Toronto Crosstown LRT | ?m | ?s | Metrolinx | Arcadis

[max]

Leslie is fine in terms of location. Its almost 1km away from Science Center, and 1.25km away from Laird. Without Leslie, the stretch would become the 2nd longest stretch between two stations in the system clocking at 2.22km (right behind the stretch between St. Clair West and Eglinton West). What really needed to happen was shift the tracks from the median to the south side of Eglinton so that the entire line could run grade separated from Mt. Dennis (+ Eglinton West LRT in the future) to Science Center.

It would actually be 3rd. Warden to Kennedy (~2.73 km) is also longer. Found someone worked out all line 2 distances using the markings in the tunnels here: https://www.skyscrapercity.com/threads/mapping-subway-distances.977264/#post-44368012

 

[afransen]

I think the best idea to satisfy everyone, is to make all rapid transit lines have local bus compliments. I.E, Line 5 should've had minor surface section stops removed like Ferrand, Lebovic, and Leslie removed, but have them (and more like Thermos/Sinott, Credit Union) served by local buses which make all stops, which would be much less frequent. It provides the best to all riders.

Look at York Reigon, YRT still provides local service on VIVA routes.

Consider that autonomous shuttles are advancing quite well, including a pilot program in Toronto that was planned. Something like this can help improve accessibility for those with reduced mobility, on a more 'on demand' basis. I would not be surprised if bus/shuttle service will dramatically improve as a result of being able to shrink the vehicles and run them more frequently at low cost (electric + driverless), and with better service (matching passengers by destination to improve trip times). Of course, trains will always be more effective at moving masses of people, but the imperative to put a station every 300m will be weakened.

 

[Steve X]

Lawrence is an interesting thought experiment, even though it wouldn't have happened because Yonge/Lawrence just doesn't have the same density that Yonge/Eglinton has (and will have in the next 10 years). But along Lawrence, you hit (west to east):

• Weston Village: GO station and local neighbourhood
• Jane: Cluster of independent shops
• Black Creek: Mall and apartments
• Keele: Mall and apartments
• Caledonia: A college, large park, school
• Dufferin: Condos and apartments, commercial district
• Allen: Lawrence West subway station, mall, and Lawrence Heights priority neighbourhood
• Bathurst: Mall and community housing
• Avenue: Independent shops, a school
• Yonge: Lawrence subway station, shops, library and some density
• Bayview: York University Glendon Campus, Sunnybrook Hospital (would have to enter tunnel here as Lawrence splits)
• Leslie: Edwards Gardens and Botanical Garden
• Don Mills: Shops at Don Mills, many apartments, connection to future Ontario Line extension?
• Victoria Park: Mall, apartments
• Pharmacy: Wexford commercial area
• Warden: Wexford commercial area
• Birchmount: Condos, apartments, college, and industrial area
• Kennedy: Mall, senior home, two schools, theoretical tunnel connection to a theoretical Lawrence East GO if this actually was made
• Midland: Mall, condos, apartments, college
• Brimley: Connection to future Meadowway park/trail system
• McCowan: Future SSE subway stop

I think if not for the growth at Yonge/Eg and the discontinuity in Lawrence at points (east of Bayview) the corridor may have made more sense in certain regards. Certainly, it deserves some form of rapid transit in the future, and steps are already being taken with the Lawrence East BRT which was put forward due to a motion by the TTC board.

You can't build a crosstown line through the Bridle Path.

A Lawrence West line from Weston and ending at Lawrence West Station could work. An extension onto Dixon to the airport could help develop the airport strip. They could even include a branch into Woodbine Casino.

Allen to Yonge would see a lower usage unlike Eglinton. A Lawrence East branch would be a branch off Line 5 running up Don Mills and east on Lawrence. During rush hour, it could provide additional capacity along the "subway" portion while terminating at Science Centre.

 

[KhalilHeron]

You can't build a crosstown line through the Bridle Path.

A Lawrence West line from Weston and ending at Lawrence West Station could work. An extension onto Dixon to the airport could help develop the airport strip. They could even include a branch into Woodbine Casino.

Allen to Yonge would see a lower usage unlike Eglinton. A Lawrence East branch would be a branch off Line 5 running up Don Mills and east on Lawrence. During rush hour, it could provide additional capacity along the "subway" portion while terminating at Science Centre.

I mean theoretically, you could tunnel really deep under the bridle path but doesn't seem worth it.

 

[afransen]

I'm sure someone could propose running an elevated line through Bridle Path on Lawrence, but they may end up face down in the harbour or simply disappeared by our friendly local plutocrats.

 

[Steve X]

I'm sure someone could propose running an elevated line through Bridle Path on Lawrence, but they may end up face down in the harbour or simply disappeared by our friendly local plutocrats.

