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Either expand the platforms, or build the downtown relief line that was proposed as part of Network Some people have a fetish for building interchanges wherever two lines cross without considering the actual travel patterns. Here are some example ideas. The same goes for the Eglinton West area. Clair on the Bradford line with interchange with TTC local service would also be an asset.

Extend St. Clair to connect with the other west-end GO lines would also allow for more relief, especially with all the new housing being built in the stockyards area. In the long run there are many ways to reduce pressure on the Yonge subway that are cheaper than trying to rebuild Bloor-Yonge. We just need to think outside the tunnel. Many capacity issues in transportation and indeed in other systems can be approached in two ways: either we go into panic mode and desperately try to expand at the perceived site of the problem, or we figure out how to reduce demand at that point by directing traffic elsewhere.

While this is the most logical approach to the problem, logic does not always fit into the decision making. From the point of view of people travelling in buses on Yonge St. The fact that it overloads the system to the South is irrelevant. The logical fix is to increase GO service on the Richmond Hill line. The most cost effective solution would probably be to do this upgrade and then branch off the Bala Sub on a separate right of way to Newmarket and join the Newmarket Sub.

I do not have a topographical map of the area so I do not know the construction problems involved but it would get passengers downtown more effectively and faster than the current GO trains on the Newmarket Sub. It would divert more people from the Yonge Subway, but would make a transfer connection to Yonge via the Sheppard line for those who do not want to go downtown. There is still a problem with this service through the Don Valley in that it is single track and circuitous.

There is room to double track most, if not all, of this line. It takes less time to get to Union from the Maple GO station than from Richmond Hill because for this part the Newmarket Sub is essentially a straight line while the Bala Sub is very crooked. I am not saying that this is the only, or best, solution but I hope that it will get people thinking out side of the normal options. Steve: I wonder how long it will take the GTTA to actually talk about this sort of problem and look at the situation from an overall network view ignoring jurisdictional boundaries?

Actually, I guess there is a third option. How about trying out full interlining during rush-hours only? Lower Bay would remain closed, which means Bay station would provide decreased eastbound and westbound service during rush hours. Not a big deal in my mind, since Yonge station is so close anyway. I guess the catch would be that the Spadina subway would have to terminate at Spadina station, which would necessitate making it accessible. Plus, the argument that separating the Spadina subway from University would create a forced transfer is negated by the fact that there is currently a forced transfer at Y-B for a very large percentage of riders I bet way more riders transfer at Y-B and St George than travel southbound from Spadina station.

Add the moving walkway back at Spadina and the long walk to transfer disappears too. The TTC would also have to manage the interlining properly, not like they did back in , by allowing trains to proceed on a first come first served basis. The more I think about this, the more I think they should try it. Mimmo is right — most major cities have lines that all head downtown without requiring a transfer. Interlining would accomplish that here without a big price tag. Steve: You are asking close to 20, people to transfer in the peak hour at a one of the most congested points on the subway, b a very inconvenient walking transfer location and c to every second inbound train Kipling to Downtown that shows up in a station you would load from one end.

We have to accept the fact that once the Spadina line was linked in with University, any hope of interlining was out of the question. Steve: That whole wye interchange is quite complex. During the diversion, I had to remember where all of the tunnels were, exactly, relative to buildings that are more recent than the subway to explain to people why things were done as they were.

Steve: I will not belabour the issue of the complexity and difficulty of expanding capacity at Bloor Yonge. Obviously the tracks have to move further apart and that eats up the extra platform width that was added.

Another huge problem is that there is an underground stream right in the middle of the site 2 Bloor East actually sits on an underground bridge. The TTC plans to expand capacity by reducing the headway at least on the Yonge line with automatic train control and a new signal system. There is actually a far worse situation developing on King West where the streetcar service does not come close to dealing with the growing population.

The schematic above makes perfect sense but it should include a new westbound platform as well. Steve: Some engineers think nothing is insurmountable, merely a challenge to their ego. However, small problems such a building foundations, the need to demolish a chunk of the shopping mall in 2 Bloor East, and the proximity of a major Bell Canada switching centre on Asquith Avenue make life extremely difficult. The Uptown Cinema is still intact in the satellite photo. Now I would never advocate Spadina North as a suitable transfer point, and forgive me for asking, but why is it impossible to do interlining with the existence of the Bill Davis subway?

Steve: We need to send every other BD train downtown from the east and the west to make the service worth waiting for. The BD line runs However, the Spadina line in its own right north of St. George probably needs at least 20 per hour at peak. This means a combined service of about 45 trains per hour from Museum south or one every 80 seconds. I was thinking of a schematic showing the stations and tracks in relation to the surface roads and buildings. Saw one somewhere once.

