[smallspy]

The multi-layered idiocy of the middle-road alignment at Leslie/Eglinton and short-turns at Laird instead of Don Mills where the interchange with the Ontario Line will be, will drive me crazy for decades to come.

I'd yell at Jaye Robinson about it but she is not around to see the consequences of her politicking.

While I agree with you with the positioning of the surface alignment between Brentcliffe and Don Mills, I'm loathe to critique the line's designers too hard for the configuration at Don Mills as they simply didn't have a crystal ball or time travel that would have allowed them to see that decision coming.

I'm also surprised that you're not deriding the configuration of the interchange at Don Mills, as it will make the connection at Spadina (nevermind Kennedy) look like a graceful stroll.

Dan

 

[Midtown Urbanist]

While I agree with you with the positioning of the surface alignment between Brentcliffe and Don Mills, I'm loathe to critique the line's designers too hard for the configuration at Don Mills as they simply didn't have a crystal ball or time travel that would have allowed them to see that decision coming.

I'm also surprised that you're not deriding the configuration of the interchange at Don Mills, as it will make the connection at Spadina (nevermind Kennedy) look like a graceful stroll.

Dan

Yes I am not sure if people are familiar with the situation at Eglinton and Don Mills, but you could be sitting in traffic waiting to turn for 15 minutes at any time of the day.

Throwing an LRT into the mix is pouring gasoline on a fire. An elevated solution may have been most optimal, but that is another word that Toronto dares not speak.

 

[smallspy]

Yes I am not sure if people are familiar with the situation at Eglinton and Don Mills, but you could be sitting in traffic waiting to turn for 15 minutes at any time of the day.

Throwing an LRT into the mix is pouring gasoline on a fire. An elevated solution may have been most optimal, but that is another word that Toronto dares not speak.

Methinks you are not familiar with the configuration of the future Don Mills station.....

The LRT stop is underground. Someone transferring to a bus needs to exit the LRT (centre platform), climb a set of stairs, walk 100m in an underground corridor, then climb another set of stairs to the bus terminal.

The Ontario Line station will be located above the bus terminal, parallel to Don Mills. This means that after climbing into the bus terminal, a rider will have to climb another 2 sets of stairs in order to board an Ontario Line train.

Dan

 

[Kelson]

Methinks you are not familiar with the configuration of the future Don Mills station.....

The LRT stop is underground. Someone transferring to a bus needs to exit the LRT (centre platform), climb a set of stairs, walk 100m in an underground corridor, then climb another set of stairs to the bus terminal.

The Ontario Line station will be located above the bus terminal, parallel to Don Mills. This means that after climbing into the bus terminal, a rider will have to climb another 2 sets of stairs in order to board an Ontario Line train.

Dan

What you discribed( in terms of transferring) seems acceptable. You mean Don valley station, not Don mills station correct?

 

[T3G]

What you discribed( in terms of transferring) seems acceptable

And yet, the indignity [sic] of having to climb up 2 sets of staircases was considered justifiable grounds on which to nix the SRT and replace it with a subway extension instead...

 

[Transit]

The multi-layered idiocy of the middle-road alignment at Leslie/Eglinton and short-turns at Laird instead of Don Mills where the interchange with the Ontario Line will be, will drive me crazy for decades to come.

I'd yell at Jaye Robinson about it but she is not around to see the consequences of her politicking.

Jaye Robinson? Don't you mean Kathleen Wynne, being lobbied by Geoff Kettel and the Leaside Property Owners Association?

https://www.thestar.com/news/gta/eg...cle_ce89d41f-90b2-5cbe-bae6-2128297264af.html

 

[urbanclient]

Hot take, the Mayor deserves to lose re-election solely because she has refused to use her strong mayor powers to enact [strong] active transit signal priority for streetcars (and Line 5 and 6), much less successfully advocated this issue to the city council or TTC chair. She has been mayor since July 2023.

Her ineffectual comments:

https://www.reddit.com/r/toronto/comments/1k6ant7/olivia_chows_views_on_transit_signal_priority_on

I have been corrected and told that her strong mayor powers don't apply to transit signal priority TSP apparently. Can someone explain exactly why this is the case. I assumed when she got elected that transit users would be better supported and they have been... with the exception of better TSP. But maybe stronger TSP has been erroneously deemed to cost too much by the perennially broke city?

