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Steve X said:
That is why I don't like about the TTC. They have to have buses loop into the station adding 2-3 minutes of unnecessary wasted time. From the west, I could see a lot of people getting off at Weston Rd and walking into the station instead of getting into the bus terminal. With Presto coming and the requirement to tap to get into the subway/LRT system, the whole concept of fare paid zone will change. Everyone, not just metropass users can get off early and walk into the station using their transfer registered on their presto card. It's going to be annoying to take the Weston Rd bus through Eglinton if it needs to loop into the station and out. It's like Wilson and Downsview station but worst.
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And how are they supposed to build access to the bus platforms then? You've got the railway tracks on the west, LRT tracks on the south and east, and the LRT yard (for the time being) on the north. There simply is no other way to access the location where the bus terminal is going.

Dan
Toronto, Ont.
 
W. K. Lis said:
The tracks will go down an 2% incline from the Black Creek overpass (over Black Creek Drive) and into the hill at Weston Road. The station box may have a 1% incline. The current design will be have the station box partly exposed and partly in the hill.
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A station box on an incline? I'm not a complete expert but that seems strange to me. Are any existing TTC stations inclined?
 
smallspy said:
And how are they supposed to build access to the bus platforms then? You've got the railway tracks on the west, LRT tracks on the south and east, and the LRT yard (for the time being) on the north. There simply is no other way to access the location where the bus terminal is going.

Dan
Toronto, Ont.
Click to expand...

The LRT tracks are elevated on the NW corner of Black Creek and Eglinton (where Keelesdale is now). Assume a bus is coming westward on Eglington. It would turn right onto Keelesdale. The bus entrance can follow the north side of the LRT ROW It can then skirt the east side of the redevelopment site south of Photography drive and then follow the Photography drive ROW into the bus bays. The only incremental pedestrian impact is an additional bus-only street on the North side of Eglinton. Coming out of the bus bays the 35 bus could do the same.

This would eliminate the need for any left turns onto Photography Drive from Eglinton (and the need for a traffic signal.
 
muller877 said:
The LRT tracks are elevated on the NW corner of Black Creek and Eglinton (where Keelesdale is now). Assume a bus is coming westward on Eglington. It would turn right onto Keelesdale. The bus entrance can follow the north side of the LRT ROW It can then skirt the east side of the redevelopment site south of Photography drive and then follow the Photography drive ROW into the bus bays. The only incremental pedestrian impact is an additional bus-only street on the North side of Eglinton. Coming out of the bus bays the 35 bus could do the same.

This would eliminate the need for any left turns onto Photography Drive from Eglinton (and the need for a traffic signal.
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Except that it would still need to cross the access to the yard in some manner, either underneath or overtop of the yard leads. And as far as I can figure, you'd have some severe grade issues either way there, either with the roadway or with the tracks (which already have to drop from the yard to the mainline).

Dan
Toronto, Ont.
 
Crawling forward in the west:

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smallspy said:
And how are they supposed to build access to the bus platforms then? You've got the railway tracks on the west, LRT tracks on the south and east, and the LRT yard (for the time being) on the north. There simply is no other way to access the location where the bus terminal is going.

Dan
Toronto, Ont.
Click to expand...
I wasn't suggesting a terminal but bus bays on the side of the street that buses can pull in and out easily and continue. When Lawrence West was closed, buses loaded/unloaded much quickly than having to wait for a left turn. The only problem there is access to the subway. As for Mt Dennis Station, the railway bridge overpass would need to be lengthen. Buses can turn around and load on the other side of the street. I'm just suggesting that the 89 would have to dip into the bus terminal and out adding up to 5 minutes of delay.


muller877 said:
The LRT tracks are elevated on the NW corner of Black Creek and Eglinton (where Keelesdale is now). Assume a bus is coming westward on Eglington. It would turn right onto Keelesdale. The bus entrance can follow the north side of the LRT ROW It can then skirt the east side of the redevelopment site south of Photography drive and then follow the Photography drive ROW into the bus bays. The only incremental pedestrian impact is an additional bus-only street on the North side of Eglinton. Coming out of the bus bays the 35 bus could do the same.

This would eliminate the need for any left turns onto Photography Drive from Eglinton (and the need for a traffic signal.
Click to expand...
Is this necessary? The 34 Eglinton bus runs every 15 minutes. The busy 32 is gone.
With the Photography Drive extension, all buses northbound buses from Black Creek would make the turn on the new extension.
 
Curious..............I know that Kingston/UTS is ready to get shovels in the ground as soon as Trudeau and Wynne make the announcement as everything is all done including environmental reviews. Is that also the case with Eglinton East {DM to Kennedy} and West {MD to Renforth}?
 
ssiguy2 said:
Curious..............I know that Kingston/UTS is ready to get shovels in the ground as soon as Trudeau and Wynne make the announcement as everything is all done including environmental reviews. Is that also the case with Eglinton East {DM to Kennedy} and West {MD to Renforth}?
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Crosstown West and East are being reviewed and potentially redesigned. That might necessitate a new EA. Transit EA's typically take about 6 to 8 months, though I'd expect any Crosstown West and Crosstown East EA revisions to not take as long, since they're redesigning only parts of the line. We'll have a clearer picture once we know if the line is being modified.

The biggest unknown at this point is how long any modifications might take. Toronto City Planning might not even be able to do detailed design evaluations at this point, as they haven't received instruction or funding from Council for that. Beginning any EA modifications will certainly require a Council vote, and that will probably happen in June, along with the EA approval for RL and SSE.

Regardless, the Crosstown extension will be "shovel ready" soon enough. Almost certainly within the year.
 
If City Planning and Metrolinx really want this thing built, they'll modify the crosstown schedule such that the Crosstown West construction starts at Renforh, and Crosstown East (Kennedy to UTSC) will start at UTSC, both starting at end-of-year 2017. That'll thwart any efforts to cancel after the 2018 provincial and 2018 municipal elections.
 
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