Why build the Park Lawn Streetcar Loop?
The new Park Lawn loop is an important component of plans for a new LRT (light rail transit) type line operating in its own right of way from south Etobicoke to Union Station. This future “Waterfront West” route will help to fulfill the Official Plan vision to provide high quality, high speed transit service as part of the Transit City Plan. In the short term, the loop at Park Lawn will allow the existing streetcar short-turn at the Humber Loop to occur further west, thereby doubling the frequency of service to the Park Lawn Area.

How does the Park Lawn Loop fit into the large scale plan for a Waterfront West streetcar (LRT) route from downtown Toronto to South Etobicoke?
The Park Lawn loop is only one part of improved transit service between downtown and south Etobicoke. An Environmental Assessment is currently underway to extend the 509 Harbourfront streetcar service west from its existing terminus at Exhibition Place to the existing reserved right-of-way track at Roncesvalles/The Queensway. Additional right-of-way property on Lake Shore Boulevard to Park Lawn Road is being acquired as development plans are submitted and reserved streetcar operation will be implemented once all of the required property has been acquired. Once these facilities are completed, service between south Etobicoke and downtown will be provided in a fully reserved-right-of–way, thereby minimizing the impact of traffic delays on service. In the meantime, installation of the Park Lawn loop will allow the more frequent streetcar service to be extended, to meet demand from existing and imminent development in the Park Lawn area, in advance of implementation of the new service to downtown.

An environmental assessment to identify a preferred route for the Waterfront West is already underway for the area from Exhibition Place to Roncesvalles Avenue. Potential routing for these sections can be reviewed on the project Website:
www.toronto.ca/involved/projects/waterfront_transit/

What increase of service will occur to serve the community when the new Loop is constructed (prior to the Waterfront West extension)?
Service will double between Humber Loop and Park Lawn. The same frequency of service that is now scheduled as far west as Humber Loop, will be extended further west to Park Lawn. Specifically, TTC will add an average of 6 streetcars per hour most of the day to the existing service west of Humber Loop to Park Lawn Loop. The existing 501 Queen service west of Humber Loop is 5-6 streetcars per hour in the peaks and midday periods, Monday to Friday, for an average frequency of a streetcar every 10 minutes. The new service will add the same number of streetcars per hour for a total of 10-12 streetcars per hour, or an average frequency of a streetcar every 5 minutes during the peaks and midday periods.

During the weekday evenings, the existing frequency of a streetcar every 16 or 20 minutes (3-4 streetcars per hour) will change to every 8 or 10 minutes (6-8 streetcars per hour). Weekend service will also double and frequencies vary depending on the time of day.

When approximately could the Waterfront West route be built from Etobicoke to Union Station?
Five to six years subject to funding.

When will studies take place for extending streetcar service westward to Long Branch in its own “Right of Way”?
A study is scheduled to begin in late summer of 2008.

Why not extend service to the existing loop at Kipling now?
The TTC continually monitors service demands and adjusts service as necessary. At this time, passenger demand west of the Humber Bay Shores area does not warrant additional service. Extending the existing short-turn service beyond Park Lawn to Kipling is estimated to cost approximately $3.3 million a year in on-going operating costs, and would require the dedication of three additional streetcars. Use of the TTC’s restricted available resources to provide such a service can only be justified if warranted by demand and, at this time, it is not projected that sufficient demand will exist west of Humber Bay Shores to justify this additional cost in the foreseeable future (i.e. for 10 years minimum). However, the existing, committed, and proposed developments in the Humber Bay Shores area are expected to generate increased ridership and will warrant an improvement in service as far as Park Lawn Road in the short- to medium-term, and this improvement can be made at a much lower operating cost.

Kipling Loop is used for emergency turnbacks only and has not been used by streetcar service on a regular scheduled basis for decades. Single family residential development is located immediately adjacent to the loop. There are no known plans for redevelopment of this area, especially at the scale and density occurring in the Park Lawn area.

What is the time table for construction of the Park Lawn Loop?
This item is included in the current TTC 5 yr capital budget (2008-2012) to be constructed in 2009. Final approval for the construction will take place with the next budget (2009-2013). The TTC is proceeding with the design to meet this timetable.

What is the estimated budget cost of the Park Lawn Road Streetcar loop?
Seven Million dollars.

What does the TTC do to minimize noise at streetcar loops?
New trackbed isolation and track lubrication technology, and increased curve radii will minimize noise. These techniques have been used successfully in the new streetcar track construction at Broadview Station.

What effect will there be to car traffic at the intersection of Park Lawn and Lake Shore Blvd?
Analysis undertaken by consultants, assuming the existing intersection configuration, indicates that the added 6 streetcars per hour turning left at Lake Shore Blvd and Park Lawn Ave. would have minimal impact on the intersection performance assuming development in place up to 2007. An average peak hour increase in delay of 1-3 seconds per vehicle was estimated to occur, with the largest increases being 6 sec for southbound left turning vehicles in the a.m. peak hour and 10 seconds for westbound vehicles in the p.m. peak hour. Improvements will be made to the intersection, including a widening of the southbound approach, when development plans are finalized for the northwest corner of the intersection. In addition, Lake Shore Blvd will be widened east of Park Lawn Road to provide a reserved right-of-way for streetcars in the future. The widening will maintain two through lanes for traffic and appropriate turn lanes in each direction.

Increased traffic demands are evident in the Park Lawn/Lake Shore area, not only due to local development, but also due to development in areas beyond the Toronto borders. As local development occurs, traffic demands will increase and, accordingly, the City has plans to improve road facilities in the area. However, road improvements alone cannot fully serve all of the transportation demand expected from both local and non-local sources. The provision of improved transit service is a basic premise of the Toronto Official Plan, which seeks to promote long-term sustainable growth. By providing improved transit service throughout the City, residents and commuters will have alternatives to the use of the private automobile whose continued unlimited growth is not sustainable.

During times when the Gardiner Expressway is blocked due to accidents, the traffic congestion in the surrounding area, including Park Lawn and Lake Shore, will worsen as it does today. This type of situation is common anywhere in the city when traffic flow is unexpectedly interrupted. The presence or absence of streetcars at Park Lawn and Lake Shore will make little difference to these exceptional situations.

In fact, the aim of improving transit service to the Park Lawn/Lake Shore area, including to the waterfront park, is to increase the number of people using transit instead of using their cars. Thus, the streetcars are part of the solution to area traffic problems.

How is the elevated track of the LRT being resolved at the intersection of Park Lawn at Lake Shore?
There will not be any elevated track. The track will be at-grade through the intersection.

What will happen to the Humber loop, is it obsolete?
Some of the Humber loop may be declared surplus to the TTC’s needs.

Is the loop on Kipling and Lake Shore Blvd. being utilized?
The loop at Kipling is used for emergencies only.