Maybe so. But there are more destinations south of the 401. The line could hit Centennial College Progress campus, then UTSC. Furthermore, it is easier to connect to Lakeshore GO if the line runs in the 401 corridor or south of it, rather than diverts as far north as the Zoo.

By the way, is it really a good idea to combine a bus lane with the bike lane? If the number of cyclists is substantial, then the bus will have to keep weaving into the general traffic lane in order to bypass cyclists. Or, to limit its speed to the speed of the slowest cyclist. Furthermore, is...

Not sure if that statement is real or sarcastic. It should be noted that the Zoo demand is highly seasonal. You'll get a lot of riders on Summer weekends, a fair number on Summer weekdays, but rather few for most of the year. Feels like an express bus running during the high season can do a...

Depends on the design; I would consider either Ellesmere or the 401 corridor. The 401 option is probably cheaper, and will run faster due to having fewer stops. While the Ellesmere option would do some local service, in addition to the main goal of connecting to Lakeshore GO. Either way...

The curve should be smoother; TTC recommends a 300-m turning radius to reduce the wear of the wheels and rails. But I think it is doable. I see 2 advantages and 1 disadvantage of combining Lines 2 and 4. One advantage: all connecting routes terminating at Sheppard / McCowan and at STC will be...

I don't see a point of extending Line 2 north of Sheppard, with a possible exception of a mostly at-grade extension to Malvern Centre using the CP Rail corridor. Markham to STC can be served by light rail or BRT. At that point, it will be a route for local trips, as hardly anyone will want to...

Actually, why not? At least between Yonge and the Don River. Thinking of a configuration where most of Lakeshore East traffic is directed through Gardiner, while the surface level has a small road similar to QQ East, and that small road is not directly connected to Lakeshore W or E. Maybe, too...

Sure, crossing a wide road that has an island is safer that crossing one that has no island. But it is still a barrier, and crossing takes time .. I guess we have to agree to disagree here. Good point, I did not think about those lane effects. Maybe you are right here. No emotional...

^ Furthermore, the Sheppard / McCowan station will be beneficial for the bus routes that serve Sheppard and other areas north of the 401. They will not need to spend time crossing the 401; those bridges / underpasses often have slow traffic.

Yes, old European cities with limited space often have pedestrian malls in the centre. No regular car traffic present, but delivery vehicles can enter the mall at certain hours to make the delivery. This is not a blocker there, and shouldn't be a blocker here.

Thought about that, too. They might decide to place the "Kennedy" station east of the West Highland Creek riverbed, then it will be within 100 m from the Agincourt GO platform. The GO parking lot north of Sheppard could then be converted to a small bus terminal, and the Kennedy buses would...

I used to cross both, years ago when I worked in downtown. Crossing the University is more pleasing only because there are more people around; it takes a lot of time though. If it is Lakeshore and not the Gardiner that is acting like a barrier, then wouldn't it be more logical to merge a...

Definitely Consumers / VP / Warden. After that, not sure. There are several good locations: Birchmount, Agincourt Mall, Kennedy, Agincourt GO, Midland, but all those are spaced ~ 400 m apart. Certainly they will skip some of them, or combine (say, a western end of a station is 25 m from...

I definitely disagree on the "making the lake more accessible" part; it is easier to walk under the guideway than to cross a wide road at the traffic light. Ditto for "moving vehicular traffic more efficiently"; what efficiency can be achieved by adding a few traffic lights. I disagree on the...

^ I could see the benefit of reworking the whole DVP and Gardiner system, turning them into two separate access roads into downtown. Each road with several in/out rumps to regular streets, and no direct connection between the two. That would totally shift through traffic elsewhere, and actually...

^ It is notable that DRT wants to use the Sheppard / McCowan terminal, rather than STC terminal. If their buses serve UofT Scarborough and then use the Ellesmere bus lanes, then the STC terminal is the closest one. Does that mean they expect the Sheppard line extension to Sheppard / McCowan...

Well, you just described the general pattern of our transit construction being behind the curve. Line 2 is no exception. I think both effects take place. Some of the riders would get on the subway whether it is extended or not, as the density would grow elsewhere, and then the riders take a bus...

Although it is a good idea to upload the costs to the province or recover them via tolling - saying that a 5 km elevated segment is bankrupting the city is a major hyperbole. The city has a long list of other elevated structures: TTC, railroad bridges, other highways etc. If the tiny stretch of...

The OL connection at Pape is going to provide some level of relief, diverting a fair number of downtown-bound riders before Line 2 reaches its busiest point near Yonge. Not sure if that counts as complete safeguarding. We are always playing a catch up game with transit capacity, and Line 2 is...

It needs RT east of McCowan, but not sure you will like that particular network. Say, someone in Malvern wants to reach Line 2. One option is taking the LRT to Sheppard, then Line 4 to McCowan, then going to Line 2. Two transfers just to reach Line 2. Or, stay on the LRT all the way to Kennedy...