Perhaps transferring all the risk to the private sector, specifically the GC was always a stupid and impossible thing to do, especially when cost overruns are largely caused by things like unknown utilities and traffic control, things Metrolinx should have always taken the risk for.

Drilling will likely start next month, with excavation commencing within 2 months after.

Good, Metrolinx's argument was in bad faith anyway.

uhhh what?

People for some ungodly reason seem to forget that the crosstown will have more than 50 bus connections, connections to 3 (+1 in the future) subway lines, and 3 GO lines. The 34 and 32 aren't the entire story. They never have been and never will be.

This has nothing to do with politicians, this has to do with Infrastructure Ontario & the MTO's funding and scheduling goals. It also has to do with the fact that the Milton section is being built with Asphalt over concrete, which, when considering MTO specs, is about 5* easier to construct...

But its all-underground and with less than optimal ventilation.

I mean, the tunnel should still bring in some incremental improvements (ie weekend service), right?

As well as a changed landscape, significantly historic characteristics, and extra expropriation.

Environmental reviews and preliminary design takes a while, usually at least 2-4 years. With a pandemic and the government trying to cram 6 differet major (>5 billion dollar) projects in at once, I'm surprised they've moved as fast as they have.

Length is irrelevant, what is relevant is passenger capacity. Each Flexity can fit around 120 passengers before dwell times are affected (See the streetcar network) Each 40' bus can fit around 40 passengers before dwell times are affected. With 2 LRVs travelling down eglinton every 3 minutes...

We've been saying this for years though, 15 mins would be the absolute minimum...

Even if the second crew change isn't at Kennedy, you're going to have to have one somewhere. A trip to Kennedy from Mt Dennis will take at least 50 minutes, probably an hour (we don't know how traffic control will affect travel times, or how much the TTC will pad the schedules). From there to...

I have been saying that Eglinton (pre covid) would be over-capacity from day one, and that was with running 3-car trains. East of Don Mills? No, but west of Yonge, absolutely. Running 2-car LRVs increases the capacity crunch even further. The ideal solution for Eglinton would have been a...

Speed in this case is dictated by the corridor and stop spacing, which are windier and much greater on the RT corridor respectively. It also relies on human inputs, which have a delay associated with them (see reaction factors in traffic equations). The latter are generally negligible, but they...

Passenger derailments make national news here though too, it's freight derailments that result in no injuries that don't. Not good, but when the consequences are significant, the response generally is.

Building LFLRT on Eglinton Ave and Don Mills should not be deemed "sensible" by any measures. Also, converting a high-floor rapid transit service to a low-floor one, while it has its benefits, is not "sensible" either tbh.

Imagine thinking this poll isn't biased based on its target audience, the phrasing of questions/answers, the lack of an option for LIM, the lack of representation by the individuals that would actually use the service, and the fact that the sample size is far too small to have any sort of merit...

I did for half a year, along with at least 100 other people that left through the north access road, and another 150-200 that left through the south access road. With a new Menkes development opening up just across the 407, I can guarantee a bunch more people will too.

This is pretty standard in Canada and the US, and yes, that's exactly what they're fearful of. Lawsuits for god knows what are very common here, so if some dumbass decides to drive into a tower, and something bad happens (Falling infrastructure, damage to a tower, or even just the driver...