The Eglinton Crosstown line will not open for another four years but they keep updating their website to give tantalizing looks at the future along with progress to date. Below is a view of Eglinton Avenue showing where the new Mount Dennis Station will be placed.
Incidentally, the anticipated speed of the Crosstown is illustrated in a graphic on the site.
I was on the UP Express a couple of days ago and according to my phone’s GPS feature, we were exceeding 125 km/h at times between Bloor and Weston. Of course that’s not the average speed (probably just over 60 km/h) but pretty impressive when comparing commuter rail track speeds in Canada. For example, the GO train trundles along at an average pace of about 50 km/h between Kitchener and Toronto.
The Crosstown site has also posted a recent ‘Flyover’ video (May 2) of stations along the line in an aerial viewpoint showing how work is progressing at each location.
Watch the video in fullscreen mode for a more detailed view.
The Kodak recreation building, (officially known as Kodak Building 9) was moved from its foundations last summer. The idea was to create new foundations that the building will return to and become part of the new Mount Dennis Station.
It was recently photographed and the worker inside illustrates the awesome size of the building while graffiti still festoons the interior walls.
That’s the news Metrolinx delivered this week, when they released “long-delayed” reports that said riders would be so frustrated by Tory’s SmartTrack stops that they would get back in their cars. It’s a conclusion that threatens the Weston GO station, too.
Weston has been quite lucky to have both a GO and a UPX stop, but when the Mount Dennis station is finished in 2022, our luck may run out. Like the Weston station, the Mount Dennis station will connect with the GO and the UPX—but in addition, it will have a link with the Eglinton LRT and busses. Will Metrolinx have three GO and UPX stops within 10 km: Weston, Mount Dennis and St. Clair?
This week’s report suggests they might not. Every stop slows down riders and drives them away from the service.
Obviously, there are four options:
Closing both the GO and UPX stations
Closing the UPX
Closing the GO
Your correspondent bets that Metrolinx will close the GO station—and would close both if they could. The reasons are clear:
GO Trains accelerate and decelerate slowly, so an additional stop causes more inconvenience.
Ridership must be down a great deal now that the UPX is cheap
Very few people get on the GO in Weston going to Kitchener, and fewer still who would not take the UPX one stop in the wrong direction to Mount Dennis to get on the GO heading out of town.
Two solutions would be an integrated fare or fare by distance, so Westonians could get on the UPX and not be penalized for jumping on another mode of transit at Mount Dennis. Your correspondent doubts very much that Metrolinx will miss a chance to burn Westonians, however.
An interesting article in railwayage.com summarizes the progress expected this year on the Eglinton Crosstown line. Apparently the first track to be installed will go on the Kodak lands later this year as part of the rail yard that will be built there. The line is scheduled to be in service by 2021.
The total cost of the 19 km, 25 station partially (10 km) underground line is estimated to be $6.6B and is a relative steal compared to the $3.2B estimated cost of the one-station Scarborough Subway extension.
By nixing road tolls around Toronto, Kathleen Wynne failed to cauterize the arterial bleeding of a corpse-white SmartTrack plan that would have benefitted Weston and Mount Dennis. Wynne killed the tolls because she faces a tough reëlection fight next year.
The bill for the western part of SmartTrack was to have been roughly $2 billion. The province has promised to give Toronto $170 million a year in gas-tax money, short of the roughly already-inadequate $250 million tolls would have raised. The gas money will go to all transit in Toronto, not only SmartTrack.
Tory’s revised SmartTrack plan would have built an extension of the Eglinton Crosstown LRT out toward the airport from the Mount Dennis station, connecting the west end to Etobicoke, Mississauga, and Pearson.
Just as the UP Express is beginning to make a difference in Weston, according to an Inside Toronto article, people in Mount Dennis are anticipating a boost to their area as a result of the Eglinton Crosstown and the new Mount Dennis Station. The 19 km line with a 10 km underground stretch between Keele and Laird is set to open in 2021 after ten years of construction.
Incidentally, without former Premier Mike Harris, we could be riding a different version of the line today. This is a map of the subway line that Harris buried (and not in a good way) in 1995.
The Eglinton West Line would have run from Eglinton West Station all the way to Renforth along a right of way that had been reserved for the Richview Expressway (killed in the 1970s). Sadly, the Eglinton road allowance was sold for small change by Rob Ford in 2010 but nobody thought to tell John Tory as he was putting crayon to napkin for his SmartTrack plan. The allowance is now being filled in with some spectacularly awful townhomes.
Gratuitous side note: right wing politicians claim to be able to lower costs but their penny wise antics often end up costing us more in the end.
The new Mount Dennis Station will adapt the old Kodak Recreation Building and will be part of a transportation hub connecting with buses and the UP Express lines. Let’s hope that combined with the end of the vacant property rebate, the new transportation infrastructure will actually breathe fresh life into the area.
Steve Munro is a tireless blogger who is an authoritative voice on transit and politics in the GTA. He recently posted an article about the proposed Mount Dennis generator and some interesting points have emerged in his article and also in the comments section. As an aside, comments sections are IMHO as interesting and sometimes as informative as the articles to which they are attached.
Readers are no doubt aware that late last year, Metrolinx and its partner Crosslinx Transit Solutions proposed that an 18MW gas-powered generator be built to supply electricity in the extremely rare event of a Toronto Hydro outage. Later proposals designed to soften the blow claimed that heat could be recovered from the generator and used for heating purposes.
Steve maintains that the heat recovery idea could only be useful if the generator was operating regularly rather than the claimed (by Metrolinx) use as a standby. Also, according to Metrolinx, only one of the 6 generators would be used for heat recovery while the other 5 would be untouched.
He received information from Metrolinx stating that:
An alternative (to the gas powered generator) would have to provide the same basic functional requirements as the proposed natural gas powered facility.
The gas-powered facility was proposed in order to provide the ability to maintain service when the power goes out and improve transit resilience, lower the cost of power by eliminating any contribution to peak power demand from the new system, and ensuring it does not contribute to the need for more transmission or generation infrastructure.
Steve notes that there are several electric train systems coming on line and Metrolinx stated that there is already an ample electrical supply for these trains. He concludes that the main goal of the generator is to reduce electricity costs rather than provide an emergency backup.
In the comments, one reader suggests that in a true emergency, gas supply is only guaranteed for 3 hours. Another points out that the natural gas supply relies on line pumps which need electricity from the grid. Yet another states that running the whole line from one generator is impractical because of the voltage drop that would occur over the 19km length of the Crosstown Line.
Apparently the generating system at Pearson Airport sells power to the grid at peak times and this income pays for its operating and maintenance costs. The generator is fired up every week to ensure that it is reliable (i.e. at least 52 days a year) and supplies the airport with power on those days. Because the airport covers a relatively small area, transmission losses are minimal (unlike along a 19km transit line).
Incidentally, the last time power was knocked out to Terminals One and Three back in February, the emergency system failed to operate, leaving much of Pearson in the dark.