Begging to differ with you on this point, Andrew. Clair — basically all the major routes as well as the future Portlands. Why are so many comments reverting to GO or subway as the only options? Adding additional platforms to an interchange between two lines running perpendicular to each other probably requires both lines to have three platforms rather than two. Think of Bloor station on the Yonge line, with a centre platform added.

A train arrives and opens its doors on both sides. The intension was that people getting on would board from one side the side platforms and people leaving would board from another the centre platforms. So you have a lot of people now standing on the centre platform. Where do they go? Exits are limited, since the amount of common space between the Yonge line centre platform and the Bloor line centre platform amounts to basically a postage stamp.

More connections are possible with the mezzanine level upstairs, but getting back down to the Bloor Danforth subway line is a cumbersome process, unless…. If you add side platforms to Yonge station on the Bloor-Danforth line, then exits become possible, simply by cutting into the walls on the eastbound and westbound platforms.

And already, this begins to dictate how the flow of passengers in Yonge station is to follow. In both lines, passengers wishing to board trains, in whatever direction, board from one of the side platforms. Passengers departing from trains are dumped onto the centre platform, regardless of the line, and then proceed to stairs taking them to the correct side platform on the alternate line.

Of course, it would probably be cheaper to try and reduce the pressure on the Yonge line with more GO Transit service and some downtown relief. Build a station here with platforms on either side of the tracks. The tunnel then continues north, under Park and Church streets, to rejoin the Yonge line near the Ellis Portal. Then extend the centre platform of Yonge Station on the Bloor line, and the former northbound platform area of the Yonge line immediately above it adding side platforms along the Bloor line , east to meet the new northbound-only station.

Connect the new northbound tracks to the Yonge line, run trains, fill in the original northbound train-bed and, voila, huge centre platform. Steve: Your proposal requires going through the foundations of several fairly new buildings and would probably require demolition of some nice old houses near the Park Rd. A daydream yes. If we do increase capacity, there are serious issues with pedestrian volumes at other stations.

Strange how this discussion has brought out the same gung-ho we-can-build-anything thinking so typical of subway advocates. The subway is beneath the mall so it is access that would take space from the mall? Certainly a deal could be struck for the greater good. Moving it is not just a question of electronics but miles and miles of wire. The difficulty is that its foundations are so close to the tunnel north of Bloor Station that the widening required there you cannot instantly move to widely-spaced tracks at the platform itself cannot be built simply by exposing the tunnel and knocking out the existing wall.

The greater good is served by looking at ways to reduce demand at the interchange rather than spending huge sums on construction. What the TTC should also try to do is encourage more people from the west to use St. George instead of B-Y, or squeeze in a direct service downtown from the west only in place of the current St. Clair W. If we can get more passengers from the west out of B-Y, that might help without having to spend megabucks on station rebuilds.

The TTC once tried to encourage people to transfer to an alternate southbound route downtown by using Bay St circa I think? Nowadays, the service on Bay is nowhere near that level, and about half the buses in the AM only go to Edward St. Steve: When the service was more frequent than today, a lot of it did turn at Edward Street.

Most of the demand was only going to the area between Wellesley and Gerrard. Moreover, in the mids, the era of service cuts, the subway was not exactly packed. Not to beat a dead horse here, but the GO Richmond Hill line — beefed up, all day, every 10 minutes, with an intermodal stop added at the Danforth to transfer to the B-D line — would shift what I have to believe is a substantial amount of traffic off the Yonge line.

Has anyone ever put a serious proposal forward to do that? I mean, beyond our musings here, has this really been looked at? Even beyond the vague pedestrian walkways which are eternally on the horizon at both stations. It took waiting out both the and 84 before we got on another crushed Heading back down, I took the 56 from Eglinton, which ended up being crushed.

The driver allowed one person along Eglinton to board via the rear doors, but we skipped stops after Mount Pleasant. By the time we got to Donlands, it wasn't the sardine can leaving Eglinton, but I would still call it crushloaded showing how many people were taking it as an alternative to the subway. When that line was shut down yesterday it probably only took fifteen minutes for there to be a huge backlog on the sidewalk. Is there a way to get buses to the pick-up location at Bloor in that time?

Where would they come from - you might need to take the whole fleet off Bay and Sherbourne? The moral of this story is that as long as the subway was closed there was no way that the line up was going to get any smaller, particularly at that time of the day. And if there was no way the buses were going to keep up in the first ten minutes then by it should have been obvious that you might get a ride eventually - but the eventually might be three hours.

I'd rather spend three hours in some sort of motion, even if it was as futile as the shuttle bus wait, but that's just me I guess. And where did all those buses come from? In a situation like yesterday would it have made sense to take any off Don Mills or Bathurst? It's a long way away but you might cause less disruption overall if you reassigned a few from Kipling or Islington or Royal York. But if you did that they won't be where they needed them for who knows who long. Maybe take some from Jane and replace them with ones from Kipling?

