Eglinton East LRT: Design Features

The Eglinton East LRT (EELRT) is a light rail system operating in the centre of the roadway separated from vehicle traffic by a dedicated guideway. Design priorities for the for the EELRT (future Line 7) are informed by the City Toronto Accessibility Design Guidelines and the Complete Streets Guidelines which enhances multi-modal transportation options and improved public realm spaces.

Typical Design

Typical Design refers to the standard design for the EELRT and roadway, including station platforms, intersections, pedestrian areas and bikeway, landscaping and other amenities.

All elements of the EELRT’s design will comply with the Toronto Accessibility Design Guidelines, approved by City Council in 2022, as well as the Accessibility for Ontarians with Disabilities Act (AODA). This includes accessible station platforms; accessibility considerations on the LRT vehicles; and consideration for public realm improvements. More details about specific accessibility features will be available in later phases of the project’s design.

LRT stops and supporting infrastructure

There are 27 proposed stops, 400 metres to 1 kilometre apart. Stop platforms will be 50 metres long targeting major intersections. The LRT will be powered by an overhead electrical system. Electrical substations will be located approximately every two kilometres along the line to transfer power from the grid to the LRT system.

Intersection Design

Left turns for vehicular traffic will only be permitted at signalized intersections; protected left-turn phases and LRT signal priority will be provided at stoplights traffic lights. All other areas are restricted to right- turn in and right- turn out of traffic flow, including driveways.

Diagram showing the typical plan view of an Eglinton East light rail transit stop near a signalized intersection with two centre light rail transit tracks and a stop platform alongside the eastbound track. Two traffic lanes run in each direction and there are cycle tracks and sidewalks on each side of the roadway with a buffer zone separating traffic from the cycling track. — Typical plan view of an EELRT stop platform at a signalized intersection.

Tile 2: sample cross section of intersection with public realm improvements EELRT_Cross-Section_Platform.jpg Street-level diagram showing the design elements of the Eglinton East Light Rail Transit project at a stop where 4 lanes of traffic are present, plus a westbound left-turn lane. Two light rail transit lanes run through the median of the roadway, with a platform present on the eastbound side direction of the light rail transit. Landscape and amenity zones separate traffic lanes from cycle tracks, and sidewalks. — Sample cross section of intersection with public realm improvements.

Design Zones

The typical design for the EELRT is broken into two ‘zones’. Each zone features its own standard design that is generally applied to the zone’s full alignment.

A map showing areas of the EELRT corridor that correspond to Design Zone A and Design Zone B.

Design Zone A is applied to the mixed-use context along Eglinton Avenue East, Kingston Road, and Neilson Road north of Berner Trail. Zone A features higher density areas with an emphasis on creating a vibrant, social public realm through use of sidewalks, attractive landscaping, and public spaces.

Street-level diagram showing the design elements of the Eglinton East Light Rail Transit project in Design Zone A where 4 lanes of traffic are present. Two light rail transit lanes run through the median of the roadway. Buffer zones separate traffic lanes from cycle tracks, landscape and amenity zones, sidewalks, and setback zones. — Cross section image of four lane layout for Zone A.

Street-level diagram showing the design elements of the Eglinton East Light Rail Transit project in Design Zone A where 2 lanes of traffic are present. Two light rail transit lanes run through the median of the roadway. Buffer zones separate traffic lanes from cycle tracks, landscape and amenity zones, sidewalks, and a setback zones. — Cross section image of two lane layout for Zone A.

Design Zone B is applied to primarily employment or neighbourhood context along Morningside Avenue, Sheppard Avenue, and Neilson Road south of Berner Trail. Zone B features many single-family homes, with commercial plazas and business parks putting the emphasis on reducing residential impacts.

Tile 2: Zone B 4-Lane Cross SectionEELRT_Cross-Section_Zone-B-4-Lane.jpg Street-level diagram showing the design elements of the Eglinton East Light Rail Transit project in Design Zone B where 4 lanes of traffic are present. Two light rail transit lanes run through the median of the roadway. Landscape and amenity zones separate traffic lanes from cycle tracks, sidewalks, and residential backyards. — Cross section image of four lane layout for Zone B.

Street-level diagram showing the design elements of the Eglinton East Light Rail Transit project in Design Zone B where 2 lanes of traffic are present. Two light rail transit lanes run through the median of the roadway. Landscape and amenity zones separate traffic lanes from cycle tracks, sidewalks, and residential backyards. — Cross section image of two lane layout for Zone B.

Separate Service

The EELRT will be a separate service from existing transit infrastructure in the area, meaning passengers will transfer at Kennedy Station Line 2 and Line 5, and at the future Line 2 terminus at Sheppard-McCowan Station.

Advantages of a separate service include:

Reduce the time for construction, the cost of delivery and property impacts.
Vehicle performance can be tailored to the needs of the corridor, including the steep grades along Morningside and multiple turns.
Shorter trains can be used to appropriately meet projected ridership and growth in the area.
The alignment of the EELRT can remain above ground along its entire length.
Vehicle and platform lengths can both be reduced from 100 metres to 50 metres.

Project Focus Areas

The EELRT team has identified 11 focus areas for the functional ten percent design phase of the project. These areas require special attention as part of the design process and public consultation because of:

Connections with other transit projects, both future and existing
Level of community interest
Coordination with other stakeholders
Environmental considerations, such as parks or creeks
Physical constraints and design challenges

The Focus Areas are:

Kennedy Station
Eglinton GO and rail bridge underpass
Eglinton Avenue and Kingston Road
Guildwood GO and rail corridor overpass
Kingston Road, Lawrence Avenue, and Morningside Avenue (KLM) area
Highland Creek Bridge on Morningside Avenue
University of Toronto Scarborough Campus (UTSC)
Highway 401 overpass on Morningside Avenue
Conlins Road Maintenance and Storage Facility (MSF)
Neilson Road/Malvern Town Centre
McCowan/Sheppard Station – Scarborough Subway Extension (SSE) interface

A map showing the EELRT focus areas for the functional (10 per cent) design phase, as listed in the webpage text. — A map showing the EELRT focus areas for the functional (10 per cent) design phase.

Details for each of the focus areas, the challenges and opportunities, can be found in the Phase One Virtual Public Meeting presentation material in the Public Consultation section.

Public Realm Improvements

A priority for the EELRT (future Line 7) is to transform all modes of transportation by implementing high-quality and safe infrastructure for pedestrian and people cycling. The project will apply a Complete Streets approach to enhancing the public realm along the light rail line.

The key design principles for EELRT’s public realm improvements include:

Accommodate pedestrians and people cycling.
Provide cycling paths protected from vehicle traffic with enhanced buffer (space) or tree planting zone.
Create a continuous rows of trees and preserve healthy and mature trees in their location where possible.
Restrict vehicular lane widths to minimum dimensions required for design speed.

Stay Informed

To receive updates by email, subscribe to the project email.