The Impacts of the Eglinton Crosstown LRT on the Urban Landscape

THE IMPACTS OF THE EGLINTON CROSSTOWN LRT ON THE URBAN LANDSCAPE

ACKNOWLEDGEMENTS

I want to acknowledge and thank the Landscape Architecture faculty for sharing their guidance and wisdom with me over the past four years. With that knowledge, I was able to cultivate my passion and write about something that makes me curious about the built world. Inspiration may come from everywhere, and I would not have had the motivation and curiosity to complete this thesis without the individuals I met in throughout educational and professional journey.

I want to thank my roommate Rebecca for the ongoing support and check-ins at all hours of the night in keeping me calm and cheering me on to complete my thesis. Whether it was taking 15-minute coffee breaks or stabilizing my sleep schedule, I wanted to give a big thanks for helping me stay focused while reassuring me through busy and sleepless nights.

Lastly, I would like to thank my parents and sister for being my pillar of inspiration and assisting me in fulfilling my academic goals, no matter how outrageous they are. Without their support and kindness, it would have been impossible to finish this work and have the opportunity to write this thesis.

Nicole Furtado

With increased infrastructure, many would argue public transportation is the key to livable cities. The efficiency of transit systems plays a significant part of day-to-day functionality within urban municipalities. From the planning and administration perspective, the social, economic, and environmental benefits of public transportation make it an attractive option to advocate for. (Yao, 2007). This research examines how the growth of the upcoming Eglinton Crosstown LRT development in Toronto influences the neighbouring communities and existing landscapes within these urbanized environments. The goal is to determine its social and ecological impacts, which can shed light upon the importance/approach behind transportation planning in urban design. Through a review of academic and grey literature and case study analysis, the research analysis will explore the impacts of transportation development to understand if the advantages of urban mass transit systems are beneficial in creating more innovative and efficient areas for the neighbourhoods affected by the Eglinton Crosstown LRT. This can aid landscape architects in understanding the rationale of transportation planning and urban design for future practice.

LIST OF FIGURES

Figure 1: GHG Emissions from Transportation in Toronto 2019, (Retrieved from City of Toronto on September 8th, 2022). https://www.toronto.ca/services-payments/water-environment/live-green-toronto/low-carbon-transportation/

Figure 2: Metrolinx Present and Future Projects, (Retrieved from Metrolinx on September 15th, 2022) https://www.metrolinx.com/en/greaterregion/Default.aspx

Figure 3: Eglinton Avenue Arterial Roadway in Toronto Graphic. (Retrieved from Wikipedia on September 18th, 2022) https://en.wikipedia.org/wiki/Eglinton_Avenue

Figure 4: The Eglinton Line: Eglinton Crosstown LRT Project proposed Route. (Retrieved from Metrolinx on September 18th, 2022) http://thecrosstown.ca/the-project/stations-and-stops/mount-dennis-station

Figure 5: Rendering of Mount Dennis Station - Western Terminal Station of the Eglinton Crosstown Light Rail Transit (Retrieved from Metrolinx on September 18th, 2022) http://thecrosstown.ca/the-project/stations-and-stops/keele-station

Figure 6: Rendering of Keelesdale Station - Underground Stop (Retrieved from Metrolinx from Metrolinx on September 18th, 2022) http://thecrosstown.ca/the-project/stations-and-stops/keele-station

Figure 7: Rendering of Caledonia Station - Showcasing Pedestrian Walkway to GO Transit Barrie Corridor (Retrieved from Metrolinx on September 18th, 2022)

http://thecrosstown.ca/the-project/stations-and-stops/caledonia-station

Figure 8: Rendering of Fairbank Station - Showcasing station plaza and St. Hilda Parkette (Retrieved from Metrolinx on September 18th, 2022)

http://thecrosstown.ca/the-project/stations-and-stops/dufferin-station

Figure 9: Context Map for Oakwood Station - Mixed-use neighbourhood context (Retrieved from Metrolinx on September 18th, 2022) http://thecrosstown.ca/the-project/stations-and-stops/oakwood-station

Figure 10: Rendering of Cedarvale Station - Showcasing the interior concourse and connections to TTC subway line (Retrieved from Metrolinx on November 9th, 2022) http://thecrosstown.ca/the-project/stations-and-stops/cedarvale-station

Figure 11: Rendering of Forest Hill Station - Showcasing the primary entrance and outdoor bike station (Retrieved from Metrolinx on November 9th, 2022) http://thecrosstown.ca/the-project/stations-and-stops/bathurst-station

Figure 12: Rendering of Chaplin Station - Showcasing the plazas and Chaplin Parkette (Retrieved from Metrolinx on November 9th, 2022

http://thecrosstown.ca/the-project/stations-and-stops/chaplin-station

Figure 13: Avenue Station Cavern Excavation (Retrieved from Metrolinx on November 9th, 2022) http://thecrosstown.ca/sites/default/files/avenue.pdf

Figure 14: Yonge and Eglinton Mixed Use Map - Showcasing the various bus routes and subway connection to LRT station (Retrieved from Metrolinx on November 9th, 2022) http://thecrosstown.ca/the-project/stations-and-stops/eglinton-station

Figure 14: Yonge and Eglinton Mixed Use Map - Showcasing the various bus routes and subway connection to LRT station (Retrieved from Metrolinx on November 9th, 2022)

http://thecrosstown.ca/the-project/stations-and-stops/eglinton-station

Figure 15: Rendering of Mount Pleasant Station - Showcasing the exterior of the historic structure (Retrieved from Metrolinx on November 9th, 2022)

http://thecrosstown.ca/the-project/stations-and-stops/mount-pleasant-station

Figure 16: Decking and Roadway Operations for Leaside Station - showcasing the cut-and-cover construction method (Retrieved from Metrolinx on November 9th, 2022)

http://thecrosstown.ca/sites/default/files/leaside_final.pdf

Figure 17: Archway Construction of Laird Station (Retrieved from Metrolinx on November 9th, 2022) http://thecrosstown.ca/sites/default/files/laird.pdf

Figure 18: Guideway Work at Sunnybrook Park Station (Retrieved from Metrolinx on November 9th, 2022) http://thecrosstown.ca/sites/default/files/sunnybrookpark_final.pdf

Figure 19: Science Centre Station - showcasing the principal entrance adjacent to the Ontario Science Centre (Retrieved from Metrolinx on November 13th, 2022) http://thecrosstown.ca/sites/default/files/science_centre_2019.pdf

Figure 20: Aga Khan Park and Museum Station Showcasing the surrounding context (Retrieved from Metrolinx on November 13th, 2022) http://thecrosstown.ca/the-project/stations-and-stops/ferrand-stop

Figure 21: Wynford Station Showcasing the green strip buffers on Eglington Avenue (Retrieved from Metrolinx on November 13th, 2022) http://thecrosstown.ca/the-project/stations-and-stops/wynford-stop

Figure 22: Sloane Station Aerial view showcasing the on-street platforms (Retrieved from Metrolinx on November 13th, 2022) http://thecrosstown.ca/the-project/stations-and-stops/bermondsey-stop

Figure 23: O’Connor Station - Intersection Aerial view showcasing the on-street platforms and Eglinton Square Parking Lot (Retrieved from Metrolinx on November 13th, 2022) http://thecrosstown.ca/sites/default/files/oconnor_final.pdf

Figure 24: Kennedy Station - Aerial view showcasing the parking lots and LRT roundabout (Retrieved from Metrolinx on November 13th, 2022) http://thecrosstown.ca/sites/default/files/kennedy_final.pdf

