There's no way the King line can be built North of Bloor. Too close in proximity to justify. If anything the East side could use the OL tunnel to branch.
I don't understand this comment. I assume you are referring to the East leg.
Here are some more details of the Eastern half of the network.
1. For all new lines, I propose the same Ontario Line Trains - which would be about 3.1m wide and 120m long. Minimum turning radius would be 100m, but preferably 200m.
2. Downtown, I chose the DRL routing instead of the OL routing - but still call it the Ontario Line. Basically, I don't agree that the cross-platform transfer is needed (which is the main Ontario Line selling feature), and as long as the transfer at Broadview (and The Ex) is easier than Union (which is not hard), people will still avoid Union. I did take out the Carlaw jog. These are all underground lines - with cut-and-cover used where possible.
I wanted an interchange for the two line here, but since they are built a decade apart (and due to other logistics), it would be a Moss Park Station - with platforms that are not directly above each other to simplify construction. It's a bit of a catch 22 whether I want to be close to Sherbourne or minimize the walk between the 2 Moss Park platforms.
3. Castle Frank would be the interchange between the King (K) Line and the Bloor (B) Line. I couldn't find the exact elevation of the B Line and of Bloor Street - but I am hoping that the new K Line can go under Parliament and Bloor and then emerge and go just above the B Line. About 5.5m elevation difference between the top of Bloor and top of Bloor Line bridge would be needed. (I also considered going up Rosedale Valley a bit farther and making the turn onto Sherbourne or Jarvis, the former which makes the curve to King more difficult).
4. At Thorncliffe, the two lines (O and K) come together again. One reason is that the Scarborough portion of the Line come out at roughly this location, so why not have an interchange. The second is for the interim condition when the downtown portion of the K Line is not built - basically to isolate the Scarborough portion, make it more constructable in the upcoming decade, and to fit it in the funding envelope of the current 3 stop SSE (L2EE). So at Thorncliffe, the two line come together and share the common portion down along Pape. The K Line also passes by the Train Yard - something that required extra track in the Ontario Line plan. These are all elevated lines, so a few extra stations are added to this area (Flemingdon and Gateway).
There's little dispute on the route, so I didn't show it here, but eventually the Ontario Line is extended north to Seneca College.
5. Scarborough is where the King Line eventually makes it to. All elevated, it crosses the Don Valley at the north edge of the hydro line, then curve up Vic Park and across Ellesmere. The King Line would have an interchange with GO at Ellesmere. Before Brimley, it would go north and head through STC just south (about 70m) of the existing SRT. This is because the SRT will continue to be in operation while the King Line is built. It would continue to Centennial College (optional station at Bellamy) and then curve back down to Ellesmere and across to UTSC.
Sheppard would also be converted to these new trains, because of the need for tighter curves and steeper grades. The line will curve south of Sheppard, and elevate quickly after leaving Fairview Mall so that it can elevate over 404 and continue along the south side of Sheppard to Midland, and down Midland to join up with the existing SRT. Likely major renovation is needed to the SRT (or complete replacement), but at least the area is served by the K Line during this construction. This S Line would follow the proposed route of the Transit City S/LRT, and creating a second interchange with the K Line at Centennial.
6. So that covers the east side of Toronto. One thing not mentioned is the Finch LRT being extended to Seneca, and the Eglinton East. Eglinton East would be underground to McCowan, and on-street branches would go to STC (and likely Finch or Steeles) and the other branch going to UTSC. For capacity reasons - they may have to reconsider the Eglinton Line between Laird and Kennedy, and this may have to become grade-separated after all.
7. I didn't show the GO network, which would have reasonably frequent service along Lakeshore, Markham, and Richmond Hill corridors. Also not shown is improved buses (BRT Lite), along Kingston Road from Pickering to Main (or Vic Park) Station and the improved streetcar network (i.e. QQE).