Eglinton Ave and Kingston Road

Eglinton Ave and Kingston Road

Eglinton-Kingston Executive Summary – May 2018

Background and context

The previously-approved SMLRT concept included stops at both Eglinton Avenue East and Kingston Road, and Kingston Road and Scarborough Golf Club Road. These stops were 310m apart, with special track required for operational flexibility between, as illustrated below.

Alt text for figure: The area of Eglinton Avenue and Kingston Road, with the previously-approved SMLRT alignment and stops shown. One stop is on Kingston Road, just west of Scarborough Golf Club Road. The other stop is located 310m to west, with track work required between the two stops.
Figure 6A: Approved SMLRT alignment at Eglinton Avenue and Kingston Road

To extend these platforms and track work to accommodate longer trains, the track work and Eglinton/Kingston stop would need to switch places, pushing the Eglinton/Kingston stop further east. The Scarborough Golf Club Road stop would require an extension of the platform towards the west. These modifications to the two stops would result in the eastern end of the Eglinton/Kingston stop becoming located within 100m of the western end of the Scarborough Golf Club Road stop as shown below.

ALT TEXT: The area of Eglinton/Kingston and Scarborough Golf Club Road is shown. Required updates to the track and platforms places the stops for Eglinton/Kingston and Scarborough Golf Club Road within 100m of each other.
The area of Eglinton/Kingston and Scarborough Golf Club Road is shown.

The close proximity of these stops would create significant impacts to traffic and slow the LRT for minimal benefit. As a result, a single stop is planned for the area as shown below. The single stop is placed to maximize the number of residents and jobs within walking distance.

Recommended single stop concept in the area of Eglinton Avenue East and Kingston Road is shown. The stop is located on the SMLRT alignment, on the north edge of the wooded lot at Kingston Road. Required track work is indicated on the west side of the new single stop. The SMLRT stop at Scarborough Golf Club Road is removed.
Recommended single stop concept in the area of Eglinton Avenue East and Kingston Road is shown.

Refining the Concept

Options were developed to accommodate updated requirements for:

  • extended LRT stops to accommodate up to 3-car trains
  • Traffic conditions
  • Bus loop or stops, and transfer between buses and LRT
  • Special track work to meet standards consistent with the rest of the LRT line

The options were also developed to maintain property access where required, and to support the project objective of supporting the development of complete communities. This means that options were developed with consideration towards placemaking and urban design opportunities, pedestrian access and walking routes, and allowing for seamless transfer between buses and LRT at this future interchange area. Two concepts have emerged.

Concept A: Diverging East-bound and West-bound traffic lanes, with the LRT stop and bus loop between the two traffic lanes. This is shown below.

The concept approved in the SMLRT plan in 2009 contemplated the re-alignment of the west-bound traffic lane to the north side of the ‘triangle’, just north of the LRT guideway. Buses would enter and exit the bus loop from Kingston Road, and allow easy transfer between buses and LRT. The east-bound traffic lane would remain in its existing location, on the south side of the ‘triangle’. Pedestrians could access the LRT platform at street-level at the east end of the platform, or via bridge access at the west end of the platform.

: Concept ‘A’ is shown, with the single LRT stop on Eglinton Ave at Kingston Road. The west-bound lane of traffic on Eglinton Avenue is realigned to the north edge of the triangular wood lot that currently exists in the Eglinton-Kingston area. The required special track work is indicated to the west of the LRT platform. The east-bound traffic lane is maintained in its current location. A one-way bus loop is shown between the LRT platform and the east-bound traffic lane.
Concept ‘A’ is shown, with the single LRT stop on Eglinton Ave at Kingston Road.

This concept can be modified, depending on detailed analysis of the functional requirements for LRT, pedestrian, bus and traffic operations. For example the LRT guideway and west-bound traffic lanes could be shifted north, to minimize impacts to the woodlot in the centre of the triangle.

Concept B: Both east-bound and west-bound lanes are realigned to the north edge of the triangle, with the LRT in the centre. The bus loop is located outside of this arrangement, south of the east-bound traffic lanes. The concept is shown below.

 

Concept B: Both east-bound and west-bound lanes are realigned to the north edge of the triangle, with the LRT in the centre. The bus loop is located outside of this arrangement, south of the east-bound traffic lanes. The concept is shown below.
Concept B: Both east-bound and west-bound lanes are realigned to the north edge of the triangle, with the LRT in the centre. The bus loop is located outside of this arrangement, south of the east-bound traffic lanes. The concept is shown below.

This concept would realign both the east-bound and west-bound traffic lanes of Eglinton Avenue to the north side of the triangle, intersecting with Kingston Road to Scarborough Golf Club Road. The LRT guideway and stop platforms would be located between the centre of the realigned right-of-way. Pedestrians would access the stop either at street-level near Kingston Road, or via bridge access at the west end of the platform. Buses would enter and exit the bus loop from Kingston Road, and allow easy transfer between buses and LRT.

The existing traffic lanes approaching Kingston Road would be converted to a local access road for the residential towers on the west side of the triangle.

There are significant place-making opportunities with this concept in reallocating a portion of road space to public space.

Comparison of concepts

Both functional concepts, and their variants, are anticipated to have approximately equal impacts with respect to LRT, pedestrian and traffic operations. Presented at public and stakeholder consultation in the Fall, staff did not hear of any preferences for one concept over another.

There are potentially significant place-making opportunities with the Concept B. With re-aligning the traffic lanes to the north side of the ‘triangle’, a portion of the existing traffic lanes on Eglinton Avenue East could be reallocated to public space. This supports one of the key objectives for the Eglinton East LRT, to ‘support the development of complete communities’.

Next steps

  • Detailed traffic modelling
  • Refinement of the stop area design
  • Public and stakeholder consultation
  • Final recommendations will be reported in early 2019

We would like your feedback regarding the issues and options described above.

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Issue Areas for Concept Refinement

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