Figure 25: Hurontario LRT Proposed Route - All alignments, stations, locations, names and quantity of stations are conceptual and subject to change (Retrieved from Metrolinx on October 8th, 2022) https://www.metrolinx.com/en/greaterregion/projects/hazelmccallionline.aspx

Figure 26: Estimated transit times - From first stop in the Crosstown to the last) (Retrieved from Metrolinx on October 10th, 2022)http://www.thecrosstown.ca/the-project/fact-sheets/eglinton-crosstown

Figure 27: Community pin up board for the Eglinton Today Complete Street project (Retrieved from City of Toronto, on October 10th, 2022) https://www.toronto.ca/community-people/get-involved/public consultations/infrastructure-projects/eglintontoday/

Figure 28: eglintonTOday Complete Street Project Survey (Retrieved from City of Toronto on October 6th, 2022) https://www.toronto.ca/wp-content/uploads/2022/06/984b-eglintontoday-publicmeeting1-presentation.pdf

Figure 29: Green transitway Tracks (Line 5 Eglinton taken from LRT Test Run) retrieved from Wikipedia on October 18th, 2022 https://en.wikipedia.org/wiki/Line_5_Eglinton

BACKGROUND PHOTO REFERENCES

BP1 - LRT Vehicle Hit Top Speed (Metrolinx, 2022) https://blog.metrolinx.com/2022/05/06/eglinton-crosstown-lrt-vehicles-hit-top-speeds-as-testing-continues/

BP2- LRT + Tracks (Metrolinx, 2022) BlogTO https://www.blogto.com/city/2020/11/heres-what-trains-eglinton-crosstown-lrt-will-look-like/

BP3 - Green Line LRT, Calgary, Canada (Skyrise Cities, 2022) https://skyrisecities.com/database/projects/green-line-lrt

BP4 - Eglignton Crosstown LRT (Spectrum, 2022) http://p3spectrum.ca/project/info/?id=289

BP5 - Toronto DVP Highway (Transportation Finance, 2022) https://scag.ca.gov/transportation-finance

BP6 - GO Train (Metrolinx, 2022)

https://www.metrolinx.com/en/news

BP7 - Toronto Skyline (PCMA, 2022) https://www.pcma.org/see-downtown-toronto-in-one-walk/

BP8 - GO Station Background (Global Infrastructure Hub, 2022) https://infrastructuredeliverymodels.gihub.org/case-studies/metrolinx-transit-program/

BP9 - Mobility Hub (PVT Group, 2022) https://blog.ptvgroup.com/en/city-and-mobility/what-you-need-to-know-about-mobility-hubs/

BP10 - Zoom of Go Train (Toronto Reality Blog, 2022) https://torontorealtyblog.com/blog/does-metrolinx-sell-real-estate/

BP11 - Eglington Crosstown Construction Process Flyover (Metrolinx, 2022) https://www.metrolinx.com/en/news

CHAPTER1: INTRODUCTION

1.1 PUBLIC TRANSPORTATION IN THE GTA

In light of increased infrastructure and development in metropolis worldwide, many would argue that public transportation is the key to livable cities. The efficiency of public transit systems has become a significant part of the day-to-day functionality of urban municipalities. However, modern transit requires decades of ongoing planning, design, and execution, as these decisions have a direct influence on urban relationships, as well as on the environment, public health, and society. Selecting the appropriate solution to implement is a complex challenge that must consider hidden and unforeseeable variables (Curiel-Esparza et al., 2016).

The importance of transportation in urban development is critical as it provides alternatives for people; their accessibility to land determines development patterns and economic activity levels within that region. When looking specifically at the city of Toronto, studies show that public transit is the best way to explore the city without the headache of sitting in traffic. The Toronto Transit Commission (TTC) operates as the third-largest system in North America, and its services are an integral part of the city and region’s vitality. (City of Toronto, 2022). They run three modes – subway, streetcar, and bus – which operate extensive routes throughout the city and suburbs while providing regional connections to other areas. While the TTC assists thousands of citizens daily with their commutes, there are still significant matters involving overcrowding, limited vehicles on bus routes, disconnected signage etc. Due to this, the city has seen a significant increase in private transport in the past decade. Which has/could lead to people using other modes of transportation, such as automobiles. From an ecological perspective, the influx of gas emissions and transportation is the second largest source of GHG emissions in Toronto, passenger vehicles accounting for 73 percent of emissions (refer to Figure 1). This increase directly affects the atmosphere as air pollution is a severe contemporary environmental health problem in Toronto and decreases our efforts towards combatting climate change (Kennedy, 2002).

After much research and consideration examining the overall sustainability of urban transit systems, it was declared that a transportation system must be flexible and adaptable to combine a mixture of modes (Kennedy, 2002). There are many advantages to building large transport systems for urbanized communities across the globe. For instance, facilitating public transit is considered one of the most effective policy options to moderate traffic congestion problems in many metropolises (Yao, 2007). As seen over the last two decades, Ontario’s government has been investing more in transportation services and concentrating its efforts on creating a vibrant transit network in the GTA with the support of Metrolinx. Metrolinx is an agency of the Government of Ontario established in 2006 to improve the coordination and integration of all types of transportation in the Greater Toronto and Hamilton Area. As seen in Figure 2, a surplus of projects is currently being developed to connect every community in hopes of making regional transit “better, faster, easier” (Metrolinx, 2022).

Whether it’s trains, buses, stations, or stops, Metrolinx has an eclectic set of expansions all over the province to bridge connections and alleviate some of the stresses of public transit. While numerous developments are worth exploring, this research shall concentrate on The Eglinton Crosstown LRT, currently constructed in uptown Toronto. This midtown connection is fascinating as it spans a diverse range of communities in hopes of providing “lasting economic benefits to Toronto and its surrounding region” (Metrolinx, n.d). Their vision looks at the opportunity to plan, build, operate and connect transportation from small suburban neighbourhoods to densely populated hotspots/landmarks within the city. This research aims to deliver an in-depth review of the Eglinton Crosstown LTR’s past, present, and future conditions. Examining this subject can aid landscape architects in comprehending the rationale and significance of transportation planning and design for future practice.

Figure 1: GHG Emissions from Transportation in Toronto 2019 (City of Toronto, 2022)

Figure 2: Metrolinx Present and Future Projects (Metrolinx, 2022)

1.2 RESEARCH GOAL

The Eglinton Crosstown LRT, currently being constructed in uptown Toronto, is the subject of this study. The goal is to uncover the development’s social and ecological effects and understand how that intersects with adjacent citizens and the built environment. This topic gives rise to many questions such as how does the growth of this development aid the community? Are there more pros than cons? Does the ongoing construction process affect the existing circulation of the corridor? This research is vital as the LRT's grand expansion traverses over 19km, proposing 25 stations, which causes significant socioeconomic and ecological impacts on the surrounding communities. This research aims to review the Eglinton Crosstown LTR corridor’s past, present, and future conditions. Examining this subject can aid landscape architects in comprehending the rationale and significance of transportation planning and design for future practice.

On a personal note, I was raised in Etobicoke, a small suburb in Toronto, merely 15 minutes away from the Eglinton Crosstown development. For many years, I have relied heavily on public transit to get me places, whether commuting to school and work or interacting with friends. The time dedicated to learning more and researching how a development of this stature affects functionality and can increase the livability of space has been a rewarding educational experience. My goal was to provide readers with an understanding of the significance and approach behind transportation planning and urban design to uncover details that can benefit landscape architects in their future work.

1.3 METHODS

Through a review of academic and grey literature and case study analysis, the research analysis will explore the impacts of transportation development in Toronto to understand if the benefits of urban mass transit systems are beneficial in creating more innovative and efficient cities for the neighbourhoods affected by this development. These research methods are effective as they provide a substantial data basis through demographics, statistics and past transitway precedent projects in metropolitan cities.