With a scenic detour to Drake's backyard

Like I said, that part would need to be tunneled, coming up around Leslie. I agree that for now the best parts of the route would be Weston GO - Lawrence West Station in the West and Don Mills - McCowan in the East. Or if the city wanted to really help bring people to Edwards Gardens which has been a bit neglected in the past, it could use part of the parking lot to construct a bus loop which would be the western terminus of the Lawrence East BRT.

I don't think operationally a Line 5 branch would work, way too many vehicles going onto the mainline unless you halved the capacity east of Don Mills along Eglinton.

I would say they would have to short turn some trains at Laird if they ever approach capacity. Under this fantasy proposal, they could fix up the Leslie intersection and have a branch onto Lawrence East.

 

[syn]

The distance between the Queen Subway Station and the King Subway Station is approximately 370 m.

The distance between the Bloor-Yonge Subway Station and the Bay Subway Station is approimately 330 m.

That's a great point.

Obviously those stations are exceptions in areas of high density. However, subway station distances of much less than 1km are not uncommon.

It's been suggested that this line will be inadequate for an area that will see increased density. I don't agree with that at all, but the increased future density certainly does explain some of the closer stops.

 

[M II A II R II K]

Actually it could still be elevated over Bridle Path so long as its covered over and enclosed with mirrors so it looks invisible and of course it cant be heard.

 

[KhalilHeron]

Actually it could still be elevated over Bridle Path so long as its covered over and enclosed with mirrors so it looks invisible and of course it cant be heard.

They could harness a wormhole to make the train teleport past the bridle path? Might be a little pricey though.

 

[Rainforest]

Lawrence LRT is not a bad idea, especially if/when ECLRT begins approaching its capacity.

For the network connectivity, one continuous line is preferred even if it passes through some low-density sections. The tunnel under Bridle Path does not need to be insanely deep, and it it will be only 2 km, not a deal breaker.

Lawrence has a few other tight spots, where tunneling will be required, but the total tunnel length will be less than for the Eglinton line.

 

[duffo]

Lawrence LRT is not a bad idea, especially if/when ECLRT begins approaching its capacity.

For the network connectivity, one continuous line is preferred even if it passes through some low-density sections. The tunnel under Bridle Path does not need to be insanely deep, and it it will be only 2 km, not a deal breaker.

Lawrence has a few other tight spots, where tunneling will be required, but the total tunnel length will be less than for the Eglinton line.

Yeah, and for those who think "Lawrence and Eglinton are right next to each other, this is a total waste", it should be noted that the distance between the two is roughly the same as the distance between Bloor and Queen!

 

[kotsy]

Eglinton Crosstown hits milestone as three-quarters of track installed

It feels like the Eglinton Crosstown LRT has been under construction for ages, but there is light at the end of the tunnel.

torontosun.com

 

[Steve X]

Yeah, and for those who think "Lawrence and Eglinton are right next to each other, this is a total waste", it should be noted that the distance between the two is roughly the same as the distance between Bloor and Queen!

Building it as a subway is totally a waste but as a LRT to build a LRT grid for Scarborough, I think it would be a nice touch.

The Bridle Path subway is definitely dead last, just a discussion.

 

[TheTigerMaster]

Lawrence LRT is not a bad idea, especially if/when ECLRT begins approaching its capacity.

For the network connectivity, one continuous line is preferred even if it passes through some low-density sections. The tunnel under Bridle Path does not need to be insanely deep, and it it will be only 2 km, not a deal breaker.

Lawrence has a few other tight spots, where tunneling will be required, but the total tunnel length will be less than for the Eglinton line.

I don't know about the Lawrence LRT, but a Lawrence East BRT in Scarborough connecting to a Don Mills Subway Line (Relief Line North/Ontario Line North/whatever) would be a fantastic addition. Heck, Sheppard and perhaps even Elessmere might be deserving of similar BRT lines. All would be heavily used routes, to quickly funnel people from Scarbrough to Downtown via the Don Mills Subway.

 

[afransen]

I don't know about the Lawrence LRT, but a Lawrence East BRT in Scarborough connecting to a Don Mills Subway Line (Relief Line North/Ontario Line North/whatever) would be a fantastic addition. Heck, Sheppard and perhaps even Elessmere might be deserving of similar BRT lines. All would be heavily used routes, to quickly funnel people from Scarbrough to Downtown via the Don Mills Subway.

A Sheppard BRT makes infinitely more sense than a costly LRT line. Better to use BRT to build ridership until Sheppard can be extended with the same technology (whatever that ends up being). I'm increasingly skeptical that we should be using LRT except for high volume local transit like King St where buses couldn't do the job. Instead, start with BRT, and when capacity is reached put in fully grade separated transit.