WislaHD
Superstar
I had to look that up.A wupertall would work for streets like Dufferin.
I wonder why this hasn't been proposed for Jane Street ever.
I had to look that up.A wupertall would work for streets like Dufferin.
I had to look that up.
I wonder why this hasn't been proposed for Jane Street ever.
I disagree with the notion that it needs to veer NW.My biggest issue with bringing a Queen Subway/RL up that way is it's fairly close to U/S, and that there doesn't seem to be a good public right-of-way to have the line veer NW (as it logically should).
It begs the question though, what to do with Dufferin?
The bus route has 44,000 daily riders and this is before massive development along the corridor. We are already using articulated buses. There is no room on the street for BRT or LRT. @Cobra correctly pointed out that this corridor's ridership necessitates a rapid transit upgrade.
The University Line will need relief at some point too with the time scales we are discussing at. (It will be approaching present Yonge subway levels by the time DRL-Long is ideally completed.)
Only once you reach Eglinton. The hypothetical Dufferin Line doesn't need to go past Eglinton.
The new density is only occurring at the major intersections though, mainly at Lawrence and Dufferin - which is already 5 minutes away from the Lawrence West subway station. Dufferin is almost entirely single family dwellings from Queen all the way to Castlefield. I fathom to see how 44,000 daily ridership will be sustained in a post-Crosstown stop at Fairbank scenario, and even more so with a station at Queen for the DRL.
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The new density is only occurring at the major intersections though, mainly at Lawrence and Dufferin - which is already 5 minutes away from the Lawrence West subway station. Dufferin is almost entirely single family dwellings from Queen all the way to Castlefield.
I fathom to see how 44,000 daily ridership will be sustained in a post-Crosstown stop at Fairbank scenario, and even more so with a station at Queen for the DRL.
I believe in spreading the wealth, in as measured a way as we can. Commuter rail may have been adequate for circa 1950s NW Toronto but the area is projected to grow far beyond what that mode alone can handle, not to mention the influx of commuters from Woodbridge, Brampton and Malton that would also feed into a DRL that extended within a short bus ride of their borders.
We ought to be future-proofing best we can, and that involves fanning out the subway network. Vancouver's new Evergreen Line largely duplicates the West Coast Express commuter rail spine yet Metro Vancouver still saw the need double up the transit being offered in the corridor. We mustn't be afraid of route duplication, especially if the parallel lines go to different destinations and have different stop spacings and frequencies. And like I said here previously, a theoretical DRL could get Humber College students downtown within 25 minutes, far outperforming the time duration of the 191 bus + BD + YUS; or Finch LRT + YUS.
So yes, it is a busy route but not the amount you expect when you segment it out on the movement of riders.
So you are telling me that we can relief St. George and Bloor-Yonge of potentially 22,000 riders a day by catching the riders transfering at Dufferin Station?Quick answer....it doesn't sustain it. Unlike most lines that terminate when crossing the subway line (e.g. Kipling, Finch, etc) Dufferin keeps on going. Looking at the number of people getting on/off the bus at Bloor it appears as if the vast majority are transferring here. So you almost have to look at it as 2 separate lines each with 22,000 riders when comparing it to other lines in the city.
Guess you are not aware of all those condo builds going up north of Eglinton. Lawrence and Dufferin, Apex Rd & Dufferin, Yorkdale ( dufferin & mcadam), Holiday Inn development, smaller development at briar hill & dufferin, and south of Lawrence near tasco. Just to name a few so far, There is also another condo proposed where Ford dealership presently sits.Only a master of time before bridgeland and dufferin gets development (condo)It begs the question though, what to do with Dufferin?
The bus route has 44,000 daily riders and this is before massive development along the corridor. We are already using articulated buses. There is no room on the street for BRT or LRT. @Cobra correctly pointed out that this corridor's ridership necessitates a rapid transit upgrade.
The University Line will need relief at some point too with the time scales we are discussing at. (It will be approaching present Yonge subway levels by the time DRL-Long is ideally completed.)
Only once you reach Eglinton. The hypothetical Dufferin Line doesn't need to go past Eglinton.
I'm somewhat familiar, following along on UT.Guess you are not aware of all those condo builds going up north of Eglinton. Lawrence and Dufferin, Apex Rd & Dufferin, Yorkdale ( dufferin & mcadam), Holiday Inn development, smaller development at briar hill & dufferin, and south of Lawrence near tasco. Just to name a few so far, There is also another condo proposed where Ford dealership presently sits.Only a master of time before bridgeland and dufferin gets development (condo)
At this point, Sheppard to STC is more likely than to Downsview, even though the latter seems more logical and is a clear hole in the TTC subway map.I'm somewhat familiar, following along on UT.
The thing is, a Dufferin North bus terminating at Fairbank Station on the Crosstown (+ interchange with Dufferin subway?) can serve those developments. Likewise, east-west routes to the Spadina Line is a decent alternative up there.
But you are right to point it out. Some people in the Transit Fantasy thread suggested connecting and interlining a hypothetical Dufferin subway with a Sheppard Line that has been extended west to Downsview. Like this, the Sheppard and DRL subways form Toronto's very own ring subway!
My biggest issue with bringing a Queen Subway/RL up that way is it's fairly close to U/S, and that there doesn't seem to be a good public right-of-way to have the line veer NW (as it logically should).
My understanding is that it as a piece of infrastructure, is entirely irrelevant for the Relief Line.Does the Queen Lower streetcar station promote or discourage the Queen alignment of the Relief Line? On the one hand, it means less to excavate. On the other hand, it requires more engineering marvel to accommodate for the old infrastructure. Or does it have little or no impact on the decision making and costs.
My understanding is that it as a piece of infrastructure, is entirely irrelevant for the Relief Line.
The tunnel and station will be much deeper.
TTC could put some retail down there for additional source of income?Depending on how the DRL station is aligned, maybe it could be used as a mezzanine like the upcoming Yonge-Eglinton station?
AoD