CHAPTER 2: CONTEXT

2.1 EXISTING CONDITIONS AND ANALYSIS

Eglinton Avenue is one of the most well-known arterial roadways within the city of Toronto and Mississauga, as it traverses the midsection of both municipalities. As seen in Figure 3, Eglinton Avenue is one of the few east-west roadways north of Bloor Street that runs through somewhat straightly. Eglinton Avenue is the only street to cross all six former boroughs, including East York, Etobicoke, North York, Scarborough, Toronto, and York, resulting in many notable residential, commercial, and retail developments. A few famous landmarks include Erin Mills Town Centre, Sunnybrook Park, and The Ontario Science Centre.

Eglinton's big growth spurt occurred between 1930 and 1960, during which the street was widened to its current size and bridges were built across the Don Valley (Blog TO, 2018). As the years went by, the simple residential neighbourhoods began transforming into vibrant multi-use spaces housing all types of expansions, such as public parks, museums, office buildings, restaurants etc.

Figure 3: Eglinton Avenue Arterial Roadway in Toronto Graphic (Wikipedia, 2022)

Like any metropolitan corridor, heavy pedestrian traffic started to affect the above-ground circulation of many of these communities. Many issues stemmed from traffic congestion and poor mobility for citizens, especially commuters. The modes of transportation available at the time were insufficient, which increased the use of automobiles. As discussed, Toronto's second largest source of GHG emissions results from transportation, while personal vehicles cause 73% of that. The influx of cars in this area began to affect the functionality of the corridor, as the Eglinton roadways were and still are primarily configured with two lanes in one direction and one lane in the other direction (City of Toronto, 2022). The problem became additionally inevitable when citizens started voicing concerns about vehicle delays and traffic infiltration, primarily driven by the lived experiences of residents and businesses. The concept of a large-scale expansion plan for transportation was developed in 2007 by the mayor of Toronto, David Miller, to help alleviate the tension on the arterial road as well as increase connectivity via intermodal transit. The project was initially titled Line 5 and is now more commonly referred to as the Eglinton Crosstown LRT. After years of trans-disciplinary review and planning, construction of the line's first phase began in 2011. The 5 - billion-dollar project was set to be completed in 2020, yet to this day is still in the process of being constructed due to multiple setbacks. Tackling a project like this concerned multiple disciplines coming together and collaborating, as it was more than just another means of transportation.

2.2 THE METROLINX VISION

The Eglinton Corridor vision was established through a multi-disciplinary review of transportation, land use, urban design, and interaction with employees, stakeholders, and the general public. This development was practical and functional when dealing with circulation, as the lanes already dealt with congestion due to existing transportation routes and vehicular movement. After much deliberation, it was decided that The Eglinton Crosstown LRT would partially be underground. As seen in Figure 4, The 19-kilometre route between Mount Dennis Station and Kennedy Station will include a 10-kilometre underground portion in its central section between Keele Street and Laird Drive. The rest of the line will run at street level in a dedicated right-of-way transit lane, separate from regular traffic (Metrolinx, n.d).

Figure 4: The Eglinton Line: Eglinton Crosstown LRT Project proposed Route (Metrolinx, 2022)

The goal for this project focused on intersecting and expanding city-building and sustainability, with fast transit as a crucial means of transportation on this busy street. While the construction process is still undergoing, Metrolinx's vision was also focused on the public, as they knew that the residents and businesses would have a considerable role to play in the present and future of this development. By incorporating community perspectives, ecological solutions, and public art throughout the stations, having the locals participate in this process will change it significantly. With the city developing and prospering rapidly, the vision was for the Eglinton Crosstown LRT to keep up while uniting neighbourhoods and promoting connectivity unlike anything witnessed in Ontario's transportation infrastructure history. (Metrolinx, 2020)

2.3 STATION CONNECTIVTY AND PROFILE FRAMEWORK

The proposed route was designed to make transit more efficient along the Eglinton corridor and make connectivity to different regions and modes of transport easier. Across 25 stations, the Eglinton Crosstown LRT will provide links to 54 bus routes, three TTC subway stations and GO Train lines. The following section will explore each LRT station and briefly discuss its linkages to other transit, neighbourhood context and supplementary information about its unique location

Mount Dennis

Mount Dennis is the first station in the Eglinton Crosstown LRT, acting as a mobility hub for transfers to the GO Transit Kitchener Line and UP Express, an off-street TTC Bus Terminal, a Passenger Pick-Up and Drop-Off area as well as a special track for LRT operations as a terminal station. The primary Mount Dennis shopping district is located on Weston Road. Special events and festivals are being planned for this commercial area to honour the diverse, multicultural groups in the Mount Dennis community. Mount Dennis inhabitants are also supplied by several small retail plazas along Jane Street, which offer a nice mix of shops catering to the residents' everyday home needs.

Figure 5: Rendering of Mount Dennis Station - Western Terminal Station of the Eglinton Crosstown Light Rail Transit (Metrolinx, 2022)

Keelesdale

As seen in Figure 6, Keelesdale Station will operate as an underground station located at the intersection of Keele Street, Trethewey Drive, and Eglinton Avenue West. The station will have three entrances: the main, fully accessible entrance at the northeast corner of Eglinton and Trethewey; the secondary - at the northwest corner of Eglinton and Trethewey, adjacent to York Memorial Collegiate Institute; and the third– at the southeast corner of Eglinton and Keele. The station will include an off-street bus loop with four bus bays and on-street connections to serve TTC buses. Keelesdale moves at a slower pace than many other Toronto neighbourhoods. Residents here enjoy a quieter atmosphere than many downtown hoods, with less street traffic and more green space, because they are located away from the city's centre. However, this quiet location is overflowing with its kind of movement.

Caledonia

Caledonia Station will be the second underground station in the Eglinton Crosstown LRT, approximately 200 metres west of Caledonia Road and immediately west of the GO Transit Barrie corridor. Figure 7 showcases a pedestrian connection to a future GO Transit station and an off-street TTC bus loop. Retail spaces will be located at street level at the main entrance. The projected GO terminal will be incorporated with the LRT station. A second track for the GO line is planned as part of the Regional Rail Express project, allowing for an all-day, two-way GO train service.

Fairbank

Fairbank Stop will be an underground station situated at the junction of Dufferin Street and Eglinton Avenue West with on-street TTC bus access. The station will contain a plaza at the main entrance, including the current St. Hilda's Parkette, located on the southeast corner of Eglinton and Dufferin Streets. As seen in Figure 8, the station plaza, which will be merged with St. Hilda's Parkette, will have a fountain or a water feature and provide an analogous meeting place and sitting functions as the present parkette. Retail spaces will be positioned at street level within the main entrance and 30 outdoor bicycle parking spots.

Figure 7: Rendering of Caledonia Station - Showcasing Pedestrian Walkway to GO Transit Barrie Corridor (Metrolinx,2022)

Figure 6: Rendering of Keelesdale Station - Underground Stop (Metrolinx, 2022)

Figure 8: Rendering of Fairbank Station - Showcasing station plaza and St. Hilda Parkette (Metrolinx, 2022)

Oakwood

Forest Hill

Oakwood Station will be an underground station located at the intersection of Oakwood and Eglinton Avenues. It will have two entrances, the first completely accessible on the north side of Eglinton and Oakwood Avenue. There will be no parking accessible at this location due to its proximity to a busy intersection; however, 24 outdoor bicycle parking places will be provided at the entrance.

