ShonTron
Moderator
One sign things are coming to a finish...
Road Decking Removals at Bayview Avenue and Eglinton Avenue East
From link.
Woe to anyone trying to transfer from a northbound 11 bus to an eastbound 34, 51, or 54 bus.
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Woe to anyone trying to transfer from a northbound 11 bus to an eastbound 34, 51, or 54 bus.
smallspy
Senior Member
Mt Pleasant is actually not too bad - the secondary building is basically complete, and they are now just connecting everything inside. They've started installing the steel structure for the main entrance. The hope is that cladding it shouldn't take too long as they are basically just rebuilding the building that was there before, and much of the heavy equipment located inside of it has already been installed.
Yonge, on the other hand, needs far more work. Concrete work is only now reaching the surface on the main portion of the station structure, and the ventilation shafts are the only portions of station that are visible above-ground.
Dan
SaugeenJunction
Senior Member
Earlier somewhere on UT we heard rumblings that Mount Dennis could open to GO and UPX passengers ahead of the LRT. I wonder if this is still the case. If it is done, may as well start serving the community with a fast connection to Union.
Cobra
Senior Member
Someone pointing out the obvious yet again - Crosstown might end up being split in half down the road
robmausser
Senior Member
Ive been saying this for years. The portal at Science Center is going to be a mess going east. (Theres only one light between it and the above grade portion to the tunnelled portion at Leslie, so that probably won't be much of an issue)
ARG1
Senior Member
Can we not post BlogTO articles about how some random UofT student posted a tweet about service that like 50 people saw?
While I share this concern, let's actually post official releases about something like this happening, and not BlogTO.
drum118
Superstar
Don't read BlogTO nor rely on its info as it off the track a number of times when it comes to transit. It the click line to gain revenue.
Splitting a line can happen in a number of forms and it will depend mostly on ridership.
Just like line 1 & 2 extension, do these extension need to see the same quality of service when ridership said every 2nd or 3rd train is needed to service the extension? To run the same quality of service requires more equipment, manpower and a higher operating cost.
Having Line 5 spitted may only require to have every 2nd train for the extensions and there needs to be a crossover that the end stations being built today to allow for the split. Can't see any splitting of service for the line being built period.
Another type of spilt can be from X to Y not using the full line of Line 5 being built today and need a crossover to do it.
Talking about spits is way too early when the line isn't open yet and someone trying to create issues when there is no issue in the first place for brownie points.
We now return to real known things, not what may happen fiction.
Steve X
Senior Member
The issue is caused by changes in the project. There was supposedly significant at grade intersection at both ends with the central tunnel for the busiest part. Now they have changed the entire western, the eastern part becomes the bottleneck.
This is what happens when they take an European concept and Americanize it.
This is what happens when they take an European concept and Americanize it.
felix123
Active Member
Why dismiss the entire article? The point about Metrolinx trying to convince Toronto to allow proactive TSP, and Toronto not budging on the status quo was accurate. If BlogTO's readership understands how much their own city's department is working against them, as we already see on Spadina and on St. Clair, all the better.
The 510 is lumbering, kneecapped garbage, but it doesn't need to be. Same goes for a partially at-grade line 5 LRT.
JasonParis
Moderator
Because the article isn't based on journalism. It is headline-baiting, and frankly dismissible as it is literally based on someone's tweet. A proper article would have both Metrolinx and a transit expert's opinion for starters.
SaugeenJunction
Senior Member
If issues exist on the surface section, we know exactly who to blame (hint, it is the City of Toronto).
Steve X
Senior Member
What is preventing them to let through traffic go before left turns? The light at Lake Shore and Windermere is setup like that.
mistersg1
Active Member
I'm trying to remember, I haven't been in the city much by car since COVID hit, but yes, Lake Shore and Windermere (I think it was Ellis or Humber Station which also use it) use the lagging FPLT, a rarity in Ontario. I'm no traffic engineer (at least yet) but I've always wondered why they are reluctant to use lagging FPLT especially in transit ROW situations.
Again, one of those streets, it's either Humber Station or Windermere uses lead/lag FPLT, that is one side gets a leading fully protected left turn, and at the end of the cycle, the other side gets a lagging fully protected left turn.
Someone explained to me once the concept is based on "driver expectancy", here in Ontario, we always expect a protected turn, whether it's FPLT or PPLT, to be leading, that is to occur before the main signal (generally for going straight) turns green.
Lagging PPLT movements are incredibly rare in the city on a side note, I think Lake Shore/Yonge is the only example I can think of, except in that case, the protected turn doesn't protect against oncoming traffic but against pedestrians.
I could get into a glossary of all these terms, but I thought way back when, the endgame for the Crosstown (maybe not entirely because of the significant grade separated underground portion), Finch West, and all other Transit City routes as being rebranded as 500 series routes. Ever since 2008 when I looked at this, I've always wondered, what exactly makes the 512 St Clair different from the Finch West LRT other than stops being further apart? Remember, the Harbourfront route was once Route 604 and appeared on the full map (not the subway diagram) as a service being on par with the subway/RT.
Every time I ask that question, many people got extremely angry so I didn't bother. That student in the BlogTO echoes the same thoughts I had at his age regarding this and it's something to be considered.
(If someone needs definitions for FPLT, PPLT, and so on, I can give them on another thread)
M II A II R II K
Senior Member
They could also tunnel under Eglinton East so Line 5 could avoid the on street section.
Bureaucromancer
Active Member
My thoughts exactly. Combine that with extensions on both ends and it starts to look like something well short of a tragedy if the service pattern is something like overlapping Mississauga/Renforth/Airport - Science Center and Mount Dennis - UTSC/Malvern.
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