Considering there is no TBM in the ground yet for the Ontario line, I am assuming a closure at this point is entirely focused on utilities?
 
Considering there is no TBM in the ground yet for the Ontario line, I am assuming a closure at this point is entirely focused on utilities?
If I am not mistaken I believe the part between Yonge to Osgood is being done cut and cover due to the complexity of everything in the area as well as the complexity of the interchange stations as well.
 
If I am not mistaken I believe the part between Yonge to Osgood is being done cut and cover due to the complexity of everything in the area as well as the complexity of the interchange stations as well.
Definitely not. They are going very deep to avoid that complexity, but at Queen Station there is no way to keep construction out of the roadway due to the existing station and no space on neighbouring properties to stage from.
 
If I am not mistaken I believe the part between Yonge to Osgood is being done cut and cover due to the complexity of everything in the area as well as the complexity of the interchange stations as well.
Not cut-and-cover, but rather it sounds as if they are going to mine that section.

From the west, the TBM will be pulled out of the ground at Osgoode.

Dan
 
I sure hope so.
But we only have like two of them so only time will tell. (Ontario Line / REM)
I mean, it’s a fairly appropriate tech to replicate. It’s lighter than our heavy subways, and can be much lighter depending on how far you wish to go (OL is obviously at the upper end of complexity). It also works well elevated with a slimmer profile. If the competition is conventional LRTs, then this wins hands down- it offers similar train capacities, but can cover distances way faster- something appropriate for our dense-ish suburbs.

These “Light metros” in the GTHA/Canada should be used on corridors primarily concerned with medium-long distance, high ridership routes that BRTs are currently being installed along- not necessarily the short/medium distance corridors we are putting LRTs on (some would’ve been better as LMs, some not). Brampton’s 501 Queen BRT comes to mind for an eventual LM, while, say, Steeles from York U to Yonge would be better as an LRT.

In short, it is the functional transit choice. Faster and likely better per-dollar-spent, but less placemaking potential than LRTs, which was part of their initial basis in Ontario.
 
I mean, it’s a fairly appropriate tech to replicate. It’s lighter than our heavy subways,
It's not lighter than our subways. In fact, it's likely to be heavier-per-foot of train length.

and can be much lighter depending on how far you wish to go (OL is obviously at the upper end of complexity).
Not really. See above.

It also works well elevated with a slimmer profile.
6-to-10 inches of car width is not going to make an appreciable difference to the overall width of the guideway structure. You're not going to notice a structure that is a foot narrower if it already 30 feet wide.

If the competition is conventional LRTs, then this wins hands down- it offers similar train capacities, but can cover distances way faster- something appropriate for our dense-ish suburbs.
But at a far, far greater cost.

Dan
 
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To prepare for Metrolinx’s construction of an Ontario Line connection to the TTC’s Queen Station beginning this spring, the City is working closely with Metrolinx, contractors and the TTC to ensure that traffic congestion and construction impacts are reduced as much as possible by holistically reviewing capital construction plans, upcoming road restrictions and accessibility around all construction zones downtown.

The City will be launching Priority Travel Routes around Ontario Line construction zones that will be kept clear of as many road restrictions as possible – including non-emergency utility work – to ensure that there are alternative and parallel routes for people to get around.

The City recognizes the vital need for the unprecedented transit expansion underway alongside the need to keep people – pedestrians, cyclists, transit riders, and drivers – moving within Toronto. Once completed, the Ontario Line will make travel within Toronto faster and easier by providing a 15-station subway line running from Exhibition Place, through downtown, to the Ontario Science Centre. The new subway line will also offer significant crowding relief within Toronto’s existing transit network.

Starting Monday, May 1, Dundas Street, from Jarvis Street to Bathurst Street, will be the first Priority Travel Route as Ontario Line construction will fully close Queen Street from Victoria Street to Yonge Street and Yonge Street to Bay Street. Until summer 2024, this stretch of Dundas Street will only have emergency work; on-street parking will be restricted and CaféTO Curb Lane cafes will not be installed to keep the roadway as clear of restrictions as possible.

More Priority Travel Routes will be identified as Ontario Line construction progresses. To keep traffic moving along these routes, some existing permits and bylaws may be cancelled or amended. Where necessary, these may include not installing CaféTO curb lane cafés, changes to on-street parking and deferring requested road closures for events.

Other ways the City is preparing for Ontario Line construction include actively assessing all construction permit applications and related Traffic Management Plans to minimize the overall disruption caused by construction. Staff will work to ensure plans promote the safety of people travelling in the area; reduce noise and parking impacts as much as possible; modify traffic signals to allow for the efficient flow of traffic; deploy paid duty Police officers and Traffic Agents to regulate and direct traffic; maintain access to properties; and identify key site access points and haul routes for construction vehicles.

City of Toronto Traffic Agents will be deployed to key intersections during the morning and afternoon peak traffic periods to actively manage the movement of all road users, reduce delays and improve safety. Traffic Agents will be placed where they are needed most based on evolving traffic demands. More about the Traffic Agents Program is available on the City’s Traffic Agents webpage
 
Yes but they are also building the station boxes first and then ramming the TBMs through them. Its how they do things now.
From SSP Vancouver - Elsie TBM broke into the Broadway City Hall station box today (back right of pit)

Hotwax;9919000 said:
I missed the breakthrough by a couple minutes but I still got to see the cutting head in motion.
My picture from Friday, 14-Apr-2023:

9dBcvaA.jpg

Enlarge
 
Does someone know who this TDotResident guy is? He spent all of yesterday afternoon writing these conspiracy theories about government collusion between Ford and the De Gasperis family, citing such evidence like "They bought the Celestica Site 1 month before the Ontario Line was announced" - even though the area is getting the Eglinton Line, and the Relief Line has been proposed to reach Science Center going as far back as the 60s, so anyone who followed transit even a bit would know that this is a great site to invest in for long term gain, even before any public announcement was made regarding the Ontario Line.

 

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