ShonTron
Moderator
Just short of the major demand point and transfer node at Don Mills Road. Pure brilliance!
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Just short of the major demand point and transfer node at Don Mills Road. Pure brilliance!
micheal_can
Senior Member
How is it bad? It is close to the demand point, right?
TheTigerMaster
Superstar
Voltz
Senior Member
The major demand point will be at Don Mills, even without the DRL reaching Eglinton, this is beyond where full service would operate with half the trains turning back at Laird.
Partially to blame are the locals, who got a local community group to take up the cause of having a stop at Leslie, so it would help their property values.
BurlOak
Senior Member
The MOU (released March 31, 2011) said Eglinton Crosstown was in a tunnel, "except short sections in the area of Don Valley, and potentially near the Jane Street / Black Creek and Kennedy Stations" and along SRT ROW. This was a 25km transit line, so the "short" sections are the 3km at Don Valley, 2km at Jane/Black Creek and approach to Kennedy (potentially re-using the existing station).
Read in conjunction with news reports of elevated transit being considered (which Ford never objected to), I was fully expecting more details of an elevated plan to be released in late 2011. I am sure Ford as well was expecting that Stintz and Metrolinx were working on an elevated option (so that more savings could be funneled into the Sheppard Subway that Ford so desperately wanted). The more elevation, the more savings that could be put into Sheppard - and I'm sure that elevating the remaining 3.5km section from Don Valley to Kennedy would have been acceptable to Ford. I was quite shocked in early 2012 when it became apparent that Stintz and Metrolinx had actually been actively working to sabotage the Ford plan (just to help the Stintz planned mayoralty run and to knock Ford down a few steps as he was controlling the Provincial governments agenda on transit). Once Ford was stabbed in the back, it no longer became about transit and he was trying to play catch-up in the political games that were started by the others.
sixrings
Senior Member
Ford is always the victim. He was a victim when he got kicked out of the Leaf game for drinking. He was a victim when he never got arrested for anything but was followed by the police. Ford was a victim when someone filmed him doing recreational drugs. He was a victim in Politics because people hated that he had his own money. He was a victim when the city didnt sell him the piece of park land beside him. He was a victim when they accused him of campaigning before he was allowed to. He was a victim when they wouldnt let him build his ferris wheel. He was a victim when they wouldnt let him into the states. He was a victim when he left work to go coach football on work hours. He was always a victim. But dont worry Help is on its way. Doug is here to complete his brothers legacy.
robmausser
Senior Member
But they won't use the crossover for short turns.
Ozman
Active Member
Why not? Do you mean they'll use the storage track just east of Laird like they do at Glencairn on Line 1 for short turns?
Streety McCarface
Senior Member
While it was implied that RLN would travel along don mills, new studies are considering options on Leslie and particularly Victoria Park. Victoria Park is the real issue.
Rainforest
Senior Member
It was a mistake not to grade-separate the Eglinton line between Laird and Don Mills. But, let's not overrate the impact of that mistake. Most likely, the line will still work fine.
Only if the demand greatly exceeds the current forecast, the inability to run more frequent service between Yonge and Don Mills will be felt.
DRL Long, if anything, would somewhat mitigate the said mistake. A large group of riders would transfer from the westbound ECLRT to DRL, reducing the demand west of Don Mills.
Line 1 has very uneven stop spacing, varying from ~ 400 m south of Dundas to 2 km (or more) north of St Clair. That, by itself, doesn't cause delays. Where the stop spacing is wider, trains run at a higher average speed and there is greater distance between trains. In the downtown section, trains run at lower speed and closer to each other. The number of trains per hour passing through every station is same (if we discount short-turning, that doesn't normally occur in the PM peak).
Likewise, the Eglinton trains will run at higher speed and more widely spaced in the tunnel section, having a lower speed and being closer to each other in the street section.
Only if the demand greatly exceeds the current forecast, the inability to run more frequent service between Yonge and Don Mills will be felt.
DRL Long, if anything, would somewhat mitigate the said mistake. A large group of riders would transfer from the westbound ECLRT to DRL, reducing the demand west of Don Mills.
Line 1 has very uneven stop spacing, varying from ~ 400 m south of Dundas to 2 km (or more) north of St Clair. That, by itself, doesn't cause delays. Where the stop spacing is wider, trains run at a higher average speed and there is greater distance between trains. In the downtown section, trains run at lower speed and closer to each other. The number of trains per hour passing through every station is same (if we discount short-turning, that doesn't normally occur in the PM peak).
Likewise, the Eglinton trains will run at higher speed and more widely spaced in the tunnel section, having a lower speed and being closer to each other in the street section.
nfitz
Superstar
I don't believe that draft MOU was ever agreed to by both parties and was not signed. Normally the references are to the 2012 MOU which I don't believe references a 2011 version.
A bigger question is there a new 2018 MOU signed before the election is called. It's unclear to me what that agreement is.
LOL, I don't think that when one is by one's own admission too stoned and inebriated to function, that the appropriate term is "stabbed in the back"!
Particularly with the chief architects being either long-term Progressive Conservatives or Ford appointees!
Besides it saved us from the mistake of trying to grade-seperate between Don Mills and Kennedy, preserving the genius and cost-effectiveness of the Transit City vision for this rapid transit line!
44 North
Senior Member
Ignoring everything east of Kennedy, yes the Transit City proposal is good. But then we have Line 3, which logically could have connected to this Crosstown. And correct me if I'm wrong, wasn't the *original* vision to link up the in-median Eglinton portion with Line 3, something later rejected by TTC as operationally mediocre and thus dropped? Which I guess may also explain why Scarborough-Malvern LRT was its own line and not a continuation of Crosstown as it is now. In other words the Transit City vision for Eglinton East of Don Mills was already brought down a few notches from the vision that preceded it, and thus not all that genius.
The McGuinty MOU wasn't perfect, and is the epitome of Metrolinx being spineless yes-men (tunneling below the E and W Don River no Qs asked...gimme a break). But by many metrics it would've been better than the SSE debacle.
Leo_Chan
Senior Member
This is the expected answer right?
This then made me realize that it’s possible that the TTC may not know much about the Crosstown other than what’s available to the public. Where the information will be obtained when the stations get handed over. Is this a possibility?
This then made me realize that it’s possible that the TTC may not know much about the Crosstown other than what’s available to the public. Where the information will be obtained when the stations get handed over. Is this a possibility?
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torontopeter
Senior Member
How can the TTC not know about this when the design of the Crosstown itself / crossover tracks in this area are clearly dependent on the expected ridership and subsequent service schedule? Astonishing.
Leo_Chan
Senior Member
Are you criticizing my observation (assumption) or the TTC?