Cedarvale

The Cedarvale Crosstown station will be underground and serve as an interchange stop for the TTC University subway line's Eglinton West Station (see Figure 4). Two tunnel boring machines begin excavating near Black Creek Drive and travel eastward in the initial tunnelling phase. They will be retrieved from Eglinton West station via a shaft immediately west of Allen Road. This will allow existing subway service to continue throughout construction. Because of the intermodal links close to the construction, Eglinton West will be one of the busiest interchange stations in the LRT line.

Forest Hill Station will be an underground station located at Bathurst Street and Eglinton Avenue West. The station will serve neighbouring businesses and people by providing 60 outdoor bicycle parking places to cater to the heavy cycling traffic in the area. Figure 11 depicts the station's main entranceway with outdoor bicycle racks for pedestrian usage. Retail spaces will be positioned at street level from the secondary entrance, and TTC buses will have on-street access.

Chaplin

Chaplin Station will be an underground station located, with on-street access to TTC buses. The significant and secondary entry plazas will be merged with the existing Chaplin Parkette. The Chaplin Parkette will be refurbished and rebuilt with an integrated design. The design will include green space and spaces for meeting, waiting, and relaxing. The secondary entry will create a visual link to the Kay Gardner Beltline Path, with pedestrian access to Eglinton Avenue from the trail. The design will also be created in collaboration with the Parks, Recreation, and Forestry Division of the City of Toronto. It will make it easier and safer for cyclists to move from the trail to the sidewalk.

Figure 11: Rendering of Forest Hill Station - Showcasing the primary entrance and outdoor bike station (Metrolinx, 2022)

Figure 12: Rendering of Chaplin Station - Showcasing the plazas and Chaplin Parkette (Metrolinx, 2022)

Figure 9: Context Map for Oakwood Station - Mixed-use neighbourhood context (Metrolinx, 2022)

Figure 10: Rendering of Cedarvale Station - Showcasing the interior concourse and connections to TTC subway line (Metrolinx, 2022)

Mount Plesant

Avenue Station will be a subway station situated at the junction of

Avenue West and Avenue Road. It will feature a turnback station with specially designed trackwork for storing and short-turning trains. Avenue Station is one of three Crosstown stations constructed utilizing mining and the Sequential Excavation Method. When the excavation is finished, a tunnel is mined from each entrance towards the centre of the road, connecting to form the concourse and platform. Mining causes the least disruption to businesses, pedestrians, and the roadway overhead while working underground 24 hours a day, seven days a week.

Eglinton

The Eglinton Crosstown station will be underground and serve as an interchange stop for the TTC Yonge subway line. Eglinton will be one of the busiest interchange stations. This region is considered a mixed-use neighbourhood, as seen in Figure 14, with commercial, residential, and transit linkages to this development. This hub acts as the "heart of Midtown Toronto" (Yonge Eglinton Centre, n.d), housing the Yonge Eglinton Centre, a mixed-use community shopping centre where our clients may work, live, and play all in one location. It has over 150 offices and services in its two office buildings and over 60 retailers to provide everyday requirements.

Mount Pleasant will be a subway station situated at Mount Pleasant Road and Eglinton Avenue East. This entry will also keep and incorporate the existing building's facade and contain street-level retail space. The secondary entrance will be at the northeast intersection of Eglinton Avenue and Mount Pleasant Road. On-street connections to TTC buses and 30 outdoor bicycle parking spots will be available. Figure 15 depicts the main entrance, housed within the existing historic structure (formerly a bank and now a retail space) on the northwest corner of Eglinton and Mount Pleasant Road.

Leaside

The Leaside Station will be an underground station located at Bayview Avenue and Eglinton Avenue East junctions. The station's name is derived from the surrounding neighbourhood and distinguishes it from the current Bayview Station on TTC Line 4. The cut-and-cover construction method is being used at Leaside Station. The excavation began, followed by temporary wooden decking. Work is currently being done beneath the decking as traffic passes above.

Figure 15: Rendering of Mount Pleasant Station - Showcasing the exterior of the historic structure (Metrolinx, 2022)

Figure 16: Decking and Roadway Operations for Leaside Station - showcasing the cut-and-cover construction method (Metrolinx, 2022)

Figure 13: Avenue Station Cavern Excavation (Metrolinx, 2022)

Eglinton

Figure 14: Yonge and Eglinton Mixed Use Map - Showcasing the various bus routes and subway connection to LRT station (Metrolinx, 2022)

Laird

Science Centre

Laird Station, located near the junction of Laird Drive and Eglinton Avenue East, will be a dug underground station. Laird will be a turnback stop with dedicated trackwork for LRT operations and passenger activities. Trains can turn around on either side of the station, and there will be a storage track on the east side. The platform-level walls and ceiling are contoured to promote mining stability. This shape will be seen from the platform level when the line operates.

Sunnybrook Park

Sunnybrook Park Stop will be a surface-level stop at the junction of Eglinton Avenue East and Leslie Street, accessible through the east-north-south crossing. The station's name comes from adjacent Sunnybrook Park and distinguishes it from the current Leslie Station on the TTC's Line 4. Eglinton Avenue must be enlarged to accommodate the stop, bike lanes, and guideway. A physical barrier between automotive traffic and bike lanes is provided by a 0.5-metre buffer on either side of Eglinton. Figure 18 displays the conduits holding power and communication cables for line operations beneath and within the guideway concrete.

Science Centre Station, situated near the junction of Don Mills Road and Eglinton Avenue East, will be an underground station and Mobility Hub. Trains will enter and depart the station via two long portals in the middle of Eglinton Avenue, one on each side of the crossing. The two 400-metre-long portals are being built to take trains from the surface into and out of the underground station, avoiding the congested crossing above. The primary entrance, seen in Figure 19, will be adjacent to the Ontario Science Centre, with access from both the north and south sides of the structure.

Chaplin

The Aga Khan Park & Museum Crosstown station will be built at ground level. This is Ontario's most prominent museum dedicated to Islamic arts and culture, housed in a sprawling compound in North York with a beautiful park and formal gardens. The accessible stop will be on the west side of the DVP southbound exit ramp and Eglinton Avenue East junction. A 0.5-meter-wide buffer will be installed on both sides of Eglinton between Brentcliffe Road and Victoria Park Avenue to give more space

the bike and motor lanes.

Figure 19: Science Centre Station - showcasing the principal entrance adjacent to the Ontario Science Centre (Metrolinx, 2022)

Figure 20: Aga Khan Park and Museum Station - Showcasing the surrounding context (Metrolinx, 2022)

between

Figure 17: Archway Construction of Laird Station (Metrolinx, 2022)

Figure 18: Guideway Work at Sunnybrook Park Station (Metrolinx, 2022)

Wynford

The Crosstown station in Wynford will also be built at ground level. The accessible stop will be a parallel side platform on Eglinton Avenue East, on the west side of the Wynford Drive bridge. Each of the existing ramps will have a sidewalk: the exit ramp from Eglinton Avenue eastbound to Wynford Drive and the entrance ramp from Wynford Drive to Eglinton Avenue westbound. Between Brentcliffe Road and Victoria Park Avenue, the 0.5-meter wide buffer is continued on both sides of Eglinton to give additional space between the bike lanes and the motor lane (refer to Figure 21).

Sloane

The Sloane Crosstown stop will be on the ground floor. The accessible stop will have a platform in the centre of the junction of Bermondsey Road and Eglinton Avenue East on the east side. East of the stop, between the two mainline tracks, is a double-ended siding where trains can enter and depart from either main track. Sloane Station is a densely inhabited and pedestrian-heavy location in the east end, nestled among residential, mixed-use, and conservation zones.

