Midtown Urbanist
Superstar
Ignoring the entire population of Flemingdon Park (yet again) for a simpler transfer at Eglinton/Don Mills? I can't see how that would go down well.
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diminutive
Active Member
The TTC study suggested that the Flemingdon Park station would be very low ridership, I think the lowest ridership station between Don Mills and Dundas West. Bypassing it would save quite a bit of money, speed up trips from north of Eglinton and allow a better interchange at Don Mills.
And the people in Flemingdon would only be a couple minutes away from Thorncliffe or Don Mills station by bus, so they would still benefit quite a bit.
diminutive
Active Member
They wouldn't be 'ignored,' they'd be within a 5-10m bus ride of two rapid transit stations. Compared to the status quo of having to bus to Y/Eg or Pape that's a huge improvement.
Serving Flemingdon directly would add hundreds of millions to the cost of the project. If you divide that over the small number of riders who would benefit from it, it's an extremely expensive proposition.
Having reviewed the DRTES, Flemingdon Station is expected to attract 500 boardings and 100 exits in AM peak hour. That gives it less than half the ridership of the next smallest station (Thorncliffe) and would make it one of the least well used stations on the TTC. I personally don't think it's worth adding capital costs (longer route, more stations, more difficult to run at grade) and slowing down other trips (worse transfer, slower speed) to serve such a small rider base. These people would still befit hugely from Don Mills and Thorncliffe stations being short bus rides away, to.
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CityPlaceN1
Senior Member
Boring machine nearing Keele East at Eglinton
https://maps.google.com/maps/ms?msa...-79.481398&spn=0.004593,0.008393&source=embed
https://maps.google.com/maps/ms?msa...-79.481398&spn=0.004593,0.008393&source=embed
denfromoakvillemilton
Senior Member
With leslie getting a stop too.
Monarch Butterfly
Superstar
The Eglinton Crosstown Light Rail can handle curves and inclines better than heavy rail. Look at the design of the Mt. Dennis station and the trackwork from Keele Street to Weston Road. It will curve up out of the portal east of Black Creek under Eglinton Avenue West, climbs over a bridge over Black Creek Drive, and then levels out into the hill for the station. Couldn't do that well with heavy rail.
Heavy rail curves (IE. the curve between Museum and St. George) have to be wider, but the Don Mills line would not have to go 90° like the University line, more like 45° to meet up with the Eglinton Crosstown. The Crosstown could have the steeper inclines (and curves) built now ahead of the time needed with the Don Mills line starts construction. Assuming Don Mills will be heavy rail, let it be roughed in as such, but with tunnel dimensions to handle both light rail and heavy rail.
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k10ery
Senior Member
Sort of like spending $3 billion to eliminate an escalator at Kennedy?
With that alignment you could have the DRL go up Victoria Park instead. Although realistically any extension north of Eglinton is pretty far off into the future.
innsertnamehere
Superstar
If ever. Really I think the DRL should end at Eglinton and LRT run north of there. (on both sides, Don mills LRT on one end and Jane LRT on the other)
andrewpmk
Senior Member
This is an incredibly bad idea, even more so than the Sheppard East LRT. Putting two incompatible types of rail on one corridor is poor planning. Even more so on Don Mills, because the most congested section of the DVP is between Eglinton and 401, and you have got to relieve that section.
Adjei
Senior Member
I know enough of these forced transfers. If a subway won't be built north of Eglinton to at least Finch, then nothing should be built.
Canadian Chocho
Active Member
While I agree with the notion that we should really try not to segment corridors into many different lines/technologies, I do think that once you reach an average low-density its inevitable. However in this case I fully agree with you, and you bring up a good point about the level of congestion on the DVP there. Ideally people coming from the 404 or 401 would leave their cars at Don Mills and take the DRL downtown.
JayBeeGooner
Active Member
It's not uncommon transit users to change modes in a corridor. Yonge St for example. What's poor planning is thinking the only technology that matters is subway. It's largely why transit expansion in Toronto has been slow. The purpose of the DRL isn't to relieve a short congested section on the DVP.
Hipster Duck
Senior Member
I think that the DRL tunnel along Eglinton from ET Seton Park to Don Mills will be very steep to make it up the ravine from below the riverbed of the Don into the station at Don Mills. Either that, or we have to completely reconfigure the planned Crosstown station box to be, itself, very deep to accommodate the DRL. Of course, this means that the Ferrand stop will have to be axed (not altogether a bad thing) and the Crosstown portal would emerge somewhere near Wynford.
Honestly, having a Lionel-Groulx setup sounds good on the forum, but I think it will be a difficult engineering project that will add considerably to both the DRL and the Crosstown's cost and time spent in construction. For a cross-platform transfer, we lose a stop at Flemingdon Park, a stop at Ferrand, a comparatively easier tunneling job under Don Mills and the ability to extend the DRL up Don Mills for the foreseeable future. If it's a 'victory', then it's a Battle of the Somme kind of victory.
denfromoakvillemilton
Senior Member
The Don Mills LRT has been dead for 4 years. It's not coming back. Let me repeat, the Don Mills LRT is dead. Jane might get its LRT or a subway, but I don't see the need of a subway. with Keele and Finch having a subway stop.