Fair enough. Though transfers to streetcar would be tough without stations. I think there needs to be a King station, Queen is tough with the railway crossing (aka the Queen subway!). I'd be tempted to bend a bit to the east.I was talking about on Dufferin.
Yes, with two station entrances at each intersection.Fair enough. Though transfers to streetcar would be tough without stations. I think there needs to be a King station, Queen is tough with the railway crossing (aka the Queen subway!). I'd be tempted to bend a bit to the east.
It's only 300 metres from Dundas to College, so one station in there. At the same time, you need something in front of Dufferin Mall.
Excellent points. This will likely result in another East-West rail line south of Bloor, perhaps along King transitioning to elevated along Lakeshore east of the Don to serve redevelopment of Portlands and other post-industrial lands.As mentioned before, the local contiguity of the alignment is inferior to the relief line, because it does not linearly follow Queen street. Well, this is where that functional component comes into play. Queen st itself merits a subway like Bloor, probably more so. We are not providing this with the OL. I am not going to repeat the arguments of old here, but it is hard to deny many stretches of Queen st will be more poorly serviced now than with the RL. This is fine, but it is a core detail of what differentiates the OL from the RL. The western bit of the RL would have taken Queen, and could have easily gone up Dufferin or Roncesvalles as a local service, like much of Line 2. The Ontario Line outright does not intend to service Queen on a local level however, that much is clear. The circuity of its alignment, the transfer points, and the relatively short section on Queen st itself makes it inefficient for local trips. It will probably generate enough ridership through transfers alone, so extending into a high-ridership corridor just doesn't make sense for the Ontario Government. If the TTC spearheaded the OL/RL, this would be a different story as different priorities would come into play.
Just out of curiosity - why do so many fantasy maps have subway lines that parallel the Kitchener GO Corridor north of Bloor? With GO trains running at high frequencies and some sort of fare integration on the table for the near future, the Keele/Weston corridor will be well-served by high-capacity transit.
I meant in relation to a proposed western extension of the Ontario Line. My apologies for my wrong choice of words.n
There is a thread for fantasy discussions - https://urbantoronto.ca/forum/threads/transit-fantasy-maps.3005
This is why I see merit in OL following Milton as there is no prospects for improving service substantially on that line.Just out of curiosity - why do so many fantasy maps have subway lines that parallel the Kitchener GO Corridor north of Bloor? With GO trains running at high frequencies and some sort of fare integration on the table for the near future, the Keele/Weston corridor will be well-served by high-capacity transit.
Comment: The Ontario Line Loop proposed as part of an MTO plan is considerably larger than the extensions mentioned here, and I have my doubts about its viability because it is too long and trying to achieve too many things. It is odd that Metrolinx does not have a “canned” comment that addresses this proposal as opposed to the simpler and self-evident OL extensions to Sheppard/Don Mills and to Dundas West.
Of course there already is a frequent service at Dundas West planned for the GO corridor if only there were not a transfer penalty for using it. Also, construction of the link between Bloor GO station and Dundas West subway station is supposed to begin soon. It is not clear that a “Roncesvalles Subway” is needed.
Interesting to see that the official plan has the Ontario Line curving north to Roncesvalle, terminating at Dundas West station. One would assume with stations at Sorauren/Queen and Roncesvalles/Dundas/Howard Park. Had someone mentioned that being in the OP before?