O'Connor Station will be a surface-level stop between the Victoria Park and Eglinton Square crossings, accessible from both ends. O'Connor, one of five stops in the Golden Mile commercial zone, will be the closest stop to the Eglinton Square Shopping Centre. Heated panels within station flooring to melt ice and snow, covered waiting spaces with chairs, a platform, lights, and a passenger help intercom are among the site's amenities. Medians were removed in the region to make place for the platforms and guideway of the station, and Eglinton Avenue was enlarged. A conduit network holds power and communication cables for line operations beneath and within the concrete guideway.

Figure 21: Wynford StationShowcasing the green strip buffers on Eglington Avenue (Metrolinx, 2022)

Figure 22: Sloane StationAerial view showcasing the on-street platforms (Metrolinx, 2022)

Figure 23: O’Connor Station - Intersection Aerial view showcasing the on-street platforms and Eglinton Square Parking Lot (Metrolinx, 2022)

Pharmacy

The Crosstown station at Pharmacy will be on the ground floor. The accessible stop will be on the east side of the junction of Eglinton Avenue East and Pharmacy Avenue on a parallel side platform. Pharmacy became the first station on the surface segment of the route to receive a passenger waiting for shelter in March 2020. The shelter was built ahead of time and lifted onto the LRT boarding platform. Pharmacy has three TTC bus lines that connect it to the rest of the city.

Hakimi Lebovic

The Hakimi Lebovic Crosstown stop will be on the surface. The accessible station will be on the far side platform, near the junction of Eglinton Avenue East and Lebovic Avenue. The TTC and local authorities decided that "Hakimi" was the superior option because it goes to the prestigious Centennial College and Ashtonbee Reservoir Park. Metrolinx later recognized the businessmen Joe Lebovic and Karim Hakimi, who named the stop (and accompanying streets).

Golden Mile

The Golden Mile Crosstown station will be at surface level. The accessible station will be on the far side platform, near the junction of Eglinton Avenue East and Warden Avenue. After the neighbourhood in which it is located, this station was dubbed "Golden Mile." It is worth noting that three stations west of here are also in the Golden Mile neighbourhood: O'Connor, Pharmacy, and Hakimi Lebovic. Golden Mile is served by three TTC bus routes that link the station to surrounding regions

Birchmount

The Crosstown station at Birchmount will also be at ground level. The accessible stop would likely be a parallel side platform on the east side of Eglinton Avenue East and Birchmount Road junction. Birchmount has two TTC bus routes that link the station to other locations.

Ionview

The Crosstown stop at Ionview is another surface-level stop in Toronto east. The accessible stop would most likely be a parallel side platform on the west side of Eglinton Avenue East and Ionview Road. Ionview has one TTC bus service that links the station to the surrounding communities. This is the 34 Eglington Avenue bus route, which travels alongside the LRT.

Kennedy

The Kennedy Stop will be the Crosstown's eastern terminus station, located underground southeast of the Kennedy Road and Eglinton Avenue East crossing. The station will serve as a Mobility Hub, linking to the GO Transit Stouffville Line, a TTC bus terminal, and TTC Lines 2 and 3. Other facilities include shop spaces on the concourse level in both the fare-paid and non-fare-paid zones. The station will be built with a gateway on Eglinton between Ionview and Kennedy linked by two passageways that will connect the surface segment to the underground Kennedy Station.

Figure 24: Kennedy Station - Aerial view showcasing the parking lots and LRT roundabout (Metrolinx, 2022)

3.1 A COMPARISON OF THE SUSTAINABILITY OF PUBLIC AND PRIVATE TRANSPORTATION SYSTEMS: STUDY OF THE GREATER TORONTO

AREA

CHAPTER 3: LITERATURE

REVIEW

After examining a considerable amount of research and scholarly articles, it was concluded that only a few peer-reviewed sources discussed large-scale transit systems and LRT construction. It was essential to find quality references that concentrated on public transit and explored the various impacts of transit in urban cities. Christopher A. Kennedy's paper evaluated the economic, environmental, and social consequences of private and public transportation systems on the Greater Toronto Area (GTA) sustainability. This writing was quite insightful as the author conducted various studies to assess the transport sector of the economy and the costs of utilizing transportation. While this study focused solely on automobiles, it is relevant to this thesis as the Eglinton corridor faced similar issues with excessive vehicular circulation, leading to the LRT development.

Kennedy's exploration was quite insightful as the approach builds on other extensive research and official statistics to discuss the simple case of public transportation vs. privately owned automobiles. The research looks through multiple lenses, such as social, economic, and environmental perspectives, to capture the various impacts of transportation modes within the GTA. It is stated, "Private transportation in the GTA produces approximately ten times more greenhouse gases than public transportation, in terms of person-km" (Kennedy, 2002). According to the report, public transportation in the GTA is more environmentally friendly than driving a private car. However, after conducting, the region's net social and economic gains from vehicle use may be more evident and significant. While the paper focuses on all aspects of private and public transportation systems, the main points extracted were taken from the environmental investigation.

In addition to current environmental health challenges, the GTA's position on long-term intergenerational sustainability issues plays a significant role as the issues explored in this paper dealt with resource depletion, biodiversity loss and greenhouse gas emissions. As a result, there is growing interest in alternate modes of transportation, as well as a possible need for more significant usage of public transit systems, particularly in metropolitan areas. This study was a beneficial resource to refer to throughout the process of exploring the ecological impacts of the Eglinton Crosstown LRT.

3.2 - URBAN MOBILITY AND PUBLIC SPACE. A CHALLENGE FOR THE SUSTAINABLE LIVEABLE CITY OF THE FUTURE

Another paper I found thought-provoking and relevant to this thesis was published by university researchers in the Journal of Public Space. The article discussed the challenges of public space and mobility intersecting in metropolitan cities by addressing how urban transportation may improve public areas and possibly contribute to developing a more sustainable mobility paradigm. These ideas were very beneficial throughout my research; during Chapter 2, they informed much of the background of why the Eglinton Crosstown Development was constructed.

The authors discuss the concept of urban mobility throughout the paper, describing our daily mobility and the experience of moving involving public spaces. This paper attempts to answer how public space impacts the sustainability of urban transportation in modern cities. The loss of the "social function" of public areas and streets for aesthetic and utilitarian goals was one of the repercussions of applying modernist principles to urban and as elements enabling travel between destinations. Although ignored for a long time in the discourse on urban planning, the relationship between public space and urban mobility has the potential to create livable cities. For example, the Metrolinx vision promotes mobility by integrating bicycle and walking paths throughout most of the corridor along Eglinton Avenue. Aligning with the concept of intersecting public spaces and mobility, It can be said that the Eglinton Crosstown LRT promotes walking and cycling as that contributes to economic, environmental and social sustainability.

The paper proposed many insightful questions which helped inform the research in chapter 4. Tying these two concepts together helps the readers understand the essential role that mobility contributes to the livability of the public realm. The author states, "The creation of attractive public spaces (which are also mobility hubs, e.g., stations, airports, bus stops, intermodal terminals), and the use of streets, sidewalks, and bike lanes for daily mobility constitute a key challenge for the design of sustainable mobility systems and the creation of sustainable and liveable cities" (Ravazzoli et al., 2017). This challenge that is examined is that multiple indicators, such as economic, social, and ecological perspectives, are required when measuring a city's sustainability performance. On the other hand, it tries to provide metrics linked to public space and soft mobility that may be incorporated into an existing collection of indicators typically used to quantify urban sustainability.