Strong mayor powers and duties are widely expanded in Ontario

Ontario expands strong mayor powers to 169 more municipalities, raising key legal questions about local governance, authority, and discretionary decision-making.

www.blg.com

 

[jmi22]

The multi-layered idiocy of the middle-road alignment at Leslie/Eglinton and short-turns at Laird instead of Don Mills where the interchange with the Ontario Line will be, will drive me crazy for decades to come.

I'd yell at Jaye Robinson about it but she is not around to see the consequences of her politicking.

Was she an opponent of the line being fully tunneled up to Don Mills or putting the at-grade tracks along the southern edge of the road instead of in the median at Leslie?

 

[ARG1]

What, forced transfers aren't a big no-no anymore?

Well tram/metro abominations should also be a big no-no yet here we are.

Nobody wants this solution, but if we have to in order to have some semblance of operational stability and consistent headways in the tunnel, it might be an option worth exploring.

 

[urbanclient]

Well tram/metro abominations should also be a big no-no yet here we are.

Nobody wants this solution, but if we have to in order to have some semblance of operational stability and consistent headways in the tunnel, it might be an option worth exploring.

The funny thing is in Europe, premetros, stadtbahns, and trams that look like Line 5's abomination definitely exist. They're just usually not operated in areas as dense, nor are their operations going to be hampered by peabrains in the TTC et al...

Cue the people saying Line 5 Eglinton d-definitely has the capacity to support future demand until 20XX!!1!

Ironically, I am willing to concede that those people might be more right than wrong, not for the reasons they stated, but because Line 5's eastern section is gearing up to a sh**show tram like Line 6 to the point where it drives down ridership.

Line 6 top comment: "I was driving during rush hour and all the shuttle buses were packed while the trams were hardly full. By evening it looked like a majority of commuters intentionally chose the jam packed shuttle buses because it was much faster"

Line 6 Finch West is typically 15 to 30 minutes slower than the bus at the same time of day.

 

[youngblood]

Or the slow travel times on finch will put so much pressure on the city to turn on ATC(?) such that eglinton will be born with it from day 1 of operations

A man can only dream

its happening ladies and gentlemen!!!

what i meant by ATC was TSP, apologies for the misunderstanding

 

[ARG1]

The funny thing is in Europe, premetros, stadtbahns, and trams that look like Line 5's abomination definitely exist. They're just usually not operated in areas as dense, nor are their operations going to be hampered by peabrains in the TTC et al...

Not quite. What makes a stadtbahn a statbahn is that the tunnels carry many different lines as a sort of feeder hub. Karlruhe is a prime example where the tunnel carries many different lines that feed out into many directions. This is what tram tunnels in Europe look like, they're either stadtbahns that carry multiple lines - or if not they're quite short with a few stations under very busy neighbourhoods. Europe generally doesn't build 11km long subway segments just to serve 1 tram line.

 

[robmausser]

Yes I am not sure if people are familiar with the situation at Eglinton and Don Mills, but you could be sitting in traffic waiting to turn for 15 minutes at any time of the day.

Throwing an LRT into the mix is pouring gasoline on a fire. An elevated solution may have been most optimal, but that is another word that Toronto dares not speak.

I thought the LRT goes underground at Eglinton and Don Mills.

 

[urbancog]

I thought the LRT goes underground at Eglinton and Don Mills

It goes under Don Mills but re-emerges before the CPKC bridge and there's a surface stop, in the centre of the road, at the foot of Leslie. Then it goes back underground before Brentcliffe

 

[jmi22]

Not quite. What makes a stadtbahn a statbahn is that the tunnels carry many different lines as a sort of feeder hub. Karlruhe is a prime example where the tunnel carries many different lines that feed out into many directions. This is what tram tunnels in Europe look like, they're either stadtbahns that carry multiple lines - or if not they're quite short with a few stations under very busy neighbourhoods. Europe generally doesn't build 11km long subway segments just to serve 1 tram line.

Don't give them any ideas, we'll be seeing construction start on streetcars...I mean LRT..... up Vic Park, Weston and Bathurst should the erudite planning intelligentsia of the GTA catch up to the planning norms of the Germany in the 70's.