You could still feasibly have a long connection to Broadview. The height difference would less than the deeper London tube stations, and half the horizontal difference would be covered by those escalators. Crow flies, the horizontal difference is still less than between the Spadina platforms.
Possibly. And if the City decides to sell its massive and valuable TDSB property in this area (City adult learning centre), this type of connection could easily be worked into any future redevelopment. But hopefully we wouldn't need this disjointed connection if we use some of the ideas presented in the YRNS, and combine it with the City's Option A relief plan.
In the YRNS both the LRT and Surface Subway proposal include options to have the Don Branch deviate eastward, punch into the valley to pass under Broadview, then head back southwest toward the core.
Surface LRT Alignment Design and Modelling Assumptions
Eglinton/Leslie Station to Broadview Station
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• The Don Subdivision route comprises a single rail track from the point where it diverges from the Belleville Subdivision tracks to the point where it joins the CN Bala Subdivision tracks north of Gerrard Street. However parts of this corridor are wide enough to accommodate two LRT tracks. The bridges at Bayview Avenue and True Davidson Drive are able to accommodate a double track LRT Route.
• Before the subdivision’s second Bayview Avenue crossing, the option utilizes structures to pass over Bayview Avenue and the Don Valley Parkway before tunneling under Broadview Avenue to connect to Broadview Station.
Broadview Station to Corktown Commons Station
• The route follows tunnels south of Broadview Station before exiting onto a structure to pass over the Don River and run along the existing rail corridor between Bayview Avenue and the Don River.
...
Surface Subway Alignment Design and Modelling Assumptions
Eglinton/Leslie Station to Broadview Station
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• Before the subdivision’s second Bayview Avenue crossing, the option utilizes structures to pass over Bayview Avenue and the Don Valley Parkway before tunneling under Broadview Avenue to connect to Broadview Station.
Broadview Station to St. Andrew Station
• The route follows tunnels south of Broadview Station before exiting onto a structure to pass over the Don River and run along a new rail corridor which will impact adjacent parks.
...
Both of these are problematic (and unworkable IMO), considering that south of Broadview they run on the surface alongside the Don River. This doesn't work, and it needlessly bypasses +50k people in the WDL, Regent Park, and much of the east downtown shoulder. The LRT is also dumb because it's proposed to run in-median along Front when all evidence says it needs to be underground. This is why I'm fully supportive of the City/TTC relief line plans: we've clearly asserted that it can only be a subway, and must be fully grade-separated. Even though we're timidly only planning it as a Phase I, we're planning it right IMO.
However, if Metrolinx does decide to accept our relief line criteria and work alongside us, I think some aspects of YRNS could hypothetically be morphed into the City/TTC routing options. Particularly "Option A" south of Broadview. So rather than running alongside the Don River south of Broadview as the YRNS proposes, the elevated structure would continue across the valley (in the Riverdale Park area), enter the valley wall, then run south along River Street toward King/Queen.
I think crossing the Don Valley is a much bigger undertaking than many realize, that it will dictate the DRL's route downtown, and that both the City and Metrolinx will unanimously agree that a bridge is the best way to do it.