It would have been tough to take any from the routes heading into Eglinton Station. Who knows what they did, it was probably just guesswork. I think that lines marked on the road to reserve a spot for a shuttle loading stop are a good idea. I guess my point is that there doesn't seem to be much to do in a situation like this but just endure it. I'd bet that the average private auto commuter using a major highway experiences more delays than the average TTC rider.

It may not be perfect but the system is usually pretty dependable. It will be interesting to see if the city goes after the contractor for some sort of damages here. Having walked from Dundas to Finch along Yonge in my teenage days that took about hours.. Upon immediately seeing the crowds yesterday I would have begun walking to Eglinton station Are people really that lazy these days? I actually had to get from my place near kipling to CNIB bayview, 3 stops north of Eglinton for my volunteer job.

Even if there were alternatives, most of the buses would have been on the shuttle anyway. The only alternative would have been the Spadina line. People aren't going to walk anyways, most of them had a long day and would rather wait for a bus and complain. It's expected when things like this happen. The first shuttles are usually pulled form the closest routes that can spare buses until other buses can be pulled from routes further away. Yesterday I heard some of the buses on the shuttle were pulled from routes like 32, 54, 90 as mentioned in another thread and even one from Google says its about a 50 minute walk which isn't to bad, the shuttle was about a 40 minute or so ride because of all the traffic on Yonge.

I once walked 90 minutes, my legs were a little sore but it wasn't to bad. You could take a little break if you wanted to at the half way point, which would be St Clair I guess. At around this evening, my train sat at Sherborune for around 10 minutes because of a security incident at Castle Frank. The delay at Castle Frank looked like a scuffle between the driver of and likely a rider.

There were 2 supervisors there and about cops at the station. The way the TPS, supervisor and was parked, it make it hard for my bus 65 to get out of the loop. One of the Fishies was being used as a shuttle during the subway shutdown.. Couldn't get a fleet , though. There was a delay at Ossington. By the time the delay was over it was on it's way back westbound at Bay station.

My trains were sort of affected. As explained in the sightings thread Slow heading EB from Warden to Kennedy on , with a torrent of WB trains going the opposite way. WB on form Chester to about Spadina we were holding at each station for an extra mins. This was at around 6 PM or so. During my 30 minute time at Bloor and Yonge, I recorded at least 3 fishies , , Nothing too special, there are nearby routes that use fishbowls like 52 and 90 that probably definitely for route 90 had buses torn off not to mention garage spares at Mount Dennis and Wilson would more than likely be Fishies.

They might have pulled the fishbowls off I did see an NIS fishbowl southbound on Yonge just north of Eglinton at about pm that night which could have been coming from Lawrence. Delay this afternoon eastbound at St. George due to a medical emergency. At about pm when my train was westbound at Castle Frank the delay was announced. It was announced again on our way to Yonge. We continued west with no problems until Bay.

At Bay the operator used the bell to tell the guard to wait as the light was orange over green with the next being double red. Once the double read changed we left. On our way to St George the operator got a call from Transit Control. As we approached the St George crossover the operator announced the train was going out of service at St. George, I assuming this was so that it could head back east to fill the gap in eastbound service.

We pulled into St George at about pm. When we reached St George the T1 with the medical emergency was sitting at the eastbound platform with its doors open. That T1 train set was eastbound I couldn't see what car specifically the problem was on as I walked down the platform on the westbound side as I was more concerned with getting the fleet numbers of the H4 train I rode into the station.

You need to be a member in order to leave a comment. Sign up for a new account in our community. It's easy! Already have an account? Sign in here. Sightings for Greater Toronto Area. TTC Delays and Disruptions. Share More sharing options Followers Prev 73 74 75 76 77 78 79 80 81 82 83 Next Page 78 of Recommended Posts.

Mike Posted November 19, Posted November 19, To be fair There is 25 to the east, and then there are routes like 7 and But by the time you take the subway to Pape, get on the 25 if you can and then go up to Eglinton, and catch , 34, or whatever to go to Eglinton Station you're still looking at an hour?

That's on a regular day. On a day like today? Or Wilson, or Downsview. But even that is time consuming. Link to comment Share on other sites More sharing options Matt Posted November 19, Isnt it the guards job to walk threw the train and make sure no one is on?

I always use to see them do that when they pull a train out of service. Then possibly suing the TTC. So yeah, we don't do that. Buurin Posted November 19, There needs to be better and more effective alternatives to getting downtown. Toronto has far to much dependence on the Yonge line. Maybe better service on the Richmondhill line would make it a more attractive alternative, but GO doesnt have plans for all day service on that line.

