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In theory, tunneling is less disruptive than cut-and-cover, the method by which Toronto dug the Yonge subway line in 1949-1954. However, Mr. Collins now says Metrolinx must extract its tunnel boring machines at Eglinton and Allen Road, just west of the subway line. It will then dig another entry shaft to reinsert the machines to continue tunneling to Yonge Street.

“There is a concern of tunneling under a subway that was not designed to have something underneath it,” he says.

For that portion of the Crosstown, the cut-and-cover method will be required.

Compounding the traffic mayhem at one of our city’s busiest intersections, Mr. Collins adds that Metrolinx may ask the city to close the Allen Expressway northbound, from Eglinton to Lawrence Avenue, so trucks can use the stretch to extract muck from the tunneling towards Yonge Street.

“This is a tough job, I’ll tell you,” he says. “It’s not easy. It’s kind of a rolling wave going down Eglinton from west to east.”

Mr. Collins has been building public transit for 40 years. I asked whether he will stay until the projected completion date of the Crosstown, in 2020. “I am here for the next while,” he says.

Enzo Torrone, head of the Fairbank BIA and co-owner of Dynevor Furniture at 1877 Eglinton Avenue West, is looking to Metrolinx to help rejuvenate business. With traffic such a mess, the BIA may have to cancel the annual Fairbank Village Multicultural Summer Fest in June. He suggests the agency help them bring a big name band — he suggests Platinum Blonde — to play the festival and draw crowds.

“I am sure we could jam the street with enough people to jam the stores up and everybody could make money,” he said

Back at Andrew’s Formals, Mr. Alampi notes that his BIA already convinced Metrolinx to build an Oakwood LRT station. On that front, Mr. Alampi figures he won. But more battles await between now and 2020.

“This is a war,” he said. “You have to decide whether you are going to win or lose.”

National Post