With cohesive and efficient urban transportation systems, it is possible to increase public places' quality, use, and sustainability. However, urban mobility can only be made more sustainable by investing in appealing public areas. Similarly, as seen in the analysis of the Eglinton Crosstown LRT, while the development was projected to be used by 1000s of people to create efficient transit, there was much consideration directed towards future mobility and not enough on the existing landscape and how the construction would affect the neighbouring communities. T the contrasting ideas in this paper were enjoyed as it contributes to the discussion about the importance of investing more in public places. Simultaneously, it proposes to planners and policymakers that measures to assess urban mobility and public space sustainability are necessary worldwide. As a result, along with economic, ecological, and social indices, public space and urban mobility are essential when assessing a city's environmental practices.

CHAPTER

4:

RESULTS AND ANALYSIS

4.1 HURONTARIO LRT CASE STUDY

Upon researching various rapid transit projects over the last few months, it was essential to study a similar development to the Eglinton Crosstown LRT. Hurontario Light Rail Transportation (LRT) is fascinating, which is another Metrolinx project currently underway but will be constructed by 2024. The Hurontario LRT will provide 18 kilometres of fast transit with 19 stops on a dedicated right-of-way track. As seen in Figure 25, It will connect to GO Stations in Port Credit and Cooksville, the Mississauga Transitway, the Square One GO Bus Terminal, the Brampton Gateway Terminal, and vital MiWay and Brampton Transit lines.

Figure 25: Hurontario LRT Proposed Route - All alignments, stations, locations, names and quantity of stations are conceptual and subject to change (Metrolinx, 2022)

Upon the initial examination, there were a few similarities between the two projects, such as the location being on dynamic corridors receiving heavy pedestrian and vehicular traffic at all hours of the day. The Hurontario LRT connects businesses and residents along the 18km route to promote efficiency. From an economic perspective, it was projected that approximately a quarter of the City's jobs and population would be located within this corridor during the next two decades (Metrolinx, n.d). Likewise, Metrolinx stated that by 2031, The Crosstown is expected to carry 5,500 people per hour during peak hours in each direction, as the vehicles have a capacity of 15,000 passengers per hour in each direction (Metrolinx, n.d).

One of the discoveries completed during this case study was understanding the significance of employing light rail transit vs. hard rail, and the topic is explored further in the following sections of this thesis. Texas A&M Transportation Institute states that Light rail vehicles can travel as fast as 80km/hr. However, actual speed is determined by the spacing of the stops and the speed limits of surrounding traffic. Figure 26 shows the estimated ride times of regular bus transit vs. light rail transit along the Eglinton corridor.

4.2 THE COMMUNITY PERSPECTIVE ON CONSTRUCTION

When the Eglinton Crosstown LRT first kick-started its construction in 2011, its finish date was projected to be early 2020. However, as time passed, the timeline kept getting pushed back due to multiple delays, and it is expected to be completed by 2023. Any transit system requires years of different aspects of construction, such as preparatory work, utility relocation, excavation, and demolition. However, these delays in the timeline started to cause concerns to locals, especially business owners. Employees from retail stores claim customers are avoiding the area because of the disruption, which negatively affects the businesses. In recent years, customers were offered free parking and awareness campaigns as an incentive to mitigate the detrimental impact (Maharaj, 2019).

Light rail transit is a proven technology used worldwide, especially in colder climates such as Edmonton, Calgary and Minneapolis (to name a few). Depending on the location and configuration of the track, cars can be removed or added effortlessly, thus providing the flexibility to accommodate ridership demands. In terms of the environmental impact, Metrolinx stated that it "will operate with clean, electrically powered light rail vehicles, producing near-zero emissions" (Metrolinx, n.d). The LRT line not only gets cars off the road but is a more sustainable, reliable, and environmentally conscious way to travel through the cities of Mississauga and Brampton along the Hurontario corridor.

Throughout the expansion, Eglinton Avenue earned the title of the worst road in Ontario. According to Global News, "crumbling pavement, potholes, traffic congestion, and poor road signage were the main concerns about the road cited by voters" (Naidu-Ghelani, 2019). As roads are ripped up, parking and pedestrian traffic are chaotic; the ongoing construction has taken a toll on the people who live and work in this neighbourhood and those who run companies, who had to be extremely patient. In the future, the city hopes to develop part of this corridor even more by introducing the eglintonTOday Complete Street project once this LRT system has been completed. The goal is to make Eglinton Avenue safer, more hospitable, and more appealing to everyone by reassigning the existing road space to accommodate vehicular traffic, parking, bikeways, seasonal patio extensions, art installations, and other neighbourhood and cultural events.

Figure 26: Estimated transit times - From first stop in the Crosstown to the last (Metrolinx, 2022)

As seen in Figure 27, getting the community involved in this new development was very important as many problems arose from construction within this corridor over the last decade. News articles claim that "the entirety of this road appears to be of concern" (Naidu-Ghelani, 2019). The project team committed to informing the public and stakeholders of potential disruptions with as much notice as possible.

4.3 PEDESTRIAN MOBILITY AND VEHICULAR CIRCULATION

It is no surprise that construction impacts various sectors in the urbanized landscape. One of the major problems that society faces is re-routing and navigating pedestrian and/or vehicular circulation. Touching upon ideas from The Journal of Public Space, the paper focuses on the concept of urban mobility and public spaces. The author claims that while these two ideas are considered separate commodities, "the relationship between public space and urban mobility can create sustainable cities"(Ravazzoli et al., 2017).

Figure 28: eglintonTOday Complete Street Project Survey (City of Toronto, 2022)

Figure 27: Community pin up board for the Eglinton Today Complete Street project (City of Toronto, 2022)

Similarly, pedestrian, and vehicular circulation is a big part of urban cities. For example, using public space by walking and cycling contributes to economic, environmental, and social sustainability. Examining this study conducted by the city of Toronto as part of their proposed plan for the eglintonTOday Complete Street project, they voted on the different modes of transport that would affect future design decisions. From a commuter's perspective, increased gas prices may substantially incentivize commuters to choose or switch to public transportation. (Yao, 2007). As society has seen in recent times, driving is not the ideal transportation solution for economic and environmental reasons. As a result, there is increasing interest in alternate modes of transportation and a demand for increased usage of public transit networks, particularly in metropolitan areas (Kennedy, 2002).

After gathering more insight into the benefits of LRTs, The Texas A&M Transportation Institute examines how light rails provide cost-effective interurban transportation service in a metropolitan area. It bridges a significant gap between local buses and heavy trains. LRT transports large commuters to and from the city centre at faster speeds than local buses and at a cheaper cost than a train. Metrolinx tried to take this vision one step further by using PRESTO (a service which provides commuters with increased convenience and savings with regional transit in the GTA). Aligning with their idea of creating a sustainable metropolis, the proposed cycle tracks would enable additional alternative modes of transportation along Eglinton Avenue, allowing trips, particularly shorter distances, to be made on foot or by bike (Metrolinx, n.d).

4.4 THE INFLUENCE OF PUBLIC TRANSIT ON ENVIRONMENT

Lage-scale transit systems are known for being hardscaped and generally cause environmental problems. Providing a variety of transportation options, as well as walkable areas, may assist improve air quality and reduce greenhouse gas emissions. The Eglinton Crosstown LRT project conducted thousands of environmental inspections and internal audits to keep the space as sustainable as possible. For example, it will be applied to the inclusivity of greenspace via tree/shrub/perennial planting and parkettes. Through Metrolinx's trans-disciplinary vision, the agency has tried to alter the design of cities to keep an ecologically friendly approach by integrating "green transitways."