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Download as PDF Printable version. To Bathurst station. To Scarborough Centre station. To Sunnybrook Health Sciences Centre. Service does not operate during the midday on weekdays and during the late evening on weekends. Service operates daytime and early evening on weekdays and daytime on weekends. To Kennedy station via Brimley Road. To Victoria Park station via Brimley Road. To St. Clair Avenue East and Barkdene Hills. To Victoria Park station. To U of T Scarborough.

To Queen's Quay and Sherbourne Street. To Main Street station. To Kennedy station via Scarborough Centre station. Victoria Park Minute Network. To Don Mills station via Consumers Road. To Victoria Park station via Consumers Road. Don Mills Minute Network. To Pape station via Don Mills station. To Evergreen Brick Works.

To Exhibition Place Dufferin Gate. Service operates during the midday and early evenings Monday—Friday, and during the daytime on weekends during the fall and winter. To Exhibition Place Princes' Gates. Service operates during rush hour Monday—Friday and during the early evenings on Saturdays and evenings on Sundays during the fall and winter.

During the spring and summer, service operates at all hours, seven days a week. To High Park via High Park station. To Runnymede Road via High Park station. To Greenwood station. Service operates from am to pm Monday—Saturday and from am to pm on Sundays. Service operates during the late evenings every day and operates from beginning of service until am Monday—Saturday.

Eglinton West Minute Network. To Eglinton station via Eglinton West station. To Renforth station via Eglinton West station. To Eglinton West station. To Jane Street and Emmett Avenue. Clair West station. Eglinton East Minute Network. To Pioneer Village station. To Pioneer Village station via Hullmar Drive. To Jane station via Hullmar Drive. Finch West Minute Network. Internal branch. Service operates until the early evenings Monday—Friday and during the daytime on weekends.

To Finch station via Finch West station. To Humberwood Boulevard via Finch West station. Service operates during the late evenings Monday—Friday and during the evenings on weekends. To Islington station. Weekday service Runs westbound in the AM, eastbound in the PM during rush hour service Service does not operate in the summer.

Finch East Minute Network. To Jane Street and St. Clair Avenue West. To Scarborough Centre station via Progress Avenue. To Carlingview Drive via Belfield Road. Lansdowne Minute Network. To Steeles Avenue East via Leslie station. To Eglinton station via Leslie station. Lawrence West Minute Network. To Lawrence station via Lawrence West station. Extra fare required west of Airport Road. Operates weekends and holidays only. To Lawrence West station. Steeles East Minute Network. Service operates late evenings on weekdays and evenings on weekends and holidays.

Lawrence East Minute Network. To Starspray Boulevard via Lawrence East station. To Eglinton station via Lawrence East station. Steeles West Minute Network. To Finch station via Pioneer Village station. Service operates in the late evening on weekdays and evenings on weekends and holidays. To Highway 27 via Pioneer Village station. Ossington Minute Network. To Major Mackenzie Drive. Extra fare required north of Steeles Service operates during the day and early evening. Warden South Minute Network.

To Warden station via Birchmount Road. To Kingston Road via Warden Avenue. To Warden station via Warden Avenue. To Kingston Road via Birchmount Road. Royal York Minute Network. Service operates all hours on weekdays and during the daytime and early evenings on weekends. To Claireport Crescent via Albion Road. Service does not operate during the late evenings Monday—Saturday or on Sundays.

Service operates during the late evenings Monday—Saturday and all day on Sundays. Royal York South Minute Network. Service operates during rush hour and midday on weekdays and during the daytime on weekends. To Runnymede station via St. Service operates every day on weekdays, until 10pm on Saturdays and until pm on Sundays.

To Keele station via Parkside Drive. To Rosedale station. Sheppard West Minute Network. To Sheppard—Yonge station via Sheppard West station. To Weston Road via Sheppard West station. Sheppard East Minute Network. Check Live Arrival Times for live arrival times and to see the full schedule for the Islington Station Bus line that is closest to your location.

The 50 bus's operating hours on Canada Day may change. Check the Moovit app for latest changes and live updates. See all updates on 50 from Mill Rd at Burnhamthorpe Loop , including real-time status info, bus delays, changes of routes, changes of stops locations, and any other service changes. Get a real-time map view of 50 Islington Station and track the bus as it moves on the map. Download the app for all info now. Prices may change based on several factors.

Additional information: 50 has 21 stops and the total trip duration for this route is approximately 15 minutes. On the go? See why over million users trust Moovit as the best public transit app. Moovit gives you TTC suggested routes, real-time bus tracker, live directions, line route maps in Toronto, and helps to find the closest 50 bus stops near you.

No internet available? Download an offline PDF map and bus schedule for the 50 bus to take on your trip. Track line 50 Islington Station on a live map in real time and follow its location as it moves between stations. Use Moovit as a line 50 bus tracker or a live TTC bus tracker app and never miss your bus.

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