allengeorge
Senior Member
I hope this is greenlit.
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Of note is that the project name changed from “Sheppard Rapid Transit Extension“ to “Sheppard Extension”.The page is back up. Date and location of one of the community consultations was changed.
Sheppard Subway Extension
Seeking community input to extend rapid transit along Sheppard Avenue both east and west.www.metrolinx.com
I guess that opens it up to being a bus lane painted on the road.Of note is that the project name changed from “Sheppard Rapid Transit Extension“ to “Sheppard Extension”.
I guess that opens it up to being a bus lane painted on the road.
Thankfully the glorious leader of our governing party favours subways. I am very sure the plot is already written in favour of subways.What to build here is a complex question. Ridership potential is really only in the LRT range for most of the route but a full subway was already built part way. A different and more nimble technology is being extended north from Don Mills and Eglinton. How will the two new lines interface? Where will the depot for Sheppard be? There are several solutions possible, and will Metrolinx be open about the fact they are thinking about them, or will we be told as usual that their final decision is the only conceivable possibility?
How I would like to see the Sheppard Line get built:
Red = tunnelled
Yellow = elevated
Orange = at-grade (though grade separated)
View attachment 515451
Basically the eastern line would tunnel under the 404, then jump out into an elevated line along sheppard to Agincourt, where it would turn south along the Stouffville Rail Corridor. A station at the Tridel development off Kennedy would feature a ~500m walking connection to the Stouffville GO line. at-grade along the Stouffville corridor, before connecting to the old SRT corridor through STC with stops at Brimley and McCowan. East of Scarborough Town Centre, it would run at grade through the ravine area towards Centennial College, where it would have an elevated station before dropping down to an extended at-grade section along the south side of the 401 over to UTSC.
West of Yonge, the line would run tunnelled to the Don Valley Ravine (most of this tunnel already exists!) before popping up to an elevated section. It would stay elevated until west of Bathurst to ensure the Bathurst stop can be elevated (saving $$$) before dipping underground again to Sheppard West station. Ideally this section could be elevated as well, I just don't think there is realistically space in the right of way to reasonably do so.
This design would involve minimal tunnelling, with only small tunnels under the 404 and approaching Sheppard West really required. Ideally it could be minimized even more by removing the Sheppard West tunnel. An extension to UTSC would also be huge for mobility in far eastern Scarborough and could be done relatively inexpensively through an at grade alignment using largely excess space along the 401.
Implementation would likely require the existing line to be converted to a more conventional rolling stock like the Ontario Line to keep costs down on the extension portions, as well.
,,,, that should be enough time to climb out even at a 3% grade, especially considering the line would likely be converted to OL rolling stock which allows for steeper climbs.
Again - the review identifies all technology types and in my view conversion would allow the ability to elevate the line a lot easier vs. sticking w/ the existing rolling stock. If it's not necessary, great - just an idea.Where did you get this idea?
The OL stock is shorter than typical subway trains, and runs on a slightly narrower gauge.
There is no intent to convert the gauge of Sheppard; and the intent is to run full-length subway trains (six car); they will be subject to normal TTC gradiant rules.
All TTC rolling stock up should be capable of scaling a 3% grade by itself.that should be enough time to climb out even at a 3% grade, especially considering the line would likely be converted to OL rolling stock which allows for steeper climbs.
I think all we know is rolling stock will be designed by Hitachi. Could indicate something, do what you will with that info.Have Metrolinx released any technical specifications for the Ontario Line stock that indicate their weight?
Im pretty sure the OL is Off-The-Shelf Hitachi driverless metro trains.All TTC rolling stock up should be capable of scaling a 3% grade by itself.
Have Metrolinx released any technical specifications for the Ontario Line stock that indicate their weight? The only possible benefit I can think of to converting to OL type trains is that if the stock is notably lighter, they would put less strain on any possible elevated structure. But does that cancel out the cost of converting the extant stubway to this tech?
Id like to see the Scarborough Subway extended to MalvernTC along with this.How I would like to see the Sheppard Line get built:
Red = tunnelled
Yellow = elevated
Orange = at-grade (though grade separated)
View attachment 515451
Basically the eastern line would tunnel under the 404, then jump out into an elevated line along sheppard to Agincourt, where it would turn south along the Stouffville Rail Corridor. A station at the Tridel development off Kennedy would feature a ~500m walking connection to the Stouffville GO line. at-grade along the Stouffville corridor, before connecting to the old SRT corridor through STC with stops at Brimley and McCowan. East of Scarborough Town Centre, it would run at grade through the ravine area towards Centennial College, where it would have an elevated station before dropping down to an extended at-grade section along the south side of the 401 over to UTSC.
West of Yonge, the line would run tunnelled to the Don Valley Ravine (most of this tunnel already exists!) before popping up to an elevated section. It would stay elevated until west of Bathurst to ensure the Bathurst stop can be elevated (saving $$$) before dipping underground again to Sheppard West station. Ideally this section could be elevated as well, I just don't think there is realistically space in the right of way to reasonably do so.
This design would involve minimal tunnelling, with only small tunnels under the 404 and approaching Sheppard West really required. Ideally it could be minimized even more by removing the Sheppard West tunnel. An extension to UTSC would also be huge for mobility in far eastern Scarborough and could be done relatively inexpensively through an at grade alignment using largely excess space along the 401.
Implementation would likely require the existing line to be converted to a more conventional rolling stock like the Ontario Line to keep costs down on the extension portions, as well.