Figure 29: Green transitway Tracks - Line 5 Eglinton taken from LRT test run (Wikipedia, 2022)

The' green' will be made up of grass and additional foliage as the idea behind it is to develop an appealing human and natural environment while economically complementing transit investments. Grass and other plants may also function as sound dampeners, absorb rainwater to lessen runoff, and even prevent dust from spreading. According to Metrolinx, the green track has an irrigation system to prevent drying and a drainage system to prevent floods. Aerating, top dressing and over-seeding, fertilizer, mowing, and weed and insect control are all part of sod management throughout the year. It was also predicted that around 60% of the above-ground portions within the corridor would be covered with grass and sprayed with sprinklers, a move aimed at cooling the train infrastructure during periods of extreme heat.

After gathering more insight into the benefits of LRTs, it was discovered that they significantly reduce air pollution emissions by reducing the number of cars and other heavy vehicles (such as buses) on the road network. Light rail transit networks in urban settings are among the railway transport methods that are regarded as being the most environmentally friendly (Kassomenos et al., 2016). As one of the most significant expansions in Metrolinx transit history, it makes sense why the Eglinton Crosstown has taken as much time to develop. Unlike past transitway projects, Metrolinx has tried its hardest to bridge the vision of public spaces and urban mobility to create a sustainable metropolis within the GTA. Our cities must provide enough transit, soft mobility alternatives, and inclusive/ well-designed areas to protect our natural spaces for generations to come (Ravazzoli et al., 2017).

CHAPTER 5: DISCUSSION AND CONLUSIONS

5.1 DISCUSSION

People frequently contrast light rail transportation with Toronto's current streetcar system. In truth, LRT is far more comparable to subway trains than streetcars, except that some of the proposed LRT lines would follow existing streets. For this study, it is essential to understand the differences between constructing a light rail system versus a heavy rail. Electric-powered Light Rail Vehicles (LRV) used in Light Rail Transit (LRT) operate in distinct lanes from motor vehicle traffic to transport people. Wheelchairs, strollers, and shopping carts may all be used onboard LRT cars, and several entrances allow quicker boarding to promote accessibility. Before this development, there were conversations about constructing a subway line through this corridor rather than an LRT. However, after much reflection, it was concluded that LRTs could serve communities and local businesses on Eglington Avenue as subways are primarily above-ground and have less distance between stops than subways. The LRT would connect with GO service, the Scarborough RT and Bloor-Danforth subway in the east, the Yonge subway at Eglinton Station, and the University-Spadina subway at Eglinton West station. It would also interchange with future proposed routes such as the Don Mills and Jane LRTs.

A few more reasons for this choice could be that LRTs will not impede traffic, as they travel on a dedicated right-of-way separate from regular traffic and will decrease congestion by replacing buses. From an environmental perspective, the system produces near-zero emissions, making them the right choice for the atmosphere. Light rail transportation is inherently sustainable since it employs clean, electrically powered cars that emit almost no pollutants.

It is no secret that the use of automobiles has decreased in the last decade and citizens have shifted towards public transit. However, driving remains the dominant mode of commuting in both Toronto and the broader GTA. There are now more cars on the road than there were ten years ago, even though the percentage of commuters who drive has decreased. This thesis explored the diverse ways an LRT system of this stature affects the urbanized landscape; therefore, it seems fair to examine if Eglington Crosstown's benefits outway the long-term impacts of the development.

Fixed rail systems are crucial because they (at least in Toronto) have more predictable impacts on land prices, encouraging builders to create more compact urban forms and cutting down on sprawl and travel distances.

If transit systems are to become a viable alternative to the car, flexibility is one area that requires development. Since road vehicles perform better than fixed rail transit, low-emission buses, such as those fueled by natural gas, may be considered a more environmentally friendly mode of public transportation. If there were an optimal transportation system, it would combine fixed rail transit, priority lanes for low-emission buses, including minibuses, cleaner private cars, and a lot more bicycles (Kennedy, 2002). With this combination of intermodal transport, Toronto will make efforts to decrease residents' reliance on cars.

The mayor of Toronto, John Tory, shared his perspective on the delays in Eglinton Crosstown LRT, stating, "I'm very optimistic that the transit being put in here, the multi-billion dollar transit investment, will lead to this becoming a mecca for people to come and establish small businesses and for those already here to thrive," (Maharaj, 2019). As discussed in Chapter 4, this development has significantly impacted the residents and local businesses along the Eglington corridor. The construction has played a massive role in obstructing pedestrian and vehicular traffic under a veil of noise and dust, causing people to stay away from the area. There are several measures that the province and Toronto municipality could take into consideration, citing policies that are already in place around the world. For example, Brussels entitles small business owners who must remain closed for at least one week due to public construction to daily compensation of about $117 (Lewis, 2019).

Similarly, in addition to deferring taxes and fees for companies harmed by a significant local road construction project, Seattle has launched a new aid fund and given businesses affected by building a new light-rail line more than $15 million (U.S.) in mitigation funding (Lewis, 2019). However, while compensation might be given for structural damage brought on by construction, Toronto generally does not pay business owners directly for losses brought on by road or sidewalk construction. Adaptability is a crucial necessity for every sustainable system. Not just by the local businesses but also by the government and city officials. As we can see, urban cities around the world have already acted. It is believed that joining several foreign governments in compensating for losses resulting from road building and other operations would have benefited the businesses affected by the Eglington Crosstown LRT.

5.2 DESIGN RECOMMENDATIONS

A well-planned streetscape fosters accessible and active transportation by providing pleasant areas for people to stroll and ride bicycles. For example, in warm, humid climates, even the most secure bike and pedestrian facilities may feel unwelcoming at certain times of the year if they are devoid of shade, windbreaks, and other elements. Transit may be incorporated into many urban streetscapes, from multi-lane boulevards to shared one-lane streets. This can be seen in different parts of Toronto, such as Union Station, Yonge and Dundas Square, Collage Street and many more. Even though financial limitations sometimes restrict the availability of stop components on current routes, investing in high-quality stops can alter how people view and experience transit service. This next section will explore and challenge some of the features of the Eglington Crosstown West design strategy through a landscape architectural lens to enable a vibrant urban future.

Public Art Enhancements

Transit stations are more than just places to wait. Better stop investments offer a chance to increase transport efficiency while enhancing the street's value with green infrastructure and modest public areas. Creating eye-catching stops can benefit users of all transport modes and service tiers. For example, the Eglington Crosstown LRT line will feature integrated artwork at six stations. They are the highest calibre, modern, significant, and contextually suitable for their specific station. While this is an excellent advancement toward constructing visually attractive stations, it seems silly to only implement it in 6 out of 25 stations along the proposed route. According to the crosstown official website, Metrolinx received 187 applications, yielding 69 qualified submissions, yet only six were selected to be included (Metrolinx, 2022). Public art/murals can transform the city's vitality in its scale and diversity. They also can decrease graffiti vandalism within stations if implemented correctly. While there is no reasoning for their decisions, it would have been compelling to have artwork dispersed across each station with this development.

Green Infrastructure

An enhanced landscape can improve aesthetic appearance, user comfort, and ecological performance at stations and terminals. There are small ways to accomplish this, i.e. implementing parkettes, sidewalk replacements, planters/ streetscaping, and resurfacing. Most of the time, transit stations prioritize space for mobility (as they should), so having green infrastructure elements at ground level can make these already condensed spaces harder to navigate. However, through well-thought-out design, climbing vibes and overhead structures can come in handy when trying to minimize using floor space. For example, a tree canopy and green features can improve the transit experience for waiting riders, increasing comfort and reducing perceived wait time. Studies show that a glimpse of nature may boost one's mood, and green spaces benefit individuals who commute through a corridor or work in an area with plenty of trees (Kittelson & Associates, Inc, n.d)

Existing Natural Systems

Incorporating green infrastructure into transit street design can significantly increase user comfort and improve aesthetic appearance. However, it is also essential to manage the area's existing ecosystems and ensure they are not disturbed. Good transitway design examines how it can detain stormwater flows, reduce the volume of stormwater runoff, and relieve the burden on municipal water treatment systems. The crosstown west cuts through a few natural spaces, including Sunnybrook Park, Keelsdale Park and the Humber river system. Other recommendations include planning for safety and putting in place a framework for green infrastructure that works with natural processes to capture and filter rainfall, reduce floods, support pollinator species, enhance biodiversity, and protect animal populations. While Metrolinx has tried its best to reinforce, they have still comprised a mature naturalized parkland on the west side of the LRT line. They have found ways to defend their actions, yet it has been proven that their current plan to elevate this area is not socially equitable or ecologically responsible. This area is a designated greenbelt zone, and preserving and protecting as much parkland as possible is vital.

