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innsertnamehere said:
there are lights at Leslie..
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Leslie is a T-intersection to the north. Put the LRT on the south side of the street and you've dodged the intersection. The strange trumpet interchange into a parking lot could also be modified into a T-intersection (the underpass could be used by pedestrians and cyclists to get to the Leaside Rail Trail from the Don Valley Trail).
 
Palma said:
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)
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The TBMs are either just passed the Keele headwalls or about to pass them as work in the headwalls seems to be ramping down there And both the north and middle headwall sections have been completed.

As for the stations, the earliest they could start to be built is once the TBMs are extracted and restarted at Eglinton West station. Crews need to remove the conveyor systems and other support units out of the station block section before crews can dig out the station pit.

So if we are really generous I would expect that to start happening in maybe 2015 at the earliest.
 
The tbms should be done their dig in around a year, maybe a bit more. So probably late 2014 or early 2015 for station construction
 
Station Design Update Meetings

The Crosstown website has posted a notice at this link about a couple of meetings on station design.

The first is to present:

preliminary station and stop designs from Laird Drive to Wynford Drive, as well as information on the future construction of a tunnel boring machine launch shaft that will be located east of Brentcliffe Road.

Date: Wednesday, November 6th, 2013
Time: 6:30 p.m. to 9:00 p.m.
Location: Noor Cultural Centre
123 Wynford Dr, North York, ON​

- See more at: http://www.thecrosstown.ca/news-media/whats-new/station-design-update-meetings#sthash.iZhp8zU2.dpuf
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The second is to present:

the preliminary station designs from Avenue Road to Bayview Avenue.

Date: Thursday, November 7th, 2013
Time: 6:30 p.m. to 9:00 p.m.
Location: Northern Secondary School
851 Mount Pleasant Road, Toronto, ON​

- See more at: http://www.thecrosstown.ca/news-media/whats-new/station-design-update-meetings#sthash.iZhp8zU2.dpuf
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You can download the PDF of the event notice at this link.
 
I was looking over the Environmental Project Report Addendum Executive Summary (link), page 22, and noticed that the Mt. Dennis Station could have a 1% incline. The incline increases to 2% east of the station and after Black Creek Drive the decline has a 5% slope leading to the portal. Does not bother me, but usually stations have level platforms. Passengers may have to apply their brakes on their strollers, wheelchairs, roller blades, etc. when in the Mt. Dennis Station (as well as the trains themselves), when they wait for a train. Hopefully, the platform will have a non-slip surface.
 
W. K. Lis said:
I was looking over the Environmental Project Report Addendum Executive Summary (link), page 22, and noticed that the Mt. Dennis Station could have a 1% incline. The incline increases to 2% east of the station and after Black Creek Drive the decline has a 5% slope leading to the portal. Does not bother me, but usually stations have level platforms. Passengers may have to apply their brakes on their strollers, wheelchairs, roller blades, etc. when in the Mt. Dennis Station (as well as the trains themselves), when they wait for a train. Hopefully, the platform will have a non-slip surface.
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I recall reading that 0.5% slope in a station was the limit - maybe I am wrong though.
 
Ozman said:
I assume you mean between Brentcliffe portal and the west Don Mills portal. And if so, I agree; let's hope.
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There are two portions to consider.

  1. Brentcliffe to Don Mills, it would be a massive mistake if they decided to make it in the median and not grade-separated (a south side alignment with a separate bridge over the West Don and an at grade station at Leslie seems to be the best choice for this portion).
  3. Don Mills to Kennedy, it would be a big mistake if they decided to make it in the median and not grade-separated (an elevated alignment would be the best choice for this portion).

Unfortunately, I have just about lost all hope that they will do either. Metrolinx is planning a whole bunch of transit in Toronto and the first one they build they are doing wrong. It does not inspire confidence.
 
innsertnamehere said:
Grade seperating east of Don Mills doesn't really matter now that the Scarborough subway is happening instead.
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Maybe you are right.

The other thing that the B-D Subway extension might do is prevent the DRL from going up to Eglinton. With the grade-separated Eglinton line - there would be great presure to extend the DRL to Eglinton. Without this, the reasons would be Flemindon and Thornecliffe - not exactly the most influential neighbourhoods in Toronto.
 
You are correct there as well, My rank of priorities for project funding based on importance runs something like this:

1. DRL south of Bloor
2. Yonge Extension
3. Eglinton LRT to the Airport (preferably trench along the richview corridor, though there are so few lights along the stretch that a surface run would be just fine)
4. Bloor extension to Sherway
5. Jane LRT
6. DRL to Don Mills / Eglinton
 
WislaHD said:
I'm going slightly off-topic here but I've been meaning to ask for awhile now. Is the demand on Jane really that much to warrant an LRT?
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Jane is one of the busiest TTC bus routes. But the projected LRT demand is marginal for LRT, something like 2,800 ppdph.

I believe it makes sense to build Jane LRT from Eglinton to Steeles, but it should not be a high priority project. It should come after DRL, and after the currently delayed sections of other LRT lines, such as Eglinton to the airport.
 
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