Palma
Senior Member
It does not matter they are both part of York region. Subway is not going east towards Markham is it?York Region is funding that extension, and Vaughan and Markham are both part of York Region.
It does not matter they are both part of York region. Subway is not going east towards Markham is it?York Region is funding that extension, and Vaughan and Markham are both part of York Region.
I think there would be a lot of people against eliminating the Dundas streetcarI never said would support it. I said I'm surprised that York Region hadn't pushed it.
I'm surprised that Ford hasn't tried to eliminate the Dundas streetcar. Doesn't mean I'd support it.
So extending the Danforth line to Markham, 20+ stops is OK, but extending Bloor line to MCC, ~ 10 stops, is not?
It will be when Yonge gets extended north of Steeles.It does not matter they are both part of York region. Subway is not going east towards Markham is it?
Or do they even have to. Those distances are better covered by commuter rail with a convenient subway connection for short range rapid transit beyond that.
It's far easier and cheaper to fix those problems and upgrade the GO lines than to build whole new subway lines to serve the same places. We should be taking advantage of the infrastructure we already have and build new lines where the infrastructure isn't already there.The subway connection at Bloor (GO) and Dundas West (TTC) is not very convenient. Ditto for the Main (TTC) and Danforth (GO). In fact, it seems they don't know each other exist at those points.
I was looking at options for using the rail lines through Union Station more intensely.
One thing I'm wondering is whether all freight has ceased using the Kingston Sub between Union Station and Pickering Junction now that Metrolinx own it, or do they still have to accomodate freight traffic - and if so, how much. Does anyone know better than me on this?
It comes to mind because it could be useful for various routings to relieve Bloor East, but if there's significant amount of freights, we'd be talking upgrading it to at least four tracks on any part of the route that's used.
It's far easier and cheaper to fix those problems and upgrade the GO lines than to build whole new subway lines to serve the same places. We should be taking advantage of the infrastructure we already have and build new lines where the infrastructure isn't already there.
Let's say the DRL line goes up to Eglinton / Don Mills. From there, one branch continues up Don Mills towards Seneca College and Steeles. The other branch goes under the CP line up to Ellesmere, then under Ellesmere to Brimley, and then to STC. That would create a one-seat ride from STC to downtown.
It depends where your going downtown though. And it always will. If your destination is near Union, it's only a single transfer at Kenndy to the GO. And if it's near UT (which is one of the big downtown nodes) it's a single transfer at Kennedy to the Bloor-Danforth.Currently, STC to downtown is a two transfer ride.
The busiest point on the Yonge line is Bloor to Wellesley. Any pphpd capacity restriction is felt there first. A DRL will be designed very specifically to reduce ridership at that location.
It is ceratinly possible that ridership elsewhere will increase to fill in the gap which may increase total passenger km of the line; but the peak point should still have lower ridership than it would otherwise.
Although the peak point may be south of Bloor, I worry that just north of Bloor is close to packed as well - especially if we add in some Eglinton LRT riders as well.
I think a lot could be accomplished at King, with simply expanding the platform in the same manner as they did a few years ago at Bloor. Can you imagine how much worse King would get if the DRL intersects here somehow? Yet another exit wouldn't hurt either (perhaps two sets, both at the extreme north and south of the platform). Not sure how feasible any of that is.King is (last time I looked) second.