5.3 HOW DOES LANDSCAPE ARCHITECTURE CONTRIBUTE?

Landscape design is typically viewed by conventional transportation planning and engineering methods as the last phase, the final tidying up of a project to make it seem visually aesthetic, or, in some instances, the easiest thing to cut out to meet the budget. However, landscape architects do more than make streets and public areas more attractive. Landscape architects must examine how a place will appear in the short and long term and should be able to foresee how the space will evolve in five, ten, fifteen or fifty years. They must consider everything from material selection to growth patterns, seasonality, and how flora will vary when selecting a tree, shrub, and ground cover species in cold winters and hot summers. Transit corridors and urban design projects can pose a challenge as naturalized elements can alter depending on pedestrian volume and the intensity of street use.

In practice, transit projects are a collaborative and multidisciplinary effort. Throughout the design and construction phases, landscape architects might partner with local companies and community groups to research and conduct a version of site analysis. Every landscape project process starts with a careful assessment of the site and an examination of the current conditions. A landscape architect can decide in advance which features will be added to the master site design and which ones will be adjusted or eliminated based on these results. This can include learning about the area's history, topography, community, and environmental constraints such as soil, wind patterns, sun angles, etc. It is by conducting this preliminary research which leads to a comprehensive understanding of the site context. The Eglinton Crosstown LRT Development is a fantastic example of a transdisciplinary project, as many different design professionals were involved in the decision-making process. While it was heavily focused on making public transportation more efficient, it was considered a public realm/streetscape project (Metrolinx, 2022).

A mix of local urban design, landscape architecture and planning firms such as ERA, Perkins+Will and PUBLIC WORK was involved in creating masterplans and performing streetscape studies along the Eglinton corridor. To provide recommendations on how the corridor's past may inspire healthy expansion and change in the future, ERA examined the historical development of Eglinton, various neighbourhoods, and distinctive urban forms. Understanding how the space functions daily are crucial to a project of this stature because it is hard to envision what you want a space to become in the future if you cannot see how it operates in the present. Landscape architecture plays a meaningful role in the transportation industry and can expertly shape our streetscapes and control people's actions in an aesthetically pleasing and practical way. Aesthetics of the built and natural environment can be challenging to assess in a metropolis, and with the knowledge and expertise, it can become safe if appropriately selected.

Landscape architecture is frequently considered a means to beautify or "green up" buildings or metropolitan areas. It offers a crucial infrastructure that accomplishes much more (Tavella, 2012). The profession is often connected to gardening or planting flowers/shrubs. While some areas/firms of landscape architecture focus more heavily on site revegetation, there is more to it than merely knowing a myriad of plant species. In reality, it is about understanding the maturation and impacts of how a species will evolve in a specified environment. For example, in recent times, we have seen that urban climates can benefit significantly from adding street trees and bushes to foster sustainability. The advantages of plants for air quality are widely documented, and plants improve the general quality of the air because they remove oxygen from the atmosphere and absorb carbon dioxide (Tavella, 2012). In times of extreme heat, plants help improve the surrounding environment by cooling the air. Under trees, air temperatures can drop by up to 20 degrees when appropriate plantings are selected; drought-resistant landscaping (xeriscaping) reduces water and maintenance requirements in dry climates. In general, reducing the urban heat island effect can have a dramatic beneficial effect thanks to trees and other forms of flora.

This new framework for designing transit corridors as public spaces with the help of Landscape architects will help cities and their residents work together to create sustainable, livable, and healthier streetscapes because they are trained to work collaboratively across disciplines (Lormand, 2018). The profession's ability to consider the entire project when preparing the analysis is advantageous to this process as it leads to a more comprehensive understanding of the built environment.

5.4 THE FUTURE OF PUBLIC TRANSPORT IN THE URBANIZED ENVIRONMENT

By 2030, there will likely be a robust and substantial transit system across the region, as we can already see the transformational expansion projects being conducted by Metrolinx throughout the GTA. Light Rail is powerful in its ability to guide future development. Businesses and new developments are attracted to the permanence and capacity of the Eglinton Crosstown LRT. Studies throughout North America consistently demonstrate that properties adjacent to higher-order transit experience enhanced value. While Eglington avenues mixed-use spaces have come a long way over the last decade, there is a considerable amount of projects left to look forward to over the next few years.

Metrolinx has already developed systems and strategies to create a subway extension called the "Eglington crosstown west extension" from Mount Dennis Station to Etobicoke and Mississauga. While still being developed, they are also planning on getting a jump start on two more LRT systems in midtown Toronto which will intersect with crosstown to create seamless and efficient connectivity via intermodal transit. Alongside the transitway way projects, the City of Toronto municipality is also trying to create a more hospitable public realm for citizens through the eglintonTOday Complete Street initiative. Using the Eglinton Connects Vision components, the project seeks to reassign the existing road space to allow vehicle traffic, parking, bikeways, seasonal patio expansions, art installations, and other neighbourhood and cultural events. These elements will be implemented on a section of the Eglinton corridor in coordination with the Eglinton Crosstown station design. At the heart of these changes is the need for cities to grow without slowing down. The ability to transport large numbers of people while also using streets as public places is made possible by transit, which is a key to unlocking street space. This forces the region's planned expansion to concentrate in the urban centres of the cities

5.5 CONCLUSION

Public transit is essential to creating livable cities in light of the rising infrastructure and development in metropolises worldwide. The effectiveness of metropolitan communities' daily operations has grown to depend significantly on their public transit networks. Choosing the best option to adopt is a difficult task that requires considering hidden and unpredictable factors. (Curiel-Esparza et al., 2016). This research aimed to deliver an in-depth review of the Eglinton Crosstown LTR's past, present, and future conditions. Examining this subject can aid landscape architects in comprehending the rationale and significance of transportation planning and design for future practice. This research was necessary due to the LRT's proposed 25-station grand expansion's 19-km length and considerable socioeconomic and ecological effects on the locality.

The research analysis examined the effects of transportation development in Toronto through a review of scholarly and grey literature and case study analysis to determine whether the advantages of urban mass transit systems are advantageous in creating more innovative and efficient cities for the neighbourhoods affected by this development. Upon completing this thesis, it was acknowledged that implementing an LRT versus a subway line along this corridor was the right decision as they could serve the local communities and businesses on Eglington Avenue as subways are primarily above-ground and have less distance between stops than subways. The research techniques were successful because they offered a significant database based on demographics, statistics, and previous transitway precedent projects in major cities.

The biggest limitation which affected this work was the need for more time and finding existing research to build upon. A semester to finalize a thesis seemed like a vast amount of time when in reality, it went by faster than anticipated. Additionally, Light Rail Sytems are a relatively new technological advancement, so it took longer to compile appropriate sources and precise data to inform this writing. Overall, it was an insightful exploration of the transportation/urban design realm within landscape architecture, and the hope is to see more advancements in contemporary transit systems for generations to come.

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