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jmi22 said:
No, a tram that moves at an average speed of 15kmph with a fraction of the capacity of a subway will not make a 50,000 person high-rise community "ok" on the transportation front. Any serious city would be serving such a density node with AT LEAST one subway line, and either a second subway line or regional rail stop.
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The fastest trams, or light rail vehicles (LRV), typically operate in the 100-110 km/h (60-68 mph) range. Notable examples include the Class 399 in Sheffield (designed for 110 km/h) and the Bombardier Flexity Swift/Citadis Dualis, which can reach 100 km/h

 
jmi22 said:
I know, and I understand you are sharing this in good faith, but I'm pulling the 15km number from a rough averaging of existing operating speeds of TTC streetcars in dedicated ROWs
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Those are caused by TTC regulations and rules, MTO regulations and rules, and transportation priority of signal lights for the almighty automobile over public transit. They can be changed, but is very, very, very, very, very, very to do.
 
Monarch Butterfly said:
Those are caused by TTC regulations and rules, MTO regulations and rules, and transportation priority of signal lights for the almighty automobile over public transit. They can be changed, but is very, very, very, very, very, very to do.
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Aint to Waterfront LRT operating at anything approaching 100kph. That might happen in fully segregated ROWs without level crossings or in rural areas.
 
The Ontario Place station proposed earlier in this thread is a great idea in my opinion. It's a major regional destination that needs to be well connected to the city via rapid transit. The way I'd do it is to have the line curve south from Exhibition station to Ontario Place. Build the second curve under the lake to bring it back to the mainland and either head towards Parkdale or Humber Bay Shores.

There's too much concern about duplication of services among some people. A transit-oriented city should have some duplication to reduce crowding. You also want redundancy for when lines go out of service due to emergencies and especially for when major maintenance is necessary (like the kind that results in weekend closures).

Imagine a world where a subway or GO line closure doesn't triple your commuting time or force you to drive--you just take the other rail line that takes you to your destination efficiently. That would be a strong and resilient system versus a barebones and weak system.
 
junctionist said:
The Ontario Place station proposed earlier in this thread is a great idea in my opinion. It's a major regional destination that needs to be well connected to the city via rapid transit. The way I'd do it is to have the line curve south from Exhibition station to Ontario Place. Build the second curve under the lake to bring it back to the mainland and either head towards Parkdale or Humber Bay Shores.

There's too much concern about duplication of services among some people. A transit-oriented city should have some duplication to reduce crowding. You also want redundancy for when lines go out of service due to emergencies and especially for when major maintenance is necessary (like the kind that results in weekend closures).

Imagine a world where a subway or GO line closure doesn't triple your commuting time or force you to drive--you just take the other rail line that takes you to your destination efficiently. That would be a strong and resilient system versus a barebones and weak system.
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I support redundancy in having a subway/metro run parallel with a GO line if it provides shorter stop spacing. Thereby filling the gaps between the GO stations. That way we don't have to build so many stations on our GO lines.

Extend the Ontario line to Mimico to fill the gap between Mimico GO station and Exhibition. Including a stop at Park Lawn.
 
Bring back the Alpine Way.. from Exhibition station over the DVP direct to one the Ontario Place pods…
 

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Cable cars would load on the exhibition station roof, go over the Gardiner Expressway, the horse palace, New Brunswick Way, and Lakeshore then into one of the pods at Ontario Place, the old folks like me no doubt remember how high the Alpine was when it was in service.
 
well I recently started working in the Jane and Finch area, and as I was driving down Jane this afternoon, the amount of people waiting for the bus was crazy, so the west extension should definitely make its way on Jane. Ino Dufferin is also an option but I'm not familiar with that area l, but Jane is definitely underserved
 
Aplus23 said:
well I recently started working in the Jane and Finch area, and as I was driving down Jane this afternoon, the amount of people waiting for the bus was crazy, so the west extension should definitely make its way on Jane. Ino Dufferin is also an option but I'm not familiar with that area l, but Jane is definitely underserved
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Same. Worked at Downsview last year and noticed the same thing on my commutes. It's a severely underserved part of the city.

A lot of people here want the western extension to serve Dufferin south of Eglinton and Jane north of it. That routing does makes a lot sense.

I feel like Line 4 should make its way west to Jane as well.
 
Aplus23 said:
well I recently started working in the Jane and Finch area, and as I was driving down Jane this afternoon, the amount of people waiting for the bus was crazy, so the west extension should definitely make its way on Jane. Ino Dufferin is also an option but I'm not familiar with that area l, but Jane is definitely underserved
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I would rather see Jane be it's own line. It could use the same tech as the OL, with connections to the OL.
 
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