[nfitz]

That's a good question. One thing that this opens up the possibility for is a redesign of Don Mills Station (if it's deeper, it will have to be redesigned). Given Metrolinx's recent announcement regarding the DRL, this may provide a good excuse to design a fully integrated intermodal facility, so the DRL can just be 'plugged in' when built, as opposed to having to be shoehorned in into a less than optimal connection.

Need it be deeper? It's got a good distances still to drop deep enough. And who knows how deep it will be; perhaps it will still be a bridge over the Don River, but not as high, and not in the centre of the road - perhaps more like the Sheppard subway bridge over the Don River.

Maybe have the Eglinton platform as a deep platform, with a future perpendicular DRL platform directly above it?

Wasn't the original design relatively deeper anyways, with it designed so the north-south (subway, LRT, whatever) platform was shallower? I'd have to dig through the old plans.

 

[TheTigerMaster]

How much would grade separating the Don Mills to Kennedy portion cost? At this point the at grade portion is so tiny that elevating (or burying) Don Mills to Kennedy just makes sense. Especially since we will essentially be doubling capacity on the line.

 

[nfitz]

How much would grade separating the Don Mills to Kennedy portion cost? At this point the at grade portion is so tiny that elevating (or burying) Don Mills to Kennedy just makes sense. Especially since we will essentially be doubling capacity on the line.

The cost of the Finch West and Sheppard East lines basically. That would add a few expensive underground stations - which would also increase operating costs.

Even if it would increase capacity, increased capacity isn't needed - particularly on this section. I wouldn't be surprised if there was less service between Don Mills Road and Kennedy station.

 

[CapitalSeven]

Tiny? 5.5 kilometres is tiny now? That's the same distance as a Pape to Queen DRL alignment. The difference in cost would be at least a billion dollars.

 

[innsertnamehere]

It's important no note that the crosstown will only be crossing 7 intersection at this point. The new tunnel drops it from 8.

 

[nfitz]

It's important no note that the crosstown will only be crossing seven intersection at this point. The new tunnel drops it from 8.

7? Without looking at the detailed plans, I'm only seeing five. These are Bermondsey, Victoria Park, Pharmacy, Warden and Birchmount. What are the other two? I assume that some minor intersections would be converted so you couldn't cross the median, such as Swift, Lebovic, Ionview, etc. And I assume that you wouldn't be able to turn left from Eglinton directly to Eglinton Square, but would turn at Pharmacy or Victoria Park instead.

I'm also not necessarily seeing one dropped, as the "dropped" intersection is Leslie, and because it was a T-Junction, they could have eliminated it without tunnelling, without much difficulty.

 

[TheTigerMaster]

Tiny? 5.5 kilometres is tiny now? That's the same distance as a Pape to Queen DRL alignment. The difference in cost would be at least a billion dollars.

Well tiny relative to the size of the Jane to Don Mills, Kennedy to Sheppard sections.

 

[innsertnamehere]

I counted Credit Union /Swift, as well as Lebovic. I think all the other intersections will be cut off. If those will not me intersections, please tell me, as I have not taken a look at the detailed plans for it. I just assumed they would be level crossings..

 

[TheTigerMaster]

I don't think this is driven by cost. It's going to cost more. It's driven by capacity issues. We're just not used to genuine planning issues influencing planning.

If this is the case, who is picking up the extra cost? And does this mean that Toronto will be getting more than $8.4 Billion for transit?

 

[Dan416]

Does anyone know if orange is going to be the final colour for Eglinton on the future route maps? I remember when Sheppard was under construction they were already showing it in purple.

If orange isn't the final colour, how is it decided? Does city council vote on it or what?

As for the change to making some portions more grade separated, I'm happy with that. I do wish the non-tunnelled portions were elevated though. Although I guess we'll see how well Eglinton works this way.

 

[Rainforest]

We should keep in mind that Eglinton line has a good chance to open in 10 years. But, DRL will reach Eglinton in 20 - 25 years at best. At present, we have no funding and no design even for DRL Phase I south of Danforth.

There will be a lengthy period when Eglinton line is the only rapid transit serving the Eglinton / Don Mills hub.

Therefore, I would focus on capacity west of Don Mills (towards Yonge subway); that section is critical. I would not spend money on grade separation between Don Mills and Kennedy, as there will be less demand on that section.

Furthermore, I would not go for full interlining of Eglinton and SRT. That would divert too many riders from Danforth subway to Eglinton, and likely overwhelm both the section of Eglinton approaching Yonge, and Yonge subway south of Eglinton.

Partial interlining of Eglinton and SRT would be best option. Something like this:

North of Kennedy Stn: a train every 2.5 min
From Kennedy to Don Mills: a train every 5 min
West of Don Mills: a train every 2.5 min

 

[M II A II R II K]

There's always the rail corridors for extra service and relief.

 

[ssiguy2]

They could save some money by making the underground stations smaller suchas 70 meters and use the savings to help pay for an elevated section from DM to Kennedy. It would save a small fortune in operating costs due to automation and 50 meter stations have the capacity of 100 meter stations with any route that has an at grade section to say nothing od far superior reliability and speed.

I wouldn't count on the TTC having enough vision to build a station of 2 levels to accomodate a DRL. They are spending a small fortune on the Spadina ext but didn't have the forsight to do the same for Sheppard West station eventhough a Sheppard ext west to Spadina is inevitable.

 

[nfitz]

It would save a small fortune in operating costs due to automation and 50 meter stations have the capacity of 100 meter stations with any route that has an at grade section to say nothing od far superior reliability and speed.

Building underground stations rather than just having shelters along the road greatly increases operating costs. Automation doesn't save much money in terms of operating costs.

 

[Rainforest]

There's always the rail corridors for extra service and relief.

In theory, yes. But in reality, capacity of all GO corridors except Lakeshore remains very low to divert any noticeable amount of riders from TTC subways, or Eglinton LRT when it is built. GO remains focused on the out-of-416 services, and furthermore, they have not yet figured out how increase the Union capacity enough to meet even their out-of-416 mandate, let alone play a greater role within 416.

I'd like to see GO lines helping TTC within 416; but unless we have specific GO projects with committed funding, we can't ignore capacity constraints of TTC lines in the hope that rail corridors will help somehow.