However, there are more effective ways to boost employment in the short to medium term. Meanwhile, there will be a huge problem with travel demand outside of the core and on the road network where transit has little hope of competing. Display as a link instead, × The GO Expansion plan would effectively transform GO from a commuter railway into an all-day, two-way transit network, with service every 15 minutes or better on core parts of the network. It will also provide better subway access to people who depend on social service organizations in the area. As I was reading your email list of excellent questions, I was thinking ‘They must hate you!’ for asking such pertinent and obvious queries. Steve writes: All of this is slightly surreal. Whether this is indicative of hope for change when the Globe as well as TorStar are promoting change remains to be seen. So, I looked more in details at the initial business case for the OL, and I am far from impressed. (There are also operational issues with the assignment of tracks to services in the shared Lake Shore East corridor, and I don’t think Metrolinx has thought this through.). Eventually, some of the space was used to run utility lines and underpass corridors. Two guesses come to mind. The Class 717 are specifically optimized to run in over one hundred year old tunnelling in London. Given the previously released plans for the "Relief Line" and case made for its alignment, I find this proposal a bit weird, as it doesn't really "relieve" anything, but actually extends the network. “We’re being careful to make sure our alignment minimizes impacts on other infrastructure projects near the Lower Don, like the Flood Protection Landform in Corktown Common and the Gardiner rebuild.”. The Class 717 are specifically optimized to run in over one hundred year old tunnelling in London. There is a lot of political pressure to “build stuff” because infrastructure projects create jobs. Digging into a historic site that has been paved over for decades means that workers may literally shed some light on artifacts buried below tarmac and buildings. There is no question that the proposed Relief Line station on Eastern Avenue near Broadview would not make a convenient connection to the GO corridor being well north of the line and very deep so that the tunnel can go under the Don River. Keep up with Metrolinx News features via email by clicking the Follow link at the top right-hand side of this page, or you can follow us as we post on social media. Steve: I really look forward to the next time the Provincial Auditor combs through Metrolinx’ books, preferably under a government that will want to know the truth about their schemes, not a lot of flim flam. Assuming you are still planning to straddle the GO corridor with OL tracks for across-the-platform transfers at East Harbour, this means that there will have to be flyovers/unders where the lines diverge south of Gerrard Station and at the curve north at Corktown. Post was not sent - check your email addresses! Also interesting to note that “stations” make up close to 20% of the line – with spacing of 700m. Granted, I’ve been, like many people, distracted by day to day problems, so I may have missed something. Indeed, the construction industry as a whole faces severe challenges if there is reduced demand for new buildings, never mind subways. I am a huge supporter of the Scarborough subway but I know that no new lines are going to be constructed in the next two decades or so until we recover from the COVID. By Located near Lakeshore Boulevard and the Don Valley Parkway, it will provide a link to GO trains just east of the Don River in an area that will soon be the site of many more employment opportunities. 2. And then even if Ford wins again in 2022, they will quietly change the course and switch to something more similar to the previous Relief Line than to OL, and pretend that’s not a big deal. Story by Mike Winterburn, Metrolinx Senior Advisor. Both English and Levy are integral with the RCCAO study as well as being authors of the Globe piece, extract as follows: In contrast, the median urban subway around the world costs less than $300-million per kilometre. In reality, activities can overlap (i.e. PRESTO reduces the minimum load on online channels. Btw: I failed to note in mentioning “Section 92 (10)” in a prior post that it applies only to railways, not transit in general.   You cannot paste images directly. In between, there will be some disruption – but still nowhere near as bad as the areas near stations get. That’s about 16km (@$200M/km) or about $3.2B. With cut-and-cover, stations can be worked on at any time. If we are going to have a restart on the Ontario Line, this needs to be in the context of a coherent, definite plan for GO Transit’s role for travel within Toronto, and with a review of the need for the wandering spaghetti route the OL (and the predecessor DRL) takes through downtown. Post was not sent - check your email addresses! In many ways, this current alignment of the Ontario Line makes me hopeful, since this serves a great deal of people and makes great connections all around...but I do feel the cost cutting measures, while helpful in bringing this transit line to a more reasonably quick pace of completion hypothetically, do create their own issues. Metrolinx does not mention the physical intrusion that expansion of the rail corridor and construction of a station here would produce, only that it makes a connection to the Queen streetcar. The definition of downtown Toronto changed a lot in 20 years. I wrote them an email on May 14: In your recent blog post “The upside of Ontario Line’s upside – How Metrolinx experts are looking to design a Toronto subway that isn’t just confined to dark tunnels” you talk about an elevated alignment on the northern portion of the line through Thorncliffe/Flemingdon, but you state: “In Leslieville and the Don Lands, the line will run at-grade alongside the existing GO rail corridor, helping to reduce construction impacts.”. In addition, the case compares a fully-built OL to a "phase 1" RL, which is such a flawed analysis. Now assume you are heading to Queen’s Park, would you transfer at East Harbour (or Exhibition), and then again onto Line 1 – or would you make 1 transfer at Union. The route would ostensibly connect to the present Bala sub in the north, and retain much of the previously proposed Relief Line route in the south. Ten percent off the King & Bay daytime population has a bigger effect because over 80 percent of them were transit riders. In fact, Metrolinx projects that the new plan will reduce crowding on Line 1 at Eglinton station by 15 per cent, compared to only 3 for Relief Line South. And for finding ‘equitable solutions’ as Walter has in mind, we are of course missing the obvious surface solutions up to Thorncliffe and Eglinton. But if not the DVP, the spur line beside it, or Bayview, and bypass Riverdale and let them ride bikes as it’s pretty close to the core. This space will finally fulfill its destiny to become part of the transit system, following refinement of the earlier Relief Line South proposal and the Initial Business Case for the Ontario Line. The RFQ process is used to whittle down the field of prospective contractors to those that are most suitable for the job. Metrolinx and Infrastructure Ontario have issued an RFI to gauge interest from potential bidders on the Ontario Line project. The TTC had updated their thinking on that E/W line as recently as about 2010 to urge King St. for robust transit – smart, as Queen is too far north for all that demand, or was, as we are all likely fluxed up significantly from this C-19 stuff, except of course it hasn’t really percolated through to some parts of officialdumb, though being smart on the transit file isn’t good for a career, right? What an excellent way to allay some of that funding by assuming aspects of heavy rail building as itemized under Section 93 of the Constitution, and by involving the idling Infrastructure Bank, put leveraged assets to work of an idle Cdn rail building empire either permanently, or under contract. Metrolinx’ true aim both here and at Exhibition Station is quite clear: they need to offload demand from Union Station and hope to do so by diverting riders to the Ontario Line.

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