighbourhoods and businesses this station will serve.

Bayview Station: Preliminary Station Concept

Preliminary Station Concept: The above rendering shows where the station infrastructure and entrances will be located for Bayview Station.

Bayview Station: Longitudinal Section

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.

Bayview Station: Profile view

Profile view: The above rendering shows a cross-section profile view of the Bayview station concourse and platform.

Bayview Station: Main entrance view

Main entrance view: The main station entrance will be located on the north west corner of Bayview Avenue and Eglinton Avenue West.

Laird Station

Laird Station: Local Context - Land Use

Local Context - Land Use: The above rendering is an aerial view of the Laird Drive and Eglinton Avenue intersection, demonstrating the neighbourhoods and businesses this station will serve.

Laird Station: Preliminary Station Concept

Preliminary Station Concept: The above rendering shows where the main and secondary entrances will be located for Laird Station.

Laird Station: Longitudinal Section

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.

Laird Station: Profile view

Profile view: The above rendering shows a cross-section profile view of the Laird station concourse and platform.

Laird Station: Main entrance view

Main entrance view: The main station entrance will be located on the south west corner of Laird Drive and Eglinton Avenue West.

Traction Power Substation

  • Traction power substations (TPSS) provide system power to light rail vehicles
  • For underground stations TPSS are integrated with stations building
  • They are planned with an average spacing of 1.5 km along surface sections and 2 km along underground sections
  • Integrated with adjacent landscape
  • Final locations still to be determined for:
    • Keele
    • Dufferin
    • Bathurst
    • Yonge
    • Bayview
    • Don Mills
    • Wynford
    • Jonesville
    • Warden

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