been taken to ease the impact of this intrusion on the day-to-day life of people living in the neighbourhood or travelling through it. For one, three of the stations are being constructed using a sequential excava- tion method. This means the excavation shafts are completed for the station entrances (off the road) ahead of time, and crews begin mining sideways from the bottom of the shafts and under the roadway to make room for the platforms and concourse caverns. “This mining method reduces the amount of excava- tion and utility relocation required and causes less disruption to pedestrians and road users,” Pytel explains. In contrast, the cut-and-cover method means excavating vertically from the road. And while the majority of the stations are being constructed using this method, Pytel notes that, “four of the stations are using a top down cut-and- cover method. Once utility relocations, support of excavation and shallow excavation is complete, the crews pour the roof slab and completely restore the road above. The station excavation for the concourse and platform cavern then continues under the roof. This method also reduces the duration of road disruption.” Pytel stresses that the CTC has been exercising the highest level of trans- parency and collaboration, actively developing relationships with key stake- holders such as the TTC, City of Toronto, utility companies and local communities. “The project cannot be built without the support of our key stakeholders and in partnership with the City and its agencies,” she says. “We ensure that all stakeholders are aware of upcoming work and are not surprised when a new work stage begins. We have regular meetings with the TTC, the City of Toronto, Toronto fire/para- medic/police services, as well as utility companies. Work planning and traffic management is a collaborative effort between all of these groups.” Pytel reports that the community liaison committees have been especially successful at building relationships across the corridor because residents and local businesses have a regular touchpoint with the project to find out about upcoming work, ask questions and even come and visit some of the project sites. Outside of the above-mentioned challenges, it’s important to note that the Eglinton LRT differs from many other LRT projects in that half the line is underground. This means a much longer construction timeframe, but the end result, says Pytel, will be significant. “When complete, the LRT will provide new, reliable rapid transit in Toronto that will be up to 60 per cent faster than current travel times,” she notes. That, ultimately, will make the many construction challenges, and the time and effort involved, well worth it. |BD EGLINTON CROSSTOWN LRT: QUICK FACTS The Eglinton Crosstown LRT is a new light rail transit line that will run from Weston Road in the west to Kennedy Road in the east. Here are some quick facts: •  The 19-km route will have 15 underground stations and 10 surface stops •  10 km will be below ground and 9 km above ground •  The route links to 54 bus routes, 3 subway stations, GO Transit and a new ‘UP Express’ station •  The line will support a capacity of 15,000 passengers per hour in each direction •  It will improve commute times across Eglinton by as much as 60% •  At the peak of construction, over 2,000 people will have been employed directly and indirectly •  The project includes a maintenance and storage facility and a transit communications system For more information, visit www.thecrosstown.ca PROJECT MANAGEMENT 28 | Builders' Digest Quarter 3 2018