Johnny Au
Superstar
There still needs to be a bus serving Holland Bloorview, Toronto Rehab, and CAMH, as well as a bus entering Sunnybrook from the east.
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Rainforest
Senior Member
Does that 90-second frequency plan exist in writing, or is it just a potential future option?
I imagine that 90-sec frequency will require ATO. It may not be that hard to install, but making changes immediately after the line opens would be odd. So, either they need ATO from the onset, or they will wait a while after the line opens.
Furthermore, 90-sec frequency (40 trains per hour) with 3-car trains will result in a huge capacity of 20,000 ppdph. All published demand forecasts for Eglinton were well below that number, and that implies that 90-sec frequency will not be needed in the near future.
mrxbombastic
Active Member
To my knowledge the plan was to have the ATO system installed at launch but that the frequencies would reflect demand, with the potential to be increased to service for the future required demand.
innsertnamehere
Superstar
you may be correct. I just know the line will be capable of 90 seconds on opening day.
M II A II R II K
Senior Member
And with a maximum of 3 carriages that would be the equivalent of 5 subway carriages.
andrewpmk
Senior Member
It would make far more sense to make Eglinton fully grade separated and the outer portions elevated. Is there any LRT line in the world which runs with this sort of headway and capacity on part of the line? The Eglinton LRT will almost certainly be the busiest LRT line in the world if these sorts of headways are put into effect. Just like 401 which this line is supposed to relieve is the busiest highway in the world.
Monarch Butterfly
Superstar
Phase one of the Crosstown is to be from Mt. Dennis Station to Kennedy Station. Phase two will extend it westerly to the YYZ airport.
Other line rail systems across the world (IE. Boston, San Francisco) make use of branches outside of the center of their cities. We could AF (after Ford) build a northeast branch of the Crosstown going north up Don Mills Road to Steeles Avenue East, and a northwest branch going north up Jane Street to Steeles Avenue West (or Pioneer Village Station), as phases three and/or four.
That would leave the DRL to serve areas south of Eglinton to the downtown, if the DRL study finds for using heavy rail.
Other line rail systems across the world (IE. Boston, San Francisco) make use of branches outside of the center of their cities. We could AF (after Ford) build a northeast branch of the Crosstown going north up Don Mills Road to Steeles Avenue East, and a northwest branch going north up Jane Street to Steeles Avenue West (or Pioneer Village Station), as phases three and/or four.
That would leave the DRL to serve areas south of Eglinton to the downtown, if the DRL study finds for using heavy rail.
PL1
Senior Member
Amen. Getting to Sunnybrook from Coxwell Stn requires 1 subway and a minimum of 2 buses... it's 3 when the dreaded 56B is in play. I can literally run to Sunnybrook faster than take the TTC.
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BurlOak
Senior Member
If we intend to do that, we would really be cursing the idiots who decided not to run the Eglinton line grade-separated through Leslie to Don Mills.
M II A II R II K
Senior Member
It doesn't matter either way, since there are no intersections with traffic lights between Leslie and Don Mills.
innsertnamehere
Superstar
there are lights at Leslie..
Johnny Au
Superstar
Ozman
Active Member
Kilgour Road is a dead-end street running east from Bayview. There is no east-end access to Kilgour. Where Rumsey Road meets Kilgour (at Holland Bloorview and Toronto Rehab), there are gates for which only some employees have passes. The people of North Leaside insisted on this in return for allowing the CNIB/Bloorview private road to be turned into a public road (Kilgour). Otherwise the traffic would be too heavy through North Leaside residential streets. It's already a problem with people cutting through to avoid Bayview and Eglinton. North Leasiders would never permit TTC buses along their (narrow) residential streets even if there was any public access to the east end of Kilgour. And by the way, CAMH has been empty for five years since they consolidated all their operations at 1001 Queen west.
I believe the combination of the Leaside 56 and Leslie 51 is a done deal and the Lawrence East 54 will turn south at Don Mills to terminate at Don Mills station bus terminal where the Flemingdon Park 100 will also end. The Lawrence-Donway 162 may see increased frequency to pick up the slack between Leslie and Don Mills on Lawrence, left by the re-routing of the 54.
The Leaside 56B to Brentcliffe and Eglinton may remain at rush-hour and I imagine the South Leaside 88 will be adjusted slightly by travelling on Eglinton between Laird and Brentcliffe so it can link directly with the Crosstown at Laird Station.
Laird Station definitely needs and entrance on the north-west corner. It was in the EA but disappeared in the Reference Concept Designs. The people of North Leaside will need an entrance that doesn't require crossing Eglinton and this is even more necessary if they go with the Eglinton 34 local bus. The westbound stop at Laird would be right at the north-west corner entrance.
Johnny Au
Superstar
The CAMH building can be removed to be an extension of Kilgour Road linking it with the Sunnybrook Park driveway with a small bridge over the West Don River; make that link only for buses, bicycles, and pedestrians. This way, it would bypass North Leaside completely, but again, it would require a branch of the 11 Bayview to do it (going to Don Mills station via Kilgour Road and Sunnybrook Park) or alternatively, a new bus route that goes along Broadway between Yonge and Bayview, then goes along Kilgour to the busway to Sunnybrook Park and go on Eglinton to Don Mills station.
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Palma
Senior Member
How far along Eglinton are the tunelling machines now? Plus, are the stations only being built once all of the tunelling is complete to Yonge/Laird (for the underground portion of the LRT)