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 EELRT (future Line 7) are informed by the City of Toronto Accessibility Design Guidelines and the Complete Streets Guidelines which enhance multi-modal transportation options and improved public realm spaces.

The design varies slightly through different segments of the EELRT route to correspond to relevant policy, local constraints and context. View the Phase 2 project information panels for more information about the design elements within each segment of the project.

There are 27 stops, 400 metres to 1 kilometre apart. Stop platforms will be 50 metres long targeting major intersections.

LRTs operate on electrical power but require special infrastructure to run Traction Power Substations (TPSSs).

TPSSs use electricity from the local power supply to generate the consistent power needed to operate light rail vehicles.

The substations are similar in size to a shipping container and are designed with safety in mind:

  • All equipment is enclosed in a locked, sound-absorbing building.
  • TPSSs are “dry type” and don’t use oil for electrical insulation, so they won’t leak or catch fire.

The functional (10%) design includes 15 TPSSs located every 1.5 to 2 kilometres along the EELRT corridor.

The current project design also includes new and extended roadways and changes to vehicle travel lanes to accommodate various infrastructure for the LRT stops, and to reduce impacts on private properties:

  • A New Military Trail roadway through the UTSC campus
  • Realignment of Eglinton Avenue East at Kingston Road
  • Realignment and extension of Beath Street in the West Hill community
  • Extension of Rodda Boulevard in the West Hill community
  • Reduction from four to two vehicle travel lanes on Neilson Road between Malvern Town Centre and Sheppard Avenue.

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.

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:

  • Vehicle and platform lengths can both be reduced from 100 metres to 50 metres.
  • 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

The construction of the EELRT presents an opportunity to bring infrastructure up to current Complete Streets design standards by implementing high-quality and safe infrastructure for pedestrian and people cycling and create a well-functioning street network that is planned and designed to provide safe access and efficient operation for all street activities and functions.

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.

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